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).
By 2020, the airport will be capable of receiving B767 and B747-400 planes with a runway of 3,000m x 45 m.
The airport’s annual capacity is projected to reach 2.5 million passengers by 2020 and 7 million passengers by 2030, while its cargo throughput is designed at 14,300 tonnes a year by 2020 and 27,600 tonnes by 2030.
Friday, November 14, 2008
PM approves upgrade of Phu Quoc int’l airport
PM shakes head over huge steel project in Van Phong
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.
for future development of the Van Phong entrepot.
For these reasons, the PM did not approve the project and he assigned Khanh Hoa province to respond to the Korean investor and ask them to seek another place for this project.
In early 2008, the groundbreaking ceremony of the Van Phong International Container Entrepot was canceled because Posco and Khanh Hoa authorities proposed building a large steel complex there.
Under Posco’s proposal, the first phase of the construction of a steel factory with an annual capacity of 4 million tons of steel and a power plant of 1,100 MW will be completed in December 2012, if the construction starts in April 2009, at a cost of $5.378 billion.
In the second phase, this factory will yield 8 million tons of steel per year, with investment capital of $4.329 billion. This project will need 903ha of land, covering most of the area of the planned for the Van Phong entrepot, while its logistic area will be based in the Van Phong Economic Zone.
This event triggered media controversy and disagreement by experts, managers, scientists, scholars and the public.
Dung Quat oil refinery project’s first generator online
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.
After 40 months of construction, approximately 98.5 percent of construction work at the Dung Quat refinery project has been completed, though only 26.41 percent of test runs have been completed due to bad weather.
The Dung Quat Refinery Project’s management board is in the process of completing procedures to import 52,500 tonnes of diesel from Nov. 16-20 to provide power for a series of test runs.
Thursday, November 13, 2008
More than just an IP
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.”
His words speak of Amata Vietnam’s plan to develop its Amata Industrial Park, on 760 hectares in Bien Hoa city in southern Dong Nai province, into a “first class” city, called Amata Commercial City. By reserving 21 acres of land at the IP for developing a hotel, a shopping mall, an office centre, a communications centres, a bank, a health clinic, a leisure centre, apartments and villas under an elegant and modern master plan, the IP/city complex will become a venue for businesspeople to have a full life beside their work. It also meets the growing demands of workers, tourists and travellers to Bien Hoa.
The quality of infrastructure and facilities at the Amata IP are outstanding. It provides two sources of power (a private power plant and power transmission), water supply, telecommunications, and state-of-the-art waste treatment systems, complementing the paved road network that meet the transportation needs of the park. Its private power plant, with a capacity of 120MW and a 20MVA switchboard, are sufficient to supply power to all factories and facilities within the IP when power from the national grid is cut. Its water supply plant is capable of providing 30,000 cu m of clean water per day, and its two wastewater treatment plants, with a capacity of 5,000 cu m per day each, can handle normal wastewater. The modern wastewater system aided BayerCropScience to obtain ISO:14001 certification for international environmental standards.
Amata IP prides itself on maintaining harmony between industrial development and the environmental needs of a modern industrial estate and works towards the sustainable development of both the industrial park and the surrounding region. Vast green areas and clean wide roads make the IP look more like a park for industrial bases.
Businesspeople will be happy with how quickly and easily procedures can be fulfilled for their projects to be licensed. Usually investors will not have to wait longer than a week to obtain licensing. Its One-Stop Service is free of charge. “The most important thing for us is to make it as easy as possible for investors to begin their businesses in Vietnam,” said Mr Sims. “Amata will take care of all investors’ needs from the very start. We are clearly the forerunners in reducing licensing time and hold the record for doing so.”
And its good location is the last but not the least plus for the IP/city. Located adjacent to the north-south National Highway 1, Amata offers immediate access to Vietnam’s integrated transportation network. It lies just 30 kilometres from Ho Chi Minh City, in the Southern Key Economic Region of Ho Chi Minh City, Dong Nai, Binh Duong and Ba Ria Vung Tau provinces. From Amata, easy access is made to many ports, including Saigon Port, Saigon New Port, and Phy My Port. As the government moves forward with plans to build an international airport in Bien Hoa province, Amata will have even more convenient and quality access to all types of major transportation infrastructure.
