PROCUREMENT - Tender competition workshop (HIJMENS)

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Modularity: The basic principle Modularity is a key principle in this project. Modularity literally means the degree to which a system’s components may be separated and recombined, often with the benefit of flexibility and variety in use. The principle of modularity is rather new within the building industry.

Traditionally, in the building industry, buildings are designed that are meant to be in use for decades, not elaborately thinking about what happens to the materials in a later stage.

Due to the CO2-emissions and climate change, a goal is set to achieve 50% circularity in 2030 and 100% in 2050 in the Netherlands. The building industry has always played a big role in these emissions, and so a lot has to change to achieve these goals. The way of thinking within the building industry has to change thoroughly. Circularity and modularity are the future of the building industry.

However, making a modular building is not easy. To design a building that is entirely modular and can be torn down at the original location and be built up in a different location requires a different mindset compared to traditional building. All different facets within the design of the building have to change their mindset, think about the architect, structural engineer, electricity- and water specialist, etc.

In this specific project, a modular skyscraper has to be designed. The construction of this building should only take 236 days. To achieve this, the design of the modular system that is applied is crucial.

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Modular system The basic principle of the design of one module is explained in this part. This module is the key element in this project, and therefore, the module will be explained more thoroughly in the other chapters.

The module has a length and width of 5 meters and a height of 3 meters. By creating a square, all sides of different modules fit perfectly with each other, and therefore, designing a building becomes easier due to the amount of freedom. A module that is 5m x 5m is hard to transport by road, but because a channel can be used in this project, this is not a problem.

The basic principle for the design of this module could also be applied to smaller dimensions.

However, decreasing the dimension of one module is not desirable, because the number of units and columns in the building will increase significantly. Increasing the number of units will also increase the number of steps that have to be taken during construction. Because the construction time is limited, this is not desirable. Increasing the number of columns decreases the freedom in design of the interior of the building. Therefore, the size of 5 meters is chosen.

These arguments will be explained more thoroughly in the following chapters.

The fabrication of one module exists out of several steps. The production of a basic module exists out of 4 steps. After these 4 steps, several different steps can be taken to create differences between several modules. These steps are shown in the images on pages 16 and 17.

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Step 1:

4 columns are placed at a 5-meter span. These columns are equilateral Lshaped profiles. These profiles have been chosen to simplify the connections between modules. In these profiles, all flanges are easily accessible, and therefore, bolting columns together is easy. Furthermore, internal wall can easily fit within this profile. On the top and the bottom of the column, a plate is welded. Onto this plate, the beams can be connected.

Step 2:

In the second step, the bottom beams are connected to the columns. This connection is welded to increase stability. Furthermore, by welding the connection instead of bolting it, the dimension of one module is fixed. Hereby, deviations in the dimension of a module are decreased.

Step 3:

In step 3 the flooring is placed on top of the bottom beams. For the flooring, a pre-fabricated concrete floor slab is used. This floor slab can also be produced in the factory. Here, the production can be monitored nicely, and therefore, the concrete quality is high. By spanning the floor in all 4 directions, the thickness is relatively small.

Step 4:

The top beams are connected to the columns as well. This connection is also welded for the same reasons as explained in step 2. The dimension of these beams is smaller compared to the bottom beams because the structural role is less important. These beams should be able to carry the ceiling and perhaps some internal walls. After this step, the basic module is created.

Façade:

Units placed at the façade look a bit different. Wind load, coming from the façade should be translated to the flooring, bottom beams and columns. To be able to do this, additional columns are added. Hereby the façade can be attached to 4 columns in total. If a unit is placed at a corner, the additional beams are placed twice. Hereby, the façade can be attached to two different sides of the unit.

Finishing:

The finishing of the unit differs a lot. The finishing is dependent on the design. In the image, and example is shown of what one module could look like in the final stage. Walls can be placed at different locations, and don’t necessarily need to be applied over the entire length. In the picture, the ceiling is not shown.

Between the ceiling and the floor of a module on top of it, there is plenty of room to place piping, electricity, etc. In the bottom beams, holes will be made in the middle of the span to make sure that the piping can reach all units. All by all, the finishing of one module has a lot of freedom, and so a lot of freedom in design is obtained.

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Step 1

Step 2

Step 3

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Step 4

Faรงade unit

Finished unit

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Structural Design In the design phase of the project, there is chosen to design the building with modules of 5m x 5m x 3m. These modules should be structurally safe on themselves, but should also be able to work as a whole system in the entire building. During transport, specific loads occur. That’s why these modules should be stable and strong enough to carry all these loads by themselves. When they are eventually placed in the skyscraper, the modules should work together to be able to carry all the loads that are applied onto the entire building. Furthermore, the modules should be able to be put in place fast and efficiently, while still be able to transfer all the loads to surrounding modules inside the building. All these boundary conditions make it a very challenging structural design.

The most important forces in a building that is 220 meters in height are the axial loads. The axial loads will become significantly large around ground level. Most of these axial forces emanate from the self-weight of the skyscraper. On top of that, the wind load creates a momental force at ground level that can be translated into additional axial forces. These combined forces will be carried by the columns inside the modules. That’s the reason why the columns of the modules should be well designed, whereas these are the most important structural aspects of the skyscraper.

Horizontal forces emanated from wind loads will all be carried by the concrete core in the building. This concrete core will assure stability.

However, this means that additional attention should be paid to the connection between the Figure 3 Sketch of the structural system of the building modules and the core to make sure that the modules are able to impose the horizontal forces onto the core.

Overall, the structural system of the skyscraper can be seen as a central concrete core with a steel frame, consisting of separate modules, Figure 3.

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Known These factors are needed for the hand calculations: Building length: Building width: Building height: Unit length: Unit width: Unit height: Unit area: Amount of floors: Columns in length: Columns in width: Columns per floor: Steel quality S355: Weight concrete:

50 50 220 5 5 5 25 72 11 11 121 355 2400

m m m m m m m2 fl. pc. pc. pc.

N/mm2 kg/m3

Hand calculations: As mentioned before, the most important structural aspect that should be calculated, to make sure the modular system is structurally safe, are the columns. These columns should be designed to be able to carry the significantly large axial forces at ground level and to be able to connect separate modules in an easy, fast and efficient manner.

