NeW THYSSeNKRUPP QUaRTeR NOW OPeN FOR BUSINeSS
NeW THYSSeNKRUPP QUaRTeR NOW OPeN FOR BUSINeSS
NeW THYSSeNKRUPP QUaRTeR NOW OPeN FOR BUSINeSS
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ThyssenKrupp gfT Bautechnik gmbH<br />
ThyssenKrupp allee 1, 45143 essen, germany<br />
www.tkgftbautechnik.com<br />
DIe<br />
The customer magazine of<br />
ThyssenKrupp GfT Bautechnik<br />
02|10<br />
BaUTeCHNIK<br />
Page 04 GERMANY<br />
<strong>NeW</strong> <strong>THYSSeNKRUPP</strong><br />
<strong>QUaRTeR</strong> <strong>NOW</strong> <strong>OPeN</strong> <strong>FOR</strong><br />
<strong>BUSINeSS</strong><br />
IMPRESSIVE GROUP HEADQUARTERS<br />
<strong>FOR</strong> A NEW AGE<br />
Page 18 WORLDWIDE<br />
DOWN UNDeR<br />
THE LONG-ESTABLISHED BANUT 655<br />
IN AUSTRALIA<br />
Page 30 IN BRIEF<br />
BaUMa 2010: gOOD OUTLOOK<br />
<strong>FOR</strong> CONSTRUCTION PLaNT SeCTOR
02 eDITORIaL CONTeNTS 03<br />
CONTENTS<br />
DEAR<br />
READERS,<br />
WeLCOMe TO THe LaTeST eDITION OF “DIe BaUTeCHNIK”.<br />
THIS ISSUe CONTaINS RePORTS ON PROJeCTS THaT COULD NOT Be MORe DIFFeReNT. We BegIN RIgHT ON<br />
OUR OWN DOORSTeP WITH OUR LeaD STORY “<strong>NeW</strong> <strong>THYSSeNKRUPP</strong> <strong>QUaRTeR</strong> <strong>NOW</strong> <strong>OPeN</strong> <strong>FOR</strong> <strong>BUSINeSS</strong>”,<br />
a DeSIgN THaT PROUDLY HeRaLDS THe STaRT OF a <strong>NeW</strong> age IN TeRMS OF aRCHITeCTURaL aND eNTRePRe-<br />
NeURIaL SPIRIT. aND THe aRTICLe “DOWN UNDeR” TaKeS US TO THe OTHeR SIDe OF THe gLOBe, WHeRe<br />
POWeRFUL IMageS SHOW HOW We HUMaNS DeVeLOP <strong>NeW</strong> LaND.<br />
Within a few months, the long-serving Banut 655<br />
covered some 11 000 km in Australia in order to open<br />
up previously undeveloped regions.<br />
Contrasting with this, our building site “on historical<br />
ground” at Berlin’s Charité Hospital can already look<br />
back on a chequered history. During the 300 years of<br />
its existence, this hospital has witnessed demolition,<br />
destruction and rebuilding on many occasions.<br />
Two contrasting modes of transport, which complement<br />
each other, however, are waterways and railways.<br />
ThyssenKrupp GfT Bautechnik offers individual concepts<br />
for both of these “worlds”. How significance is being<br />
restored to the Oder–Spree Canal is the subject of our<br />
article entitled “New investors for old industrial sites”.<br />
godehard Drees<br />
Christian Walter<br />
The article “Sophisticated system solutions for<br />
Deutsche Bahn” provides an insight into optimisation<br />
measures that are not only interesting for railway<br />
traffic.<br />
bauma 2010 provided a stark contrast to the mood of<br />
recent years. The economic downturn has bottomed<br />
out and, like Phoenix rising from the ashes, the construction<br />
plant sector is in business again. And by the<br />
way, our new trade fair stand was the highlight on the<br />
open-air site!<br />
These and many more features of our work are described<br />
on the following pages. We hope you enjoy read-<br />
ing this interest-packed edition of “die bautechnik”.<br />
Should you have any questions or comments or require<br />
further information, please do not hesitate to contact<br />
us at any time.<br />
Rolf F. Oberhaus<br />
ThyssenKrupp GfT Bautechnik<br />
GERMANY 04<br />
deutschland<br />
WORLDWIDE<br />
IN BRIEF<br />
WeltWeit<br />
PLANT NEWS<br />
Kurz Notiert<br />
preview<br />
10<br />
04 12<br />
09 14<br />
12<br />
16<br />
13<br />
18<br />
14<br />
22<br />
16<br />
25<br />
19<br />
22 29<br />
23 30<br />
32<br />
24<br />
33<br />
26<br />
34<br />
28<br />
35<br />
00<br />
35 36<br />
38<br />
<strong>NeW</strong> <strong>THYSSeNKRUPP</strong> <strong>QUaRTeR</strong> <strong>NOW</strong> <strong>OPeN</strong> <strong>FOR</strong> <strong>BUSINeSS</strong><br />
Impressive group headquarters for a new age<br />
ON HISTORICaL gROUND<br />
Berlin’s Charité Hospital: space for research and teaching<br />
DUISPORT – CONTINUINg THe eXPaNSION PROgRaMMe<br />
The world’s largest inland port prepares for growing demand<br />
<strong>NeW</strong> INVeSTORS <strong>FOR</strong> OLD INDUSTRIaL SITeS<br />
Refurbishment of Kersdorf Lock to meet new demands<br />
MORe TRaINS aCROSS THe RHINe<br />
Additional bridge over the Rhine in Basel<br />
DOWN UNDeR: THe BaNUT 655<br />
11 000 km across Australia in five months<br />
<strong>NeW</strong> CONTaINeR TeRMINaL <strong>FOR</strong> ODeSSa<br />
Efficiency achieves record figures on the Black Sea<br />
SOPHISTICaTeD SYSTeM SOLUTIONS <strong>FOR</strong> DeUTSCHe BaHN<br />
Permanent way improvements through stabilisation<br />
ONLINe USeD PLaNT LOT<br />
Finding the right machine quickly and simply<br />
VeRY PROMISINg OUTLOOK aT BaUMa<br />
ThyssenKrupp’s new trade fair stand gives visitors that “technology fever”<br />
<strong>NeW</strong> LOOK <strong>FOR</strong> <strong>THYSSeNKRUPP</strong><br />
Revamping the corporate design<br />
SeRVINg Re<strong>NeW</strong>aBLe eNeRgY<br />
MÜLLER clamping unit<br />
DeLMag RHV 40 ROTaRY DRILLINg RIg<br />
For the really big piles<br />
LeaDeR-gUIDeD MRZV-VV VIBRaTOR WITH COMBINaTION CLaMPINg UNIT<br />
Compelling market launch<br />
MÜLLeR SOUND-INSULaTeD VIBRaTION TeCHNOLOgY IN USe<br />
Less noise for people and the environment<br />
BUILDINg SITe aT BeRLIN’S “ReD TOWN HaLL”<br />
Work continues on Berlin’s U5 underground line<br />
Impressum<br />
CReDITS<br />
PUBLISHeD BY ThyssenKrupp GfT Bautechnik GmbH, ThyssenKrupp Allee 1, 45143 Essen, www.tkgftbautechnik.com<br />
CONTRIBUTORS TO THIS ISSUe Mathias Himmel, Dipl.-Ing. Frank Tapken, Bettina Briese, Dipl.-Ing. Vladislav Kasakovski, Andrea<br />
Schnadt, Eva Amend, Dipl.-Ing. Michael E. Bezzo, Doris Becker-Spohr<br />
eDITOR Nicole Becker, Marketing Manager, nicole.becker@thyssenkrupp.com<br />
CONCePT & DeSIgN Freudenhaus Werbeagentur GmbH & Co. KG, www.freudenhaus.tv<br />
PLeaSe SeND YOUR FeeDBaCK TO nicole.becker@thyssenkrupp.com<br />
“DIE BAUTECHNIK” is issued in German and English. Reprinting is only permitted with the publisher’s consent.<br />
This also applies to inclusion in electronic databases and copying onto CD-ROM.
04 geRMaNY LeaD STORY<br />
<strong>NeW</strong> <strong>THYSSeNKRUPP</strong><br />
<strong>QUaRTeR</strong> <strong>NOW</strong> <strong>OPeN</strong><br />
<strong>FOR</strong> <strong>BUSINeSS</strong><br />
The new corporate headquarters of ThyssenKrupp AG – the<br />
ThyssenKrupp Quarter – was inaugurated on 17 June 2010.<br />
Present at the ceremony were former Prime Minister of North<br />
Rhine-Westphalia, Dr. Jürgen Rüttgers, Essen’s mayor, Reinhold<br />
Pass, the Chairman of the Board of Trustees of the Alfried<br />
Krupp von Bohlen und Halbach Foundation, Prof. Dr. h.c.<br />
mult. Berthold Beitz, and the Chairman of the Supervisory<br />
Board of ThyssenKrupp AG, Dr. Gerhard Cromme, and numerous<br />
public figures. The consolidation of its administrative<br />
offices at the traditional locations of Essen and Duisburg<br />
marks the start of a new epoch for the Group. The Quarter in<br />
Essen – combining administrative offices previously spread<br />
over<br />
various sites – will become the heart of the whole Group.<br />
Dr. Ekkehard Schulz, Executive Board Chairman of Thyssen-<br />
Krupp AG, says: “The Quarter stands for the dawning of a<br />
new era. It stands for internationality and modernity, for<br />
openness and cooperation, for innovation and sustainability.<br />
The ThyssenKrupp Quarter is thus the architectural embodiment<br />
of our corporate culture.”<br />
The decision to build the new headquarters in Essen, and<br />
thus consolidate administration in Essen and Duisburg, was<br />
made in 2006. The ambitious aim behind the new headquarters<br />
was set out in the guidelines for the architectural competition:<br />
“The ThyssenKrupp Quarter is to become a symbol for<br />
the forward-looking, sustainable development of the Group.”<br />
Realisation of the winning bid by JSWD Architekten and Chaix<br />
& Morel et associés, who form the consortium “Architekten<br />
ThyssenKrupp Quartier”, began with the symbolic groundbreaking<br />
on 12 June 2007. The laying of the foundation<br />
stone took place on 5 September 2008, and the topping-out<br />
ceremony was held on 17 July 2009.<br />
The modern architecture, split over several buildings, stands<br />
for dialogue and the sharing of knowledge among the more<br />
than 2000 employees who will have their new workplace<br />
here. The aim of creating an architectural appearance that<br />
was as transparent and homogenous as possible was met<br />
in full. More than 300 firms have worked on the project, and<br />
in the final stages more than 1600 specialists in the various<br />
trades were at work on the site every day. The ThyssenKrupp<br />
Academy and two further administrative buildings will follow<br />
in a second development phase. Their construction is<br />
currently on hold. However, construction of the child daycare<br />
centre will begin immediately. This centre underlines<br />
ThyssenKrupp’s efforts to allow employees to combine<br />
family and career. The company also attaches importance<br />
to fostering the all-round development of pre-school children<br />
and awakening their curiosity for science and technology.<br />
One of the highlights of the ThyssenKrupp Quarter is the<br />
cube-shaped centrepiece Q1. Its height of 50 m and its<br />
distinctive, expressive shape make it a real eye-catcher for<br />
visitors. Some 500 employees moved into their offices in<br />
July 2010. Building Q2, the Forum, houses several conference<br />
rooms seating up to 1000 people, a staff restaurant,<br />
guest restaurant and a “Room of Tranquility”. The Q2 Forum<br />
is a place for meetings and project work – a true hub of communication.<br />
The ThyssenKrupp Quarter is complemented by<br />
buildings Q5 and Q7. They form an architectural ensemble<br />
with Q1 and the Q2 Forum, offering space for another 220<br />
and 300 employees respectively.<br />
geRMaNY 05<br />
The workplace for more than 2000 ThyssenKrupp employees. Architecture for<br />
a new age. An exceptional event for the company. Three years of construction<br />
work came to fruition when the new group headquarters for ThyssenKrupp ag<br />
was officially inaugurated.<br />
The modern, transparent architecture of the headquarters with its great<br />
expanses of glass on all sides allows a fascinating insight into the<br />
internal workings and at the same time symbolises the transparent<br />
structure of the group.