As for its outstanding quality infrastructure, services and location, many multinationals are now tenants in Amata, including major names like Quadrille Vietnam, Riches High-tech Wrapper Co, Bayer Vietnam Ltd., YKK Vietnam, Fukuyama Gosei Vietnam, Gannon Vietnam, Kao Vietnam and San Miguel. The complex has also won a Golden Dragon Award from Vietnam Economic Times, for its outstanding success and contribution economic development.
Tuesday, November 11, 2008
New construction technology from Rautaruukki to the Helsinki-Vantaa Airport
Rautaruukki is to deliver the foundation, steel frame and façade structures for a maintenance and office building at Helsinki-Vantaa Airport. The developer and owner is E-P:n Lentoasemapalvelu Oy and the facilities will be used by Finncomm Airlines. The project will be the first application of the rock foundation system, Ruukki’s own innovation intended to accelerate the construction process of buildings founded on a rock base.
Construction will start this spring and Ruukki’s deliveries will be completed in September 2008. The new maintenance and office building will be 16 metres high and cover a total area of 10,700 square metres, of which 6,000 square metres are intended for aircraft and 4,700 square metres for offices. Ruukki’s delivery includes design and installation of the structures.
“Ruukki’s quick and efficient design, manufacturing and installation methods will significantly shorten the construction schedule. It will decrease the number of subcontractors and thus also the risks associated with subcontracting. Compared with alternative solutions, we now have better chances of keeping the tight project schedule,” says Heikki Pakari, Chairman of E-P:n Lentoasemapalvelu Oy’s Board of Directors.
“Our new integrated solution will reduce the error risk and the risks related to the scope of contracts, because the building components are designed and constructed as a standard package in terms of jointing technology,” says Saku Sipola, President, Ruukki Construction.
In spring 2007, Ruukki launched a solutions package to increase the speed and efficiency of the construction of multi-storey office and commercial buildings. The solution package also improves industrial safety. Construction time will be reduced because the frame construction can be started as soon as the foundations have been installed and the concrete casting can be done later. The solution comprises Ruukki’s steel pile foundation base for soft soils and the environmentally aware rock foundation solution, which significantly reduces the need for blasting.
For further information, please contact:
Jouni Metsämäki, Senior Vice President, Northern and Eastern Europe, Ruukki Construction
Tel. +358 20 59 29114
Rautaruukki Corporation
Anne Pirilä
Senior Vice President, Corporate Communications and Investor Relations
Rautaruukki supplies metal-based components, systems and integrated systems to the construction and mechanical engineering industries. The company has a wide selection of metal products and services. Rautaruukki has operations in 24 countries and employs 14,600 people. Net sales in 2006 totalled EUR 3.7 billion. The company’s share is quoted on the OMX Nordic Exchange Helsinki (Rautaruukki Oyj: RTRKS). The Corporation has used the marketing name Ruukki since 2004.
Đào tạo kỹ sư vận hành cho Dung Quất
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
Học như… “tập trận”
Mỗi lớp học có 6-8 kỹ sư tham gia khóa đào tạo mô hình mô phỏng về vận hành các phân xưởng của nhà máy, chia làm hai ca: sáng 7g-13g, chiều 13g-19g. Các kỹ sư học một buổi còn một buổi ra công trường tham gia hỗ trợ nhà thầu vận hành thử nhà máy.
Có 68 kỹ sư được tuyển chọn nghiêm ngặt trong tổng số hơn 1.046 kỹ sư, công nhân vận hành: năng lực chuyên môn sâu, ngoại ngữ giỏi, phẩm chất tốt… tham gia khóa đào tạo mô hình mô phỏng về vận hành Nhà máy lọc dầu Dung Quất.
