Thursday, April 30, 2009

Dorchester Hotel

Dorchester Hotel
Hotel facts and statistics


Location























London, United Kingdom
Opening date 1931
Developer Sir Malcolm McAlpine & Sir Frances Towle
Architect Sir Owen Williams
No. of rooms 250
of which suites 49
Websie
Official Site

The Dorchester is a leading luxury hotel on Park Lane in Mayfair, London, overlooking Hyde Park. It has a reputation for providing hospitality for the rich and famous.

The Dorchester Hotel opened on 18 April 1931. It was created by Sir Malcolm McAlpine and Sir Frances Towle. In 1929, they bought the old Dorchester House, a large 19th century building, and quickly had it demolished. Sir Owen Williams was commissioned to design the new hotel. In the new edifice, the use of reinforced concrete allowed the creation of large internal spaces without support pillars. The construction, which was carried out by Sir Robert McAlpine,[1] was completed in 1931.

In World War II, its modern construction gave the hotel a reputation of being a very safe building. Cabinet Ministers such as Lord Halifax and Duff Cooper stayed there during this time. General Dwight D. Eisenhower arrived in 1942 after staying at Claridge's and stayed on the first floor (now the Eisenhower Suite). Winston Churchill had a wall built to add privacy to his balcony and it still exists today. Diners at the Dorchester from cultural circles during this period included Cyril Connolly, T. S. Eliot, Harold Nicolson and Edith Sitwell.

In 1988, the hotel closed for two years for a major refit. The hotel was completely updated and the Promenade, Grill Room and the Oliver Messel Suite were meticulously restored, to reopen in 1990.

Well-known actors who have stayed at the hotel include[citation needed] : Julie Andrews, Kim Basinger, Warren Beatty, Yul Brynner, Richard Burton and Elizabeth Taylor, Mariah Carey, Tom Cruise, Judy Garland, Johnny Depp, Dame Edna Everage, Charlton Heston, Nicole Kidman, Joan Collins, James Mason, Arnold Schwarzenegger, Peter Sellers and Kenneth Horne (both of whom died there). Other famous entertainers who have been guests include: Michael Jackson, The Beatles, Cecil Beaton, Noel Coward, Joan Crawford, Marlene Dietrich, Duke Ellington, Prince (musician) and Somerset Maugham.


The hotel was also featured in ITV's X Factor, in October 2006, as the location for Sharon Osbourne's bootcamp stages of the competition.

The Dorchester is managed and owned by the Dorchester Collection; a collection of seven luxury hotels in the United Kingdom, the United States, France, and Italy. It was organized in 1996 to manage the hotel interests of the Brunei Investment Agency.

In Mr Jolly Lives Next Door, the unnamed characters played by Rik Mayall and Ade Edmondson spend an evening at the hotel with Nicholas Parsons.

The hotel room featured in the conclusion of 2001: A Space Odyssey was modelled after The Dorchester.

Source: http://en.wikipedia.org

Tuesday, April 21, 2009

BANTON

CONSTRUCTION MANAGEMENT


Construction management is a highly accepted method of contracting in today's construction environment. A good percentage of public projects are contracted by the CM method, including municipalities, state and federal entities. Private developers and large corporations have also sought out the CM variation of constructing their projects.

In its past CM roles, Banton has acted strictly as the owner's agent in coordinating all aspects of the project, guiding the entire project team throughout the design, approval process, construction, close out and occupation of the facility. Through this process, Banton has developed strong working relationships with each of its past project owners as well as the entire project team.

As CM, Banton has successfully coordinated all of the entities involved in the project and ensured that they are performing their functions properly and coordinating with all involved parties in order to realize the best flow of construction, quality control and value.

Banton has helped numerous owners to achieve the best possible value for their projects, and we feel that utilizing the right manager in the construction management role is no different than hiring the right attorney, accountant or marketing professional. As part of its construction management services, Banton offers a winning combination of experience, quality and value, as well as a daily commitment to the project.