First, all the loads are concerned. Three loads should be considered to calculate the axial load in the bottom column; wind load, dead load, and live load. For these three loads, the following numbers are considered: Wind load:

2,0

Dead load:

3,6

Live load:

1,0

đ?‘˜đ?‘ đ?‘š đ?‘˜đ?‘ đ?‘š đ?‘˜đ?‘ đ?‘š

The wind load and live load are given. The dead load is calculated based upon the weight of the flooring. For the floor, there is chosen to work with concrete slabs. These slabs are just homogeneous concrete floors, that can be produced in a factory. The span of these floors is 5m x 5m. Looking into the rules of thumb it can be stated that these concrete slab floors normally have a width/length ratio of 1/35. The thickness of the floor therefore becomes: đ?‘Ą=

� 5000 �� = = 142,9 �� → 150 �� 35 35

The thickness of the floor is 150 mm. Taking an average weight of 2400 kg/m3 the total amount of weight per m2 is: đ?‘ž = 0,150 đ?‘š ∗ 2400

đ?‘˜đ?‘” đ?‘˜đ?‘” đ?‘˜đ?‘ = 360 2 = 3,6 2 3 đ?‘š đ?‘š đ?‘š 19

Each column has to carry an area of 25 m2 of flooring. The bottom column, therefore, need to carry; 72 x 25 m2 = 1800 m2 The total load from flooring that has to be carried by 1 bottom column is a combination of the dead load and live load: đ??šđ?‘“đ?‘™ = 1,2 ∗ 1800đ?‘š2 ∗ 3,6

đ?‘˜đ?‘ đ?‘˜đ?‘ 2 + 1,5 ∗ 1800đ?‘š ∗ 1,0 = 10476 đ?‘˜đ?‘ đ?‘š2 đ?‘š2

On top of this, the axial force due to the wind load should be calculated. Per meter the wind load is: 2,0

đ?‘˜đ?‘ đ?‘˜đ?‘ ∗ 50 đ?‘š = 100 đ?‘š2 đ?‘š

This results in a momental force at the bottom of: 1 1 đ?‘˜đ?‘ ∗ đ?‘ž ∗ đ?‘™ 2 = ∗ 100 ∗ 220 đ?‘š ∗ 220 đ?‘š = 2,42 ∗ 106 đ?‘˜đ?‘ đ?‘š 2 2 đ?‘š We assume that this load is carried by the outer columns, which are 50 m separated. This results in an axial force of: 2,24 ∗ 106 đ?‘˜đ?‘ đ?‘š = 48,4 ∗ 103 đ?‘˜đ?‘ 50 đ?‘š The outer row of columns consists out of 11 columns, the axial force per column is: 48,4 ∗ 103 đ?‘˜đ?‘ = 4400 đ?‘˜đ?‘ 11 The axial force that is applied onto the columns as a result of the flooring is significantly larger than the axial force due to the wind load. Hereby, tension forces due to wind can be neglected.

The maximum force that can occur in a column is these two forces combined: 10476 đ?‘˜đ?‘ + 4400 đ?‘˜đ?‘ = 14876 đ?‘˜đ?‘ By using S355 as material, the amount of area needed in a column is: 14876 ∗ 103 đ?‘ = 41904 đ?‘šđ?‘š2 đ?‘ 355 đ?‘šđ?‘š2 However, this area is needed for an entire column. In the building, one column exists out of 4 smaller ones. These 4 smaller columns are the 4 corners of one module. That is the reason that one column of one module at ground level needs an area of: 41904 đ?‘šđ?‘š = 10476 đ?‘šđ?‘š 4

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The second step is to decide which profile to work with. The shape of the profile is rather important in this project because the connection between different modules is a key aspect of the design. On-site, the horizontal connection between two modules should be made quickly. Additionally, the modules should be easy to be stacked on top of each other. Because the connection is very important, there has been chosen to work with equilateral L-shaped profiles. Hereby, all the flanges are easily accessible, and several columns can easily be bolted together. The biggest equilateral L-shaped profile on the market has a length and width of 200 mm. Throughout the entire building this measurement is used so that the module has similar dimensions on every floor. However, to decrease the amount of steel, the thickness of the profile can be reduced. As discussed before, the biggest axial forces can be found at ground level. With an increase of height, the axial force reduces. This means that after several floors, the thickness of the profile will be reduced. The thickness of the basic profile is calculated at 28 mm, and with every step the thickness can be decreased with 4 mm, with a minimum of 16 mm. What also needs to be considered, is that at the location of a column, there are actually 4 columns present. A sketch of the cross-section of a column can be seen in Fout! Verwijzingsbron niet gevonden.. In this sketch, a thickness of 28 mm is taken.

Throughout the height of the building, the thickness changes and the cross-section as well.

From the cross-section, it is clear that all separate modules can be connected easily. All the flanges are easily accessible and can be bolted to each other throughout the entire length.

As can be seen in

Table 1, the profile with a thickness of 28 mm has 60 mm2 too little area, however, this is a difference of 0,6%, which can be neglected in this stage of design.

The columns are the most important structural aspect and carry almost all the forces, but there are also different members in a module, namely, the beams. The beams are not a crucial aspect in the structural design. There are two different beams, the ones at the bottom of a module, and the ones at the top. The bottom ones only need to be able to carry the floor and make sure the module is stable during transport, where the top ones only need to be able to carry the roof and also make sure the module is stable during transport. .

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Figure 4 Cross-section the connection between 4 separate modules

Table 1 Thickness of profile changes according to the height of the building

Floors

Width & length profile (mm)

0–9 10 – 19 20 – 29 30 - 72

200 x 200 200 x 200 200 x 200 200 x 200

Thickness profile (mm) 28 24 20 16

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Area profile (mm2)

Area needed (mm2)

10416 9024 7600 6144

10476 9021 7566 6111

Calculation of the bottom beams: In practice, the floor span in all 4 directions, to make the calculation a bit easier and safer, it is assumed that the flooring spans only in 2 directions. Each beam has to carry a line load of: 1 đ?‘˜đ?‘ đ?‘˜đ?‘ đ?‘˜đ?‘ đ?‘˜đ?‘ ∗ đ?‘™ ∗ (1,2 ∗ 3,6 2 + 1,5 ∗ 1,0 2 ) = 2,5 đ?‘š ∗ 5,82 2 = 14,55 2 đ?‘š đ?‘š đ?‘š đ?‘š This results in a moment in the middle of the beam of: đ?‘€=

1 1 đ?‘˜đ?‘ ∗ đ?‘ž ∗ đ?‘™ 2 = ∗ 14,55 2 ∗ 52 đ?‘š = 45,47 đ?‘˜đ?‘ đ?‘š 8 8 đ?‘š

For the beams, S235 is used. This results in a necessary Wy of: đ?‘Šđ?‘Ś,đ?‘’đ?‘™ =

45,47 ∗ 106 đ?‘ đ?‘šđ?‘š = 193,5 ∗ 103 đ?‘šđ?‘š3 đ?‘ 235 đ?‘šđ?‘š2

For this Wy, a HEA160 is sufficient.

