Kings Scholar Pond - The Bridge in a Bottle #COMIT2019
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Presentation by Mark Lusher, Atkins at the 2019 COMIT Conference. More information: http://www.comit.org.uk/conference-2019
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Kings Scholar Pond - The Bridge in a Bottle #COMIT2019
- 2. Brief History of the KSP Sewer
- 3. Location on the Surface 3 KSP Sewer London Underground Tunnel beneath road Baker Street Station
- 4. Location: Baker Street Station Peak flow in the sewer is around 8500 litres per second. That is approximately 8.5 tonnes of water per second
- 5. King Scholars Pond Sewer Crossing at Baker Street
- 6. Tunnel has settled around 166mm since construction 150+ years ago As constructed Tunnel footings have moved inwards Current Sewer Bridge has SettledAway from the Rail tunnel the sewer is in its original location Cracking Cracking London Underground Tunnel Sewer passing through crown of tunnel The Problem
- 7. The Problem Before 2010 April 2015
- 8. Key Construction Issues • Busy 6 lane highway - Key Artery Road for Central London. • Baker Street Underground Station - One of LUL’s Key Stations • Residential - Known noise complaint black spot • Pedestrians – Very busy pedestrian route • Cycling - Key cycle route • Buses – Principle Bus Route • Parking – Very Limited • Site Compound availability – Very Limited • Excavation would be extremely complex in this location • Flow within the sewer is relatively low but would need to be dealt with. • Multiple Stakeholders.
- 9. Key Design Issues • Capable of being constructed by hand through a small manhole. • The flow in the sewer could not be diverted therefore the structure had to be built with the sewer live. • Design life of 120 years (The existing structure is already 155 years old) • Material choice was critical • Low or No Maintenance. • Light Weight. • Take into account Bimetallic Corrosion with particular relation to the existing Cast Iron Structure. • Full CAT3 checks on all elements of the design.
- 10. Sub-surface composition at Marylebone and Baker Street Intersection
- 11. Data Gathering
- 12. Before the New Sewer Bridge was Installed Brickwork is 155 years old Steelwork is 7 years old
- 13. Building a Bridge Inside a Live Sewer 13 The entire sewer bridge structure was built through this manhole. With the sewer still flowing
- 15. Original Proposal The original proposal was to install new support beams under the structure with a carbon fibre lining grouted in place inside the sewer
- 16. Revised Structure Duplex Vierendeel Girder Structure bearing on the walls of the London Underground Tunnel with a Glass Fibre Reinforced Polymer (GFRP) Liner.
- 17. The New Sewer Bridge Approx. 100 Tonnes Approx. 100 Tonnes Original Padstone Locations (To remain) Bearing Bearing
- 18. Bridge Structure With Lining
- 19. Test Assembly Structure held together by over 4000 high strength Duplex Bolts
- 20. Test Assembly of Liner and Liner Testing High Specification GFRP inner structure had to be 100% watertight to a pressure 1.5 times greater than its maximum operating pressure with equally high levels of Chemical resistance. GFRP inner structure held together and secured to the Vierendeel Girder by 4500 Duplex Bolts
- 21. Assembly and Staff Training
- 22. Assembly in the Sewer Built by a team of 3 to 4 working 24 hours per day, 5 days per week. Backed up by a rescue team of 8.
- 23. Safety
- 24. Safety
- 25. Safety
- 26. The Finished Product • Saved over 26,000 tonnes of CO2 • Defined a new best practice standard for confined space entry which has now been adopted by many other projects. • Didn’t result in any property flooding. • Multi Award Winner • Eliminated the need for major Road and Rail closures reducing misery for hundreds oj thousands of commuters • Saved £23m against the Business Plan Solution
- 27. Questions ?
Hinweis der Redaktion
- At this location the sewer is supported by 2 primary cast iron beams which span between pad-stone embedded within the brick wall of the railway tunnel. Between these two primary beams are profiled cast iron invert plates connected back to the beams via bolted connections. A brick crown completes the sewer profile.
- Severe cracking on either side due to settlement and an inward movement of the tunnel footings. Total settlement since construction has been 166mm.
- Condition pre-2010 and during condition assessment in 2015.
- Road composition – Bomb protection during World War 2
- Previous solution was a modular carbon fibre liner (within the sewer) and steel beam support to be clamped to the underside of the cast iron girders within the LU tunnel. 3 key themes; Change in load path – by clamping to the underside of the beams, we would be changing the load path that the girders have been subject too over the last 160years. Concerns here is it would move from being in compression to now in tension (although calc. proved very conservatively there was capacity in them to do so. Maintenance and
- Used as a storm relief sewer for the mid level 2.