Professional Documents
Culture Documents
Technical Journal 05
Technical Journal 05
Technical Journal
Papers 067 - 080
Welcome to the fifth edition of the Atkins Technical Journal.
Once again there has been a great response to the call for papers with
those published spanning the majority of our business units and covering an
excellent mix of accomplished projects and thought leadership. With the 2012
Olympic and Paralympic Games, ever nearing, it is timely to read how we are
leading the way in controlling excessive crowd-induced motion of grandstands
in general and how we are promoting innovative design on the Olympics,
jointly with the Olympic Delivery Authority. Other papers show how we are
increasingly providing thought leadership on climate change and sustainability
in all sectors of what we do; our Intelligent Transport Systems (ITS) business
is leading the way in looking at how ITS can drive down carbon in transport
and help us adapt to the effects of climate change, while papers such as that
on gas migration risk and the bridges sustainability index show that building
sustainability into our designs and advice to clients is business as usual for us.
I hope you enjoy the selection of technical papers included in this edition.
Chris Hendy
Chair of Technology Board
FOREWORD
Technical Journal 5
Papers 067 - 080
067 - Structures
Footbridge design for the Dubai metro light rail project 5
068 - Structures
Performance based seismic design of tall building structures: Case study 19
069 - Structures
Design charts for the assessment of grandstands
subject to dynamic crowd action 37
070 - Structures
Design of the Olympic Park Bridges H01 and L01 49
073 - Rail
Interfacing electrification and system reliability 69
074 - Rail
Investigations into electromagnetic noise coupled from lighting to
safety related communications equipment in an operational metro 75
075 - Highways
Value Engineering on the Church Village Bypass 81
076 - Highways
Drainage design on M25 Motorway widening project (J16 – J23) 89
078 - Defence
Dependent failure assessment in the development of
a defuelling facility for nuclear submarines 105
079 - Sustainability
Gas migration risk at underground gas storage sites 113
080 - Sustainability
Quantification of sustainability principles in bridge projects 121
CONTENTS
Footbridge design for the Dubai 67
Metro light rail project
Alan Ho
Engineer
Middle East & India
Introduction
In July 2005, the government of
Dubai Road and Transport Authority
(RTA) awarded a design and
build contract to the Dubai Rapid
Link (DURL) consortium for the
construction of the first stages of the
Dubai Metro Red and Green Lines.
The DURL consortium comprised the
Japanese companies Mitsubishi Heavy
Industries, Mitsubishi Corporation,
Obayashi Corporation and Kajima
STRUCTURES
5
67 Footbridge design for the Dubai Metro light rail project
6
Footbridge design for the Dubai Metro light rail project 67
STRUCTURES
Figure 4 - Typical footbridge cross sections (a) Narrow deck (b) Wide deck
7
67 Footbridge design for the Dubai Metro light rail project
8
Footbridge design for the Dubai Metro light rail project 67
avoiding clashes, minimising utility inner concrete infill used in the arrangements not in the design
diversions and finding a suitable original design was eliminated, by guides. Even with the additional
position for structural support such treating the precast shell as a non- details covered by BS EN 1993-1-8
that as many standard footbridge structural, permanent formwork some connection details were not fully
designs as possible could be used. component. To save further time in covered. For example, floor beams
The footbridge pier heads which construction, the standard footbridge were eccentric to the centre line of
transfer the vertical load from the pier heads were constructed from the chord and some connections had
footbridge truss to the pier columns the same outer curved profiles both I-beam and hollow sections
were designed with different used for the viaduct pier heads. framing in to a further hollow
shapes to suit the orientations section. Where these occurred the
of the footbridge spans in plan, formulae had to be used with care.
according to the design alignment.
9
67 Footbridge design for the Dubai Metro light rail project
The wide spans had hollow section The structural analysis was based Design automation
verticals and diagonals framing in on simple 3D space-frame models
to I-beam chords; these connections without joint eccentricity. For standard for specific locations
can be inefficient since much of spans only the longest span was Span lengths were dependent on
the axial loads from the verticals/ analysed but most special spans where piers could be located which
diagonals need to pass into the were analysed individually. Lateral in turn depended on ground level
I-beam web. To enhance the capacity, bracing diagonals were considered as and sub-surface obstructions. As
U-shaped web stiffeners cut from tension only following a contractor a result nearly every span was a
hollow sections were provided to requested change from hollow different length. The basic truss
continue the verticals and inclined section to angles. Destabilising bay length between verticals was
web plates were added to continue forces (FR and FS) were considered set at 4.8m to align with glazing/
the line of the diagonal as shown in separately on a plane frame model of cladding joints at 1.2m centres and
Figure 7. The U-shaped stiffeners also the end ring frames and combined external feature ribs at 2.4m centres.
provided a connection point for the with those from the 3D model for Transverse roof beams were aligned
transverse floor and roof beams. design of sections and connections. with the vertical truss members;
Several inconsistencies and For the travelator spans, two deck floor beams also aligned with the
uncertainties were found in using configurations were considered – verticals with additional beams at
EN 1993-1-8 and these were travelators running the full length of half spacing (2.4m nominal) but
raised with the Standard drafting the span and no travelators within the floor beams had to be excluded
committee which resulted in a (wider) span. The latter gave the worst at travelator pit locations.
STRUCTURES
(then) unpublished corrigenda being design load for most elements since Clearly most spans would not
made available. The corrigenda live load was carried over a much be an exact multiple of 4.8m so
were quite extensive including some greater area. Most real spans had several options were considered for
significant changes that hadn’t some lengths with full-width deck. dealing with this length variation.
been anticipated. Fortunately these The final solution adopted was
changes did not have an adverse based on the following logic:
effect on the large number of
• Span symmetric – even
connections already designed.
number of bays
• No bays greater than 4.8m long
• End bay not shorter than
2.4m (if possible)
10
Footbridge design for the Dubai Metro light rail project 67
• Allow 2nd, and in extreme cases used by the superstructure design Gradients and changes in direction
3rd, bay from end to be 3.6m team to determine bay lengths in plan were not shown, but stations
• End bay should be shorter and position travelator supports. and junction types were indicated.
than 2nd bay. These spreadsheets were used with As the resulting drawings were
minimal amendment to provide standard AutoCAD drawings, final
Whilst the contractor/fabricator
data for an AutoCAD macro. ‘finishing’ adjustments such as adding
was responsible for producing the
Typically a layout drawing covered a special end details could easily be
fabrication drawings for individual
run of up to 5 spans at one station incorporated. The drawings also
spans there was a requirement for
and provided elevation and floor included information on pre-camber,
the designers to provide data on
level plans for each span together lifting point position and cross
bay length and travelator positions.
with a diagrammatic elevation of references to other drawings. Bearing
Travelator spans also contained 5
the travelator. Plans and elevations type details were also included
different floor beam designs whose
were aligned in terms of chainage initially but this information was later
position depended on exact travelator
giving a visual appreciation of their transferred to a separate drawing.
location. Initially it was planned to
relative positioning. Travelator As noted previously, travelators were
STRUCTURES
11
67 Footbridge design for the Dubai Metro light rail project
Figure 10 (a) - Natural frequencies - Torsional mode (1.41 Hz) Aerodynamic stability
In-keeping with the basic standard
designs, simply-supported spans
up to 45 metres in length were
checked for susceptibility to
aerodynamic excitation against
the simplified rules in BD 496.
Natural frequency analyses were
undertaken to obtain the primary
vertical, lateral and torsional modes
of vibration. Finite element models
were developed using LUSAS7 with
3D thick beam elements used to
model the primary structural members
of the steel truss, concrete pier
head, pier column and foundation
as illustrated in Figure 9. Joint
elements of appropriate stiffness and
freedoms were used to represent
the articulation of the bearings;
Figure 10 (b) - Natural frequencies - Lateral mode (1.59 Hz)
joint elements with an appropriate
eccentricity were also used as
lumped masses at specific locations
to represent the weight of cladding,
services, walls and floor and roof
finishes. Exact locations of the lumped
masses were refined in steps from
an initially crude, global application
to a more refined distribution
in order to avoid local buckling
modes which had the potential to
modify the overall response of the
STRUCTURES
12
Footbridge design for the Dubai Metro light rail project 67
The fully-enclosed nature of the Limited’s aeronautical wind tunnel above the lifting point meant that
footbridges together with the using a 2 dimensional, 1:25 scale lifting points could not be within
irregular-shaped cross sections due to section model of the bridge deck, the length of the travelator end
the geometry of the external cladding illustrated in Figures 11 and 12. pits - where transverse beams
meant that the footbridges fell outside and bracing had to be omitted.
Static load coefficients were measured
the scope of BD 49/01. Nevertheless, Positioning of travelators was
in smooth flow for wind angles in the
using the rules for an initial calculation therefore inter-dependent on method
range of ±5°. Divergent responses
suggested that, whilst the footbridges of erection and span geometry.
were investigated in smooth flow for
satisfied the limits for vortex a series of configurations (with and
excitation, they didn’t comply with without a ground plane) for a range
the divergent amplitude response of wind angle and structural damping.
checks for galloping and stall flutter.
13
67 Footbridge design for the Dubai Metro light rail project
Design of non-standard
footbridge spans
and details
STRUCTURES
Mobile cranes were used to erect the It was not surprising that just three footbridges into the end of entrance
footbridges at other locations where basic, standard design arrangements pods where no suitable support
existing traffic flow and infrastructure were not able to cope with all 200 member was available. Similarly, a
was less congested (Figure 15). plus spans and several special spans short cantilever off junction pier-
Generally, the external cladding of the and details were required. A few head steelwork was also needed.
footbridges erected by mobile crane spans required small end skews and As discussed above, the footbridges
was constructed progressively after these were easily accommodated were generally supported on their
the steel trusses were rested onto by varying the length of the end own piers independent of station or
their permanent bearing positions. bay on each side. Short cantilever viaduct substructure, but spans into
spans off the end of main spans Type T2 stations were supported on
were also used mainly to take the
14
Footbridge design for the Dubai Metro light rail project 67
15
67 Footbridge design for the Dubai Metro light rail project
welds of inadequate capacity. The needed to be controlled meaning permanent formwork topped by
major problem this created was how small weld beads and multiple passes tiles with mortar bedding and the
to enhance the capacity given that were required. All spans had been structural design specified this to be
many of the affected spans were over designed on a generic basis giving, of constant thickness over the whole
SZR with at least external cladding in many cases, conservative values span, following the deck pre-camber.
in place. Cutting out the welds and of member forces. In an effort to
preparing for and providing butt minimise the amount of re-welding
welds was not an option with spans several spans were analysed in
over SZR, since too much further detail considering their actual bay
strength would be lost and temporary lengths and travelator positions.
propping could not be installed.
16
Footbridge design for the Dubai Metro light rail project 67
Conclusions Acknowledgements
It was recognised early on that The design of over 200 footbridge This paper is published with the
travelators needed to be linear spans as part of the Dubai Metro permission of the Dubai RTA and
between their ends but this should station context planning was the JTMjv. The authors acknowledge
have been able to be accommodated challenging. Great use of automation Genta Tabe and his JTMjv team,
by varying the show on the travelator and a modular construction approach particularly Naohito Nishikawa. They
parapet/hand-rail and adjusting allowed for the frequently changing would also like to acknowledge
packing below the travelator span requirements to be rapidly Atkins’ Project Director, John Newby,
bearings. This requirement was not designed to a tight design and and his management team led by
adhered to on a number of spans construction programme. All Red Ross McKenzie for their excellent
leading to excess deck slab thickness. Line footbridges were completed co-ordination of the numerous
Fortunately most local floor beam in time for the opening of their design interfaces. Regular, close
components had been designed for respective stations in 2009 (Figures liaison with Atkins’ team of
a thicker deck (as the deck thickness 18 and 19), with the Green Line architects, led by Adrian Lindon,
was later reduced in an effort to footbridges due to follow in 2010. was also vital to the successful
reduce dynamic mass) and actual delivery of the footbridge designs.
span configurations gave a margin
for global increase allowing most
increases to be accepted. Two spans
where the increase had been excessive
did however need to be re-profiled.
STRUCTURES
17
67 Footbridge design for the Dubai Metro light rail project
References
1. BRITISH STANDARDS INSTITUTION. Eurocode 3: Design of Steel Structures – Part
3-1-8: Design of joints. BSI, London, 2005, BS EN 1993-1-8.
2. SMITH D.A., HEWSON N.R. & HENDY C.R. Design of the Dubai Metro Light Rail Viaducts – Superstructure.
Proceedings of the Institution of Civil Engineers – Bridge Engineering, 2009, 162, No. 2, 55-62.
3. SMITH D.A. & HENDY C.R. Design of the Dubai Metro Light Rail Viaducts – Substructure. Proceedings
of the Institution of Civil Engineers – Bridge Engineering, 2009, 162, No. 2, 63-74.
4. BRITISH STANDARDS INSTITUTION. Steel, Concrete and Composite Bridges, Part 3 –
Code of practice for design of steel bridges. BSI, London, 2000, BS5400.
5. HIGHWAYS AGENCY. Design Manual for Roads and Bridges, BD13 –Design of Steel
Bridges – Use of BS5400: Part 3: 2000. Highways Agency, London, 2006.
6. HIGHWAYS AGENCY. Design Manual for Roads and Bridges, BD49 – Design Rules
for Aerodynamic Effects on Bridges. Highways Agency, London, 2001.
7. LUSAS FINITE ELEMENT ANALYSIS SOFTWARE, Finite Element Analysis Ltd., Kingston-upon-Thames, 2008.
8. HIGHWAYS AGENCY. Design Manual for Roads and Bridges, BD37 – Loads
for Highway Bridges. Highways Agency, London, 2001.
9. BRITISH STANDARDS INSTITUTION. Hot rolled products of structural steels. BSI, London, 2004, BS EN 10025.
STRUCTURES
18
Performance based seismic design of 68
tall building structures: case study
Farshad Abstract
Berahman The direct application of the traditional seismic design procedures in
traditional codes to tall building structures can lead to poor structural forms,
Senior Structural
Engineer uneconomical structural designs, and, in some cases, to buildings that will not
Middle East & India perform well in moderate and severe earthquake shaking. Recently efforts
have been made to implement PBD (Performance Based Design) philosophy
for seismic evaluation of tall building structures. In this regards, this paper
presents the structural engineering design approach used to evaluate the
seismic behaviour of Icon Hotel by implementing performance based design
methodology. The analysis results identified the building weak points and
also the building seismic behaviour during future anticipated earthquakes.
Seismic design of buildings in Dubai More recently, guidelines for The 42 storey wheel shaped tower
is traditionally based on the Uniform performance based seismic design (Figure 1) is 160m high with an
Building Code, UBC (ICBO, 97) and of high rise buildings have been external diameter of 165m, an
the seismic loads have been based published by several organizations internal diameter of 78m and a depth
on zone 2A. Several studies have in Los Angeles13, San Francisco21, of 35m. The building is structurally
been carried out to verify the proper and CTBUH6. Research is also under formed by two concrete core walls
seismic zonation of Dubai and the way at the Pacific Earthquake which are placed 96m apart at either
results vary from zone 03,14,2, zone Engineering Research Centre (PEER) legs of the wheel. The top section
116,1 and Zone 322,10. Most of the for performance based design of tall of the wheel is formed by a steel
current structural engineers use buildings (the Tall Building Initiative). bridging structure spanning between
the linear procedure, specifically Dubai as the home of many tall the two cores. The cores are 13m by
the response spectrum analysis, buildings and the tallest tower in the 15.5m on plan and are enhanced in
for structural analysis and follow world, has introduced a new code7 terms of overall stiffeness by adjacent
the seismic detailing requirement to respond to the need to develop columns, Figure 2. The concrete core
of the code to assure the ductility design criteria that will ensure safe walls together with the bridging
requirement under inelastic behaviour and usable tall buildings following structure, create three 2D wheel
of the structure. However, buildings future earthquakes. In this code which shape mega frames which carry
will undergo plastic deformations is not yet official, building seismic the gravity loads and act as portal
during major seismic events and design follows performance based frame against the lateral loads in
therefore more accurate analysis is design philosophy and for buildings longitudinal direction. Figure 3 shows
required to verify the basic seismic taller than 60m, design shall be the 3D ETABS5 model of the tower.
design assumptions and to get more verified by nonlinear dynamic analysis The bridging structure consists
useful information for design18. The for different performance levels. With of four main elemements:
direct application of the traditional this regards, seismic performance
STRUCTURES
19
68 Performance based seismic design of tall building structures: case study
The trusses alone did not have concrete core walls, which are fairly performed by RWDI laboratory19 to
sufficent stiffness and were spread the whole width of building, determine more accurately the actual
therefore augemented by carry the horizontal loads. Above wind pressures applied to the building
the arch to keep the veritical the core walls, lateral loads are as well as the translational and
deflections to managable levels. resisted by steel arches plus moment torsional accelerations experienced
The building design is dominated frames in longitudinal direction and at the top level. The inter-story
by the gravity loading, however, steel braces in cross direction. The drifts under 50 years wind return
the lateral loads from wind and building’s first three predominent period was kept below 1/500 as per
seismic loads presented engineering mode shapes are shown in Figure 5, the local authority requirement.
challenges. In longitudinal direction, the first two modes are translational A site specific seismic hazard study
the linked structure combines and the 3rd mode is torsional. was performed by Fugro West
the benefits of shear walls which Inc9 and the resulting response
deform predominently with bending Lateral loading on spectrum curve was input to the
configuration and moment frames the structure model. It was found that UBC
which deform predominently with 97-Zone 2A design spectrum,
shear configuration and finally Both wind and seismic loading were governed the seismic design, which
create a portal frame to resist the evaluated in the analysis and design of is considered as the minimum
lateral load. In cross direction, two the structure. Wind tunnel testing was requirement by local authority.
STRUCTURES
Figure 2 - Structural floor plan at level 34-Red: Main core walls and adjacent columns, Green:
Outer wheel shape mega frame, Orange: Central wheel shape mega frame
20
Performance based seismic design of tall building structures: case study 68
21
68 Performance based seismic design of tall building structures: case study
Figure 5 - First 3 modes of Icon Hotel - From left: 1st mode (4.3 sec), 2nd mode (3.3 sec), 3rd mode (3 sec)
Design Stage Design Stage I-A Design Stage I-B Design Stage III
Earthquake Level E2 E2 E3
Performance objective LS/CD LS/CD CP/ED
Analysis Type 3-D Linear Response 2-D Nonlinear Time 2-D Nonlinear Time
Spectrum Analysis History Analysis History Analysis
Earthquake load/ Seismic Zone 2A UBC Time history obtained from Time history obtained from
Time History 97-Soil type Sc Seismic Hazard Study- Seismic Hazard Study-
475 years return period 2475 years return period
Ductility Factor UBC 97-R=4.5-Bearing N/A N/A
Wall System
Story Drift Ratio Limit %2 for inelastic 2.5% (DM 2009) 3.5% (DM 2009)
deformation=0.7*R*elastic
deformation
Member Strength Design Member to be designed Design to be verified Design to be verified
according to UBC 97
Load Factors Factored load combinations Service load combinations Service load combinations
Material strength Design Strength Expected strength Expected strength
Acceptance Criteria Strength & Story drift ratio Strain & Story drift ratio Strain & Story drift ratio
It is worth mentioning that DM Seismic hazard study based on zone 2A UBC 9711 is not
2009 has its own requirement for a perfect representative of different
strength based design, some of the Site specific studies are often site condition especially for long
STRUCTURES
requirements such as ductility factor required to characterise the seismic period range. With this in mind,
(behaviour factor) are borrowed from demand for the longer period range Fugro West, Inc.9, was selected to
Euro Code (BS EN 1998-1:2004, of interest for many tall buildings6, provide geotechnical earthquake
2004)4 and it is totally different moreover, for conducting nonlinear engineering services for the Icon
from UBC 97. For the purpose of time history analysis, DM 20097 Hotel project. Following steps have
Icon Hotel design, only performance requires a minimum of three or been taken by FWI for this study:
objectives and design stages are seven sets of earthquake ground
motions (acceleration records in two (1) Refining the seismotectonic model
followed from DM 20097 and strength that FWI has developed for the
based design remained based on perpendicular horizontal directions)
matched with the design spectra. region in order to characterise the
UBC 9711, Table 1 summarises the various sources of seismicity that
performance design stages and Earlier in this paper, it was shown
that codified response spectra impact the UAE region in the Gulf.
objectives selected for this project.
