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Monday, 3 September: 10.30 — 17.00

FORUM ABSTRACTS

• Welcome to FIDIC 2001, Wayne Bowes, FIDIC President
• At a Crossroads, Wayne Bowes, FIDIC President
• Sustainability: a challenge for the architect, Michael Rayner, The Cox Group
• Transalpine rail tunnels — a European issue, Peter Testoni, Federal Office of Transport
• A contractor’s view of sustainable construction, Luis Vega Biesa, European International Contractors
• Sustainability: a concept for increasing enterprise value, Andreas Knörzer, Bank Sarasin
• Urban growth versus sustainable mobility, Hans Rat, International Association of Public Transport

FIDIC 2001 Annual Conference: Partners in Sustainability

WELCOME TO FIDIC 2001

Wayne Bowes
FIDIC President

Welcome to the Annual Conference of FIDIC in this beautiful city of Montreux. It is a great honour and privilege to be the President of FIDIC, and extend our official greetings and welcome to all of the delegates, distinguished guests, past presidents, speakers and others who share our common interests.

Personally, it is a fitting finale for me to be here in Montreux, Switzerland, the home of one of our distinguished past presidents and the gentleman who so early on impressed me and inspired me to work hard for FIDIC. Of course, the gentleman is Ernst Hoffman.

We have a great programme lined up for the next few days on a very important subject - sustainable development. To address this controversial and topical subject from our industry’s perspective, we are honoured to have a number of interesting and talented speakers. I’m sure you will all benefit from their observations and carry these thoughts in the following sections of the conference.

In many ways, FIDIC is at a crossroads now. There are many forces acting on our industry and challenging all of our firms. This is true in developed and developing economies. Many of these forces were recognized a few years ago when we prepared the report Engineering our Future. Indeed, globalization, environmental sustainability, integrity, project delivery systems, mergers, representativity of our industry all have materialized. Our future depends upon how we respond to the needs of our members and society and the pressures of the market place.

At the same time FIDIC will have a new team in place to face these challenges. We know that they will be up to the task. But they will have to be supported by the efforts of volunteers like you. One of the lingering good feelings I have will be the gratitude I and all of us owe to the efforts of the many unseen warriors who really make FIDIC tick and work as well as it does.

Thank you for your attention and your interest and now let me leave you with a challenge. FIDIC holds they key to the implementation of the many projects and programs that will be required to maintain and improve our well being on our planet Earth. Are we, as an industry, able to coordinate our efforts and partner with others and assume the role of a leader, an innovator and a guardian? I believe we can. Do you?

AT A CROSSROADS

Wayne Bowes
FIDIC President

Sustainability is a much overworked word and concept in today’s society. It means different things to different people and to different industries and countries. There are so many components of the problem and solution that at times people just seem to ignore some or all of the debate.

There is also a very different base line that is being used when one talks of sustainability. What we do or can do depends very much where we are at present. Actions that seem reasonable to one sector or country may be quite unrealistic when proposed for application in some other country.

The magnitude of the problem also poses some problems. With so much to be done, how can my little area or operation contribute very much to the problem or solution? Why not let some other sector or country clean up its act and all will be fine?

These common deliberations are heard by all those involved in seeking a solution to this very pressing issue. Fundamentally, the inhabitants of our Earth are enjoying a lifestyle that requires a consumption rate of our resources that cannot go on at the current rate. The population is growing as a result of natural increase and intervention on the health side. The quality of life is rising in most places and to be sure the expectations of the world’s population are rising.

If improvements are to be made, how do we start a process that will in itself be sustainable and lead to gradual improvement?

This is where our conference theme comes into play. The process must involve many partners, each working hard with feasible initiatives in their own sector or country, loosely coordinated across the globe. And, this is where ENGINEERS will be most effective. Many of the proposed initiatives, from improvements in transportation systems and personal mobility, provision of clean water, improvements in use of materials in buildings, increased ability to apply the new science and technology by indigenous engineers will be developed and put into play by engineers.