06 geRMaNY LeaD STORY<br />
The external facilities are just as impressive as the architecture of the<br />
buildings. Some 700 trees, numerous landscaped areas and a pond<br />
200 m long by 30 m wide substantially improve the microclimate of<br />
the whole site. They are integral ingredients in the concept of a modern<br />
working environment.<br />
Demands for the sustainable use of raw material resources were met<br />
in the design and construction of the buildings and the grounds. The<br />
heat/cold in the ground will be used for geothermal heating and cool-<br />
ing, while heat will be recovered from the waste air from the offices.<br />
A newly developed sunshade system consisting of some 400 000<br />
centrally controlled slats will ensure pleasant indoor temperatures.<br />
The rainwater falling on the roofs of the ThyssenKrupp Quarter will<br />
be drained into the lake in the neighbouring Krupp Park. From there<br />
it will be fed into the River Emscher, where it will help to improve<br />
water quality.<br />
Dr. Ekkehard Schulz gives us an insight into the background: “The<br />
decision to relocate the Group’s head offices to Duisburg and Essen<br />
was and still is a sign of our firm commitment to Germany, North<br />
Rhine-Westphalia, and the Ruhr. For even as a globally active technology<br />
group, we remain a company of the Ruhr. This tradition is<br />
important to us, it shapes who we are and what we do – throughout<br />
the world.”<br />
THYSSENKRUPP QUARTER<br />
SETS NEW STANDARDS<br />
Sustainable treatment of environment and natural resources<br />
“The ThyssenKrupp Quarter is to become a symbol for the forwardlooking,<br />
sustainable development of the Group.” This ambitious aim,<br />
set out by ThyssenKrupp in the guidelines for the architectural competition,<br />
has now been successfully realised after a construction period<br />
of around three years. This is reflected in an efficient energy supply<br />
concept, the predominant use of materials available or produced<br />
locally, and an energy-efficient heating and cooling system for the<br />
buildings, to name just a few examples.<br />
This project set the direction for an urban development programme with<br />
significance beyond the region. Sustainable development must meet<br />
ecological, economical and social objectives – ecological in the sense<br />
of protecting health and the environment, economical with regard to the<br />
sparing use of resources, and social in terms of fair, integrative and<br />
pleasant living conditions.<br />
Office buildings as power plants<br />
The ThyssenKrupp Quarter will use the heat and cold stored in the<br />
ground for geothermal heating and cooling. To do this, ground couplings<br />
were installed at depths of up to 100 m in the roughly 1000 m²<br />
“geothermal field”. ThyssenKrupp GfT Bautechnik supplied the plant<br />
necessary for drilling the boreholes – a HBR 205 GT drilling rig. A total<br />
of 30 boreholes 100 m deep will in the future extract heat from deep in<br />
the ground for efficient space heating and hot-water supplies.<br />
The geothermal system not only heats and cools the buildings, it<br />
can also be used to store surplus heat or cold in the ground.<br />
Responsibility for the environment<br />
Before construction work started, the entire site of the Quarter was<br />
examined for possible legacies from almost 200 years of industrial<br />
history such as obstructions or contamination. With the assistance of<br />
experts, minor contamination was professionally disposed of off-site.<br />
The landscaping of the site is exemplary. More than 700 trees will be<br />
planted – involving 15 species from five continents. Throughout the<br />
Quarter, rainwater on the roofs of the buildings will be collected and<br />
fed to the lake in Krupp Park via a drainage system separate from the<br />
effluent drains. For this innovative rainwater separation system in the<br />
ThyssenKrupp Quarter, the Emschergenossenschaft water management<br />
association has presented ThyssenKrupp with its “Watermark”<br />
award. The “Watermark” from Emschergenossenschaft symbolises<br />
an intact natural water cycle and is awarded to projects making sustainable<br />
use of rainwater.<br />
eco-friendly construction materials<br />
In the construction of the ThyssenKrupp Quarter, only indigenous,<br />
fast-growing wood species were used whose production conditions<br />
are known. In the interiors too, e.g. wooden flooring, only eco-certified<br />
wood was used. The materials for the external areas were selected<br />
consciously on the basis of sustainability. In the majority of cases,<br />
materials produced locally or nationally from renewable sources were<br />
used.<br />
Lighting power consumption optimised<br />
To limit power requirements, the ThyssenKrupp Quarter will use a<br />
fully automated system with daylight-dependent brightness control<br />
and presence detection. That means light will only be provided where<br />
and to the extent to which it is really required. Lifts are fitted with LED<br />
lights, which in comparison with conventional fluorescent tubes use<br />
up to 90% less energy. And on the escalators as well, low-level LED<br />
strips and LED underglow lighting ensure the necessary level of<br />
brightness.<br />
award for sustainable building<br />
The ThyssenKrupp Quarter sets new standards for minimised consumption<br />
of energy and resources, the increased use of renewable<br />
resources, minimal ecological impact and the creation of modern<br />
working environments. At the EXPO REAL 2009 international real<br />
estate show, the German Sustainable Building Council (DGNB) awarded<br />
the new building a Pre-certificate in Gold for the newly created<br />
German Certification for Sustainable Buildings.<br />
Technology: ThyssenKrupp products in new headquarters<br />
Almost 50% of the materials used in the construction of the new<br />
headquarters were supplied by ThyssenKrupp itself. In addition, there<br />
are 20 high-tech lifts, three escalators and further passenger conveyors<br />
that were produced within the ThyssenKrupp Group.<br />
geRMaNY 07<br />
Technology:<br />
ThyssenKrupp producTs<br />
in new headquarTers<br />
The most conspicuous proof of the group’s materials technology competence<br />
is found in the sunshades on building Q1: 400 000 stainless<br />
steel slats control the amount of incoming light. Stainless steel grade<br />
4404 has been used, a highly corrosion-resistant alloy containing chromium,<br />
nickel and molybdenum and supplied by ThyssenKrupp Nirosta.<br />
Shaped by ThyssenKrupp Umformtechnik, these slats are key elements<br />
in a sunshading system that so far is unique. But the real highlight is<br />
that the system aligns itself automatically according to the altitude of<br />
the sun, in doing so excludes direct sunlight and at the same time redirects<br />
the incident light into the interior so that the offices are properly<br />
illuminated. To do this, the slats, each about 7 cm long, are fixed to<br />
vertical central shafts. These shafts can rotate and therefore align the<br />
stainless steel slats according to the altitude of the sun. Data concerning<br />
the respective seasonal trajectory of the sun are stored in the<br />
system’s control and additional information about the current weather<br />
situation is gathered by the system from a weather station on the roof<br />
of Q1. On cloudy days all the slats are rotated such that the sunshade<br />
remains open.<br />
More than 10 000 m² of steel flats with an innovative special coating<br />
were produced for the headquarters by ThyssenKrupp Steel Europe.<br />
The coating, sold under the trade name of PLADUR ZM Premium, has<br />
a high-quality appearance due to its multi-coat paint finish in a shade<br />
known as “pearl metallic gold Q1”.<br />
Thanks to this special pigment, the coloured tinge of the surfaces<br />
changes with the light or viewing angle. The coating was applied using<br />
the so-called coil coating method in which paint is applied to a flat ribbon<br />
of sheet steel in a continuous process in special plants. The principal<br />
technical innovation is that the surface of the sheet steel is protected<br />
by a zinc-magnesium alloy before the paint is applied. This alloy<br />
provides a level of corrosion resistance that is almost double that of<br />
conventional hot-dip galvanising.<br />
The fully automatic system for controlling the brightness in the<br />
individual rooms closes the slats in the windows of the buildings<br />
when the sunlight is too intense.