As CM, Banton has proven to be a strong team leader, resolving all issues harmoniously and fairly. With the understanding that assembling the best players and approaching the project as a team effort is of utmost importance, Banton has repeatedly achieved the best results in each of its projects. Banton's first priority is to protect and enhance the owner's interests, for our ultimate goal is to continue to the next project; again representing the Owner.

Below is a sampling of several of the key projects of which Banton has provided construction management services:

Sturbridge Commons Office Park – North Haven, CT
This project involved the complete site development and construction of a nine building office park. Designed and built to simulate a historic colonial village, this project was completed in record time and serves as one of Banton's first landmark projects. Some seventy percent of the trade work was performed with Banton's in-house forces.
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Bell Atlantic Central Office & Mobile Telephone Switch
– Albany, NY

The project consisted of the construction of a new 40,000 square foot facility in just three months. Requirements included the development of a fully wooded five acre lot, replacement of soils prior to construction of the foundations and full building construction with redundant utility services and hidden security features. This period took place in the heart of the winter and all protection measures were incorporated to successfully meet the seemingly impossible schedule. An additional three months completed the central office spaces for owner occupation.
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Southern New England Telephone Call Center
– Hamden, CT

In producing this facility for SNET, Banton acted as a "Construction Manager at Risk" utilizing its own forces for much of the trade work. Banton's forces performed the demolition, concrete, carpentry, metal framing, drywall and electrical portions of the project's trade packages. The project consisted of converting a conventional 40,000 square foot warehouse building into a state of the art telephone switch, office facilities and a call center. Full site development, which included a storm water retention and soil recharge system and construction of a major retaining wall, was also a part of the package.

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Source : http://www.bantonconstruction.com

BANTON

PUBLIC PROJECTS


Over the course of its history, Banton has undertaken projects for a wide variety of public entities throughout the State of Connecticut. These projects have ranged from police, fire and military facilities to airports, parking garages and beach restoration projects. We feel that this diversity of construction has served to increase our experience and capabilities and only adds to our strengths as a full service general contractor.

Below is a brief sampling of Banton's key public projects:

New Haven Community Based Police Stations – New Haven, CT
This project involved the simultaneous construction of seven satellite police stations for the City of New Haven. The stations consisted of administrative offices, detention facilities, kitchen and dining areas, meeting rooms and horse stalls for the mounted police. The construction was fast track and undertaken in the most extreme crime areas of the City. Building security was paramount and the structures consisted of concrete and masonry with laminated wood beams and standing seam metal roofs.



Source : http://www.bantonconstruction.com

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Woodmont Beach Restoration – Milford, CT
This project was part of the beach restoration and erosion control of the East Coast from Maine to Florida. The goal of this project was the restoration of the existing beach front for the Army Corps of Engineers. Banton's role involved the restoration and reconstruction of Woodmont beach along with the construction of new stone jetties. The jetties were constructed out of granite to withstand the elements. The local beaches were then rejuvenated by importing in excess of 500,000 cubic yards of specified sand materials. Banton's crews worked with the tides and the elements to successfully complete the project.

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Air National Guard Power Check Pad – Windsor Locks, CT
This project involved the construction of a power check pad for Connecticut's Air National Guard, which serves the Air Force's Air Combat Command from Bradley Air National Guard Base at Bradley International Airport. All work was performed while the base remained in full operation with daily missions being flown throughout the project's duration. The strictest levels of security and housekeeping were enforced throughout the project, and military standards were the guidelines for construction. There are approximately 400 check pad facilities throughout the world and Banton ranked fourth best in the world and second best in the United States in terms of quality control and the Military's matrix for contractor performance and quality of work.

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West Hartford Fire Station #2 – West Hartford, CT
This project involved the total new construction of a modern fire house for the City of West Hartford. One of the primary goals of the project was to architecturally blend the station into the surrounding residential neighborhood. The building contains sleeping quarters, locker rooms, administrative offices, an apparatus room, and a full training facility.