How can we do this? We can begin by becoming involved in the debate in a more effective manner. We can become involved in the development and analyses of the options and be very effective in transferring the technical and professional ability to apply these solutions in all countries.

FIDIC has a programme of activities that are all geared to the role of the engineer in the sustainability debate. Capacity building of local firms, the fight against corruption, and the application of a different approach when addressing the provision of infrastructure … all of these approaches are needed. To be successful, FIDIC will have to work closely with many partners to achieve our goal and proper role, just as others will have to develop the partners they need to address the multifaceted issues in this global issue of sustainability.

FULL TEXT >>

SUSTAINABILITY: a challenge for the architect

Michael Rayner
The Cox Group

There is a need for an international agreement on the definition of "ecologically sustainable development" or ESD.

Our definition in Australia is "development that uses, conserves, and enhances the community’s resources so that ecological processes, on which life depends, are maintained and the quality of life now and in the future can be increased". The problems that architects face is the creation of a system of building and development which is self sustaining in the long term.

Key conclusions are:

• ESD Focuses more on process than product. The important components of ESD are the choices and the decisions made in the planning, design, and the operation of the development
• ESD is about changes in thinking. The normal problem-solving and decision-making processes are evolved to adopt a holistic, interdisciplinary approach. There is a need for an agreed goal to be formulated and attained by the team in all of the disciplines.
• ESD is a pro-active approach to planning, design, and development, rather than the traditional reactive approach. This approach includes continuous improvement, where objectives are formulated, indicators are defined and measured, and adjustments are made to improve sustainability.
• Sustainable is the key word. The construction, design and use of the development must be balanced with ecological factors, so that the environment is protected in the long term.

The processes that the architect must undertake in the future will be:

• Quality assurance report. This includes questionnaires investigating what consideration of ESD has been given to the design in achieving the objectives of the Environment Strategy and includes details of workshops and design reviews.
• ESD strategy. This is the "umbrella" document that sets the overall ESD direction for design and documentation, construction and, to some extent, operation of the environment or building.
• Statement of environmental effects. This summarises the ESD initiatives in the concept design and reasons why other initiatives were not included.
• ESD evaluation process. This sets out an evaluation process and targets.
• ESD fact sheets. These provide ESD details on key aspects such as use of timber, life cycle costing, and appropriate roof material, as well as ESD initiatives that have been agreed to or are still under investigation.

The guiding principles that the architect must adopt are:

• Excellence in design and construction.
• The application of ESD principles, including energy-efficient designs and structures that embody passive design principles and the innovative use of materials.
• The integration of culture, landscape and built form.
• The successful adoption of the latest technology.
• The creation of an imaginative and enjoyable environment.

The approach to environmental issues addresses ecological sustainability in a holistic manner, considering all phases of the project and incorporating an implementation methodology in the Quality Plan.

Environmental principles should be stringently applied during the design phases and extended to site practices during the construction and post construction phases. These involves close analysis of:

Materials

Selection of building materials involves the balancing of many, often conflicting, factors. The following environmental issues are assessed in the selection of all materials:

• thermal values
• energy consumption in manufacture
• manufacture from renewable resources
• life span
• potential for future recycling

Passive solar design

• sunshading to large areas of north and west glazing.
• careful orientation of building components to control exposure to sunlight.
• maximisation of daylighting potential when appropriate to reduce energy consumption.

Landscape and vegetation

• protection of significant trees and natural ecology.
• selection of plant material appropriate to the site in terms of solar access, water requirements, biodiversity, low management and maintenance requirements.
• use of planting as micro climatic control (shade, shelter, solar access)
• minimise irrigation, pesticide and fertiliser use.
• use of horticultural techniques which have been shown to positively benefit the indigenous landscape.

