2024-01-15 15:16:17
Read also: Line 2 without delivery time: refusal of the Municipality of Lima postpones construction progress
— The mayor of Lima has pointed out that the method used is old and that it is not applied in other cities in the world. Why do they use it?
The construction method of the stations is cut&cover or Milan method. What he says is surprising because it is a state-of-the-art and very safe method in order to control subsidence or movements that may occur when building the station. It is the method used to build different subways around the world, such as the Grand Paris. It is also used in Madrid, Barcelona, São Paulo, Quito.
—The mayor has assured that in the meeting they had you recognized that it is a method that you would not use in another city because it does not work…
I think you must have some confusion. This is a very modern method. It is not like this [que haya dicho que no sirve]quite the opposite.
— Is it possible to move forward with the construction of other stations to avoid the closure of tracks in the historic center?
If it continues without giving us the permits, there will be no other option, so that the tunnel boring machine does not stop and the impact is somewhat mitigated, than to propose another addendum for a full passage (without a station), but this has a series of complications in addition to the extra costs. . Between every two stations there is approximately 1km, but if you skip one you no longer comply with the regulations and criteria for safety, evacuation, NFPA 130 (fire standard) and that is sacred. It seems a little light not to have a station, but it is not like that. There will be no stage 1B and stage 2, nor the start-up. We would be left with the only section of 5 stations. It is essential that all the planned stations be built because the opposite is to stop everything.
—Why are other methods not evaluated?
The mayor refers to the cave method, which was the first that existed because now the most modern is cut&cover. The cave method has a lot of risk in the city. We have done it, but it depends on the width of the streets. They are so wide [las cavernas] that get too close or might be under the buildings and precisely the old town of Paseo Colón has very old buildings. It is not a suitable method for an urban area with old buildings. The cut&over is much safer and more controlled in the event of subsidence
—What authorizations do you need to move forward?
We need two types of authorizations: the temporary interference of roads that allows the closure and initiation of the phases of the work and, in parallel, the authorization for the execution of works. The first is given by the GMU (Urban Mobility Management) and the second by the GDU (Urban Development Management), both from the Municipality of Lima.
—How long ago did you apply for the permits?
Since the beginning of 2020. There has been a lot of delay in responses and in addition, each time an extra TUPA (Single Text of Administrative Procedures) requirement came out, different from those legally provided for. As far as possible we have been responding to what they have asked of us, regardless of whether it was provided for in the TUPA or not, but to date we do not have permits for the stations.
—What relationship do you have with Odebrecht?
We reject any connection with Odebrecht because it has never been nor is it part of the consortium. This consortium is made up of Spanish, Italian and Peruvian companies, Odebrecht has never been there. We are governed by the highest ethical standards, we find the statements we are hearing serious. [El alcalde mencionó en entrevista con RPP que el contrato se definió con la firma brasilera] * The Lima Metro Line 2 concessionaire is made up of Iridum, Hitachi Rail STS (formerly Ansaldo Breda STS), We Build (formerly Salini Impregilo), FCC and Cosapi.
— Why were there so many delays in the delivery of the first stage, which was initially projected for 2017?
In order to build an infrastructure like this in an urban environment, prior management is needed to be able to deliver the properties free of charges and encumbrances of all kinds. That is, physically and legally cleaned, as well as having the area where it is going to be built free of interference. Not having that has been the main reason for the delays. After all the years that we have been here, we still have areas pending delivery, less and less because the State is trying to solve the issues, but that has been the historical problem. Also the lack of agility in the approval of the final engineering studies by the State and the authorizations. The problem here is not only station 13 (Central Station) but that new authorizations are needed for stations, wells, and extensions of authorizations already given. Without authorizations or extensions everything can come to a standstill.
—How many areas need to be delivered?
Until December of last year, of the 82 structures (stations, wells and others) that are part of the entire project, areas for 70 (between partial and total) have been delivered. That is, 12 areas that are not cleaned up, where interference releases have not been completed.
—What is the deadline for the Central Station track closure?
We have made an effort to limit the impact to 13 months as much as possible. We have delivered the planning to the mayor. Garcilaso de la Vega Avenue would never be closed, with two lanes in one direction and two in the other. On Paseo Colón avenue, between Washington and Grau, we are not going to affect any of the parallel streets, maintaining traffic in one direction and the other. This closure will be for 13 months and from there, even if the work continues below, we might begin to provide traffic.
—What guarantees that road closures last as long as proposed?
There is an infrastructure supervision body (Ositran) that ensures that deadlines are met, in addition to us. If they have not been met, it is due to concomitant factors. In the eastern area, for example, there are three stations towards the Municipality of Ate. At Station 26, Javier Prado Extension, the surface might be returned to traffic a long time ago because everything is finished, but we are waiting for the municipality to give its “ok.” We have had that ready for a long time. In stage 1A itself there were problems because the regulatory road section that we made did not fit with the existing one. ATU had to make transitions that were executed later and was one of the reasons for the delay.
Map of the Central Station of Line 2 that will connect this service with the Metropolitan. Its construction means the closure of Paseo Colón avenue.
—What is the expected deadline for the completion of Line 2 and branch 4?
I cannot answer that question because we come with the impact of suspension of obligations due to covid. With the delivery of areas that they (MTC) have been advancing, we are setting deadlines. An addendum with this honesty is expected to be signed.
— How far has the work progressed?
The work in general is 57% complete. From station 15 to 27, the entire tunnel and stations have already been built. The average advance of the tunnel boring machine is 20 meters per day and 1 km every two months.
—Who does the final line of Line 2 depend on?
The layout of a metro has always been the responsibility of the grantor, responsible for demand studies. We have transferred all the risks, except that of the claim and that is why all the collection of the fee goes entirely to the grantor. Nor is it our risk that they deliver the physically and legally healthy properties to us. The layout and location of stations has been the task of the grantor.
— Do you have conversations with the MTC?
We meet continually. We want it to be understood that we need to be able to execute the work that we have come to execute. We have diligently submitted the permits and delivered all the requirements, including the extra TUPA that has been requested of us. If now they propose to build a cave… We have not come to hold arbitrations or to see fights between laws and ordinances. All this does is affect us by not being able to meet the established rhythms and deadlines. It costs us a lot of money. A contractor does not live by litigating, we live by getting the work done in a timely manner. If you have brought a lot of people to operate the tunnel boring machine, to make stations, anything that breaks this rhythm only does harm. If they harm you, there is no choice but to complain, but it is a consequence.
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