22
Performance based seismic design of tall building structures: case study 68
Figure 6 - The seismotectonic setting and historic seismicity around the project site (FWI, 2008)
Figure 7 - The seismic source zonation around the project site (FWI, 2008)
This process involved delineating Figure 6 shows the seismotectonic of three magnitude probability
the geometry and seismicity setting and historic seismicity density functions consist of: a)
STRUCTURES
characteristics of potential around the project site, and Truncated Exponential b) Youngs
seismogenic sources within Figure 7 shows the seismic source and Coppersmith (1985)23 c)
about 300 to 1000 kilometres zonation around the project site. Pure Characteristic. Decision
of the project area. Based on (2) Conducting probabilistic seismic tree was used to address the
this review, FWI modelled twelve hazard analysis (PSHA) to compute epistemic uncertainty associated
areal shallow crustal sources acceleration response spectra with a) The empirical attenuation
of seismogenic shaking, one compatible with design spectra relationship b) The maximum
interplate subduction source, two presented in IBC 2006 (ICC, magnitude on the areal and the
intraplate subduction sources, 2006)12. In order to do PSHA planar fault sources c) The slip
and in addition, twelve planar analysis, the relative distribution rate on the planar fault sources.
shallow crustal sources were of magnitudes for each seismic
considered as independent faults. source was modelled using one
23
68 Performance based seismic design of tall building structures: case study
Table 2 - Estimated peak ground acceleration at rock boundary (design level) (4) Selection of acceleration time
histories to match with Spectrum
Design Level Horizontal PGA (g) Vertical PGA (g) at rock level. Three sets of
IBC 2006 0.15 0.1 accelerograms were selected and
matched to the MCE and DBE
spectra at bedrock level using a
time-domain spectral matching
procedure. The ground motions
were selected from high-quality
recordings with emphasis given to
the overall shape of the response
spectra of the recorded motion
relative to the target spectrum, as
well as the magnitude, distance,
and PGA of the recorded time
histories, Table 3 shows the
selected time histories, Figure 9
shows the spectrally matched time
histories at DBE level and Figure
10 shows the spectrally matched
time histories at MCE level.
(5) Site Response Analyses to assist
with the development of design
Figure 8 - The estimated equal hazard horizontal response spectrum response spectra and time
for the MCE and DBE at rock boundary (FWI, 2008) histories at the depth of maximum
soil-pile interaction. The non-
The estimated peak ground the largest contributors to the linear site response analyses were
acceleration is presented in Table 2 hazard at the shorter structural performed for both DBE and
at the “rock” boundary, with a shear periods. At longer structural MCE time histories to capture the
wave velocity of approximately 880 periods, the contribution is non-linear response of the soft
meters per second or more applicable primarily from the West Coast and soil. The subsurface conditions
at a depth of around 16 meters. Zendan-Minab faults. The majority at the project site consist of 12
The estimated equal hazard of the hazard for the MCE (2,475- to 16 meters of loose to medium
horizontal response spectrum for year return period) comes from dense sand fill overlying bedrock
the MCE (E3 in this paper) and small to intermediate earthquakes (reclaimed land). In some areas,
DBE (E2 in this paper) at the rock (i.e., 4.5 – 6.0 magnitude the sand fill is underlain by
boundary is shown in Figure 8. earthquakes) for short structural about two to three meters of
periods with distances from 10 dense sand. The fill deposits will
(3) De-aggregating the seismic
to 30km. This coincides with be densified through ground
hazard results to identify the key
the maximum contribution from improvement. To analyse the
contributors to the hazard in
the West Coast fault and Oman site response, assumption was
each zone in terms of earthquake
Peninsula zone for the shorter made that the post improvement
magnitude, distances to the
structural periods. At longer subsurface profile is consist of 12
seismogenic sources, and types
structural periods, a second hazard to 19 meters of medium dense
of seismogenic sources. The
mode is observed in the de- to dense sand overlying bedrock
de-aggregation of the hazard
aggregation with large magnitude with an average shear wave
revealed three main sources
earthquakes (i.e., 7.0 to 7.5) at velocity on the order of 200 m/s is
of contribution to the hazard
distances greater than 50km. This expected in the improved sand fill.
the site. The West Coast fault
likely corresponds to the increased
(approximately 6.5km from the
contribution of the Zendan-
project location) and the Oman
Minab fault, which is roughly
Peninsula areal source zone are
70km from the project site.
STRUCTURES
24
Performance based seismic design of tall building structures: case study 68
25
68 Performance based seismic design of tall building structures: case study
The acceptance limits for nonlinear The linear results from PERFORM Damping
behaviour are defined in this section. 3D17 were verified against the
Damping in buildings varies
CSI PERFORM 3D17, a finite element results from ETABS5. The modelling
depending on the selection of
software product of Computer and assumptions are addressed in this
materials, structural system geometry,
Structures Inc., was used to run section and the results are presented
foundation and types of architectural
nonlinear analysis. This software uses only for level E3 earthquake.
finishes. The level of damping also
the implicit Newmark =1/4 for step
varies as a function of the building
by step integration through time.
response. Importantly, hysteretic
energy dissipation (damping)
associated with yielding and
damage in structural components
is automatically accounted for in
nonlinear response-history analysis6.
These factors should be considered
when selecting a damping ratio for
modal or nonlinear response-history
analysis. Whereas 5% of critical
damping has been traditionally
assumed for conventional buildings
designed by code procedures, there
is indisputable evidence that this
is higher than the actual damping
of modern tall buildings. With
Figure 13 - Comparison between UBC (zone 2A, Sc soil type) and estimated this regards, CTBUH (2008)6 has
Icon Hotel design spectra at 4m below the surface. presented a graph (Figure 14) based
on the Japanese database20 which
shows the damping measured for
different type of buildings with
respect to height. Based on this graph
(Figure 14), although DM (2009)
allow considering maximum %5
damping, %2 damping was selected
to address the intrinsic (viscous)
damping in Icon Hotel building.
PERFORM 3D17 allows two types
of viscous damping, namely Modal
and Rayleigh damping, in which,
Rayleigh damping, was selected
for this work and based on the
recommendation in PERFORM 3D17
user guide manual, and were
chosen so that the damping is 2%
at TB = 0.9T1 , where T1 is the
Figure 14 - Measured damping ratio vs. Building height for first translational modes (CTBUH 2008) first mode period, and so that the
damping is also 2% at TA = 0.2T1,
then the damping is close to 2% over
a range of periods from 0.2T1 to T1
. This will cover the most important
modes. Higher modes are more
heavily damped. Figure 15 represents
the selected Rayleigh damping.
STRUCTURES
26
Performance based seismic design of tall building structures: case study 68
Structural modelling I-A, and building was designed as for design stage I-B and III. The results
per UBC 97 requirement and linear from both software (both 2D model)
Three design stages are defined for
spectral analysis for zone 2A, Sc were compared by comparing the
the performance based design of Icon
soil type. A 2D model was set up in mode shapes and the different node
Hotel. Therefore, a 3D model was
PERFORM 3D17 for the longitudinal deflection under gravity load. Table
built in ETABS5 for the design stage
direction of the building (Figure 16) 4 shows the comparison of first 3
modes of the building in both the
Table 4 - The comparison of first 3 modes of the building (2D Model) softwares. In general, results from
ETABS PERFORM 3D Difference %
PERFORM 3D17 shows very good
agreement with ETABS5 with some
First Mode Period (Sec) 3.448 3.573 4
difference due to the selection of
Second Mode Period (Sec) 0.7289 0.8244 13 further reduced E value for design
Third Mode Period (Sec) 0.6663 0.7236 9 stage III to address crack properties
at CP stage. Figure 17 shows the
second mode of the 2D model
in ETABS5 and PERFORM 3D17.
27
68 Performance based seismic design of tall building structures: case study
28
Performance based seismic design of tall building structures: case study 68
Figure 25 - Generalised force-deformation model is shown for concrete and steel beams
29
68 Performance based seismic design of tall building structures: case study
Element Action type Classification Expected Stiffness Modifiers Acceptance Limit for
of Action Behaviour Nonlinear Behaviour
at E3 level Earthquake
(Criteria From FEMA
356 Unless Noted)
Axial-Flexure Ductile Nonlinear Out of Plane Flexu- 0.006 radians
Interaction (Shear ral- 0.25 EI
Wall Rotation-From In-Plane-Automat-
Rotation Gage) ically accounted
by Fibre Section
Concrete Com- Ductile But No Nonlinear _ 0.0021
pression Strain Crushing allowed
Shear Walls
Steel Tension Strain Ductile Nonlinear _ Inside The Hinge Region
(From Strain Gage) 0.06 (DM 2009)
Outside The Hinge
Region 0.0033
(1.5 yield strain)
Shear Brittle Linear Shear-0.25GA Code Maximum Al-
lowed Shear Strength
Deep Coupling Shear Ductile Nonlinear Shear-0.25GA Shear Strain < 0.025
Beams-Reinforced radians (assumed)
Concrete
Slender Coupling Flexure Ductile Nonlinear 0.5EI 0.025 radians
Beams-Reinforced
Concrete
Shear Brittle Linear Shear-0.25GA Code Maximum Al-
lowed Shear Strength
Slender Coupling Flexure Ductile Nonlinear EI 9 y
Beams-Steel
Top Arch Axial-Flexure Ductile Nonlinear But EI 11 (1-1.7 P/PCL) y.
Interaction Preferred To
(Hinge Rotation) Remain Elastic
Main and Bot- Axial-Flexure Ductile Nonlinear But EI 11 (1-1.7 P/PCL) y.
tom Truss-Top Interaction Preferred To
Chord, Bottom (Hinge Rotation) Remain Elastic
Chord, and Verti-
cal Members
Side Elements Axial-Flexure Ductile Nonlinear But EI 11 (1-1.7 P/PCL) y.
Interaction Preferred To
(Hinge Rotation) Remain Elastic
Knee Brace Axial-Flexure Ductile Nonlinear But EI 11 (1-1.7 P/PCL) y.
Interaction Preferred To
(Hinge Rotation) Remain Elastic
Diagonal Member Axial Tension and Ductile Nonlinear But EI Compression 7Δc (Δc is
of Main and Compression Preferred To the axial deformation at
Bottom Truss Remain Elastic expected buckling load)
30
Performance based seismic design of tall building structures: case study 68
(5) The slender coupling beams can the envelope of inter-story drifts.
yield. These beams are assumed
Acceptance criteria for Shear walls need to remain essentially
to be controlled by flexure.
nonlinear E3 level analysis elastic in shear under earthquake
(6) Other steel members (other than load. The envelope of analysis results
Acceptance criteria for E3 level to gravity columns and beams) show that the maximum demand
meet the performance objective preferably remain elastic. over capacity ratio (D/C) is 0.45 in
of CP/ED (Table 1) were taken (7) All the gravity columns and the central wall which meet the
from FEMA 356 (FEMA 2000)8 beams remain elastic. acceptance criteria. Figure 28 shows
and DM (2009)7. The acceptance the envelope of shear force and
criteria are presented in Table 6. the capacity of central shear wall.
31
68 Performance based seismic design of tall building structures: case study
Figure 27 - The envelope inter-story drift ratios for Figure 28 - The envelope of shear force and the
MCE earthquakes (Acceptance limit 3.5%) capacity of central shear wall
Figure 29 - Envelope of the concrete compression strain at critical location Figure 30 - Story shear comparison-Lander 000 MCE event
Concrete compression strain remained It can be seen that most of the energy Review of the dissipated energy
under the assumed concrete crushing is dissipated by elastic strain energy showed that in-elastic energy is
strain as shown in Figure 29. and also viscous damping; small still small as compare to elastic and
Story shears are compared in Figure amount of energy is dissipated by viscous energy (Figure 33) which
30, in this figure reduced elastic in-elastic energy through inelasticity indicate that building does not
story shear due to the UBC design of concrete coupling beams. have ductile behaviour due to some
spectrum input with R (ductility factor) To understand the exact locations weak points and heavy gravity loads
applied to the shear walls (Bearing
STRUCTURES
32
Performance based seismic design of tall building structures: case study 68
STRUCTURES
33
68 Performance based seismic design of tall building structures: case study
34
Performance based seismic design of tall building structures: case study 68
Conclusion Acknowledgments
In this study, structural system of (5) Scaled Lander 000, which creates The author thanks Computer
Icon Hotel for gravity and lateral the maximum inter-story drift, was and Structures Inc. (CSI) for
loads were presented. Performance magnified 4 times and applied permission to use PERFORM 3D
based seismic design approach was to the structure. Although the trial version for this paper.
selected to evaluate the seismic applied load was 4 times more
behaviour of the building for than the anticipated load but
anticipated future earthquake. In concentration of concrete crushing
this regards nonlinear time history in specific areas lead us to identify
analysis was used and modelling the weak points. Additional
assumptions were presented. confined boundary zone added
Following conclusions were made: to first 15 levels of shear walls to
(1) Some of the slender coupling avoid sudden concrete crushing
beams behave inelastic under and more ductile behaviour.
gravity loads. These coupling (6) Performance Based Seismic
beams need to be strengthened Design approach can provide
or changed to steel beams. very useful information for the
(2) Scaled time histories applied to design of tall building structures.
the structure and acceptance Due to the improvement of
criteria were evaluated at each computers speed and availability
time step. Results show that steel of commercial nonlinear software
member generally remain elastic systems, this methodology can
and building essentially meet the be used in design offices as
desired performance objectives. normal day to day practice.
(3) Analysis of animation through
each time steps revealed that
steel arch is more flexible
than shear walls. To avoid the
out of phase movement of
top portion, additional steel
bracing added to the structure
above the shear walls.
(4) Review of the dissipated energy
by different mechanism showed
that most of the earthquake
energy is dissipated by elastic
strain energy and some part by
viscous damping. This behaviour
indicates the low ductility of
system and comparably high over-
strength of bearing wall system.
STRUCTURES
35
68 Performance based seismic design of tall building structures: case study
References
1. Abdalla J.A, Al-Homoud A.S. 2004. Seismic hazard assessment of United Arab Emirates
and its surroundings. Journal of Earthquake Engineering 8(6):817-837.
2. Aldama-Bustos G, Bommer J.J, Fenton C.H, Stafford P.J. 2009. Probabilistic seismic hazard analysis
for the cities of Abu Dhabi, Dubai and R’as Al-Khaymah, United Arab Emirates. Journal of Georisk:
Assessment and Management of Risk for Engineered Systems and Geohazards. 3(1):1-29.
3. Al-Haddad M, Siddiqi G.H, Al-Zaid R, Arafah A, Necioglu A, Turkelli N. 1994. A basis for evaluation
of seismic hazard and design criteria for Saudi Arabia. Earthquake Spectra 10(2):231-258.
4. BS EN 1998-1:2004. 2004. Eurocode 8: Design of structures for earthquake resistance-
Part 1: General rules, seismic actions and rules for buildings. BSI.
5. Computers & Structures Inc (CSI). ETABS nonlinear version 9.5, extended
3D analysis of building systems. CA, USA, 2008.
6. Council on Tall Buildings and Urban Habitat (CTBUH). 2008. Recommendations for seismic
design of high-rise buildings. A consensus document-CTBUH seismic working group.
7. Dubai Municipality (DM). 2009. Seismic analysis and design requirements
for buildings in Dubai, The United Arab Emirates. Final Draft.
8. Fema 356. 2000. Prestandard and commentary for the seismic rehabilitation of
buildings. Federal Emergency Management Agency, Washington, D.C.
9. Fugro West, Inc. (FWI). 2008. Phase 1 geotechnical engineering studies, Icon Hotel,
Dubai, UAE. Prepared for Fugro Middle East and WS ATKINS Middle East.
10. Grünthal G, Bosse C, Sellami S, Mayer’Rosa D, Giardini D. 1999. Compilation of the GSHAP regional
seismic hazard map for Europe, Africa and the Middle East. Annali di geofisica 42(6):1215-1223.
11. International Conference of Building Officials (ICBO). 1997. Uniform Building Code. Whittier, CA.
12. International Code Council (ICC). 2006. International building code (IBC): 2006.
13. Los Angeles Tall Buildings Structural Design Council (LATBSDC). 2008, Alternative procedure for seismic analysis
and design of tall buildings located in the Los Angeles Region. Consensus Document, Los Angeles, CA.
14. Musson R.M.W. 2001. Wizmap II. British Geological Survey.
15. Naeim F. 2001. The seismic design handbook. Kluwer Academic Publisher, USA.
16. Peiris N, Free M.W, Lubkowski Z, Hussein A.T. 2006. Seismic hazard and seismic design requirements for the
Arabian Gulf region. First European Conference on Earthquake Engineering and Seismology, Geneva, Switzerland.
17. PERFORM-3D. 2006. Nonlinear analysis and performance assessment for
3D structures: User guide. Computers & Structures Inc.
18. Powell G.H. 2007. Performance based design using nonlinear analysis. Seminar
note, A Computer & Structure, Inc. education event, Los Angeles.
19. Rowan Williams Davies & Irwin Inc. (RWDI). Wind-induced structural responses
Dubai promenade icon hotel, DUBAI, U.A.E. Ontario, Canada, 2008.
20. Satake N, Suda K, Arakawa T, Sasaki K, Tamura Y. 2003. Damping evaluation using full scale
data of buildings in Japan. ASCE Journal of Structural Engineering 129(4): 470-477.
21. Structural Engineers Association of North California (SEAONC). 2007. Recommended
administrative bulletin on the seismic design and review of tall buildings using non prescriptive
procedures. Prepared for City of San Francisco Department of Building Inspection.
22. Tavakoli F, Ghafory-Ashtiany M. 1999. Seismic hazard assessment of Iran. Annali di geofisica. 42(6):1013 1021.
23. Youngs R.R, Coppersmith K.J. 1985. Implications of fault slip rate and earthquake recurrence models to
probabilistic seismic hazard assessments. Bulletin of the Seismological Society of America 75(4): 939-964.