Water and drainage

• explore the use of recycled waste water that meet "fit for purpose" water quality requirements.
• explore water conservation techniques.
• use of water sensitive design in landscaping, including using native species that have low water requirements.
• control of stormwater flows. Filter and slow urban run-off through use of porous surfaces where possible.
• sunshading to large areas of north and west glazing.
• careful orientation of building components to control exposure to sunlight.
• maximisation of daylighting potential when appropriate to reduce energy consumption.

The paper will consider all aspects of these related to recent experience and examples in Australia and overseas.

FULL TEXT >>

TRANSALPINE RAIL TUNNELS — a European issue

Peter Testoni
Federal Office of Transport

Switzerland lies in the heart of Europe, surrounded by mountain ranges in the north and west (Jura) and in the south and east (Alps). For centuries, the crossing of the Alps has meant building roads, bridges and tunnels — the famous Swiss pass roads.

The development of trade in Europe, the introduction of railways about 1850 and the increasing private mobility required more investments in road and rail infrastructure. Transport had to be quicker and safer. Today, the need for environment-friendly infrastructure demands more and more underground constructions.

Beside a dense network of roads and highways, Switzerland has built up an impressive railway network with a total length of 5000 km; the 700 existing tunnels have a global length of about 400 km. Their average length varies between 7 km and 20 km.

A further increase in transport, particularly in transit through the Alps, asked for additional investments in the last decade.

The Swiss transport policy was drastically revised; it was endorsed by popular initiatives and votes.

No further roads shall be built through the Alps: most of the transalpine freight traffic must be carried out by rail.

An impressive investment programme of 30 billion Swiss francs was set up for rail investments over the next 20 years. The funding of the programme is, to a large extent, provided by the introduction of a new tax on lorries (mileage-related heavy vehicle tax) — which applies the principle of cost pricing. The key part of this programme is constituted by two new north-south transalpine tunnels, the Lötschberg (34 km) and the Gotthard (57 km) base tunnels. Due to their access shafts and galleries, to single pipes for main tunnels and to adjacent tunnels such as Ceneri and Zimmerberg, a total length of over 250 km is now under construction. Both tunnels will add capacity for freight traffic and improve the lines to the regions of Wallis and Tessin. National and international travel time will be shortened by hours.

The total cost is 13.6 billion Swiss francs (price level in 1991). Procedures for building permits are closed. Since 1993, preliminary work has started on both tunnels. Today, all major contracts for tunnelling are under execution or being adjusted before signature of contracts.

All well-known international constructors are participating.

For the Lötschberg, international participation amounts to around 80%. Challenging tunnel works are still ahead: crossing with high cover, water pressure and high temperatures, difficult geological sections.

The opening of the new railway lines is scheduled by 2006/2007 for the Lötschberg, 2012/30 for the Gotthard.

AlpTransit is one of Switzerland’s contributions to European integration.

Efficient railroad systems will cover the increasing need for transport in modern society and allow a valid alternative to road and air transport. The Swiss programme of "rail modernization" is a key item of a sustainable transport policy for passengers and goods.

FULL TEXT >>

A CONTRACTOR'S VIEW OF SUSTAINABLE CONSTRUCTION

Luis Vega Biesa
European International Contractors

Sustainable construction considers not only the economic but also the ecological and social as well as cultural aspects rotated to construction services, taking into account the needs of future generations.

Generally, much of the construction industry activity by contractors is simply carrying out the instructions on the basis of contracts drawn up by clients and public authorities. Consequently, the ability of contractors to influence environmental aspects of construction works is seriously constrained by the terms of contracts and the national legislation in force. It is not the contractors who decide where to build houses, roads or dams end, therefore, they cannot be held responsible for the related environmental aspects.

The contractor, like every other individual, has the obligation to conserve the environment to the best of his ability. The fulfillment of this obligation, however, in case of applying for a publicly tendered project, can lead to a significant disadvantage if competitors disregard environmental aspects when calculating their bids. It must therefore be provided that the desired amount of "environment" by the client is well defined prior to the tendering procedure. As these aspects will lead to higher "up front" costs, which cannot be borne by the contractor, changes, especially concerning the performance of public procurement will have to take place.

