News
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ENGINEERING STRUCTURES FOR LIFE
Transports Railways & Roadways
Transports Railways & Roadways
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“Periférico Sur Xalapa” Highway
The transport sector, particularly the one of railways and roadways , the central theme of this GEG News number, is one of the most privileged and experienced fields of expertise at GEG. GEG began the development of projects in this area in the 90s, with a special emphasis on the Metro of Porto system and on road concessions, in Portugal. Over the last twenty years GEG has consolidated its experience through the development of important and complex projects on the road and railroad sector. GEG activity in this area focused first on the development of the components of higher complexity and technical demand, such as bridges, viaducts and geotechnics. Yet in 2006, along with its internationalization process, GEG began carrying out multidisciplinary projects, supported by a project management that ensures each client a comprehensive and integrative solution in the development of each project.
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This GEG News number focuses on two themes that highlighted, at the same time, GEG activity in the last years and some of the trends in this sector: the development of large-scale multidisciplinary motorways; and the decision-support tools, such as the feasibility studies, with a special focus on the studies supported on statistical and technical grounds, risk assessments, and Value Engineering studies. “Cardel – Poza Rica” Highway
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HIGHWAYS IN MEXICO
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4 “Periférico Sur Xalapa” 5 “Cardel – Poza Rica” 6 “Siervo de la Nación” “Siervo de la Nación” Highway
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Guadalajara’s Metro
Iraqi National Railway (Faw –Zakho)
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New coal terminal at Port Beira
Accesses to Portucel’s new industrial unit, Mozambique
DECISION-SUPPORT TOOLS IN TRANSPORTS
8 Feasibility Studies Tua Railway Douro Railway
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10 Feasibility Studies with a statistical basis
12 Risk and Safety Analysis Maps of geological and geotechnical risks
13 Value Engineering 16 GEG Briefs News | Transports
Highways in Mexico GEG began elaborating projects in Mexico, in 2012, as a result of the close cooperation with Mota Engil Group, a relationship that began in the late 90s. The first actions meant essentially technical support at tender phase. Some of these actions culminated in the development of the detailed design for important works.
Though not exclusively, GEG activity in Mexico has developed itself essentially in the transport sector. In this number the highlights go to three of the projects of highways that have been developed for the Construction Consortium led by Mota Engil Mexico. The Periférico Sur Xalapa Highway was GEG’s first project in Mexico; it was carried out in 2012 and 2013 and allowed a deep knowledge of local procedures. GEG took also part in other tendering processes, among which the Highway Siglo XXI, the Highway Tux-pan, and the Highway Cardel Poza Rica rightfully stand out.
“PERIFÉRICO SUR DE XALAPA” HIGHWAY During 2012 and 2013 GEG developed the main engineering design, preliminary and detailed design for execution, of the Part 1 of the Highway “Perote – Xalapa”. The part 1 of this Highway is located in Mexico, between Corral Falso and Estanzuela and has a total length of nearly 12km. GEG developed the design of the roadway layout, geological and geotechnical studies, traffic, signalization, drainage, structural and foundations of bridges, viaducts, overpasses, underpasses and footbridges, geotechnical, earthworks and earth retaining structures.
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The first construction phase will be a two-lane roadway, but in the future, this roadway aims to be enlarged for a four-lane roadway. In this way, the roadway design had to meet the four-lane requirements. This condition has also been considered along the project, namely in the viaducts width. The terrain is mostly mountainous. The design speed is 110km/h. In the entire project it have been used local legislations and local requirements, also supported by American and European legislation, where the others were omitted.
“PERIFÉRICO SUR DE XALAPA” HIGHWAY
The viaducts have deck solutions, that use precast (prefabricated beams and pre-stressed type I) with a total extension of about 450m. The prefabricated solutions has the advantage of speed of execution, safety risk minimization and environmental impact minimization. In general, each column alignment of viaducts consists of two circular columns with 150 cm of diameter.