STRUCTURES
36
Design charts for the assessment of grandstands 69
subject to dynamic crowd action
Graham Abstract
Parkhouse The dynamic response of stadium and grandstand structures during lively
Consultant
sporting events or pop concerts should not be a cause of discomfort and
never of alarm. Such adverse structural behaviour may occur when the
Design & Engineering
Solutions crowd is responding to a musical beat on a structure that is sensitive to
frequencies below 6Hz. A natural frequency limit of 6Hz has been used for
some years as a design criterion. New UK recommendations for the dynamic
assessment of grandstands now offer engineers an alternative set of criteria
based on a new assessment method that predicts the vibration that may
actually occur on a particular structure during a particular type of event.
The new method takes advantage of recent UK research and is novel in that it
Ian Ward takes account of the mechanics underlying human structure interaction. The
Associate Director new method is more lenient than the 6Hz frequency criterion, showing some
Design & Engineering structures with a lower natural frequency to be acceptable. This paper describes
Solutions
the new assessment method and provides design charts based upon it.
of either one of the two methods are charts also clearly illustrate how response6. A reason why modelling
met. The first method, termed Route factors other than natural frequency the crowd has a significant effect on
1, is based on the previous guidance affect the dynamic performance of structural response is their relatively
document2 and judges acceptance grandstands subject to crowd loading. high damping, 25% of critical for
using only the lowest relevant natural an active crowd standing with legs
frequency of the structure. The second bent, compared with about 2% of
method, Route 2, is a new approach critical for the empty structure.
which enables engineers to predict the
likely vibration levels and to compare
them against acceptable limits based
on human comfort and safety.
37
69 Design charts for the assessment of grandstands
subject to dynamic crowd action
38
Design charts for the assessment of grandstands 69
subject to dynamic crowd action
STRUCTURES
39
69 Design charts for the assessment of grandstands
subject to dynamic crowd action
Table 1 - Examples of the crowd location factor, , calculated using The crowd location factor generally
equation 3 of Figure 2, for maximum crowd vibration.
varies very little from structure
to structure. Its values for some
generic structures and crowd
configurations are shown in Table
1. The fundamental modes of all
cantilevers have values close to
1.5 and fully loaded single span
beams have values close to 1.3.
Scenario 2 loading
Scenario 2 events are typified in the
Recommendations as a ‘classical
concert and typical well attended
sporting event’, with the ‘audience
seated with only few exceptions –
STRUCTURES
40
Design charts for the assessment of grandstands 69
subject to dynamic crowd action
Displacements
The Recommendations place a
separate limit on displacement,
of 7mm RMS, in consideration of
visible movement that might cause
alarm. The displacement response
for Scenario 4 is shown in Figure 6.
Comparing the thickest contour of
this figure with that of Figure 5, it
is apparent that only for structures
with a natural frequency of less than
2.5Hz is displacement rather than
Figure 5 - Predicted RMS accelerations, Scenario 4 loading, with = 1.5
acceleration the critical criterion.
No similar chart has been provided
for Scenario 3 loading, but it
shows that only for structures with
a natural frequency of less than
2Hz is displacement rather than
acceleration the critical criterion.
Acceleration is always the governing
criterion for Scenario 2 loading.
A possible exception to this rule
may occur when a global mode,
excitable by the crowd, contributes
to large displacements away
from the crowd, in the roof,
for example. Then, a check on
displacements will be appropriate.
Sensitivity to natural
frequency discrepancies.
events including high energy concerts yet, there is a zone defining a set
with periods of high intensity of structures that are acceptable Sensitivity to structural damping
music’. The crowd is ‘excited, mostly according to a Route 2 assessment.
standing and bobbing with some For a SDOF system, such as that of
Comparing Figures 4 and 5, Scenario Figure 1a, the structural response at
jumping’, composed of people 4 is generally a harsher criterion
who are ‘mainly young and active resonance is inversely proportional to
than Scenario 3, but structures with the damping, so that if the structural
with vigorous participation’. a natural frequency around 4Hz are damping decreases slightly by %
Scenario 4 is livelier than Scenario more likely to fail the Scenario 3 then, to a first approximation, the
3, and the expectation of comfort is criterion. This is because Scenario response increases by %.
different: Scenario 3 crowds expect 3 loading is frequency weighted
a degree of comfort while Scenario according to the probability of
41
69 Design charts for the assessment of grandstands
subject to dynamic crowd action
Example 2
This grandstand is assessed for
Scenario 2. A Route 1 assessment
requires relevant natural frequencies
to be above 3.5Hz, so its 2.23Hz
mode would cause it to fail. However,
it might be argued that the 2.23Hz
mode is really a global sway mode
and will not be significantly excited
by dynamic crowd action, so is not
a relevant mode. On such grounds
the grandstand might be allowed
to pass a Route 1 assessment. The
benefit of a Route 2 assessment
is that such judgements are
unnecessary; the calculated RMS
acceleration of 1.5% demonstrates
that the grandstand easily passes.
Figure 7 - Sensitivity, , of Scenario 3 and 4 accelerations to changes in structural damping
42
Design charts for the assessment of grandstands 69
subject to dynamic crowd action
Conclusions
Recently published recommendations1 The design charts are based on a
have introduced a new analysis structural damping ratio of 2%, as
method for predicting vibration specified in the Recommendations.
levels that can be generated by The effect of different structural
crowds of people in a grandstand, damping ratios has been considered.
taking account of the effects of It has been found that, because
human-structure interaction. the damping of the crowd in a full
This paper has presented a simplified stadium is generally greater than
procedure for applying the new that of the structure, a grandstand’s
method, which only requires response to dynamic crowd action
a modal analysis of the empty is relatively insensitive to changes
structure and knowledge of the in its own damping, except when
crowd’s location. The procedure there is a very low modal mass
has been used to derive design ratio. This is particularly significant
charts, showing the sensitivity of if considering the use of additional
grandstand response to natural damping as a remedial measure; the
frequency and modal mass ratio. improvement in performance will
be less than anticipated if human-
A number of worked examples
structure interaction is ignored.
have been provided to demonstrate
the application of the procedure.
Results calculated more accurately
Acknowledgements
have been presented alongside The authors wish to acknowledge
those from the simplified method. the valuable discussions with Dr
These show that the simplified John Dougill, Chairman of the
method gives good agreement Working Group, and support
with the more precise method. from Prof. Mike Otlet of Atkins.
Previous guidance on grandstand This paper was originally published
dynamics used only the natural in The Structural Engineer, 88
frequency of the structure to judge (7) 7 April 2010, pp 27-34.
the acceptance of the structure. The
design charts clearly demonstrate
that the modal mass ratio also
has a very significant effect on
the dynamic response. Indeed,
grandstands that may have failed
the previous check based solely on
natural frequency may be found
to be acceptable when the modal
mass ratio is taken into account.
The design charts can readily be used
to consider the effect of changes in
natural frequency and modal mass
ratio on the likely acceleration levels.
In particular, the effect of modal
mass ratio can be used to confirm
the suitability of crowd management
decisions. This has been demonstrated
in the Worked Examples, where
a decision to keep the front two
STRUCTURES
43
69 Design charts for the assessment of grandstands
subject to dynamic crowd action
Worked examples
STRUCTURES
44
Design charts for the assessment of grandstands 69
subject to dynamic crowd action
STRUCTURES
45
69 Design charts for the assessment of grandstands
subject to dynamic crowd action
STRUCTURES
46
Design charts for the assessment of grandstands 69
subject to dynamic crowd action
STRUCTURES
47
69 Design charts for the assessment of grandstands
subject to dynamic crowd action
References
1. Institution of Structural Engineers, Department for Communities and Local Government and Department
for Culture, Media and Sport. Dynamic performance requirements for permanent grandstands subject to
crowd action: Recommendations for management, design and assessment. London : IStructE, Dec 2008.
2. Institution of Structural Engineers, Department for Transport, Local Government and the Regions and
Department for Culture, Media and Sport. Dynamic performance requirements for permanent grandstands
subject to crowd action: interim guidance on assessment and design. London : IStructE, 2001.
3. BS 6399-1: 1997: Loadings for buildings. Part 1: Code of practice for dead and imposed loads. London : BSI, 1996.
4. Ellis, B.R. and Ji, T. The response of structures to dynamic crowd loads.
BRE Digest 426.Garston: BRE Bookshop, 2004.
5. ‘Commentary D: Deflection and vibration criteria for serviceability and fatigue limit
states’, in National Research Council of Canada. User’s Guide - NBC 2005: structural
commentaries (Part 4 of Division B). Ottawa: NRC, 2005, pp D1-D10.
6. Dougill, J.W., Wright, J.R., Parkhouse, J.G. and Harrison, R.E. ‘Human structure interaction
during rhythmic bobbing’. The Structural Engineer, 84(22), 21 Nov 2006, pp 32-39.
7. DynamAssist structural dynamics software – version 3.
www.DynamAssist.com
STRUCTURES
48
Design of the Olympic Park 70
Bridges H01 and L01
Director This paper describes the particular An open top box girder solution
Design & Engineering technical challenges encountered on was adopted for Bridge H01
Solutions
two of the bridges, H01 and L01. for a number of reasons:
• The absence of outstand
flanges give a sleek appearance
and reduce opportunity
for bird roosting.
49
70 Design of the Olympic Park Bridges H01 and L01
• The inclined webs increase These advantages had to be • The need to restrain the outstand
the amount of light under balanced against a number of top flanges against buckling under
the bridge and reduce the disadvantages, however, including: wet concrete loading, which
apparent depth of the structure • Higher fabrication costs would not be required with closed
when viewed in elevation and heavier lift weights top boxes. This proved to be quite
• The services running over than for a plate girder a significant consideration for the
the bridge can be concealed particular geometry of bridge H01.
• Greater difficulty in providing
within the box (Figure 2), thus the corrosion protection,
improving the aesthetics Structural analysis
inspection and maintenance
• The absence of a steel top compared to a plate girder due The structural analysis for the
flange give material savings to the internal surfaces. This in-service case of bridge H01 was
compared to closed box solutions led to the use of weathering straightforward. The bridge was
and reduced the health and steel to prevent the need for analysed by grillage analysis following
safety risks associated with painting the inside of the box the recommendations of the SCI
fabricating closed boxes.
STRUCTURES
50
Design of the Olympic Park Bridges H01 and L01 70
Design Guide for Composite Box Suitable vertical (torsional) bracings or Boxes with sloping webs, like
Girder Bridges1. A single spine diaphragms are obviously required in Bridge H01, are particularly likely to
member with outriggers to the this erection condition to give stiffness produce this situation. The reason
positions of the webs was initially to the cross-section. Consideration for this is that the elastic critical
used and the distortional flexibility of was given to providing top flange buckling moment for lateral torsional
the boxes was modelled by artificially plan bracing at this stage to create buckling has the generic form:
softening the torsional stiffness of the a pseudo box and eliminate the
box; this was an approximation since torsional flexibility. This was ruled
the distortional flexibility depends out since the plan bracing would (1)
on the particular loading applied but have needed to be attached to
the relatively short span, thick plates the underside of the flanges to ˘ is the warping constant;
and small distance between cross avoid interfering with deck slab ˇ is the minor axis second
braces on Bridge H01 meant that construction and connection to moment of area;
distortional flexibility was very small. the underside of the flange would ˆ is the St. Venant torsional inertia;
The design for the wet concrete have been awkward to construct.
˙ is the length of the beam between
construction case was more It was clear that the top flanges points of torsional restraint.
challenging and its treatment is in compression would need to be
Expression (1) only applies to
much less well documented. During checked for buckling. It was initially
bisymmetric sections (not open top
construction, when the concrete considered that the open top box
boxes) with uniform end moments but
slab is not in place, the St. Venant could be modelled in the same way
it illustrates the resisting components
torsional inertia is that of an open as a pair of I-girders with a common
which mainly comprise St Venant
section and is therefore several orders flange and that the common flange
torsional stiffness, GIT, and warping
of magnitude lower than that of the would effectively provide lateral
stiffness ˝˘˛˙°. Open top boxes
closed box in the final situation above. restraint to overall lateral buckling
have very low St Venant torsional
However the single spine beam in the same as does a deck slab in
stiffness so the first term cannot be
approach with a reduced torsion the completed condition of a steel-
relied upon to provide any significant
constant is inappropriate because the concrete composite I-girder deck.
resistance (For closed boxes, this term
open box behaves more like a pair of This is effectively the approach in
is very large and effectively eliminates
plate girders in this situation and there reference 1 where it is assumed
lateral torsional buckling for all but
is an increase in effective torsional that buckling of the top flange in
the most extreme aspect ratios of tall
stiffness provided by in-plane bending compression will occur between
and narrow boxes). The second term
of the webs and flanges as the cross cross braces and there is no overall
therefore provides the majority of the
section twists (the warping stiffness). instability of the box. There was
resistance to lateral torsional buckling.
however concern as to whether the
bottom flange was wide enough
to provide this lateral stability and
whether a global mode might occur.
STRUCTURES
Figure 3 – Shell finite element model for the open top case
51
70 Design of the Olympic Park Bridges H01 and L01
Figure 4 - Lowest buckling mode under application of wet concrete and self weight
The stiffness here depends on how This analysis was completed and a Further recourse to the shell model
much stiffness the individual plates global mode was indeed obtained revealed why the twist was so much
can provide by in-plane bending when as seen in Figure 4. The slenderness greater than expected. The ratio of
twisted about the cross section’s for this mode was very much lower elastic critical buckling load to applied
shear centre. Narrow boxes with than that considering only buckling load (the critical load factor, cr)
sloping webs provide less stiffness of the top flange between the cross determined for use in the slenderness
because of the reduced flange width braces and, although adequacy of calculation was approaching unity
(and therefore reduced transverse the boxes under concreting was for the worst load case. Whilst this
bending stiffness) and the reduced demonstrated, there was little reserve ratio had been used to calculate
lever arm between the webs. In the of strength available in this condition. the ULS resistance and demonstrate
limit, a V shaped section with no adequate strength, the second
bottom flange will have a shear centre Construction and lessons learnt order deflections arising from both
at the junction between the webs initial torsional imperfections and
The erection of the steelwork went
and therefore essentially no warping minor eccentric loading had not
ahead as planned in October 2008.
stiffness. Torsional stiffness is then been calculated directly. Eurocode
It soon became clear that the girders
provided only by the GIT term and the 3 provides a magnification factor
were more torsionally flexible than
lateral torsional buckling resistance of to apply to first order deflections to
had been imagined (Figure 5a), with
the overall section will be very low. calculate the resulting deflections
significant rotation of the girders
There was again consideration given including second order effects. This
having occurred under the relatively
to the provision of plan bracing to factor is 1˛˜1 !1˛"#$%. Applying
light loading of empty service
the top flange to ensure that the this to the Bridge H01, the rotations
sleeves which had not been thought
predicted by a linear elastic analysis
STRUCTURES
52
Design of the Olympic Park Bridges H01 and L01 70
a b
Figure 5 - (a) Twisted box under eccentric load; (b) Addition of plan bracing
To remedy the situation on site, The results of this work led to national The main architectural feature of the
temporary cross-beams were used to box-girder design advice being footbridge is the exceptionally slender
straighten the twist (Figure 6). Initially updated by way of an ‘Advisory Desk’ arch with a dense distribution of steel
the option was considered to pour note published by the SCI in New plate hangers, referred to as slats
a phased sequence of deck concrete Steel Magazine2. This was particularly (Figure 8). The arch spans 42m and
with the cross-beams in place, then necessary as the existing guidance in each rib is formed from a single steel
removing the cross-beams after deck reference 1 did not draw attention to plate 400mm x 90mm. The vertical
concrete had cured. However, the either the strength or deflection issues slats are formed of 135 mm x 25 mm
final option chosen was to use the associated with open top boxes. plates at 135mm centres. The 5.5m
cross-beams to straighten the girders, wide steel deck is formed from two
retro-fit permanent plan-bracing with Footbridge L01 550mm x 300mm box sections with
the cross-beams in place (Figure 5b), transversely spanning “T” ribs at 540
remove the cross-beams, then pour Bridge description mm centres. The deck is finished with
the concrete as planned. This was concrete screed, waterproofing and
thought to offer the least risk. This Bridge L01 provides a pedestrian resin bound aggregate surfacing.
went ahead without difficulty and and cycle link between the Northern The deck is tied to the arch with
the girder stability was maintained Spectator Transport Mall and the a fully welded connection at deck
STRUCTURES
by the plan bracing. Clearly the Olympic Park. It will serve as one level. Either side of this connection
detailing of plan bracing in the first of the main gateways to the Park the vertical slats are replaced with a
instance would have mitigated the during the games and so a striking ribbed steel plate joining the deck
need for this additional construction appearance was a key criterion for and arch. The deck is integrally
activity but the decision to omit it the design. Construction of the connected to the foundations
had been made with considerations bridge commenced in May 2010 which comprise reinforced concrete
of safety foremost. In hindsight, it and is expected to be completed in abutment walls on piles. The bespoke
would have been better to detail plan June 2011. After the 2012 Games parapet at the ends of the arch match
bracing, paying particular attention it will link the Hackney Marshes the vertical slats. At midspan, the
as to how to detail its attachment playing fields to the Legacy facilities square hollow section parapet rail is
with the minimum risk to erectors. of the park. Figure 7 shows the welded directly to the vertical slats.
location of Footbridge L01.
53
70 Design of the Olympic Park Bridges H01 and L01
The visual concept for the bridge was girder; the arch rib achieves its structural elements. The lateral
developed by Allies and Morrison high slenderness by exploiting the restraint provided by the steel
Architects and Atkins and the overall Vierendeel girder behaviour. deck plate was not included in the
detailed design was carried out by structural model but the section of
Atkins. The key challenge of the Structural design hand rail welded to the vertical slats
design was resolving the structural was included. Careful consideration
The footbridge was designed to
integrity of the bridge without needed to be given to the modelling
BS5400 Part 33 but reference was
compromising the architectural of the foundations as the bridge
made to BS EN 1993-1-14 for checks
vision. The resulting structure is a is integral with them and the fixity
on buckling of the structure. The
unique form of construction whose to the foundations and foundation
bridge was modelled using beam
behaviour is a hybrid between stiffness had a significant impact
elements representing the main
that of a tied arch and Vierendeel on the structural behaviour.
54
Design of the Olympic Park Bridges H01 and L01 70
The abutment walls were modelled The structure was susceptible to The greater buckling resistance is
using a grillage of beam members and two main modes of global buckling, provided by the vertical slats which,
the forces from the soil pressure were in-plane and out-of-plane as shown although providing little stiffness
applied to the structural model as an in figures 9 and 10. The critical individually, act together at 135 mm
applied load. The piled foundations mode varied depending on the exact centres to provide significant restraint
were modelled using spring elements dimensions chosen for the main to the arch through their moment
with an appropriate stiffness. structural components, the foundation connections at each end, forcing
design parameters and the loading the deck and arch to act together.