There has been chosen for an HEA profile because the beam will also have to carry some axial loading due to wind. A HEA-profile will not buckle easily. Furthermore, in the middle of the span of the beams, a hole will be made for piping, electricity-cables, etc. In the middle, the shear force is close to zero, and that’s why it is possible to remove some material from the web of the beam. At this location, the momental force is relatively high, but this force is carried in the flanges of the profile.

The beams that carry the roof don’t have to be calculated in this phase of design. However, these profiles should be practical. A roof and/or an internal wall should easily be connected to this profile. An L-shaped profile is therefore chosen. For the width, the same dimension is chosen as the width of the HEA160, namely 160mm. This makes stacking the modules easier.

The smallest profile in the market with this width is 160mm x 80mm x 10mm.

The connection between the columns and the beams should be stiff to increase the stability.

That’s why there is chosen to weld these connections. At the bottom and top of the columns, a plate is welded, and onto these plates the beam is welded. Hereby, a stiff box is obtained. A scheme of how a module is built up can be found on pages 16 & 17.

The structure on a larger scale: To globally see how the structure of the entire building behaves, an RFEM-model has been made. This model shows how the modules work together to carry the horizontal loads to the concrete core, which provides stability. Only one half of the building has been drawn to simplify the principle. The connection between all elements is hinged, as well for the supports. On each floor a line-load is applied and on the entire façade a wind load. The core is made of concrete, with a width of 10m and a thickness of 750mm. After calculation, the deflections can be visualized easily, Figure . With this fast calculation, the entire building has a horizontal deflection of 305 mm. With a height of 220.000mm, the amount of 305mm is almost neglectable. Hereby, we can conclude that the structural system works as intended. In a later stage of the project, the calculations should be elaborated further, to guaranty safety.

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Figure 5 RFEM-calculation of the building

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Building Method Introduction of units The structure and features of the modular units are described in another chapter, however the dimensions of the unit influence the building method. So for the reason, it is shortly explained how these dimensions were established. The first reason is the presence of the channel, this is a huge opportunity to create bigger sized units since transport by ship can fit much larger units than transport by truck. Besides the fact that bigger units mean fewer units to create the same building, the main reasoning for the five by five units is the freedom it creates for the layout and interior of the building. Since the units are five by five it doesn’t matter if they need to be rotated 90 degrees or 270 degrees since it’s a square and this way it will always fit in the grid. The size of the units will decide the column grid within the building, and we wanted to create a feeling of space for the future residents and be able to create spatially area’s within the building, this would not be possible with smaller units. The number of columns will highly increase when choosing for smaller units for example when taking four by four units the number of columns will increase with 44%! (see Figure 6) So this has a major influence on the experience and the field of view for future users. Thereby comes the fact that it is most efficient to use one size unit for the whole tower, so it’s not possible to create larger area’s or spaces with the building (what normally would be possible when building a tower traditionally) since you have to work with the building blocks available.

Figure 6 The difference in the number of columns when using a smaller unit (own source).

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Production of units During the meetings with the Willem van Dijk it became clear that ‘’our’’ company is already well established in this sector, so the production of the units itself is already known and doesn’t have to be worked out in detail. However, there are some points that should be noted about the production of units. First of all the production speed of the units, once the phase of placing the units will start the factory will need to supply 48 units every working day.

Since it’s possible to start with the production of the units during the design process, it is possible to stack up enough units keep up with the demand of the construction site. To get an idea about how many units need to be produced every hour by the factory the following table is made. The production numbers are very high so it’s key to keep the production process of the units as simple as possible. Although we don’t look further in this process it’s is important to know what is asked of the producer when having this tight construction schedule. A specific requirement for our factory would be the location near the water since we ship our units by using inland vessels. In table 2 are the production rate of the factory shown according to the shift per working day.

Table 2 Production of units according to shifts per day

Available production days 295 days 295 days 295 days 295 days

Total units 8.128 8.128 8.128 8.128

Shift per working day (shift being 8 hours) 1 1.25 1.5 2.0

Total production of units per hour for the whole factory 3,44 units/hour 2,76 units/hour 2,30 units/hour 1,73 units/hour

Casted concrete core The tower will have one core, it will be located in the middle of the floorplan of the building upwards of the 3rd floor. This is because from the 4th floor the cantilever of 10 meters at the west side of the tower will start, from that point the floors will be 60 x 50 meters (4 and above) instead of 50 x 50 meters (floor 1,2, and 3). The realization of the high-rise can immediately start with constructing the core since the foundation is already finished. Only some small preparation works, like getting the construction site services in place. The core will be constructed on the traditional way, it will be of poured concrete with a movable formwork that will move up with the core itself. The cranes will be attached to the core and will also increase in height according to the height of the core. Once the core reaches floor 26

Figure 7 source: https://www.peri.com/en/products/civil-engineeringsolutions/climbing-systems/acs-self-climbingsystem.html

20 (after 20 working days) the cranes will start with placing the units.

The system used for the construction needs to be as independent as possible, this is because the cranes will barely have time to help the construction of the core. The cranes have a tight schedule for placing the units, so the more independent the core framework is the more valuable crane time will be saved. The system used for the core is the ACS Self-Climbing System from PERI, this system has besides the independency two other advantages, being weather independency and providing a stable working place for the assisting workers. The specification of this system can be found in appendix 1 PERI-ACS-Core-400. The reasoning for the poured concrete core will be explained in the discussion. This system is able to produce one level a day, so in total it will take 73 days to finish the core.

To calculate the number of working hours that are needed to operate the framework and construct the core the number of needed workers is estimated. Costing 45 €/h for 10 hours per day for 73 days, one worker for the core will cost € 32.850. In total 10 workers are estimated.

Placement of units The schedule of placing the units is a well excogitate plan and has to be realistic and one hundred percent trustworthy to even have a chance of succeeding in the tight development schedule of the project. This stage of the project is by far the most time consuming and challenging part of the realization of the project. The method used is in-depth explained in the chapter ‘’cranes’’.

Finishing the inside of the tower After two weeks of placing units, the first floors will become available to start being finished off the inside. All the facades and internal walls will already in the units as well as most of the pining and airways, however these will still need to be connected to each other. All of the interiors will still need to be installed, most of the work can be done at the same time. It will still take many working hours to get it done, this is why it will start as early as physically possible. When the last unit is placed there is time needed to finish the last units, since that phase started last. The number of days needed to finish the tower is estimated at 15 working days.

