GREEN BUILDING:-
QUANTUM-2009
INDEX
Sr. No.ContentsPage No.
01.ABSTRACT3
02.INTRODUCTION4
03.THEORY5-11
04.PLANNING PART5
05.DESIGN PART9
06.CONCLUSION12
07.REFERNCES12
Abstract Now a days, big cities are facing with lots of problems
related with unavailability of land, transportation, traffic etc.
These problems are directly related to human health, economical
condition & development of nation. To overcome these problems
INNOVATIVE PLANNING & DESIGN CONCEPTS are essential .
innovative & planning & desing concepts deals with economy,
strength,stability & confort of structure.the best example of
these type of concepts is CHEK LAP KOKinternational airport of hong
kong.planning part of this structure is done by considering
ecological impact & by using scientific tests such as standard
penetration test,cone penetration test,seismic geophysical
test,bearing estimation test,elastic modull test etc.the planning
& design concepts are used for construction of rotating floor ,
suspention bridges, under water tunnel & movable roof
structures which gives strength,stability,confort & reduces
cost of construction.designing is done by considering functional
planning,architectural concept & natural sources.INTRODUCTIONAs
explained in abstract due to unavailability of land & bad
airport facilities ,hong kong airport authority decided to plan new
airport i.e. chek lap kok airport .this airport required 7 years to
completion. The authority decided built this new airport in between
two islands named as Land chanu & chek-lap-kok. To create
airport platform the authority used reclamanition process. They
converted area under sea water into leveled ground as airport
platform. This is worlds biggest land moving exercise project in
the history of world. For the completion of this project the
engineer faced lots of challenges such as construction of tunnel at
the depth of 15 m below bottom of river which has length of 2km,
2.5km long suspension bridge, 35km long super highway. The great
constributers of this projects are Douglas Oakervee (Airport
Authority Project Director), Alistair Thomson (Airport Authority,
Head of construction), Andrew Beard (Bridge Engineer), etc.
THEORY:Planning part:
Ecological ImpactsIf it is not properly controlled, a large
scale project can have significant effects on the local ecology.
The following points discuss the reduction of the impact of the
construction of the New Airport on local marine and terrestrial
ecology.
1)Site InvestigationThe large scale site investigation (SI)
conducted at the New Airport site involved a great number and
variety of field and laboratory tests.
A) Land-Based SI:
SI was carried out to aid reclamation design. SI of the 'as
placed' reclamation fill was required for the design of buildings,
tunnels and runways.
B) Marine-Based SI:
Marine SI was conducted to gain information for design of
temporary ferry piers, a sea channel between Chek Lap Kok and Tung
Chung, airfield approach lighting and temporary sewage outfalls.
2)Desk Study
Desk Studies provide an opportunity to gather valuable
information for negligible cost. They are carried out at the start
of the Site Investigation, and involve reading existing information
about the site. This existing information could include;
topographical maps, geological maps aerial photographs, existing SI
records, geotechnical journals
Information obtained during the Desk Study will be taken into
account when planning the SI 3)Site Reconnaissance Following the
Desk Study, further information can be gained through site
reconnaissance, this involves a visit to the site for inspection.
Information can also be obtained by talking to local inhabitants
during the visit .Site reconnaissance can provide information on
the following; slopes and mounds, site geology, surface water
(ponds and streams) and erosion features ,groundwater, site access,
condition of existing structures,existence of grave sites or
archaeological features.
4) FieldworkSite Investigation fieldwork is undertaken to gain
information on groundwater levels, geological strata, bedrock depth
etc. Samples, which are later sent to laboratories for testing, can
also be obtained.
A)Ground water Level Analysis:Ground water level analysis
consist of:Pumping Test ,Falling Head Test ,Falling Head Test,
Standpipe Piezometer, Dipmeter
Knowledge of the minimum and maximum groundwater levels was
required for platform and foundation design and for assessing
pumping requirements.
B)Trial Pits:The use of trial pits enables a visual inspection
of the in-situ soils conditions and strata boundaries can be
determined accurately. It is also relatively easy to obtain
samples, blocks can be cut by hand from the bottom or sides of the
pit and tube samples can also be obtained from below the bottom of
the pit.
C)Boreholes:The most common method used to obtain soil and rock
details directly is to drill a borehole. To estimate the
engineering properties, plasticity etc. mazier and U76 samples can
be taken from the borehole and sent to a laboratory for
testing.
The core samples are carefully stored in coreboxes for further
study and geological description. Details on strata type, levels,
colour, stiffness, weathering grade, jointing, infilling, cavities
etc. can be obtained visually.
D)Standard Penetration Tests:
The Standard Penetration Tests aims to determine the SPT N
value, which gives an indication of the soil stiffness and can be
empirically related to many engineering properties.