Global buckling applied. Throughout the design The British Standards provide little
iteration process the critical mode of guidance on how to account for
The arch ribs are necessarily very
buckling changed as dimensions of the buckling arched structures and
slender and rely on the vertical slats
different elements were varied and so for this structure the approach
heavily for its stability. One of the key
the arch profile was finalised. In the provided in EN 1993-1-1 Design of
issues in the design was accurately
final form of the bridge, the in-plane Steel Structures Clause 6.3.4 was
assessing global buckling effects.
buckling mode involved the arch and used. Clause 6.3.4 is written as a
The beam element model was
deck and was critical for temperature general method for checking out of
used to carry out an elastic critical
loading on the structure. The out- plane (lateral) buckling of members
buckling analysis to determine the
of-plane mode just involved the and frames when the axial force and
susceptibility of the structure to global
arch and was critical for pedestrian bending moment both give rise to out
buckling, both in and out of plane.
loading effects. The out-of–plane of plane buckling of the element(s)
The lowest of these buckling loads
buckling of the arch was resisted by i.e. the axial force or bending moment
determined from this analysis was
the slats through u-frame restraint. applied separately would lead to
then used to determine a slenderness
The resistance to in-plane buckling lateral buckling of the element(s).
for buckling and codified buckling
was higher than might be expected
curves were used to determine a
for such a slender arch profile.
reduction factor to apply to the
resistance of the arch and deck.
STRUCTURES
55
70 Design of the Olympic Park Bridges H01 and L01
In such cases, it is logical that the It was noted that the assumptions An alternative and apparently more
cross section resistance used in the behind clause 6.3.4 were not satisfied theoretically-sound approach for in-
slenderness calculation be based upon for bridge L01 for two reasons. Firstly, plane buckling would have been to
both the axial force and the bending only the arch axial force produces base the slenderness of the arch on
moment together, because both cause lateral buckling, not the bending the axial force alone and then amplify
lateral buckling of the system i.e. moment. Secondly, the application the coexisting moments in accordance
of this clause to the buckling of the with the verification below. However
arch for in-plane buckling is outside the distribution of moment within
the intended scope of the clause. the half wavelength of buckling
Despite these apparent violations, the varied significantly along the arch so
method was established as providing the moment magnifier would have
BS EN 1993-1-1 expression (6.64)
a safe approach through comparisons been very conservative in this case,
where: with the results obtained from a full and was shown to be so from the
non-linear analysis as discussed below. results of the non-linear analysis.
This was important to establish as
the use of elastic analysis to do the
design had obvious benefits over non-
"#')( is the load amplifier for elastic linear analysis given the number of (2)
critical out-of-plane buckling. *˝+ load cases and iterations of member
& "#' ( is the load amplifier for
and ,'˝+ are the applied axial force sizes needed to refine the design and
elastic critical in-plane buckling.
and bending moment and *-. and the relative speed of elastic analysis
,'-. are the characteristic axial compared to non-linear analysis. One final point to note on the
force and moment resistances. application of clause 6.3.4 of EN
1993-1-1 is that the UK National
Annex limits its application to
nominally straight members.
56
Design of the Olympic Park Bridges H01 and L01 70
57
70 Design of the Olympic Park Bridges H01 and L01
References
1. Design Guide for Composite Box Girder Bridges (Second Edition), Steel Construction Institute, Ascot, UK
2. SCI Advisory Desk note AD 330, “Open top box girders for bridges”, New Steel Construction, February 2009
3. BS 5400-3 (2000) (incorporating Corrigendum No.1) Steel, concrete and composite
bridges-Part 3: Code of practice for design of steel bridges , BSI, London
4. BS EN 1993-1-1 (2005): Design of Steel Structures. Part 1.1: General rules
and rules for buildings. British Standards Institution, London.
5. CEN/TC250/SC3/N1639E, CEN background document
STRUCTURES
58
Radio and loudspeaker public 71
address for road tunnels
59
71 Radio and loudspeaker public address for road tunnels
Loudspeaker
Figure 1 - A simplified block diagram of the radio voice break-in system for FM
public address
The advantage that loudspeaker
Digital Audio public address has over radio
is that it can be zoned so that
Broadcasting A number of methods of carrying
specific information can be given
out the DAB voice break-in
Digital Audio Broadcasting (DAB) is have been considered and the to people in different areas. It also
handled quite differently. There are broadcasters and car radio does not rely on drivers having
currently up to five multiplexes in any manufacturers have been consulted. their car radios switched on.
area, each carrying many stations. The Public address is not common in
digital stream is extracted from each The first option to consider is to
switch off DAB broadcasts and tunnels mainly due to the high level of
ensemble. The emergency messages ambient noise and reverberation, both
are digitised and then inserted into allow car radios to revert back to
the FM broadcast. This relies on of which make speech intelligibility
the audio sections of the digital very difficult to achieve. Speaker
INTELLIGENT TRANSPORT SYSTEMS
60
Radio and loudspeaker public address for road tunnels 71
Integration
It is important that the two parts
of a public address system are fully
integrated to avoid conflicting
messages and to ensure that the
radio and speakers to do not operate
at the same time. A common user
interface should also be provided.
The public address system should also
be integrated with other Intelligent
Transport Systems (ITS). Static and
variable message signs need to be
Figure 3 - A simplified layout of four tunnel zones that align with the
co-ordinated with the announcement
fire ventilation plans plus one zone on each approach.
zones to avoid conflicting messages.
Three types of messages are to
be provided, automatic messages
triggered after operator confirmation
of a fire alarm. These messages are
location specific and are intended
to direct the tunnel users away
from the incident. In addition a
selectable menu of messages is
available, for example “Stay in
vehicle and wait for instructions”,
“Leave vehicle and follow emergency
signs” or “Please switch off
engines - there is a delay ahead”.
Messages use a short delay followed
by chimes to attract the user’s
attention. Once activated the
Conclusion
The use of purpose designed systems
can provide a suitable tool for tunnel
evacuation communications in the
event of a fire or similar incident. The
combination of radio rebroadcast and
loudspeaker public address, along
with other ITS solutions, enables the
operator to communicate effectively
Figure 5 - A purpose built tunnel horn speaker being used in the trial. with tunnel users, provided they are
carefully integrated and user-friendly.
While the ambient noise level was When considering the speaker gain
low, both types of speakers gave good settings, we considered that 6db
results but when the fans were turned above ambient noise gave the best
on and the ambient noise rose to all-round results. However automatic
over 87db, the small speakers merely gain control is required to adjust
added to the noise and it became very the system volume depending on
difficult to distinguish the words. Even ambient noise levels. Typical ambient
with the nearest speaker switched noise levels in tunnels are around
off, and at a distance of 100 metres, 87db so an additional 6db gives a
sound from the horn speakers was still system level of approximately 93db.
crisp and clear and every word could
be heard both in and out of vehicles.
61
71 Radio and loudspeaker public address for road tunnels
References
1. Report of the Task Force for Technical Investigation of the 24 March 1999 Fire in the Mont Blanc Vehicular Tunnel
http://www.atmb.net
2. EU Directive 2004/54/EC Annex I section 2.16.2
http://ec.europa.eu/transport/road/roadsafety/roadinfra/tunnels/index_en.htm
INTELLIGENT TRANSPORT SYSTEMS
62
ITS (UK) Strategy to support carbon reduction 72
and to address climate change issues
Executive summary
The United Nations Climate Change The paper reviews the outcome of Climate change and carbon
63
72 ITS (UK) Strategy to support carbon reduction
and to address climate change issues
limit warming to no more than 2°C challenge of climate change. The key 2015 and 1.7 million by 2020
and, importantly, to take action to is to find and produce technological • Eco driving - aim to have 3.9
meet this objective’. He added, ‘We solutions to reduce carbon emissions. million drivers trained and
are confident that we are moving The opportunity for the ITS industry practicing eco driving by 2020.
in the direction of a significant is to find the appropriate solutions to
The report identified a number
accord’. The head of the Chinese meet the climate change challenges
of areas where policy might be
delegation, Xie Zhenhua, added, of the new decade and beyond.
strengthened to facilitate a step
‘the meeting has had a positive change in emissions reduction
result, everyone should be happy’. (extended scenarios):
• Support for electric cars and
plug-in hybrids, including the
funding of plug-in infrastructure
and large scale pilot projects
• Smarter choices. Phased roll-out
of smarter choices (based on
the methods established in the
pilot projects) across the UK to
encourage better journey planning
and more use of public transport
• Integrated land use and
transport planning. A new
strategy to ensure that land
use planning decisions fully
reflect the implications for
transport emissions.
64
ITS (UK) Strategy to support carbon reduction 72
and to address climate change issues
65
72 ITS (UK) Strategy to support carbon reduction
and to address climate change issues
66
ITS (UK) Strategy to support carbon reduction 72
and to address climate change issues
67
72 ITS (UK) Strategy to support carbon reduction
and to address climate change issues
References
1. Independent Twelve days to save the world
http://www.independent.co.uk/environment/climate-change/climate-change-special-
twelve-days-to-save-the-world-1832067.html?action=Popup&gallery=no
2. BBC website 19th December 2009
http://news.bbc.co.uk/1/hi/world/europe/8421935.stm
3. Prime Minister podcast 21st December 2009
http://www.number10.gov.uk/news/speeches-and-transcripts/2009/12/
transcript-of-the-pms-podcast-on-copenhagen-21870
4. Committee on Climate Change report October 2009
http://www.theccc.org.uk/reports/progress-reports
5. Smarter choices programme in sustainable towns
http://www.dft.gov.uk/pgr/sustainable/smarterchoices/programmes/
6. Delivering a Sustainable Transport System
http://www.dft.gov.uk/about/strategy/transportstrategy/dasts/
INTELLIGENT TRANSPORT SYSTEMS
68
Interfacing electrification and system reliability 73
69
73 Interfacing electrification and system reliability
Design approach to the earthing Lightning protection 11,12 Surge arrestors: Gas plasma
of the railway: To ensure compliance discharge arrestors have a fast
Lightning strikes on or near railway
with relevant standards there is a response to transient overvoltage
equipment can generate large
requirement for a robust Quality events. This fast response and the
voltage surges that can disturb or
Assurance process including an ability to handle very high current
damage railway operations. The
Earthing Management Plan, Earthing surges effectively suppresses
various ways in which a lightning
Installation Code of Practice and transients. Low capacitance
strike can affect railways are:
Earthing Test Specification. and high insulation resistance [
(i) Direct strike to the overhead lines >Gohm] produce a low leakage
Additionally the Earthing
Management Plan must address the (ii) Direct strike to the aerial ensuring that there is virtually no
design, installation, operation, and earth wire or gantries effect on the protected system.
maintenance aspects of the railway. (iii) Nearby strike to ground Installation of surge arrestors:
[induced voltages] Surge arrestors can be installed on
AC/DC railway interfaces 14 telecommunications cables or on the
(iv) Strike to ground further
away [ground potentials]. installation equipment. Surge arrestors
An AC railway is often designed
for commercial installations are rated
in close proximity to other DC A direct strike to the lines can at typically 250V. This is normally too
light rail, metro and trams. Where generate an overvoltage surge of low for the railway environment.
there is parallel running, over several million volts. This will cause
bridges or under bridges, there a flashover across the support The surge arrestor operates when a
may be significant interactions insulators. The surge current will voltage between the line and remote
between the two electrified then find various routes to earth earth exceeds the level specified.
railway systems. The amount and depending on their surge impedance This method diverts the transient
characteristics of disturbance will be values. A lightning strike may also energy away from the line circuit
dependent on the interconnection generate a 25kV earth fault. and into the earth of the network.
of earths, traction loads, earth This is good as long as the earthed
Entry points for lightning to the system is not coupled in any way with
faults, the physical arrangement,
railway control systems are numerous the telecommunications cables. The
the electrical systems design and
and some are detailed below: design of the earth should be such
the local ground conditions.
(i) Radio masts that there is no close parallel coupling
Track circuit disturbance: DC
(ii) Electrical supply points with telecommunications cables.
traction return current flowing in
the AC traction rails can interfere (iii) Rail and track connections
Stray current corrosion
with track circuits. Similarly the AC to signalling circuits
return current can interfere with track
control (DC railways) 5,7
(iv) Signalling data, control
circuits used on DC electrified lines. and indications cables The overall control strategy is to
DC stray current: The bonds follow an approach that minimises the
(v) Ground coupling through
between the rails and metal generation of stray current, controls
circulating earth loops,
structures etc. which are necessary its ‘escape’ and maintains separation
(vi) Induction into power, signalling between the rails and associated
for electrical safety in the presence
and communications circuits. collection systems and the metro civil
of high-voltage AC railway overhead
lines will provide a path for stray Design approach on railways: structures and external structures.
DC traction return current to flow The protection of buildings, The driving force for stray
to earth, and may cause electrolytic viaducts, bridges and structures current can be minimised by:
corrosion to the structures concerned, from lightning is by the provision
• Traction power substation
as well as neighbouring buried of lightning conductors and an
design and locations;
pipes, metal-sheathed cables etc. earth electrode system. This earth
is segregated from the earth path • Rail return circuit design and
Touch and accessible voltage: bonding; and minimising the
used by signalling control and the
The impedance of the rails at longitudinal electrical conductivity
electrical and plant (E&P) systems.
50 Hz is much greater than the of supporting structures
resistance of the rails at DC. This In the case of the station roof
means that the return current structure and viaduct there is a • Maintenance of a high rail
from AC trains, and from short- requirement to provide lightning to structure insulation.
circuits on the AC overhead lines, earthing, to control earth potentials. • Construction and maintenance of
would cause significant voltage Additionally there is a requirement to stray current collection systems
drops in the rails. This would bring ensure the insulation co-ordination to provide an efficient low
a risk of electric shock if suitable and any necessary segregation resistance preferential path for
means were not employed to required for sensitive signalling and current collection and return.
limit the voltage on the rails. control systems that are located on • Maintaining an electrical
or close to the station or viaduct. separation between the collection
RAIL
70
Interfacing electrification and system reliability 73
Design approach on DC railways: The new EMC directive 2004/108/ Electromagnetic interference
This strategy is designed to EC2 includes some simplification will largely cause interference
reduce corrosion threats to the and clarification when compared from the high power circuits of
rail infrastructure and to external to the original Directive: the electrification supply and
infrastructure by minimising stray (1) Manufacturers are required to traction drive into the train control
current leakage at source and perform an EMC assessment; systems, signalling systems and
retaining this as far as practicable including the application of railway and publicly owned
within the rail system. harmonised standards telecommunication systems, remote
The design process should: control, and monitoring systems.
(2) Manufacturers are required to
• Assess the interfaces between produce a Technical File [TF]
the railway and other third party to demonstrate conformity
The railway authority’s
infrastructure through a Stray (3) Manufacturers may choose to responsibilities 15
Current Control Survey to identify obtain an independent conformity The railway authority has a
and assess stray current and statement from a Notified Body. responsibility to ensure that projects
corrosion risk areas. ( E&M Earths,
(4) Manufacturers are required include design specifications
Civil Structures and Utilities)
to make a Declaration of that address interfaces between
• Utilises design philosophy Conformity [DoC] electrical systems and also the
that follows the guidance management process, to ensure
(5) A Fixed Installation [FI] at a
given in BSEN 50122-2, that systems do not adversely
pre-defined location is required
BSEN50162 and UK Trams ORR interact or disturb each other.
to conform to the essential
Tramway Guidance Notes
requirement but not to follow
• Undertake modelling techniques the conformity assessment
Application of railway and
to quantify these threats and procedure and therefore does national standards
validate the control measures not have to carry the CE Mark BS EN standards are used extensively
• Provide verification processes (6) The FI will usually consist of in the specification of railway
that should be designed and equipment carrying the CE projects. The projects assume that
applied at each stage of the marking installed as specified if the standards are implemented
project to provide assurance that by the manufacturer(s) and then their design will always be
the strategy has been correctly specific equipment not otherwise adequate. The basic standard for
applied and to identify issues commercially available can be earthing railways, EN 50122-1, is
for investigation and action incorporated, accompanied by very clear on safety requirements for
• Ensure a consistent approach and documentation which indicates earthing and equipotential bonding.
awareness both across the project precautions to be taken for However, the standard is not a
and between the below ground incorporation into the FI; the practical guide to earthing a railway.
and above ground sections. installation shall follow ‘good It is a performance specification
engineering practice’ which and details what is required to be
Compatibility of electrical must be documented. undertaken by railway administration.
systems 3,6,8,9 The railway environment: contains It does not provide any detail on how
many sources of electromagnetic, installation should be undertaken.
The EEC directive 89/336 made
the requirement that all electrical electrostatic noise and electrical It should also be noted that the
apparatus must not emit disturbances; and it is a hostile European Standard EN50122-1
electromagnetic radiation that environment for low power does not specifically address
would prevent other equipment circuits i.e. remote control systems, (1) earthing arrangements for
from functioning as intended. monitoring circuits, signalling systems, lightning protection
telecommunication circuits and radio
The European EMC Directive (2) provide detail design and
networks. The complete railway
89/336/EEC as amended by 92131/ interconnection of earthed systems
electrification network requires to
EEC has been legally adopted by (3) system operability and the
be monitored in terms of emissions
UK regulations under Statutory design differences between
and susceptibility to electromagnetic
Instrument (1992) No. 2372 'The rail return, auto feeding,
interference, conductive interference
EMC Regulations' and came into force booster return, single rail and
and radio frequency interference.
in 28 October 1992. The Directive double rail return systems.
This includes electrical circuits in the
applies to virtually all electrical and
supply of traction power, the control
electronic products and systems
of traction power, the operation of
for use in the European Union.
signalling, train control circuits, the
operation of telecommunication
systems and radio communications.
RAIL
71
73 Interfacing electrification and system reliability
The complications of railway earthing Specify design interface Safety Management System 15
are significant and the specific specification
The Project Safety Management
requirements for traction power,
The railway administration should System (SMS) is part of the Quality
signalling, communications, LV
be aware of the requirements Assurance process that is required
and lightning earthing all have to
for integration, and it is their to address safety of humans. In an
be addressed by the project, with
responsibility to identify and include electrified railway the topics that
potentially different requirements
these criteria within the project need to be addressed include touch
for at grade, in tunnel and on
requirements at the definition stage. and accessible potential and the
viaduct sections. It should be noted
Interface requirements must then be risks associated with the malfunction
that the IEE Wiring Regulations
included within the Particular Design of signalling, and control systems
BS7671 is pertinent to stations,
Specifications for each contract. leading to multiple fatalities.
concourses and other buildings;
however, track, platforms, railway They should also make all System All potential safety hazards associated
traction equipment, rolling stock and Wide Contractors responsible for with the operation of the railway
signalling equipment are excluded. identifying interfaces, hazards and including the earthed infrastructure
for participating in the integration of the railway network should be
It is normal practice therefore for a methodology of the project. identified. The hazards associated
railway administration to produce an
If they fail to include this within with electrification supply points,
accompanying installation guideline
the particular specification, then overhead lines, traction return paths,
for contractors and maintainers.
the contractors will not be obliged operation of traction and rolling
Without such a code it is inevitable
to ensure that this integration stock, effects in depots and station
that earthing disturbances will
happens. The outcome of this can be stops etc need to be addressed.
occur. Examples of Company Code
of Practice are; Network Rail NR/ disastrous for the project programme To achieve this, experts in the fields
SP/ELP/21085, Channel Tunnel Rail and the railway administration, of electrification, earthing, signalling
Link 000-GDS-LCEEN-10041-05; which may be powerless to ensure and rolling stock are required to
Indian Railways AC Traction Manual that their multi-million pound be brought together to assess the
Appendix 11 code for bonding investment operates as intended. system behaviour under normal train
and earthing for 25kV AC 50Hz operation, under system faults and
single phase traction system.
