+ All Categories
Home > Documents > Construction Magazine

Construction Magazine

Date post: 20-Feb-2015
Category:
Upload: nino-opulencia
View: 417 times
Download: 0 times
Share this document with a friend
84
NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS JAN 15-21, 2011 • ISSUE 352 CONSTRUCTIONWEEKONLINE.COM AN ITP BUSINESS PUBLICATION NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS MAY 26-JUNE 1, 2012 • ISSUE 420 GHI delivers unique vertical column members p62 HARAMAIN FORMWORK Drake & Scull Rail operations director Darko Macura $106bn bonanza Major rail investment plan is on the cards for the GCC p40 Ticket to the future The latest trends, developments in rail technology >6 >58 >70 Digging deep Top tunnel boring machine suppliers converge on the GCC Contract for Dubai Metro $400m operations-and- maintenance deal for Serco Al Sufouh Tram Dubai’s next big transportation project aims for a 2014 finish p54 Also Inside p4 Extension for Oman tender New bid deadline for design-and-supervision contract for Oman’s National Rail Project JEBEL ALI TERMINAL p5 Tender for Riyadh metro Global consortia invited to bid for new system in Saudi capital Etihad Rail signs MoU for new intermodal rail terminal at Dubai Port p12 CONSTRUCT AN ITP BUSINESS PUBLICATION NEWS • ANALY S I S • INTELLI G EN C E • PR OJE C T S CO NTRA C T S • TENDER S MAY 26-J “The regional rail sector is good for the GCC economy, providing a lot of work, whereas parts of the world are still in recession.” SPECIAL ISSUE HOW WILL RAIL DEVELOP IN THE GCC?
Transcript
Page 1: Construction Magazine

NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS JAN 15-21, 2011 • ISSUE 352

CONSTRUCTIONWEEKONLINE.COMAN ITP BUSINESS PUBLICATION

NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS MAY 26-JUNE 1, 2012 • ISSUE 420

GHI delivers unique vertical column

membersp62

HARAMAINFORMWORK

Drake & Scull Rail operations director Darko Macura

$106bn bonanzaMajor rail investment plan is on the cards for the GCC p40

Ticket to the futureThe latest trends,

developments in rail technology

>6

>58

>70Digging deep

Top tunnel boring machine suppliers converge on the GCC

Contract for Dubai Metro$400m operations-and-

maintenance deal for Serco

Al Sufouh TramDubai’s next big transportation project aims for a 2014 finish p54

Also Inside

p4 Extension for Oman tenderNew bid deadline for design-and-supervision contract for Oman’s National Rail Project

JEBEL ALI TERMINAL

p5 Tender for Riyadh metroGlobal consortia invited to bid

for new system in Saudi capital

Etihad Rail signs MoU for new intermodal

rail terminal at Dubai Port p12

CONSTRUCTAN ITP BUSINESS PUBLICATION

NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS MAY 26-J

“The regional rail sector is good for the GCC economy, providing a lot of work, whereas parts of the world are still in recession.”

SPECIAL ISSUE HOW WILL RAIL DEVELOP IN THE GCC?

Page 2: Construction Magazine
Page 3: Construction Magazine

AN ITP BUSINESS PUBLICATION

MAY 26-JUNE 1, 2012

p62

Drake & Scull Rail operations director Darko Macura

Major rail investment plan is on the cards for the GCC p40

The latest trends, developments in rail

technology

>6

>58

>70Top tunnel boring machine

suppliers converge on the GCC

$400m operations-and-maintenance deal for Serco

Dubai’s next big transportation project aims for a 2014 finish p54

p4 New bid deadline for design-and-supervision contract for Oman’s National Rail Project p5

Global consortia invited to bid for new system in Saudi capital

Etihad Rail signs MoU for new intermodal

rail terminal at Dubai Port p12

AN ITP BUSINESS PUBLICATION

MAY 26-J

“The regional rail sector is good for the GCC economy, providing a lot of work, whereas parts of the world are still in recession.”

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 1

MAY 26-JUNE 1, 2012 • ISSUE 420

INTELLIGENCEBid-bond extension for Oman rail tenderFINANCEUAE a key marketSNAPSHOTMajor GCC railway projectsROUND-UPEtihad Rail to build Jebel Ali terminal ENGINEERING GENIUSCrossrail rail project in London

04

08

10

12

80

COVER STORY FACE TO FACE FULL STEAM AHEADCW speaks to Darko Macura about Drake & Scull’s growth plans for the region.

TECHNOLOGYTICKET TO THE FUTURECathal McElroy looks at the rail technology and trends of tomorrow.

38

CONTENTS28

28CONVENTION TENDERSTenders floated by Omran for Phase 2 of the Oman Convention and Exhibition Centre project expire on 18 June.

CEMENT REPUTATION The UAE has the potential to become the region’s major provider of cement, according to the Dubai Chamber.

PILGRIMS’ PROGRESSSaudi authorities are looking to rail projects to accommodate the increasing number of religious pilgrims to the Kingdom.

42OVERVIEWGCC INVESTS $106BN IN RAIL PROJECTSRail is emerging as an increasingly viable option.

13

24

46

EDITOR’S COMMENTThe GCC Rail Network is the end result of a remarkable journey in the region’s history.

22 // ONLINE“I applaud the

government regulatory bodies for acting

quickly.”THOM BOHLEN

For weekly updates and subscriptionsLog ontoconstructionweekonline.com

34

GUEST COMMENTSOFTWARE INTEROPERABILITYConvergence will unlock BIM.

wth plans for the region.

20

Page 4: Construction Magazine

2 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

PUBLISHED BY AND © 2012 ITP BUSINESS PUBLISHING, A DIVISION OF THE ITP PUBLISHING GROUP LTD, REGISTERED IN

THE BRITISH VIRGIN ISLANDS COMPANY NUMBER 1402846

Registered at Dubai Media CityITP Business Publishing

PO Box 500024, Dubai, United Arab Emiratestel +971 4 444 3000 fax +971 4 444 3030

Offices in Dubai, Manama, Mumbai & London

ITP BUSINESS PUBLISHINGCEO Walid Akawi

MANAGING DIRECTOR Neil DaviesMANAGING DIRECTOR, ITP BUSINESS Karam AwadDEPUTY MANAGING DIRECTOR Matthew Southwell

EDITORIAL DIRECTOR David Ingham

EDITORIALSENIOR GROUP EDITOR Stuart Matthews

tel +971 4 444 3476, email [email protected] Gerhard Hope

tel +971 4 444 4305, email [email protected] Cathal McElroy

tel +971 4 444 3000, email [email protected] John Bambridge

tel +971 4 444 3890, email [email protected] QATAR EDITOR William Skidmore

tel +971 4 444 3318, email [email protected] EDITOR Hannah-Farah Abdulla

tel +971 4 444 3264, email [email protected]

ADVERTISINGSALES DIRECTOR Yazan Rahman

tel +971 4 444 3351, email [email protected] DIRECTOR Andrew Parkes

tel +971 4 444 3570, email [email protected] DEVELOPMENT MANAGER (SAUDI ARABIA) Rabih Naderi

tel + 966 50 3289818, email [email protected] SALES MANAGER Carlo Menezes tel +971 4 444 3306, email [email protected]

SALES MANAGER, CW QATAR Oliver Amos tel +971 4 444 3155, email [email protected]

ITP DIGITALDIGITAL PUBLISHING DIRECTOR Ahmad Bashour

tel +971 4 444 3549, email [email protected] MANAGER, B2B DIGITAL Riad Raad

tel +971 4 444 3319, email [email protected]

STUDIOGROUP ART EDITOR Daniel Prescott

DESIGNER Wasim AkandeCHIEF PHOTOGRAPHER Jovana Obradovic

SENIOR PHOTOGRAPHERS Efraim Evidor, Isidora BojovicSTAFF PHOTOGRAPHERS Juliet Dunne, George Dipin, Murrindie Frew, Verko Ignjatovic,

Shruti Jagdeesh, Mosh Lafuente, Ruel Pableo, Rajesh Raghav, Lester Ali

PRODUCTION & DISTRIBUTIONGROUP PRODUCTION & DISTRIBUTION DIRECTOR Kyle Smith

DEPUTY PRODUCTION MANAGER Matthew GrantPRODUCTION COORDINATOR Radomir Medojevic MANAGING PICTURE EDITOR Patrick Littlejohn

IMAGE EDITOR Emmalyn RoblesDISTRIBUTION MANAGER Karima AshwellDISTRIBUTION EXECUTIVE Nada Al Alami

CIRCULATIONHEAD OF CIRCULATION & DATABASE Gaurav Gulati

MARKETINGHEAD OF MARKETING Daniel FewtrellEVENTS MANAGER Michelle Meyrick

EVENTS & CONFERENCESHEAD OF CONFERENCES Michael McGillCONFERENCE MANAGER Oscar Wendel

ITP GROUPCHAIRMAN Andrew Neil

MANAGING DIRECTOR Robert SerafinFINANCE DIRECTOR Toby Jay Spencer-Davies

BOARD OF DIRECTORS KM Jamieson, Mike Bayman, Walid Akawi,Neil Davies, Rob Corder, Mary Serafin

CORPORATE WEBSITE www.itp.comCIRCULATION CUSTOMER SERVICE tel: +971 4 444 3000

WEB www.ConstructionWeekOnline.comITPIMAGES Certain images in this issue are available for purchase.

Please contact [email protected] for further details or visit www.itpimages.com.SUBSCRIBE online at www.itp.com/subscriptions

NOTICE The publishers regret that they cannot accept liability for error or omissions contained in this publication, however caused. The opinions and views contained in this publication are not necessarily those of the publishers. Readers are advised to seek specialist advice before acting on information contained in this publication, which is provided for general use and may not be appropriate for the readers’ particular circumstances.

The ownership of trademarks is acknowledged. No part of this publication or any part of the contents thereof may be reproduced, stored in a retrieval system or transmitted in any form without the permission of the publishers in writing.

An exemption is hereby granted for extracts used for the purpose of fair review.

PRINTED BY Atlas Printing Press LLC Dubai CONTROLLED DISTRIBUTION BY Blue Truck

Audited by: BPA Worldwide.Average Qualified Circulation 10,186 (July–Dec 2011)

The most important project, contract and tender information,

updated every week

The most important project, contract and tender information,

updated every week

The most important project, contract and tender information,

updated every week

The most important project, contract and tender information,

updated every week

The most important project, contract and tender information,

updated every week

To have your copy ofConstructionWeek

delivered to your doorstep, subscribe by logging onto www.itp.com/subscriptions

The most important project, contract and tender information,

updated every week

NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS JAN 15-21, 2011 • ISSUE 352

CONSTRUCTIONWEEKONLINE.COMAN ITP BUSINESS PUBLICATION

NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS MAY 5-11, 2012 • ISSUE 417

ANALYSIS SAUDI’S INTERNATIONAL INVESTMENT POSITION

Al Markaz, Abu DhabiWaha Land’s Hazem S. Al Nowais on the industrial real-estate boom

TENDER FOR HQ

p5 $169m Saudi infrastructure winHLG-Dragados JV wins contract for mine-related infrastructure

Etihad Airways’ for HQ extension project in Khalifa

City ‘A’ p4

Formwork focusMajor suppliers rise

to challenge posed by infrastructure projects

p40

Wins for ArabtecTwo Qatar contracts worth

$126m for leading contractor

>6

>12

>13Powering up

Mott MacDonald oversees Oman’s largest-ever power project

Setting standardsAbu Dhabi to launch new

building code

BIM softwareBentley Systems’ Malcolm S. Walter on the uptake of IT in construction p44

Also Inside

NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS JAN 15-21, 2011 • ISSUE 352

CONSTRUCTIONWEEKONLINE.COMAN ITP BUSINESS PUBLICATION

NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS MAY 12-18, 2012 • ISSUE 418

ANALYSIS DANGER OF NON-RATED FAÇADE CLADDING MATERIAL

2022 TENDER

p12 $2bn expansion for NDIA Extra investment for new airport

to cope with anticipated growth

Qatar Supreme Committee issues two tenders for World

Cup stadium p4

Steel frameworkIdeal building material for sustainability trend p46

Midfield TerminalArabtec, TAV and CCCland $3.2bn construction contract

>5

>6

>10Underwater mosqueFirst for Saudi Arabia and the world

Lusail MarinaPlans unveiled for crescent-shaped building

Train to somewhereSnathe Group aims to boost skills’ training

in the UAE p40

Also Inside

Latest high-rise on Jeddah Corniche to be completed in 2013

Al Jawharah Tower, Jeddah

NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS JAN 15-21, 2011 • ISSUE 352

CONSTRUCTIONWEEKONLINE.COMAN ITP BUSINESS PUBLICATION

NEWS • ANALYSIS • INTELLIGENCE • PROJECTS • CONTRACTS • TENDERS MAY 19-25, 2012 • ISSUE 419

p10 ‘Dragon’ towers design Burj Khalifa design firm unveils twin-

tower scheme in Seoul

Doors & windowsLatest technologies,

trends & products from top suppliers p48

Iraq tenderBreakwater tender for Al Faw Grand Port project

>4 >6Dubai safari park$40.8m project unveiled by Dubai Municipality

CEO Mohammed Bin Zaal on ‘shell-and-core’ design packages

The Reserve at Al Barari

Eastern Mangroves Construction update on TDIC development in Abu Dhabi p34

Also Inside

ANALYSIS MAJOR HOTEL DEVELOPMENTS IN RAS AL KHAIMAH

Page 5: Construction Magazine

The world is complex. Your decisions don’t have to be.

Transportation networks around the world are becoming morecrowded, more congested and more complex to manage. The ability to run these networks smoothly and efficiently is crucial to economicgrowth and quality of life. We design, develop and deliver equipment,systems and services that enhance the safety and operational

efficiency of ground transportation infrastructure and improve passenger experienceworldwide: signalling, communication, supervision, revenue collection and toll roadmanagement systems. We combine them into what we call the Critical Decision Chain.It enables network managers and decision-makers to master complexity in criticalscenarios and make timely decisions that deliver the best outcomes.

To find out more about our Transportation solutions, scan the QR code or visit thalesgroup.com

Transport safety?Automating critical decisions toeliminate human errors Passenger satisfaction?

Offering real time information andensuring security

Network capacity? Improving flow with automated signalling for optimal train frequency

Revenueprotection? Innovative solutions to collect revenues

Seamless journeys?Unique fare systems for all transport modes

Operational efficiency?Ensuring optimised network managementwith minimal investment

Page 6: Construction Magazine

4 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

Tender of note: Bid bond extension for tender for Oman’s National Rail Project

Oman's National Railway System is part of the proposed inter-GCC railway network.

INTELLIGENCE

International competitors for the hotly-anticipated, but much-delayed, design and supervision contract for Oman's

National Rail Project have been requested to extend their bid bonds to 5 July, indicating that an award could be imminent.

Five consortia are bidding for a four-year contract to undertake the detailed engineering design of the proposed 1,000km-long rail network.

Last month the Tender Board faxed letters to the bidders’ representatives in the Sultanate directing them to extend their bid bonds by 90 days to 5 July.

This is the latest in a series of extensions that have characterised the long-overdue contract award. All five bidders are understood to have since complied with the request.

Bid bonds, which are guarantees that the winning bidder will undertake the contract under the terms at which they bid, are typically valid for not more than 90 days, and are routinely renewed at the client's behest.

According to officials, the delay in the announcement of an award is an inevitable outcome of the project’s transfer last year from the Supreme Committee for Town Planning to the Ministry of Transport & Communications.

The successful bidder will be required to prepare the preliminary design for all the elements of the railway project.

Given the size of the project, there is speculation that the Tender Board may select more than one bidder to undertake the design and supervision package.

Page 7: Construction Magazine

INTELLIGENCE

MAY 26-JUNE1, 2012 CONSTRUCTION WEEK 5

Saudi Arabian authorities have launched a tender process to develop a new metro transit system in the capital Riyadh.

In a notice on the Arriyadh Development Authority’s website, “global consortia” were invited to bid to provide infrastructure including rolling stock and telecommunications, as well as tunnelling, civil, mechanical and electrical works.

The notice said suppliers had until 20 June to submit applications for prequalification to the development authority in Riyadh.

Meanwhile the Higher Commission for the Development of Riyadh (HCDR) has approved construction of a second 107km-long ring road that will minimise the movement of heavy trucks.

Tender for new Riyadh metro system

This flagship project will set a global benchmark.

For up-to-the-minute tenders log on to constructionweekonline.com

TOP TENDERSSchneider wins lighting contract

Global architecture, urbanism and design practice Broadway Malyan has secured a brief to provide a full range of design services for the delivery of a global headquarter, research and development, hospitality and visitor centre in China. The client is Grand Agriseeds Technology. 

The practice will provide masterplanning, architectural and

landscape design services for the project, from concept to detailed design and onsite delivery, with the centre set to become a global centre for hybrid rice research.

It will also become a showcase for sustainable development and an international leisure destination in the Qixianling area of Hainan, China's southernmost province. Located in

Baoting County, north of Sanya on Hainan Island, the Shennong Valley Resort will sit in a 35 acre site located between the famous Qixianling Seven Angels mountain ridge and the valley’s extensive terraced rice fields.  

The design will maximise views of the ridge and the valleys below for visitors staying in luxury private villas, large-format club house villas and a five-star resort, operated by the Intercontinental Hotel Group, and including amenities for conference and spa facilities. 

Broadway Malyan director Jeremy Salmon said: “This is a very special project because it is driving such an important global agenda.”

Broadway Malyan to design global R&D centre

Installing a new cathodic protection systemCountry: Saudi ArabiaCloses: 23 JuneClient: SWCCCategory: Power & Water

Design & construction of multi-level parking facilityCountry: Saudi ArabiaCloses: 25 JuneClient: SWCCCategory: Infrastructure

Replacement of a hydraulic power system for SW pumpsCountry: Saudi ArabiaCloses: 26 JuneClient: SWCCCategory: Power & Water

Supply & replacement of elevators at YanbuCountry: Saudi ArabiaCloses: 1 JulyClient: SWCCCategory: Infrastructure

Construction of fire-training centre in Jubail Country: Saudi ArabiaCloses: 7 JulyClient: SWCCCategory: Buildings

Delivery & installation of 7km pipelineCountry: Saudi ArabiaCloses: 26 MayClient: SWCCCategory: Infrastructure

Delivery & installation of 1km pipelineCountry: Saudi ArabiaCloses: 27 MayClient: SWCCCategory: Infrastructure

Firefighting system at Shuqaiq plantCountry: Saudi ArabiaCloses: 29 MayClient: SWCCCategory: Power & Water

Construction & maintenance of buildings in Al Magawer CampCountry: KuwaitCloses: 29 MayClient: Central Tenders CommitteeCategory: Infrastructure

Request for proposal for development of water project Country: OmanCloses: 4 JuneClient: OPWPCCategory: Power & Water

Schneider Electric has been awarded the KNX lighting control contract for the Presidency of Meteorology and Environment (PME) building in Jeddah, Saudi Arabia.

The contract was awarded by Setra e.Vision, the project’s system integrator. Schneider Electric will provide automated lighting controls system for building. The project is scheduled to be completed in August 2012, and spans over 50,000m2, with 19 floors of offices and service and control areas.

The KNX products will control and monitor lighting systems, including presence sensors, switching and dimming.

