Scientific and technical support for the construction of unique projects. Scientific and technical support

Article 23.69. federal body executive power authorized to exercise state control (supervision) over the activities of self-regulatory organizations in the field of engineering surveys, architectural and construction design, construction,

Stadiums being built today in Moscow, Kazan, Sochi, St. Petersburg, Samara, Volgograd, Nizhny Novgorod, Kaliningrad, Saransk, Rostov-on-Don and Yekaterinburg are designed for the most popular game in the world - football. But for us, working on them is far from a game. Our main concern is reliability, functionality and beauty. These three pillars formed the basis of our efforts.

It should be noted that all structures with spans of more than 100 meters and roof cantilevers over the stands of more than 20 meters, according to the Urban Planning Code, are unique structures. The uniqueness of the structure is also determined by the significance of the object: the number of people permanently or temporarily located on its territory, the cost of restoring the structure in the event of an accident.

Innovations on the stream

Most of the stadiums being built for the 2018 World Cup are characterized by constructive innovation, have a catchy appearance, a combination of an optimal and efficient design form, the use of new materials, design and construction methods. In this regard, there are additional requirements for the range and scope of surveys and design work, the manufacture and installation of structures, the rules for their acceptance and operation. When designing such structures, problems arise that go beyond the existing normative documents. The work of the institutes of the Research Center "Construction" is aimed at solving these problems, taking into account the minimization of costs.

Ensuring the reliability of unique objects requires scientific and technical support in their design and construction - a set of works of a scientific-methodical, expert-control, information-analytical and organizational nature.

The main tasks of the institutes of the Research Center "Construction" include the development of "Special Specifications" for design, scientific and technical support at all stages of design, research (if necessary) of the physical model of the structure, testing of complex full-scale units, ensuring the safety of the structure from progressive collapse, support fabrication and installation of structures, monitoring at the stage of construction and operation of the facility.

"Special Specifications" (STU) - norms that contain missing or additional, higher, requirements for the reliability and safety of buildings and structures, reflecting the features of design, construction and operation in relation to a specific unique object. Requirements for the development of STU are an integral part of the project documentation for the facility.

The STU includes a list of forced deviations from the current regulatory documents, a detailed justification for their necessity, and measures to compensate for these deviations for a particular facility. The STU should contain data on the level of design of the main structures, on the application and scope of development and research work, a list of the main regulatory documents required for design.

Support during design

If we talk about stadiums for the World Cup, the institutes of the Research Center "Construction" at the stage of preliminary design conducted a study and analysis of the existing world experience in the construction of similar facilities, the development and scientific justification of new rational options for constructive proposals, making the most of modern achievements in the field of structures and materials.

At the stage of "project" for the adopted technical solutions, schemes with various layouts and locations were studied. load-bearing structures, an analysis of their work as part of the system was carried out with varying geometric and stiffness parameters, individual units and parts were worked out, taking into account various factors.

At the "RD" stage, a study of new design solutions was carried out, recommendations were prepared for their design and optimal parameters of the main elements. Calculation methods have been developed that are not included in the current regulatory and technical documents, simulating the actual operating conditions of the structure, the phased installation sequence, taking into account the actual loads and physical and mechanical properties of the materials used. At the same time, the design schemes included the base, foundations, the framework of the structure and stands, and the spatial coverage.

Verification static and dynamic calculations of the structure in a geometrically nonlinear formulation using modern computer systems, numerical simulation of the operation of individual units and parts were performed. In a number of cases, physical and constructive nonlinearity was taken into account. For structures that directly perceive repetitive vibrational or other types of loads, endurance studies were carried out. Units in which plastic deformations of opposite signs occur (with two possible combinations of design loads and impacts) were subject to additional testing for low-cycle fatigue.

The reliability of design solutions was confirmed by the analysis of design schemes with an assessment of the accepted methods and means of performing calculations, a study of the results of calculations (including verification ones) for the strength and stability of the spatial system of the structure, and a comparison of theoretical data with experimental ones. A multivariate analysis of design and technological indicators of quality and approval of design documentation were carried out.

In regulatory documents, as a rule, there are no data on climatic loads on long-span pavements with a spatial surface shape. For such structures, special recommendations were developed for determining snow and wind loads based on blowing the structure model in a specialized wind tunnel, which makes it possible to simulate actual wind effects.