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Air Rights Parking Garage – New Haven, CT
This project consisted of renovations to the existing Air Rights Garage for the New Haven Parking Authority and included structural repairs as well as the installation of lighting, signage and a new state of the art security system. The project scope included the installation of cameras throughout the entire parking facility, elevators, walkways and stair towers. In addition, a speaker microphone system was incorporated into the facility so that security personnel would have the ability to talk and listen to any station in the garage while simultaneously viewing the area on camera. The stations are also noise activated to create an added level of security.

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Ashford Fire Station – Ashford, CT
This project involved the construction of a new fire station for the Town of Ashford. The scope of work included full site development and the construction of a wood framed structure with brick veneer and vinyl siding. The new structure provides garage bays and a full apparatus room, as well as administrative offices and housing facilities for the firemen.

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West Rock Family Center – New Haven, CT
This project involved the construction of a new community center for the City of New Haven's Department of Parks, Recreation and Trees. The completion of this project brought many new opportunities for recreational and educational activities to the city and its residents. The facility itself houses meeting rooms, administrative offices, a gymnasium, game rooms and a library.

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Military Working Dog Facility – Newtown, CT
The project, located at the Newtown Military Reservation, consisted first of demolition of existing buildings, which left a historic barn structure to be fully renovated. The project then involved the addition of three new wings to create a dog training facility for the Connecticut National Guard. Full site development was done and included fenced training areas with new drives, parking, walkways and extensive site improvements. Two new wings serve as dog kennels and the third wing hosts an administrative office as well as the amenities to care and treat the dogs.

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Projects at Banton Construction

TRANSPORTATIO

Banton Construction is recognized in Connecticut as a leading general contractor, particularly in the area of transportation related construction. Past projects have included the construction and renovation of train stations, airports, transportation centers, maintenance facilities, bridges and salt storage structures for the State Department of Transportation. These projects have included an array of specialty construction including site work, drainage, bituminous paving, road construction and electrical work. Through our work in this area, Banton has gained extensive knowledge of working in areas with heavy pedestrian and vehicular traffic, coordinating off-hour work schedules, and maintaining the highest possible level of safety and noise control. As a testament to our high level of knowledge in this area, Banton has enjoyed a very strong and successful working relationship with the Connecticut DOT as well as state and local entities.

Below is a brief sampling of Banton’s key transportation projects

Bridgeport Intermodal Transportation Center
The Bridgeport Intermodal project encompasses a large geographical area and includes the new construction of a bus station facility, bus terminals and two bridges, as well as extensive site development and site improvements. The project best exemplifies Banton’s ability to perform a diverse array of construction. Banton successfully handled contaminated and controlled soils, contaminated groundwater, demolition of underground concrete structures, intensive dewatering, drilled piles to 60 foot depth with 15-foot rock sockets, complex concrete, and driven concrete piles to a depth of 40 feet. The bus station with its unique “green friendly” design is faced with state of the art zinc siding. The large terrazzo floor lobby is vaulted over 40 feet with walls of aluminum storefront and glass. The goals of the project are to interconnect Bridgeport’s complex transportation center – the train station, ferry terminal and parking garage – and to incorporate the existing facilities with the new construction of the bus station and terminals.

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Darien & Milford Train Stations
The Darien station involved the complete historical renovation of the existing station. Prior to the renovations, the project required the construction of fully operational temporary facilities, which allowed the station’s normal functions to continue during construction. Banton then performed all concrete, carpentry and electrical aspects of the project with its own forces. The scope also entailed the addition of two elevator systems and new canopy systems over the existing platforms. In order to construct the concrete structures for the new elevators, extensive work had to be performed on the existing railroad bridge over Route 1. This included driven horizontal tie-backs and soil nailing procedures. Meanwhile, the Milford station consisted of renovations to the existing station building.