Hesham AboRejal, VP: LifeSpace and Residential Business at Schneider Electric, said: “We are delighted to be awarded the contract.”

Page 8: Construction Magazine

INTELLIGENCE

Good Week/Bad Week

Princess Tower Achieves Guinness world record

Kuwait$6bn for airport expansion

AlgeriaWork begins on mega mosque

MMGCEO resigns after losses

Cement crisisMakkah projects affected

Al Habtoor JVLeighton boss calls it a 'mistake'

For up-to-the-minute tenders log on to constructionweekonline.com

Omani contractor National United Engineering & Contracting (NUEC) has won a contract from the Ministry of Transport and Communications to implement the $54.6m Sohar Globe Roundabout interchange project, reports the Oman Daily Observer.

NUEC led a field of six construction firms that bid for the contract, namely Strabag Oman, CCC, Larsen & Toubro (Oman), Khalid bin Ahmed & Sons and Federici Stirling Batco.

The existing Globe Roundabout at Sohar sits astride one of the busiest traffic junctions on the Batinah Expressway, which links Muscat with Khatmat Malaha and Dubai beyond. Besides feeding traffic into Sohar city, it also serves as a gateway into Dhahirah Governorate from the Batinah coast.

NUEC wins $54.6m interchange contract

Dignitaries and guests at the official unveiling of the expanded Al Ain district cooling plant.

Al Ain DC plant expansion finishedNational Central Cooling Company PJSC (Tabreed), the Abu Dhabi-based district cooling, has announced the completion of the expansion of its district cooling plant in Al Ain. The plant, which serves UAE University, has been expanded to meet the university’s total demand for a cooling capacity of 20,000TR.

Tabreed CEO Sujit S. Parhar said: “We are delighted to support the UAE University in expanding the world-class education infrastructure it offers its students. This expansion will increase the year-round energy-efficient, cost-effective and reliable cooling solutions that Tabreed supplies to the university.”

The expansion of the Al Ain plant increases Tabreed’s installed capacity in the UAE to 603,441TR and its connected capacity to 561,297TR.

6 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

TOP TENDERS

Upgrading of Eastern Province water transmission system, P1Country: Saudi ArabiaCloses: 6 JuneCategory: Power & WaterClient: SWCC

Architectural design competition and consultancy servicesCountry: OmanCloses: 14 JuneCategory: BuildingsClient: Retirement Fund

Precontract consultancy for sewage pump station refurbishmentCountry: QatarCloses: 15 JuneCategory: InfrastructureClient: Public Works Authority

Rehabilitation of seven villas for research instituteCountry: Saudi ArabiaCloses: 22 MayCategory: BuildingsClient: SWCC

Inspection, overhauling of 30 transformersCountry: Saudi ArabiaCloses: 11 JulyCategory: Power & WaterClient: SWCC

Delivery, replacement of existing defective PCCP pipesCountry: Saudi ArabiaCloses: 10 NovemberCategory: InfrastructureClient: SWCC

Upgrading of existing cathodic protection system in JubailCountry: Saudi ArabiaCloses: 14 JulyCategory: Power & WaterClient: SWCC

Comprehensive inspection and overhauling of 30 transformersCountry: Saudi ArabiaCloses: 11 JulyCategory: Power & WaterClient: SWCC

Waterproofing of four plant buildings at Shuqaiq Country:Saudi ArabiaCloses: 10 JulyCategory: BuildingsClient: SWCC

Rehabilitation of swimming poolCountry: Saudi ArabiaCloses: 9 JulyCategory: BuildingsClient: SWCC

Page 9: Construction Magazine

Engineer of your creative visionArmstrong’s Atelier team of multi-talented, versatile experts experienced in pioneering

ceiling and wall solutions is committed to providing intelligent, effi cient, cost-effective

tailored solutions to meet revolutionary, state-of-the art interior project designs.

Discover the newly-launched Armstrong Atelier team, as well as a dynamic new Atelier

website.

www.armstrong-atelier.eu

To decode this fl ashcode,

you need to download a mobile

application on your smartphone

app store.

Northern Kentucky University, Student Union Armstrong Dubai showroom

Page 10: Construction Magazine

FINANCE

VERDICTBUY: positive developments in 2012 bode well.

Expert Views

Dubai Investments (DI) PJSC, the largest investment company listed on the Dubai Financial Market, has announced its financial results for the first quarter ended 31 March.

DI reported strong quarterly results with profits of AED107m for the period, which is 6% more than the profit of AED101m reported for the comparable period last year.

Consolidated total income for the period was AED623m as against AED643m for the comparable period last year. Total assets as at 31 March stand at AED13.5bn, while net worth increased to AED8.5bn.

The annualised return on share capital achieved for the period is 12%, it was reported.

Khalid Kalban, MD and CEO, said: “DI delivered another quarter of strong performance and financial results.

“The beginning of 2012 showed various positive developments in the form of settlement of the Euro zone debt crisis, increase in the UAE tourism and hospitality sector and relative improvement in the regional political conditions

“These multiple factors contributed to the Group’s increased profitability,” confirmed Kalban.

Dubai InvestmentsOn road to increased profitability

UAE a key marketThe UAE will remain a key target market over the next five years, ac-cording to Arabtec Construction, a growth potential underlined by the increased interest in the contractor shown by Aabar Investments.

Arabtec Holding , of which the construction firm is itself a subsid-iary, said last week Aabar and its units held a nearly 21% stake in the Dubai-based firm, after naming the investment company’s Kadem Al Qubaisi as its new chairman earlier this month.

The stake hike “is a vote of confi-dence not just for Arabtec, but for the construction market,” Arabtec Construction CEO Greg Christofides said Monday at a conference.

Although 2012 will continue to be a difficult year for the economy, Arabtec Construction expects to improve in growth and profitabil-ity, and anticipates more contract awards later this year.

DEVELOPERS

The stake hike is “a vote of confidence”, says Arabtec CEO Greg Christofides.

8 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

Five-year growth forecastWhile 2012 poses difficulties, prospects will improveARABTEC

1.35

1.95

2.55

3.16

3.75

May Jun Jul Aug Sept Oct Nov Dec Jan Feb Mar Apr

DUBAI FIN MKT GEN INDEX

1518

1612

1706

1800

1424

Jun Jul Aug Sept Oct Nov Dec Jan Feb Mar Apr May

1330

Page 11: Construction Magazine

FINANCE

TOP 10 RISERS:Qatari Investors +58.84%Kuwait Co +32.36%National Ranges +29.34%Specialities Gro +26.26%Raysut Cement +22.92%Acico Industries +22.19%United Projects +15.13%Mushrif Trading +13.77%Oman Cement +13.58%Gulf Cement +11.51%

TOP 10 FALLERSNational Cement -26.47%Abdullah AM -20.27%Salbookh Trading -18.77%RAK Cement -18.75%Saudi Arabia AM -17.98%Construction Mat -17.90%Drake & Scull -16.82%Arkan Bdg Mat -16.67%Hail Cement -15.73%National Gypsum -15.22%

SECTOR INDICES: Tadawul : 7,098.38 +0.98% Petchem: 6,352.88 +1.06%Cement: 6,190.57 +1.70% Retail: 7,133.91 +0.89%Energy & Utilities: 4,799.66 +0.05% Telecoms: 2,147.46 +0.46%Insurance: 1,133.17 +0.32%Industrial: 6,075.61 +1.29%Construction: 3,130.57 +1.01%Real estate: 3,778.08 +1.66%Transport: 4,069.15 +0.25%

Update

The African Development Bank (ADB) has approved a loan of $336m to the Moroccan Agency for Solar Energy (MASEN) to help finance the Ouarzazate solar power station projects, which will have a solar generation capacity of 500MW when all phases are complete.

The power station will utilise concentrated solar power (CSP) technology, arraying parabolic trough mirrors around a central tower filled with fluid material, to generate 160MW in the first phase. The project will become one of the largest solar power projects in the world at full expansion.

“The Ouarzazate first phase is a key milestone for the success of the Moroccan solar programme,” said MASEN president Mustapha Bakkoury.

The Kuwait Stock Exchange (KSE) has suspended trading in the shares of 31 listed firms, a majority of them investment companies, for failing to report financial results on time.

A statement on the KSE website said the companies violated a rule that requires them to announce financial results for the first quarter within 45 days. Many of the firms had already been suspended for not declaring results for previous periods.

Twenty of the firms suspended are investment companies that were badly hit by the global financial crisis and have so far failed to recover from its impact. KSE, the third largest Arab bourse in market value after Saudi Arabia and Qatar, lists around 220 Kuwaiti and Gulf companies, and has a capitalisation of $105bn.

ADB funds $1.44bn solar project

Kuwait gets tough on non-reporters

Top 10 healthcare projects in the GCC

(Data correct as at 23 April; Tadawul, year-to-date)

LIST:

Capitalisation of KSE

Kuwaiti, Gulf companies listed220

$105bn

LOAN:

Loan to MASEN$336m

Generated in Phase One

160MW

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 9

Source: Ventures Middle East

PROJECT NAME STATUS PROJECT VALUE($M)

SIDRA MEDICAL & RESEARCH CENTRE Construction 2,400

AL JAHRA HOSPITAL Design 1,628

CLEVELAND CLINIC IN ABU DHABI Construction 1,300

JABER AL AHMED AL SABAH HOSPITAL Construction 1,057

AL AMIRI HOSPITAL Design 1,013

HEALTH CARE CITY ON SHAMS ABU DHABI Concept Stage 954

MAFRAQ HOSPITAL IN ABU DHABI Tender for Construction Contract 871

THE DUBAI UNIQUE MEDICAL PROJECT Concept Stage 817

AL SABAH MATERNITY HOSPITAL Design 672

AJYAD GENERAL HOSPITAL DEVELOPMENT IN MAKKAH Design 600

Page 12: Construction Magazine

SNAPSHOT

10 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

SPOT POLL SPOT PRICESLatest metal prices from the markets

The Middle East needs more development of rail and affordable housing. That is according to comments at a panel discussion examining the infrastructure industry in the Middle East. Panel member Dr. Ghassan Ziadat, Director of Infrastructure (UAE) and

Regional Head of Bridges, Atkins, said the rail industry is a key area of opportunity for the Middle East.

He believes the region is poorer off for the lack of an inter-nation railway infrastructure, and that the Middle East was ‘left behind’ in the railway

transportation age. “Can you imagine Europe without a proper rail network?” asked Dr. Ziadat. The panel also agreed that social infrastructure is being prioritised as a result of the Arab Spring. Investing in smaller projects is also due to current market constraints.

RAIL

NICKEL

* Source: London Metal Exchange, price per ton

$17,025 Have you noticed a greater presence of Chinese companies and products?

20.3%Yes, but I do not use them.

13.6%They now have less fo a

presence.

10.2%We have not noticed much of

a change.

55.9%Yes, they are definitely

moving up!

Major ongoing or planned GCC railway projects

Source: Frost & Sullivan

UAE National Railway Project$10.9bn1,500km End of 2015Connects all EmiratesPassenger and cargo

Dubai Metro$10.6bn 180km End of 2015 Entire Dubai Passenger

Qatar National Railway System$25.0 bnAbout 850kmMid 2015North-South within QatarPassenger and cargo

Abu Dhabi Metro $7.0bn 131km End of 2020Key areas in Abu DhabiPassenger

UAE

Bahrain Rail Masterplan$7.9bn 103km End of 2025 Entire Bahrain Passenger

GCC Railway Network

$30.0bn 2,177km End of 2017All six GCC nationsPassenger and cargo

Saudi Land Bridge$7.0bn950km End of 2014From Jeddah toRiyadhPassenger and cargo

Kuwait City Rapid Transit$7.0bn171km End of 2016Entire Kuwait CityPassenger

Haramain High-Speed Rail$7.0bn444km End of 2014From Makkah toMadinahPassenger

Saudi

Page 13: Construction Magazine

Intercontinental & Crown Plaza Hotel, Festival City, Dubai

Client Al-Futtaim Group Architect Cox Crone ArchitectsConstruction 2003 – 2007Application of FOAMGLAS® behind stone cladding facade 8000 m2

Build-up1 Stone cladding2 Rail support system for cladding

fixed in concrete3 FOAMGLAS® mechanically-

fixed4 Structural wall concrete

Long term investment in safety and durability.Web: www.foamglas.ae Email: [email protected] Dubai office Tel: +9714 434 7140 Doha office Tel: +974 465 5360

FOAMGLAS® Insulation

The Intercontinental and Crown Plaza Hotel are part of Festival City project which, once finished, will be one of the largest mixed-used developments in Dubai. FOAMGLAS® is used behind the stone cladding because of the unique property of being fully resistant to any kind of water and vapour and therefore can be applied on the wall structure without any additional protection against the high humidity. No additional foil for vapour protection is required trough the closed cell structure of the material FOAMGLAS® itself. Result is the life time constant performance of the thermal insulation. Degradation through humidity absorption is the biggest problem in the Middle East for wall insulation next to fire issues. FOAMGLAS® is fully inorganic and will not support any fire. With no flame spread and no smoke development it provides, especially in hotel project with towers, the highest safety and ensures the highest standard. It contains 66% recycling glass content and is environmentally sound in it’s manufacturing, usage and eventual disposal.

Ventilated Facade

1

2

4

3

ASTM E84, E136

THE

BEST

FACA

DE FOR HIGH RISE BUILDINGS

FIRE SAFE

Page 14: Construction Magazine

“Sustainability saves hotels money by dramatically cutting utility bills while promoting environmental awareness.”

SANDRINE LE BIAVANT, consultancy division manager, Farnek Avireal

Etihad Rail to build rail terminal at Jebel Ali PortEtihad Rail, the master developer and operator of the UAE’s national railway network, has signed a MoU with DP World for development of an intermodal rail terminal in Jebel Ali Port. This important agreement, signed by H.E. Nasser Al Sowaidi, chairman of Etihad Rail, and H.E. Sultan Ahmed Bin Sulayem, chairman of DP World, represents a further significant step forward in the development of the rail network.

The intermodal rail terminal at Jebel Ali will enable the more efficient transfer of containerised freight arriving at the port, bringing substantial benefits to logistics companies and the UAE economy as a whole. DP World has already earmarked a strategic potential plot for the intermodal rail terminal, adjacent to Jebel Ali Maritime Terminal 1 and close to Terminal 2. The team at DP World will oversee

the building and operation of the loading and unloading facilities at the rail terminal while Etihad Rail will construct and own the railway infrastructure and

The MoU highlights how the rail network can offer logistics companies a safer, more efficient and more environmentally-friendly solution to their transportation requirements. The shift from truck to rail transportation will reduce truck traffic at the port terminal and on the roads surrounding Jebel Ali while also being more cost effective for businesses over long haul moves. One Etihad Rail train will carry up to 260 TEUs (twenty-foot equivalent container units) which, if transported by road, would require at least 130 trucks. By 2030 it is expected that the Jebel Ali intermodal rail terminal will have a capacity to handle the transfer of five million TEUs a year.

In Quotes

INFRASTRUCTURE

ROUND UP

H.E. Nasser Al Sowaidi and H.E. Sultan Ahmed Bin Sulayem.

12 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

“With the world’s attention on Qatar, the region has taken strides to help improve and build its infrastructure.”

SAMI AL-NAJI,country manager, Dorma Qatar

“Oman is seeing strong investor demand in the tourism sector, especially

in niche properties.”

H.E. MAITHA AL MAHROUQI, Undersecretary of the Ministry of Tourism

Page 15: Construction Magazine

“Leading institutions play a critical role in collaborating with the private sector to strengthen the overall technology capabilities of the Kingdom.”

HISHAM BAKHALI, CEO, GE Energy, Saudi Arabia

53

4

2

The tenders floated by Omran, Oman’s governmental tourism development company, for Phase 2 works on the Oman Convention and Exhibition Centre (OCEC) project will expire on 18 June. The main contractor will build the 22,000m2 column-free exhibition hall, divisible into five separate exhibition spaces. Halls I and II will feature fit-out’ with theatre seating for 10,000. “We have substantially completed enabling works,” said Abdul Wahid Al Farsi, Omran corporate affairs VP.

The Qatar National Convention Centre (QNCC) Extension/Exhibition Hall has earned LEED Gold certification for new build. The project is the first of its kind to earn LEED certification, and is the first LEED-certified project on the Qatar Foundation (QF) campus.

Saudi Arabia has revised its estimate for its total investment in power projects over the next decade to $106.6bn from $79.9bn. “We increased it due to the latest developments, especially in the housing sector, and also the new infrastructure funded by the government,” Saudi Electricity Company (SEC) chief executive Saleh al-Awaji said at a water and power conference in Dammam. Al-Awaji said last year that the Gulf’s largest utility may change its $80bn, ten-year investment plan as it speeds up delivery of its power projects to meet state infrastructure demands. The funds would be used to boost capacity to at least 80,000MW by 2020 from an installed capacity of 50,000MW.

Around the GCC

1. KSA

$106.6bn investment in power sector

2. OMAN

Convention tender bids

3. BAHRAIN

Bahrain to get ‘Dragon City’

5. UAE

$60m deals for Dubai Exports

4. QATAR

LEED Gold for Qatar project

ROUND UP

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 13

1

Diyar Al Muharraq has signed an agreement with the China Middle East Investment and Trade Promotion Center (Chinamex) to develop a multi-million dollar complex named ‘Dragon City’ at its a massive $3.2bn reclaimed land development located off the coast of Bahrain at Al Muharraq. Abdul Hakim Al Khayyat, chairman of Diyar Al Muharraq, and Aaref Hejres, CEO, met with a delegation of senior Chinese investors to sign an agreement to establish the first 46,000m2

phase of the project.

Local companies that participated in the UAE pavilion at this year’s Project Qatar 2012 exhibition were able to clinch 17 deals, together worth $60.16m, with Qatari and international companies. The 3,000m2 UAE pavilion, led by Dubai Exports, brought together more than 140 local companies specialised in the construction, contracting and building materials sectors. The UAE companies were able to demonstrate their strength at Project Qatar 2012.

Page 16: Construction Magazine

right fire safety systems are in place, across the board,” stressed Fakhro.

Safe & Sound, a division of YBYF, has joined forces with a leading provider of

ROUND UP

14 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

COMPANY UPDATE

FIRE SAFETY

Latest fire-safety systems for Bahrain The recent outbreak of fires region-wide should be seen as a signal for governments, organisations and communities to ensure that world standard safeguards are in place, according to Yusuf Abdulrahman Fakhro, Director of Bahrain-based Yusif bin Yusif Fakhro (YBYF).

“Human lives, homes and resources are of paramount importance to organisations and society at large and we must take the spate of fire-related incidences as serious warning signs. We must take measures to ensure that the

international standard fire safety systems, Eurotech Fire Systems. “It is a timely decision for us to enter this critical sector with a world leader. Eurotech is considered

a pioneer,” said Fakhro. The JV brings the nationally and internationally certified fire detection system Eurotech, which has a strong presence in Oman and UAE, to Bahrain.

FACILITIES MANAGEMENT

Duserve FM wins Dubai contractDuserve FM has secured a year-long contract for the 393m-high, 90-storey 23 Marina Building in Dubai Marina. It is the world’s second-tallest residential tower, after Princess Tower at 414m, also in the same block.

Duserve FM, awarded the contract by Hircon International, will provide all FM and value-added services, including MEP and cleaning.

