Leistungen

In order to set up a project for the future in accordance with the BIM masterplan for federal trunk road construction, the BIM methodology must be implemented in the design process right from the start. This modern design method ensures the quality of the design results and avoids duplication of work.

KOCKS ENGINEERS have been working for almost two decades on the topic of how added value can be created from 3D model generation for our own machining process and thus also for our customers. The following applications regularly emerge:

• Checking clearances
• Checking stopping sight distances
• Collision checking
• Quantity determination
• Integration of subsoil horizons and seals
• Visualisation
• Transfer of 3D model content to 2D plans, avoidance of transfer errors
• Linking traffic system – immission control – civil engineering

Model-based design has advantages over conventional processing, especially when the planning results of different specialist planners have to be coordinated at an early design stage. In the major project ‘Eight-lane expansion of the A 1 motorway between the Cologne-Niehl interchange and the Leverkusen-West interchange, including the Leverkusen Rhine bridge’, which was under particular public pressure, the models helped to effectively and efficiently design the coordination process between roads, civil engineering and landfill construction.

In the project ‘Reconstruction of the Charlottenburg motorway junction and the replacement of the Rudolf-Wissell-Bridge’, the conditions for model-based approval are being created. To this end, KOCKS ENGINEERS have developed a modelling method with which the results of the noise investigation can be entered into a coordination model as a partial model. The result display of the partial model corresponds to the level result lists suitable for design approval.

Since 2023, KOCKS ENGINEERS have been preparing the road design for the six-lane expansion of the A 3 motorway between the Nittendorf junction and the Regensburg interchange. In this project, all the formalities of BIM design (AIA, BAP, attribution, model creation and model checking) are already being used in the preliminary design phase.

KOCKS ENGINEERS support the development of industrial sites, their expansion and conversion, modernisation and dismantling with a particular focus on the automotive, glass, building materials and mechanical engineering sectors.

Starting with urban land-use planning, we offer our clients the entire spectrum of development planning for their site and property and structural planning for projected site expansions, including the necessary technical building services and electrical planning. Construction and site supervision, health and safety coordination and project management services round off this spectrum.

At the Opel site in Szentgotthárd (Hungary), KOCKS ENGINEERS were awarded the contract for project management, general design and construction supervision for the new construction of an engine plant, including structural alterations to the existing buildings. The conversion and new construction resulted in a contiguous production area of around 60,000 m² for the new engine production. After completion of the buildings, KOCKS ENGINEERS finally coordinated the machine delivery, installation and commissioning. The project also included health and safety coordination and the expansion of the infrastructure for energy and media supply as well as upgrading the internal roads, including the factory railway.

Major projects like this laid the foundation for the successful diversification of the customer base into other industrial sectors. Today, KOCKS ENGINEERS support its customers in areas such as:

• The creation of a legal planning basis for the construction of new production halls, material warehouses and storage areas in the building materials industry.
• The refurbishment and conversion of production buildings for container glass, including the construction of new filter systems with chimneys.
• The media separation of production areas while maintaining the supply to neighbouring or media-connected buildings in the automotive industry.
• The expansion and modernisation of production areas during ongoing operations.
• The conversion of engine test benches with battery and fuel cell technology.
• The new construction and conversion of industrial buildings in steel, timber and solid construction for the production of aluminium beverage cans.
• Health and safety coordination on major construction sites in the automotive, chemical, glass and beverage industries, as well as road, water and transport construction sites.

Frankfurt Airport (Fraport) is the largest airport in Germany and the fourth largest in Europe in terms of traffic volume. Fraport AG is planning to further increase passenger handling capacity at Frankfurt Airport. In addition to the existing buildings in the north, Terminals 1 and 2, the new Terminal 3 is being built in the south of Frankfurt Airport on the site of the former US airbase (now CargoCity South). The overall measure includes the South Expansion Area and Terminal 3. As a result of this measure, extensive adaptation measures and reorganisation of the airport’s development will be necessary.

This primarily includes the traffic development south-east with a new construction of 18.5 ha of roads and various bridge structures with the aim of connecting the new Terminal 3 as well as CargoCity South (CCS) and all service roads in this area to the public transport network via the existing junction on the BAB 5 motorway. In addition, the supply and disposal facilities, including 9.7 km of DN 150 – DN 1600 wastewater and rainwater sewers, 5.0 km of 8×8 KSR cable conduit routes and two wastewater pumping stations with a capacity of 50 l/s were newly designed or extensively adapted in this area. Due to the different security areas at the airport, a total of five gate systems including the necessary control buildings were designed. Construction roads and fallow land were continuously designed or re-designed, e. g. for car parks or storage areas.