The test is conducted inside a borehole. A 'split spoon' sampler
is attached to the bottom of a core barrel and lowered into
position at the bottom of the borehole. The sampler is driven into
the ground by a drop hammer weighing 68 kg falling through a height
of 76 cm. The number of hammer blows is counted. The number
required to drive the sampler three successive 150mm increments is
recorded. The first increment
(0-150mm) is not included in the N value as it is assumed that
the top of the test area has been disturbed by the drilling
process. The SPT N is the number of blows required to achieve
penetration from 150-450mm.
After the test, the sample remaining inside the split spoon is
preserved in an airtight container for inspection and
description.
E)Cone Penetration Test:Cone Penetration Tests are conducted to
obtain the cone resistance, the side friction and,
if there is a piezocone , the pore pressure. The soil type can
be determined by analysing
these results, the values can also be used in the design of
shallow foundations through the
estimation of stiffness and shear strength of cohesive
soils.
F)In-Situ Vane Shear Test:This test is used to estimate the
undrained shear strength of a soil, and is particularly appropriate
for assessing very soft and sensitive clays, which can not be
tested accurately in a laboratory as it is difficult to obtain an
undisturbed sample.
The test can be done at the b ase of a drillhole or trial pit,
or at ground level. If the test is being conducted at the bottom of
a drillhole it is important that the test area has not been
disturbed by boring, generally the test is conducted five borehole
diameters below the borehole base. G)Plate Loading Test:
This test is used to estimate the compressibility and bearing
capacity of soils which are not easily sampled. H)Elastic Moduli
Estimation:The load is applied to the plate in increments of one
fifth of the design load. The next increment is not applied until
the settlement rate has reduced to 0.1 inch/min for a period of 60
mins. The increments are applied until shear failure or until the
loading is 2 to 3 times the design load.
I)Bearing Capacity Estimation:In this case the load is applied
such that the rate of penetration remains constant. A
load-settlement curve is produced. Equations have been developed to
obtain undrained shear strength from ultimate bearing capacity,
thickness of soil above test strata and a bearing capacity factor
that depends on the shape of the loaded area. If bearing capacity
failure is not apparent from the load-settlement curve, it is
assumed to be the load at which settlement equals 15% of plate
diameter.
J)Seismic Geophysical Testing:Seismic surveys make use of the
fact that seismic waves travel at different speeds through
different strata. Generally the waves travel faster through denser
materials. This method can be used to estimate engineering
properties and strata boundaries.
Generally an elastic wave is generated by striking a hammer on a
steel plate at or near the ground surface. The wave travels though
the ground until it hits a harder surface from which it rebounds.
Geophones on the surface measure the time taken by the rebounded
signal and, by comparing this with the time interval for the
surface wave, the depth to the harder layer can be estimated. The
strata type can also be inferred from the wave speeds. Seismic
analysis may also be conducted on the
seabed.Advantages:
1)relatively cheap compared to borehole and in-situ testing
option
2)results are often inconclusive or unreliableDisadvantages:
1)non-destructive (no holes/excavations are required)
2)not yet fully accepted by the industry.Laboratory Testing:
Soil Classification Tests:Soil classification tests are
conducted in order to ascertain the soil type, e.g. clay, silty
sand etc., and to provide some preliminary information on the
soil properties & gives idea about settlement
Particle Size Distribution Test:One of the most commonly used
tests is the Particle Size Distribution test (PSD), this test
gives an indication of the proportion of different particle
sizes within the soil sample.
The PSD test is only appropriate for coarse particles, for very
fine particles (0.1mm to 1
mm) the sedimentation test can be used.Engineering
Properties:
The following tests were conducted to determine engineering
properties required for design. A)Vane Shear TestThis test is
conducted to determine the shear strength of the sample
B) Direct Shear Test
This test is conducted to determine shear strength parameters.
The sample is placed in a horizontally split box and a normal force
is applied.
Triaxial Test
This test can be used to determine the undrained shear strength,
the drained effective
shear strength parameters and the undrained and drained Young's
Moduli.
Permeability Tests
Permeability tests are conducted to estimate the coefficient of
permeability (k). This will
be used in pumping and dewatering design.
Types :
Constant Head Permeability Test
Falling Head Permeability Test
Airport Platform Site Formation
Site formation work for the Airport Platform constituted one of
the largest scale
formation works ever conducted. Approximately 3/4 of the 1248 ha
proposed site was to be produced through reclamation from the sea.
The remaining area was produced by flattening the existing
headlands of Chek Lap Kok and Lam Chau Islands by blasting and
earthworks. Marine-Side Operations
carried out. To provide the enormous dredging capacity and meet
the time-scale imposed
Before reclamation started, removal of marine muds within the
airport footprint was
by the works programme, a large fleet of trailing suction hopper
dredgers, cutter suction
dredgers and grab and bucket dredgers was used.