Eurotech Fire Systems export sales manager Tim Williams and director Yusuf Abdulrahman Fakhro with GM Ajai Datta.

With operations in 50 countries and 68,000 employees, Thales is a global technology leader for the aerospace, space, defence, security and transportation markets.

Thales has more than 30 years of presence and partnership in the Middle East and the Gulf countries. Thales has developed outstanding relations with all countries of the region, and is a reliable partner for locally-based and country national companies.

In ground transportation, Thales is leading the rail control business with an unmatched portfolio of advanced signalling, supervision and telecoms and fare-collection systems.

Focusing on systems that enable railways to get the most out of their assets, Thales has established strong positions on its key markets:

• It is a leader in ETCS infrastructure, with 30% global market share.

• Thales is the global Number 1 supplier of high-performance communications-

based train control (CBTC) for urban rail operators to meet growing passenger demands. So far Thales has deployed more than 53 SelTrac® CBTC systems in over 30 major cities.

• Thales is the Number 1 provider of integrated communication and supervision systems.

• Thales is the unique provider of multi-modal and multi-operator fare collection systems at the national scale.

In Saudi Arabia, Thales is implementing the leading European Train Control System (ETCS) Level 2 with a contract for the 2,400hm Saudi North South Rail (NSR) freight and passenger railway Line. The NSR line, part of the global GCC Railway Network, is the world largest implementation of ETCS & GSM-R technologies. In the UAE, Thales delivered a fully-integrated CBTC system for the Dubai Metro (pictured above).

Thales in the Middle EastADVERTORIAL

Page 17: Construction Magazine

HIGH AESTHETIC TOTAL WALL SOLUTION.

Qbiss One, The cost-effective solution for your facades an ideal alternative to

Aluminium rainscreens. Combining total functionality and aesthetics it is the natural

choice for all architectural building applications.

Qbiss One the Full facade

solution including curved

radius panels.

Prefabricated rounded corners

- no cuts, folds or welds. Giving

the highest levels of aesthetics.

Qbiss One the full through wall solution, offering excellent insulation

values, the highest levels of airtightness and exceptional levels of

flatness. The true alternative to Aluminium Rainscreens.

Alu

min

ium

Rai

nsc

reen

s

Qb

iss

On

e F

acad

e S

yste

m

Trimo UK Ltd, UAE Branch officeLevel 19, Monarch Office Tower | Office 1907 | One Sheikh Zayed Road | P.O Box 333840 | Dubai, UAEt: +971 4 7050401 | m: +971 505093153 | [email protected] | www.qbiss.eu | www.trimo.org.uk

Qbiss One on McLaren Production Centre, GB | Architect: Foster + Partners

Page 18: Construction Magazine

ROUND UPROUND UP

16 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

Leaders in Construction SummitDate: 18 JuneVenue: Radisson Blu, RiyadhKey event for construction industry in Saudi Arabia. High-profile speakers will update contract and project progress and provide an industry overview of opportunities for contractors and consultants.

Leaders in Construction SummitDate: 18 SeptemberVenue: Armani Hotel, DubaiKey event in the GCC region that will take the pulse of the construction industry. Leading figures will provide insight and share their expertise.

Building Sustainability into the Middle East Abu DhabiDate: 5 NovemberVenue: Westin Abu Dhabi Golf Resort & SpaKey event for sustainability and green building in the Middle East that will focus on energy efficiency and lifecycle costing.

Social Infrastructure KSA 2012Date: 13 NovemberVenue: Radisson Blu, RiyadhThis conference will focus on the increasing demand for social inbfrastructure in Saudu Arabia, ranging from affordable housing to education and healthcare.

AWARDS

fmME AwardsDate: Wed 6 JuneVenue: Westin, DubaiThe annual fmME Middle East Awards help to raise the profile of the industry and recognise and reward those companies, individuals and projects that have made significant

Panellists at CW’s Building Towards 2022 conference in Doha.

CONFERENCES AWARDS

CW Awards QatarDate: Mon 10 SeptemberVenue: TBA

ME Architect AwardsDate: Tues 23 OctoberVenue: TBA

CW KSA AwardsDate: Mon 12 NovemberVenue: TBA

MEP Middle East AwardsDate: Wed 28 NovemberVenue: TBA

CW AwardsDate: Wed 12 DecemberVenue: TBA

For up-to-the-minute conference and award information, log onto constructionweekonline.com

contributions to the overall development of the industry.

The awards highlight those organisations that have excelled, plus individuals who have delivered above and beyond the call of duty, to put themselves forward and fly the flag of industry success. Also celebrated will be those who have endeavoured to implement best practice to ensure the highest standards of safety are met and customer service

achieved. Since the launch of fmME in September 2006, the FM industry has witnessed several international and home-grown companies enter the market; the appointment of more internal FMs than ever before; and the implementation of a new Strata Law set to change the market again.

The role of an FM professional is to ensure that developments, whether ‘signature’ or not, deliver to international standards.

MEP Conference 2012Early involvement of the relevant authorities is essential to delivering innovative MEP design solutions in Qatar. This was the message at the start of the MEP Middle East Conference 2012 in Doha on Wednesday.

“Building to their standard helps to move the project on,” said Hamad Ali Al-Abdulmalik, building projects director and acting city operation director, Lusail, in his opening address to the conference.

He went on to explain how the role

of MEP consultants has evolved to provide more integrated services, and now requires the heavy integration of different systems.

“As we get more advanced in technology and become more demanding of new technology, we face more challenges to use this technology,” he said.

Delegates at the conference, sponsored by Kimmco, Viessmenn and HSBC, went on to learn more about the infrastructure developments at Lusail, including One of the longest utility tunnels in the world.

Simple solutions to global climate change can start at building level, according to another expert at the MEP conference 2012.

Dr Kailash Chandra, senior technical manager at KIMMCO, said: “Insulation will save energy and reduce the CO2 pollution, which is a by-product of the energy’s creation,” said Chandra. In the GCC, buildings account for up to 60% of energy consumption. Of that, 75% is used in heating or cooling. For Chandra, the solution to reducing the consumption was straightforward: insulation.”

The MEP Conference 2012 was held at the Grand Hyatt in Doha on 23 May.

Conferences and Events News

Page 19: Construction Magazine

CONTACT DETAILS:

TELEPHONE: +971 4 885 7225FAX: +971 4 885 7226

www.vslme.com

CREATING SOLUTIONS TOGETHERYOUR CONSTRUCTION PARTNER FOR

POST TENSIONING BRIDGES BUILDINGS

HEAVY LIFTING

MSE WALLS GROUND ENGINEERING

VSL

BARSYSTEMS

REPAIR & STRENGTHENING

Page 20: Construction Magazine

18 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

COMMENTCOMMENT

Incredibly, the Dubai Metro was the GCC’s first new rail project in over 20 years. To put the current rapid expansion of rail projects into perspective, one only

has to contemplate the ambitious GCC Railway Network, set to transform transportation and logistics in the region upon its completion in 2017.

This is not the first time that a project of such a scale has been conceived for the region. One only has to look at the famous Hejaz Rail Link in the early twentieth century in the Ottoman Empire. This line conveyed pilgrims from Damascus in Syria to the holy city of Madinah in Saudi Arabia, through the Hejaz region, covering 1,300km of desert. Unfortunately, the line was damaged in World War One and subsequently closed, marking a decisive end in the region’s rail infrastructure … until now.

In this issue we report on some of the major rail and metro projects underway. It is clear that the successful Dubai Metro has set a benchmark for integrated public transport, and many countries – from Qatar to Saudi Arabia and Kuwait – are developing their own systems.

The development of the region’s rail infrastructure extends far beyond public transport though. To date, the GCC has had to rely mainly on its road network to move goods. Indeed, cross-border trade is solely reliant on road transport at the moment. This is also due to the fact that air transport is expensive, while coastal shipping is not that feasible.

However, as Frost & Sullivan points out in a research report, moving goods by road entails

huge costs and long transit periods, which has the effect of placing an artificial glass ceiling on the growth of the region’s logistics industry. Such hindrances and artificial constraints also impact on the investment plans of international companies looking to do business in the region.

Frost & Sullivan argue that rail is the most efficient transport mode for essential building supplies such as stone, concrete and cement, largely due to the fact that transport costs decline as distance increases.

Of course, there are problems and barriers. Except for Saudi Arabia, the GCC countries average 250km to 300km end-to-end, while rail networks are at their most efficient at distances of over 500km.

Then there is the desert terrain itself with its shifting sands and unstable ground surface. And finally there is the considerable investment required for rail projects, from materials, equipment and labour through to initial development and management.

While the GCC Railway Network is probably one of the most significant infrastructure projects ever undertaken in the region, Frost & Sullivan point out that the six member states must first get their national networks in order before they can reap maximum benefit from such a system.

A range of rail experts and consultants all point out that the GCC needs some kind of coordinating or overseeing body to ensure that best practice is adhered to. It is one thing to think big, but accurate and thoughtful planning is critical to successful implementation.

A long journeyThe GCC Rail Network is the end result of a long journey

GERHARD HOPE

The station mock-up for the Al Sufouh Tram in Dubai.

Some of the world’s best rail experts are flocking to the region, excited by the scope and challenge of the task at hand. It is every rail engineer’s dream to be in the GCC at the moment.

Page 21: Construction Magazine
Page 22: Construction Magazine

COMMENT

20 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

According to the Kuwait Financial Centre (Markaz), GCC countries are on track to spend $137.4bn between 2011

and 2020 just on new road and railway projects. Productivity in the construction industry in many of the world’s advanced economies has stagnated.

AEC firms are turning to technology to improve productivity. In the construction and engineering sector, reality capture has progressed by leaps and bounds – with these firms using technologies such as high-resolution aerial photogrammetry, oblique imagery, radar-derived digital terrain models and laser scanning.

Motivated by business objectives, CAD is evolving into model-based design. Building Information Modelling (BIM) is driving different professional disciplines to communicate and collaborate far more closely. For example, construction companies are linking BIMs to project management software to enable 4D and 5D views of projects that help eliminate risk of budget overruns by making the scheduling of material deliveries and work crews more transparent.

This highlights the increasing necessity for interoperability of software as different project teams – for example, HVAC, structural, plumbing and electrical – bring together their designs

in a single shared model. Consequently, designers are beginning to look beyond a single product approach and instead are investing in groups or suites of different products to facilitate easier sharing and an accelerated workflow and by working in parallel on different design aspects of a project to compress time schedules.

3D visualisation is an integral part of BIM, not only because it facilitates collaboration between design teams, but also because 3D modelling is a more natural, intuitive medium for communicating with non-technical stakeholders.

With infrastructure growing at such a rapid rate, planners and contractors need to communicate more closely and more effectively with governments, regulators and other stakeholders to demonstrate that they have satisfied regulatory, environmental and financial requirements in their designs and construction sequencing.

How we will address building this urban capacity at a much faster rate is through the convergence of BIM, geospatial and 3D technology. The potential business benefit of the convergence of BIM, geospatial technology and 3D technology is improved productivity, which will help attract private-sector funding to enable the rehabilitation of the world’s

aging infrastructure. But the key to unlocking the potential of convergence is interoperability, and interoperability requires standards.

Existing standards such as the Open Geospatial Consortium’s (OGC) Web Map Service (WMS) and Geography Markup Language (GML), buildingSMART’s Industry Foundation Class (IFC), the Open Green Building XML’s gbXML, the Distributed Management Task Force’s Common Information Model (CIM), the National Rural Electric Cooperative Association’s Multispeak and LandXML.org's LandXML are being adopted not only by governments, but also by the private sector, and I expect we will see more initiatives like the smart grid activity (likely to be focused in a new Energy & Utilities Domain Working Group) just initiated by the OGC.

Convergence, enabled by standards-based interoperability, will open the doors to further take-up of model-based design for infrastructure, which will lead to better collaboration, streamlined workflows and greater productivity. This will result in lower project overheads, improved profitability and better returns on investments.

Geoff Zeiss is Director of Utility Industry Program, Autodesk, Inc.

Software interoperabilityIncreasing necessity for convergence to unlock full potential of BIM

GEOFF ZEISS

Page 23: Construction Magazine

Peak performance. Innovative demolition.Just one click to the no. 1 choice: www.wackerneuson.com

Wacker Neuson SE (Regional Office Middle East - Dubai)Tel. +971 (0)4 334 02 82, Fax +971 (0)4 334 02 85Contact: [email protected] CMC Construction Machinery Center Co. LLC (Dealer - U.A.E.)Tel. +971 (0)4 285 89 59, Fax +971 (0)4 285 24 27Contact: [email protected], www.cmcgulf.com

Page 24: Construction Magazine

ONLINE

To submit a letter, write to [email protected] or by post: Construction Week, PO Box 500024, Dubai, UAE. You can also log onto www.ConstructionWeekOnline.com

Re: Cladding systemsI applaud the government regulatory bodies for acting quickly to require the use and installation of fire-resistant cladding on new buildings. However, I do not believe that nothing can be done about the estimated 500+ existing high-rise buildings that currently have combustible cladding. All existing buildings can be upgraded with audit, analysis and retrofit solutions unique to each building. Alternate solutions to complete replacement can be found. This process can be enforced at the time of renewing occupancy permits. Life-safety issues should always take precedence over commercial issues. THOM BOHLEN

Existing buildings can be upgraded to the latest health and safety standards, says a reader.

22 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

MOST POPULAR

LATEST FEATURES

National Stadium

IN PICTURES

Brazilian Minister of Sports Aldo Rebelo (right) and Federal District Governor Agnelo Queiroz visit Brasilia’s National Stadium, currently under construction.

Rising EmirateThe RAk government has an ambitious hotel-development project pipeline, spurred by major investment in the tourism sector.

The ReservistCW speaks to Al Barari CEO Mohammed Bin Zaal about his company’s latest project, The Reserve.

Eastern MangrovesJohn Bambridge updates construction progress at this TDIC project in Abu Dhabi.

1Burj Khalifa architect unveils ‘dragon’ towers

212 tenders set to close by Tuesday 15 May

3Business Bay Canal project revived by municipality

4Largest lagoon in the world located in Egypt

5Dubai super-tall tower contract won by Duserve FM

FEEDBACK

Re: Falls are leading cause of site fatalities: HAAD‘It is often said that more people die falling from heights of 2m and below than from any height above. This may be a consequence of many more people working at the lower heights and those working above generally taking more care, but do the Abu Dhabi figures bear it out?TONY MARSHALLSAY

Re: China wins $1.3bn Alge-rian mega-mosque contract Just extravagance and show off. Building more and smaller

mosques across Algeria is a better idea. Focusing on Algiers only leaves the rest of the country in the Dark Ages. We need to spend more on education, research and increasing the standard of living of Algerians, lowering unemployment and building apartments for the youth.AMINE ABU YOUSSEF

Re: Abu Dhabi and Singapore to share planning secretsWell, there is a lot to learn, and all the knowledge will go one way. My company was recently

Phot

o by

EVA

RIST

O SA

/AF

P/Ge

tty Im

ages

appointed on similar office fit-out contracts in each city. We applied for building owner approval on the same day in each city.

Five weeks later we handed over the project to the client in Singapore just as we were receiv-ing approval from the Abu Dhabi building owner. It is still Third World mentality in a lot of areas over there.BUSINESSMAN

Page 25: Construction Magazine
Page 26: Construction Magazine

ANALYSIS

UAE cements its reputation

ANALYSIS

Cement is a widely-used and important material for construction of real estate and

infrastructure projects.

The UAE has the potential to become the major provider of cement to the region, according to the Dubai Chamber of Commerce and Industry

24 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

Long-term prospects for the UAE cement industry are bright due to growth in investment in infrastructure in the UAE,

GCC and key foreign markets, the latest study by Dubai Chamber of Commerce and Industry finds. The UAE has the potential to become the major provider of cement to the MENA region and beyond when taking into account the lucrative opportunities that exist.

The study, which is based on the Business Monitor International (BMI) UAE Infrastructure report for Q1 2012, finds that, given the historic importance of construction projects in the UAE and the GCC, the cement industry has acquired increased prominence as an important industry with growing demand.

Furthermore, this is also an industry that can be expected to become more important in the future as demand for building materials increases in line with plans for infrastructure spending in the UAE and the rest of the GCC region.

The study provides data on the number of companies engaged in different activities related to cement production and trading in Dubai. A healthy trend is shown because, while the number of companies engaged in cement manufacturing remains stable from 2008 to 2012, a significant increase is seen in the number of companies engaged in cement products trading and manufacturing of products using cement.

This information conforms with other data which shows UAE cement-related

exports growing from 2008 to 2010. Dubai’s position as a trading hub has helped the local cement industry grow to meet the construction needs of the GCC region and beyond.

The study also highlights different trends in historical prices of various cement-related construction materials in Dubai in 2011. For example, the price of white cement remained generally stable and then increased later in the year, while the prices of Portland cement fluctuated more during the same time. The recovery in prices in Q4 2011 could indicate market strength, and could also help the profitability of the UAE cement industry, according to the study.

Since cement is such a widely-used and important material for construction of real estate and infrastructure projects, this industry has potentially lucrative prospects both within the UAE, and also in export markets.

The study reveals the potential growth of the domestic UAE market. The value of the UAE construction industry is forecast to see substantial growth from 2012 onwards, partly due to investment in infrastructure projects. Some important projects include the key growth areas of logistics and tourism. Investment in these and other infrastructure projects in the UAE could generate demand for more cement, aiding the growth of the country’s cement industry.

Meanwhile, other growth drivers should be exploited, notes the Dubai

Chamber, given projections of long-term economic growth in regions such as the GCC, South Asia, Central Asia, East Asia, Africa and Turkey. These growing economies need construction materials to build vital infrastructure projects, like roads, railways and bridges, in order to enable more economic growth.

While lower global demand may have impacted the global cement trade in 2009, causing a temporary decrease for some sub-product categories, UAE exports have shown strong growth between 2008 and 2010. It may also be noted that strong and consistent growth has been witnessed especially in Portland cement, which has grown every year from 2008 to 2010. The

Page 27: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 25

ANALYSIS

For up-to-the-minute analysis log on to constructionweekonline.com

value of UAE exports in this sub-product category was more than $133m in 2010, which highlights its importance in UAE exports, the study finds. Noticeable growth is also seen in white Portland cement, hydraulic cement and cement clinkers from 2008 to 2010.

The major markets for the UAE’s cement exports in 2010 were Oman, Saudi Arabia, Bahrain, Nigeria and Ghana. For the future, UAE cement exporters could note that, according to figures from trademap.org, Iraq was the country that imported the most in terms of value of cements, Portland, and aluminous slag in 2010, representing a potentially large growth opportunity. According to the same source,

UAE construction industry forecasted output ($bn)

Source: BMI, UAE Infrastructure Report Q1 2012, UAE National Bureau of Statistics. Data from 2012 onwards is based on BMI forecasts.

2012 2013 2014 2015 2016

65

55

45

35

25

Page 28: Construction Magazine

26 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

ANALYSIS

other potentially large importers of global cement in 2010 included African countries like Nigeria and Angola and MENA-region countries like Algeria and Egypt.

Demand for cement depends on the growth of the global construction industry and growth in this industry is underpinned to some extent by growth of the global economy. Therefore any weakness in global economic growth could translate into weakness in global cement demand.