HIGHWAY “CARDEL – POZA RICA”
In the course of the project for the highway «Cardel – Poza Rica», GEG began in 2014 and is now developing the detailed design of the section «Laguna Verde – Gutierrez Zamora», in the Veracruz state. This section is about 74 km long, beginning near the Nuclear Electrical Central and ending near Nautla.
The roadway design meets the requirements for 2x2 lanes, with a central reservation, in order to meet a further enlargement of the roadway. In the construction initial phase, which is expected to start-up in 2016, the roadway will be constructed only with 2 lanes. The speed design is 110km/h.
GEG is developing for Mota Engil Mexico the full detailed design, including the geological and geotechnical study, the cross-sectional and longitudinal drainage study, the topohydraulic studies of the rivers and their tributaries, roadway track alignment study, roadway layout, signalization, structural and foundations, earthworks and earth retaining structures design.
The structural and foundations design which include 16 underpasses, 22 overpasses, 20 bridges and 7 agricultural passes is on progress. The solutions to the types of foundations to be used diverge according to the geotechnical necessities, where the structural solutions resort essentially to prefabricated units in order to meet construction deadlines.
Here the emphasis goes to the complex orography of the area, which has originated a high complexity in the balance of the earthworks.
News
| Transports
HIGHWAY “SIERVO DE LA NACIÓN” The highway «Siervo de la Nación» will be located in the city of México, in the municipality of Ecatepec de Morelos, between Avenue Rio de los Remedios and the Mexico Texcoco (Venta de Carpio). This highway, about 14,5 km long, is designed to become a quick and safe road infrastructure that will improve travelling in the northern area of the Metropolitan Area of the Valley of Mexico. In most of its length this highway is located in the proximity of the Grand Canal, a canal whose function is the drainage of storm water to the city surrounding areas, preventing serious city floods; this drainage is carried out nowadays by pumping systems, on account of the settlements experienced throughout the years. The implementation area of this highway faces serious constraints, considering its closeness to the facilities of the Mexican oil company (PEMEX), of the Electricity Federal Commission, and other water and railway facilities along its way. The option was then the viaduct (90% of the highway runs high above ground). Yet, the greatest difficulty of the project had to do with the implantation of the foundations, considering the possibility of several present interferences. In the course of the project, GEG has always pursued solutions which might not interfere with other infrastructures. The weak geotechnical conditions, the high seismic activity and the unusual settlements generate an extremely complex mix when considering the conception and design of the foundations.
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GEG is responsible for the project since its first moment. In its first stage, GEG developed the preliminary study of two and four carriageways solutions. In the second stage of the project, submitted in August 2014, the detailed design of the highway was accomplished with two carriageways. Afterwards, the client decided to proceed with the fourlanes solution, so it was necessary to develop the detailed design for this new request.
At this moment, the detailed design of all the engineering disciplines that integrate the fourcarriageway highway is under development, namely the geological and geotechnical studies, the roadway layout, the structural and foundations design of the viaducts, the signaling and traffic, the drainage, geotechnical, earthwork and the earth retaining structures design. At the same time, GEG is providing technical assistance to the work, already in motion, by means of a continuous local support. Legislation The local legislation and requirements were complied with in the course of the project. When there were omissions or when a diverse technical solution was required, GEG submitted it to the authorities responsible for the approval of the project, taking into consideration the European and North-American legislation.
HIGHWAY “SIERVO DE LA NACIÓN”
Roadway project This is a highway which respects the specifications of four carriageways and a design speed of 70 km/h. It is 14,5 km long and the main deck is about 17,60 m wide, to incorporate the four carriageways (A4 profile).. The highway project is deeply constrained by interferences with other infrastructures. The final project is the result of continuous improvements and adjustments considering the information accumulated in the course of the project.