Management of electrical systems all degraded modes of operation
The railway authority should specify of the electrification and signalling
Risk (commercial, the requirement for Management systems and the rolling stock.
operational, safety) Plans to address quality assurance
process and installation Codes of Design interface specifications
It has become the norm for railway
Practice. This is to ensure compliance Where there are known interfaces
contracts to be based along
with railway and national electrical these should be recorded in an
traditional engineering disciplines
and safety standards. This normally interface matrix and a specification
and interfaces; for example, wheel
becomes the responsibility of prepared between the two
to rail and pantograph interfaces.
the design and build contractor disciplines or contractors. Such
Railway authorities sometimes fail to
and has been addressed in more interfaces could also include the
recognise the complexity of electrical
detail later in this article. co-location of several different
interfaces and provide a solution to
manage the integration between railways at an interchange station.
different engineering disciplines. Design management An example of this is London,
The major cost element of a new responsibilities where various lines on the London
railway is the civils discipline; the Underground DC metro railway are
The preliminary and detailed design
electrical systems are a relatively small in close proximity to the 25 kV AC
stages of project management plans
portion when compared to the civil main line infrastructure. The interface
should be prepared to address the
infrastructure costs. However, failure specification should identify all of
above system interfaces. The following
to integrate the electrical systems the systems that may be affected.
are examples of management
will probably mean disruption to the plans that should be incorporated It is necessary that the responsibilities
whole project during commissioning within the overall systems for the identified hazards in the
and delay early operational service. engineering management plan. project are assigned an owner (and
Major Rail Projects are largely run accepted) and that the designer then
This is normally the responsibility of
by the Civil Engineering Discipline. mitigates any potential disturbance.
the Design and Build Contractors.
Rail Authorities often fail to provide It should also be remembered
adequate project management effort that utilities and neighbours must
to integrate the systems, placing the be considered when addressing
whole project programme at risk. interface specifications within
the railway environment.
RAIL
72
Interfacing electrification and system reliability 73
73
73 Interfacing electrification and system reliability
References
1. R D White. “The Challenges of Integrating an Electrified Railway”,
International Railway Journal, Sept 2006, pp 94-95;
2. IET Seminar on EMC in Railways 28 Sept 2006 ‘The new EMC Directive 2004/108/EC’ C Marshman;
3. BS EN50121 Parts 1-5 Title: Railway applications - electromagnetic compatibility;
4. BS EN50122-1 Railway applications, fixed installations, protective
provisions relating to electrical safety and earthing;
5. BS EN50122-2 Railway applications, fixed installations, protective provisions
against the effects of stray currents by D.C. traction Systems;
6. BS EN61000-5 Title: Electromagnetic Compatibility (EMC) - Part 5: Installation and mitigation guidelines;
7. BS EN50162 Railway Applications - protection against corrosion by stray current from DC systems;
8. BS EN61000 Electromagnetic Compatibility (EMC) Limits, Testing;
9. BS EN50238 Railway applications - Compatibility between rolling stock and train detection systems;
10. BS 7671 The Wiring Regulations;
11. BS EN 50124-1:2001 Railway applications - Insulation coordination;
12. BS EN62305 Protection against lightning
13. BS EN61140 Protection against electric shock - Common aspects for installation and equipment
14. prEN50122-3 Railway applications - Fixed installations - Electrical safety, earthing and
the return circuit - Part 3: Mutual Interaction of a.c. and d.c. traction Systems.
15. ROGS The Railways and Other Guided Transport Systems (Safety) Regulations 2006
RAIL
74
Investigations into electromagnetic noise coupled 74
from lighting to safety related communications
equipment in an operational metro
Leslie Abstract
McCormack High frequency ballasted lighting presents a well known electromagnetic
Principal Engineer
interference threat. Switching frequencies from these types of lighting
control-gear are typically 40kHz - 120kHz producing significant interference
Rail
up to 10’s of MHz. During a large scale modernisation of urban metro
rail stations in London, UK, it was necessary to implement an unusual
combined lighting and communications cable management system which
co-located lighting and safety related communications systems due to
heritage planning restrictions at a particular station. There were Electro-
Magnetic Compatibility concerns expressed by the railway operator about
the proximity of the fluorescent lamps and high frequency ballasts to
the communications assets. The station was to remain open throughout
the site works and so assurance was required that the proposed design
would function satisfactorily once installed, as the cost implications of
unsatisfactory functionality and associated delays, were prohibitive. This
paper is based on previously published work1 and details laboratory and site
measurements which were performed to investigate the effects of co-locating
these systems and demonstrate that they would function satisfactorily.
Introduction
Fluorescent lighting presents The CMS placed high frequency Therefore preliminary laboratory EMC
a well known electromagnetic ballasted fluorescent lighting in close measurements were performed on
interference (EMI) threat to nearby proximity to the station safety related a specially constructed short 10m
vulnerable equipment. For older communications system, upon which representative measurement jig to
lighting equipment this threat was the station relied for operation. The assess the likelihood of interference
at power frequency harmonics CMS design was extruded aluminium to the communications system. The
and was generated from the wire with space for power cables to quality of the final installation in
wound ballasts that were commonly either side of the light fittings and controlling the coupled interference
employed to control the current space for communications cables was later confirmed through site
flowing in the fluorescent tube. immediately above the light fittings. verification measurements.
More recently however, the lighting Fluorescent lamps with high frequency
industry has developed high frequency ballasts were fitted in alternate Measurements
ballasted lights which have improved compartments with Public Address
lighting performance and consume (PA) speakers filling the gaps. The In order to provide indicative
less power. Switching frequencies railway is a complex electromagnetic information on the likely coupling of
from these types of lighting control environment and Electro-Magnetic disturbances into the communications
gear can be in the region 40kHz – Compatibility (EMC) is a significant system cabling, a measurement jig
120kHz. The high frequency ballast area of concern in many railway was constructed from representative
behaves essentially like a switched projects3. EMC concerns had been CMS and cabling. Measurements were
mode power supply and can produce expressed about the proximity of the then made of the longitudinal and
significant interference up to 10’s fluorescent lamps and high frequency transverse noise voltages (VL & VT)
of MHz2. High frequency ballasted ballasts to the communications present on the victim circuit formed
lighting therefore presents a very cables which would be much from typical shielded twisted pair PA
different threat than that presented closer than the 130mm separation cable. The Root Mean Square (RMS)
by earlier fluorescent lighting. required by the designer’s own cable psophometric noise voltage (VP) was
separation guidelines, EN 50174-24 calculated by applying a psophometric
During a major modernisation filter to the VT data. Following
program of urban metro stations & industry guidelines5. The station
was to remain open throughout the site installation, site validation
in London, UK, heritage and space measurements were performed.
constraints at a particular location site works and so assurance was
resulted in an unusual combined required that the proposed design
RAIL
75
74 Investigations into electromagnetic noise coupled from lighting to
safety related communications equipment in an operational metro
76
Investigations into electromagnetic noise coupled from lighting to 74
safety related communications equipment in an operational metro
Measurement results
Figure 3 shows an example of Figure 5 shows typical onsite VP The CMS deployed onsite was
the VL measurement ambient data over the frequency range 5Hz expected to extend for approximately
in the frequency range 9kHz to to 6kHz. The limit given in8 was an 100m and so it was assumed that
30MHz. Figure 4 shows the effect RMS value of 1mV (60dBμV) over actual VL & VP at the station would
of energising the CMS luminaires. the frequency range 5Hz to 6kHz. be higher than the laboratory
Emissions due to the luminaires measurement results. This proved to
are visible in the region 300kHz to be the case when site measurements
6 MHz. The limit derived from9 is were made, however, both VL & VP
3V (129.54 dBμV) under normal measured onsite were significantly
railway operating conditions and the below the required limits.
measurement data showed that the
coupled VL was below this limit.
RAIL
Figure 4 - Laboratory Longitudinal Voltage 9kHz to 30MHz, Lights Energised, (Without Steel Plates)
77
74 Investigations into electromagnetic noise coupled from lighting to
safety related communications equipment in an operational metro
78
Investigations into electromagnetic noise coupled from lighting to 74
safety related communications equipment in an operational metro
79
74 Investigations into electromagnetic noise coupled from lighting to
safety related communications equipment in an operational metro
References
1. L M McCormack, B Tait, S Seller & D Bozec, Measurement Investigations into Electromagnetic Noise Coupled
From a High Frequency Ballasted Lighting System to a Co-Located Safety Related Communications System
in an Operational Urban Metro Environment, proceedings XXIX General Assembly of the Union Radio
Scientifique Internationale (URSI) Chicago USA. August 2008 ppE07-10 & proceedings EMC UK 2008
2. A J Rowell & I D Flintoft, Development of improved test methods for assessing the EMC emissions of luminaires
and ancillary devices,
http://www.yorkemc.co.uk/research/luminaires/
3. L M McCormack, P W Hooper, Railway Electrical Systems Integration and Electromagnetic Compatibility
(EMC), proceedings IET Railway Electrification Infrastructure Systems London June 2009
4. EN 50174-2:2000 Information technology - Cabling installation - Part
2: Installation planning and practices inside buildings
5. Electrical Contractors Association Recommended Cable Separations to BS EN 50174 PART 2, 12 November 2001
http://www.eca.co.uk/
6. L M McCormack, S Seller, R D White, R Hutchison and P W Hooper, Railway Electrical Systems
Integration - Practical application of the ‘V’ cycle for Electromagnetic Compatibility (EMC), proceedings
International Symposium on Electromagnetic Compatibility 2006, Barcelona, Spain, pp 399-404
7. L M McCormack, A R Bullivant & D W Welsh, Measurement & Modelling Investigations Into Practical
Cable Separations in an Urban Metro Environment proceedings Electromagnetic Compatibility,
Safety & Reliability of Communication and Transportation Systems Workshop Paris 2007
8. London Underground G-222 Manual of EMC Best Practice
9. EN 61000-4-16:1998 Electromagnetic compatibility (EMC). Testing and measurement techniques. Test
for immunity to conducted, common mode disturbances in the frequency range 0Hz to 150kHz
10. J Rajamäki, Lighting Interferences - An Ever Increasing Problem!, IEEE International
Symposium on Electromagnetic Compatibility, Chicago 2005
RAIL
80
Value Engineering on the Church Village Bypass 75
Introduction
The A473 forms an important section
of the Welsh Strategic Highway
Network running west to east across
the South Wales valleys between
Bridgend and Pontypridd (see Figure
1). To the east of Llantrisant, in the
vicinity of Llantwit Fardre, Church
Village and Ton-Teg, the existing
route passes through a mainly built
up area with direct frontage access by
residential and commercial properties,
and considerable pedestrian activity.
The existing roads are generally in
poor condition, and this section of
the A473 is unsuited to modern
needs with substandard alignments,
numerous junctions and accesses,
road works and on street parking
hindering the flow of traffic.
Therefore a better road network
was considered essential to relieve
the area of the excessive traffic
congestion currently experienced.
HIGHWAYS
81
75 Value Engineering on the Church Village Bypass
82
Value Engineering on the Church Village Bypass 75
HIGHWAYS
83
75 Value Engineering on the Church Village Bypass
Ton-Teg Interchange
The original grade separated layout
(Figure 3) had been adopted to
address the traffic split at the eastern
end of the bypass between the
destinations of Treforest/Pontypridd
and A470/Treforest Industrial Estate as
well as the significant level difference
between the bypass and the existing
road network. The revised layout was
achieved by amending the alignment
of the western approach from the
A470/Industrial Estate (Power Station
Hill) and linking the two arms of
the existing A473 via a traffic signal
controlled junction. The alterations
to the Ton-Teg interchange (Figure 4)
resulted in the deletion of two road
bridges over the bypass, a 100m
length viaduct and an accommodation
bridge as well as over 400m of
retaining walls. It also reduced the
depth of the cutting through a
PFA/tyre tip thereby reducing the
excavated volumes of both materials.
Carriageway standard
Following a series of Value
Engineering workshops it was agreed
to review the junction strategy
and carriageway standard of the Figure 3 - Ton-Teg Interchange - Original layout
bypass from first principles against
the primary objective of ‘relieving
congestion to the existing A473’.
The traffic modelling programme
SATURN was run with the omission
from the scheme of the Gwaun
Meisgyn, Nant Dowlais and Nant
Celyn roundabouts in turn. Omission
of any of the three roundabouts
was discounted on the basis of
the significant flows that would
remain on parts of the existing
A473 and the existing side roads.
Guidance in TD 46/97 on economic
flow ranges recommended a D2AP
based on the predicted traffic flows
in the opening year. SATURN was
then run with various options of
carriageway standard. The options
tested were wide single carriageway
HIGHWAYS
84
Value Engineering on the Church Village Bypass 75
85
75 Value Engineering on the Church Village Bypass
Final scheme
(iii) Junctions / side roads The final scheme consists of 6km of The changes to the scheme required
• Alternative access arrangements single carriageway and includes a a new Planning Application and a
for farmers resulting in deletion community route, two road bridges, new Environmental Statement which
of accommodation bridges two cattle creeps, three community the team turned around in under six
route footbridges, one community months, with planning permission
• Diversion of an existing side road
route/equestrian underpass, three granted in December 2008. The
to avoid a skew overbridge.
dormice bridges, seven major culverts, changes to the junctions and side
(iv) Statutory undertakers 10m of retaining walls and 1.5km of roads also required an amended
• Amending the scheme to minor road construction. There are Side Roads Order to be prepared.
avoid the need for diversions now four at-grade roundabouts.
(including the £1M diversion The predicted reduction in traffic Scheme costs
of a high pressure gas main) along the A473, from around In addition to meeting the main
• Altering the phasing of the 21,000 vehicles to 8,000 AADT objectives of the bypass, the new
works to avoid expensive (Annual Average Daily Traffic Flow) scheme also led to a reduction in
temporary diversions. in the 2010 opening year, will the project cost of over £35M,
(v) Roadworks and drainage lead to an improved environment, £9M of which resulted from the
improved road and pedestrian change in carriageway standard.
• Use of precast manholes to safety, reduced noise and better air
reduce construction time This demonstrated value for money
quality for residents and businesses to the Welsh Assembly Government
and avoid snagging located along the A473 corridor. and enabled them to fund the
• Use of envirokerbs at junctions The reduced bypass footprint of the scheme while also releasing much
and in urban areas in lieu proposed scheme has also resulted needed capital funding for other
of kerbs and gullies
HIGHWAYS
86
Value Engineering on the Church Village Bypass 75
HIGHWAYS
87
75 Value Engineering on the Church Village Bypass
VE Summary
Original Scheme Final Scheme
7Km - new dual carriageway 6Km - new single carriageway
4 intermediate junctions 4 intermediate junctions
3Km side roads 1.5Km side roads
9 road bridges 2 road bridges
2 green road bridges 0 green road bridges
0 dormice bridges 3 dormice bridges
2 accommodation bridges 0 accommodation bridges
2 footbridges 3 footbridges
2 pedestrian underpasses 1 equestrian underpass
1 cattle creep 2 cattle creeps
11RC box culverts 7 steel arch culverts
500 Lin. m RC retaining walls 0 Lin. m RC retaining Wall
300 Lin. m reinforced earth retaining walls 0 Lin. m reinforced earth retaining walls
67 items of utility works 53 items of utility works
3
Total cut 942,000m Total cut 524,800m3
3
Total fill 851,000m Total fill 524,800m3
Ty Garreg tip excavation 298,000m3 Ty Garreg tip excavation 80,000m3
3
Tyre/pfa excavation 121,000m Tyre/pfa excavation 55,000m3
Rhiwsaeson Municipal Tip excavation 100,000m3 Rhiwsaeson Municipal Tip excavation 0m3
HIGHWAYS
88
Drainage design on M25 motorway 76
widening project (J16 - J23)
Introduction and
background Existing drainage system
The M25 is one of the busiest This paper focuses on the design of The M25 was constructed between
motorways in Europe and a key Section 1 of the scheme and discusses 1973 and 1986. The majority of
strategic orbital route around London. the analysis of existing outfalls, the drainage currently serving the
It carries up to 200,000 vehicles capacity analysis of existing drainage motorway is believed to be that
per day and is heavily congested systems and the design of new which was originally constructed.
at peak time and during road sustainable drainage systems. Section The principal exceptions are where
maintenance and incidents. A long 1 is divided into three subsections: major alterations have been made, for
term strategy has been developed Section 1X (J16 – J18), Section 1Y (J18 example to incorporate climbing lanes
for the sustainable management of – J21a) and Section 1Z (J21a – J23). between Junctions 16 and 17, and
the M25, based on the multi-modal Junctions 18 and 19, or additional
study carried out in 2002. Under Project constraints lanes through various junctions. The
this strategy, the Highways Agency existing highway drainage system is a
There were a number of constraints
awarded the Connect Plus consortium conventional system using combined
imposed on the design, many of
(a joint venture of Skanska, Balfour surface water and ground water filter
which are unique to widening
Beatty, Atkins and Egis) the M25 drains, except where the motorway
projects. These included:
motorway widening project under is constructed on embankment,
a 30-year Design Build Finance • All construction had to be within where kerbs and gullies draining
and Operate (DBFO Contract). The the existing highway boundary to a sealed carrier pipe are used.
contract includes the capital works • The existing drainage system had The assessment of the existing
to improve the capacity of existing to be used wherever possible drainage system was carried out
three-lane sections. The contract • Online attenuation had to be used based on the as built information,
also includes the responsibility for because no additional land was Figure 1, and an initial survey
HIGHWAYS
operation and maintenance of the available for balancing ponds provided by the contractor.
motorway and its structures.
• Space limited by hard retaining
The areas to be widened have solutions, existing structures,
been split into 3 sections: Section communication and lighting
1 (J16 – J23), Section 4 (J27 – J30) features within the narrowed
and Section 6 (Hatfield Tunnel). The verges and central reserve
contract requires that Section 1 and
• Avoiding damage to
Section 4 are completed before the
existing utilities
London Olympic Games in 2012.
• Programme constraints resulting
from the impending Olympics.
89
76 Drainage design on M25 motorway widening project (J16 - J23)
90
Drainage design on M25 motorway widening project (J16 - J23) 76
Attenuation in geo-cellular
storage tanks
To provide the necessary attenuation The use of prefabricated modular Due to their light weight and
discussed above, an innovative and attenuation tanks is the departure minimum handling risk in comparison
sustainable solution has been provided as the provision of such a to conventional storage options, these
using geo-cellular storage tanks which element in drainage system is tanks reduce the construction time.
are constructed in segments (3m x not explicitly covered by DMRB Installation of a geo-cellular tank is
2.5m x 2.0m) as shown in Figure HD 33/ 06, although paragraph shown as Figure 3. The tanks are
2. These are honeycomb modular 7.25 refers to the flow controls laid flat to generate the maximum
structures made from recycled provided at such a system. attenuation benefits but the road
PVC. These enable the amount of These tanks are relatively light and profile is quite steep in some networks
flooding in the event of storms to be therefore much safer in terms of which necessitates a deep excavation
restricted and so play a major part construction and maintenance for the tanks in these locations.
in protecting aquatic surroundings. than the conventional options of
online attenuation, such as box
culverts or oversized pipes.
