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Contractors World 2011 Volume 2 Issue 1
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[Oman - Formwork for a billion-dollar project . . . cont ]

The MODULAR universal formwork system, supplied by PASCHAL Concrete Forms Co. in Bahrain, was used for carrying out further concrete work. Galfar Engineering & Controlling is the main contractor, which has 25,000 employees and is the largest construction company in Oman, and operates throughout the Gulf region.

The core element of one work area of the plant is a 35 m high round tower with an outer diameter of 16.35 m. At the foot of the tower, its walls are up to 1 m thick and contain external ribs to add to the stability, increasing the wall thickness to 1.50 m.

A steep cone construction made of cast-in-place concrete with an open top has been installed inside the tower.

A high degree of precision was required to construct the tower using high-quality cast-in-place concrete. The cone construction placed heavy demands on engineering a formwork solution.

Galfar Formwork Division decided to use Paschal TTR circular trapezoidal girder formwork and technical support. This was coordinated by Paschal Emirates Co. L.L.C. in Dubai.

The circular girder formwork was used as climbing formwork. Twelve concreting cycles, each containing 3 high m of formwork with a section height of 2.95 m, designed to produce the required results. After four climbing phases, the walls were still 60 cm thick. The formwork can withstand a fresh concrete pressure of 60 kN/m²

Custom formwork was selected for the construction of the protrusions at the tower foot and for the challenging production of the funnel shape at the top. All of the engineering services required for the formwork, including assembly fitters and banksmen, came from Germany.

The MODULAR universal formwork system, supplied by PASCHAL Concrete Forms Co. in Bahrain, was used for carrying out further concrete work.

Due to the high temperatures of over 40 ºC during the day, concreting work was only carried out at night. The concrete plant is located some distance away from the construction site, meaning that a transporter requires approximately one hour travelling between the two locations.

email the companyPaschal •

For nearly 80 years, the Culver Viaduct has stood as part of the Brooklyn skyline, a high-arched link between midtown Manhattan the Stillwell Avenue Terminal in Coney Island.

USA
Rebuilding the Culver Viaduct in New York

For nearly 80 years, the Culver Viaduct has stood as part of the Brooklyn skyline, a high-arched link between midtown Manhattan the Stillwell Avenue Terminal in Coney Island.

Spanning the Gowanus Canal, the structure supports four tracks, two subway lines and two stations, including the Smith and Ninth Street stop which, at a height of 26.67 m, is the highest subway station in the world. This impressive structure is currently undergoing a four-year reconstruction.

The concrete-encased steel structure is approximately 1.6 km long, connecting the Carroll Gardens and Park Slope neighbourhoods. Built as part of the IND subway system, the viaduct carries trains serving tens of thousands of subway customers each day.

A major project, started nearly a year ago, is currently underway to rehabilitate the aging structure. The work is necessary to improve poor track drainage which had caused severe deterioration to the structure’s concrete sheathing. Passersby could not help but notice the netting which was wrapped around the structure to prevent the concrete pieces from falling to the sidewalks and roadway below.

Among the challenges facing MTA New York City Transit is how to keep this vital link open to train service while the work is done. While some weekend closures have been necessary, particularly when heavy materials and equipment is moved, most of the time service has run normally.

Phase two of this major reconstruction project began in January 2011. The four-year project was awarded in March, 2009 and is scheduled for completion in February 2013. During this upcoming phase, the northbound local tracks are being removed from service for 10 months.

The $275.5 million top-to-bottom project includes replacing all four tracks with new, low vibration track; repairing and waterproofing the concrete deck that supports the tracks, and installing all-new track drains. Upgrades and improvements will also be made to signals, power work and communications. Two diamond crossover track switches and turnouts will also be replaced. [CW]

 

 

 

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