Perspective of the foundation
Geology and Geotechnics Structural and Foundations Design for the Viaducts As this is mostly a work on an elevated second floor, the structures mean a significant part of the global investment. So, the optimisation of the structural solutions was paramount in the purpose of minimising construction costs and meeting the very tight construction deadlines (about 22 months). In addition to these constraints, the road corridor presented itself quite loaded with several infrastructures (roads, railroads, drain channels, pipelines, high tension structures, and other ones) that hampered the implantation of the support structures severely. Likewise, the unique geological scenery that characterises the area of the implantation of the work (Valley of Mexico) imposed high challenges on the structural design to the engineering team. The implantation site, of a clay matrix, is characterised by high regional settlements which can reach 40 cm/year. The low natural frequency which characterises these soils (about 1Hz) produces considerable effects of amplification of any seismic action operating on the structures. All these constraints resulted in the development of articulated solutions for the deck, with maximal resource to prefabrication (box girders C160 and support beams). The decks have 30-meter long current spans which can exceptionally reach 60 meters. The foundations, which were conceived to be floating, have h-shaped pile caps supported on square piles with internal opening.
Since its very beginning the unique and restraining geology of the City of Mexico has become a complex challenge to the project for this highway. This challenge became even more complex, in view of the presence of underground and/or air infrastructures, which meant the implantation of the structure in the slope area of the Grand Canal. This closeness to the slope bestows the project with an increased complexity, both at the level of the difficulty of execution, requiring the definition of very restrictive building procedures, and at the level of the definition of a solution for the foundations, whose horizontal and vertical response, chiefly in the event of an earthquake, is deeply limited. Together with the additional control necessary to the calculation of the structures, the slopes required a deep analysis in the course of the different stages of the building procedures, with a particular emphasis on the seismic conditions and on the piles displacement and respective generation of excesses of neutral pressure, with direct effects on the stability of the slopes. Together with the specific calculations for this problem, GEG has also developed a Monitoring Plan in order to control the movements of the slopes during the stages of the works and adjust the calculation models employed in the project.
Perspective of the deck of a span-type
News
| Transports
DECISION-SUPPORT TOOLS Feasibility studies, Risk Assessment and Value engineering The tendency to develop large scale projects in the transport area, at international level, very often with poorly known starting conditions, generates the necessity of creating decision-support tools that must be more and more thin-skinned and adapted to local life.
In this number, a particular emphasis falls on the studies that have been developed in the course of the project for the accesses to Portucel’s new industrial unit in Mozambique, on account of the employed methodology (with a statistical basis).
The resource to complementary services, specialized in the area of feasibility studies, in risk and safety assessment, and in the application of «Value Engineering» principles in the course of the whole life cycle of the projects, is of the utmost importance and proportional to the scale and value of the enterprise. The resource to this type of services should be started as soon as possible in the life cycle of the project, and some of the referred tools are to be used during the whole «execution» of the project.
We have also included Value Engineering studies, developed very often together with feasibility studies, and whose aim is to gain greater technical and financial efficiency, without belittling all the other relevant and expected aspects, and the risk and safety analyses, namely the geological and geotechnical risk maps.
In these circumstances, GEG has developed several feasibility studies in countries like Liberia, Iraq, Mexico, Brazil, Mozambique, as well as in Portugal, aiming to support the investors’ decision, approach different alternatives and diverse technical solutions.
GEG offers a team specialized in Engineering and Risk, particularly in the areas of Geology, Geotechnics, Structures, Seismology and Environment, to be present in the most different sectors. Moreover, the close relationships of scientific cooperation we have with Universities, do add the works to be developed a quality of innovation and specificity.
Iraqi National Line (Faw–Zakho)
GEG performed, for the constructor Andrade Gutierrez, a cost assessment for a railway with a total extension of about 1800 km, which integrates the Iraqi National Line, connecting Faw to Zakho, and that will comprise 90km of bridges and viaducts and 15km of tunnels. In addition to this global analysis, GEG developed a preliminary study for a tunnel with about 6 km, which passes under a channel in Basra. This study included the definition of solutions for stabilization of the excavations, with low resistance materials, including typical sludge of the Tigris and Euphrates Delta region, with particular emphasis for the stabilization of the bottom excavation, using mixed solutions of jet grout and piles, and the water level lowering to allow a partial excavation using slopes. #1_2015 November
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Feasibility Studies Feasibility studies are usually implemented in the first stages of any investment, when the available information for the project is still reduced and a compromise between the need to gather the necessary information, in order to choose among all the different and possible alternatives, and the point of doing it with the lowest possible costs is needed.