Construction site plan The space for the construction site is very limited because of the high density of buildings and the high percentage of building itself of the construction area. Figure 7 shows the construction site plan from above, a couple of features have to be explained. First of all the claimed road area, the originally available strips of land at the south and north side were practically unusable because of the narrowness. For this reason a piece of the road is being claimed during the construction phase, the traffic will be ruled by two red lights guiding the traffic. This is of course not desirable but we think it is needed in order to have some room to work with. The construction road for the few trucks that will deliver goods is located along the east side of the building since it can drive in one way and the other way out is doesn’t have to turn to make it very practical.

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It is also important to mention the gained area in the channel. This is used as storage for the units, it offers space for 48 units (amount used in one day).

This area will be removed after construction has finished, so the channel is back the original state. This is done before at the Zuid-as, as is shown in Figure 8 Although our situation is slightly different since it still needs to be possible for ships to pass the channel.

The few things that can be placed at the construction site are two construction site offices, some containers for Figure 8 source: Google maps minimum waste material that will be produced during the construction, a technical unit for generating electricity, etc. and storage room for construction/interior good and at least some room to park a car. Of course won’t be there enough place for all the workers' vehicles however some higher functions will have access to this parking. All the other workers will be brought with some kind of shuttle bus to the construction area. In figure 10 and 11 3d drawings are shown, that have been made to really give a good visualization of how the construction site would look.

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Figure 9 2D drawing of the construction-site (own source)

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Figure 10 3D-render (1) of the construction site (own source).

Figure 11 3D-render (2) of the construction site (own source)

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Innovative system The positioning of the four tower cranes will be further elaborated in chapter ‘cranes’, however, the innovative system is implemented because not all cranes are able to reach the storage of the units. In order to make the system work in an efficient way an innovative solution had to be found. An option could have been placing Figure 12 trolley system (source: https://www.chinarailcart.com/products/trailingcable-power-transfer-trolley.html) an extra crane to put the units within the reach of all the four cranes. However this would create even more overlap between all the cranes and making movement even harder to plan out, it would also be hard to supply four cranes with one crane. So this solution was not sufficient enough to be implemented.

After some brainstorming, the group thought of a cart system that would be able to move the units over the construction site. This would be the best solution because it can work all by itself and doesn’t intervene with the cranes since it moves at ground floor level. After looking for systems like this used in the construction sector a Chinese system was found (see figure 12), which was mainly used for factory production lines. However, it could also be implemented is our construction system with a bit of creative thinking. Since this is a new system in the construction sector we really wanted to work it out properly to show the effectiveness and the advantages of the system and prove that it would work.

Figure 13 Cart system at the corners (own source).

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The cart system itself is pretty straight forward, a rail track will be placed in the area the units need to be moved (showed in figure 13). Since the units are five by five meter it is chosen to place a double rail track, this way the carts and the rails are able to carry the heavy load of 2 stacked units. The only issue this system has is making corners since the wheels cannot turn and arc’s in the rail take a lot of space to turn 180 degrees. To make sure the units on the carts can drive the whole path a solution had to be found at the corners. In figure 13, the solution is shown, a second rail is placed slightly lower than main rail. On this second rail two carts are attached to each other and on this a rail in the same direction as than upper rail is placed. In the figure the red units can drive on this cart than in will move down. Since the red units are gone from their original place all the units behind can shift up one place, now the blue unit will also shift one place to the right making room for the red unit to move back on the main track. The shifting of the system is fully shown in with 3d images in Appendix 2 Innovative Cart system The costs of this have to be fully guesstimated since it’s very hard to find realistic numbers.

Seen the specific use of the system it is most likely to assume that the system will have to be bought by the contractor and cannot be rented. It will include the installation and disassembly costs, purchase costs as well as operating costs. This is estimated to be in total €4.000.000,-.

The reasoning for designing the crane plan When designing the crane plan a lot of features have to be taken into account. The following point tries to cover most of these features: •

•

•

(number of cranes) The more cranes can work at the construction site the faster the building will be finished. The building only consists of units (besides the concrete core) every unit will have to be placed by a crane. Logically a crane can only place one unit at a time since the available time to construct the whole building is limited to 236 calendar days, time is our biggest ‘’enemy’’, for this reason we want as many cranes as possible. (placement) You want the cranes at the core of the building, this is for two reasons, first, you want the cranes to increase in height according to the height of the building, therefore, you increase the height of the cranes while building the tower. You also want the cranes to be the highest part of the construction site, otherwise it’s not possible for the cranes to turn freely.

The highest part of the building itself during construction is the core. So it’s best build the cranes attached to the core, this way they gain a lot of strength of this concrete core, so the crane themselves can be lighter.

(Covering area) Another important feature is that the covering area (reach when placing the unit is shown in figure 14 of the cranes don’t overlap too much. Because overlapping areas can create a lot of problems since the cranes will most likely have the same height and would not be able to enter this area at the same time. By making a good planning of the unit placement, the overlapping areas can be managed in a proper that they don’t interfere.

However planning can always change because of unforeseen reasons/problems at the construction. So making sure the overlapping area is as minimum as possible will be the most convenient. The left situation shows the cranes placed in the middle of the core-sides and the corresponding needed area. The right situation shows the cranes placed on the corners of the 32

core and the corresponding needed area. It is assumed that the cranes have a fixed horizontal reach, the left positioning of the cranes has way less overlapping area as the picture clearly indicates. So it will be tried to realize this positioning as much as possible.

Figure 14 reach- and covering area of the cranes, left shows cranes placed at middle of core-sides, right shows cranes placed at corners of the core (own source).

•

•

•

(Reaching storage) The reach of the cranes shown in figure 12 is only based on the minimum that is needed to place the outer corner units. However, at this point, the cranes would not be able to pick up the units from the storage place. Increasing the reach of the cranes is not a solution because it will only work for the blue crane. The red and green crane is simple on the wrong side of the core, and further increasing the orange crane is not possible since it would collide with the south building. To solve this problem a different type of crane will be used and an innovative system, both are described later in this chapter.

(Crane movements) Another issue is getting the units off the ship and on the storage system, the current cranes are not able to reach it. Now an extra crane could be placed to only unload the ship and place the units within the reach off all the cranes, however this way four cranes need to be supplied by one crane, this would slow down the whole process. Thereby it would significantly increase the movements need to get one unit from the factory into the building.