Seawall Construction
Seawalls stabilise the land behind the wall and protect it from
future erosion by the sea.
They also provide berthing facilities for marine vessels. In
order to contain the sediment
dispersed, the southern seawall was constructed prior to marine
dredging activity. New techniques:
A new transportation corridor stretches 34km from Hong Kong
Island to the site of the airport, incorporating a high-speed rail
system, two tunnels, two bridges and a six-lane expressway.
Designed for the rapid movement of millions of passengers
Rotating floor information
ALTO is a company that specialises in airportROTATING HANGAR
FLOORS:
One of our specialities is the integration of rotating floors of
any dimension. In many situations, this system is the best solution
in terms of hangar space efficiency and overall construction
costs.
ALTO JET decks rotating hangar floors are latest invention. They
can rotate large size, circular hangar floor space, providing
hangar positions for at least four medium-sized business jets, and
can be integrated within existing or planned hangars. Any aircraft
parked on a JET deck is relocated automatically into door position
within a maximum of 90s.
FUTURE DEVELOPMENTS WITH PLANNING:
with the construction of a new development adjacent to the
passenger terminal called Sky City. This consists of Sky Plaza an
office, retail and business complex integrated with the passenger
terminal (terminal two), which then links to the rest of Sky
City.
The airport is one of the most accessible in operation today.
Despite its size, the passenger terminal is designed for maximum
convenience. A simple layout and effective signage, moving walkways
and the automated people mover allow quick and easy movement
throughout the building. The airport also features the HKIA
Automated People Mover, a driverless people mover system consisting
of 3 stations to provide fast transportation from the check-in area
to the gates (and vice versa). These trains travel at 62km/h and
the service is provided for free to all passengers and crew
Design part:Design Consideration:Detailed Design of the Terminal
Building. An impressive architectural structure was expected.Design
Objectives:The building design had to achieve the following
objectives
Large roof span
Allocation of a large space for Processing Terminal
Sophisticated aesthetic and architectural requirements
Provision of an impressive and attractive gateway to Hong Kong
for local and foreign travellers
Change in size of space in different locations and the shape of
the building give a sense of direction to travellers. In the
existing roof design, the plan area and roof height gradually
decrease from Processing Terminal (landside) to Central Concourse
(airside).
Maximum use of sunlight:The utilization of natural light is
highly recommended in modern design of passenger terminal
buildings. This greatly reduces power consumption and is more
environmentally friendly.
Structural design should stress fewer columns and greater
headroom. High transparent glass panels are useful for providing
relaxing panoramic views.
Use of modularization:
Modular roof design not only reduces the general and detail
design work, but also provides some flexibility for the Client for
revision of parts of the roof structure during the life of the
building. The erection time is accelerated and the site management
process is simplified.
Changing Roof Height:
The roof is designed to change in height to accommodate the
differing requirements of the activities beneath; hence it is at
its highest above the Processing Terminal to give a large and
dramatic space, and then gently decreases in height above the East
Hall and along the Central Concourse before rising again above the
West Hall.
The roof is designed to change in height to accommodate the
differing requirements of the activities beneath; hence it is at
its highest above the Processing Terminal to give a large and
dramatic space, and then gently decreases in height above the East
Hall and along the Central Concourse before rising again above the
West Hall. Shape of Roof Vaults:
The 'wavy' shape of the roof has the following advantages:
It increases transmission of sunlight to lobby areas
It increases stiffness and bending moment resistanceIt enhances
smooth air circulation inside the building and extraction of smoke
in case of fire.Perimeter Glass Wall (Side Wall):
It is desirable to reduce the roof height to minimize the costs
of perimeter wall and of air-conditioning at the Terminal Building.
The perimeter wall consists of cladding mullions,transoms, back
chords and glazing materials. The glazing materials are selected to
maximize transparency while controlling solar radiation, heat gain
and glare.
Joint Between Roof Vault and Perimeter Wall:
It was not practical to have a fixed joint between the roof and
the perimeter (side) wall. Roof movement is caused by the
accumulative effect of numerous vaults under vertical, lateral and
thermal loads.
The concept of a "Floating Roof" was introduced. It consists
of:
An armature system consisting of slotted brackets and spigot
details
A pin-ended arm allows the roof to move in a vertical plane
A lower end of the armature that slides along a high strength
duplex stainless steel rod for horizontal movement
A rotation that is accommodated by a spherical bearing on the
armature fork around the sliding surface
Maximum allowable movements of 175mm vertically and 120mm
horizontally
Construction Methods:
In roof erection the modularization concept and advanced
construction techniques are used.On the basis of Supermodule
principle they developed an effective construction strategy.