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Guilford Train Station
The Guilford Train Station was one of three train stations simultaneously constructed by Banton as a component of the Amtrak Shoreline East expansion project. The Guilford station consisted of the new construction of two building towers at each side of the tracks with stairwells and full elevator access to a pedestrian bridge across the rails. Full length canopies, platforms and handicap accessible ramps were constructed at both the north and south of the tracks. Similar to the other related projects, the Guilford station remained fully operational while under construction. Train speeds through the work area were 110 miles per hour, and detailed planning was a necessity to ensure safety throughout the construction process.

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Wallingford Maintenance Facility
This project consisted of the total renovation of and additions to the Department of Transportation’s existing Wallingford Maintenance Facility. The work included the total gutting of the existing facility and upgrades ranging from the installation of new doors, windows, roofing, ceilings, garage doors, mechanical systems and terrazzo floors. The project also included full site improvements. The project phasing required the full operation of the facility during construction with temporary construction of offices and repair and fueling facilities to ensure that the ongoing activities of the DOT were not interrupted.

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New Canaan Train Station
At the onset of the project, which consisted of the historical renovation of the train station, the existing station was jacked up and temporarily moved away from the tracks. Structural sheeting was installed adjacent to the tracks to allow for new elevated concrete foundations and platforms. The entire site was raised several feet to accommodate the new platform height and handicap accessibility. The building was then reset and renovated. Because the station is listed as a historical landmark, the station and canopies were reassembled under strict historical guidelines. They now sit on new elevated foundations, which allow passengers to board the trains at grade. A new 160 foot replica of the existing canopy was also added to the north side of the tracks. All work on this project was performed while the station remained fully operational. This was accomplished by constructing a temporary facility to handle the daily passenger volume.

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Waterbury Salt Shed
This project involved the construction of a new 120 by 90 foot salt storage facility. The project also included the removal and disposal of hazardous soils as well as extensive improvements to the site. The project’s specifications primarily focused on the use of high tech materials in order to ensure that the structure will not fail over time due to salt corrosion.

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Branford Train Station
The Branford Train Station was a component of the Amtrak Shoreline East expansion. This project encompassed new construction of a train station with platforms, covered walkways and seating areas. The project also involved extensive sitework, which included a 200 vehicle parking lot to accommodate daily commuters. Soil support systems were required to maintain the stability of the tracks. In addition, 168 piles were installed adjacent to the tracks to support the foundations during the site and concrete work for the station’s platforms. Extensive safety measures were required and incorporated to perform work adjacent to the tracks with ongoing train traffic. All work was completed without incident or interruption to Amtrak’s daily operations.

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Clinton Train Station
The Clinton Train Station is another leg of the Amtrak Shoreline East expansion project. The project involved the construction of new 204-foot platforms with a covered waiting area. Sitework included new drives, parking lots and site improvements. Adding to the difficulty of the project was an extremely limited area of work and close proximity of surrounding businesses. This was an especially challenging project, as trains traveled by the work area at speeds of 110 miles per hour. The existing platform remained in operation and serviced riders on a daily basis throughout the duration of the project. Overhead work required night shifts and scheduled outages to ensure maximum safety.

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Stamford Train Station
This project involved the construction of a new addition as well as renovations to the existing Stamford station. The addition allows passengers to travel protected from the station under Interstate 95 to downtown Stamford. The structure itself is designed to withstand a bridge failure of I-95 above. Banton performed three major scopes of work on this project with its own forces. This consisted of concrete work with radius foundations, a finish wall paneling system, and unique architectural metal fabrications. The aluminum composite paneling system was installed on a 100-foot sign bridge that spanned the front of the building and throughout the interior walls of the concourse. Banton also designed and built a stainless steel tower in-house to match the architect’s rendering. The small footprint of the site, proximity to the street, bus station, train station and I-95 overhead made this project a logistical challenge.