This is a very important decisionsupport tool which allows to know the cost of each solution, with the smallest investment. There is also the possibility of add to this study, a risk analysis and risk control study.
Feasibility studies developed by GEG are anchored in the most proficient Engineering., in a strong technical knowledge and vast relevant experience in Transports, Geology, Geotechnics and Structures..
Railway Moatize - Nacala Studies of technical and economic feasibility of the railway link between Moatize and Nacala, with a total length of about 950 km.
GEG services: Study of rehabilitation solutions and of the construction of the new railway lines; Geotechnical and Structural Preliminary design; Monitoring plan; Cost Estimation throughout the entire project’s life cycle (CAPEX and OPEX).
Zwedru to Greenville Road, Liberia The project concerns the Pre-Feasibility Study for a roadway between Greenville and Zwedru, in the Republic of Liberia, with a total extension of 185km, which aims to upgrade an unpaved road to a primary standard road, accessible in allweather conditions. The expected results of the upgrading roads will be a maintainable and safe road, with a life cycle of 20 years, that will ensure an extreme benefit to the local areas, namely an healthcare and education improvement. Due to the necessity of exporting the iron ore and the inexistence of alternative connections with the ports, an additional option was studied, in which there were used road trains, carrying approx. 200 ton of iron ore, 5 times a day. The site visit comprehended a complete track monitoring along the road, where it was also possible to perform an effective analysis of the general road conditions.
Special emphasis was taken in the aspects related to the geometric alignment, to the drainage elements (structural and hydraulic conditions), the soil capacity and bridges’ structural conditions. The main goal of this study was to provide to the client, Odebrecht, a feasible list of quantities and general scope of the necessary works in order to allow a correct cost estimation of the project for the Feasibility and EPC phases. The studies encompassed the preliminary design of earthworks, pavements, alignment, drainage and structures along the road, for normal traffic and heavy hauling traffic options. It included the definition of a geologicalgeotechnical and a topography survey plan.
News
Feasibility Studies with a statistical basis PROJECT GEG: ACCESSES TO PORTUCEL’S NEW INDUSTRIAL UNIT, MOZAMBIQUE This project concerns the study of several transport routes (roadways and railways) linking different keypoints part of the industrial unit which Portucel is implementing in the provinces of Zambézia and Manica (Mozambique). The main goal of the project meant to grant the client thorough cost estimation for each of the several sceneries under study, including the costs associated to the construction itself (CAPEX) and to the operation for a 40-year period (OPEX). The financial estimation of the different sceneries was supported by a risk assessment study that incorporated statistical methods for variable analysis (costs and quantities). In the course of the project, GEG has implemented «Value Engineering» methodology in order to get the best results and reduce, at the same time, the uncertainty associated to the solutions under study. Two different studies have been produced: one in the provinces of Manica and Sofala, and another one in the province of Zambézia. For each one of the studies, different options for the accesses have been studied, either building or rehabilitating railway lines and roads, linking the forest areas (raw material) to the industrial unit (cellulose pulp factory) and to the area of the sea port.
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Methodology: Feasibility Studies with a statistical basis 1. Gathering and Analysis of the Available Information The first stage consisted in gathering and analyzing the available information, including the data supplied by the customer, geological and hydro geological studies, topography and other data resulting from the consult of the appropriate available bibliography. 2. First Project Decisions In this stage, where the main features of roads, railway lines and other project constraints are defined, the Customer’s goals should be well addressed, serving as a basis for the whole project. In order to prepare the visit and inspection to the site, the main corridors and key points of each scenario have been specified, defining the existing roads and railway lines to be inspected, and preparing at the same time the inspection application forms to speed up the gathering of information on the scene.