Below is the construction sequence of the roof structure:
Individual steel elements manufactured in England and
Singapore
Shop-fabricated elements transported to assembly yard at Chek
Lap Kok and welded to form roof sub-assemblies, 18m long and either
3m or 6m wide
Sub-assemblies further welded together to form a large roof
module on module building jigs (typical module of 36m span and 33m
long)
Large modules transported from assembly yard to site by
multi-wheeled transporters
Modules lifted up and placed in final position using high
capacity crawler cranes
Modules zipped up via a trestle rail system to form a giant
continuous roof structure
Roof Modularization:In constructing the modules, several
important points were considered:
Variation in design details, e.g. size of modules.
Accuracy of construction and defects when fixing to columns
Module Transportation: Multi-Wheeled Transporter
After producing the large standard roof modules on jigs, the
next step was to transport them to the Terminal Building site (at a
distance of about 1 km) for erection. A similar technique to heavy
load transportation in off-shore and petrochemical industries was
adopted.
Used four "Mammoet" self-propelled, multi-wheeled
transportersGround Treatment:Most of the Airport Platform was
constructed by end-tipping of rockfill and bottom dumping or
hydraulic placement of marine sand. These materials were in a very
loosely compacted condition, especially as most of the fill was
placed under sea water. Ground treatment techniques were employed
in order to prevent the occurrence of excessive settlement and to
reduce differential settlement. Surcharge:This was the quickest and
cheapest form of ground treatment used at the Airport Site. Large
stockpiles of
Material , usually sand and rock obtained from dredging and
excavation works, were placed at specific
locations . Under the increased loading, excess pore water
pressure were dissipated more quickly, thus increasing the rate of
settlement. Surcharging reduced the residual settlement after the
platform construction was complete.
Vibrocompaction of Marine Sands:of which was marine sand. As
this marine sand was dumped into the sea it was in a
The reclamation of the Airport platform required 197 mill m3 of
Fill material, 76 mill m3
material to reduce adverse effects from excessive and
differential settlement.The areas
relatively loose state, vibrocompaction (or vibro-floatation)
was used to densify this
which would require vibrocompaction were identified using a
pre-compaction cone penetration test results.
Prediction and Monitoring of Airport Platform Settlement:
A reliable estimation of the magnitude and rate of platform
settlement was required in order to;
ensure that sufficient quantities of fill were available to fill
the island to the desired formation evel
evaluate the performance of the reclamation at all stages of
constructionlocate critical areas where ground treatment would be
required
ensure that all Airport facilities would operate properly
following settlement completion
estimate differential settlement and decide which pavement type
to use for runways and roads
Settlement Considerations:
in settlement consideration the following elements are
analysed
Marine Mud
Alluvial (River Deposits) Clays
Fill Material
Roof Structures for Passenger Terminal Building:The roof over
the main Passenger Terminal Building takes the form of a multi-bay
barrel
thus helpful for orientation within the building.
vault structure. The vaults are aligned parallel to the
direction of passenger flow and are
Below are some interesting facts and figures about the Passenger
Terminal Building and
its roof structures:
From the East Hall and Processing Terminal (check-in desks), the
concourses extend in
three directions to provide 37 bridge-served gates for
boarding
The overall width is 700m and the length is 1,270m
The whole roof structure is divided into 129 barrel vaults
Typical size of a single barrel vault is 36m span and 33m
long
Each barrel vault weighs from 65 tonnes to 150 tonnes
The structural steelwork is mainly of Grade 50C
CONCLUSION:-
Though new planning & designing processes are continued, it
is required to innovative & follow the planning & designing
concepts. These are the biggest sources to overcome the difficult
problem such as unavailability of constructional land,
transportation problems, traffic, etc. By using such innovative
planning & designing concepts we can improve our nation,
economical conditions.
REFERANCES:-
1) www.google.com
2) Discovery channel
3) Book name:
New construction techniques in Civil World by Alistreve
Oakervee
4) Magazine name:
Bridge and Tunnel construction
PRESENTED BY
Mr. ABHIJEET A. JADHAV. Mr. HEMANT A.PANDIT.
(S.E.CIVIL) (S.E.CIVIL)
(jadhav.abhijeet2021HYPERLINK
"mailto:[email protected]"@gmail.com) ( hmnt.pndtHYPERLINK
"mailto:[email protected]"@gmail.com)
DEPARTMENT OF CIVIL ENGINEERING
RAJARAMBAPU INSTITUTE OF TECHNOLOGY
RAJARAMNAGAR
TAL:-WALWA DIST:-SANGLI
MAHARASHTRA
APAPER ONINNOVATIVE PLANNING & DESIGN CONCEPTS IN CIVIL
ENGINEERING
2 R.I.T. RAJARAMNAGAR.
