12/11/2008
The Prime Minister has approved the development plan of Phu Quoc International Airport in the resort Phu Quoc island in southern Kien Giang province till 2020 with orientation to 2030.
Under the plan, the airport will be upgraded to meet the grade 4E standards of the International Civil Aviation Organisation (ICAO) and the second level for a military airport with a combined capital of 16 trillion VND (941.1 million USD).
14/11/2008
VietNamNet Bridge – Prime Minister Nguyen Tan Dung did not agree to a huge steel project in Dam Mon, Van Phong Bay, in the central province of Khanh Hoa, according to an announcement released by the Government Office on Thursday.
The PM said that this project, invested in by the South Korean Posco group, will affect the potential and future development of the Van Phong International Container Deport Entrepot. Moreover, the steel project does not support the regulations of strict sea environmental protection in this area.
The Dung Quat oil refinery project in central Quang Ngai province put its first generator, a 4002A turbine, into operation on Nov. 12.
The 21.6-MW generator, equipped and assembled by the Japanese contractor Nippon , is one of four generators that will provide electricity to power the refinery. The remaining three generators are expected to become operational by the end of December this year.
UPDATED: 11/11/2008
Ambitious thinking together with the care and hard work of its senior leaders give Amata an outstanding position in industrial parks in Vietnam. More than that, it is on the way to becoming a small city for businesspeople to invest, live and enjoy life.
“Build it and they will come,” said Mr Lou Sims, President of Thai Amata Corporation Public Co., Ltd, the parent company of Amata Vietnam. “What we are building will become a place for investors to come and lease. We intend to stand out as ‘first class’. We see Vietnam becoming the most important area in the Asia Pacific Rim within 8-10 years.”
TT - Chỉ hơn 100 ngày nữa là Nhà máy lọc dầu Dung Quất (Quảng Ngãi) chính thức đưa vào vận hành cho ra sản phẩm dầu đầu tiên.
Trong những ngày này, nhiều lớp học “đặc biệt” mở ra ngay trên công trường đào tạo kỹ sư vận hành cho Nhà máy lọc dầu Dung Quất.
Kỹ sư VN và chuyên gia nước ngoài làm việc tại Trung tâm điều khiển nhà máy lọc dầu Dung Quất - Ảnh: Minh Thu
(November 10, 2008) Hanoi authorities and urban planners often “ignore the infrastructure factor when approving the city’s urban projects” and floods due to heavy rains are the consequence.
The argument was put forward by Ngo Trung Hai, deputy head of the Institute for Urban and Rural Zoning under the Ministry of Construction.
How do you evaluate Hanoi’s urban planning given the recent flooding?
| Sponsored Links |
| When completed, the new £353m Wembley National Football Stadium will be the centre stage for English football and the dominant building structure in North West London. Rising over the stadium is a 1,490 tonne steel tubular lattice arch which is used to support the roof of the stadium. DLT are responsible for the conceptual and detailed design of the erection systems, steelwork connections and build pre-camber/pre-tension for all the 26,000 tonnes of steel used in the stadium, including the stands, cable supported roof and arch structures. We are also responsible for strand jacking operations carried out on the site, including the roll-up of the arch. The arch has a span of 315m and a height of 133m. It was fabricated offsite in 21m long, 100 tonne sections, and then brought to site for assembly at ground level. Once complete the whole arch was rotated into final position using strand jacks, as shown below. The total weight of the arch, cables and temporary works that were rotated from the assembly angle of 1.63 degrees through to the final angle of 112 degrees was 2,831 tonnes. 20 No 418 te capacity strand jacks were used on the pulling side and 5 No 580 tonne capacity strand jacks were used on the restraining side. The detailed design of connections proved quite a challenge, many requiring finite element analysis to verify our manual calculations. An example of one such complex node is shown below. This node is in the roof and connects the roof cable members.