Source : http://www.bantonconstruction.com

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METHOD FOR CONSTRUCTING AN UNDERGROUND RAILWAY

Method and apparatus for constructing an underground railway which includes platform station tunnels and interconnecting carrier tunnels, both the platform station tunnels and carrier tunnels being constructed as a gradually formed subsurface gallery, without excavating through the overburden. All the tunnels are formed with the aid of an underground tunneling machine housed in a shield. All tunnels have substantially the same profile.

Source : http://www.freepatentsonline.com

Monday, April 20, 2009

The Construction of the Kansai Airport

In the mid-1980's Osaka's Itami Airport was woefully inadequate for the needs of the Kansai region of Japan. The Kansai region includes not only Osaka, the second largest city of Japan and a major commercial center, but also the major cities of Kyoto and Kobe. The old airport was hemmed in by urban development in more ways than one. The urban development prevented any spatial expansion, but it also restricted the hours of use because of the aircraft noise in the late hours of the night would disturb the sleep of the residents in the vicinity of the airport.

The limitation of the old airport was forcing the exporters of the Kansai region to ship their aircargo to Tokyo for shipment abroad. This inconvenience was probably limiting those exports.

The airport authorities considered finding a land site for a new airport, but they looked at the experience of Tokyo in building the Narita Airport. The protests of the farmers to the forced sale of their land mobilized a movement that delayed the completion of the airport for years. It is little appreciated outside of Japan that there is a substantial group of violent radical activists in Japan who will flock to any public protest movement and turn it into vicious showdown of force. In the Narita Airport construction these radicals fire bombed the heavy earth-moving equipment and endangered the lives of the equipment operators. There were several deaths in the Narita Airport protests and three thousand radical activists were arrested.

It is quite possible that the radical activists could prevent a new, land-based airport for the Kansai region from ever being built. That motivated the consideration of a water-based airport. An airport operating from an island in Osaka Bay could operate 24 hours per day. Radical activists could be prevented from getting access to the construction site.

Since there is no island in Osaka Bay where the airport is needed, one would have to be built. That would be costly be not impossible. There are several factors that have to be considered. The Kansai region is subject to severe earthquakes and earthquakes can liquify the sort of land-fill that might be used to construct such an island. Also Japan is subject to typhoons (hurricanes in the Pacific). A typhoon in 1934 created a surge that raised water levels ten feet in the Osaka area for several hours. An island airport would have to be high enough to withstand severe typhoon water surges.

When serious design work started on the island airport the authorities headed off a potential protest from Osaka Bay fishermen who would have their livelihood disturbed by the construction. A generous payment was offered by the airport authorities and accepted by the fishermen.

The designers envisioned an airport 2.5 miles long and 4000 feet wide. The site selected was three miles from land and there the water depth was 60 feet. The water depth was not a serious impediment. The problem was the condition of the soil under the water. Soil immediately under the water was a soft clay called alluvial clay. This alluvial clay went down 100 meters. Japanese engineers had solved the problem of building in this soil. They would drive down pipes which would be then packed with sand. The pipes would then be pulled up leaving columns of sand in place to absorb the moisture in the alluvial clay. The uncertainty for the construction came from the layer of clay lying below the alluvial clay. This clay was called dialluvial clay and extended about one thousand feet down. The compressibility of this clay was uncertain and because of its depth nothing could be done to modify that compressibility.

The airport authorities had a number of experts estimate how much the airport island would sink as a result of the weight of its weight. The estimates ranged from 19 feet to 25 feet.

The official looked at the estimates of the degree of sinking and did what now seems to have been the worse possible thing. They accepted the smallest estimate, 19 feet, in what appears to have been wishful thinking. The design of the airport was then based upon a sinking of 19 feet.

The construction started in 1987. The alluvial clay was stabilized with sand columns as described above. The perimeter of the island was defined by means of 69 steel chambers which were sunk to the bay floor. These chambers were 75 feet in height and 75 feet in diameter. They weighed 200 tons each. The spaces between the chambers were filled with 48,000 specially shaped concrete blocks. Irregular stones weighing one to two tons were added to the walls.