08 geRMaNY LeaD STORY<br />
A change in level of more than 10 m had to<br />
be overcome for the new multi-storey car<br />
park. ThyssenKrupp GfT Bautechnik supplied<br />
the sheet piling for this.<br />
ThyssenKrupp Steel Europe supplied more than 17 000 m² of<br />
HOESCH Additive Floor ® for the six-storey car park with spaces<br />
for more than 800 vehicles. This lightweight floor is a composite<br />
system of profiled steel sheets and concrete. It is about 40% lighter<br />
than solid concrete slabs with a comparable load-carrying capacity.<br />
HOESCH Additive Floor ® has therefore been extremely successful<br />
in the marketplace.<br />
ThyssenKrupp GfT Bautechnik was also involved in this project,<br />
supplying a retaining wall of anchored LARSSEN steel sheet pile<br />
sections to secure a max. 10.30 m change in level. Staff in our<br />
own engineering offices provided structural calculations, driving<br />
plans and detailed constructional documentation to complement<br />
the design services of consulting engineers API. Steel walings,<br />
made from two 400 m channels with waling bolts and waling bolt<br />
plates, were installed from a scaffold mounted on the main sheet<br />
pile wall. The exposed parts of the waling bolts and waling bolt<br />
plates were given an anti-corrosion coating prior to installation.<br />
This waling provides a connection for the round steel tie rods and<br />
also aligns the wall to make sure that in the final condition both the<br />
engineering and the architecture are flawless. The capping on the<br />
top of the sheet pile wall in the form of a coated steel beam also<br />
helps to create a harmonious overall appearance.<br />
Facts & figures<br />
Size of ThyssenKrupp headquarters site<br />
17 ha<br />
Site facts<br />
more than 300 contractors involved<br />
more than 1600 workers on the site<br />
450 000 m³ of earth moved<br />
excavations up to 12 m deep<br />
50 000 m³ of foundations uncovered<br />
approx. 3000 m of site fencing<br />
17 cranes (13 of which simultaneously)<br />
several hundred site vehicles every day<br />
Materials, buildings<br />
400 000 sunshading slats made from<br />
ThyssenKrupp stainless steel<br />
320 000 m of wiring (excluding IT)<br />
approx. 9000 m of water pipes<br />
23 000 t of steel<br />
90 000 m³ of concrete<br />
approx. 16 000 m² of glazing<br />
approx. 30 000 m² of carpeting<br />
approx. 10 000 m² of parquet flooring<br />
Materials, external works<br />
75 000 m² of landscaped areas<br />
235 x 30 m pond, water 0.15 m deep<br />
“Allee der Welten” alongside pond:<br />
68 trees from 5 continents<br />
(15 different species)<br />
Technologies that spare resources are vital concepts<br />
in the design of the lifts and escalators supplied by<br />
ThyssenKrupp Elevator. For example, the six lift installations<br />
in Q1 are fitted with regenerative drives: excess<br />
energy generated when braking the lift cars is converted<br />
into electrical energy and fed back into the electric<br />
circuits. Two of the six lifts in Q1 are TWINs, which<br />
means there are two cars, one above the other, travelling<br />
independently of each other in one shaft. With this<br />
system, lift users reach their destinations much<br />
faster and the lift shafts require one-third less space. n<br />
The new multi-storey car park for the<br />
headquarters has six levels. There is room<br />
for more than 800 vehicles on the lightweight<br />
steel-concrete composite floors.<br />
geRMaNY 09
10 geRMaNY<br />
ON<br />
HISTORICAL<br />
GROUND<br />
The Charité in Berlin is one of the largest university hospitals in Europe.<br />
Originally founded by King Friedrich I as a “plague-house”, these days the<br />
campus with its associated clinics, centres and institutes employs about 14 500<br />
staff. The Charité celebrated its 300th anniversary in 2010. On a site rich in<br />
tradition, between the historical children’s clinic and the Max Planck Institute<br />
for Infection Biology, a building is being erected to house the preclinical<br />
departments for research and teaching.<br />
Facts & figures<br />
Client<br />
BSV Spezialtiefbau GmbH, Hennickendorf<br />
Scope of supply<br />
268 t LARSSEN 602, 8.00–12.00 m long<br />
10–15 t LARSSEN 602, 5.00–6.00 m long<br />
22 corner piles, 8.00–12.00 m long<br />
Plant<br />
TM 10/12.5 leader mounted on an SR 20<br />
TM 11/14 leader mounted on an SR 25 (“Heidi”)<br />
Contact<br />
Mathias Himmel, Berlin Branch<br />
Tel: +49 (0)3375 9217-24<br />
E-mail: mathias.himmel@thyssenkrupp.com<br />
The site is located between the well-used buildings<br />
of the Charité University Hospital and the elevated<br />
tracks of the capital’s light rail system. Work in the<br />
hospital is continuing as normal during the construction<br />
work. The ceremony of turning the first<br />
sod was carried out by Berlin’s mayor, Klaus<br />
Wowereit.<br />
BATEG Ingenieurbau GmbH was appointed as the<br />
contractor and our customer BSV Spezialtiefbau<br />
GmbH from Hennickendorf won the contract for<br />
supporting the excavations and installing the bored<br />
piles.<br />
Our storage depots in Mittenwalde and Seelze<br />
provided 268 t of LARSSEN 602 piles in lengths<br />
from 8.00 to 12.00 m. Another 10 to 15 t of L 602<br />
in lengths from 5.00 to 6.00 m have yet to be<br />
delivered for the inner areas. In addition to forming<br />
the corners and changes of direction, we supplied<br />
22 corner piles in lengths from 8.00 to<br />
12.00 m, both for welding and as junction piles<br />
which permit the most diverse angular solutions<br />
without welding. All sheet pile interlocks are<br />
sealed by the customer with SIRO 88 or WADIT.<br />
ThyssenKrupp GfT Bautechnik GmbH provided the<br />
bitumen boiler and sealing compound required as<br />
part of its all-in-one solution. It is estimated that<br />
the excavation must remain open for four months,<br />
although a part of the sheet pile wall will be integrated<br />
into the final structure which means that<br />
approx. 103 t of L 602 piles will remain buried in<br />
the ground.<br />
Installation is being carried out with the customer’s<br />
TM 10/12.5 leader mounted on an SR 20<br />
and also a TM 11/14 leader mounted on an SR 25<br />
(“Heidi”) hired from our Magdeburg Branch. Predrilling<br />
with a continuous auger to loosen the<br />
ground was unavoidable because of the difficult<br />
subsoil conditions. Old foundations and piles were<br />
encountered during the pre-drilling work which<br />
were overcome using the customer’s own rotary<br />
drilling units and the installation of cased replacement<br />
Ø 620/580 mm boreholes along the driving<br />
axis. It was therefore possible to install the sheet<br />
pile wall to support the sides of the excavation.<br />
Walings and stiffeners made from beam sections<br />
will be installed to stabilise the excavation after<br />
completing the driving work. We receive the<br />
detailed specification based on measurements<br />
taken on site, which is only possible once the<br />
excavation work has started. We subsequently<br />
supply an optimally priced solution based on the<br />
use of minimal resources. n<br />
Despite difficult subsoil conditions, the piles were installed<br />
without serious problems using the TM 10/12.5 mounted<br />
on an SR 20 and the hired “Heidi” TM 11/14 leader<br />
mounted on an SR 2<br />
geRMaNY 11
12 geRMaNY<br />
DUISBURg, THe WORLD’S LaRgeST INLaND PORT,<br />
HaS BeCOMe a BRaND: DUISPORT. SITUaTeD aT<br />
THe CONFLUeNCe OF THe RHINe aND THe RUHR, IN<br />
THe HeaRT OF eUROPe’S gReaTeST eCONOMIC<br />
ZONe WITH MORe THaN 30 MILLION CONSUMeRS,<br />
DUISBURg IS THe MOST IMPORTaNT TRaDINg aND<br />
TRaNSPORT HUB IN THe RHINe-RUHR RegION –<br />
aND BeYOND aS WeLL. TRUe TO THe MOTTO<br />
“STagNaTION = RegReSSION”, THe PORT aND<br />
QUaY FaCILITIeS aRe BeINg CONTINUaLLY<br />
MODeRNISeD aND eXPaNDeD.<br />
Facts & figures<br />
Client<br />
Duisburger Hafen AG<br />
Contractor<br />
Kniepper Entsorgungs- und Baustoffe GmbH,<br />
Dinslaken<br />
Steel hydraulic engineering<br />
Hülskens Wasserbau GmbH & Co. KG, Wesel<br />
Grouted anchors<br />
Stump Spezialtiefbau, Langenfeld Branch<br />
Detailed engineering design<br />
Ing. Büro MMS, Wuppertal<br />
Prof. Dr. Ing. J. Steinhoff<br />
ThyssenKrupp Gft Bautechnik<br />
Checking engineers<br />
Ing. Büro MVG, Mönchengladbach<br />
Prof. Dr. Ing. W. von Grabe<br />
Contact<br />
Dipl.-Ing. Frank Tapken,<br />
Essen Branch<br />
Tel: +49 (0)208 435864-0<br />
E-mail: frank.tapken@thyssenkrupp.com<br />
DUISPORT – CONTINUING<br />
THE EXPANSION PROGRAMME<br />
The new south quay in the parallel basin is the first step in expansion<br />
work intended to provide modern facilities between the parallel basin<br />
and the outer basin. Further building phases in Duisburg port are<br />
planned for the future in order to meet the growing demand for<br />
logistics locations in the port.<br />
This phase involves constructing a new quay approx. 260 m long in<br />
the form of a partially sloped bank construction with a single row of<br />
anchors tying back the sheet pile wall, mooring dolphins incorporated<br />
into the wall structure and an approx. 7.5 m high embankment<br />
behind. The anchorage consists of 22 m long horizontal ties, a “dead<br />
man” design, plus 26 m long grouted anchors with a load-carrying<br />
capacity of up to 1366 kN.<br />
U-section piles were specified as preferred in the tender because it has<br />
been shown that the geometry of U-section piles best meets the needs<br />
of driving. This is because they deform only minimally during driving<br />
and so their system width remains constant. Furthermore, it is easier<br />
to introduce recessed bollards, ladders and anchor plates at a later<br />
date because such built-in items can be fabricated as standard items<br />
and therefore costly on-site measurements for these items are<br />
unnecessary.<br />
Sheet pile wall materials<br />
• approx. 820 t LARSSEN 606n<br />
19/12.5;L 607n; L 603 in grades<br />
S 355 / S 430 GP, up to 16.50 m long<br />
• 6 pcs. LV 606n in lengths up to<br />
22.0 m, each with 8 side bollards<br />
(300 kN)<br />
anchor materials<br />
• 16 pcs. ASF 4 inch grouted anchors<br />
up to 26.00 m long<br />
• 69 ASF 3¾ inch “dead man” anchors<br />
up to 22.00 m long<br />
aSF equipment<br />
• 260 m of twin-channel 400 walings,<br />
anchor plates, bolts, pile bypasses,<br />
10 ladders, 88 recessed/side bollards<br />
(300 kN), 260 m of edge protectors,<br />
anchor plate walings<br />
Driving plant<br />
MÜLLER MS-32 HFV vibrator with<br />
MÜLLER MS-A 660V diesel-hydraulic<br />
power unitMS-A 660V<br />
A functional specification formed the basis of the tender issued by<br />
Duisburger Hafen AG. Structural calculations, driving plans and<br />
detailed drawings were prepared for the entire project jointly by<br />
engineering consultants MMS and our engineering department.<br />
The technical work was checked by Prof. Dr.-Ing. W. von Grabe<br />
from engineering consultants MVG in Wegberg.<br />
After awarding the contract, work on site began in January 2010.<br />
Vibratory driving was used for the new quay wall – in the shape of<br />
a MÜLLER MS-32 HF V vibrator. The fabrication of accurate driving<br />
guides enabled the LARSSEN wall, consisting of L 606n 19/12.5<br />
and L 607n double bearing piles, to be built so accurately that the<br />
theoretical wall length of 260 m could be maintained.<br />
ThyssenKrupp GfT Bautechnik is a leading player in port and<br />
specialist civil engineering. Our integrated product range compris-<br />
ing sheet pile sections, pile driving plant, anchors and engineering<br />
services has therefore enabled us to accomplish a complex and<br />
challenging engineering project successfully in close cooperation<br />
with the customer.<br />
geRMaNY 13<br />
Horizontal ties and grouted anchors<br />
form the anchorage for the new<br />
260 m long quay wall.