Khóa học do các chuyên gia nước ngoài của Công ty Aramis (Pháp) thuộc tổ hợp nhà thầu Technip trực tiếp giảng dạy.
Vào lớp học, trước mặt mỗi kỹ sư có một màn hình phẳng với hệ thống sơ đồ phân xưởng mình phụ trách, và trên bục giảng một màn ảnh rộng cũng xuất hiện sơ đồ phân xưởng tương tự. Anh Hà Chí Quân, kỹ sư công nghệ tham gia lớp học, cho biết: “Dựa trên mô hình mô phỏng, các chuyên gia nước ngoài trực tiếp hướng dẫn tỉ mỉ từng thao tác theo qui trình khởi động nhà máy cho đến khi sản phẩm đạt tiêu chuẩn; xử lý các tình huống xảy ra trong quá trình vận hành; quy trình dừng thông thường, dừng khẩn cấp như thế nào… Thao tác điều khiển sơ đồ trên màn hình trong lớp học cũng phải tuân thủ kỷ luật thép”.
Hầu hết kỹ sư tham gia khóa đào tạo đều đã trải qua các khóa đào tạo cơ bản về dầu khí, ngoại ngữ chuyên ngành, đào tạo chuyên sâu ở nước ngoài hoặc tại từng môđun ở các phân xưởng công nghệ của Dung Quất. Ông Đinh Văn Ngọc, phó trưởng ban quản lý dự án Dung Quất, nhấn mạnh: “Với khóa đào tạo, các kỹ sư sẽ vào vai với các tình huống trên sơ đồ mô hình mô phỏng trên màn hình điều khiển, phải luyện lý thuyết như “tập trận” trước khi vận hành chính thức nhà máy”.
Học xong vào cuộc ngay!
chưng cất khí quyển Nhà máy Dung Quất - Ảnh: Minh Thu
Qua sơ đồ trên màn hình điều khiển, các kỹ sư tham gia lớp học tiếp cận nhiều tình huống cụ thể: mức dầu tăng, nhiệt độ giảm, bật - tắt van máy bơm, áp suất, độ mở các van, tình trạng hoạt động các thiết bị... Trung tâm điều khiển Dung Quất được thiết kế đặc biệt chống cháy nổ, có hệ thống MIMIC cảnh báo rò rỉ khí, báo cháy tự động và điều khiển chữa cháy từ xa.
Anh Lê Trọng Khải, kỹ sư lọc - hóa dầu, cho biết: “Việc vận hành nhà máy bao gồm hai bộ phận kết nối qua bộ đàm cầm tay: kỹ sư vận hành trong trung tâm điều khiển từ xa như “thuyền trưởng”, còn người vận hành ngoài công trường như “thủy thủ”. Hai bộ phận phải phối hợp đồng bộ, chặt chẽ thì việc vận hành nhà máy mới đảm bảo an toàn, hiệu quả”.
Ông Manuel Custodio, chuyên gia đào tạo lớp học mô hình mô phỏng vận hành Nhà máy lọc dầu Dung Quất, nhận định: “Kỹ sư VN tiếp cận rất nhanh kiến thức vận hành và kỹ năng xử lý các tình huống. Tôi tin họ có thể vận hành nhà máy hiệu quả trong thời gian tới”.
Ông Đinh Văn Ngọc khẳng định: kết thúc khóa đào tạo này, ban quản lý sẽ bầu chọn những kỹ sư giỏi vào các vị trí then chốt (phân xưởng trưởng, ca trưởng, kíp trưởng…) để chỉ đạo vận hành nhà máy. Đồng thời sẽ chọn khoảng sáu kỹ sư giỏi từ khóa đào tạo để hướng dẫn lại cho gần 1.000 kỹ sư, công nhân vận hành tại các phân xưởng nhà máy.
Source:tuoitre.com.vn
Hanoi flooding a construction lesson: official
(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?
The floods show the worst flaw in the city’s urban planning and the heavy price it has to pay.