A particular challenge is the realisation of the entire project under the flowing traffic of the major construction site of Terminal 3 and the CCS. As part of the design process, KOCKS ENGINEERS intensively investigated the future traffic relationships, including those during the construction period, and incorporated this into the various options for traffic development as well as into an overarching realisation concept for a smooth construction process. Traffic routing concepts as well as necessary provisional arrangements and temporary gate systems were continuously coordinated and adapted with the third parties involved.

Coordination with numerous internal project interfaces as well as the interfaces to third-party measures and other parties involved with the client, such as construction logistics and ground management, were necessary to ensure that the project ran smoothly. In particular, the requirements for the absence of explosive ordnance and the consideration of existing soil contamination (PFC) in the area of a former military base must be emphasised here.

In addition to the technical supervision of the construction project, all of these interfaces must continue to be monitored during construction and, in the event of changes to the construction process, possible measures must be developed to counteract conflicts while maintaining quality, costs and deadlines, and the project process must be adapted with the involvement of potential stakeholders.

In 2012, it was discovered that the Leverkusen Rhine bridge, which dates back to the 1960s, had serious structural damage. The need to close the motorway to trucks weighing more than 3.5 tonnes on several occasions since 2013 due to the structural damage led to high economic and private losses.

At the beginning of 2013, Straßen.NRW invited four engineering firms specialising in large bridge construction to take part in a two-stage ideas competition. In this competition, the group led by the engineering firm GRASSL, in which KOCKS ENGINEERS are responsible for the roads, drainage design and the technical noise report, was able to prevail against strong competition.

The construction project to be planned comprises the new construction of the Rhine bridge and the expansion of the A 1 motorway and covers the area from the Cologne-Niehl junction (inclusive) to the Leverkusen-West motorway junction, including the so-called ‘elevated road A’. The section of the A 1 motorway will be widened to eight continuous lanes due to the forecast future traffic volumes. An additional manoeuvring lane in each direction will be provided between the Cologne-Niehl junction and the Leverkusen-West interchange. The ramp alignment at the Leverkusen-West motorway interchange will be adapted to the modified route of the A 1 motorway.

Intensive consultations were carried out with regard to the ability to obtain design permission and the feasibility of construction, including the proportionality of noise protection systems, construction procedures in the old landfill, replacement routes for pipelines, new and modified discharges into water bodies, flood protection and diversion routes for various construction phases.

For the design approval, the design documents were prepared, the synopses for the objections were drawn up, the one-week hearing was accompanied and the company was involved in the proceedings at the Federal Administrative Court in Leipzig.

Due to the project environment of the old Dhünnaue landfill, complex tasks had to be solved as part of the detailed design, including the execution of the foundation and the connection of the surface sealing of the old landfill to the new structures. In addition, the aspects of a sealing wall/barrier wall running in the vicinity of the A 59 motorway had to be taken into account in the design. The five basin facilities were designed according to the Guidelines for structural measures on roads in water protection areas (RiStWaG). One basin system is planned as a retention soil filter basin.

The urgency of the project required several specialist disciplines to work in parallel. BIM-orientated processing methods ensured efficient and effective information processing.

Netzdienste Rhein-Main GmbH (NRM), a wholly owned subsidiary of Mainova AG, planned the construction of a DN 500 district heating connection pipeline with a total length of 3.2 km, starting from the Niederrad network, continuing through a newly constructed culvert under the river Main to the West CHP plant and from there to the CHP plant at the Frankfurt trade fair. By networking the combined heat and power plants, they can be utilised more efficiently and flexibly, which leads to increased efficiency of the district heating network and enables greater use of carbon-neutral heat from the Nordweststadt waste-to-energy plant, which is also connected. Overall, this has led to considerable savings in CO² emissions.

KOCKS ENGINEERS’ task was to plan the engineering structures and technical equipment, to prepare the structural design of the culvert structures, to carry out the preliminary EIA assessment and the construction supervision.

In order to connect the Niederrad CHP plant with the West CHP plant and from there to the CHP plant at the trade fair, the district heating route had to overcome some special challenges. One section of the route ran under the river Main and another under the railway apron of Frankfurt Central Station, where 32 tracks had to be crossed. In other sections, the route was laid partly above ground as an overhead line and partly underground.

In order to lay the lines under the Main and the track apron, supply tunnels were built at a depth of 6 m under the track apron and 10 m under the riverbed of the Main; these tunnels had a diameter of 2.50 m. Mechanised tunnelling methods were used to lay the underground lines.

A very extensive monitoring programme was required for the crossing of the 32 tracks of the track apron of Frankfurt Central Station; all tracks were continuously surveyed using automatic total stations. During the entire construction project, four tachymeters checked measuring points placed at the sleepers in all three coordinate directions at regular 20-minute intervals. The recorded data was made available in real time via an internet-based platform that could be permanently viewed by all those involved.

In addition to the underground culvert structures, pipe bridges were also required to cross roads and railway tracks. The acceptance of the prefabricated steel components was carried out by a welding engineer from KOCKS ENGINEERS on site at the plant in Poland.