Since every unit will have to be moved four times by a crane before it’s in place (Factory → ship → storage → within reach crane → placed in the building). Movement costs time and money and so this has to be kept as long as possible. (building speed) Another important feature of the cranes it that they all have to build at the same speed because floors need to be fully finished before they can mechanically work as a whole. So it needs to be avoided that different areas of the building increase faster in height than others. It would also be very inefficient if certain cranes have to stop building because they need to wait for other cranes to finish their part, this would be a waste of money and time. This can be realized if all the cranes are able to one place unit within the same amount of time and have to place the same amount of units per floor. This is already dived in four even parts as is shown in Figure 12 (28 per crane per floor),

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Choice of cranes type In most of the building projects within the Netherlands, regular construction cranes (cranes with a fixed length of the ‘’arm’’) are being used. However these cranes will not fit the requirements needed for the system used in the construction of this tower. When searching for an alternative the Shanghai tower was found, these tower-cranes seemed to perfectly fit within our system. In the shanghai tower project the cranes were also placed in the middle of the core-sides, which gave us the indication that this is indeed the most efficient location. The cranes of the Shanghai Tower are shown in Figure 15 .

A huge advantage of these cranes is that it is possible the pull up the horizontal arm and decrease radius of the cranes.

This way it can fit between the high Figure 15 Tower-Cranes attached to core, during construction of buildings surrounding the construction Shanghai tower (source: area, but maintain the high reach of the http://www.thehansontwosome.com/Shanghai/SusansBlog/Shan ghaiTower.html) crane. Thereby, this crane can easily increase its height all by itself. Given the fact that the units are five by five meters and weight up to 11 tons the cranes need to be very heavy ones as well, and tower cranes have a very high capacity at the max length. To make sure the cranes will fit when being placed around the core and won’t intervene with each other a specific model has been searched so it’s dimension could be fitted in the 3d model.

The TEREX CTL 650F-45 suits this project best, the load capacity of this crane type is shown in figure 16. This shows that the maximum weight of 11 tons at a length of 50 meters is within the reach of the tower crane. All the other specifications can be found in Appendix 3 ctl-650.

Figure 16 Load capacity of the TEREX CTL 650F-45 (source: https://www.terex.com/cranes/en/product/luffing-jib-towercranes/ctl-650f-45)

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Crane plan The final crane plan is visualized in figure 17 and 18, the position of the crane changed a bit since the last sketch, this is because the cranes are placed outside the core, so they use the area of one unit. At the end of the construction phase when the cranes are being dismantled the openings will be filled up, but this is not a big problem because this will only be hallway areas of the tower. So the position and type of cranes are determined and also the place where each crane picks up the units.

Now, the time for each crane to get one unit in place will be calculated according to the available time. Since the gross floor area is known, the time needed to ship one module per crane can be calculated. The workable days can be calculated when subtracting the weekend days and the days needed for the other phases of the total calendar days.

Figure 27 Crane plan (own source)

28,6% of the days are weekend days so in total 67 this leaves 169 days. The core will need a head start of 20 days including the set-up of the construction site and the finishing takes 15 days after the last unit is placed, so in total 134 workable days are left. In the following table the time for one crane to place one unit is calculated according to the number of shifts, this was the only not fixed number in this stage of the planning. Of course, it will be hard to work 16 hours a day considering the strict requirements of the municipality when working outside of the regular working hours. However, if it would be the only realistic option, then a solution should be found to place units without causing nuisance to the surroundings or the workable days can be increased by working during the weekends.

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Figure 38 3D render of the crane plan including the pick-up point of the units (own source).

The contractor preferably works the most hours a day so there is more time available for one unit to be placed, contradictory to this are the wishes of the surroundings who prefer to experience the least amount of nuisance. So a consideration has to be made between the number of workable hours that still give a realistic time per unit to be placed. Table 3 shows the available time for each crane to place one unit according to the number of shifts. Taking into account the received feedback from Willem van Dijk we concluded that 31 minutes per unit would be reasonable and if this eventually turns out to be too tight of a schedule the switch to 1.25 shifts per day can be made. The units can be picked up at the same spot and the units are designed to be installed very fast using a bolting system. This makes the installation of the units very sufficient. The gross floor area per crane shift turns out pretty high but this partially thanks to the measurements of the unit being 5 x 5 meters giving them a gross floor surface of 25 m2.

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Table 3 Overview Gross Floor Area Per Crane Shift (own source).

Number Total of units cranes 4 8.128

Total units per crane 2.032

Workable Number of days Shifts (8 hours per shift) 134 1

4

8.128 2.032

134

1.25

4

8.128 2.032

134

1.5

4

8.128 2.032

134

2

Time for one crane to place one unit

GFAPCS*

1,90 units/hour 31 minutes/unit 1,52 units/hour 40 minutes/unit 1,27 units/hour 47 minutes/unit 0,95 units/hour 63 minutes/unit

380 m2 304 m2 254 m2 190 m2

Crane cost The exact cost of this specific model is hard to find, however a lighter model of the same brand has been found, this is via an American company so the prices will probably be slightly different in the Netherlands/Europe. The costs are shown in table 4 To compare it with the model which is needed. The total costs of renting the cranes are pretty low but it’s mainly because of the short renting period because the project has such tight construction planning.

Table 4 Cost indication crane Source: https://science.howstuffworks.com/transport/engines-equipment/tower-crane5.htm https://www.rentalyard.com/listings/construction-equipment/for-rent/31241357/2015-terex-ctl430-24 *are guesstimates according to known numbers

Model 2015 Terex CTL430-24 2015 Terex CTL650-45

2015 Terex CTL650-45

Rent per month $30.000

Jib Radius

Max capacity

60 meters

Max tip Capacity 5.500 kg

24.000 kg

Installation and disassembly $60.000

*$40.000

65 meters

7.000 kg

45.000 kg

*$80.000

Number of cranes

Months

Monthly costs

Total rental costs cranes

4

8

$160.000

Installation and disassembly $320.000

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$1.600.000 = € €1.450.000

Logistics by ship To units will be transported from the factory to the construction area by inland-vessels, there are two main reasons for this (apart from the architectural reason mentioned in ‘the introduction of units’). The first reason is the exceptional opportunity. Not all areas have a channel next to it which can be used by in-vessel ships, this opportunity should be used to the fullest advantage for the project. Of course one could say that the future destination of the units could be at a place not located near the water. This is partially true because if it is for some reason it’s really needed to transport the 5 meter wide units by truck it can be done using exceptional transport. Besides the fact that shipping a 220-meter high-rise building out of the most popular area in the Netherlands by road and then rebuilding it at a different area would defeat the whole point circularity (also discussed in the discussion). However we would say since our company is well established in this sector and builds more unit-based buildings than the one we are developing, these specific model units have the boundary condition that they need to be transported by ship. This, of course, limits the future locations, however this will save a lot of CO2 emissions and save a lot of truck movements which will decrease the traffic pressure of the Dutch road system.