Simulation of snow transport in a wind tunnel makes it possible to obtain qualitative characteristic possible deposits of snow on coatings of complex shape. Due to the fact that the expected life of such structures is longer than that of ordinary buildings, the calculated climatic loads were taken to be adequate, which leads to the need to increase these loads compared to the current standards.

Possible goals for studying unique structures on physical models include the assessment of the bearing capacity and reliability of structures based on the experimental determination of the stress-strain state; verification of the calculation model and calculation methodology, the validity of the accepted initial assumptions; experimental study of the features of the operation of structures that are difficult to solve by mathematical methods, and therefore a synthesis of theory and experiment is necessary.

Fabrication and installation of structures

The process of scientific and technical support for the manufacture and installation of structures includes a number of tasks. These include the development of "Specifications for the manufacture, installation and acceptance of structures", containing requirements that are not included in the current regulatory and technical documents or regulating higher requirements; development of recommendations for the use of new generation materials with higher performance properties than in the requirements of regulatory documents. In addition, it is also the technical quality control of the materials used, structures at the stage of manufacture and construction, testing and certification of steel products of foreign supply.

The institutes of the Research Center "Construction" have developed recommendations for ensuring the safety of the structure from an avalanche-like (progressive) collapse in case of emergency impacts.

The safety of a specific large-span structure from an avalanche-like (progressive) collapse of structures during emergency impacts is ensured the right choice and the application of one or more of the following measures, in some cases corresponding to a specific emergency effect:

1. Appointment of the necessary reserves of the bearing capacity of the main ("key") structural elements, primarily ensuring the overall stability of the structure.

2. Exclusion or prevention of the danger of emergency effects to which a structure or object may be exposed.

3. The choice of rational design solutions and materials that provide bearing capacity structures.

4. Design of “key” elements to accommodate accidental actions in addition to standard design loads and actions.

5. Monitoring the state of load-bearing structures and organizing proper operation.

At the design stage of large-span structures, it is recommended to consider several interrelated approaches to ensure the safety of structures from avalanche (progressive) collapse under emergency impacts, namely: consequences under various threat scenarios; preventive security measures - reducing the degree of danger of emergency impacts; slowing down the collapse - to provide sufficient time and ways of evacuation from the building after the onset of local damage to the structure.

When making decisions, the following should be taken into account: the causes and type of emergency impacts; possible consequences of an avalanche collapse, including danger to life and injury to people, economic and social losses; the cost and complexity of measures to ensure the safety of structures from avalanche-like (progressive) collapse under emergency impacts.

Increased requirements for the reliability of unique large-span structures determine the need for their control according to their technical condition with the organization of a monitoring system - assessment and forecast of the actual bearing capacity of structures, forecasting on this basis the residual life of the structure, making decisions on extending the period of their trouble-free operation.

Cherry on the cake

At the initial stages of design, the institutes carried out an analysis of various solutions, taking into account all sorts of, often contradictory, factors, in close creative cooperation with leading architects and engineers. In a number of cases, the institutes of JSC "NRC "Construction" in the course of design made proposals for improving decisions taken in order to reduce the estimated cost. So, for example, a stadium in Kaliningrad - reduction of metal consumption for coating from 13,500 to 5,000 tons; stadium in Rostov-on-Don - reduction of metal consumption for coating from 11,000 to 4,500 tons.

As part of the work, in addition to solving the main problem of ensuring an increased level of stadium reliability, Construction Research Center solved the task of reducing the cost of construction while mandatory compliance with FIFA requirements.

The article deals with the issues of organization on a permanent basis of scientific and technical support for design and construction underground structures.

The design and construction of underground structures is a very science-intensive area of ​​technology and production that has existed and developed in our country and abroad for many decades.
This article is of an applied nature, therefore we are interested, first of all, in the problems of the science of underground construction of the modern period and, mainly, in relation to the conditions of our country.

1. SOLUTION OF SCIENTIFIC AND TECHNICAL PROBLEMS OF UNDERGROUND CONSTRUCTION

The variety of underground structures is very large. These are tunnels for various purposes(road, rail, hydrotechnical, municipal, etc.), subways, storage facilities for various purposes, shopping malls and other structures due to the intensification of processes integrated development underground space.

It would probably be justified to take the approach that when a scientific solution is obtained on issues related to the construction of the most technically complex underground structures, this will “automatically” provide a solution to similar issues for simpler underground structures.