HIGHWAYS
91
76 Drainage design on M25 motorway widening project (J16 - J23)
Design tools
In-house software tools were • SWAT is used to export the The protection to the aquifers has
developed for the drainage team network prepared within Encore been provided by the following:
working on the M25 DBFO project to form a Microdrainage storm • Each outfall in source protection
using Visual Basic. These tools file. This tool reads the plan Zones 1 and 2 has been provided
allow the fast and consistent design layout of the drainage network with its own control systems
of the drainage network within together with triangulated height which automatically close a
Autocad and export the network as data from MX to write out a penstock valve on detection of
a virtual reality model for the clash correctly structured storm file a high level of hydrocarbons
detection. Once developed as an with lengths, co-ordinates, cover within the penstock catchpit.
Autocad drawing, the network can be levels, catchment areas and other These penstocks are mounted
imported into the software package global parameters such as return on the outgoing pipes in their
Microdrainage (using its System One period, FSR details, maximum catchpits (some require two);
module), to generate storm files. rainfall, maximum slope and all need to be fitted with open
A brief description of the tools we minimum cover depth. SWAN and closed limit switches. On
have developed on this project, is used to annotate the Autocad detection of hydrocarbons above
Encore, SWAT and SWAN: drainage drawings from the the threshold the control system
analysed Microdrainage storm file. closes the penstock and sends
• Encore is used to prepare drainage
It also creates Virtual Reality files an alarm to the Knowledge
networks by placing Autocad
for automatic clash detection. Management Centre (KMC). In
blocks and polylines by chainage
along an alignment and offset the event of the system operating
Pollution control outside of a major spillage,
from a feature such as the edge
of pavement. For drainage Pollution control devices have been the KMC can investigate and
network design, the blocks are provided at outfalls to reduce the risk override a false alarm to open
manholes, soakaways, headwalls, of contamination of watercourses the penstock remotely and make
catchpits, penstocks valve, petrol and ground water. Special attention the system fully available again.
interceptor, downstream defender has been given to the proposed Hydrodynamic separators/downstream
and emergency impoundment pollution control measures for the defenders are proposed within the
soakaways in Source Protection Zone
HIGHWAYS
facility and the polylines are drainage networks where slot drains
carrier drains, filter drains, slot 1 and 2 to satisfy the requirements of are proposed and the network
drains, cellular storage tanks. the Environment Agency’s Pollution outfalls to a soakaway. This system
Prevention Guidance Notes (PPGN) is designed to capture and retain
and the commitments given in the sediment within the base unit, with
Environmental Statement2 for the oil and floating debris retained within
treatment of routine run-off, so that the outer annulus irrespective of the
there is no overall detriment to the flow rate through the device. The
existing water environment, after
the motorway is widened. A typical
arrangement is shown in Figure 4.
92
Drainage design on M25 motorway widening project (J16 - J23) 76
Sedimentation forebay
HIGHWAYS
93
76 Drainage design on M25 motorway widening project (J16 - J23)
Slot drain
Lighting ducts
Lighting column
Carrier drain
Drainage catchpit
Slot drain
Drainage crossing
Communication ducts
Lighting ducts
Carrier drain
HIGHWAYS
Gantry foundation
94
Drainage design on M25 motorway widening project (J16 - J23) 76
HIGHWAYS
95
76 Drainage design on M25 motorway widening project (J16 - J23)
References
1. Design Manual for Roads and Bridges volume 4, section 2 Drainage
2. M25 Widening Junction 16 to 23, Environmental Statement Volume 1
3. M25 DBFO Schedule 4 Construction Requirements
HIGHWAYS
96
Acid Phase Digestion at Derby STW - 77
Context and preliminary optimisation results
Background Intoduction
The water industry faces a significant APD works on the principal of A number of proprietary systems
challenge in aligning itself with the physically separating the two sets of based on the APD concept are on
Government’s national target of bacteria allowing both to operate the market, including Monsal’s
reducing CO2 equivalent greenhouse in optimal conditions, improving Enzymic Hydrolysis and Veolia’s
gas emissions by 80% (against the overall efficiency of the process. Thelys systems. In 2004 Thames
1990 levels) within the next 40 This technique serves the purpose Water designed and built their own
years. Improved energy savings of maximising volatile solids system, utilising the concept of acid
can be sought in all aspects of the destruction (VSD) and therefore phase digestion, at the 220,000
industry, from reducing consumption, renewable energy production Population Equivalent (PE) Swindon
targeting leakage, and investing (from biogas), while simultaneously Sewage Treatment Works (STW)2.
in new technologies. One such reducing solids for reuse. Following research undertaken in
WATER & ENVIRONMENT
technology is the application of acid Severn Trent Water processes around 20046 and visits to other sites in the
phase digestion to sewage sludge. 150,000 tonnes of dry solids sewage UK, Severn Trent Water were keen to
Anaerobic digestion has been the sludge per annum, the majority of take advantage of the technology’s
primary technology used to stabilise which is anaerobically digested. benefits. Economic appraisal of Severn
sewage sludge in the UK for over 30 There is currently over 30MW of Trent Water’s version of APD showed
years. In recent years, technological installed combined heat and power it was 28% cheaper on capital costs
innovations have been developed (CHP) capacity to harness the energy than the Monsal Enzymic Hydrolysis
to optimise this process. Acid Phase from the resultant biogas. Innovative process3. Severn Trent Water decided
Digestion (APD) is just one of these. technologies which provide even to follow Thames Water’s example
Anaerobic digestion takes place in small improvements in efficiency and undertake their own detailed
three stages; hydrolysis, acetogenesis have the potential to yield significant design for APD at their Derby STW.
and methanogenesis. Acidogenic additional savings and revenue.
bacteria responsible for the first two
stages prefer an environment of pH
5 and 1-3 days retention time, while
methanogenic bacteria prefer pH
7.5 and 7+ days retention time.
97
77 Acid Phase Digestion at Derby STW -
Context and preliminary optimisation results
98
Acid Phase Digestion at Derby STW - 77
Context and preliminary optimisation results
Figure 3 - APD at Derby STW. The two tanks in the middle are APD 1 and APD 2, with their heat exchangers and recirculation pumps just in front. The
smaller tank to the right is the APD BT. You can just see the edge of one of the larger MADs on the left of the frame. The green tank in the foreground to
the right is the gas holder.
99
77 Acid Phase Digestion at Derby STW -
Context and preliminary optimisation results
Figure 4 - Vivianite scale collected from the APD heat exchangers. The face showing is smooth and convex, the side attached to the corrugated tube
of the heat exchanger. The concave side of the scale is expesed to the flow of sludge and is typically fibrous and rough. The three small samples to
the left are calcite and were found adjacent to the heating elements, they are not thought to significantly impede heat transfer. Biro for scale.
But as a measurement of APD Figure 4 shows a sample of vivianite The solubility product of vivianite is
performance, these are more factors scale collected from one of the influenced by temperature1, therefore
that can skew results. Calibration of heat exchangers following jetting. the hot water target temperature in
the flowmeters, moisture content Vivianite scale is relatively uncommon the heating loop was reduced from
of the gas and changes in pressure in sewage sludge treatment, but 65°C to 60°C to assess any impact
can all influence readings. it is known that the addition on scale formation before more
Energy production from the CHP of iron salts to wastewater can drastic measures (such as stopping
engines can be measured most result in the precipitation of ferric WTW sludges discharging into the
accurately of all that parameters hydroxyphosphates and vivianite4. catchment, or steam injection heating)
discussed. But it is also furthest Some STWs dose ferric salts to remove were considered. On closer inspection,
away from direct measurement of phosphate from the wastewater. however, SCADA trends showed the
APD performance. As well as the Derby STW is an enhanced hot water temperature was subject to
factors influencing VSD and gas biological phosphorous removal frequent spikes up to 80°C, albeit for
production, engine efficiency, gas (EBPR) plant, i.e. there is no ferric relatively short durations (~60 min).
flared off and engine down time dosing, and as such vivianite was Following a period of investigation,
all affect this measurement. not considered a risk. But the Derby a faulty valve was found on one of
STW catchment receives wastewater the CHP engines. This was repaired
By looking at all available measures
WATER & ENVIRONMENT
Table 2 - Iron levels in settled crude sewage at Derby STW and other STW
100
Acid Phase Digestion at Derby STW - 77
Context and preliminary optimisation results
50%
6000 this light, the 2006 benchmark is
in MAD Feed (mg/l)
101
77 Acid Phase Digestion at Derby STW -
Context and preliminary optimisation results
Table 3 - Average gas volumes generated in the MADs and average sludge feed volumes
Average Daily Gas Production Vol (m3) Average Sludge Figure 7 shows the total energy
Stage
MAD A MAD B MAD C Total Feed Volume (m3/d) production during each optimisation
stage and compares it to the same
7740
1 2791 2031 2917 528 (19) period in 2008. Note: this graph
(197)
does not show relative performance
7574 between the stages because the
2 2111 2140 3139 541 (19)
(350) stages had differing durations. One
9995 can see each of the optimisation
3 2544 3987 3464 529 (16) stages with APD out-perform the
(190)
2008 period with MAD alone.
8245
4 2392 3197 2517 419 (20) Table 3 attempts to quantify the
(366)
increase in energy production.
(Standard Error) Stage 1, with the APD operating
at 38°C and two days retention
2500
time shows the largest increase in
energy production, at almost 18%.
CHP Energy Production (MWh)
2000
1500
1000
500
0.00
Stage 1 Stage 2 Stage 3 Stage 4
Figure 7 - Energy generation from the CHP engines at Derby STW for each of
the optimisation stages, and the corresponding periods in 2008.
Table 4 - Value of energy generated from the three CHP engines at Derby STW
pre-APD in 2008 and with APD in 2009, assuming an energy value of £75/MWh.
WATER & ENVIRONMENT
102
Acid Phase Digestion at Derby STW - 77
Context and preliminary optimisation results
Conclusions
The data gathered Identifies Stage 1 These results show the optimum
as the optimum configuration of key configuration in parallel mode is two
process variables (retention time and days retention at 38ºC, and that this
temperature) for parallel operation yields significant additional income
of APD at Derby STW. Stage 1 shows from increased gas production and
the highest VSD (50.2%), greatest considerable savings in solids disposal
VFA production in APD (106%) and costs over conventional anaerobic
has resulted in the biggest increase in digestion at Derby STW alone.
energy production compared to the Further optimisation trials in series
same period in 2008 (18%). However, mode will determine any additional
it should be remembered that no improvements in performance from
allowance has been made for seasonal a two-reactor system and final
variance in sludge composition financial analysis of the plant can
(SAS to primary sludge ratio) when be undertaken. Once all data from
assessing relative stage performance. parallel and series mode have been
The results allow us to quantify the collated, key design parameters can
financial impact of APD at Derby be determined to optimize the capital
STW. Table 3 shows Stage 1 had the cost of similar plants in the future.
highest increase in energy compared For example, providing two days
to the same period in 2008, and this retention time instead of two and
additional 18% increase equates to a half days results in a reduction in
an annual value of around £115,000 reactor volume of 20%, and large
of energy per annum, at £75/ savings in capital expenditure.
MWh. On top of this, additional The financial benefits of APD are
renewable energy production attracts fundamentally linked to energy
additional Renewable Obligation consumption, increased renewable
Credits (ROCs). Extrapolating energy production and reduced lorry
Stage 1 performance annually, movements transporting sludge
APD could result in additional ROC cake. This will make a significant
income of £72,000 per annum. positive impact on carbon equivalent
As well as extra energy recovery, emissions associated with Derby
improved VSD results in lower sludge STW, evidence of the key role such
handling costs. The improvement technology can play in the water
in VSD from 36.5% of the 2006 industry’s attempts to reduce its
benchmark to 50.2% during Stage carbon emissions in line with targets.
1 would result in 1,486 fewer The plant is currently undergoing
tonnes of dry solids to dewater and testing in series mode. Once these
dispose of per annum (based on results have been analyzed, a WATER & ENVIRONMENT
average daily solids loading during decision can be made as to the
Stage 1). This equates to around optimum configuration, parallel or
5,400m3 of sludge cake at 20% series. This will be the key process
dry solids. Assuming £30 per m3 parameter that will allow the future
for disposal costs this represents a APD plant designs to be rationalized
saving of £162,000 per annum. to reduce capital cost while
Additional energy consumption by the maximizing operational efficiency.
plant (pumping and mixing) equates Many thanks to Severn Trent
to around £44,000 per annum. Water for allowing us to
Therefore, total cost benefit minus share the results above.
additional operational expenditure
(OPEX) results in a net financial
benefit of up to £305,000 per annum.
103
77 Acid Phase Digestion at Derby STW -
Context and preliminary optimisation results
References
1. Al-Borno, A. and Mason, B. (1994) The Temperature Dependence of the Solubility Product
of Vivianite. Geochimica et Cosmochimica Acta. Vol. 58, No. 24, pp. 5373-5378.
2. Asaadi, M., Marsh, P. (2005) Acid Phase Digestion – Experience of Two Stage Anaerobic Digestion at
Swindon STW. Presented at 10th European Biosolids and Biowaste Conference. Aqua Enviro, Manchester.
3. Edgington, R. and Thompson, A. (2007) Every Molecule Counts. In Lowe P. and Horan, N.J. (ed)
Proceedings of the 12th European Biosolids and Organic Resources Conf. Aqua Enviro, Manchester.
4. Frossard, E., Bauer, J.P., Lothe, F. (1997) Evidence of Vivianite in FeSO4-
Flocculated Sludges. Wat. Res. Vol. 31, No. 10, pp. 2449-2454.
5. Harrison, D., Brade, C.E., Le, M.S. (2005) Engineering Aspects of Mesophilic Plug Flow Advanced Digestion
Facilities. Presented at 10th European Biosolids and Biowaste Conference. Aqua Enviro, Manchester.
6. Quinn, M. (2004) Identifying the Optimum Process Conditions for Acid Phase Digestion. MSc Thesis.
WATER & ENVIRONMENT
104
Dependent failure assessment in the development 78
of a defuelling facility for nuclear submarines
105
78 Dependent failure assessment in the development of
a defuelling facility for nuclear submarines
106
Dependent failure assessment in the development of 78
a defuelling facility for nuclear submarines
Dependent failures
The term ‘dependent failure’ covers
all definitions of failures that are not
independent and, as used in this
paper, encompasses both Common
Cause Failure (CCF) and Common
Mode Failure (CMF). The following
formal definitions are reproduced
from4 for dependent, common
cause and common mode failures:
• Dependent Failure: The failure of
a set of events, the probability
of which cannot be expressed
as the simple product of
unconditional failure probabilities
Figure 3 - Bowtie for ‘Snagged Load’. Note that these (and subsequent) figures are for il- of the individual events.
lustration only and do not necessarily reflect the final design of the system. • Common Cause Failure: This is a
specific type of dependent failure
In parallel with the deterministic The deterministic and probabilistic
where simultaneous (or near
safety assessment, fault and event safety assessments together provide
simultaneous) multiple failures
tree models of the proposed design the safety justification for the
result from a single shared cause.
were developed in order to provide design of the system and are thus
a more quantifiable assessment. This a significant part of the overall • Common Mode Failure: This
‘Probabilistic Safety Assessment (PSA)’ safety case. Both assessments must term is reserved for common
was used to ascertain whether the take account of the possibility of cause failures in which
design would meet relevant safety dependent (i.e. common cause and multiple equipment items
targets for the site. These targets common mode) failures as follows: fail in the same mode.
relate to possible on-site accidents • Deterministic assessment: An example of a common cause
and are used as part of the judgement Wherever there is a multiplication failure is an over-voltage from a
as to whether radiological hazards are of safety measure claims, there common power supply. For a common
being controlled adequately and risks is the potential for dependent mode failure, this same over-voltage
being reduced to as low as reasonably failures. A ‘cut-off’ value must could lead, for example, to a system
practicable. The probabilistic safety be defined to account for failure due to multiple relay contacts
assessment covers all of the aspects these multiplicative claims. failing in the closed position.
relating to the risk assessment Common mode failures are therefore
• Probabilistic assessment: Where
process, starting from the full list of a subset of common cause failures.
multiple similar components are
initiating events provided by the fault Dependent failure can be a
used as components of a safety
schedule, and analysing the fault significant proportion of a system’s
system, there is the potential
sequences using fault tree and event failure probability. A study in the
for dependent failures. These
tree techniques to calculate the risk. 1970s5 presented evidence that
dependent failures are modelled
For each of the safety functional explicitly in the fault and event dependent failures are significant
requirements which are implemented trees through the application of a and demanded that the design and
by electrical protection systems, there ‘modifying factor’ which limits the operation of redundancy systems
are associated Safety Integrity Levels overall claim on redundant items. must include a concerted approach
(SILs) assigned. These range from SIL against them. The study indicated
• The PFD calculations, which
1 to SIL 4, where SIL 1 represents the that design errors and maintenance
define the SIL for each safety
lowest integrity requirement and SIL errors are the most significant
function, must also include a
4 the highest integrity requirement3. causes of dependent failure.
‘modifying factor’ to account
The SIL sets a reliability requirement,
for dependent failures.
or the Probability of Failure on
Demand (PFD), which must be met
by the components making up each
functional element of the system.
DEFENCE
107
78 Dependent failure assessment in the development of
a defuelling facility for nuclear submarines
Guidance published in the wake Cut-Off Limit or a Partial Beta Factor, Consequently, human error
of this report6 sought to provide using a single working structure. The dependency is considered explicitly
qualitative advice on the design and Partial Cut-Off method (The word and the modelling approach
operation of redundancy systems. This ‘partial’ refers to fact that the cut-off ensures that the calculated error
included a detailed list of defensive / beta factor has been broken down probabilities account for any
actions ranked according to their into a number of constituents against dependencies, thus they are not
assessed significance in the reduction which judgements can be made) can considered further in this paper.
of dependent failure frequency. It be used as a holistic approach, which
was recommended that functional involves assessment of the system Random versus systematic failures
and equipment diversity ‘must be level features (providing input to the
Random failures are assumed to occur
exploited to their ultimate’ for high deterministic safety assessment),
at any time for any component of
reliability systems. All other defences and the Partial Beta Factor method
the system. Systematic failures are
must be exploited to an appropriate is applied at the component level
those due, for example, to design or
degree; the greatest gains would (providing input to the probabilistic
specification mistakes. There is an
be made in the elimination of safety assessment). An overview of
underlying assumption within a PSA
design and maintenance errors, as the methodology is shown in Figure 4.
that the failure rate for a component
highlighted above, and the adoption
is constant. Confidence in the PSA will
of fail-safe characteristics. Further, Human factors
increase as the validity of a constant
an independent reliability assessment
Human factors assessments provided failure rate assumption increases. In
was considered to be a significant aid
error probability data for input into turn, confidence in the assumption
to satisfactorily verifying that each
both of the safety assessments, in of constant failure rate will increase
defence was adequately applied.
particular the probabilistic assessment. as the dominance of random failures
The guidance also presented an
Fault trees assume independence over systematic failures increases. As
interpretation of the limited amount
between failures in separate legs such, the validity of and confidence
of data to give quantitative guidance
of the fault tree, i.e. that a failure in a PSA will increase as the system in
at the system level to designers.
in one task does not influence the place for preventing and minimising
likelihood of failure in another. systematic failures improves. This
Methodology overview
Human error, however, is particularly is achieved by ensuring that design
The method of assessment is based prone to a number of potential conditions are met through proper
on the Unified Partial Model (UPM), dependencies that would challenge application of industry standards,
which is described in detail in SRD-R- the assumption of independence. engineering design standards
137 and thus only covered briefly here. Many human errors are also sensitive and good practice, i.e. a Safety
The UPM provides a framework for to the outcome of a previous action, Management System (SMS). The
carrying out a structured assessment for example, the failure to reinstate better the SMS, the more confidence
of the susceptibility of a system to a system following maintenance that design conditions are met, and
dependent failures in an auditable may directly affect the ability of an the lesser the influence of systematic
manner. It has the advantage of operator subsequently to detect compared with random failures.
allowing a derivation of a Partial and respond to an abnormal state.