Making this model unit (high-rise) one of the most environmentally friendly units the company offers. The fact that there will be future locations that won’t be located near the water is no problem because the company will have other model units that will be usable in these locations, however these will be less environmentally friendly. The company would, of course, offer multiple products (also smaller units that are able to be transported by truck) and will find the one that is most suitable for the desired project. Since this project offers the opportunity to transport the units by ship, the most environmentally friendly units will be chosen.

Shipping the units by ship has two main advantages compared to transporting by truck. First is the size ‘’freedom’’ ships are able to transport much bigger units than trucks. The bigger the units the less there have to be placed in order to construct the full tower, this saves valuable crane time and movements. Secondly the emission of CO2 is heavily reduced when using ships since ships are always preferred when shipping bulk goods if it’s possible. Only one ship a day is needed to supply the construction site compared to sixteen exceptional trucks each day. Also taking into account that a factory of the size needed to produce the huge amount of units won’t be located anywhere near Amsterdam or even in the Randstad. A good example is the transport of shipping containers these are if possible always transported by ship because it's way more efficient.

The costs for the shipment are calculated as follows; every unit has the size of 1,5 tue, meaning that with 8128 units, a total of 12.192 tue’s need to be shipped. The distance the units need to be shipped is unknown since the location of the factory is unknown. However to make a realistic estimation the distance is estimated to be about 1,5 times the distance of Rotterdam and Tilburg. According to the following source (bureauvoorlichtingbinnenvaart, 2006) the costs are calculated. Since the current market is ‘’booming’’ 20% is added to the price, making the total costs 12.192 x (170 x 1,5 x 1.2) = € 3.730.752,38

Logistics by road Even though the units will be shipped over the channel, there will always take the logistics place by road. In this project the tools and services on the construction site will be delivered by tracks. The trucks can enter the construction site by the one-way road (is already shown in ‘construction site plan’). Also the concrete needed to construct the core of the high-rise will be supplied by truck as well as all the materials and interior to finish the inside of the highrise. This will add up to a lot of traffic which will all take place during the placement of the units since most of the developments take place at the same time in order to finish it within the tight schedule.

This once again shows the advantage of shipping the units via the channel, because if the units were also transported by truck, then the number of trucks that would need to be unloaded every working day could easily add up to 20 or even more. This would cause a logistic nightmare in a construction area this small and located in the ‘middle’ of a city.

The total amount of trucks that will need to supply all the materials to finish the building are estimated to be on an average one for every two apartments seen the fact that the apartments are fairly small. Having around the 1.800 apartment this would result in 900 trucks, the cost per truck is again dependent on the distance it has to travel. This is guessed to be 200 kilometers in total, a truck costing around €1,50 per kilometer. This makes a total cost of € 270.000,-.

Logistics on-site The on-site logistics are mainly the cranes placing the unit, cart system moving the units, ships being unloaded and trucks driving over the construction road. There won’t be any room for other logistics taking place on the construction site other than some workers moving around.

Process and planning The assignment states that there are 236 workable days available to finish the tower of 220 meters high. This is very little time compared to most projects this size in the Netherlands, for this reason it’s important to think out of the box and come up with innovative ideas. Even if the workable hours per day and the number of workers would be increased significantly the traditional building methods will still not be able to get it done within the time (especially seen the strict safety requirements in the Netherlands). The construction roughly consists of three main phases, construction of the core, placing the units and finishing the inside of the building. To maximize the efficiency these developments will be started closely after the phase before is started.

For the design phase, the assignment states that there are 270 workable days available after being awarded with the project. During this phase the whole project will be worked out in detail and all calculations are being made to avoid changes and problems during the construction. The construction of the units will be done in a separate factory not located at or near the project area. The factory needs to at least meet one condition, it has to located at a waterway suitable for inland vessels. The total amount of units that need to be produced is around 8.128, this is a huge job by itself. The factory itself doesn’t have very high technical 39

requirements since the production of the units will mainly consist of assembling steel profiles and placing prefab concrete floors. The production of the units will already start during the design phase since it will be needed to have a head start on the actual construction of the tower to be able to keep up with the fast and tight delivery of units to the project.

Planning of construction phases Simple planning of the period after rewarding has been made, this is to get an idea about the available time and the simultaneous developments. In figure 19 is the planning showed, it’s also added to appendix 4 Planning Construction Highrise . in table 5 are all the workable day reserved per development showed.

The costs of the design process are calculated as follows, 190 days times 8 hours per day and an engineer costing 70,- €/h. Resulting in one engineer costing €106.400,-, guessed is that a total of 60 engineers will be working on this project results in € 6.384.000,-.

During the assistance phase, a group of 15 engineers will be working on the project resulting in €1.386.000,-. For the architectural design an estimation of € 3.000.000,- has been made, this is a lot, this is because the constructed Highrise is made up out of modular units. This requires a different way of designing a building and will cost the architectural firm more time.

It’s also assumed that the architectural design is done by a famous and experienced architectural firm.

For all the workers on the construction site and producing the units, a price of 45 €/h is calculated. It is assumed that every unit produced in the factory will take about 60 hours to finish a unit. This results in a total of 8.128 x 60 = 487.680 man-hours, this is a lot but the units build up out of many parts and will already have all the internal walls and façade in it.

This also includes the cost of running the factory itself. 487.680 x 45 = € 21.945.600.

The placement of the units will take 13 workers for each crane placing the units. Resulting in a total of 52 (workers) x 10 (hours) x 134 (days) x € 45,- = € 3.135.600.

The finishing of the inside of the building will cost a lot of hours since the installation of all the MEP (already inside the units, but still need to be connected, etc.), kitchens, bathrooms, etc are labor-intensive activities. This is estimated to by taking an average per apartment of 120 hours (bigger apartment are multiplied by 3 to take into account the more work needed to finish them) this is taken pretty high since it also includes all the community space that has to be finished. Total apartments are 1548 (small) + 240 (big) x 3 = 2.268 ‘apartments’, resulting in 2.268 x 120 x 55€/h (prince increased a bit, since this is higher paid work compared to a construction worker) = €14.968.800,Table 5 Table of workable days for each development (own source).

Development In-depth Production Engineering Construction Placing Finalizing Engineering of units assistance of core Units Building Workable 190 295 165 73 134 139 days

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Figure 49 Planning of construction Highrise (used software GANTTPRO).

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BREEAM Building Design From the beginning of designing sustainability was an important aspect as it creates value and is often a requirement of the client. Most of the sustainable aspects are not necessarily a result of BREEAM as they were goals from the beginning but the implantation of some of the goals has been influenced by BREEAM. As a certain score is expected, the ‘excellent’ score, in this case, an analysis must be made on the BREEAM credits to see which aspects might be forgotten and decisions must be made on which aspects a good score must be achieved. As the project is still only in a LOD 200 phase a lot of assumptions must be made on the qualities that are set as goals in this stage. This results some conservative and some ambitious credits which should, ideally, even each other out in the later design phases. This way a more safe approach is taken and the score becomes more realistic to achieve.