The cavity within the walls was filled with rocks and coarse gravel to avoid the danger of liquification of earth-fill during an earthquake. The fill came two mountains which were leveled in the process.

The radicals, not to be denied their opportunity to commit violence, attached the quarries where the fill material for the island was being escavated. Altogether there were about two dozen attacks.

The island airport had to be linked to the land. That part of the project was started in 1987 and by March of 1990 the bridge link was completed, at a cost of $1 billion. The trussed bridge framework carried a railway on its lower level and a motor vehicle highway of the upper level.

By 1990 the island and its link to the land had been completed. Ten thousand people had worked on the project. The trouble was that the airport island was sinking more than the design provided for. The maximum estimate was 25 feet. The airport authorities took the minimum estimate of 19 feet. The actual sinkage by 1990 was 27 feet and the island was still sinking at a rate of about per feet per year at that time.

The authorities added another 11.5 feet of fill at a cost of $150 million. The runway was covered with asphalt rather than concrete to avoid cracking. The terminal facilities were yet to be constructed.




Source : http://www.designcommunity.com

Friday, April 17, 2009

REED CONSTRUCTION DATA; Tough Times Unite Top Construction Economists

REED CONSTRUCTION DATA; Tough Times Unite Top Construction Economists
On April 16, expert economists from Reed Construction Data (www.reedconstructiondata.com/), the Associated General Contractors (AGC) of America (www.agc.org/) and the American Institute of Architects (www.aia.org/) join forces to host A Stimulating Time for Construction? a complimentary webcast sponsored by Georgia-Pacific Dens (www.gpdens.com/) to address the pressing question: Will the Federal Economic Stimulus Package help the construction industry?
The webcast will follow chief economists Jim Haughey (Reed Construction Data), Ken Simonson (AGC of America) and Kermit Baker (American Institute of Architects) as they analyze the effects of a new administration and the impact of the Federal Economic Stimulus Package on the construction industry. Content includes a look at current construction activity and forecasts of residential and nonresidential construction activity including the institutional, commercial, industrial and heavy engineering sectors.
The construction industry faces a series of hurdles on the road to recovery, said Haughey. The Stimulus Package provides a temporary boost but it will take extensive effort in several areas to build a strong and sustainable recovery.
The webcast will be broadcast live starting at 2 p.m. (EDT). It is complimentary for all participants; pre-registration is required. Questions from the Internet audience will be accepted during the live webcast, which will also be archived for later viewing. AIA member architects are eligible to receive 1.5 AIA CEU credits for attending this webcast.
For more information or to reserve your space at the April 16 webcast, please register at: https://event.on24.com/eventRegistration/EventLobbyServlet?target=registration.jsp & eventid=140001 & sessionid=1 & key=A2EBBE28E1FE5F42B2212E1047567CCD & sourcepage=register About Reed Construction Data Reed Construction Data is a leading North American provider of construction information through a diverse portfolio of innovative products and services. Reed offers its customers building information modeling (BIM) solutions, construction project leads, building product information, construction costs, market analytics and construction news through a suite of online and print references. www.reedconstructiondata.com About AGC of America The Associated General Contractors of America (AGC) is the largest and oldest national construction trade association in the United States. AGC represents more than 33,500 firms, including 7,000 of America s leading general contractors and over 13,000 specialty-contracting firms. Nearly 13,500 service providers and suppliers are associated with AGC through a nationwide network of chapters. Visit the AGC Web site at www.agc.org. About American Institute of Architects For over 150 years, members of The American Institute of Architects have worked with each other and their communities to create more valuable, healthy, secure, and sustainable buildings and cityscapes. AIA members have access to the right people, knowledge, and tools to create better design, and through such resources and access, they help clients and communities make their visions real. www.aia.org