DEFENCE
108
Dependent failure assessment in the development of 78
a defuelling facility for nuclear submarines
Application in the
probabilistic assessment
Dependent failures can be modelled
explicitly within fault trees by
incorporating the common fault
directly as an event within the trees.
However, this is cumbersome for large
models and instead the dependent
failures can be incorporated through
the beta factor derived above
(there are a number of alternative
model types, including Multiple
Greek Letter, Alpha Factor etc.
However, these models require
additional data which is not trivial
to derive and can add unnecessary
complication without necessarily
DEFENCE
109
78 Dependent failure assessment in the development of
a defuelling facility for nuclear submarines
10%, then the total availability is For each of the component groups Alternative
calculated as 1.01E-4! This gives some exhibiting redundancy, a beta factor
indication of the significant effect has been calculated and used to methodologies
that dependent failures can have derive a ‘CCF’ value for the whole Safety instrumented systems which
on system reliability (or that over- component group. These values have have been designed to meet the
conservative beta factors can have on subsequently been used in the fault requirements of BS EN 61508 require
the design). Dependency is considered trees within the probabilistic safety probabilistic evaluation to verify
to be one of the major limiting factors assessment, as shown in Figure 7. that risk reduction targets have
for high integrity systems, i.e. SIL 2 been achieved. The importance of
and above (another significant limiting accounting for dependent failures
factor on system reliability is human has been recognised in BS EN
error, specifically in the maintenance 61508, which requires that this
and testing of SIL systems). evaluation also includes a quantitative
assessment of dependent failures.
DEFENCE
110
Dependent failure assessment in the development of 78
a defuelling facility for nuclear submarines
Conclusions
An approach for carrying out The comparison indicates that A comprehensive assessment has
this quantitative assessment is results are comparable with all three been made of the potential for
contained in BS EN 61508 part providing values of between 4.3 dependent failures within a modern
6, annex D8. The guide suggests and 5% for the beta factor to be submarine defuelling facility. An
three avenues that can be taken to applied between the two protection assessment of dependent failures
reduce the probability of potentially channels. The method advocated in was carried out using the Unified
dangerous dependent failures: BS EN 61508 part 6 is heavily biased Partial Method. The results of the
• Reduce the number of towards programmable electronic assessments were fed back into the
random hardware and systems; indeed much of the reason deterministic model, providing cut-off
systematic failures overall for applying this method is to take values for multiplicative claims within
advantage of the allowance for the model. Similarly, beta factors have
• Maximise the independence
internal diagnostics within such been applied to equipment reliability
of the channels (this reduces
programmable electronic systems. claims within the probabilistic model.
the amount of overlap, whilst
This same argument applies to the Beta factors have also been used in
maintaining their area)
Betaplus method. The UPM method the derivation of PFDs, and associated
• Reveal non-simultaneous common is, however, more flexible in its SILs, for the electrical protection
cause failures while only one, and application: it can be applied to system. Finally, an assessment of
before a second, channel has been both the mechanical and electrical alternative methods of calculating
affected, i.e. use diagnostic tests. systems, provides more transparency beta factors was made and the
The approach in BS EN 61508 part in terms of the explicit sub-factor results were comparable, although
6 requires that a series of questions judgements, and is less demanding the UPM proved to be the most
be answered, for which points are on the amount of data required. flexible and transparent technique.
scored. The total is then summed Whichever method is used for a
and compared against a table of particular application, the calculation Acknowledgements
values to derive a beta value. The of a numerical value should not take Sincere thanks are due to Mr James
‘Betaplus’ method is very similar attention away from the primary aim Gent for his review of this paper
to the method advocated in BS EN of the analysis. The primary aim is to and for authorising publication
61508 part 6, if marginally simpler9. highlight vulnerabilities to dependent on behalf of Babcock Marine.
The Beta factor is calculated explicitly failure, and provide guidance on
from the summing of individual where improvements in defences
factors, modified by consideration against such failures can be made.
of the ‘diagnostic frequency’ (the
diagnostic frequency is the interval
between proof tests (or auto-tests) on
the system. This relates to ‘diagnostic
coverage’, which is an estimate of
the proportion of failures which
would be detected by a proof test).
111
78 Dependent failure assessment in the development of
a defuelling facility for nuclear submarines
References
1. International Atomic Energy Authority (IAEA) Publication NS-R-1, Safety of Nuclear Power Plants
2. BowTieXP ver 3.6.13, RPS Energy Limited,
http://www.bowtiexp.com.au/bowtiexp.asp
3. BS EN 61508-1:2002, Functional safety of electrical/ electronic/ programmable
electronic safety related systems – Part 1: General Requirements.
4. Humphreys P, Johnston BD, UKAEA SRD-R-418, SRD Dependent failures procedures guide, March 1987.
5. Edwards GT, Watson IA, UKAEA SRD-R-146, A study of common mode failures, July 1979.
6. Bourne AJ et al, UKAEA SRD-R-196, Defences against common mode failures in
redundancy systems: A guide for management, designers and operators, 1981.
7. Brand VP, UKAEA SRD-R-13, UPM 3.1: A pragmatic approach to
dependent failure assessment for standard systems, 1996.
8. BS EN 61508-6:2002, Functional safety of electrical/ electronic/ programmable electronic safety
related systems – Part 6: Guidelines on the application of BS EN 61508-2 and BS EN 61508-3.
9. DJ Smith, Elsevier Publications, 7th Edition, Reliability, Maintainability and Risk, pp 98-101 & Appendix 10, 2005.
DEFENCE
112
Gas migration risk at underground 79
gas storage sites
Introduction
Underground storage of natural potential for gas migration through understanding of gas migration but
gas has been practised in the USA the ground to sensitive locations is because of an apparent perception
and Europe for half a century but a fundamentally important issue in among developers that gas cannot
is still comparatively novel in the the assessment of environmental escape in the first place. Superficially,
UK. To date, only five facilities have impacts. However, in the UK to date, the reasons for this perception are
become operational and about a permit applications for underground understandable and are related to
dozen schemes are at various stages gas storage (UGS) facilities have paid the nature of the rock formations
of planning or construction. The little or no attention to fugitive gas in which the gas is stored.
existing facilities are at Hornsea in the ground. Generally speaking
(Yorkshire), Rough (an offshore this is not because of a lack of
facility off the coast of Yorkshire),
Hatfield Moors (Yorkshire), Hole
House (Cheshire) and Humbly Grove
(Hampshire). In addition, there are
storage caverns for liquid petroleum
gas (LPG) and other hazardous gases
in Teesside, dating from 1959.
There is both a market demand and
government pressure for more storage
SUSTAINABILITY
113
79 Gas migration risk at underground gas storage sites
114
Gas migration risk at underground gas storage sites 79
Salt
The attributes of salt which make it
suitable for hosting storage caverns
are its extremely low permeability
and the fact that, through a creep
mechanism, it is self-sealing if
fractures occur. Ideally, the salt
formation should have a uniform
character throughout its depth, that
is, with no intervening partings or
Figure 3 - Risk of over-pressuring beds of other rocks. The most suitable
proposals under the provisions of from a safety point of view deeper salt structure is dome or diapiric
the Gas Act 1965. This act provides formations also have advantages in salt, which can have dimensions of
for operators to apply directly to that they will be surrounded by tighter thousands of metres in all directions
the relevant Secretary of State for containment rocks, and migration and can therefore host caverns at
authorisation to store gas in porous pathways for fugitive gas will be considerable distances from other
formations. Both processes could longer. Consequently, depth as well formations or vulnerable receptors.
involve public inquiry procedures as thickness is an important attribute Dome salt hosts the majority of the
and possibly even parliamentary of a potential gas storage formation. cavern storage facilities of the USA,
procedures but they are considered but no dome salt is present in the UK.
The most obvious likely cause of gas
to be less vulnerable to local politics. escape from an underground facility In bedded salt deposits the
is over-pressuring, Figure 3. Excessive presence of intervening beds
Gas escape from storage pressure can cause over- of other rocks adversely affects
the containment qualities of the
storage formations filling of a depleted reservoir so that
salt. Even if the rocks have a low
gas migrates beyond the boundaries
In this paper the term ‘storage of the original hydrocarbon trap, primary permeability (through
formation’ refers to the specific Figure 4. Excessive injection pressure being fine-grained, as in mudstones
geological structure within which can cause stress fracturing of the and shales), they may develop a
the gas is stored, namely the salt formation in depleted reservoirs fracture permeability, and this is
bed, depleted reservoir or aquifer, and any form of over-pressuring particularly likely in areas of folding
and not the associated pipework can fracture salt caverns. Repeated and faulting. Caverns intersecting
and other infrastructure. Gas escape fluctuations in pressure, which are non-salt rocks are therefore more
from pipework is an important an essential and inevitable part of likely to leak their contents and
factor and is considered in a later gas storage, increase the likelihood the higher the storage pressure,
section; this section describes of stress-related fracturing. the greater the rate of leakage.
the factors which can affect the
natural containment properties of
the storage rocks themselves.
It is useful to bear in mind that,
SUSTAINABILITY
115
79 Gas migration risk at underground gas storage sites
Where non-salt units are continuous Production of oil and gas generally Leakage may be through pores or
over large distances they can provide removes only a small proportion through fractures in the cap rock, and
ready gas migration pathways; where of the original hydrocarbon under the rate of leakage will be governed
they are not continuous they are natural pressures and enhanced primarily by the intergranular or
less predictable and their effect on recovery procedures normally fracture permeability of the rock and
cavern design might be difficult to have to be used to extract higher the gas pressure, once the capillary
take into account. In either case, proportions. For oil production, one entry pressure of the pore or fracture
non-salt units can cause ledging such procedure is the injection of gas. system has been exceeded. Fracturing
and other irregularities in cavern The fact that such structures have is more likely in folded geological
construction. The requirement held oil and/or gas under naturally terrains than in flat-lying ones.
for very detailed characterisation high pressures for tens of millions Where surface seepages are natural
of the salt is therefore clear, of years understandably leads to the and part of local knowledge they
particularly in bedded formations. assumption that gas injected after are unlikely to constitute a hazard
Even rock-salt itself might not be natural hydrocarbon production can because they can be avoided in
free of persistent fractures despite its also be held under pressure without the planning of new development,
self-sealing properties. Movement on loss. However, this is not necessarily but they are additional evidence
old faults in recent times (including the case: the hydrocarbon extraction that the containment of gas
movement induced by mining) may cause displacement and fissuring in natural reservoirs cannot
could create open spaces even in of the cap rock and other overlying be relied on absolutely.
salt. Re-sealing of spaces might be rocks, particularly if artificial fracturing
expected to take of the order of techniques have been used to Aquifers
decades or possibly centuries.1 enhance extraction from the reservoir;
The principle of gas storage in
One of the advantages of cavern and in any event natural seepage is
aquifers is that the gas is stored at
storage for an operator is that, known to occur from hydrocarbon
sufficient depth to be held in place
compared with a depleted reservoir, reservoirs. Examples of subsidence
by the pressure of the surrounding
the open nature of the void allows above producing oil and gas fields are
groundwater. There are many practical
gas to be removed or injected very well documented and all such events
disadvantages to aquifer storage
quickly, so that import or export may reduce the ability of the original
which are not necessarily relevant
of gas in response to weather reservoir formation to contain gas.
to the current subject, but it must
changes or supply factors can be One of the production activities be apparent that one problem is the
achieved on a daily basis if necessary. that can induce subsidence is need for very careful control of the
However, repeated pressure cycling hydraulic fracturing, otherwise gas injection pressure so that it is high
can induce stresses in the cavern known as fracing or stimulation. enough to displace groundwater but
walls. The bigger the difference This is a technique in which the not high enough to force gas beyond
between the cushion gas pressure flow of oil or gas is increased by its intended storage location, or to
(i.e. the minimum pressure required injecting a fluid (usually a foam cause fracturing or the re-opening
to prevent convergence of the consisting of water, nitrogen, guar of existing fractures. Generally, the
cavern walls) and the working (i.e. gel and a surfactant) into selected geological characteristics of aquifer
maximum) pressure, the more likely horizons from the production well formations are less well known than
it is that such stresses will develop to cause fracturing and thus release those of depleted reservoirs and
and that fracturing of the walls will hydrocarbons from isolated pores; less controllable than salt cavern
result. Moreover, pressure changes the foam also carries sand into the formations. Inevitably, even with
are accompanied by temperature fractures to ensure that they remain the most thorough prior ground
changes, which can have an even open throughout the production investigation practicable, aquifers
more deleterious effect on the cavern process. Again, fracturing and do not have the same gas retention
walls. The potential for microfissuring subsidence induced by hydrocarbon capabilities as salt caverns or depleted
by these means has been confirmed production are commonly reservoirs. This means that some of
by seismic monitoring in some cases. detected by seismic monitoring. the gas that is injected will escape
SUSTAINABILITY
116
Gas migration risk at underground gas storage sites 79
Other cases
In other cases, leakage from wells
is known to have been responsible
Figure 5 - Well leakage points (after Nelson et al)
for gas escapes at Montebello,
Gas escape from An investigation undertaken by the California in 1980, Mont Belvieu,
Kansas Geological Survey showed Texas in 1980, 1984 and 1985,
pipework and other that, although the migration of Teutschenthal, Germany in 1988
infrastructure gas was by geological pathways and Magnolia, Louisiana in 2003.
and old wells, the original leak was The frequency of well failures at
Wells have many mechanical
from the casing of a well just below hydrocarbon production and storage
components and connections and
the top of the salt and 56m above fields around the world, whilst not
are therefore susceptible to failures
the top of the storage cavern. high in relation to the total number
of varying degrees that could cause
loss of containment. The result is Evidence given in a subsequent court of operational well-years, is high
that well failures, whether at storage case showed that, in converting enough to make failure amenable
facilities or in producing fields, are not the facility from liquid hydrocarbon to numerical analysis and prediction
uncommon. Most known gas escapes storage to gas storage, the operators for risk assessment purposes.
from storage facilities have been had caused significant damage to
from wells and related infrastructure the original well casing; they had Gas migration pathways
rather than directly from the storage also failed to recognise this from
If gas escapes from a reservoir,
reservoirs. Figure 5 illustrates some neutron logging of the well, failed
cavern or well its possible migration
of the possible leakage routes to line the well in spite of brine
routes towards sensitive receptors
associated with well casings.2 corrosion damage to the casing
can include the following:
from the earlier storage operations,
Among the best-known examples • Permeable beds and
and failed to carry out pressure
of well failure at storage sites bedding planes
testing prior to gas storage.
are those which took place at
• Cavities in soluble strata (including
SUSTAINABILITY
117
79 Gas migration risk at underground gas storage sites
bed, which was intersected by the fault planes can have open voids, applied to storage proposals. There
well near the leakage point. Figure 6, or at least fragmented is a significant cost associated with
zones with open space between detailed fault modelling and in
Cavity systems the fragments. Such faults could be many cases monitoring (together
Extensive cavity systems are a well pathways for gas movement and with defined response procedures)
known feature of some limestone such pathways might exist in very is seen as a more cost-effective
terrains and need to be taken into brittle rocks near the earth’s surface, approach to risk management.
account where such rocks form part where lithostatic pressures are low. Whilst there is evidence that faults
of the overburden to the storage Hence, in quarries, cliffs and other and associated fractures may act
formation. The irregular nature surface exposures faults with open as pathways, they might in fact
of their development means, of pathways might be observed. Faults more frequently be barriers to gas
course, that they are notoriously with such open structures could act movement. At depth, openings on
difficult to map and predict. as migration paths for any gas that fault planes are unlikely to exist
escaped from a shallow storage because of high pressures which, in
118
Gas migration risk at underground gas storage sites 79
simple terms, press the walls of the surveys of the ground surface Receptors
fault together. This is particularly true or from satellite imagery, but
when the crust is under compression, whether the predominant effect The most significant potential
but even in tensional situations the on the overburden succession is a consequence of gas escape and
lithostatic pressure, that is, the sheer reduction of permeability through migration is fire or explosion.
weight of overlying rock, will tend compaction or an increase through Methane, the principal component of
to have the same effect. Moreover, microfissuring requires specific natural gas, is flammable or explosive
the movement of one body of rock investigation in each case. when its volumetric concentration in
against another creates a fault air is between about 5% and 15%.
gouge, which can be envisaged as Mine-workings Whilst in an open system the ignition
a paste filling in any irregularities of a gas-air mixture will cause a fire,
Mine-workings and other man-made in a confined space it will cause an
between the fault walls. Permeable
tunnels, whether current or disused, explosion. Gas is therefore at its most
fault gouge is not unknown, but
are pathways for gas movement in hazardous when it is able to collect
again it is associated with very
the same way as natural cavities. at explosive concentrations in spaces
brittle rocks. Experience in the oil
However, in some cases their locations such as basements, undercrofts,
and gas industry is that even in the
might be more precisely known than unventilated buildings, underground
permeable rocks that form reservoirs,
those of natural cavities provided utility chambers and the like,
faults tend to be seals rather than
adequate records have been kept. In particularly when a source of ignition
pathways: compartmentalisation
salt areas the potential interaction of such as a switchbox is present.
is as much to do with fault sealing
old mines, whether conventional or
as with the juxtaposition of high- Although an explosion is the most
solution-mined, with new caverns has
and low-permeability rocks. catastrophic possible consequence
to be borne in mind. This includes
In areas where the stratigraphic of gas migration, gas is also an
attention to old infrastructure such
succession contains argillites asphyxiant, so that people or
as connecting pipelines, particularly
(claystones and related rocks) fault animals may be at risk even where
because the saline environment
planes are characteristically filled with no ignition source is present.
increases the likelihood of corrosion in
a very fine fault gouge or clay smear all parts of the pipework (as at Yaggy). An additional potential receptor
which tends to have a permeability is groundwater. Reports in
even lower than that of the adjacent Wells and boreholes published literature of groundwater
rocks. Such low-permeability gouge contamination by natural gas are
forms even when the adjacent Storage wells can be escape points few, and methane itself has a very
rocks have only a minor proportion for gas as described earlier, but low solubility, but in theory the
of clay in their composition.5 clearly any well, borehole or shaft, dissolution of the more soluble trace
whether used or disused, can be a components of natural gas could
Much of the published work on fault conduit for escaped gas. The well
sealing relates to predominantly over time lead to water pollution.
does not need to connect directly to It may be noted that research on
sandstone sequences because the storage formation but may simply
the driver for the research is the potential CO2 sequestration in US
be a link in a chain of pathways to oilfields has indicated significant
identification of seals and barriers the surface. In the Yaggy incident,
within hydrocarbon reservoirs. changes in groundwater chemistry
for instance, the final release of gas as a result of CO2 migration.9
However, a number of workers have to the surface in and near the town
found extremely low permeabilities of Hutchinson was by means of old
in clay gouges, together with gas wells and boreholes that intersected
Risk assessment
entry pressures notably higher than the fractured dolomite bed. As stated previously, the number of
those likely to be used in most storage well failures in producing oil and gas
facilities.6,7 Significantly, in respect Utility routes fields worldwide is sufficient to allow
of the pressure cycling inherent in numerical analysis and prediction
a gas storage process, Faulkner and Near-surface utility routes which
of well failure for risk assessment
Rutter8 investigated the effect of intersect other possible pathways such
purposes. A rigorous method for
SUSTAINABILITY
119
79 Gas migration risk at underground gas storage sites
Conclusions
An increasing volume of literature Developers suggested that a pressure More underground gas storage is
arising from CO2 sequestration monitoring system which detected needed in the UK but permission for
research promotes the use of a pressure loss of 0.025% (a typical new facilities should be dependent on
numerical modelling for deterministic lower limit for such systems) would adequate assessment of gas migration
risk and uncertainty analysis in be adequate to protect nearby risks. The self-sealing property of
connection with gas storage and communities against the possibility rock-salt or the longevity of depleted
migration. Some workers have noted of gas escape from salt caverns at reservoirs does not necessarily mean
the difficulty of realistically simulating a depth of 300m and maximum that facilities in those formations will
complex geological situations in pressure of 70 bar. However, a simple be without risk, and a full geological
numerical models, but further work calculation shows that by the time and geomechanical appraisal should
could yield important advances. this loss is detected by instruments, be carried out in each case.
from a cavern of 750,000m3 Gas can escape from storage
Monitoring capacity (i.e. holding 52.5 million formations and from pipework and
standard cubic metres of gas at 70 other infrastructure. Escaped gas
Safety cases for underground gas bar), before any action is taken a
storage schemes usually include can follow a network of natural
quantity of gas equivalent to about (geological) and man-made pathways
proposals for monitoring, particularly 13,000m3 at standard temperature
of gas pressures and pressure losses, to sensitive receptors including built
and pressure could have escaped; development, natural habitats and
as a precaution against the possible diluted by near-surface air to explosive
escape mechanisms discussed above. groundwater resources. Detailed
concentrations (say 10% gas in investigation and modelling of
The rationale is that within a short air) this would be 130,000m3 of
time of an unexpected pressure loss these possibilities should be carried
explosive gas. Clearly, even more gas out and the results incorporated
being detected the storage formation can escape by the time the cavern is
can be depressurised or safety valves into facility designs and operations
depressurised or other action taken. in order to ensure the safety
operated to minimise the loss. This
is clearly beneficial to operators, not Hence, monitoring cannot be a of persons and property in the
least from a commercial viewpoint, substitute for adequate investigation, vicinity of the geological store.
but is not adequate for environmental design and operational standards.
and community protection, as the
following recent example shows.