14 geRMaNY<br />
NEW INVESTORS<br />
<strong>FOR</strong> OLD<br />
INDUSTRIAL SITES<br />
KeRSDORF LOCK WaS BUILT IN 1891 aND ITS DIMeNSIONS NO<br />
LONgeR CON<strong>FOR</strong>M TO MODeRN ReQUIReMeNTS. PROVIDINg THe<br />
LOCaTIONS aLONg THe SPRee–ODeR WaTeRWaY WITH a PeRMaNeNT<br />
CONNeCTION TO THe TRaNS-eUROPeaN WaTeRWaYS NeTWORK<br />
ReQUIReS aLL THe LOCKS ON THe ODeR–SPRee CaNaL TO Be<br />
ReFURBISHeD SO THaT IN FUTURe THeY CaN aLSO aCCOMMODaTe<br />
MODeRN MOTORISeD CaRgO VeSSeLS UP TO 115 M LONg.<br />
Design<br />
The older, south chamber consists of<br />
gravity chamber walls on a continuous<br />
base, the north chamber of gravity<br />
chamber walls and a chamber base<br />
spanning between these in the form of an<br />
“inverted vault”, in each case made of<br />
concrete. Both head bays are fitted with<br />
gates above a sill. The south chamber<br />
has a lift gate in the tail bay, the north<br />
chamber a mitre gate.<br />
Originally, the lock was operated by<br />
means of side ponds located between<br />
the chambers, but this method of<br />
operation was abandoned for economic<br />
reasons many decades ago. Filling and<br />
emptying are carried out by a siphon<br />
system.<br />
In the light of new settlement successes<br />
brought about by major investments that<br />
are creating hundreds of new jobs, the upgrading<br />
of the Spree–Oder Waterway is becoming<br />
more and more important. “We have<br />
been fighting for these improvements for a<br />
long time. It is therefore very pleasing for the<br />
whole region that refurbishment and expansion<br />
work at Kersdorf Lock has now begun.”<br />
Those are the words of Brandenburg’s<br />
Minister of Transport Jörg Vogelsänger<br />
(SPD), who together with the district administrator<br />
and the mayor in the presence of<br />
members of the federal state parliament,<br />
representatives from the Federal Water &<br />
Shipping Administration, the contractor and<br />
the public gave the signal to start work on<br />
expanding this important and environmentally<br />
friendly form of transport on 26 April<br />
2010. And as appropriate to this project this<br />
was not carried out with an official turning of<br />
the first sod with a spade, but with the first<br />
driving operation. After the VIPs had pressed<br />
the button to start the work, the specialist<br />
crew from Bickhardt Bau AG vibrated the first<br />
sheet pile section, weighing about 3.5 t, into<br />
its vertical position in the ground.<br />
Design und Funktion in idealer Verbindung:<br />
die straßenseitige Außengestaltung<br />
The north chamber of the lock, built in 1904, is<br />
currently being extended from 57 to 115 m with<br />
sheet piling. Some 1900 t of sheet piles, 500 t of<br />
reinforcing steel, 1400 m³ of underwater concrete<br />
and 3000 bonded anchors will be required in the<br />
course of this project. “This lock will be lengthened<br />
to suit the needs of modern shipping,” explains<br />
Thomas Menzel, President of the East Division of<br />
the Federal Water & Shipping Administration. In the<br />
course of this major refurbishment, the crumbling<br />
walls to the lock chambers must also be demolished<br />
and replaced with concrete ones. The lock<br />
gates and their mechanisms will be replaced, and<br />
the control and communications systems brought<br />
up to today’s standards. The upstream basin will be<br />
upgraded to suit the longer lock and will be given a<br />
waiting and coupling point for commercial shipping<br />
plus a separate waiting area for pleasure craft.<br />
All shipping will pass through the south chamber<br />
while the work is in progress - probably a period of<br />
about two years. Once completed, it will be possible<br />
for modern cargo vessels to pass through the lock<br />
without having to be decoupled first and recoupled<br />
afterwards. That will save time and will turn the<br />
Oder–Spree Canal into an attractive mode of transport<br />
for industry once again. Kersdorf Lock is the<br />
westernmost lock for the summit canal of the<br />
Spree–Oder Waterway.<br />
geRMaNY 15<br />
The start of expansion work at Kersdorf<br />
Lock: the first vibratory driving operation<br />
for the first sheet pile section, weighing<br />
about 3.5 t.<br />
Facts & figures<br />
Client/developer<br />
Waterways Building Department, Berlin<br />
Contractor consortium<br />
Bickhardt Bau AG, Kirchheim<br />
Schäfer Bauten GmbH, Ibbenbüren<br />
Materials<br />
approx. 1900 t HOESCH steel sheet pile walls<br />
and steel sheet piles/dolphins, walings, round<br />
steel tie rods, bollards and equipment for steel<br />
hydraulic engineering<br />
Vibratory and driving plant<br />
MÜLLER MS-20 HFV with MÜLLER MS-A 420 V<br />
power pack<br />
MS-32 HFV with MS-A 675 V power pack<br />
MENCK SB 270 fast-action driving hammer<br />
Contact<br />
Dipl.-Ing. Michael E. Bezzo,<br />
Frankfurt am Main Branch<br />
Tel: +49 (0)6028 97911-10<br />
E-mail: michael.e.bezzo@thyssenkrupp.com
16 WORLDWIDe<br />
MORE TRAINS<br />
ACROSS THE RHINE<br />
Heavy plant preparing cofferdams for the<br />
construction of a second railway bridge in<br />
Basel about 15 m from the existing bridge.<br />
Facts & figures<br />
Client<br />
SBB (Swiss Federal Railways)<br />
Drilling contractor<br />
Rheinbrücke Consortium<br />
Contractor<br />
for the sheet piling works in the river: OHF Hafen &<br />
Flussbau GmbH<br />
Site management<br />
CSD Ingenieur & Geologen AG, CH-4410, Liestal<br />
Total cost of works<br />
approx. CHF 20 million<br />
Cost of works, hydraulic engineering<br />
approx. CHF 3 million<br />
Materials<br />
for river piers: approx. 600 t LARSSEN 25 in grade S 355 as<br />
single and double piles up to 15.85 m long<br />
Plant<br />
MÜLLER MS-32 HFV with MÜLLER MS-A 560 V power pack<br />
MÜLLER MS-48 HFV with MÜLLER MS-A 1000 V power pack<br />
low-pressure pump type HG 40/7 L<br />
Used plant from ThyssenKrupp gfT Bautechnik<br />
MENCK hammer type MHF 3-7<br />
Project duration<br />
approx. 3 years<br />
construction of sheet pile wall:<br />
4 months per cofferdam<br />
Contact<br />
Bettina Briese, Stuttgart Branch<br />
Tel: +49 (0)7156 4307-22<br />
E-mail: bettina.briese@thyssenkrupp.com<br />
WORLDWIDe 17<br />
<strong>FOR</strong> SWISS FeDeRaL RaILWaYS (SBB), THe BaSeL RegION<br />
IS ONe OF THe MOST IMPORTaNT JUNCTIONS <strong>FOR</strong><br />
CONNeCTIONS TO NORTHeRN eUROPe. THe HeaRT OF THe<br />
BaSeL LINK IS a RaILWaY BRIDge THaT CONNeCTS<br />
BaDISCHeR STaTION ON THe eaST BaNK OF THe RHINe<br />
WITH BaSeL ST. JaKOB STaTION aND THe SBB NeTWORK<br />
ON THe OTHeR SIDe. aLL NORTH–SOUTH FReIgHT aND<br />
PaSSeNgeR TRaFFIC PaSSeS OVeR THIS BRIDge.<br />
a SeCOND RaILWaY BRIDge IS <strong>NOW</strong> BeINg BUILT TO COPe<br />
WITH THIS gROWINg VOLUMe OF TRaFFIC.<br />
The new bridge is situated about 15 m upstream of the existing<br />
bridge. Two of the four piers are built directly off the river bed itself.<br />
As the piers of the existing bridge have been severely undermined by<br />
the flow conditions of the last decades, the cofferdams for the new<br />
piers in the river continue around the old piers as well. This guarantees<br />
that the repair works for the damaged areas of the piers can also be<br />
carried out within these sheet pile cofferdams. It is not only the very<br />
low headroom that is a problem during the installation of the sheet<br />
piles, but also the constantly changing flow velocities in the river plus<br />
the difficult geology.<br />
The geological survey revealed partly eroded and compact Cyrene<br />
marl as well as the typical sediments of Rhine gravel. “According to<br />
the client’s brief, we are to vibrate the piles into the subsoil but use<br />
impact driving to drive them to their final depth of 10 m,” says OHF’s<br />
site manager. But the difficult geology forced a change to the planned<br />
method of installing the sheet piles. Low-pressure jetting combined<br />
with high-frequency vibration was used and after a last-minute<br />
changeover the sheet pile sections were able to be driven to the full<br />
depth required by the structural analysis.<br />
The low headroom also proved to be a problem. About one-third of the<br />
sheet pile sections had to be spliced, five times in some cases, and<br />
fitted with jetting pipes because of the limited space beneath the existing<br />
bridge. Jetting essentially involves directing a fluid (usually water)<br />
into the ground around the base of the section being driven at a controlled<br />
pressure and/or constant flow rate. The jetting pipes are fixed<br />
to the sheet pile walls and connected to the pumps via hoses. Jetting<br />
accelerates the installation procedure because the jet of water loosens<br />
the soil during driving and reduces the skin friction. In addition, it<br />
reduces vibrations in the ground and hence damage to surrounding<br />
buildings.<br />
The OHF site manager sums up: “All in all, we were able to conclude<br />
the construction of the problematic sheet pile cofferdams without any<br />
further problems.” n<br />
The LARSSEN pile sections were able to be installed<br />
with the MENCK hydraulic hammer type MHF 3-7<br />
despite the low headroom.