Other challenges are caused by competition by established players in foreign export markets. In the short to medium term, UAE companies could increase exports by finding gaps in demand and supply. While these gaps could emerge in any market, there could be more possibilities of such gaps developing in emerging markets in the MENA region, Africa and Central Asia. Over the longer term, UAE cement companies could develop contacts and establish a stronger brand presence in major export markets in developing countries to further increase their sales.

“Growing economies need construction materials to build vital infrastructure like roads, railways and bridges in order to achieve more economic growth.” Dubai Chamber of Commerce and Industry

Meanwhile, increased prices of raw materials and other inputs needed for cement production could create challenges for UAE cement companies. These challenges could be met by incorporating more efficient methods of production, more efficient financial and capital management, and a better and timelier service. This could not only help UAE cement and cement product manufacturers to absorb raw material price increases, but also in the longer run it will enable them to be more competitive and lower-cost cement producers.

In conclusion, the study finds that the need to build more real-estate and

infrastructure in the UAE is expected to drive future demand for cement, while the growth in demand for construction materials from developing countries that presents lucrative export opportunities. This could especially be the case for emerging markets, in which supply and demand gaps may be created as long-term economic growth causes increased cement demand.

The study recommends that UAE cement businesses develop contacts in these markets in order to fully realise this potential and grow their exports. Meanwhile, they ought to actively continue to enhance their competitive advantage.

ADVERT

44 CONSTRUCTION WEEK FEBRUARY 12-18, 2011

Page 29: Construction Magazine

Five new business destinations at your fingertips.It’s never been easier to reach some of the world’s fastest growing economies. We now fly daily from Abu Dhabi to Shanghai and Nairobi, 3 times a week to Tripoli, 4 times a week to Basra and 6 times a week to Lagos*.

Lie back, relax and enjoy the luxury and warmth of our on-board hospitality. Wherever you fly, you’ll arrive feeling rested, refreshed and ready to do business.

Call 02 599 0000, visit etihad.com or see your local travel agent.

*Lagos flights start 1 July 2012.

Page 30: Construction Magazine

28 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

FACE TO FACE

Drake & Scull International PJSC has re-established its rail division in the GCC to complement its civil, water and power and MEP

capabilities. CW speaks to rail operations director Darko Macura. By Gerhard Hope

Drake & Scull Rail was first established in the UK in 1993. “It was set up as an EPC division to cater for all the metro and rail projects in the UK. Sub-sequently we decided to re-establish the rail capa-bilities in the GCC region as part of Drake & Scull

International PJSC,” explains Macura.“Apart from rail, we have got an MEP, civil, and construction

business, as well as water and power. We have got a very strong geographical platform, and we have got a very strong financial balance sheet for the GCC region. With our rail experience from the Far East as well as the UK, we aim to service the rail and metro projects in GCC countries.”

Macura says the division’s EPC experience was derived mainly from the UK, “which is the way that most of the metro rail projects are tendered. We have got also EPC experience from the water and power division here in the Middle East, as well as from Europe.

Thus between the resources we have got in the GCC region, as well as the fact that quite a few of our rail staff from the UK are now permanently based here at Drake & Scull International, we have got the skills base to deliver the projects,” says Macura. “Our network of previous and existing employees allows us to

attract the right people here into the GCC region, and of course we will be recruiting new people to the business, but I think the mixture will be a rich combination that will be available to deliver projects.” Macura says Drake & Scull Rail has the capabil-ity to follow a range of contractual arrangements, from turnkey to EPC, joint ventures with other companies, packaged works and subcontract works.

“We are also able to participate in PPP initiatives. We have a division within the group called Drake & Scull Development. Its sole purpose is to develop projects that are PPP-structured, so the funding would be from the company as well as external sources,” says Macura. “We believe in being part of a turnkey project from the design stage, delivery, testing, commissioning, operation, maintenance, so the client gets a better value for money and we get long-term work out of it,” he adds.

In terms of the specific services offered by the division: “First of all, we offer the full MEP fit-out of stations, both over ground as well as below ground. We are very familiar with and knowledge-able of the standards for underground stations because they are quite critical, and we have got a lot of experience with low-smoke fume-emitting materials, which are crucial to being installed

STEAM AHEADFULL

Page 31: Construction Magazine

MAY 26-JUN 1, 2012 CONSTRUCTION WEEK 29

FACE TO FACE

Page 32: Construction Magazine

30 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

FACE TO FACE

40 YEARS' EXPERIENCE BROUGHT TO THE GCC REGION BY DRAKE & SCULL RAIL

supply system-wide technologies for railways. “We partner with European companies, as well as Asian and Far East and US companies. We really source the technology worldwide, where it is most pertinent to the project at hand. Different technology suppliers have different products.”

Commenting on what gives Drake & Scull Rail the edge, Macura acknowledges that this is a highly competitive sector. “I think it is very competitive from a consultant’s view, it is very competitive from a civil and building point of view, and yes there is a lot of competition for MEP.

“However, we believe that, with our skills from the Far East and the UK, in combina-tion with our resources in the GCC region, which have been established here for the last 40 years, we are able to offer clients a good product in a cost-effective way and to the best standards of safety and quality. Safety and quality come first. There must be reli-ability of the installation and the services, because customer safety comes first, both onboard the trains as well as while they are

in the stations.” The division’s international reference projects include Hung Hom (Kow-loon and Canton) railway terminus, MRTC HQ and the Tsuen Muen light rail system in Hong Kong, as well as the North Pole Depot, the Jubilee Line extension project, MEP works for the London Underground, the St Pancras Station redevelopment, the Siemens Traincare facility, Channel Tunnel Rail Link line infrastructure, the Stratford and Ebbsfleet international stations, and MEP works for the high-speed Hitachi trains at the Ashford and Ramsgate depots in the UK.

As for the division’s plans for the GCC, Macura says: “We are targeting rail and metro projects in Qatar, Kuwait, Saudi Arabia and the UAE initially, and then our aim is to tar-get projects in North Africa and South East Asia. I think the clients themselves have been sort of structuring the way they want to tender the works, and they are looking at prequalifying experienced consultants and experienced contractors.

“They are looking at the previous record, both from a technology and skills point of

in underground stations. “We are also very familiar with customer information systems and customer security systems, which are specific to rail and to underground stations. We are also very familiar with, and have expe-rience with, depots for the maintenance of rolling stock. In partnership with specialist manufacturers of equipment for the mainte-nance of trains, we are able to perform and deliver full turnkey projects for depots, MEP fit-out, construction, as well as supply and installation of specialist heavy equipment,” explains Macura.

“We have also got a lot of experience with tunnel ventilation and smoke control for tunnels. We do this in partnership with specialist designers; there are only two or three in the world that are quite specialised in this. We have gained a lot of experience from the Jubilee Line Extension in the UK, and so we are able to offer that here in the GCC region as well.”

Macura adds that, in collaboration and partnership with signalling and telecoms technology suppliers, Drake & Scull Rail can

Futuristic Kowloon in Hong Kong. Work continues on the new Eurostar railway terminal at St Pancras in 2006.

An MTR train heads into the station on the Kowloon side of Hong Kong in 2005.

Page 33: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 31

FACE TO FACE

“[The rail sector] is quite demanding, but it is also very good for the regional economy, providing work for quite a lot of people at the perfect time, where some parts of the world are still in recession.” Darko Macura

Page 34: Construction Magazine

32 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

FACE TO FACE

A train on the London Underground in the UK.

view, as well as a safety and record point of view. I believe, in my opinion, that they are doing this in the right way. They are massive projects, and they have a big backlog. Metro projects, from conception to handover, take five to ten years; it is quite a long period,” says Macura.

The success of the Dubai Metro has served as benchmark for public transport in the Middle East, with similar systems on the cards from Doha to Kuwait City. “Public transport is a lot more environmentally-friendly solu-tion. It can be a very comfortable method of travelling, with climate control, and it also gives people a stress-free environment

in which to travel. They can read, listen to music; people can be more productive and relaxed,” says Macura.

Commenting on the 2022 World Cup in Qatar and the demands this will place on the professional teams required to deliver its transport infrastructure in time, Macura says: “It is a big challenge. It will require experienced contractors and consultants to deliver, and it will not be that easy.” How-ever, he is confident that Drake & Scull Rail is well-positioned to take advantage of such opportunities.

“We have a lot of experience from the MEP, and also the water and power and civil

For up-to-the-minute -analysis log on to constructionweekonline.com

Darko MacuraDarko Macura leads Drake & Scull Rail from the front, with more than a decade of experience in important large fast-track railway/metro, as well as residential and commercial projects, in Europe and the Middle East.

Macura is a seasoned veteran of the railway industry, having started as a commissioning engineer for the Jubilee Line Extension in London before working on the Fulham Broadway Underground Station in the capacity of project engineer. He then successfully led the completion of the Bedford Depot, part of the Thameslink 2000 project, as a project manager.

Macura then naturally progressed into a senior project manager’s role, undertaking aspects of the London Underground Ltd (LUL), where he was responsible for overseeing a large number of PPP projects for LUL’s clients like Tubelines and Metronet.

Macura has worked with respected Rail EPC contractors such EMCOR Rail Ltd (formerly known as Drake & Scull Rail Ltd) as senior project manager, overseeing network rail projects such as Ashford and Ramsgate Depots for the Hitachi High Speed Trains.

He was also involved in the Northern Line Control Centre during his stint as operations director for NG Bailey Rail. Macura has also worked with Dean & Dyball Rail (part of Balfour Beatty Rail Group) as network rail framework manager. Macura’s expertise lies in complete railway and metro MEP commercial/financial, planning, design, procurement, risk management, delivery, testing and commissioning and handover of complex projects.

He has a proven track record of meeting deadlines. His European training and Middle East experience make him a perfect fit to bring Drake & Scull International’s renowned engineering expertise into the rail sector in the wider GCC region.

Macura holds a Master's of Science in Project Management from The University of Loughborough, as well as a Bachelor of Science (Hons.) in Building Services Engineering, Design and Management from The University of Reading.

Drake & Scull holds the relevant UK accreditation for health and safety, quality and the environment. Its quality management systems comply with ISO 9001:2008, ISO 14001: 2004 and OHSAS 18001:2007.

Cranes dominate the skyline as part of the St Pancras Station redevelopment.

A rendering of the hi-tech interior of Hong Kong's Kowloon.

Page 35: Construction Magazine

Workers labour at the construction site of a Crossrail station in London on 25 January.

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 33

FACE TO FACE

“We are looking at very tight deadlines for delivery, because everything is happening at the same time.” Darko Macura

and construction sector. The aim is that all the divisions within the business will work together under the guidance of senior rail experienced staff, so we believe we are in a good position to service the projects, and with a current staff of more than 20,000 across the GCC, we believe we have a good mix of skills and capabilities.”

Looking at some of the latest international trends that the division will be bringing to the region, Macura says: “The most important are Systems Assurance and RAMS (reliability, availability, maintainability and safety). These are processes of ensuring that the design of all systems and technologies is robust, adequate, with the best possible service, and safe for the people and also for the infrastructure. We intend to use our experience of Systems Assurance and RAMS analysis to ensure that whatever rail or metro projects we deliver are of a very high standard.”

The St Pancras Station redevelopment site in London, England.

Page 36: Construction Magazine

34 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

OVERVIEW

With rapid urbanisation, the GCC has identified rail as a viable solution for the passenger and freight challenges confronting the region

GCC invests $106bn in rail projects

Page 37: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 35

OVERVIEW

The ambitious Dubai Metro proj-ect, conceived and executed in remarkably quick time, triggered a series of similar projects in the Gulf, with all the GCC govern-

ments increasingly focusing on developing rail projects, either for passenger or freight trans-portation. The Dubai Metro was the first new rail line built in the GCC in more than 20 years. With the changing economic and demographic scenario, railway networks are considered the backbone of the public transport system, and it is important for governments to achieve their socio-economic development targets.

“The rail and transit market has never been stronger in the Middle East,” said Tom Topolski, VP of transportation: Middle East at Aecom.

“The rapid industrialisation of the region has created significant freight rail opportunities.” Fatima Al Jaber, COO of the Al Jaber Group, said: “Railway transportation is a large initia-tive, and an additional sector that presents a huge area of opportunity in the Middle East.”

Geoff Leffek, regional rail director at Hyder Consulting, said the sector is particularly con-petitive for both consultants and contractors. “There is a concern that clients will often go for the lowest price, especially now we are moving to projects of higher risk in terms of the demands of the schedules being met.”

Darko Macura, Drake & Scull rail operations director, notes that rail “are massive projects, and they have a big backlog. Metro projects, from conception to handover, take five to ten

years; it is quite a long period.” This means that the overall competencies and experience of contractors and consultants will ultimately be final determining factor in awarding contracts.

The most ambitious project spanning all the six GCC nations is the development of a regional railway network linking each of the member states, to be known as the GCC Rail-way Network. Upon completion in 2017, the network is likely to change the face of trans-port and logistics in the region. It would offer immense efficiencies in transportation, apart from furthering the vision of a closely-integrated regional community.

However, to enable the integration across nations, the six member states would need to have national rail networks. Driven by this

Page 38: Construction Magazine

36 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

OVERVIEW

aggregates, steel, iron ore, sulphur and other cargo, as well as large numbers of passengers across the Emirates. In addition, it opens up a completely new industry for the country and the wider region, apart from reducing congestion, pollution and improving safety. Two other planned major railway projects in the UAE are a proposed high-speed rail link between Abu Dhabi and Dubai, which could be extended up to Sharjah, and the Abu Dhabi Metro.

OTHER GCC MEMBER STATESOman’s National Rail Network is being built in three phases. The first phase comprises a 230km link from Sohar to Muscat. The second phase is a 560km line from Muscat to Duqm. The third phase involves extending the line from Duqm to Salalah. Oman also has plans to develop an integrated metro system in the capital city Muscat.

“Qatar’s railway network development is lagging significantly behind its neighbours, reportedly due to lack of coordination and indecisive progress by the Qatar Government and Germany’s Deutsche Bahn, which won a contract to build the network along with government-owned domestic real estate com-pany, Qatari Diar,” said Srinath Manda from Frost & Sullivan.

The remaining two GCC member states, Bahrain and Kuwait, are also busy planning their own railway networks, which will even-tually link to the GCC Railway Network as well. However, these two states are lagging significantly behind the UAE and Saudi Arabia in terms of progress.

FINANCINGPublic Private Partnership (PPP) funding mechanisms are gaining prominence in the GCC region in order to help cover the massive costs of rail projects. The $7bn Kuwait Metro, spanning 171km across Kuwait City, is being funded by a PPP model. Riyadh’s $3bn proposed light-rail project is also expected to be a PPP project. However, not all projects are able to garner the expected level of private funding.

The credit crunch resulting from the recent global economic crisis and its consequences have severely reduced the appetite among banks for financing long-term projects. The longest permitted tenure to avail bank credit for such projects is estimated to be no more than ten years, which means that any rail project

agenda, each of the GCC governments have launched various long-range, as well as urban, rail projects in their respective nations. Fore-most among the lot to launch massive projects are Saudi Arabia, the UAE, Oman and Qatar.

SAUDI ARABIAWithin Saudi Arabia, the North-South Rail Project, Saudi Land Bridge and the Hara-main High-Speed Rail are the most important projects. The North-South Rail, connecting Al Hadeetha at the northwest corner of the country with Riyadh, and the eastern port cities Ras-Al-Zour and Jubail, is considered the first major new long-distance rail line in decades within the GCC. With an overall final length of 1,486km, it will form part of the GCC Railway Network. This railway line is mainly intended to transport phosphate and bauxite mineral ores from Jelamaid in the northern region to processing centers in Ras al-Zour.

The 950km Saudi Land Bridge project, linking Dammam with Jeddah via Riyadh, is another key railway project. This link will present immense opportunities to transport about eight million tonnes of cargo and also containers from the port city of Jeddah in the west to the capital city of Riyadh and industrial cities located in the east.

The Haramain High-Speed Rail, linking the holy sites of Makkah and Madinah, is the most important passenger transport project being developed in the Kingdom. The 444km line is expected to cater to ten million annual visitors to the holy sites, adding a new trans-port option for pilgrims and other travellers from the country’s main airport in Jeddah.

THE UAEThe UAE is the second-largest economy in the GCC, and has been a pioneer in the region’s rail revolution with its Dubai Metro project. At the same time it is building another ambi-tious rail project to link the seven Emirates by rail for the first time. Known as Etihad Rail, this network will later be integrated into the GCC Railway Network.

Initially intended for cargo movement opera-tions between the Abu Dhabi desert to the western port city of Ruwais, this rail network will be expanded until Khor Fakkan on the east coast and also to Al Ain on Oman’s border, so as to facilitate integration into the GCC Rail-way Network. Etihad Rail offers a significantly cost-effective way to move large quantities of

“Lack of rail networks is compelling commodities to be transported by road, causing significant constraints on transport volumes and distances.” Srinath Manda,Frost & Sullivan

Page 39: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 37

OVERVIEW

The Chinese-built monorail links Makkah with the holy sites of Mina, Arafat and Muzdalifah.

hoping to use bank credit will have to procure refinance in due course, and then tackle the risks involved.

In addition, since this is an entirely new industry for the region, financing companies do not have any record of accomplishment to estimate the risk-reward calculations to arrive at concrete decisions on funding.

Hence, to procure finances and evaluate risk factors in these projects, the private sector companies are seeking at least some form of sovereign guarantee from GCC governments. While the oil-rich state governments in the Gulf are able to provide such guarantees or support funding of some key rail projects with state resources, it is not always possible to support a majority share of projects.

ONGOING CHALLENGESThe key challenge in building a seamless GCC-wide regional rail transport network is to develop the six individual country networks according to uniform standards and specifications. Each member state is already progressing with the development of a national rail network based on their individual requirements.The integration of these different networks, each using a different set of engineering and construction providers, could later pose a chal-

lenge. This could be mitigated if exactly the same or compatible standards are adhered to by each state – for example, having in place a 1.435m standard gauge track with the same capacity, power source, signalling systems and operating mechanism across all six member states. In addition, uninterrupted movement across borders is required, which needs signifi-cant standardisation in regulations and fares.

Unfortunately, no concrete agreements in this regard have been formed, and a formal GCC railway authority is still at the planning stage. The reported delay in building the Qatar-Bahrain Causeway due to political differences is also a cause for concern and has become a potential roadblock in realising the ambitious GCC Rail Network.

The ambitious Saudi Land Bridge Project is reportedly on hold until the North-South Rail and Haramain Rail are completed. The delay has been caused due to lack of acceptable bids from prospective financers, builders and operators, and the government is still undecided if the project would be entirely state-funded.

Kuwait is also not actively progressing on its National Railway Network project, ultimately part of the GCC Rail Network, due to reported concerns on the utility of the network, since its non-oil economy is very small.

Saudi Arabian men ride on Holy Sites metro light rail in Makkah.

Page 40: Construction Magazine

38 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

TECHNOLOGY

As the GCC is set to spend $106bn on rail projects

in the coming years, we take a look at what can be

expected when these projects take to the tracks. So

pack make your way to the station for a CW

tour of the rail systems of tomorrow.

By Cathal McElroy

TICKET TO THE FUTURE

Rail has come a long way since Richard Trevithick and the early steam-engine pioneers rolled along the first train tracks. Advancements in train and track

technology through electric and diesel power to today’s 581km/h Maglev marvel have been accompanied by improvements in station design, along with passenger comfort and experience.