References
1. National Academy of Sciences, 1996. The Waste Isolation Pilot Plant: a potential solution for the disposal of
transuranic waste. Appendix D Creep behavior of WIPP salt. National Academy Press, Washington DC, 123-128.
2. Nelson C.R., Evans J.M., Sorensen J.A., Steadman E.N. and Harju J.A., 2005. Factors affecting the
potential for CO2 leakage from geological sinks. PCOR Partnership, University of North Dakota.
3. Khilyuk L.F., Chilingar G.V., Robertson J.O. and Endres B., 2000. Gas migration events
preceding earthquakes. Houston, Gulf Publishing Company, 389pp.
SUSTAINABILITY
4. Knipe R.J., Jones G. and Fisher Q.J., 1998. Faulting, fault sealing and fluid flow in hydrocarbon
reservoirs: an introduction. In: Jones G., Fisher Q.J. and Knipe R.J. (eds) Faulting, Fault Sealing and Fluid
Flow in Hydrocarbon Reservoirs. Geological Society, London, Special Publications, 147, vii-xxi.
5. Fisher Q.J. and Knipe R.J., 2001. The permeability of faults within siliciclastic petroleum reservoirs of
the North Sea and Norwegian Continental Shelf. Marine and Petroleum Geology, 18, 1063-1081.
6. Fisher Q.J. and Knipe R.J., 1998. Fault sealing processes in siliciclastic sediments.
In: Jones G., Fisher Q.J. and Knipe R.J. (eds), op. cit., 117-134.
7. Krooss B.M., Schloemer S. and Ehrlich R., 1998. Experimental investigation of molecular transport and fluid
flow in unfaulted and faulted pelitic rocks. In: Jones G., Fisher Q.J. and Knipe R.J. (eds), op. cit., 135-146.
8. Faulkner D.R. and Rutter E.H, 1998. The gas permeability of clay-bearing fault gouge
at 20oC. In: Jones G., Fisher Q.J. and Knipe R.J. (eds), op. cit., 147-156.
9. Klusman R.W., 2003. A geochemical perspective and assessment of leakage potential
for a mature carbon dioxide-enhanced oil recovery project and as a prototype for carbon
dioxide sequestration; Rangely field, Colorado. AAPG Bulletin, 87, 1485-1507.
120
Quantification of sustainability 80
principles in bridge projects
Phillippa Abstract
Spencer Quantifying civil engineering projects in terms of sustainability and
meeting carbon reduction targets is a new challenge for the civil
Senior Engineer
engineering industry. Whilst the development of carbon accounting tools
Highways & Transportation
identify areas of bridge design and construction that have the greatest
carbon emissions, quantifying sustainability overall has been less well
studied. The sustainability index for bridges described in this paper is
a significant step towards facilitating the systematic quantification of
the sustainability of schemes through a simple and graphical tool.
Chris Hendy
Head of Bridge Design
The output identifies where improvements can be made on a design and
and Technology allows comparison of alternatives. It can be used throughout the design
Highways & Transportation process to monitor decisions, the success of design changes and to inform
decisions on future projects thereby improving the sustainability of designs.
The overall sustainability index rating provides a means of enabling
targets to be set for the desired sustainability performance of bridges
produced by an organisation. The methodology can be adopted by
Clients so that, once the key attributes are set and weighted accordingly,
Robert Petty designs can be benchmarked across their whole bridge stock.
Engineer
This paper presents the background to the development of the sustainability
Highways & Transportation
index, its key features and examples of its use and benefits.
Introduction
In recent years, engineers have This has led to the development This paper presents the
become increasingly aware of the and use of carbon quantification development of one such solution
social, environmental and economic and footprinting methods in many for assessing the sustainability of
impacts of projects or, in other industries. Whilst quantifying bridge designs in the form of a
words, the “sustainability” of embodied carbon in designs is Sustainability Index for Bridges.
projects. The most famous definition possible through the numerous
of sustainable development is carbon calculators that have been A solution for quantifying
that by Brundtland1 which stated developed, such as the Environment
that “Sustainable development is Agency calculator2, quantitative
the sustainability
development that meets the needs assessments of sustainability as of bridges
of the present without compromising a whole is less developed. The Sustainability Index for Bridges
the ability of future generations to In developing a system that quantifies is a tool that determines an index
meet their own needs”. Despite sustainability, several issues need to value for sustainability which can be
the widespread awareness of be considered, particularly which used in optimising a bridge design
sustainability as a concept, there sustainability principles are most and construction. A key feature is
SUSTAINABILITY
are few means of quantitatively relevant to a specific civil engineering its simplicity and ease of use, thus
assessing the sustainability of project, how the key criteria are making its use on projects appealing.
designs in a holistic manner which weighted and how the results are
addresses societal, environmental The tool provides the following
reported, interpreted and refined quantitative functions:
and economical considerations. to hone a design. It is relevant to
With the introduction of the Climate note that future structural design • Identification of key issues relating
Change Act and implementation codes will include consideration to sustainability, allowing them to
of the mandatory CRC Energy of sustainability as a core aspect be addressed in a systematic way
Efficiency Scheme for public and of the design. For example, Model • Facilitation of design alternatives
private sector organisations, Code 20103,4 includes performance to be compared in terms of
the focus of addressing climate requirements for sustainability, but sustainability performance
change through carbon emission these requirements rely on future • Allows chosen designs to
reduction has become a dominant development of suitable indexes be optimised in terms of
aspect of sustainable design. in order to assess the structures. sustainability performance
121
80 Quantification of sustainability principles in bridge projects
Sustainability attributes
for bridges
• Production of an overall In order to develop the sustainability From the workshop, an initial list of 50
measure of a bridge project’s tool, the most relevant sustainability potential attributes was refined down
sustainable performance based attributes for the design, construction, to 13. Prioritisation was a democratic
on pre-determined criteria, operation and removal of a bridge process with votes being cast to select
allowing it to be benchmarked were investigated. The starting point the top 13 attributes. There was no
against other projects. was to identify top-level categories pre-determined rationale for selecting
Additionally, the Sustainability Index: which would address all aspects 13 attributes; this was considered a
of sustainability with respect to manageable number and the value
• Provides a graphical representation
bridge design and construction. of adding further attributes was
of the project’s impacts that
The “three pillars of sustainability”, considered to diminish rapidly with
can be readily understood by
environment, society and economy, number. The final attributes under
those outside of the project
formed the basis of the categorisation each category were as follows:
• Raises the awareness of but “climate change” and “natural • Economy
sustainability issues in bridge resources” were also identified as
projects, which assists in - Initial cost, whole life cost,
top-level headings (despite being
developing engineers’ and clients’ user delay during construction
a sub-set of environment and/or
knowledge and appreciation society) because of the particular • Society
of the issues involved. importance attached to these - Aesthetics, user delay
The index aims to inform clients issues by society at present. during construction
and designers of the impacts of Under each of these five categories, • Environment
the proposed choice of structural sub-categories were also identified - Extent of loss of habitat,
solution and facilitates the evaluation to provide a framework for a noise during construction,
of the scheme against the criteria workshop aimed at identifying noise during service
considered most applicable to the the main potential impacts of
project. The tool is designed to be bridge projects with respect to • Climate Change
used at the initial stages of bridge sustainability. The workshop involved - Carbon footprint
design to select preferred options participants from a technical network (construction), carbon
and then, subsequently, to refine of experienced bridge engineers footprint (maintenance)
SUSTAINABILITY
options at detailed design as further in Atkins across the UK. Figure 1 • Resources
details become known. The outline shows the initial framework used to
design stage is usually the time - Use of recycled materials,
identify the full list of attributes.
when the greatest contribution consumption of natural
The inclusion of health and safety was resources, ease of
to improving sustainability can
discussed at length and eventually modification/demolition
be made and, hence, when the
excluded because it is addressed
tool can add the greatest value. Other final selections would of
through CDM Regulations and
course have been possible, but
Designers Risk Assessments. It was
the selection of any consistent set
also considered that identifying a
against which all structures could
score for health and safety would
be benchmarked was considered to
create political difficulties with
be the most important criterion.
questions being raised about
why one scheme was safer than
another and why schemes in
general were not 100% safe.
122
Quantification of sustainability principles in bridge projects 80
Development and
description of the Bridges Application of the
Sustainability Index sustainability index
On final selection of the sustainability The rating of the attributes generates The index can be used at
attributes, a scoring system was a visual summary graphic and an any stage of project, but it is
developed to enable performance overall sustainability index score as intended to be completed at:
against each attribute to be rated and shown in Figure 2. The graphical plot • Outline design stage
assessed. Some attributes, such as serves as a convenient summary of the
• Detailed design stage
those involving costs and embodied relative impact of each attribute. The
carbon, suited a quantitative system. overall index score ranges from zero to • During construction
Other attributes, such as aesthetics, one; the higher the index, the greater and at completion
suited a qualitative system based on the potential for the bridge design to By updating the index at detailed
a series of structured questions. The be improved to give a more overall design stage, this allows concrete
index therefore uses a combination sustainable performance, but a high and steel quantities to be accurately
of both systems; sometimes, both score does not mean that the bridge determined and refined, together
are used within the same attribute. is poor in terms of sustainability. A with the carbon footprint. It is likely
Table 1 explains the purpose score of zero corresponds to all points that a design driving these elements
and significance of each of the lying at the centre of the spider’s down will also provide a more
sustainability attributes and provides web. A score of one corresponds economical structure, which in turn,
an indication of the assessment to all points lying on the boundary. will have an improved index rating.
method for each; the full list of The contribution of each individual During construction and upon
assessment criteria is too lengthy impact to the overall rating can be completion, the sustainability index
to provide here. It is acknowledged weighted. The sustainability index can be updated with site changes
that such an approach will not be described here gives equal weighting and as-built information to evaluate
unanimously agreed in terms of the to the five top-level headings of the impacts of these changes. This
questions used in the assessment economy, society, environment, will highlight any lessons learnt,
or their weightings, but the basic climate change and resources. whether beneficial or adverse in terms
concept of the sustainability index of sustainability, which can then be
is flexible and the questions can communicated to other projects.
be adjusted over time as necessary
to grow the consensus. The most
Sustainability
important aspect of the index is index
that it can be used to assess one or boundary
more bridges objectively against a
sustainability benchmark value derived
from a larger parent group. This in
turn helps focus attention on the
areas of a design that could be readily
refined to improve sustainability.
The sustainability index only covers
the bridge itself and assumes it to
be necessary. It does not therefore
consider the sustainability of
alternatives to a bridge (although
it can easily be adapted for this
purpose), nor the potential benefits
of alternative traffic provision across
SUSTAINABILITY
123
80 Quantification of sustainability principles in bridge projects
11 Ease of modification/demolition To assess the impact of future modification Structured questions covering whether
or demolition of the bridge in terms of specific provision has been made to
complexity and hence financial cost and facilitate modification or removal.
carbon, and to facilitate consideration of
making these activities easier in the future.
Climate change
12 Carbon footprint - Construction To assess the carbon attributable to the design Tonnes of CO2 per square metre of deck area
and construction of the bridge and to facilitate
identification of areas of the design that can
be refined in order to reduce this impact.
13 Carbon footprint - Maintenance To assess the carbon attributable to the whole Tonnes of CO2 per square metre of deck area
life maintenance of the bridge and to facilitate
identification of areas of the design that can
be refined in order to reduce this impact.
124
Quantification of sustainability principles in bridge projects 80
125
80 Quantification of sustainability principles in bridge projects
Figure 5 - Full width through girder deck and Sustainability Index Output
Both options have bearings and an adverse impact on the ease of As shown in Figures 5 and 6, the
expansion joints, requiring regular modification and demolition, which tied arch had the better sustainability
maintenance. The assessed whole life is specifically reflected in the “Ease rating for aesthetics. The openness
cost for the through girder option, of modification, demolition”. of the tied arch was preferred visually
however, was slightly higher than that Aesthetics to the deep solid elevation of the
for the tied arch due to maintenance through girder option. The latter
Aesthetics was a key aspect in
requirements of the connections also significantly reduces the bridge
influencing the form of structure
between the main longitudinal beams users’ visual experience when crossing
for this new regeneration project.
and the cross beams. These would be the bridge compared to the views
Structural choices were reviewed
more difficult to inspect and maintain, obtained from the arch bridge.
for suitability within the proposed
due to confined access and lack of Consumption of resources
developments, using appropriate
space between the parapets and the and carbon footprint
materials for its urban location. The
main beams, in comparison to the
bridge needs to fit in with the river The index attribute for consumption
relatively open structural form of the
SUSTAINABILITY
126
Quantification of sustainability principles in bridge projects 80
Summary Conclusions
The increased quantity of construction The sustainability index calculated Quantifying and assessing civil
materials used in the through girder an overall sustainability rating for engineering projects in terms
option also has a direct associated the two River Roding Crossing of sustainability and meeting
impact on the carbon footprint of options. The ratings are 0.507 and carbon reduction targets is a new
the structure. However, as well as the 0.460 for the through girder and challenge for engineers and the civil
materials themselves, the method of tied arch options respectively. The engineering industry. Whilst the
construction and plant and labour sustainability index rating shows development of carbon accounting
requirements are also included in the that the tied arch option is more tools identifies areas of bridge
carbon calculation. The sustainability sustainable in comparison to the design and construction that have
index attribute is then based on the through girder, given the evaluation the greatest contribution to carbon
tonnes of CO2 embodied in the design criteria incorporated in the tool. emissions, quantifying sustainability
and construction per square metre The sustainability index verified the overall has been less well studied.
of deck area. The carbon footprint extent to which each of the proposed The sustainability index for bridges is
was found to be higher for the options impacted on society, the a significant step towards facilitating
through girder than for the tie arch. environment and the economy the systematic quantification of the
As noted above, the through girder and allowed the client to make a sustainability of schemes through
has an increased whole life cost in more informed choice on preferred a simple and graphical tool.
comparison to the tied arch which, option taking all of these criteria into The output facilitates identifying
again, has a direct impact on the account. The output demonstrated where improvements can be made
carbon footprint for the maintenance that initial cost, whole life cost, on a particular design and it allows
of the structure. The through girder aesthetics, consumption of natural designers and clients to objectively
has a greater adverse effect in resources and carbon footprint were compare alternative design solutions.
comparison to the tied arch option. the key aspects driving the final choice Further, it can be used throughout
It is worth noting here that the of structural form and it also identified the design process to monitor
calculation of carbon footprint the areas which could be refined the strength of decisions and the
is open to much interpretation. further to improve the overall impact success of changes to the design
The Environment Agency’s carbon on sustainability for the final design. and to inform decisions on future
calculator was used for this project Figure 7 shows a virtual reality projects with a view to improving
but different engineers can make model of the final option selected the sustainability of designs.
different assumptions in its use, for the River Roding Crossing. The overall sustainability index
such as those relating to the rating provides a useful means of
transport distances of materials benchmarking designs. Targets can
or the traffic disruption resulting be set for the desired performance
from the bridge construction. It is for a particular group of bridges on
therefore vital that a consistent set of one project or for all the bridges
assumptions is used when comparing produced by an organisation. The
options until such time as a more format of the tool is flexible enough
bridge-specific industry standard to allow different projects to weight
carbon calculator is produced. attributes differently; in such cases,
the benchmarking can obviously
only take place within that pool of
structures for which the weighting
has been altered. The methodology
lends itself to adoption by Clients so
that, once the key attributes are set,
designs can be benchmarked across
their whole asset pool of bridges.
SUSTAINABILITY
Acknowledgements
The authors would like to thank the
bridge engineers throughout Atkins
who contributed to the development
of the Sustainability Index for
Bridges. The tool was developed
collectively by the Atkins Bridge
Engineering Working Group, which
links all 41 Atkins offices engaged
in bridge design and engineering.
127
80 Quantification of sustainability principles in bridge projects
References
1. Report of the World Commission on Environment and Development, General
Assembly Resolution 42/187, United Nations, 11 December 1987.
2. Environment Agency Carbon Calculator for Construction Activities Available at
http://www.environment-agency.gov.uk/static/documents/Business/Carbon_calculator_v3_1_1.xls
3. New Model Code 2010, Bulletin 55, International Federation for Structural
Concrete (fib), March 2010, ISBN 978-2-88394-095-6
4. New Model Code 2010, Bulletin 56, International Federation for Structural
Concrete (fib), April 2010, ISBN 978-2-88394-096-3
SUSTAINABILITY
128
© Atkins Limited except where stated otherwise.
The Atkins logo, ‘Carbon Critical Design’
and the strapline ‘Plan Design Enable’
are trademarks of Atkins Limited.