In the professional community, there is no doubt that the most complex range of scientific and technical problems we face today is the program for the development of the Moscow Metro. This is due to the pace and volume of design and construction, the complexity of organizing work in urban areas, very unfavorable geology, and a number of other reasons.

It should be noted that Moscow, St. Petersburg, and other cities of the Russian Federation, where large-scale underground construction is being carried out, of course, are not deprived of the attention of science. In the interests of these construction projects (including design work) a large amount of research and development work (R & D) is carried out. The executors of these works are scientific institutions, not only the best in our country, but also world-famous. This is the Mining Institute NUST MISiS (former Moscow State Mining University), Moscow State University Railways (IPSS), Institute of Dynamics of the Geospheres of the Russian Academy of Sciences, Mining Institute of the KSC RAS, TsNIIS (branch: Research Center "Tunnels and Subways"), NIPII "Lenmetrogiprotrans", St. Petersburg State University of Railways, organizations such as NRC OPP JSC "Mosinzhproekt", NRC TA and a number of others. These organizations employ such venerable scientists as N.N. Melnikov, M.G. Zertsalov, B.I. Fedunets, V.A. Garber, K.P. Bezrodny and others. Their contribution to the science of underground construction can hardly be overestimated.

Some scientists, as well as customers, are sincerely confident that the R&D that is being carried out is the scientific and technical support for the design and construction of underground structures. Actually it is not. Those R&D that are currently being carried out and in which high level very urgent scientific and technical problems are solved, they are not scientific and technical support for design and construction, but are local scientific and technical support for solving certain production and technical problems. Moreover, R&D decisions are made, as a rule, by customer organizations (albeit taking into account the recommendations of scientists), which are set to minimize scientific research and design development and, in some cases, make technical decisions by administrative command methods.

In the context of the construction of the Moscow metro, the problem is aggravated by a large number of participants in the design and construction organizations(quite justified in terms of production tasks). All these enterprises have high professional qualities in their field, but each of them has its own experience, its own skills, its own traditions (production) and, finally, its capabilities and attitude to the use of scientific support, they all have different. As a result, we are handing over to the metro not a single complex created on the basis of scientifically based, optimal, unified technical solutions, but a “patchwork quilt” that it will have to deal with for a long time to come.

It is very difficult to build any unified science and technology policy in such a situation for the above reasons, and also because of the lack of a system for coordinating and monitoring the implementation of R&D. Meanwhile, such systems exist in world practice, and they are implemented in the form of permanent scientific and technical support for the corresponding complex, program, project, etc.

2. EXAMPLES OF SCIENTIFIC AND TECHNICALCONSTRUCTION SUPPORT

In our country, scientific and technical support (in the true meaning of this concept) is developed in such industries as the nuclear industry, the military-industrial complex, etc.

In these industries, a head research organization is appointed for the scientific and technical support of the program, or the chief designer of the complex, which accompanies this complex. Support is provided from the moment of development of functional requirements and development of technical specifications and further - at the stages of R & D, design and survey work (R&D), construction and installation works (or prefabrication), commissioning and functioning as intended (including modernization and reconstruction ), up to the decommissioning of the complex and its disposal. At the same time, the head organization performs part of the listed stages (types of work) independently. For the rest (as a rule, the prevailing) part, it makes a proposal to the customer to attract the necessary research institutes and design bureaus. Then the parent organization monitors and coordinates their activities within the framework of this program (of course, we are not talking about petty care and total control). Naturally, such a system leads to a larger volume of R&D than with their "local" organization, and, accordingly, leads to an increase in spending on science.

But it's justified. After all, it was not for nothing that in the days of the USSR (and to some extent even in our time) the military-industrial complex was not only the industry most generously financed by the state, but also the industry most advanced in scientific and technical terms. And not only on a national scale, but also in the world. By the way, a similar system was used in the design and construction of the first stage of the Moscow metro, which was recognized as the best in the world (headed by Academician

G.M. Krzhizhanovsky).