Upon entering the station of the future, it may well appear on first impression that not much has really changed. Aesthetic differ-ences in the interior design may be striking, but this is to be expected with the passing of tastes and trends. However, in terms of layout and structure, it is unlikely the differences will be apparent to the layman’s eye. Dr. Michael

Harris, MD of The Railway Consultancy, explains why. “The main consideration in station design is passenger flow – minimis-ing the distances people have to walk, and maximising the capacity of corridors. Station planning should be part of a journey where you look at where the passenger is going to come from and where they want to go to. There are well-known principles of passenger-flow planning in stations. It is about keeping away from creating bottlenecks.”

While these principles are long-established, technology is increasingly playing a key role in ensuring how they are realised. Computer-modeling programs such as Legion are enabling station architects to adapt their designs based on the projected flow visualised by the soft-

ware. Neil Sharpe is an architectural designer specialising in station design at London-based architectural firm Weston Williamson.

“Up until now, passenger flow has tended to be a check process – something is designed, and the passenger-flow analysis will confirm that the design is acceptable. At the moment we are looking at making the passenger flow analysis more part of the design process. This is where technology can help us.”

Another computer-based application that is revolutionising station design is Building Information Modelling (BIM). A major con-sideration for future underground rail projects, especially in the GCC, will be keeping sta-tions cool as temperatures soar in the enclosed subterranean environments. For Sharpe, BIM

Page 41: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 39

TECHNOLOGY

proves particularly useful when faced with such a design challenge. “Cooling is becoming quite a major design requirement now. That is something on new-build stations for which we will be able to develop better solutions. Using BIM, not only can we design it better, but we can coordinate better with other design disciplines to make sure we get the cooling requirements sorted out earlier in the design, which is very useful.”

While the vast majority of tomorrow’s pas-sengers will be oblivious to the expertise and technology employed in the station’s design, what most are bound to notice is how they pay their way. Every modern railway system in the world has largely done away with paper tickets, opting instead for ticketless systems which use

fast and efficient smart cards. The ticketless concept now looks set to go a step further, with dedicated smart cards replaced by near-field communication (NFC) chips that can be placed inside credit cards and smartphones for fare payments. Highly-developed Asian countries like Japan and South Korea have been leading the world for years in this technology, and it is only a matter of time before rail networks round the world catch up.

The trains of tomorrow will undoubtedly look very much like they do today, but the technology they use to get you to your des-tination may well have changed. The most significant development in rail travel in recent times has been Maglev, or magnetic levitation. This system uses electro-magnetic forces to

propel trains along the track, and holds the high-speed rail record at 581km/h on a test track. It is seen as the most likely contender to the dominance of short-haul air travel and, while there are only a few Maglev systems operating in the world, most major economies have plans to build one.

However, Maglev does have its limitations, and these may be decisive in determining the scale of its adoption around the world. Dr. Har-ris explains: “We have already got established systems of motorways and railways, and Maglevs are non-interchangeable systems with either of those. That is, I think, its biggest weakness. It requires the construction of a new network, so that is a massive investment or gamble for anybody to take.”

Page 42: Construction Magazine

40 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

TECHNOLOGY

Maglev trains use electro-magnetic forces.

Nevertheless, he thinks they may still be able to play a role in the new GCC rail net-work. “They are very good for point-to-point, airport-to-city-centre type journeys, but not really mixed-traffic, not really networks with lots of points.”

If Maglev does not take its place as tomorrow’s preferred mode of train transport, the most likely alternative is (at least for long-distance journeys), high-speed electric rail. The Hara-main High-Speed Railway linking Makkah to Madinah via Jeddah is already nearing comple-tion. If the proposed trans-Arabian network comes to fruition, the long distances involved will surely require a high-speed solution. Indus-try figures regularly point to developments in energy efficiency as the cutting-edge of this technology. “Energy costs rise at the square of the speed, and the passenger benefits do not increase like that, so what you can do theo-retically [in terms of reaching higher speeds] is not necessarily the same as what might be commercial,” explains Dr. Harris.

In response to this conundrum, French train manufacturers Alstom created their AGV model, following ten years of research and an investment of $128m. The company developed a mind-boggling power system incorporat-ing quad voltage, permanent magnet motors, water-cooled IGBT (Insulated Gate Bipolar Transistor) traction converters and regenera-tive braking, which enabled speeds of up to 360km/h, while consuming 15% less energy. According to industry analysts, the combination adds up to 20% greater passenger capacity and slashes maintenance costs by nearly a third.

While passengers can certainly look forward to quicker journeys on greener trains, they can also anticipate technological developments that will maximise passenger experience, providing options and assistance like never before. Interior design company Tangerine has been working on passenger comfort and experience for the Heathrow Express service to Paddington Station in the UK.

Tangerine CEO Professor Martin Darbyshire says there is real potential for revolutionising what a train journey actually entails. “Given the fact that most seats will have power available to people, and they will also have WiFi, the option is there to really transform the onboard experience within a train, particularly what can people do and what services can they get while they use that time onboard.” This in-transit content provision could take the form of a

built-in screen device, or simply the provision of power to personal digital devices. “There will undoubtedly be carriers looking for much more portable forms of content provision, be that just providing the power for passengers to be able to bring their iPad, iPod or other tablet with them,” says Darbyshire. “Albeit, renting tablets or doing something with tablets that people can use in a more ad hoc way is also an option,” he adds.

Incremental improvements in near-field technology and the unstoppable progress of mobile phone applications are also central to the Tangerine chief’s belief that a new age of train travel for passengers is just round the bend. “This technology could tell you where

Technology leader

The boundary between communications and train control and signalling disciplines “is very much blurred these days,” says Hyder Consulting regional rail director Geoff Leffek. In terms of the level of technology to be deployed on the GCC’s rail projects, Leffek says: “It seems the system of choice will be ETCS Level 2/GSM-R, an international wireless communications standard for railway communication, because that is the latest. I think that is very forward thinking, and will certainly help with the interoperability issue.”

Other possible focus areas for innovation could be the platform screen doors and driverless rolling stock, which “are not really new technology. There was some talk about having driverless trams on a project recently. It was seriously discussed, then it was dropped. Some of the developing technologies involve wireless trams.

“These run on an induction loop comprising an energised portion of the track directly under the vehicle.

“There is no physical connection between the two, and using a loop of copper wire, a current is induced. This technology is clearly better than having overhead cables, certainly from an overall aesthetic and maintenance point of view.”

It is also “better than the previous cable-free system which had a foot that reached into a continuous slot in the ground. It also had a moving energised system, but I always felt it was not particularly sensible for this region because of the ingress of sand. You are going to have issues with being able to pick up current.”

Leffek says such issues as the rapid pace of technological development in the rail sector poses challenges for both contractors and consultants. “It is competitive, not just for consultants, but also for contractors.

There is a concern that clients will often opt for the lowest price on a project, “especially now we are moving to projects of higher and higher risk in terms of the demands of the schedules being met, combined with their external demands,” says Leffek.

“The quality of the design and the quality of the construction are obviously very important for the long-term viability of the project. Again, it is about the robustness and maintainability and availability,” he concludes.

Technology is transforming train-station design.

Page 43: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 41

TECHNOLOGY

onto other modes of transport, not just getting off at a station and walking. I think there are lots of opportunities that can be tackled and improved upon in that respect.”

With such technology, the train journeys of tomorrow may well be free of many of the stressful problems we associate with the train journeys of today. Rail has been a popular mode of transport for almost two centuries now, and technology can only make it more so.

However, its continuing popularity also points to the fact that the fundamentals of rail are sound. Nothing, of course, is perfect, and things can be improved. But, in terms of rail technology, it is certainly a case of some change rather than all change.

“At the moment we are looking at making passenger-flow analysis more part of the design process. This is where technology can play a role.” Neil Sharpe

that the most essential benefit of such tech-nology addresses the primary concerns of any passenger. Whether a five-minute inner-city hop or a week-long Trans-Siberian adventure, every passenger wants to get to their destina-tion, and get there on time.

“In terms of overall way-finding, one of the really big opportunities, which is yet to be deliv-ered, covers the whole customer journey in terms of, firstly, navigating to the train,” says Darbyshire. “Then, where on the train do I go to? Then helping people when they dis-embark – where do they go? Helping people anticipate what they will be doing, making sure that that journey is very seamless and straightforward. People may well be connecting

your seat is; it could tell you information about the journey in total; it could tell you how far away you are from your destination; it could tell the conductor that you have paid for your seat, so they do not have to interrupt you; it could tell the conductor who you are so they can talk to you by your name. It can really trans-form the personal level interactivity you get onboard the train itself and improve all sorts of dimensions. So you have a better under-standing, you are better entertained, you have better dialogue and human interaction with the operator themselves.”

While such advances could be dismissed as mere pleasant distractions from the chore of travelling, Darbyshire is keen to emphasise

High-speed rail is ideal for the vast areas of the GCC.

Page 44: Construction Magazine

42 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

DOHA METRO

A modern functioning rail network is an absolute necessity for the 2022 World Cup in Qatar. Cathal McElroy updates progress to date

Page 45: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 43

DOHA METRO

nature of the task. Steve Cole, the PTV Doha manager involved in the wider masterplan for the network, explained: “The kind of Metro they [the Qatari authorities] are looking for is mostly underground, which takes time.”

However, with Qatar’s elimination from the Olympic bidding process in June 2008, time did not seem to be such an issue anymore. Pause for thought followed, and the decision on the construction timetable, including the contract type, was put on ice until late 2009. In the meantime, DB International, the inter-national arm of the German railway company Deutsche Bahn, and local state-owned firm, Qatari Diar Real Estate Investment Company, signed a MoU with Qatar’s Ministry of Com-munications and Transport to develop the conceptual design of the Metro, along with a wider national rail network.

In March 2009, these plans were then pre-sented to the Ministry, proposing a Metro network which would serve the suburbs of Doha, as well as link New Doha International Airport with major business centres, Lusail, Education City and West Bay developments. The wider national network would be built in four phases and comprise four lines totaling 300km serviced by 108 stations. The total cost would be $42.9bn.

The plan also envisaged the Metro as forming one ‘cluster’ of the wider consolidated national railway network. Plans for this network included an east coast rail link; a high-speed service between the New Doha Airport, Doha Port and Bahrain, over the planned Friendship Bridge between the two countries; and a high-speed (200km) link between Qatar and Saudi Arabia. The Metro plan would be designed to inte-grate these planned railway systems across the country into a “comprehensive and consoli-dated national railway system”, according to DB International spokesperson Bernd Weiler. Following the presentation, Weiler described the reception as “friendly to neutral”.

The pace of events then seemed to grind to a halt somewhat until November 2010 when FIFA shocked the world. The announcement that Qatar had won its bid to host the 2022 World Cup suddenly brought the country’s development plans sharply into focus – none more so than the Doha Metro system. Time, like never before, was of the essence.

In May 2011, Qatar Railways Company (QRail), which was set up in November 2009 to sup-

actually has its roots in Doha’s unsuccessful bid for the 2016 Olympic Games.

In this bid, Phase 1 of the Metro was to have five sections, and was originally scheduled for a 2015 completion date. The Olympic bid outlined a Metro network in five sections, costing $4.65bn in total. The first section of 30km, costing $1.65bn, would run from the still-under-construction Lusail mega-project to New Doha International Airport, while the other four sections, originally set to break ground between 2010 and 2012, would run a total of 55km and were collectively valued at $3bn.

Together, the five sections were to constitute the first phase of a long-term, three-phase plan totaling 140km of track, with a preliminary 2026 completion date. While this scheduling seemed achievable, concerns were present given the

“The Metro is part of a comprehensive, consolidated national rail system.”Bernd Weiler

DDoha is a city on the move – but it needs to move fast. Qatari ambition has reached for and seized the hosting rights for the 2022 FIFA World Cup, and

Doha is set to be the hub of the global football festival. Millions of fans over the course of one hectic month will descend on the city, and a modern functioning rail network is an absolute necessity if they are to be transported with ease. The mega-project has yet to break ground and the clock is ticking. Will Doha make it on time?

Doha set off on its Metro journey long before the words ‘World’ and ‘Cup’ lit the flames under the planning authorities’ feet. While the suc-cessful bid for soccer’s showpiece event has been a catalyst for action, the Metro project

Page 46: Construction Magazine

44 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

DOHA METRO

port and coordinate the growth of Qatar’s rail industry, made its first move by holding an industry awareness event that attracted more than 700 representatives from leading consul-tancy, advisory, construction and operations companies around the world. Following a similar event in July that year, QRail announced that it was inviting bids from companies wanting to participate in the design and construction of the Metro project.

By October 2011, it had received bids from around 60 consortia interested in the project. With major interest established, it had been expected that QRail would begin issuing tenders by the end of 2011. However, it announced that month that it would delay the issue until Q1 2012, as it needed “more time to review and evaluate it”, according to Ghanim Al-Ibrahim, QRail Group director.

With the first quarter of 2012 came some progress. February saw Saad Al Mohannadi, QRail deputy CEO, announce that tunnel-bor-ing work on the Metro would begin in early 2013. According to Qrail, the first contracts

to be awarded under the new plans will be for four tunnelling packages, each of which will be worth in the order of $2bn to $3bn, along with two packages for major station works for Msheireb Properties’ Downtown Doha project and Education City.

This seeming progress was, however, accom-panied by the news that QRail was further delaying the issue of tenders, this time until Q2 2012. The reason? Doha had decided to bid for the 2020 Olympic Games … This move has required Qrail to rethink the phasing of the entire project, pulling deadlines for the delivery of key parts of the project ahead by 18

months. Phase 1A will now see enough of the Metro built to cater for the Olympics; Phase 1B will cover the additional work needed for the World Cup; and Phase 2 will cover the completion of the entire service.

Speaking at the CW Qatar Projects 2012 Conference in February, Geoff Mee, deputy CEO of QRail, said: “We have to plan for win-ning the Olympics because if we wait until the announcement, we will be too late in order to build it in time.” But, as things stand, the Doha Metro project has yet to leave the platform. Let us hope it moves fast, because it simply cannot be late.

“We have to plan for winning the Olympics, because if we wait until the announcement, we will be too late in order to build it in time.”Geoff Mee

Qatar’s transport plans entail a fundamental transformation of Doha’s infrastructure.

Page 47: Construction Magazine

Three great brands, united as one, focused on providing complete, end-to-end solutions for the building construction industry. Now, Trimble is revolutionizing the building construction landscape by providing everything from estimating, design & collaboration, project management, asset management, 3D laser scanning, and construction layout solutions, all under one company umbrella.

resources from Meridian, Tekla, and Trimble, enable you to save money while working faster with greater accuracy and control.

TOGETHERWE DO IT ALLFOR THE GENERAL CONTRACTOR

TO LEARN MORE, VISIT WWW.TOGETHERWEDOITALL.COM

CLASH DETECTION& PROJECT

COLLABORATION

3D MODELING

LASERSCANNING

CONSTRUCTIONLAYOUT

PROJECTMANAGEMENT

SCANNINGTrimble® CX Laser Scanner

LAYA OUTTrimble® Field Link

Tekla Structures

Tekla BIMsight

ANAAAAGEMENTGG TGEMENTProlog® SoftwareTekla Structures

WWW.BIMTOFIELD.COM

Trimble Building Construction Division 937-245-5587 © 2011 Trimble Navigation Limited. All rights reserved. BC-015SC

AN W

ITH

SMAR

TPHO

NE

3D MODELINGD MODELINGTekla StructuTT res

COLLABORATIONACOLLABORATIOATekla BIMsightTT

ees

MAMAMAMA

LAYA OUTTrimbleTT ® Field Link

MMAMMPPrr

SCANNINGTrimbleTT ® ner CX Laser Scan

Page 48: Construction Magazine

46 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

MAKKAH RAIL PROJECTS

Cathal McElroy looks at attempts by the Saudi authorities to facilitate religious tourism in its holy cities by the implementation of rail projects

The pilgrims’ progress

Page 49: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 47

MAKKAH RAIL PROJECTS

As spectacular as images of the Hajj in Makkah and Madinah are to the outside world, it is not hard to imagine that the reality of hosting millions of

pilgrims each year in the holy cities is a recur-ring logistical nightmare.

With the world’s Muslim population steadily increasing, and affordable air travel now widely available, numbers attending the religious festi-val in these cities have swelled. In recent years, it has been estimated that around 2.5 million pilgrims have performed ‘Umrat al-tammatu’ (a pilgrimage in conjunction with Hajj) each year and, as a result, congestion in the holy

cities has become endemic. In response, the authorities in Saudi Arabia have committed to developing a rail system in and between the cities which will make the Hajj that bit more manageable for both themselves and the larger world of the worshippers.

The authorities’ first stop en route to decon-gestion was the development of a municipal rail system between the holy sites of Arafat, Muzdalifah and Mina on the eastern outskirts of Makkah. As travel to each of the sites is required during the Hajj pilgrimage, demand for convenient transport is at a premium.

In order to meet this demand, the Saudi authorities commissioned the Al Mashaaer-

Al Mugaddassah Metro Project (also known as the Mashair Train Project, Makkah Metro and Makkah Monorail) and awarded China Railway Construction Corporation the $1.8bn contract in February 2009.

Although the actual cost of the project rose to $2.4bn, work was completed at such a rate that 35% of the railway was open by the following year’s Hajj in November 2011. The remainder was completed within one year in time for the Hajj in November 2012.

With 20 trains, each with 12 carriages holding 250 passengers, the project was designed to have the capacity to transport 72,000 passen-gers an hour, more than any other rail system in the world. This was further enabled by the decision to build three stations at each of the three stops on the pilgrimage route.

While the project has made a substantial contribution to alleviating Makkah’s Hajj congestion, it is only a stop-off point in the municipality’s journey to a free-flowing city. The following stage, set to begin next year, will see construction of an urban mass rail transit system for Makkah city itself.

Al Balad Al Ameen Company (BAC) is behind the project, and hopes it will be completed by 2017, with procurement packages for the first stage of the system only now in development and expressions of interest expected at the end of 2012.

According to the company, the project will involve the construction of four new rail lines. Stage one of the project will see the construc-tion of Lines B and C, with the 10km Line B connecting to the Al Mashaaer-Al Mugaddas-sah line that serves the holy sites of Arafat, Muzdalifah and Mina. While Line B will have

“Although the actual cost of the project rose to $2.4bn, work was completed at such a rate that 33% of the railway was open by the following year’s Hajj in November 2011.”

Page 50: Construction Magazine

48 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

MAKKAH RAIL PROJECTS

pleted in 2014. The electric train will travel at a top speed of 320km/h. It is hoped the project will boost the number of worshippers visit-ing the holy sites to 14 million a year by 2030.

Work on Phase 1 of the project was awarded in two packages, the first for civil works involv-ing preparation of the ground, construction of bridges, culverts and tunnels for laying of the track. This $1.8bn contract was won in March 2009 by Al Rajhi Alliance, a consortium compris-ing China Railway Construction Corporation (CRCC), Al Arrab Contracting Company Ltd., Al Suwailem Company and the French power and rolling stock company Alstom Transport. Consultancy for Phase 1 was awarded to Saudi Consolidated Engineering Company (Khatib & Alami, K&A) with the Scott Wilson Group awarded project management support.