18 WORLDWIDe<br />
DOWN UNDER:<br />
THE BANUT 655<br />
aUSTRaL CONSTRUCTION HaS BOUgHT a BaNUT 655, THe FIRST<br />
IN aUSTRaLIa, FROM <strong>THYSSeNKRUPP</strong> STeeLCOM. BeTWeeN<br />
OCTOBeR 2009 aND FeBRUaRY 2010, THIS MaCHINe, WHICH CaN<br />
LOOK BaCK ON a LONg HISTORY, COVeReD aLMOST 11 000 KM<br />
ON THe aUSTRaLIaN CONTINeNT. SO THe BaNUT 655 WITH ITS<br />
HYDRaULIC FRee-FaLL HaMMeR IS WORKINg “DOWN UNDeR” IN<br />
THe TRUeST SeNSe OF THe WORD.<br />
The precursor of Austral Construction was founded back in 1979 and<br />
concentrated primarily on smaller jobs in the construction and specialist<br />
civil engineering sectors as a subcontractor. The firm has been trading<br />
under the name of Austral Construction Pty. Ltd. since 1996. The company’s<br />
experience and growth has enabled it to shake off the subcontractor<br />
image and it is now operating throughout Australia as a specialist for<br />
mining and marine projects.<br />
Following commissioning of the Banut 655 in October 2009 in Dandenong,<br />
the headquarters of Austral Construction, its first deployment was<br />
at Cape Preston, some 4500 km away in Western Australia. This project<br />
involves building a 30 km long road between a mine and the port. The<br />
road is part of the AU$ 5.2 billion “Sino Iron” project of Citic Pacific<br />
Mining. Once it is finished, the new mine and its infrastructure will be<br />
one of the largest and most modern iron ore facilities in the world.<br />
The road runs through mudflats and has to cross a tidal inlet. Austral<br />
Construction presented the client with a bridge proposal as an alternative<br />
to the planned tunnel crossing. Environmental protection requirements<br />
and the tight timetable led to the scheme proposed by Austral Construction<br />
being adopted.<br />
The new road between mine and port crosses mudflats,<br />
desert and a tidal inlet in the course of its 30 km length.<br />
Banut 655 technical data<br />
• Travel on leader: 15 000 mm<br />
• Max. pile length: 20 000 mm<br />
Leader mast displacement<br />
• Above ground: +5500 mm<br />
• Below ground: -1000 mm<br />
Leader mast inclination<br />
• Forwards/backwards: max. 18/45°<br />
• Sideways: max. 18°<br />
WORLDWIDe 19<br />
• Pile weight: max. 8500 (optional: 12 000 kg)<br />
Weights and lengths depend on reach and<br />
leader mast inclination<br />
• Torque absorption: 18 000 daNm<br />
Line pull<br />
• Pile winch: max. 85 kN (optional: 120 kN)<br />
• Hammer winch: max. 120 kN<br />
Rope speed<br />
• Pile winch: 50 m/min<br />
• Hammer winch: 50 m/min<br />
• Weight of driving plant without attachment:<br />
67 t
20 WORLDWIDe<br />
BRIDGE INSTEAD<br />
OF TUNNEL<br />
In order to keep up with the tight timetable,<br />
159 piles were installed in the first five months.<br />
The timetable was very tight because the road is<br />
the only route for transporting heavy materials and<br />
equipment between the port and the mine. The<br />
bridge is 120 m long and 28 m wide and was built<br />
in less than five months. A total of 159 piles (610 x<br />
16 mm, grade G350) were installed, most of them<br />
with a driving frame. However, a mobile machine on<br />
caterpillar tracks was necessary for the piles at the<br />
northern abutment.<br />
The Banut 655 together with the SuperRAM 8000XL<br />
hydraulic free-fall hammer installed a total of 32<br />
tubular steel piles with a diameter of 610 mm in<br />
just over four days. The 20 m long piles can carry<br />
a load of more than 6200 kN.<br />
The geology of this site consists of an approx. 4 m<br />
deep loam stratum on top of limestone. Beneath<br />
that there are strata of dacite and andesite (both<br />
types of volcanic rock). It was in the andesite stratum,<br />
with a strength of up to 100 MPa, that driving<br />
came to stop.<br />
Once its work on this site was completed, the Banut<br />
655 travelled a further 1500 km to the Australian<br />
Marine Complex (AMC) in Perth in order to install<br />
sheet pile walls and steel piles for a new dockside<br />
facility. This is a roll-on/roll-off installation for<br />
Chevron’s AU$42 billion “Gorgon LNG” project.<br />
This project is aimed at developing the gas field in<br />
the Greater Gorgon Area approx. 130 km off the<br />
Australian coast. Gorgon is one of the largest gas<br />
projects worldwide and the largest in the history of<br />
Australia. Besides exploiting the gas field, the project<br />
also includes the building of a gas liquefaction<br />
plant on Barrow Island and the necessary infra-<br />
structure such as pipelines. The Gorgon project<br />
requires the port and a further area covering<br />
approx. 4.5 ha as a quarantine area for materials<br />
and equipment destined for the Barrow Island<br />
project. Barrow Island is a class A natural park and<br />
this status means that extremely stringent environmental<br />
protection stipulations apply. By securing a<br />
service base and using the port facilities of AMC,<br />
Chevron is able to transport considerable quantities<br />
of materials and equipment by sea and hence<br />
reduce the amount of road transport.<br />
The Banut 655 was used here to install sheet pile<br />
walls. Austral carried out the driving work with a<br />
vibrator and used the SuperRAM 8000XL free-fall<br />
hammer fitted with a special helmet for driving to<br />
the final depth. In total, approx. 1200 t of sheet pile<br />
sections were installed in two months. In addition,<br />
six piles with diameters of 762 and 914 mm and<br />
lengths between 18 and 20.5 m were installed as<br />
anchor bollards. Dense sand strata on top of<br />
so-called Tamala limestone make up the geology<br />
of this site, typical for the coastline around Perth.<br />
The driving works were completed a month earlier<br />
than planned, which means that the entire project<br />
is now ahead of schedule.<br />
The Banut 655 completed its tour of Australia in<br />
Melbourne, where it was involved in the Victorian<br />
desalination plant. n<br />
WORLDWIDe 21<br />
Fitted with a hydraulic free-fall hammer, the Banut 655<br />
was able to complete the driving works one month<br />
earlier than planned.