3. SCIENTIFIC AND TECHNICAL SUPPORTUNIQUE CONSTRUCTION

These tasks are formulated in the Decision on scientific and technical support for the design and construction of the Moscow subway, adopted by Mosinzhproekt JSC and the Tunnel Association of Russia, agreed by the Moscow Metro and approved by the Moscow Department of Construction. The Tunnel Association of Russia has been determined as the head organization for scientific and technical support.
Based on the need to ensure a unified scientific and technical policy in the creation of metros, it is proposed to consider scientific and technical support as a set of works of a scientific-analytical, methodological, informational, expert-control and organizational nature. Such work should be carried out in the process of surveying, designing and erecting metro facilities to ensure the quality of construction, reliability (safety, functional suitability and durability) of metro structures, taking into account the applied non-standard design and technical solutions, materials and structures.
The purpose of scientific and technical support for design and construction (NTSS) is to provide:
. safety of people, construction objects, as well as buildings and structures located in the zone of influence of construction (based on scientific forecast and analysis of monitoring data of objects carried out by specialized organizations);
. the quality and cost-effectiveness of the work performed, the reliability of construction projects, taking into account their uniqueness and responsibility.
The structure of scientific and technical support for metro construction can be represented as an enlarged scheme of interaction between organizations involved in the design and construction of the metro (see diagram).

4. TASKS OF SCIENTIFIC AND TECHNICALMETRO CONSTRUCTION SUPPORT

During the implementation of scientific and technical support for the design and construction of the subway, the following tasks should be solved:

Participation in the preliminary study of the concept of the metro facility planned for construction, in the preparation of a design assignment;

Participation in making optimal design decisions on technical and technological issues arising in the process of design and construction;

Participation in listing and preparation during the construction phase terms of reference for the development of PPR, technological maps, regulations, specifications, etc.;

Drawing up a program of work for the implementation of NTSS and technical specifications for different kinds monitoring;

Expert analysis of project documentation in order to improve space-planning and design solutions, clarify the list of especially critical units and elements for monitoring (together with specialized organizations and the designer);

Analysis of the performed calculations for the projected construction object;

Analysis and generalization of data of all types of monitoring received from specialized organizations;

Evaluation of the suitability of structures made with deviations from the design, including justified by the relevant calculations and additions to the design documentation (together with the designer);

Development of special technical conditions and additional technical recommendations that are not included in the current regulatory and technical documents;

Development of recommendations and proposals for improving the technologies of construction and installation works and the use of new effective materials based on the advanced achievements of science, technology, foreign and domestic experience;

The Decision on scientific and technical support for the design and construction of Moscow metro facilities does not address monitoring tasks, including monitoring of load-bearing structures, geotechnical monitoring, monitoring of buildings and structures in the surrounding area, etc. Of course, these works are carried out during construction, but they, like R&D, are not uniformly structured, are not subject to comprehensive analysis and coordination, are not provided with an estimate and financial mechanism, and are not protected from the actions of individual officials who want to save money.

Scientific and technical support and construction monitoring are closely related and should be developed jointly. It is essential that practitioners in this field make suggestions for improving and optimizing monitoring and NTSS in the light of the foregoing.

BIBLIOGRAPHY
1. Melnikov N.N., Epimakhov Yu.A., Abramov N.N., Kabeev E.V. Cooperation between science and production is the key to efficient and safe construction of underground structures // Metro and tunnels. - 2013. - No. 6. - S. 10-13.
2. Merkin V.E., Zertsalov M.G., Konyukhov D.S. Management of geotechnical risks in underground construction // Metro and tunnels. - 2013. - No. 6. - S. 36-39.
3. Yatskov B.I., Sinitsky G.M., Kutuzov B.N., Maksimova V.N., Merkin V.E., Fedunets B.I. Lefortovo tunnels. How to build: open or in a closed way? // Metro and tunnels. - 2001. - No. 4. - S. 6-8.
4. Garber V.A. How to optimize the design process of new metro lines // Metro and tunnels. - 2013. - No. 4. - S. 23-29.
5. Bezrodny K.P. The role of science in technological and constructive solutions Lenmetrogiprotrans // Metro and tunnels. - 2006. - No. 6. - S. 15-16.
6. MRDS 02-08 Manual for scientific and technical support and monitoring of buildings and structures under construction, including large-span, high-rise and unique ones. - M: Government of Moscow; Gosstroy, 2008.
7. Urban Planning Code of the Russian Federation (edition effective from 22.01.2015).
8. Decision on the issue of scientific and technical support for the design and construction of Moscow Metro facilities. - M., 2015.