The second package for Phase 1 of the project covered construction of four of the five stations along the route. In April 2009, $38m worth of design contracts for the stations in Makkah, Madinah, Jeddah and King Abdulaziz Airport were awarded to a joint venture between Fos-ter & Partners and Buro Happold. In February 2011, the station construction contracts were awarded to Saudi Bin Laden Group (Makkah and Madinah) and Saudi Oger (Jeddah and

six new stations and run mostly underground, the 29km Line C will have 14 stations and be constructed through a combination of tunnels and viaducts. The company says that Lines A and D will be constructed at a later stage.

Beyond alleviating the notorious congestion of Makkah during the Hajj, the Saudi authori-ties have also taken steps to improve pilgrim mobility in Islam’s second holiest city, Madi-nah, and in Jeddah, where many international worshippers fly to and from. While Makkah (the birthplace of the Prophet Mohammed and site of the composition of the Quran), is the centrepiece of the Hajj pilgrimage, a visit to Madinah (the resting place of the Prophet Mohammed), is also made by most of the pilgrims who travel to Saudi Arabia during the period.

Traditionally, this journey of 339km has been made by bus, car or, more recently, by air, but with ever-increasing numbers placing the cur-rent infrastructure under ever-greater strain, the authorities announced in March 2009 that a long-planned high-speed rail link between the cities would commence construction.

The 450km railway link between the two holy cities via King Abdullah Economic City in Rabigh, King Abdulaziz International Airport, Jeddah and Abyar Ali is expected to be com-

King Abdullah Economic City). Phase 2 of the Makkah-Madinah project will see completion of the remaining infrastructure work on the line, which includes construction of the track, signalling, power, electrification and telecoms. It also requires procurement of rolling stock and operations and maintenance for a period of 12 years after completion.

In October 2011, the Saudi Railways Organisa-tion announced that the Saudi-Spanish consor-tium Al-Shoula Group, which includes Talgo, Renfe, Adif, Copasa, Imathia, Consultrans, Ineco, Cobra, Indra, Dimetronic, Inabensa, OHL, AL-Shoula and Al-Rosan, had been cho-sen for the $8.7bn Phase 2 contract.

Talgo will supply 35 Talgo 350 trains, simi-lar to those used on Spanish high-speed lines, with an option for 23 more, while Renfe and Adif will operate the trains and manage the line for 12 years.

With the level of investment that has been committed and the international expertise that has become involved, the rail system in and between Islam’s holiest sites will surely soon be at a world-class level. When the future millions of train-bound pilgrims recall the tor-tuous journeys of past pilgrims, they can but think they are truly blessed.

Religious pilgrims flocking to Saudi’s holy cities place a major strain on the public transport infrastructure.

Page 51: Construction Magazine

Wherever the job, whatever the task

Sperian is now Honeywell.

We are Honeywell Safety Products

We have united the most respected safety brands in the world to deliver best-in-class safety,

quality and performance to you and your workers every day. The combined strength of these

trusted PPE brands creates a unique set of solutions in the safety industry. Our ongoing

commitment to innovation, combined with our worldwide engineering and R&D resources,

will offer you a single, premier source for the most complete solutions available.

We are united not only by name, but by our singular focus on being your best safety partner,

today and in the future. We are Honeywell Safety Products.

For more information on our world-class personal protective equipment visit us at www.honeywellsafety.com, or contact us through email at: [email protected], or reach us on Phone: +971 4 4505800, Fax +971 4 4505900©2012 Honeywell International Inc. All rights reserved.

Page 52: Construction Magazine

50 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

KUWAIT METRO

Plans are moving ahead for Kuwait’s country-wide metro system, which is hoped to address the growing issue of congestion and create a better environment for growth in commercial, business, industrial and residential markets

Kuwait Metro to be operational by 2020

Page 53: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 51

KUWAIT METRO

In late March, the Partnerships Tech-nical Bureau (PTB) invited contrac-tors to express interest in a variety of contracts to develop rolling stock and systems for the Metropolitan Rapid

Transit System Project (KMRT).A month earlier, the PTB signed off on a

feasibility study for the $7bn metro. The proj-ect is expected to be completed in five phases, with construction beginning in 2013. Upon completion, it will span more than 160km and be serviced by 69 stations.

PTB plans to give winning bidders 40% to 50% of the shares in ‘design-build-finance-maintain’ infrastructure packages. PTB has stated it expects the Metro to begin operating by 2020, and that the first phase of the devel-opment will extend more than 54km and be serviced by 28 stations, nine of which will be underground.

“As the first public transport public-private partnerships (PPPs) in the country, the vari-ous procurements for the KMRT System are expected to contribute extensively to the reali-sation of the philosophy of a multimodal and integrated public transport network,” PTB said in a statement. The Metro is the first of a number of PPPs planned by the government

will soon launch a $2.51bn-$2.87bn initial ten-der for construction of a second terminal at its international airport. Hossam Al Tahous, the undersecretary for the MoW, told Reuters that the project should be finished by late 2016, with solar panels expected to provide about 10% of the terminal’s energy supply.

In a related development, local media reported that a parliamentary committee had recom-mended Kuwait amend its laws regarding public tenders to allow foreign companies to participate in biddings directly without the need for a local agent. Previously, troubled negotiations between the cabinet and parlia-ment over policy have been blamed for delays in large-scale infrastructure projects. Under the proposed changes, Kuwait’s Central Bank would be given the authority to deal with investment decisions and to supervise tenders, reported The Arab Times.

In another nod to the government’s com-mitment to ensuring the smooth progress of its $12.55bn 2012-13 Development Plan, which includes 324 infrastructure projects such as roads, bridges and government buildings, Public Works Minister Fadhel Safar said on 26 March he would like to expand the private-sector contribution to the development plan.

“As the first public transport PPP, the KMRT will contribute extensively to a multimodal and integrated network.” Partnerships Technical Bureau

as part of a $132.65bn infrastructure overhaul plan. Other transport initiatives include the 22.5-km Al Ahmed Bridge, which will $2.63bn and connect the mixed-use Silk City project with Kuwait City. Also in the works is the construction of 550km of railway as part of a planned $25bn Gulf network, which aims to link GCC member states.

Pundits say the Metro will be crucial to the nation’s development, particularly in light of its expected population increase – from 3.6m in 2010 to 5.3m by 2030, according to market research firm Euromonitor International – and high levels of traffic congestion within the metropolitan area.

Speaking at the Kuwait Infrastructure Invest-ment summit in late March, Abraham Akkawi, the head of infrastructure and PPP advisory services at UK-based accounting firm Ernst & Young, said the building of a Metro was a long-term commitment, and that this was the right time to launch such a plan. “Kuwait is going through a major transformation in its infra-structure. Therefore it makes sense to anchor it with one of the most elaborate projects.”

Adding further to the growing support of transport infrastructure development, the Min-istry of Works (MoW) revealed that Kuwait

Page 54: Construction Magazine

52 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

ABU DHABI METRO

Abu Dhabi’s planned metro and light-rail system are on their way, reports John Bambridge

Capital idea

Design work on Abu Dhabi’s planned metro and light-rail system has been underway since March, when the Emi-rate’s executive council finally

approved the funding for the project. In the plans, the $7bn public transport network will comprise 131km of metro and some 340km of tramline, with phase one expected to be up and running by 2017.

The combined system is part of the Abu Dhabi government’s broader long-term trans-port strategy within the context of the Abu Dhabi 2030 Development Plan, and the metro component will be one of the largest metro projects in the world. “The 340km tram sys-tem is part of an ambitious and far-reaching Surface Transport Masterplan that will meet the people’s and economy’s mobility needs

as part of Plan Abu Dhabi 2030,” according to the Department of Transport, which has said that the projects will ease congestion in the city, which will cost commuters $680m in lost time and productivity by 2015, and more than double that by 2030.

It is anticipated that the new network will be able to handle 823,000 commuters and elimi-nate 400,000 daily road trips, in turn removing more than 105,000 cars from the road.

Each metro station is expected to handle 1,000 commuters, and may be serviced by 15 additional two-coach trains spaced at five-minute intervals between the main service trains.

The monorail metro line will consist of a single route running between Port Zayed and Zayed Sports City, interlinking the various key areas of the city’s central business district including Saraya, Zayed the First, Al Falah,

Mohammad Bin Khalifa, Al Jazeera, Mushrif, Rehhan and the Abu Dhabi National Exhibi-tions Company (ADNEC) area.

The metro will also eventually extend out over Saadiyat, as well as to Masdar and Abu Dhabi International Airport, looping round the back over Yas island.

The tram network will consist of three lines: a Blue Line running between Marina Mall and Reem Island via Zayed Street; a Green Line, which will run between the Eid Prayer ground depot and Saadiyat Island; and a third Yellow Line which will sweep through Sow-wah Island, the Central Market and the Abu Dhabi municipality area.

US consultancy Fluor won the contract to manage Abu Dhabi’s transport network in January 2010, and is now supervising the development and construction of the metro

Page 55: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 53

ABU DHABI METRO

and light rail system, which come under the scope of the Emirate’s Surface Transport Masterplan. Abu Dhabi’s executive council has a virtually unlimited pot of up to $82bn available for transport upgrades as part of the Emirate’s modernisation programme, which will also include buses and water taxis, and it was expected that the green light would given to the department of transport project.

Mott McDonald and Steer Davies Cleave are the study consultants for the Surface Transport Master Plan of Abu Dhabi.

The first phase of the project will involve installation 18km of metro line and 40km for the light-rail transit system.

The US’s Aecom is the consultant working on the metro project, while Spain’s Sener is the consultant managing the tramline, both contracts for which were signed by the firms

in October 2010. Sener has been conducting final studies on how to adjust the tram lines to the high summer temperatures, and on how sand and dust on the lines could potentially interfere with the system’s operation. Work will be initiated on the tram component of Phase One in the imminent future, with activ-ity starting in the north of the city and then moving south.

“The light rail transit/tram system is con-sidered to be one of the most important means of public transport for the capital thanks to large capacity, cost and energy efficiency, and ability to operate in densely populated areas,” according to the Department of Transport.

In line with the overall master transport plan, the metro will also eventually link up with a 580km high-speed railway network, with routes to the end of the Dubai Metro, Al Ain

and Saudi Arabia, as well as further transport projects envisaged on Saadiyat island by the TDIC. A previously mentioned project named the Cultural Land Bridge was proposed on the island, and it remains to be seen whether it re-emerges as a concrete proposal.

The plan was to proliferate a wide range of public transport modes around the mega-project’s cultural district, in a similar manner to the transport systems on islands such as Hong Kong and Manhattan, with a separate tramline running downthe length of Saadiyat’s central reservation.

For the moment this is an aspiration, but the plans are link to the island with Abu Dhabi with a tunnel on the metro via Maryan are already well underway. If all this comes to frui-tion, then Abu Dhabi will have an integrated, multimodal transport system.

“The 340km tram system is part of an ambitious and far-reaching Surface Transport Masterplan.” Department of Transport

Page 56: Construction Magazine

54 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

AL SUFOUH TRAM

The much-anticipated Al Sufouh tramline in Dubai is now hurtling forward, with a precast viaduct noticeably materialising between Sheikh Zayed Road and Dubai Marina.By John Bambridge

Dubai and the tram

Page 57: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 55

AL SUFOUH TRAM

Page 58: Construction Magazine

56 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

AL SUFOUH TRAM

The viaduct along Sheikh Zayed Road is one of the most visible signs of progress on the Al Sufouh tramline.

Younes, CEO for strategy and corporate gov-ernance at the RTA.

“We began construction again in December 2011, but there were still some discussions about refinancing the contract that were underway,” said Philippe Dessoy, GM at Six Construct, of Besix, commenting on the disruption. “We were waiting for these to be finalised before we could start building at full speed again. So we started the viaduct along Sheikh Zayed Road, a JBR station mock-up and some of the utilities in the Marina.” The remaining finan-cial issues concerning the project were ironed out in February after the government secured a $675m deal guaranteeing the first phase, and all outstanding payments from 2009 were reported to have been collected. “We have seen a very encouraging response to this financing, which is a testament to the strong confidence that the international banks have in Dubai’s economy,” said Abdulrahman Al Saleh, director general of the Dubai Department of Finance.

The initial phase of the Al Sufouh tram project will extend for 12km from just before Knowledge village up to the loop around Dubai Marina. Up to 12 of the eventual 19 stations will become operable under the phase, serviced by eight trains, each with a 400-passenger capacity. The 14km line will ultimately run a fleet of 25 trains, amounting to an overall line capacity

of 10,000 passengers, with 5,000 expected to flow in each direction every hour.

“It is important to inform people about the benefits of using public transport, especially with regard to protecting the environment from pollution, ensuring the comfort and safe means of transport for passengers and to reduce traffic congestion in the city,” said Dubai Ruler Sheikh Mohammed bin Rashid Al Maktoum, after viewing the ongoing construction and mock station at the Jumeirah Walk.

The Al Sufouh tramline will also tie into the existing Palm Jumeirah monorail line, which was developed by a consortium led by the Japanese Marubeni Corporation, also linking it with the Dubai metro in the second phase. The monorail can facilitate nine trains, allowing passenger capacity to increase to 6,000 passengers with the potential advent in increased tourist flow from the tramline connection.

The monorail currently travels directly from the Gateway Station at the foot of the palm to the Atlantis Aquaventure Station on the crescent, but there are also two intermediate stations at the Trump Tower station and the Palm Mall which could open up upon demand.

“Works are currently focused on building the tram’s infrastructure along a corridor stretching from Dubai Marina to Jumeirah, where water and electricity lines in the area have been identified,” said Dubai’s transport chief Mattar Al Tayer. “Work is underway to bypass the utility lines and lay the foundations underpinning the tram rails through which the tram receives power feed.”

Now that the RTA has put its foot down over delays and with the government’s assistance in securing funding, there is little doubt remain-ing that the tramline is on its way.

Al Tayer is confident that the “Al Sufouh Transit System will be the latest addition to the outstanding array of projects witnessed by the emirate of Dubai.”

“The project started again a few months ago, and is expected to be completed in 2014.”Abdul Younes, Roads & Transport Authority

The $1.08bn light rail system was devised by the Roads & Trans-port Authority (RTA) of Dubai to serve the hundreds of thou-sands of potential passengers

in the New Dubai area, enhancing the cross-functionality of the public transport network for both residents and tourists alike. Back on track, the project is now firmly bound for its November 2014 scheduled completion date.

The tram is named after the Al Sufouh Road, which it will run alongside for most of its 14km length, stretching from the Mall of the Emirates in the Al Sufouh area, past Knowledge Village, and Media City, meeting with Sheikh Zayed road alongside Dubai Marina and looping back around down the Jumeirah Walk.

The tramway, which was originally intended to be completed in April 2011, will be inter-spersed with a total of 19 passenger stations, with three linking up to the Dubai Metro alongside Sheikh Zayed Road, at the Jumei-rah Lakes Towers, Dubai Marina and Mall of the Emirates stops. The Al Sufouh light rail will be the first tram in the world with ground power feeding the entire line, eliminating any need for overhead wires.

The project got off to a shaky start as the global financial crisis in 2008 disrupted the original schedule for a 2011 completion, and main contractors France’s Alstom and Belgium’s Besix scaled back the pace of construction on the state-backed tram.

Construction under the Alstom-Besix con-sortium, which also includes the UK’s Serco and the US’s Parsons, recommenced in earnest at the end of 2010, and by April 2011 the project was reported to be 30% towards completion by the companies involved.

“Last year there was a further delay to the project due to financial issues, but the project started again a few months ago, and is expected to be completed in 2014,” explained Abdul

Page 59: Construction Magazine

Innovative Formwork and Shoring SolutionsRMD Kwikform has the skill, expertise and experience to provide you with unique and efficient formwork and shoring solutions.Our team of technical experts and engineers are there to assist you in the creation of any concrete structure and our industryleading equipment ensures that throughout the process your project is correctly and safely supported. So when it comes to delivering your project on time and on budget, contact RMD Kwikform and see how we can help you create.

www.rmdkwikform.com/aeTailored Solutions Global Expertise

ME Head Of ceRMD Kwikform Middle East LLCP.O. Box 5801, Sharjah, UAETel: +971 6 553 4173Fax: +971 6 553 4327Email: [email protected]

DubaiTel: +971 4 885 0707Email: [email protected]

Abu DhabiTel: +971 2 550 2383Email: [email protected]

OmanTel: +968 244 96037Email: [email protected]

QatarTel: +974 4 465 3034Email: [email protected]

BahrainTel: +973 1738 2724Email: [email protected]

Saudi Arabia - Al KhobarTel: +966 3 882 5444Email: [email protected]

Saudi Arabia - JeddahTel: +966 2 664 8155Email: [email protected]

Saudi Arabia - RiyadhTel: +966 1 445 8991Email: [email protected]

KuwaitTel: +965 484 5161/ 484 9545Email: [email protected]

LibyaTel: +2010 01487856Email: [email protected]

JordanTel: +962 655 20350Email: [email protected]

LebanonTel: +961 545 0214Email: [email protected]

SyriaTel: +963 1 133 13729Email: [email protected]

IraqTel: +964 177 89442Email: [email protected]

MoroccoTel: +212 6153 33718Email: [email protected]

AlgeriaTel: +213 6615 15220Email: [email protected]

ExportTel: +971 6 553 4173Email: [email protected]

For general enquiries email:[email protected]

Page 60: Construction Magazine

http://dubaimetro.eu/wp-content/gallery/general/m1.jpg

58 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

OPERATIONS & MAINTENANCE

An 2007, Serco was awarded a 12.5 year contract for the operations and mainte-nance of the first two lines of the Dubai Metro. Starting

at 76km of track and eventually hoped to extend across 300km, the system would be the world’s largest driverless metro operation. In 2010, the company went on to win the contract for the operation of the 5.5km Palm Jumeirah Monorail.

Serco was selected for both projects fol-lowing its success on a number of similar projects within its portfolio, including the operation and maintainance of the Lon-don Docklands Light Railway (DLR). A significant part of Dubai’s future growth strategy has been to engage players that can demonstrate strong global expertise.

“Serco is a global company with local presence,” says Middle East CEO Zafar

Raja. “That means we will take best prac-tice and learning experience from any-where in the world where we operate: Australia, the UK, the US, Hong Kong, India, and bring that capability to bear to the local solution. In the case of this particular network, we took some of the best practice from running the driverless metro in London (DLR), using experi-ences and management skills from there and bringing them here.”

However, Raja says local flavour must be accounted for. The opening of the Dubai Metro Green Line saw the introduction of themed stations, from earth to air and water. Also present are heritage stations, a cross between modern stations with a flavour of what Dubai was before. “The Metro is an important part of the future vision of Dubai but, quite rightly, its people are keen to retain the cultural elements;

the heritage which shows where it has come from,” says Raja.

While the concept of the Metro was the brainchild of the RTA, Serco feels privileged to have been consulted at the design stages, and to have been given the opportunity to provide input on what could later aid its operations. “The industry calls it early operator involvement (EOI),” says Raja. “Within any major infrastructure project, from an operations and mainte-nance perspective, an important part is being involved at the early stages, because in many ways you are preventing issues from arising later by influencing the design, layout and helping shape what ultimately in terms of movement of people will be a quick in-and-out.