Projeto GEG: Acessos à nova unidade industrial da Portucel, Moçambique
3. Inspection Road and railway inspections were undertaken in the course of the visit, including inspections to some specific special structures and drainage works, in each one of the targeted scenarios. From the inspection of a total of about 1500 km of communication routes, the highlights go the inspection of a 100 km railway line in the provinces of Manica and Sofala (Machipanda Line) and the inspection of 111 special engineering structures – bridges and viaducts - in the province of Zambézia. 4.Project and Estimation Operation Costs
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Construction
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In this stage it was undertaken a Preliminary design for each studied scenario encompassing layout, pavement, earthwork, drainage new special structures and the rehabilitation of the existing roads and railway lines. There were also outlined the settings to be considered in the maintenance operations throughout a 40-year life cycle. Using this information there was produced the first estimation of construction costs (CAPEX) and the maintenance costs (OPEX). 5. Risk Assessment In order to define the construction solutions to be implemented, the unit costs to be used and their variability, it was used the Delphi Methodology. This one characterizes itself as a scientific methodology, suitable to the gathering of information, collected from multiple experts, in a particular operation area. At this stage the probabilities of the events related to quantities and cost variables were established.
All the settings were then combined for each scenario, in order to determine the associated costs and risks with the due changes, correlations and risks. 6. Monte Carlo Method The quantities and risks template that was employed was based on a stochastic simulation, using the Monte Carlo Method. In the Monte Carlo simulation, every input variable has an associated function of probability distribution. In this simulation, the input distributions are randomly sampled, repeating the process a several number of times in order to obtain an effective distribution. The Monte Carlo Method generates probabilistic and graphic results, the production of sensitivity analyses and the possibility of creating different scenarios. It is therefore the most appropriate method of including uncertainty in the variables of one given study, providing at the same time an effective support for the customer’s decision making. 7. Conclusion The conclusion of the studies meant the submission of the projects, together with the correspondent detailed report with the information related to the used methods, the total costs of each scenario, presented as distribution functions, the risk analysis of the undertaken studies and suggestions for future study developments.
News
| Transports
Risk and Safety Analysis Risk assessment should go along with the projects throughout their life cycle, from the first studies to the end of the construction. The «unawareness» will only disappear at the end of the project (work or operation).
Besides the continuous identification and characterization of risks, one ought to define mitigating and risk control measures.
The follow-up performed by specialized consultants and the development of a more detailed risk assessment should constitute the expected next stages.
GEG specialized in the development of geological and geotechnical risk mapping, namely related with railways, roadways and dams.
RISKS FEASIBILITY COSTS STATISTIC GEOLOGY GEOTECHNICS SEISMIC ENVIRONMENT VALUE ENGINEERING
Maps of Geological and Geotechnical Risks Tua Railway Line, Portugal The main goal of this study was the design of a decision supporting tool considering which locations should be considered priority areas to undergo specific interventions and which type of interventions should be used. Tua Railway Line has been an infrastructure with a great number of accidents, including a recent serious one with a train derailment. This study consisted in the analysis of the global safety of a 54 km section of Tua Railway Line, in the North of Portugal, including the identification of the sites with the highest risk of geological accident, the description of those risks and the suggestion of the intervention actions to be taken in each site.
Douro Railway Line, Portugal This project is related to the characterization of the actual security situation in the Douro’s Line, between Caíde and Pocinho, in an extension of about 125 km. GEG started developing the study with the aim to be the first phase of a longer project, as a starting point to future studies. The study included the definition and prediction of some scenarios which require typical intervention, in order to protect the railway from any slope and hillside destabilization. Based on these scenarios it was possible to prepare a bill of quantities and its budget. Finally GEG developed a geology and geotechnical risk map.
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GEG services: On-site inspection of railway lines; geological and geotechnical study; analysis of the “Operating and Management of Information System”; risk assessment and residual risks control; design of the geological and geotechnical risks map; hydraulic studies; development of geotechnical solutions to increase safety; numerical simulation of the natural hazards that could endanger the safety of the rail transport; Characterization, analysis and definition of risks mitigation measures.