According to a plan approved in 1998, Hanoi was supposed to prevent flooding with around 40 lakes – more than 10 percent of the city’s area – and four rivers running into the Red River, but the city’s development has meant that those are not enough. Meanwhile the city’s drains are surely only 40 to 50 percent as big as those designed in another plan to improve the city’s drainage system. It’s easy to understand how roads can turn into rivers.Sponsored Links
But even according to the design, Hanoi’s drains can only handle rainfall of 170 millimeters a day or less. How can it be blamed for the flooding?
- Of course the drains were not designed for the maximum rainfall, because it would be very costly. But in case of such heavy rains, the city should have emergency drainage systems or measures to control the water flow. For example, instead of waiting for the water to flow outhward into Yen So Lake, the city authorities should save time by driving it northward into the Red River. Hanoi, just like most of our cities, is unable to do that.
The recent flooding hit the city’s new construction works heavily while the ancient ones and those built by the French many years ago are untouched, what’re the reasons?
- There’re two reasons. First, the old ones were built on high areas. Second, the new urban areas have very low-quality infrastructure. In many countries developers aren’t allowed to sell houses when the infrastructure in that area is unfinished. In our country, they are, and the residents have to suffer afterward. The National Conference Center was also hit because it’s too low and should be raised by about one meter or so.
How important is infrastructure to urban planning?
It should be the primary concern in urban planning but actually it’s not. Recently construction inspectors have found many urban projects lack detailed planning on infrastructure but they are still approved by Hanoi authorities. It’s against construction laws.
What do you think Hanoi should do to prevent flooding?
- It should enlarge lakes, canals and small rivers. It may even have to remove some slums to do this. Recently in Seoul a river was dug to replace a highway while the Netherlands is going to destroy three roads in Amsterdam to give space to waterways.
According to the Construction Ministry, Hanoi has been expanded to have more land for urban development. Do you think the new Hanoi can avoid floods?
- The Institute for Urban and Rural Zoning and international construction experts have suggested that the new urban areas should reclaim land from rivers or lakes. Then the new areas will not be flooded.
Source: thanhniennews
Wembley National Football Stadium_London: Proof Steel Structure Erection by Strand Jacks
| 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.
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Reference projects - Airport construction
Recent examples of our work include……….
Heathrow Airport, Terminal 5 building and air traffic control tower, UK
DLT were responsible for the detailed erection engineering for the 18,500 tonne steel roof structure of the new main core terminal building, and for a 1000 tonne air traffic control tower. Both were fabricated off-site and erected on-site using strand jack lifting systems. The roof box girders, purlins and cladding to the core terminal building roof was erected in 6 No 2,000 tonne lifts. The control tower was pre-assembled off-site into 7 fully complete modules and then assembled on-site using a unique vertical jacking technique.
Erection system and sequence
Heathrow Airport terminal 5. Erection engineering and heavy lifting using strand jacks.
| 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. |
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| 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. |
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| 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. | |
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| 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. |
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| 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. | |
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HAECO hanger roof lift, Hong Kong
The 2000 tonne steel hanger roof of this maintenance hanger was assembled at ground level in two 1000 tonne units and jacked to full height to save time and money. DLT were responsible for all aspects of the erection engineering for supply and operation of the strand jack system to lift the roof sections. Each roof module was lifted using 9 No DL-S185 strand jacks.
Hanger roof, Chek Lap Kok Airport, Hong Kong. Erection engineering and heavy lift contractor for jacking of roof using strand jacks
| 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. |
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| 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. |
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Virgin Atlantic Airways hanger roof lift, London
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, spans 128m across a busy taxi way. To reduce disruption to the airport, the bridge was assembled off site, complete with cladding and internal fit out and then transported and erected in a 10 day closure of the taxi-way. DLT were responsible for the detailed design of a pair of 1640 tonne capacity gantries for lifting the completed bridge into final position, weighing 2,660 tonnes. The bridge was lifted using 8 No 410 tonne capacity strand jacks and the gantries were constructed from a modified proprietary jacking tower system.
| 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. | |
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| 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. | |
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Source: Dorman Long Technology