“People want to use transport because it helps quicken traffic flow. EOI was very important for us, as being involved at the

A $400m Dubai Metro contract has positioned Serco as leader in operations and maintenance for infrastructure projects. By Hannah-Farah Abdulla

The transporter

Page 61: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 59

OPERATIONS & MAINTENANCE

Page 62: Construction Magazine

60 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

OPERATIONS & MAINTENANCE

Serco trained and engaged about 2,500 staff to operate and maintain the Dubai Metro, at every level from its people at the stations to those in the maintenance depots. Training consisted of 50,000 man-days. “Whether underground or heritage, from an FM perspective, a big chal-lenge is that it is always presented to the public of Dubai in its finest glory,” says Raja.

“Any structure that has such a high foot-fall as the ridership on the Metro, which has increased month-on-month from September 2009, needs to be kept looking and performing at its optimum. We design our maintenance regimes around increasing passengers, peak times and higher passenger volumes, and with minimum disruption.

“Secondly, keeping the external structure looking as attractive as it does can prove chal-lenging, particularly in this part of the world, where sandstorms are a regular occurrence. Our teams need to be prepared to clean as and when necessary. Parts of it we do our-selves and, for other aspects, specialists are

consultancy stages allowed us to influence the structure that the RTA had envisaged and was working towards,” says Raja. However, while ease of access, cleaning, operations and maintenance were important, the RTA’s vision still involved creating something unique for the city to be proud of. Naturally, maintaining such a concept would always pose challenges.

“Every project will come with a different challenge, and is ultimately different to the next,” explains Raja. “Starting with the [Dubai] Metro itself, the shape of the station is unique, and as you would expect in the UAE and in the wider region. Keeping them in the right shape, looking after the asset, is always a challenge, as is training our people to be able to cope with the uniqueness of the structure.

“Serco’s strengths lie in assessing ways of doing things differently, which is where we add value. I do not believe the challenges lie in whether you are working [in the building or transport industry]; it is the actual project that presents the challenge,” says Raja.

engaged,” says Raja. Everything from customer service to health and safety is paramount, he adds. “The Palm Jumeirah Monorail is a fan-tastic facility, with some incredible stations to caretake. Safety of people, however, remains at the forefront of our operations. We had to consider [and plan for] emergencies which might potentially be over water, looking at evacuation [measures]. As the operator and maintainer of a service like this you have to take that into consideration,” says Raja.

Having operated in the Middle East for over 60 years, Raja says the future for Serco in the region will see it enter smaller coun-tries where it does not currently have offices set up. Transport will remain a major focus for the company whose strengths lie in the aviation sector, for which it currently offers air-traffic control services in some of the Emir-ates and in Bahrain. Up to 90% of its contracts are with government sectors, with particular strengths in defence, health and transport. “A significant portion of our operations are within

“With any major infrastructure project, an important part is being involved at the early stages because you are preventing issues from arising later.” Zafar Raja

The design of the Dubai Metro stations require non-conventional access for cleaning by Megarme technicians.

Serco’s best-practice approach on the Metro has been refined on similar projects.

Page 63: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 61

OPERATIONS & MAINTENANCE

the transport industry,” says Raja. “If you look at infrastructure projects, transport is one of those areas that help to build communities and nations. With the Middle East in particular and infrastructure in general, buildings and transport is a big area of growth.

“Within the last three years, we have experi-enced double-digit growth in the Middle East, taking over a number of contracts. Initially, we started operations providing air-traffic control services out of Baghdad International Airport. This was, and is, fantastic, as it fits in with the philosophy of Serco, which is providing services that touch people’s lives. If you look at Iraq, it is coming out of a challenging decade or so that it has had. Our services, in terms of helping new airlines and planes come into Baghdad, are just one way of doing that.”

The company also has a defence contract, supporting the Australian Defence Forces in Al Minhad Airbase, the Makkah Metro in Saudi Arabia and a bus contract at Al Ain University. Serco is also focusing on expanding its reach to

the healthcare and education sectors. “There are major opportunities to help improve health-care provisions in the region, not just here in the UAE, but Saudi and Qatar as well, where we are actively involved in a number of proj-ects in those countries, and we are looking at healthcare in Kuwait. Education will also be an important area of focus for us. An important part of doing business in this part of the world, as an international company, is to be part of a programme of transferring knowledge and skills to local people … As a backdrop to that is the demand by governments here to improve the skills of the people in the region.”

The company has its headquarters in the UAE, with offices in Saudi Arabia, Baghdad, Bahrain and Qatar, a country that will become a key focus for Serco in the near future. “Qatar is fascinating for a number of reasons,” says Raja. “Like many organisations, we had seen that Qatar had opportunity, in terms of tak-ing new practices and new techniques to that country. I think it is fair to say that many

people, whether they choose to admit it or not, were waiting on Qatar – the barrier has been dropped – since it won the bid to host the 2022 World Cup,” says Raja.

“We had the foresight to move there. We knew there was a decision coming, but established our presence early on, with a team operating in technology-based sectors. FM is the next sector, as is our defence capability.”

Serco is bidding on a number of projects in Qatar, and is looking at new buildings for its FM and asset management portfolio. “Qatar is very keen [...] to promote itself with unique designs and unique experiences for its visitors.

“The country itself is a unique place to visit in the Middle East with, from a delivery per-spective, an absolute deadline of 2022 for the World Cup. It is looking to operate some of the sectors with which we are already familiar with, namely bus projects and rail projects.

“It is an area where a lot of work can be done, and will be done over the next decade,” affirms Raja..

Serco was involved from an early stage on the Dubai Metro.

Early involvement enhances the maintenance offering.

Page 64: Construction Magazine

62 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

FORMWORK

Besides this, GHI is currently delivering a tailor-made scaffolding solution for an oil plant platform being constructed by German

construction group Bauer in Oman. We are also proud to announce our involvement in the Haramain High-Speed Rail (HHSR) in KSA, where we will be producing the unique vertical column members, an essential component of this project, says GHI Formwork managing partner Mohamed Soliman.

“Although it has not yet been finalised which companies will be handling which parts of the HHSR railway project, we can confirm that GHI Formwork will be creating the vertical columns that will hold the various parts of the railway and, in particular, the platforms for the actual metro stations.

“GHI Formwork’s expertise can be demonstrated here, as such columns could not be created through standardised materials - only through custom-made formwork,” says Soliman. Having custom-made columns on the construction site is a huge advantage for the client at the end of the day, as the ease-of-use cannot be compared.

The columns have to be only repositioned by crane before the next pour, as opposed to

Every system GHI Formwork has to offer is currently being employed by various projects in the UAE, KSA, Oman, and Qatar. The supplier is also involved with the Haramain High-Speed Rail project in Saudi Arabia

disassembling hundreds of components and reassembling them again before and after each concrete pour, as would have been the case had the client opted for standardised materials to create these columns.

“Our custom-made items are always made with the client in mind, which is why for erection and reinforcement, we take into account existing accessories in the building process. Clients that already

GHI is on form in Saudi Arabia

own reinforcement and erection accessories from us, or even our competitors, can use them for these custom-made columns on the site, increasing efficiency, ease-of-use, and familiarity with the material.”

These custom-made columns will come in various shapes that range between circular, oval, to rectangular. The diameter of most of these columns will range from 60cm to 300cm. The height will range from 3.9m to

GHI Formwork’s expertise has been demonstrated at the Haramain High-Speed Rail project.

Page 65: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 63

FORMWORK

“Our custom-made items are always made with the client in mind.” Mohamed Soliman

9.25m. All columns will be accompanied by the appropriate parts such as a safe pouring platform with guardrails, push-pull props with kicker base plates for alignment of the columns, alignment walers for increased support and fasteners, all certified to German standards for absolute safety.

The columns are pre-fitted with the same profile found on our TriTec panels, meaning that the same APC clamps can be used for easy assembly and early striking. The columns will feature high-grade steel (S-275 JR) that will be galvanised and powder-coated as per GHI’s demanding standards. They will also be encased with vertical and horizontal ribs to exceed the requirement of the design and withstand the fresh concrete pressure of 57kn/m2.

“We will also be applying special coating technology to the inside of the column formwork to ensure the best-quality fair-face concrete finish. Most columns feature a special design where the column formwork is composed of two components for easy striking. They are incredibly lightweight when considering the concrete pressure they can handle and their overall size,” says Soliman. The custom-made columns are being supplied in various sizes.

Page 66: Construction Magazine

64 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

BIM

Atkins MEP head of department: Middle East and India David Crowder and design systems manager: Middle East and India Steven Anderson have had experience on major metro projects in Hong Kong, and have transferred this experience and expertise to the GCC region

BIM on track

enclosed space, with thousands of people in it potentially, so we had to do our CFD studies and design the smoke exhaust systems usu-ally with massive air volumes, which means enormous ducts.

“The stations need to be as small as they possibly can, particularly the underground stations, because the bigger you make the sta-tion box, there is a problem getting the land for one thing, as they tend to be in the middle of roads, and the bigger you make the station the more it costs to build it, so there is a lot of pressure in the early days to make that sta-

Crowder says he persuaded most of his senior engineers “to come over and join me here,” add-ing that the BIM staff at Atkins ramped up from zero to over

100 in the space of three to four months as the consultancy geared up to tackle the iconic Dubai Metro project for the RTA.

Commenting on his Hong Kong experience, Crowder says: “What you find with these jobs is that they are very complicated, certainly on the MEP side, because we ended up with enormous smoke exhaust ducts, as it is an

tion box as small as possible.” Crowder says complicated infrastructure projects like metro rail systems are akin to airports, “where you get special services as well, and both of those have dozens of cable trays running all over the place. In addition, you have to provide enough access for the cable trays so people can get to them later on and lay the cables.

“I knew when we started the Metro job here we would have to co-ordinate and do it properly, because I have worked for other consultants in Hong Kong where that was not done. They just paid lip service to it, and that

Page 67: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 65

BIM

we find that with Metros in this part of the world, they happen twice as fast as anywhere else as a minimum. We did not have the time to contemplate solutions; we had to do it on the hoof. We were under intense pressure to get these designs done.”

A critical factor with BIM is having staff skilled and experienced enough “to actually visualise what is going on.” Anderson, for example, is a highly-experienced building services co-ordinator who can look at a set of 2D drawings and pick up any clashes or potential problems almost intuitively. “It becomes second nature after 20 years’ experience, but that is not the case with everyone,” says Crowder. “Unless you have gone through it, you cannot really understand what is required to do it, and we did not have time to teach people on the job.”

“I think the traditional methods were unsuited to discovering all the design and co-ordination issues related to this particular project,” says Anderson. “It takes absolutely ages to do it properly; to do it thoroughly would probably take you about six months on something like this, and we simply did not have six months to do it. Initially all we could spare was two to three weeks,” says Crowder of the fast-track

“One major benefit of BIM is you can actually imagine what is happening. It is a bit of a mental skill.” David Crowder

meant delays while the contractor had to get hold of the consultant’s design and sort out all the problems; meanwhile the construction was ongoing, which lead to all sorts of problems and construction delays.

“You cannot really co-ordinate these proj-ects on the job, as there just is not the space to do it. In terms of high-rise buildings, you can get away with it. With metro rail systems you cannot, as for one thing you have massive air volumes of 60 to 80m3/second.

“This is the extract volume from the sta-tions, which is a volume unheard of in high-rise towers. Often this means big horizontal distribution ductwork, so it is not even like a shopping centre where it is all upstairs and out of the way, where you can also have big fans on the roof.”

Commenting on the initial approach to the Dubai Metro project adopted by Atkins, Crowder says: “I took on about 10% of my staff as build-ing services co-ordinators. I thought that was probably enough as we moved through the design work, but it turned out not to be the case.

“I was aiming for clash-free designs. In fact, we did not achieve that. We got up to about 70% to 80%. It went at a very fast pace, and

nature of the design process.” “BIM gives us a lot of advantages. One major benefit is you can actually imagine what is happening. You try and do that from 2D drawings, especially when you have got to look at a dozen of them for all the different services and try to work out how it all fits.

“It is a bit of a mental skill that not all people have, you have got to try and build that picture up as you look at the individual elements and try and work out where everything in terms of spatial relationships – it is a bit of a mental feat, like playing 3D chess.”

Page 68: Construction Magazine

66 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

SUPPLIERS YOU SHOULD KNOW: ADHESIVES

Laticrete Technical Services Department has recently issued Mass Transit Ceramic Tile and Stone – Technical Design Manual. This design manual is the industry’s first 264-page detailed document, which can be downloaded for

free from www.laticrete.com

Design manual is an industry first

Laticrete has produced a design manual that is an industry first.

Laticrete has a history of providing solutions for mass and rapid transit system around the globe. The manual is the result of many

years of experience working with metro systems. The oldest Laticrete project is in Canada (1959), the Toronto Metro, while the latest completed project is Dubai Metro Red and Green line (2010).

Other reference projects include the first Laticrete Metro project in the UK, the Piccadilly and Oxford stations in London (1980); PATH Stations (34th Street, World Trade Centre, New York, 1980) in the US; MRT Singapore and PUB sub-station at Kampong Java Singapore (1990-1992); Pasilan Railway station, Helsinki, Finland (1991); Delhi Metro, India (1997); Flinders Street station and Brisbane Q Rail Albion station, Australia (1999-2002); and the latest Dubai Metro Red and Green Line (2010).

With the Dubai Metro, Laticrete’s systems were used on 24 Red Line and 11 Green line stations. An impeccable record of trouble-free installation helps Laticrete stand out among its competitors. Laticrete’s experience of over 50 years in extreme cold climates in Canada to hot climates in Dubai makes it an industry expert in tile and stone installation in mass transit systems. Laticrete is looking forward to being specified and used in upcoming metro systems around the Middle East. Current metro projects in progress where Laticrete is being specified is in Egypt.

Laticrete was founded more than 55 years ago on the principle of making tile and stone installation easier and more efficient. Since then, the company has been a leading

CXXXXXXXXXXXXXXXXXXXXXXXXXXX

innovator and pioneer in the industry. Dozens of revolutionary products and services enable more versatile applications, which are more affordable to install, more durable and easier to maintain in virtually any climate or environment. Since revolutionising the tile

and stone industry in 1956 with the invention of thin-set mortar adhesive, Laticrete has continued its commitment to innovation, expertise and service.

Laticrete is committed to creating solutions today that help preserve a better tomorrow. Laticrete proudly provides tile and stone installation materials certified by Greenguard, based on criteria used by the US’s EPA, OSHA and the US Green Building Council’s LEED-CI program. Laticrete continues to innovate and set the standard in both service and products in any areas, including tile grout, radiant floor heating systems, crack suppression, waterproofing, sound control, adhesives, mortars and more. Laticrete continues to set the industry standard for quality, innovation, service and integrity.

“An impeccable record of trouble-free installation helps Laticrete stand out among its competitors.”

Page 69: Construction Magazine

Eti

had

Tow

ers

, A

bu

Dh

abi,

Un

ite

d A

rab

Em

irat

es

German Formwork and Engineering Technology for Every Concrete Project

FormworkScaffoldingEngineering

www.perime.com

PERI Egypt Cairo Phone: +20 2.24 04 85 24 / 26 [email protected]

PERI Jordan Amman Phone: +962 6.5 51 67 31 [email protected]

PERI KSA Jeddah Phone: +966 (0)2.6 12 83 00 [email protected]

PERI Kuwait Kuwait Phone: +965 22.32 29 21 [email protected]

PERI Lebanon Beirut Phone: +961 (0)1.24 33 65 [email protected]

PERI Oman Muscat Phone: +968 (0)2.4 57 10 90 [email protected]

PERI Qatar Doha Phone: +974 44 11.48 16 / 17 [email protected]

PERI UAE Dubai Phone: +971 (0)4.3 26 29 92 [email protected]

PERI UAE Abu Dhabi Phone: +971 (0)2.6 79 88 04 [email protected]

“The PERI formwork system

contributed greatly to the

success of Etihad Towers.

Not only did it provide an

excellent structural solution

for the complex project, but

also provided an economical

way for saving manpower.

I would highly recommend

PERI in the future projects.“

Mohsin Khater,Contracts ManagerArabian ConstructionCompany (ACC):

Page 70: Construction Magazine

68 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

BRIDGES & TUNNELS

John Bambridge highlights the engineering endeavours behind the

Gulf’s bridges and tunnels, which play a vital role in the region’s rail

infrastructure

Crossing over

“Most of the standards used within the region are international standards.” Mauno Napari

and geology present problems that need to be understood and resolved,” says Napari.

The permeability of the region’s soils means the warm saline water has ready access to many concrete structural elements below sea level. This has little direct impact on the concrete but, as the material is porous, reinforcing con-crete steel cannot be embedded to close to the surface, or else it will be corroded.

The result is that, although “most of the standards used within the region are inter-national standards, some of the innovations introduced are more advanced than in the UK, America and Scandinavia,” says Napari, who is also Ramboll’s manager for Qatar.

“We are part of an alliance which has sub-mitted a pre-qualification application for the Doha Metro tunnel projects. The next phase will be pre-qualification for elevated sections, and we are looking at that opportunity also. Additionally, we will be looking at Doha Bay crossing.”

The Red and Green lines of the Dubai Metro, designed by Atkins, involved a complex com-bination of sub-projects, including bored tun-nels, cut-and-cover, viaducts, post-tensioned segmental bridges and underground concrete diaphragm walls for the stations.

A key demand of the design of such multi-faceted projects is an absolute understanding of the required concrete’s properties. Computer-aided engineering software plays an equally important role in measuring the forces that will ultimately assert themselves on the concrete during and after construction. Midas, a South Korean-based software developer, provides a particularly comprehensive approach to structural project analysis, capable of focus-

Concrete construction also car-ries a lower cost both initially, and, with no need for routine painting processes, lower long-term maintenance requirements.

However, these are not the only considerations.“As with every region, the Middle East has

its own specific challenges to understand and overcome.

“Specifically within the Middle East, the approvals process, bonds, specific standards and, most importantly, the environment we have to work within present challenges,” says Mauno Napari, regional director of Ramboll, a leading engineering and consultancy firm. “The Middle East is a very harsh environment, and the high salinity of the water, temperatures

Page 71: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 69

BRIDGES & TUNNELS

ing not only on individual components or parts of structures, but also of performing non-linear analysis on entire structures as a whole.

Similarly, “Ramboll has lately started to use BIM (building information modelling) for some of our design assignments. We follow our core engineering values throughout the group and use our in-house global experts in developing our Middle East BIM team,” says Napari.

As early as 2008, with the construction of the 200m central span Saadiyat Island bridge project, engineered by Parsons, the UAE has similarly been positioned at the cutting-edge of concrete construction techniques, using complicated methods never previously attempted.

In this instance, the set-up demanded the use of a reverse-inclined raised Peri formwork unit. The Peri system was also used for the other phases, from the construction of the abutments and the numerous bridge piers in the foreland area through to the superstructure formwork. The three pre-stressed concrete hollow boxes were supported on a total of 19 piers. The GCC currently has numerous bridge projects under-

way, or in the planning stages, many as part of $142bn worth of road and rail developments, according to figures released by market analyst Ventures Middle East. Saudi Arabia accounts for a third of this amount, including bridges on its North-South and Landbridge rail projects. Construction is also currently underway on the $2.65bn Jaber Ahmed Al-Jaber Al-Sabah Bridge.

In March, Dubai’s Road Transport Authority also announced that 70% of construction works on the $190.6m Rashid Hospital tunnels project had been completed, and that that this will open in mid-2013. The alleviation of surrounding traf-fic, expected to rise to 6,000 vehicles an hour, was a key driver of this project. The same was the case for the DIFC tunnel in Dubai and the Salam Street tunnel in Abu Dhabi.