These changes should include, among other things:

• Aiming at "whole life-cycle coats" of construction works, taking into consideration running and maintenance costs.
• The encouragement of clients to assess tenders on the basis of the economically most advantageous tender (EMAT), balancing price, quality and life-cycle costs, for which the quality assessment criteria should include sustainability factors, instead of only the lowest bid.

The incentive for contractors to propose alternative solutions supporting the environment and sustainable development.

In order for these changes to be realised, it is essential that:

• A maximum number of environmental considerations based on identified priorities be included in the tender documents before tendering procedures are started. On behalf of their client governments, FIDIC should persuade its employers to include the relevant environmental details, and implications of a proposed project, in the standard tender documents.
• A system of life-cycle cost performance indicators be developed in order to facilitate comparisons of performance on a European/world-wide basis, and these indicators be used to benchmark construction sustainabillty across Europe and world wide.

FULL TEXT >>

SUSTAINABILITY: a concept for increasing enterprise value

Andreas Knörzer
Bank Sarasin

The principle of sustainability is increasingly becoming an essential part of corporate strategy, while environmentally and socially responsible investments are already a rapidly expanding market segment offering attractive returns.

These two trends are interlinked. Companies are now having to respond to consumers with a much higher level of awareness and deal with more demanding environmental and social challenges and crises. They also have to accommodate investors who are becoming far less prepared to accept risks without adequate rewards, and are therefore tending to invest far more in companies that are soundly managed according to sustainable principles. This is particularly true of institutional investors such as pension funds, who have large sums of money to invest.

Modern methods of sustainability analysis, such as those developed by Bank Sarasin, show that reasonable and economically justified environmental and social criteria can be applied that are also capable of highlighting areas where companies need to take appropriate action.

Both scientific research and investment returns achieved in practice increasingly demonstrate that sustainable business strategies produce tangible financial benefits

FULL TEXT >>

URBAN GROWTH VERSUS SUSTAINABLE MOBILITY

Hans Rat
International Association of Public Transport

By 2020, more than 60% of the world’s population will live in urban areas and it is estimated that the demand for urban mobility worldwide will grow by 50%. Most of this will happen in the large urban conurbations that already suffer from congestion, an alarming number of road accidents and high atmospheric levels of pollution.

How can these major challenges to public mobility and public health be addressed? A recent UITP study on 100 world cities, including 35 in Western Europe, sets out the conditions for sustainable urban mobility, clearly illustrating the relationships between urban demographics and development models, land-use and public and private transport with the urban economy and environment.

Some of the major conclusions are:

• pollution per inhabitant from transport increases as density decreases;
• limiting urban sprawl and ensuring a good balance between the transport modes decreases journey times, leads to energy efficiency and a reduced environmental impact of travel and allows for accessibility for all to urban activities and hence a more dynamic urban economy;
• public transport consumes 4 times less energy than the automobile and costs the community considerably less when there is moderate to high density.
• public transport’s market share is increased when it is given exclusive rights-of-way and it is coupled with stringent parking policies.

Modern public transport systems can be developed which are competitive with the automobile. This means developing systems which are flexible, reliable, efficient, easy-to-use and comfortable.

It is clear that each of the major mobility actors, the local and regional authorities, the public transport operators, the suppliers of transport systems and the travelling public, has a responsibility in ensuring the development of sustainable mobility services.

Local and regional authorities need to apply integrated policies combining sound urban planning with traffic and parking controls and priority to public transport and aiming at a more compact and interdependent city.

Public transport operators should be focussing on expanding and diversifying the provision of collective mobility services while enhancing the quality of operations, to meet the demands for not only greater, but more flexible mobility.

Suppliers of transport systems must significantly decrease their life-cycle costs and should be playing a role in maintenance.

In addition, the public should be ready to pay for clean, efficient transport.

FULL TEXT >>

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