22 WORLDWIDe<br />
After increasing the size of the container<br />
terminal by 19.3 ha, the port will in future be<br />
able to function as a transhipment port for<br />
larger container ships.<br />
NEW CONTAINER TERMINAL<br />
<strong>FOR</strong> ODESSA<br />
Odessa, a city with one million inhabitants, is the most important Ukrainian<br />
port on the Black Sea. The Black Sea has become more significant for global<br />
container traffic in recent years and has seen a rapid rise in the number<br />
of containers handled. Every year, new record handling figures are achieved<br />
at the Odessa Container Terminal (OTC ).<br />
Despite the confines of the site, the terminal operates with an efficiency equal to<br />
that of modern facilities. Over the next three years the Ukrainian Ministry of<br />
Transport is planning to set up a new container terminal with an initial capacity of<br />
0.6 million TEU. The project at the strategically important port of Odessa is crucial<br />
for this region. This is the most important port in the Ukraine for ocean-going<br />
vessels and the reason why this area was settled in the first place.<br />
According to the ministry, the new terminal, covering an area of approx. 19.3 ha,<br />
will be integrated with the existing terminal as soon as it is finished.<br />
At the moment, the ground level is being lowered and the excavation work for<br />
the quay is being carried out. The next phase will see the construction of the<br />
650 m long quay with a water depth of 14.5 m so that the terminal will in future<br />
have optimum conditions for handling container ships with a capacity of<br />
6000–9000 TEU. “That will solve the problem of congestion in the basin of the<br />
container terminal,” according to a ministry spokesman. Able to handle the<br />
largest container ships entering the Black Sea, the terminal capacity will be<br />
increased to an annual capacity of 850 000 TEU. Afterwards, the terminal will be<br />
expanded further to match demand. In the end, the terminal will be able to handle<br />
more than 1.2 million TEU annually.<br />
WORLDWIDe 23
24 WORLDWIDe<br />
EXPANSION WILL OVERCOME<br />
CONGESTION IN THE PORT BASIN<br />
45.6 m long bearing piles weighing 38 t are rolled by<br />
PEINER Träger GmbH in a single length!<br />
Facts & figures<br />
14 500 t PEINER double bearing piles “sol. 25”<br />
Length of double bearing piles<br />
max. L = 45.6 m, one piece, no splices<br />
93% of total tonnage is 45.6 m long<br />
steel grade S 430 GP<br />
Bearing piles are welded together in the works<br />
to form double bearing piles because owing to<br />
their length, the bearing piles cannot be moved<br />
across the normal cooling bank.<br />
Contact<br />
Dipl.-Ing. Vladislav Kasakovski, East Export<br />
Tel: +49 (0)201 844562703<br />
E-mail: vladislav.kasakovski@thyssenkrupp.com<br />
The Ukrainian Ministry of Transport sought advice from ThyssenKrupp GfT Bautechnik.<br />
This is why we are supplying 14 500 t of steel sheet pile walls for this<br />
project. One critical reason why we were able to secure this contract in the light of<br />
stiff competition was that PEINER Träger GmbH was the only plant in the position<br />
of being able to roll the 45.6 m long bearing piles required in one piece. The next<br />
challenges were the fabrication services required by the client, i.e. the production<br />
of double bearing piles, including welding, plus the transport by rail to the nearest<br />
port (Brake). A total of 362 double bearing piles are required for this project, 95%<br />
of which are double bearing piles each 45.6 m long and weighing 38 t! The close<br />
cooperation between all those involved and the early clarification of the transport<br />
route have meant that the first 50 bearing piles have already been dispatched.<br />
The total value of the project already confirmed at cabinet level in the Ukraine is<br />
approx. EUR 0.5 billion. n<br />
Photo: Deutsche Bahn AG/Ralf Kranert<br />
It was on 15 July 2010 that the Board of Deutsche Bahn AG<br />
invited managers to the Management academy in Potsdam<br />
for a presentation of ThyssenKrupp AG’s product portfolio.<br />
This TechShow was a chance for ThyssenKrupp GfT Bautechnik<br />
to demonstrate its sophisticated system solutions for Deutsche<br />
Bahn AG.<br />
IN BRIeF 25<br />
Deutsche Bahn’s CEO, Dr. Rüdiger Grube, welcomes<br />
delegates to the Management Academy.<br />
Dipl.-Ing. Godehard Drees, CEO of ThyssenKrupp GFT<br />
Bautechnik, presents the advantages of new system<br />
solutions.<br />
SOPHISTICaTeD SYSTeM<br />
SOLUTIONS <strong>FOR</strong><br />
DeUTSCHe BaHN
26 IN BRIeF<br />
The stabilisation with TITAN 30/11 injection piles<br />
counteracts the differential deformations in the problem<br />
zones at transitions.<br />
STABILISATION<br />
MEASURES WITH<br />
INJECTION PILES<br />
TITaN injection pile<br />
applications for<br />
Deutsche Bahn:<br />
• Foundation elements for DB<br />
overhead line masts<br />
• Reinforcing elements for<br />
retaining walls/piers<br />
• Noise barriers<br />
• Tunnel nailing<br />
• Embankment stabilisation<br />
• Slope stabilisation<br />
In addition to talking about the use of injection piles on<br />
Deutsche Bahn AG projects for improving the permanent way<br />
and reducing settlement of railway embankments, Dipl.-Ing.<br />
Godehard Drees also explained the advantages of bridge<br />
abutments in the form of sheet pile walls with knife-edge<br />
bearing.<br />
TITAN 30/11 injection piles can be used to improve the<br />
permanent way and reduce the settlement of railway<br />
embankments. Underbridges represent a new application<br />
for injection piles. The transitions between earthworks and<br />
underbridge structures are always problem zones because<br />
of the different stiffnesses and deformations. Bodies of soil<br />
are always much more willing to deform than the relatively<br />
rigid bridge or tunnel structures. That results in differential<br />
settlement which leads to inconsistencies in the railway<br />
track. Such undesirable settlement becomes more and more<br />
critical for train operations as the running speeds increase.<br />
More repairs and maintenance are necessary.<br />
One way of substantially reducing this settlement at the soilstructure<br />
interface without impairing rail traffic is to stabilise<br />
the subsoil with injection piles. This method has been carried<br />
out in Spain with great success and has proved itself as a<br />
technique for improving the permanent way. Depending on the<br />
size of the embankment, between 15 and 20 injection piles<br />
are installed in the wedge-shaped transition zone in 2–4<br />
layers, some 2–3 m apart. The injection piles can considerably<br />
reduce the tamping processes necessary in the track.<br />
Summary: Trains can travel faster and the costs of repairs and<br />
maintenance are lower. An innovative, simple method for<br />
improving the permanent way and allowing trains to run faster.<br />
How TITaN injection piles work<br />
Steel tendons in individual lengths of max. 3 m are screwed<br />
together and drilled into the ground to the required depth<br />
with the help of a flushing fluid, which stabilises the hole.<br />
Pressure grouting begins once the design depth has been<br />
reached. The drill rotates without drilling deeper and the<br />
pressure grouting begins. During the pressure grouting, the<br />
flushing fluid, which supports the sides of the hole, is replaced<br />
by the stiff grout suspension (w/c ratio ~ 0.8 at 5–20 bar).<br />
After it has cured, the body of injected grout together with the<br />
soil reaches a final strength corresponding to concrete grade<br />
B 25 at least.<br />
IN BRIeF 27<br />
Settlement in the wedge-shaped<br />
transition zone can be kept in check<br />
by means of injection piles.
28 IN BRIeF IN BRIeF 29<br />
Clear advantages for sheet pile walls<br />
Dependability<br />
Large, modern, user-friendly leader-mounted<br />
driving plant and a small, well-established<br />
driving team ensure good reliability.<br />
environmental compatibility<br />
Steel is environmentally compatible because<br />
it contains no contaminants and can be safely<br />
used in water and in any soil.<br />
Speed<br />
Up to 500 m² of sheet pile wall can be<br />
installed in a day; or vice versa – sheet pile<br />
walls can be quickly removed without leaving<br />
anything behind.<br />
economy<br />
Just a few operations, minimal space requirements,<br />
no additional excavation supports<br />
required. Savings of up to 30% are possible.<br />
Reinforcement arrangement for vertical and<br />
horizontal loads using the example of LARSSEN 606.<br />
Sheet pile walls can be adapted to suit the geometry of the route. A concrete<br />
capping beam is cast on top of the sheet pile wall at the abutment. Static and<br />
dynamic vertical loads can therefore be easily transferred to the sheet pile<br />
sections without the need for any welded fixtures.<br />
Bridge abutments in the form of sheet pile walls with<br />
knife-edge bearing – approved by the german Institute<br />
of Building Technology (DIBt).<br />
The knife-edge bearing allows static and dynamic vertical<br />
loads to be transferred directly, i.e. without any intermediate<br />
structure, from the reinforced concrete abutment to the sheet<br />
pile wall.<br />
When using sheet pile sections as loadbearing elements in<br />
bridge abutments, it is important to consider the aspects of<br />
transferring the vertical and horizontal forces into the sheet<br />
pile wall and transferring the vertical loads to the subsoil.<br />
Transferring the vertical and horizontal forces from the superstructure<br />
to the sheet pile wall is achieved with the help of<br />
HOESCH knife-edge bearings. Additional load-distributing<br />
welded assemblies, e.g. cleats, brackets, welded bars, etc.,<br />
are unnecessary with this approach. The use of sheet pile<br />
walls for bridge abutments has many advantages. Besides a<br />
saving in construction time of 6–8 weeks, and hence also<br />
shorter interruptions to railway operations and shorter diversion<br />
measures, the installation of the sheet pile wall can be<br />
carried out without delay, at the same time as constructing<br />
the formwork and placing the reinforcement.<br />
This form of construction virtually rules out undermining of the<br />
bridge abutment because the sheet pile wall is driven to a<br />
sufficient depth (loadbearing stratum). n<br />
HocHwasserscHutzanlage und<br />
deicHer deicHerHöHung HöHung bei gallin a <strong>NeW</strong> SeRVICe THaT We WISH TO OFFeR TO<br />
OUR CUSTOMeRS VIa OUR <strong>NeW</strong> INTeRNeT PageS<br />
IS OUR RaNge OF USeD PLaNT aND PLaNT <strong>FOR</strong><br />
HIRe.<br />
ThyssenKrupp GfT Bautechnik together with its branches<br />
and partners throughout the world has at its<br />
disposal a broad range of new and used construction<br />
plant suitable for our main lines of work, i.e. port and<br />
specialist civil engineering, plus other plant such as<br />
cranes, excavators, pontoons, etc. All this machinery<br />
can now be called up online by clicking on “Used<br />
equipment market”. Potential customers will find<br />