Value Engineering «Value Engineering» (VE) is a systematic method based on logical processes that aims to improve the «value» of a project, and that defines Value = Function / Cost. These processes are based on a critic vision of each decision and on a continuous improvement of the project.
GEG has a very large experience in implementing «Value Engineering» in projects in different sectors. The involvement of the «Client» in the various stages of this methodology is very important to guarantee that any final solution respects what was wished-for.
The continuous implementation of a «Value Engineering» methodology throughout the course of one project offers a significant control of the financial risks, the maximum efficiency of the resources available, adding value to the project, while minimising risks by generating mitigating measures.
GEG services within the decision-support tools Risk identification Characterisation, analysis and definition of risks mitigation measures Technical and economic feasibility studies Statistical analyses of costs, including the employment of Monte Carlo Method Sequential analyses throughout the entire project’s life cycle Cost and risks management specific to underground constructions and slope support works Geological and geotechnical risks map
Curitiba’s Metro, Brazil The first phase of implementation of Curitiba´s Metro Line shall comprise the construction of nearly 17,5 km with 14 stations. The underground section will have a total length of about 15,2 km with 13 underground stations, distributed with a mean spacing of about 1,1 km, and with 10 shafts for ventilation and evacuation. The beginning and ending of the tunnel will be excavated in soil, by the NATM method. But the remaining 13,8km of the tunnel will be excavated by TBM.
GEG developed a value engineering study regarding the TBM excavation. This TBM analysis covered several relevant issues, with the purpose to give important information on logistics, costs, plan and TBM choice.
News
| Transports
Guadalajara’s Metro, Mexico
Stations structural schemes:
Alternative proposal
Original solution
Stations architecture
Guadalajara’s Metro, in the project for the new line “Diagonal Zapopan-GuadalajaraTlaquepaque”, has a full length of 20,9 km divided in 5,5 km of tunnel, 14,9 km of viaduct, and 0,5 km of transition between the viaduct and the tunnel. It includes 18 stations, 13 above ground and 5 underground. When the tendering process was launched, the project was subdivided in three sections. At first, GEG supported one consortium, in the tendering stage, holding studies on section 1, in viaducts, and on section 2, in tunnels. There were developed optimisation studies for some of the elements of the viaduct project, a geology and TBM analysis and studies concerning the optimal solutions for trenches and excavations.
Later, at the request of the same consortium that had won the construction of section 1, through viaducts, and of section 2, through tunnels, GEG carried out a Value Engineering analysis of the detailed design patented in the tender, concerning viaducts and station structures.
Alternative proposal
Original solution
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Deck – Alternative proposal
GEG intended, with this study, to optimise the current project in order to reduce costs, without, however, diminishing the aesthetics, the safety and the comfort levels expected in this kind of infrastructure. In the solution submitted to the tendering process, the viaduct comprised a metallic deck with a 2,5 km wide central box. The columns alignments have a distance between them of about 42 m, and comprised two columns each. On top of the box there is a reinforced concrete slab therefore the deck works as a mixed section.
As a result of the analysis of the detailed design patented in the tendering process and concerning the execution of the stations, it was possible to design a variable by reshaping the architectural concept and guaranteeing eventual savings up to 40% in the structural steel to be used in each station. The Value Engineering exercise aimed to maintain all the functionalities, solve some problems and submit a more efficient solution, concerning savings in materials and construction processes, as well as enhancing the flow of evacuation of passengers, station locations and accessibilities.
Simandou Stage 2 – Pioneering Marine Off-Loading Facility, Guinea The phase 2 of PMOF (Pioneering Marine Off-Loading Facility), located at the bank of Morebaya River, integrates the Simandou Project. Simandou Project is a Rio Tinto world-scale iron ore mining project located in Guinea Forrestière (Forested Guinea) and Haute Guinea (Upper Guinea) regions. The PMOF integrates the Early Works programme, with the aim to enable the import of goods and materials for the main construction phase, which includes a new dedicated deep-water port, a multi-user trans-Guinean bulk railway and several other infrastructures and facilities (including a combination of new roads and upgrade of existing roads.