| |
 |  |  |
 |  |  Source: Dorman Long Technology |
| The new £3.5bn Terminal 5 at London’s Heathrow Airport is one of the biggest and most complex building projects in recent times in the UK. DLT were responsible for conceptual and detailed design of the erection systems for the 18,500 tonne steel roof of the main terminal building and for the new 1100 tonne steel air traffic control tower. Both structures were fabricated off site and lifted into final position using strand jacks. The main terminal roof was erected using methods more commonly found in major bridge construction. The main roof comprises a series of tied arch steel box rafters with a clear span of 156m, supported on tubular leg assemblies. The leg assemblies are erected first, onto DLT specially designed erection frames, followed by the box rafters. The rafters are assembled at ground level and then lifted to full height in groups of four using strand jacks. Each lift is 2,000 tonnes and is lifted with 16 No 185 tonne capacity strand jacks. The erection frames for the leg assemblies are designed to provide fully adjustable support to each of the leg components and to and skid between erection positions, avoiding the need to dismantle and re-erect. |
 | |
 |  |
| The Control Tower consists of a 31m high accommodation pod and top mast section, the CAB, supported on a 56.5m guyed mast, total height 87.5m. The mast is stabilised using pairs of pretensions guys attached to the mast just below the CAB structure and positioned at 120º intervals. |
 | |
| The new tower is located adjacent to Terminal 3 and is surrounded by operational aircraft stands and taxiway. To minimise the impact of the airport’s operation an erection concept was developed to construct the CAB off-site before transporting it to the permanent site and lifted it to allow the insertion of the pre-fabrication sections of Mast. | |
 |  |
| Once delivered to the final site the CAB was temporarily put down on to the permanent foundation. The temporary steelwork used for the transportation operation was reconfigured and two systems of jacks in open hydraulic circuits were installed between the upper and lower Yoke. These were used to effectively form a structural pin between the permanent structure and the temporary works minimising the forces induced into the permanent works during lifting. Three 16m high Lifting Towers were assembled, one at each corner of the triangular lower Yoke, to support the lifting strand jacks. During lifting, lateral stability of the partially completed Control Tower was achieved by three 180 tonne capacity strand jack operated guys. An additional three 180 tonnes capacity strand jack guys were tensioned to provide additional stiffness to the guying system outside operational weather windows. |
 |  |
 | |
| The lifting jacks lifted the CAB structure approximately 14m, allowing a section of steel mast to will be installed below. The structure was then put down allowing the lifting system to be reset. This lifting cycle was repeated five time until the final section of Mast was inserted. The completed Control Tower was then lowered onto its permanent foundation and the permanent guys installed. Throughout the lifting operation a bespoke computer controlled system was used to synchronise the operation of the lifting and guying jacks and monitor loads. A separate geo-positioning system was used to constantly monitor the position of the top of the CAB, the lifting yoke and the lifting towers. | |
| HAECO aircraft maintenance facility erection |
| DLT were responsible for the design, supply & operation of a strand jack lifting system together with all associated erection engineering to lift two 1000 tonne roof structures for the HAECO aircraft maintenance facility at Hong Kong’s Chek Lap Kok airport. The roof sections were assembled at ground level for speed and economy and then each was lifted to full height using nine 185 tonne capacity strand jacks. Once lifted to full height the roof was connected along one side to a reinforced concrete core and released from the jacking system. |
 |  |
 |  |
| Three 300 tonne capacity temporary jacking towers were used, each with two inverted strand jacks climbing up static strands, as shown below. | Lifting adjacent to the concrete core was carried out by three inverted strand jacks housed in tension frames as shown below. |
 |  |
DLT were responsible for the detailed erection engineering for the lifting by strand jacks of an 800 tonne roof truss for this aircraft maintenance hanger at Heathrow Airport. The roof structure was assembled at ground level and then lifted using strand jacks mounted on the top of the permanent columns, which were stabilised by rented proprietary towers that were anchored down to the permanent foundations.| Gatwick Airport passenger bridge erection gantries, UK. |
| The new airport passenger bridge at Gatwick Airport, UK, is designed to take 3.5m passengers per year over a busy aircraft taxi-way to the new Pier 6 satellite building. The fully enclosed footbridge spans 128m across the taxi-way with a clearance height of 22m and is supported on two steel pylon structures. The bridge was assembled off site and installed using strand jacks during a 10 day closure of the taxi-way. DLT were responsible for the conceptual and detailed design of the temporary erection gantries required to construct the bridge. | |
 | |
| The bridge superstructure was fully assembled at ground level in a temporary construction area 1.5km from the site. The central 175m long section weighed 2,185 tonnes, including the steel frame, composite floor, roofing system, glazing and services. The two erection gantries were assembled around the bridge superstructure in the temporary construction area and then load tested to 115% the maximum lift weight using the self weight of the bridge and the temporary assembly foundations. The gantries were then used to lift the bridge superstructure 1.5m to allow self propelled modular trailers (SPMT's) to be positioned under the bridge. The bridge and gantries were then transported together across the airport to the final location on the SPMT's. The gantries were then lowered onto prepared foundations ready for lifting the bridge. Eight 418 tonne capacity strand jacks mounted at the top of the two gantries were then used to lift the bridge to approximately 2.4m above final level to allow installation of the pylons beneath. The two pylons were hung from the underside of the bridge and the complete assembly, weighing 2,660 tonnes was then lowered by the strand jacks onto the permanent foundations. The gantries were then dismantled and removed from site. | |
 |  |
| SPREAD ME OUT | |
 |
| YOUR ADs HERE | |
 |
| FREEDOMAIN: | yourname.co.cc |
 |
->>check availability now!!! |