On all of these projects, highly-specific regional knowledge is being employed to ensure that the concrete is up to the challenges of the environment and the rigours of the GCC countries’ construc-tion codes. The use of ground-breaking concrete construction techniques in the Gulf is now no longer a new phenomenon, but the norm.

Page 72: Construction Magazine

70 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

TUNNEL BORING MACHINES

Indispensible to any major underground rail project, tunnel boring machines (TBM) are some of the larg-est, most expensive, and most effective, machines on the planet. At their largest, the machines can weigh thousands of tonnes and be over 100m in length.

A TBM with a tunnelling face diameter of 19.25m that is set to be delivered by German TBM manufacturer Herrenknecht in 2013 will be the world’s largest, designed to link both halves of the centre of St Petersburg under the River Neva.

Micro-tunneling machines are also used in infrastructure projects, including a tunnel for carrying cooling water in Bahrain, and a sewerage project in Abu Dhabi. While these machines are much smaller, with the operator above ground, the principle remains the same.

Broadly speaking, there are two types of boring operations, those into hard rock, such as in the mountains in Europe, and into soft rock. While hard-rock boring may not require a shield, a TBM boring into soft rock will require a shield.

The machine is a fully-contained factory, with the rotating cutting wheel at the face, a conveyor system for evacuating the spoil that is cut, and in the case of soft-ground tunnelling, the process for building the concrete lining rings, within the protecting confines of the shield.

When building a rail tunnel, the machine will alternate between cutting and lining, using hydraulic jacks to push the cutting face forward. The concrete segments that make up the tunnel lining are placed in rings, and the machine pushes forward by pressing against these rings.

In the construction of the Dubai Metro, in which 13km of tunnell beneath central Dubai and the Dubai Creek was built, three machines were used, each with a 9.56m diameter and constructed by Mitsubishi Heavy Industries.

According to Paul Groves, director and tunnelling net-work chair of Atkins, the number of machines was decided on by the contractor in order to complete the project in the required time, in tandem with the other facets of the project. The machines themselves were largely identical. “The inter-esting thing about the machines in Dubai is that they had to

Picking the right tunnel boring machine for the right job is essential. By Stian Overdahl

Digging deep

Page 73: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 71

TUNNEL BORING MACHINES

Page 74: Construction Magazine

72 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

TUNNEL BORING MACHINES

A close-up of a tunnel boring machine cutter head constructing a metro.

be able to handle soil and rock. Underneath Dubai is extremely weak sandstone, which is quite good tunnelling material,” said Groves.

However, the tunnelling also went into sand, cohensionless ground, which meant that either an Earth Pressure Balance Machine (EPBM) or a Slurry Tunnelling Machine (STM) would have to be used.

The EPBM maintains pressure at the face by holding the spoil behind the shield, so that the boring proceeds in a controlled fashion, and prevents uncontrolled penetration. The removal of the spoil is controlled by a screw conveyor.

The STM has a slurry shield, which injects a Bentonite slurry into the drilling area to main-tain pressure and stability. Grove said that the contractor chose the EPBM option, something which he was happy with. “The key thing about slurry machines is that they use a lot of Bentonite slurry, and it is quite expensive.”

Advancements in technology mean that the machines are more capable of operating through a range of conditions, said Grove. “Ten to 15 years ago TBMs were far more specialised; they were only capable of tunnelling in dif-ferent materials.

“That range of materials has somewhat over-lapped between machine types because they have had many modifications over the years. It is becoming a more difficult choice to make.”

The Doha metro project is currently a major focus for the parties bidding for the contracts. According to Qatar Railways, the size of the individual tunnel contracts will be worth $1bn to $1.5bn. The overall budget for Doha Metro, including the supply of rolling stock, is reported to be around $35bn.

Discussing the project, Hyder Consulting regional rail director Geoff Leffek said that one problem to overcome for any tunnelling contractors using a TBM will be launching the machines in the dense city.

“I think the tunnelling itself, once the TBMs are in the ground and drilling, will be fairly straightforward. The big expense and the major complexity is getting the station boxes in, and to launch and receive those TBMs. This involves some very deep structures and multiple lines coming into some of the stations.”

Support for the machines will also be a chal-lenge. In Dubai, two production lines of the concrete segments were established, able to cast around 12 of the 1.5m rings a day, a total of 96 segments. An early start to the Green

Line required a third production line, increas-ing output to 128 segments a day. The aver-age progress was 10 rings (15m/day), with the maximum production in any 24-hour period being 21 rings (31.5m).

“The issue they found here [in Dubai] was that the TBM tunnelling was very fast. It was almost too fast, as they were struggling to deliver the precast segments that make up the rings fast enough to feed the TBM,” said Leffek.

The ground conditions in Doha will be a significant determiner of the machine that is used, which include karstic limestone, and possible voids in the limestone. Grove believes that it will be a significant challenge, but one that is in no way insurmountable.

“People have built tunnels in karstic lime-stone before; I have certainly done that. I am not saying these are not going to be challenging problems to resolve – they are – but none of them are particularly novel. That is probably true of all of these things that we are doing. It is not novel; it is reapplying established tech-niques from all over the world back into the Middle East.”

Grove said that the two most challenging aspects of the Dubai Metro project were the

“There is always a challenge to overcome, which is what makes tunnelling interesting.” Paul Groves

Top builders

Buyers of TBMs may have fewer companies to choose from than is the case in some other equipment industries, but there is no shortage of expertise.

HERRENKNECHTThe German company is well-known for its huge machines, particularly those used for mountain-tunnelling projects in Switzerland and elsewhere. The company has a presence in the Middle East, with a 9.4m diameter machine used in the construction of the Cairo metro. Due to conditions, a slurry machine was used. The construction of Cairo’s Line 3 was beset with drama when a concrete segment fell out of the lining, and water and soil poured into the tunnel, creating a huge sinkhole. Luckily, since the route of line tracked the road above, the sinkhole was in the middle of the road and there were no accidents.

KAWASAKIThe Japanese manufacturer announced in April that it had completed its first order for boring machines to be used in the Middle East, with three shield machines delivered to be used in a sewerage tunnel project in Abu Dhabi. The order was placed by C&T Corporation of South Korea in March 2011, with the first machine delivered in December 2011. The last of the three was completed at Kawasaki’s Harima Works and shipped to Abu Dhabi, where it will be assembled. It will start excavating this summer. The company produces TBMs used in subway tunnelling, and says it has an order record of about 1,400 shield machines and TBMs.

HITACHI ZOSENSince it began manufacturing shield tunnelling machines in 1967, Hitachi Zosen has delivered more than 1,300 units worldwide. It delivers the full complement of machines, from open hard rock TBMs to slurry-type shield tunnelling machines, as well as a number of special options. HZ co-developed, with Kajima, the world’s first three-face TBM, used in Osaka. Measuring 7.8m by 17.3m, the three-face TBM allowed the subway station’s twin rail tubes and adjoining platform space to be excavated at the same time.

Page 75: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 73

TUNNEL BORING MACHINES

XXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXXX

aggressive ground conditions, and the ventila-tion required due to the high average ambient temperature.

“What was slightly unusual about Dubai, and would be the same in Doha or Kuwait, or in most of the other regional cities that are planning metros, is the fact that the ground conditions tend to be chemically very aggressive, which is a bit of a problem for tunnel linings, because they are necessarily fairly slender, so from a design point of view you have to find a way to overcome that.”

The ground water in Dubai is very chloride and sulphate-rich, which is destructive to con-crete and the reinforcement. Concrete has to last 100 years, and Grove said they were able to tailor the concrete and the use of the grout to deal with the conditions. “You have to decide on the concrete mixes, and the arrangements of the reinforcements, and whether you use any special additives.”

In Doha, the ground conditions will need to be carefully studied. “From a ground con-ditions point of view, the big question mark is about ground aggressivity, and it is about whether there are significant voids within the ground, and what to do about it. Those are the big questions.”

Yet exploring the unknown is part and par-cel of the tunnelling industry. “Every place is different, and there is always a challenge to overcome, which is what makes tunnelling interesting.”

Tunnel construction for the Dubai Metro.

A TBM by German Herrenknecht AG used to build the second line of the Warsaw Metro from east to west.

In the case of soft-ground tunnelling, the concrete lining ring is produced at the same time.

Page 76: Construction Magazine

74 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

CASE STUDY

Construction work on the Vienna Main Station is moving ahead swiftly. The first section of the biggest rail-station project in

Austrian history is scheduled to go into operation as early as next year. To carry out the extensive on-site concreting works, the HBF-Wien 01 consortium turned to an economically optimised formwork concept from Doka.

The new main station being built in Vienna at the site of the former Südbahnhof station is a development of epic proportions. A million cubic metres of excavated material, 300,000m3 of concrete, 38,000 tonnes of reinforcing steel, 38,000 linear metres of bored piles – figures like these say it all.

The huge volume of construction to be undertaken here, the tight timetable and, in some cases, the difficulties of accessing the site call for 100% commitment from all involved, and especially from the contracting JV of Strabag, Alpine, Porr, Pittel & Brausewetter. All the extensive on-site concreting is being carried out solely with high-performing formwork equipment from Doka.

The main reasons behind this decision were the Vienna branch’s technical and logistical expertise in carrying out large-scale projects, the comprehensive planning services offered by Doka, and the rapid availability of the necessary formwork resources from Doka’s high-capacity rental park.

The biggest rail project in Austrian history turned to an economically-optimised formwork concept from Doka

“To make a success of handling a construction project as big as this one, you need not just perfectly organised site coordination, but also, and above all, professional partners with sufficient experience and capacity. Doka brings both of these to this project, and has more than met our high expectations,” said the JV’s project manager, Georg Pleva.

Working closely with the site management, Doka devised a detailed and far-sighted formwork concept that is rigorously geared to achieving materials-optimised forming operations with the aid of just-in-time deliveries. Apart from taking a lot of pressure off the site logistics, with its limited storage facilities, the main benefit

Vienna Main Station

“To make a success of a construction project as big as this one, you need not just perfect site coordination, but also, and above all, professional partners.” Georg Pleva

FIRST SECTIONThe first section of the project is scheduled to go into operation in

early 2013.

Page 77: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 75

CASE STUDY

Page 78: Construction Magazine

76 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

CASE STUDY

of this concept is to avoid the costly ‘just-throw-more-equipment-at-it’ approach.

A key ingredient of this integrated formwork planning is the way in which the formwork equipment available on-site at any time is scheduled so that it fits in exactly with the progress of work in the various casting sections. This ensures an optimum degree of equipment utilisation throughout the entire shell construction phase, leading to high productivity in the formwork operations as a whole.

Doka liaises regularly with the site management team, permitting ongoing optimisation of the processes on the basis of day-to-day experience. Doka’s efficient rental park in Vienna makes it possible to meet any unforeseen needs for extra equipment that was not envisaged in the original plan, at short notice – which is essential if a construction project of this size is to have any chance of being carried out efficiently and, above all, without delays.

The main systems being used to construct the voluminous transportation station, which extends across three storey levels, are Framax Xlife framed formwork panels and Dokamatic tableforms. Framax Xlife comes into its own here with its versatile system-grid for easily and economically adapting to the varying layouts, and by being so easy to clean on-site.

For forming the slabs, maximum speed is being ensured by the large-area Dokamatic tables. Also, the massively-dimensioned (up to 2m-thick) ground-source heat collectors on the shallow foundation structure were formed using Framax Xlife panels.

The track-bearing structures next to the above-ground distributing-concourse level of the transportation station, and the five about 12m-wide island platforms, are being cast using reinforced Dokamatic tables on extra-high-capacity Staxo 100 load-bearing towers, and with stop-end formwork made of Framax Xlife panels.

In addition to the deliveries for the station, Doka is also supplying all the formwork equipment for the many flyover structures in the Anlage

The many flyover and track-bearing structures are being safely shored by the extra-high capacity load-bearing tower Staxo 100 system.

The formwork for the architecturally-challenging piers of the Südbahnhof Bridge was designed using a three-

dimensional model and constructed with complete accuracy by the Doka Ready-to-Use Service.

Ost construction section. For example, the superstructures of the three railway bridges across the Argentinier-Strasse, Mommsen-Gasse and Ghega-Strasse thoroughfares are also being formed with a combination of reinforced Dokamatic tables and Staxo 100 load-bearing towers.

Large-area elements of Doka formwork Top 50 have been fielded for work on the eastern burrowing junction, running beneath the railway tracks for a distance of 1,200 m. The large gang-forms made possible by the Top 50 system deliver great speed and efficiency here.

2m Thickness of the massively-dimensioned ground-source heat collectors on the shallow foundation

structure, formed using Framax Xlife panels.

38,000t Of reinforcing steel was used on the Vienna Main Station project.

Page 79: Construction Magazine

For directory information visit constructionweekonline.com/directorySPECIALIST SERVICES

TO ADVERTISE PLEASE CALL +971 4 444 3570 OR EMAIL [email protected]

PP CORRUGATED SHEETS RECRUITMENT

MAY 26 - JUN 1 , 2012 CONSTRUCTION WEEK 77

STEEL

g y Twice the strength of steel (>1000 MPa) Non -conductive & non -magnetic Durability unmatched by any steel reinforcement Widespread international use by leading civil consultants and construction rms

Middle East / Europe+971-4880-9533 / [email protected] ion rms

Local manufacturing in JAFZA, Dubai Middle East / Europe +971-4880-9533 / +971-5555-03488 [email protected] www.sigmadg.com

Middle East / Europe +971-4880-9533 / +971-5555-03488 [email protected] www.sigmadg.com

CONSTRUCTION/MANUFACTURERS

CONSTRUCTION/MANUFACTURERS

CONSTRUCTION PHOTOGRAPHY

Page 80: Construction Magazine

78 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

CASE STUDY

The new rail network is part of the dual-track 450km Haramain High-Speed Rail project, which will connect the four cities of Makkah, Jeddah, Rabigh and Madinah. Harsco Baroom Limited is engaged in work on six bridges.

Haramain High-Speed Rail,

Saudi Arabia

Concrete curing for slab-deck frame for ballast before the railings are laid.

CChina Railway (CR 18g) is the major contractor on the high-speed rail project. Harsco Baroom is working in conjunction with

China Railway at present on Bridge HJ5, which is the construction site shown in the images.

The scope of works for Harsco Baroom is to design and supply materials. The duration of the work is three months, from April to June 2012.

“The particular challenge of this project is to deliver a bridge with a sharp curve, which is a complex structure, as well as to design the work and supply the material, all within a limited timescale,” comments Harsco Baroom sales manager Arif Khan.

The products from Harsco Baroom used in Bridge HJ5 are Cuplok and DU-AL aluminium beams for sub-structure support and Mark II and DU-AL aluminum beams for slab-deck framing. Prework steel reinforcement for slab track, slab forms.

Page 81: Construction Magazine

MAY 26-JUNE 1, 2012 CONSTRUCTION WEEK 79

CASE STUDY

Of all the infrastructure developments undertaken in the Emirates, the Dubai Metro is undoubtedly the most important public transport

project in terms of its strategic implications. RMD Kwikform Middle East secured the contract for the temporary support work for construction of the Metro’s elevated tracks.

The VFR JV comprises two post-tensioned pre-stressing specialists, VSL and Freyssinet, together with Italian contractor Rizzani. Their expertise was critical to the successful creation of the 52km Red Line with its 29 stations, which were completed first, as well as another 22km of track and 18 stations for the Green Line.

RMD Kwikform project manager David Barrington explains: “While there was serious competition for this contract, a number of members of the project team had come to

RMD Kwikform Middle East supplied all the temporary support work for construction of the Metro’s elevated tracks

Dubai from building a similar transport scheme in Hong Kong, where they had come to realise the benefits of Megashor.

“So although we were up against heavy competition from a variety of businesses, we had the equipment that the client trusted already on the ground, and the designers to provide the drawings for each location.

“Essentially we had to complete a drawing and component list for every different height of the track units above the existing ground level, to ensure the installation went ahead smoothly and safely; and these had to be turned around within a couple of days to keep the work on schedule,” said Barrington.

So colossal was the scale of the scheme undertaken by VFR that the consortium had up to a dozen sections of the route under construction at any one time, with RMD Kwikform being called upon to supply Megashor towers to site for erection within a very short timeframe.

Barrington continues: “We supplied the first pieces of equipment from stock in November 2006, with the larger orders delivered early in 2007, and continuing on a regular basis thereafter.” The Megashor support system offers a load-carrying capacity of 100 tonnes a leg, and it was used to carry

Dubai Metro

COLOSSUSSo colossal was the scale of the

project that VFR had up to a dozen sections under construction at any

one time.

the very heavy, U-shaped precast concrete sections to the Metro’s tracks wherever the main contractor was unable to use its standard launching system.

This may be due to there being restricted headroom, perhaps due to a road coming over the top, or the presence of electricity cables. Then they were making use of Megashor as support from below. One of the key attributes of Megashor is the fact that the integral jacks provide up to 400mm adjustment top and bottom. With the towers set to millimeter accuracy, the main contractor’s operatives took over installing a series of bolted and welded steel beams across the top bearing plates, which then carried the track sections.

Depending on the distance from one abutment to the next, the Megashor system was being employed to erect double rows of towers to carry as many as eight or nine precast units: each one 4m in length and 10m wide, to make up the span. These were then jointed together and the prestressing tendons passed through the cast-in ducts that determine their correct profile or path. Hydraulic jacks then tensioned the cables in sequence and the Megashor supports could be lowered ready for reuse.

Page 82: Construction Magazine

-

ENGINEERING GENIUS

Crossrail, LondonEurope’s largest civil engineering project

80 CONSTRUCTION WEEK MAY 26-JUNE 1, 2012

Crossrail is a capacity enhancement rail project centred on London. It involves the laying of new 118km rail track from Maidenhead and Heathrow in the west to Shenfield and Abbey Wood in the east.

The project will allow an additional 1.5million people to travel between London's key business districts in just 45 minutes.

The £16bn project was originally scheduled for a 2017 opening, but has been delayed until 2018 following a spending review.

Typical current journey times from North Kent to Central London are around an hour. Crossrail will cut these by around a third. The journey to Heathrow, currently over 90 minutes, will be cut

by up to a quarter. Crossrail has been promoted by Cross London Rail Links, a joint venture company formed by Transport for London (TfL) and the Strategic Rail Authority (SRA).

Crossrail will make new developments in the City, Isle of Dogs/Canary Wharf and the Thames Gateway accessible from other areas.

Pho

to b

y O

LI S

CAR

FFG

etty

Imag

es

Page 83: Construction Magazine

Skim Coats and primes new drywall in a single spray application!

and photographing

seperate applications of a skim coat and prime coat

TUFF-HIDE Primer-Surfacer

2 in 1

Page 84: Construction Magazine

Fastest dry time

The Dyson Airblade™ hand dryer dries hands in just 10 seconds.

Lowest environmental impact

It generates 72% less carbon emissions than paper towels.1

Most hygienic

HEPA filter captures 99.9% of bacteria from the air drying hands.

The fastest, most hygienic hand dryer. Now available in the Middle East.

For more information please visit www.dysonairblade.com/middleeast1. Source: T. Montalbo, J. Gregory, R. Kirchain. Life Cycle Assessment of Hand Drying Systems. A Dyson commissioned study, 2011.


Recommended