The dry area facilities comprise infrastructure & services, buildings, mechanical, electrical and instrumentation, communication and controls to support the functioning of the PMOF. GEG’s scope of work was to develop the value engineering studies and the complete preliminary design in the referred facilities, of the following disciplines: structural design, wharf design, electrical, mechanical and hydraulic design, pavement design, safety and security design and, An additional alternative solution was presented for the wharf facilities with pre-cast concrete elements.
Marine facilities comprise a Barge landing ramp, laydown areas, Heavy Lift Cargo berths, Roll-on Roll-off (RO/RO) berths, construction camps and Fuel Barge berths. On board cranes on heavy lift cargo vessels will be used to unload from these vessels to the wharf area.
New Coal Terminal at Port Beira, Mozambique The new coal terminal at Port Beira is part of the project of the Moatize mine, in Tete province. The coal terminal at the port of Beira is part of the investments carried out by CFM as part of the reconstruction of the Sena railroad, which is considered an essential corridor for carrying coal and other goods along the Zambezi Valley. The terminal is intended to export coal mined by Brazilian group Vale and Anglo-Australian group Rio Tinto.
The geotechnical site conditions at the location for the new coal terminal at Port of Beira are very harsh and conditioning. Several scenarios for global reinforcement and consolidation acceleration procedures were studied. The constructive solutions and schedules to be implemented along the stacker-reclaimer corridor, stockpiles, car dumper and railway access were also analysed and studied.
The investment on the new terminal included engineering work, construction, mechanical and electrical work, as well as acquisition of equipment for processing and shipping coal and control of environmental quality. GEG’s scope of work in the new coal terminal at Port of Beira, in Sofala province, was to develop geotechnical and structural solutions for the new coal terminal. GEG services for its client, Odebrecht, included the feasibility study, value engineering studies, geological analysis, geotechnical modulation, consolidation studies, structural and geotechnical design.
News
| Transports
GEG News GEG participated in FEUP CAREER FAIR 2014, that took place on the 18th and 19th of November at the Faculty of Engineering of the University of Oporto (FEUP), Oporto. GEG also attended the
Multi-Span Large
Bridges Conference that took place from 1st to
Lectures
“Talking to...”
In 2015 GEG launched in-house lectures “Talking to…” with the participation of all employees. These lectures aim the promotion of the company’s culture, the announcement of projects and their specifications, and the knowledge of each market where GEG is implanted. In the beginning of 2015 GEG accomplished its project number 1000. The first GEG project consisted of the structural design of a villa in Miramar, by the architects José Carlos Loureiro and Pádua Ramos, in collaboration with GALP architecture office. Throughout these twenty-eight years, the company's growth manifested itself not only in the size of the facilities, size of team, number of realized projects or geographical expansion, but also in the enlargement of the scope of its activity.
Project number 1000
3rd of July 2015 at Alfândega Nova do Porto Conference Centre, with over 300 participants from over 40 countries and with international renowned experts in the project area of multi-span large bridges. The organization of this conference was of the entire responsibility of the Faculty of Engineering of the University of Oporto (FEUP), in collaboration with the Instituto Superior Técnico (IST), the University of Minho and the National Laboratory of Civil Engineering (LNEC).
GEG Mozambique |
GEG launched the development of projects in Mozambique in 2007. Since then, it has developed studies and projects in areas like roadways, railway lines, ports, dams and buildings. As a result of its experience in this country and its strategic focus in this market, GEG Mozambique was created in January 2015. This company has a permanent local team.
reassures the strong belief in the path GEG has been following. The ambition that encourages GEG today is the same since the very first day of work: shaping the customer’s expectations, minimizing problems, costs and obstacles, and maximizing resources, skills and potentials.
www.geg.pt geg@geg.pt Empreendimento Centro Campanhã 4300-273 Porto Portugal T+351 22 557 32 40 F+351 22 551 97 24