One specific design credit that has been implemented into the design is WAT 06 Irrigation. In the first design, a rainwater collecting system is implemented in the architectural concept and will be integrated into the final design. The main goal of collecting rainwater is to provide irrigation to the multiple large communal open green areas that are part of the building over its height. Next to WAT 06 this system also helps to achieve WAT 05 and POL 06, as both these credits require the reuse or storing of waste/rainwater which is done by the system that is incorporated into the design. Therefore incorporating the system to achieve one credit result is probably achieving two more credits making this system a more viable investment.

The system itself is better explained in the architectural design chapter of the report.

Design Phase BREEAM will bring more work into the design and construction phase as there are many factors that would otherwise be neglected as that would be easier. In the design phase many more aspects have to be considered from an early stage to implement the requirements. As BREEAM requires lots of proofing the design of the building must include early implementations of BREEAM credits to have a better chance of achieving these credits. Also more interdisciplinary work must be coordinated as many credits require multiple parties to work together requiring a higher level of management. All this results in an increase in work and planning for the entire design phase.

Construction Phase For the construction phase, BREEAM will mainly impact the building site as most of the construction phase credits are related to an efficient and sustainable construction site. This leads to more planning and logistics to keep the site clean and sort garbage for example. This means more coordination and planning in advance is necessary in order to let everything go according to plan. Also more work is required during the construction as certain rulesets must be followed in order to prove the achieving of the credit.

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Recommendations LOD 200 [Symbol] LOD 300 •

•

•

The energy consumption must be consulted in order to create a realistic picture of the actual energy use of the entire building. Simulations must be done and certain requirements of the façade a structure must be set in order to achieve the wanted score. Especially since ENE 01 can result in many points and a minimum of 6 points is required to even get the Excellent score.

Floorplanning must be worked out further in order to ensure accessibility for disabled people otherwise extra measures have to be taken in order to achieve the points for HEA 05.

The concept of the irrigation system must be worked out such that the system a more than just a concept and should be implemented into the design such that using this system is a viable choice. Especially important as this system can potentially result in multiple credit making it a very valuable asset of the building.

Modular Building modular is very important for the sustainability of the building. Using modules to construct a building will save lots of time during construction and will also ensure higher quality due to fact that assembly is done in a factory where quality control is much easier than on-site due to the available machinery and working space. Using modules will also make the building more circular, which is a very sustainable concept if the modules itself or the elements of the module can be easily removed. This way the modules or elements can be used in a totally different building or even the entire building can be taken apart and rebuild on a different location. This gives the structure and its materials a much longer life and thus reducing any environmental impact. This is very important for sustainability as the production of most materials demands significantly more energy than reusing or recycling the used products. And since there is no infinite amount of resources it is very sustainable to reuse materials or elements or even whole modules.

Planning & Costs BREEAM will initially always cost more and require more planning than building conventionally. However, in the long term it will save money on energy use and keep the value higher along its lifetime. The direct costs will increase due to BREEAM as certain equipment will have to be bought and installed to achieve certain credits, such as solar panels, irrigation systems, and hiring consultants. Also the planning will be more intensive as many of the credits require extra design attention and consulting. This means more people will work on the design and more aspects have to be covered in sometimes the same amount of time as without any BREEAM. Indirect costs will therefore also increase as there will be more labor involving BREEAM such as a BREEAM expert and the extra amount of effort mentioned in the planning, which results in more hours spent on realizing the product. Thus BREEAM will always be an investment in the future quality of the building.

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Financial Bid Direct Construction Costs The direct construction costs of the 220-meter Highrise building are calculated per modular unit. This way the total direct construction cost can be calculated by multiplying the cost of one unit by the number of total units in the building. Then the costs of the core will be added and basically, all the direct costs are included this way. The total costs also include the finishing of the apartments like kitchen and bathroom, this has been calculated according to the number of apartments in the whole tower and the total costs were later divided by the total amount of units to get average costs per unit for the kitchen and bathroom. The core consists of three direct components concrete needed for the core, the elevators in the core and the finishing of the core, for example placing stairs, lighting, floor finishing, etc.

In-direct Construction Costs The indirect costs include basically everything to build the actual Highrise tower of 220 meters except the building materials itself. These costs split up in two totals, one being all the workers that contribute to the construction of the Highrise tower and the production of the units. The other total is all the other costs that are included in the indirect costs, like the logistics, framework and the cranes, etc.

Consultant Costs The costs of the consultant costs are split up in three parts, the first is designing and calculating all the details of the Highrise tower after being awarded with the project. The second part is giving engineering assistance during the construction phase of the Highrise tower. Since the design-phase is not really worked out within this tender document a rough estimation has been made to get an idea about the costs of this part. In the end the initial investment that had to be made in order to make the tender document is added to the consultant costs.

Table 6 Structure of FInal Bid (own source).

Direct Construction Costs Core Concrete Elevators Finishing total Units (8128 p.)

Structure Flooring Walls Façade Sunscreen Bathroom Kitchen

€ 115.126.672

€ 610.000,€ 3.000.000,€ 2.000.000,€ 5.610.000,0 € 4.508,€ 750,€ 1.800,€ 1.140,€ 570,€ 2.410,€ 1.498,44

Ceiling MEP Total of 8128 units In-direct Construction Costs Cranes Construction site Framework core Logistics by Ship Logistics by Truck Cart system total Workers Core Workers Placing Units Workers Production Units Workers Finishing building Total Consultant Costs Engineering design before construction Architectural design Engineering assistance during Construction Cost of Tender Total of direct, indirect and consultancy costs Profit 5 % of the total (excluding risk) Risk/deviation 12,5% of the total costs

Final Bid

€ 500,€ 300,€ 109.516.672,€ 53.479.252 € 1.600.000,€ 1.500.000,€ 2.000.000,€ 3.730.752,€ 270.000,€ 4.000.000,€ 13.100.752,€ 328.500,€ 3.135.600 € 21.945.600 €14.968.800,€ 40.378.500,€ 11.270.000,€ 6.384.000,€ 3.000.000,€1.386.000,-. € 500.000 € 179.875.924

€ 8.993.797,-

€ 23.608.715,€ 212.478.436,-

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Discussion In this discussion, the need, for modular buildings within the Dutch construction sector is discussed. Besides this, the fundamentals in the current construction sector that contributed to the current situation are elaborated. Because it’s always important to keep asking the question why when looking at new trends and not just blindly following the trend just because people say it is the trend and is needed in the future. You got to stay critical about new developments especially if they ask for radical changes just like the modular buildings.