general information on the individual items of plant<br />
available from the following areas:<br />
• Excavator-mounted vibrators and drilling rigs<br />
• Crane-supported vibrators with power packs<br />
• Leaders for pile-driving and drilling on<br />
carrier machines<br />
• Rotary drilling rigs<br />
• Anchor drilling rigs and drilling carriages<br />
• Excavators<br />
• Cranes<br />
• Horizontal drilling rigs<br />
• Hydraulic hammers<br />
• MENCK and diesel hammers<br />
• Pontoons<br />
• Pumps<br />
• Tubular pile drivers and extractors<br />
• Other plant, equipment and accessories<br />
ONLINE USED<br />
EQUIPMENT MARKET<br />
WWW.TKgFTBaUTeCHNIK.De<br />
WWW.TKgFTBaUTeCHNIK.COM<br />
We offer plant from well-known manufacturers, also<br />
from our own supply depot: ThyssenKrupp GfT Tiefbautechnik<br />
GmbH/MÜLLER and ABI, APE, Bauer, Casagrande,<br />
CMV, DELMAG, Furukawa, Hütte, ICE, IPC,<br />
Irmair, Junttan, Krupp, Liebherr, MENCK/Pileco,<br />
MÜLLER, Puntel, RCP, Sennebogen, Soilmec, Techmo,<br />
Trakto Technik, Tünkers, Wimag, Witte, Wicema and<br />
many more. Most of our plant is available for no obligations<br />
purchase, hire and also hire purchase. As our<br />
range of used plant and plant for hire is constantly<br />
changing, we are very happy to deal with individual<br />
requests because not all plant is listed online. We shall<br />
be happy to check the availability of plant and prepare<br />
a quotation for you. We very much hope that this new<br />
service is to your liking and will encourage you to visit<br />
our “used equipment market” regularly.<br />
We welcome your questions and suggestions.<br />
Contact<br />
Andrea Schnadt<br />
Tel: +49 (0)172 1754916<br />
Fax: +49 (0)8131 381410<br />
E-mail: andrea.schnadt@thyssenkrupp.com
30 IN BRIeF<br />
VeRY PROMISINg<br />
OUTLOOK aT BaUMa<br />
WITH aBOUT 415 000 VISITORS FROM 200 COUNTRIeS,<br />
BaUMa 2010 ONCe agaIN WaS a ReCORD-BReaKINg<br />
eVeNT. ON <strong>THYSSeNKRUPP</strong> gFT BaUTeCHNIK’S<br />
ReDeSIgNeD TRaDe FaIR STaND IT WaS THe UNIQUe<br />
ROOFTOP TeRRaCe THaT PROVeD TO Be a ReaL<br />
aTTRaCTION ON THe <strong>OPeN</strong>-aIR SITe aND COULD<br />
CeRTaINLY Be BLaMeD <strong>FOR</strong> gIVINg VISITORS THaT<br />
“TeCHNOLOgY FeVeR”!<br />
Despite clouds of volcanic ash over Europe and the associated flight<br />
cancellations, bauma 2010 was still able to consolidate its position<br />
as the leading global platform for the construction sector. The fair<br />
marked a turnaround for the international construction plant industry<br />
and led to the hoped-for change of mood for the better – the<br />
economic decline in Europe has bottomed out. Confidence is returning<br />
to the market. The outlook could not be better.<br />
Customers and staff alike responded positively to the redesigned<br />
trade fair stand of ThyssenKrupp GfT Bautechnik plus its optimum<br />
position. With the open-air site enjoying almost unbroken sunshine,<br />
it was no wonder that the unique rooftop terrace on our trade fair<br />
stand proved to be a great attraction. From here staff and visitors<br />
could enjoy a superb view over all the exhibits, indeed over the<br />
entire trade fair grounds. The best outlook at bauma! So it was no<br />
surprise that this became a favourite meeting place for many<br />
customers and business partners from the specialist civil engineer-<br />
ing sector who were on the lookout for the latest technological<br />
developments in plant and equipment.<br />
50 exhibits on 600 m 2 open-air site<br />
The true attractions for many visitors and<br />
customers were the new items of plant. One<br />
highlight was the 683 TP telescopic crane/<br />
leader combination, uniting two functions in<br />
one machine: telescopic crane and leader.<br />
An absolute world’s first. The new generation<br />
of MÜLLER vibrators also attracted a great<br />
number of customers and visitors.<br />
The “high striker” game, successfully tested<br />
in 2007, was a favourite among visitors and<br />
business partners. We were also well looked<br />
after by the catering team. More records<br />
here: 1470 pairs of sausages and Bavarian<br />
treats plus 1160 litres of beer were served.<br />
“Brazilian Night”<br />
To celebrate our newly founded branch in Rio<br />
de Janeiro, our customer evening was held<br />
under the motto of “Brazilian Night”, and<br />
was a complete success. Some 300 invited<br />
guests attended and thoroughly enjoyed the<br />
finger food and cocktails accompanied by<br />
exciting Brazilian rhythms and dancers.<br />
The managers of ThyssenKrupp GfT Bautechnik,<br />
Godehard Drees, Rolf F. Oberhaus<br />
and Christian Walter, are very pleased with<br />
the results of bauma 2010: “Our stand<br />
turned out to be a popular meeting place for<br />
the specialist civil engineering sector. We<br />
were able to welcome a great number of<br />
experts and decision-makers from home and<br />
abroad. Interesting and important discussions<br />
were held, contacts established for the future.<br />
Our expectations were exceeded by far, despite<br />
the cancellation of many flights, which<br />
meant that many were unable to attend and<br />
so the bauma got off to a slow start.”<br />
Unfortunately, the restrictions on air traffic did<br />
prevent many of those overseas visitors we<br />
had been expecting from attending. Of couse,<br />
exhibitors felt the absence of many customers<br />
from Asia and America at the start, a fact that<br />
did not go unnoticed by ThyssenKrupp GfT<br />
Bautechnik either, but in the second half of<br />
the week the situation improved considerably.<br />
a bauma of superlatives<br />
The 29th international trade fair took place in<br />
Munich between 19 and 25 April 2010. Some<br />
415 000 visitors, many experts and decisionmakers<br />
despite the lack of visitors from overseas<br />
due to the temporary flight restrictions in<br />
Europe. A total area of 555 000 m² and 3150<br />
exhibitors from 53 countries. Visitors from<br />
about 200 countries – a record! The bauma<br />
takes place every three years; the 30th bauma<br />
international trade fair for construction machinery,<br />
building material machines, mining<br />
machines, construction vehicles and construction<br />
equipment will take place in Munich on<br />
15–21 April 2013. n<br />
IN BRIeF 31<br />
The 683 TP telescopic crane/leader<br />
combination proved to be a great attraction<br />
– and not only because of its impressive<br />
height. It combines the functions of a leader<br />
and a telescopic crane.<br />
ThyssenKrupp was present at the bauma<br />
again, this time with a new trade fair stand.
32 IN BRIeF<br />
NEW LOOK<br />
<strong>FOR</strong><br />
THYSSENKRUPP<br />
HocHwasserscHutzanlage und<br />
deicHer deicHerHöHung HöHung bei gallin<br />
The group’s new corporate design for brochures and<br />
catalogues is distinct and up to date.<br />
The reorganisation of the group was accompanied by a<br />
revision of our corporate design. It symbolises the consolidation,<br />
which all employees and all ThyssenKrupp<br />
companies are experiencing, in a uniform visual identity.<br />
ThyssenKrupp’s new brand presence was launched<br />
on 1 October 2009. The previous text/image branding<br />
has been moulded into a concise and attractive form:<br />
the new ThyssenKrupp group brand. ThyssenKrupp GfT<br />
Bautechnik took the opportunity of bauma 2010 for a<br />
redesign and presented its new brochures, which can<br />
be downloaded from our Web pages:<br />
http://www.tkgftbautechnik.com/download.html. n<br />
SERVING RENEWABLE<br />
ENERGY<br />
ThyssenKrupp GfT Tiefbautechnik has a new development that<br />
will enable vibratory driving of thin-wall tubes.<br />
A new method of exploiting solar energy is being tested by<br />
BrightSource Energy at Rotem in Israel’s Negev desert.<br />
A total of 1600 heliostats – computer-controlled mirrors –<br />
track the sun and reflect its rays onto a water-filled boiler<br />
at the top of a high tower. The ensuing steam drives a<br />
turbine.<br />
Following the successful conclusion of the tests, the company<br />
will erect five giant solar arrays in the Mojave Desert<br />
in California. The setup will be the world’s largest solar<br />
power plant and will supply 900 MW of electricity.<br />
The mirrors are mounted on tubes approx. 6 m long,<br />
approx. 160 m in diameter and with wall thicknesses of<br />
approx. 3.0–3.5 mm. The tubes are galvanised to protect<br />
them against the weather. The galvanising may not be<br />
damaged. Consequently, installing these tubes by impactdriving<br />
is out of the question. The rounding at the top end<br />
of each tube may not be damaged because this is where<br />
the so-called rotor hub has to be mounted very accurately.<br />
The ground at the test array in Israel, and also in California,<br />
is relatively hard and stony. Nevertheless, in order to<br />
be able to vibrate these tubes into the ground cost-effectively<br />
taking into account the above requirements, a new<br />
method was needed and so BrightSource Energy contacted<br />
ThyssenKrupp GfT Tiefbautechnik GmbH in Alsfeld.<br />
The ThyssenKrupp team developed and built a clamping<br />
unit to suit this particular specification. The new design:<br />
the clamping unit does not fit around the outside of the<br />
tube, but instead is fitted internally and holds the tube<br />
from inside. The tip of the clamping unit was modified.<br />
In the meantime, the tests have been completed to the<br />
full satisfaction of our customer, and the clamping unit<br />
is now being used in the USA, too.<br />
This new way of clamping thin-wall tubes can be used<br />
right down to the smallest conceivable diameter of about<br />
120 mm depending on wall thickness and tube length.<br />
A patent has been applied for. n<br />
Contact<br />
Doris Becker-Spohr, Civil Engineering, Alsfeld<br />
Tel: +49 (0)6631 781-132<br />
E-mail: doris.spohr@thyssenkrupp.com<br />
PLaNT <strong>NeW</strong>S 33<br />
Photo by Courtesy of Bright Source Energy
34 PLaNT <strong>NeW</strong>S<br />
DeLMag RHV 40 ROTaRY<br />
DRILLINg RIg<br />
The engines of the units comply with<br />
European emission standard EU stage IIIB,<br />
which comes into force in 2011.<br />
THe RHV 40 ROTaRY DRILLINg RIg WaS DeSIgNeD <strong>FOR</strong> LaRge<br />
PILe DIaMeTeRS: UP TO 2400 MM <strong>FOR</strong> THe STaNDaRD VeRSION,<br />
2700 MM <strong>FOR</strong> THe SPeCIaL VeRSION.<br />
The RHV 40 has a torque capacity of 400 kNm and is characterised by high<br />
stability and good torsional stiffness. The leader can be tipped forwards and<br />
consists of two sections. For transport, the upper leader section plus kelly bar,<br />
rotary table and counterweight are removed and transported on a second<br />
low-loader. The complete setting-up procedure is carried out solely with the<br />
on-board equipment, no additional plant is required.<br />
The RHV 40 is mounted on ABI’s own T 122 D carrier. The machine can be<br />
supplied with either a Scania or a CAT engine, which develop 405 and 403 kW<br />
respectively. The engines meet European emission standard EU stage IIIB and<br />