To start off, we take a closer look at the actual so-called advantages of modular buildings. The current assignment asked for a modular Highrise building preferably being 100% modular.

This Highrise is situated at the Zuid-as in Amsterdam. It important to notice that this area is the most wanted and popular spot within the Netherlands for multinationals to have their office. The demand for office/residential space in this area is exploding and far above the supply, making it the most interesting place to construct new Highrise buildings in the Netherlands. So the idea that you would want to build a Highrise building that should have the feature to be taken fully apart and build up again at a different place within the Netherlands (or Europe maybe) is crazy. Because what would be a viable reason to do such thing? Maybe you could say that in the future the Zuid-As is no longer attractive and the building would have more value in a different place. However this would be very unlikely to happen since the developments of the past 200 years show strong urbanization of countries where cities become bigger and bigger because of people moving from rural areas to big cities. Not only does the future proof this, also every future model shows that this trend will keep on going. So with this in your mind its almost impossible to say that a different area within the Netherlands would become way more attractive. Of course the demand for buildings in the Zuid-As can decrease significantly in case of a potential economic crisis, however this would be national/worldwide development, so relatively areas like the Zuid-As will still be more valuable than other areas.

Now you could discuss the change from residential- to office-buildings or the other way around. The past has already proven that this feature would be very useful for a building.

Since the trend of companies going digital decreased the demand for office and shopping areas, while the demand for residential area kept on growing. So a building with the flexibility to change according to the demand would be very sufficient. However this is mostly an internal change of the building, of course it has to be taken into account when initially developing the building. The modular feature would not be needed at al to facilitate the change from office to residential or the other way around.

Now one could say that the modular function would give the possibility to decrease the size of the building according to the need. This may look like a useful and smart feature however this is not the case. Because removing the unit that wouldn’t be needed anymore costs money, so it would only be worth spending money on removing the units if they would have more value in a different area. Again this is very unlikely to be since the current area the ZuidAs will relatively stay one of the most wanted areas (as discussed before). So, in other words, why would you ever want to spend money on moving units to a different place where they are of less value.

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Then there are also practical problems when wanting to deconstruct a modular building, this has to do with the users of the building. If the apartments or office space would be sold after completion, it would be impossible to deconstruct the building, since it has many different owners that all should agree when doing this. But even if all the space would be rented out, it would still be very hard to use the modular function of the building since after a couple of years the expiring date of all the lease contracts would be different. So in order to ‘’move’’ the building contracts have to buy out, costing a lot of money making is even less leasable to make the move.

Then there is another very important fundamental that’s not in line with the concept of modular buildings. This is the fundamental how the world economics work, the whole world economy is based on structural growth. By this I mean growth in population, consummation, production, technology, etc. Now when looking at the basic idea of modular buildings, this being able to move whole buildings to different a place (its nothing more than that because it would naive to think that it would be possible to combine modules of different buildings together into one building).

Now imagine that these modular buildings would already exist for a longer time and most of the current buildings would be modular. Would these buildings help or solve in any way the current problems in the construction sector. The biggest current ‘’problem’’ is the shortage of residential houses. Now it very nice that it would be possible to deconstruct a building (costing money) than moving it to a place where homes are needed (Causing a huge amount of CO2 emission, because of the insane amount of weight that has to be transported) and then eventually ending up within national increase of 0% gained residential area. At this point holes are being filled by digging new holes. So the problem on national scale doesn’t get solved but just gets moved to a different place, because it is not possible to create any new buildings. Now this is the opposite of the consumer-based market, and if this would be the only (or most used) type of buildings the contractors would only be able to deconstruct and construct those buildings, this means way less work and eventually damaging and minimize their own sector.

Then people say that using natural resources is dangerous since they will eventually run out.

Besides the fact that this will still take a very long time to happen, it is a fair point. However modular buildings will not solve this problem at all since again it’s not possible to create more square meters with a modular building compared to a regular building. One could even say that making a modular building costs even more natural resources than creating a regular building since realizing the same amount of strength when having to create a mechanically working whole of individual units costs more resources than the usual none modular system.

The actual solution for this problem would be to create buildings on a material-efficient way which costs fewer resources for the same amount of square meters, this has nothing to do with modularity.

When looking at the bigger picture is easier to understand why certain trends are created within the construction sector. This has to do with the fact that the sector no longer determines its own future. This role has been taken over by the government, this is no surprise since this is by far the biggest customer of the contractors. Some people say that a 47

lot of these developments like modularity, heat pumps but also BREEAM are all marketdriven. However, it is likely to say this isn’t true because these trends/solutions are only a response to forced policies made by the government. If these developments are really market-driven than those policies wouldn’t be needed in the first place. Most of these trends are the result of the government searching for options to fulfill the Paris agreement. Now one of the sectors that are responsible for a lot of waste, nitrogen and carbon dioxide and costs a lot of energy and natural resources if the construction sector. So they think it’s the easiest to gain these reductions by focussing on this sector. However there one big mistake when thinking this way. The fact that the construction sector is one of the biggest polluters doesn’t mean that in this sector the most result can be achieved. Because you got to accept that some sectors are a larger user of resources than other sectors, that has to do with the fundamental of the sector and these fundamentals cannot be changed most of the time. This doesn’t mean we should be looking for better solution etc, however asking for a bigger reduction because you’re a bigger user is just not making any sense at all. The fairest way of reaching certain goals is to ask the same percentage of reduction for every sector and not just looking at the biggest players.

So eventually you can really question the ‘’advantages’’ of modularity and what effect it would have on the market. Thereby it is very important to understand where this development comes from and if they are a real solution to the stated ‘’problem’’.

Despite this discussion being pretty critical about the trend modularity and the way the construction sector is ruled, it is not meant in a negative way, since it’s very interesting and important to talk about these developments and this course gave me a lot more insight about modularity itself and all the features around it. This discussion is written by Rob Peters and is of course based on my way of thinking about the current development/assignment, I do not speak for the whole group since they probably think differently about it. However, including 4 discussions was a bit too much and I preferred to include mine.

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Appendix 1 PERI-ACS-Core-400 See attached PFD-file

49

Appendix 2 Innovative Cart system

50

51

52

Appendix 3 ctl-650f-45-metric-datasheet-(en-fr-de-it-es-pt-ru) See attached PDF-file

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Appendix 4 Planning Construction Highrise See attached PDF-file

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Appendix 5 Detailed calculation of costs units See attached Excel-file

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