American standard US EPA tier 4 interim. However, the machine can also be<br />
fitted with engines that comply with EU stage IIIA or EPA tier 3.<br />
Besides traditional drilling with a kelly bar, this powerful rotary drilling rig is also<br />
suitable for CFA drilling or lined holes using the DELMAG twin rotary head or the<br />
VDW (“in front of the wall”) drilling system. n<br />
LEADER-GUIDED MRZV-VV<br />
VIBRATOR WITH<br />
COMBINATION CLAMPING UNIT<br />
The new, powerful MRZV-VV generation of variable vibrators is being<br />
launched onto the market together with the new combination clamping<br />
unit with sliding and rotating individual clamps.<br />
With the VV vibrators it is not only the eccentric moment<br />
that is adjustable, but also the oil flow and the hydraulic<br />
motor. This means it is still possible to work very efficiently<br />
even at a low r.p.m. with a high eccentric moment and<br />
hence a high feed rate, for instance. The other variation<br />
involves reducing the vibration load on the environment by<br />
working at a very high r.p.m. Irrespective of whether<br />
working very efficiently or very gently or somewhere in<br />
between these two extremes to suit the particular building<br />
site, the power provided by the carrier machine is used<br />
almost to the full over the whole r.p.m. range.<br />
This optimum use of the power available opens up new<br />
opportunities. Comparable driving tasks can now be carried<br />
out using machines with a lower driving power, or more<br />
difficult tasks with the same driving power. This cuts<br />
investment and running costs and at the same time lowers<br />
the impact on the environment by sparing resources.<br />
Deploying the new MRZV-VV vibrators with the combination<br />
clamping unit enables very efficient working. Various double<br />
Z- and U-sections and tubular piles can be driven using the<br />
combination clamping unit. Setting-up is carried out manually<br />
without the need for any assembly work. The double<br />
clamping unit is currently offered in two sizes: a small<br />
version for a centrifugal force of up to 800 kN, and a large<br />
version for max. 1250 kN. The smaller combination<br />
clamping unit can handle tube inside diameters between<br />
460 and 760 mm; the larger version is for tubes with an<br />
inside diameter of 660–1090 mm. n<br />
The benefits of MRZV-VV vibrators<br />
• Adjustable eccentric moment and<br />
r.p.m.<br />
• Constant centrifugal force over a<br />
wide r.p.m. range<br />
• Greater amplitude than conventional<br />
leader-guided variable vibrators<br />
• Lower running costs thanks to<br />
optimised power output over a wide<br />
r.p.m. range<br />
• Low ground vibration thanks to<br />
high speeds up to 2600 r.p.m.<br />
• Max. centrifugal force even at a low<br />
r.p.m.<br />
• Same driving tasks with a lower<br />
power output from the base<br />
machine<br />
The benefits of combination<br />
clamping units<br />
• Suitable for Z- and U-sections in the<br />
form of double piles, also tubular<br />
piles<br />
• Faster section changes, manual<br />
setting-up possible<br />
• Less wear on the heads of the<br />
sections<br />
• Accurate positioning of piles<br />
PLaNT <strong>NeW</strong>S 35
36 PLaNT <strong>NeW</strong>S<br />
MÜLLER-SOUND-INSULATED<br />
VIBRATION TECHNOLOGY<br />
IN USE<br />
ThyssenKrupp GfT Tiefbautechnik has developed the so-called acoustic<br />
hood, initially for the models of the HFV series, in order to protect people<br />
and the environment, especially in built-up or sensitive areas.<br />
MS-10 HFV with<br />
acoustic hood<br />
The sound level measurements carried out with a standard<br />
vibrator from the HFV series, with and without acoustic hood,<br />
under standard testing conditions show that the hood<br />
reduces the sound level by a remarkable 10 dBA.<br />
The acoustic hood not only reduces noise emissions, it also<br />
places a further, beneficial vertical load on the spring yoke.<br />
It protects the entire exciter block in such a way that the plant<br />
can also be laid aside during breaks in the work without the<br />
need for a special frame. The hood includes special openings<br />
that allow maintenance and service work to be carried out<br />
without having to remove the hood.<br />
MS-10 HFV without<br />
acoustic hood<br />
MS-a 570 (V) technical data<br />
CaT C18 aTTaC diesel engine<br />
• EU/EPA emission standard: stage II/tier 2<br />
• Output: 571 kW<br />
• 1800 r.p.m.<br />
• Weight without fuel: 8500 kg<br />
• Diesel tank capacity: max. 1050 l<br />
• Hydraulic tank capacity: max. 440 l<br />
MS-28 HFV technical data<br />
• Centrifugal force: 1473 kN<br />
• Eccentric moment: 0–28 kgm<br />
• Frequency: 36.5 Hz<br />
• Line pull: 500 kN<br />
• Dynamic weight: 3120 kg<br />
• Transport weight: 5320 kg<br />
The MS-28 HF V compact<br />
variable high-frequency<br />
vibrator<br />
Pump<br />
• Vibrator drive pumps: 3 x 130 cm 3 /rev.<br />
• Flow rate: max. 1050 l/min<br />
• Operating pressure: max. 380 bar<br />
• Clamp hydraulic pump: 10 cm 3 /rev.<br />
• Flow rate: max. 27 l/min<br />
• Operating pressure: max. 350 bar<br />
MS-35 H3 technical data<br />
• Centrifugal force: 834 kN<br />
• Eccentric moment: 32.5 kgm<br />
• Frequency: 25.5 Hz<br />
• Line pull: 400 kN<br />
• Dynamic weight: 2660 kg<br />
• Transport weight: 3600 kg<br />
The MS-35 H3 compact<br />
powerful vibrator with fixed<br />
eccentric moment<br />
PLaNT <strong>NeW</strong>S 37<br />
The quiet yet powerful MÜLLER power packs are also gentle<br />
on the ears, and a newly developed intermediate unit has<br />
been added to this range. This new power pack, the MS-A<br />
570 (V), is ideal for use with the MS-65 H3, MS-28 HF V and<br />
MS-32 HF V vibrators, which in the meantime have also<br />
undergone further development.<br />
Special features<br />
• Closes the gap between the MS-A 420 (V)<br />
and the MS-A 700 (V), in terms of both<br />
output and flow rate.<br />
• Good handling during transport<br />
thanks to compact housing.<br />
• Can be used in conjunction with the<br />
most diverse vibrators.<br />
A further unit with a higher eccentric moment has been<br />
added to the range of powerful vibrators with fixed<br />
eccentric moment and compact housing.<br />
Special features<br />
• Greater centrifugal force and eccentric moment but<br />
still using the tried-and-tested compact design.<br />
• Higher amplitude to improve the friction effect in<br />
cohesive soils.<br />
• Can be used with our powerful, reliable MS-A 260<br />
power pack, which is well-proven in practice.<br />
• Complements the series by providing a new intermediate<br />
model between the units with 25 and 50 kgm eccentric<br />
moment.<br />
Following the successful introduction of the MS-20 HFV, a<br />
new, powerful, compact vibrator has been added to the<br />
range of variable high-frequency vibrators.<br />
Special features<br />
• Increased eccentric moment for improving the friction<br />
effect in difficult soils.<br />
• A modified spring yoke means that setting down the unit<br />
does not subject the suspension ropes to severe stresses.<br />
• Optimum exploitation of this vibrator’s performance is<br />
ensured when used together with the MS-A 570 (V)<br />
• Routing hoses outside the spring yoke simplifies<br />
maintenance.
38 PReVIeW<br />
BUILDING SITE AT BERLIN’S<br />
“RED TOWN HALL” Contact<br />
One of Berlin’s most extensive infrastructure projects began in<br />
April with the preparatory work for underground line U5.<br />
The Mayor of Berlin, Klaus Wowereit, the<br />
Senator for Urban Development, Ingeborg<br />
Junge-Reyer, and the Chairman of BVG,<br />
Andreas Sturmowski, pressed the button to<br />
start the first driving operation for the preparatory<br />
measures in the “U5 extension” project<br />
between Alexanderplatz and Brandenburg<br />
Gate. A MÜLLER MS-5 HFBV 3 vibrator, hired<br />
from our Berlin Branch by contractor Tischer,<br />
was used for this symbolic “turning of the<br />
first sod”, marking the start of the archaeological<br />
excavations ahead of the earthworks<br />
required for building the new underground<br />
station adjacent to Berlin’s famous “Red<br />
Town Hall”. The preparatory works involve<br />
laying services, archaeological exploration,<br />
clearing the site and setting up site facilities.<br />
The construction of the 2.2 km long line<br />
connecting U55 and U5 at Alexanderplatz is<br />
scheduled for completion in 2017. The line,<br />
most of which will be constructed underground<br />
with a TBM, runs from Alexanderplatz,<br />
past the town hall, underneath the Marx<br />
Engels Forum and the wide boulevard Unter<br />
den Linden to the underground station at<br />
Brandenburg Gate.<br />
Mathias Himmel,<br />
Berlin Branch<br />
Tel.: 49 (0)3375 9271-24<br />
E-Mail: mathias.himmel@thyssenkrupp.com<br />
Mayor of Berlin Klaus Wowereit was among the many<br />
guests attending the ceremony to start the extension<br />
to the underground line.<br />
Klaus Wowereit presses the button to start the MÜLLER<br />
MS-5 HF BV 3 vibrator.<br />
elaborate construction logistics<br />
Most of the line will be built using tunnelling<br />
methods. Owing to the high water table in<br />
Berlin, the ground slab for the rebuilding of<br />
Berlin Palace must be completed before the<br />
TBM can pass beneath the structure. A total<br />
of 235 000 m³ of soil will have to be excavated<br />
and disposed of in order to make way for<br />
the new underground stations. An environmentally<br />
compatible concept was drawn up<br />
for the routes to and from the site and the<br />
construction logistics in conjunction with<br />
those responsible from the Senate and dis-<br />
trict authorities. The result is a separate<br />
traffic route which minimises the traffic in the<br />
sensitive area and provides for the spoil from<br />
the tunnelling operations to be taken away by<br />
ship. An appropriate mooring and loading<br />
facility will be built on the River Spree.<br />
The most extensive and most demanding<br />
building measures will be those at the intersection<br />
between Unter den Linden and<br />
Friedrichstrasse. As the new U5 Underground<br />
PReVIeW 39<br />
station will be positioned below the existing<br />
U6 underground station, which will then be<br />
suspended like a great trough within the new<br />
station, the cut-and-cover method must be<br />
used here.<br />
Safety is a priority in Berlin, and not just because<br />
of the events in Cologne. There will be<br />
a comprehensive network of measuring<br />
points and sensors, like that used during the<br />
building measures for U55 at Brandenburg<br />
Gate, which records critical ground or<br />
groundwater movements in real-time in order<br />
to enable a phased emergency management<br />
plan to be put into operation if necessary.<br />
In addition, the method of checking on-site<br />
operations, backed up by an outside company<br />
as well, plus the use of project control<br />
and site supervision guarantees a full overview<br />
of all con-struction measures.<br />
You will be able to read more about this<br />
major project in the next edition of<br />
“die bautechnik”. n