Source : http://www.bdcnetwork.com

Design and construction requirements for exit routes - 1910.36

1910.36(a)
Basic requirements. Exit routes must meet the following design and construction requirements:
1910.36(a)(1)
An exit route must be permanent. Each exit route must be a permanent part of the workplace.
1910.36(a)(2)
An exit must be separated by fire resistant materials. Construction materials used to separate an exit from other parts of the workplace must have a one-hour fire resistance-rating if the exit connects three or fewer stories and a two-hour fire resistance-rating if the exit connects four or more stories.
1910.36(a)(3)
Openings into an exit must be limited. An exit is permitted to have only those openings necessary to allow access to the exit from occupied areas of the workplace, or to the exit discharge. An opening into an exit must be protected by a self-closing fire door that remains closed or automatically closes in an emergency upon the sounding of a fire alarm or employee alarm system. Each fire door, including its frame and hardware, must be listed or approved by a nationally recognized testing laboratory. Section 1910.155(c)(3)(iv)(A) of this part defines "listed" and § 1910.7 of this part defines a "nationally recognized testing laboratory."
1910.36(b)
The number of exit routes must be adequate.
1910.36(b)(1)
Two exit routes. At least two exit routes must be available in a workplace to permit prompt evacuation of employees and other building occupants during an emergency, except as allowed in paragraph (b)(3) of this section. The exit routes must be located as far away as practical from each other so that if one exit route is blocked by fire or smoke, employees can evacuate using the second exit route...
1910.36(b)(2)1910.36(b)(2)
More than two exit routes. More than two exit routes must be available in a workplace if the number of employees, the size of the building, its occupancy, or the arrangement of the workplace is such that all employees would not be able to evacuate safely during an emergency.
1910.36(b)(3)
A single exit route. A single exit route is permitted where the number of employees, the size of the building, its occupancy, or the arrangement of the workplace is such that all employees would be able to evacuate safely during an emergency. Note to paragraph 1910.36(b): For assistance in determining the number of exit routes necessary for your workplace, consult NFPA 101-2000, Life Safety Code.
1910.36(c)
Exit discharge.
1910.36(c)(1)
Each exit discharge must lead directly outside or to a street, walkway, refuge area, public way, or open space with access to the outside.
1910.36(c)(2)
The street, walkway, refuge area, public way, or open space to which an exit discharge leads must be large enough to accommodate the building occupants likely to use the exit route.
1910.36(c)(3)
Exit stairs that continue beyond the level on which the exit discharge is located must be interrupted at that level by doors, partitions, or other effective means that clearly indicate the direction of travel leading to the exit discharge...
1910.36(d)1910.36(d)
An exit door must be unlocked.
1910.36(d)(1)
Employees must be able to open an exit route door from the inside at all times without keys, tools, or special knowledge. A device such as a panic bar that locks only from the outside is permitted on exit discharge doors.
1910.36(d)(2)
Exit route doors must be free of any device or alarm that could restrict emergency use of the exit route if the device or alarm fails.
1910.36(d)(3)
An exit route door may be locked from the inside only in mental, penal, or correctional facilities and then only if supervisory personnel are continuously on duty and the employer has a plan to remove occupants from the facility during an emergency.
1910.36(e)
A side-hinged exit door must be used.
1910.36(e)(1)
A side-hinged door must be used to connect any room to an exit route.
1910.36(e)(2)
The door that connects any room to an exit route must swing out in the direction of exit travel if the room is designed to be occupied by more than 50 people or if the room is a high hazard area (i.e., contains contents that are likely to burn with extreme rapidity or explode).
1910.36(f)
The capacity of an exit route must be adequate.
1910.36(f)(1)
Exit routes must support the maximum permitted occupant load for each floor served.
1910.36(f)(2)
The capacity of an exit route may not decrease in the direction of exit route travel to the exit discharge. Note to paragraph 1910.36(f): Information regarding "Occupant load" is located in NFPA 101-2000, Life Safety Code...
1910.36(g)1910.36(g)
An exit route must meet minimum height and width requirements.
1910.36(g)(1)
The ceiling of an exit route must be at least seven feet six inches (2.3 m) high. Any projection from the ceiling must not reach a point less than six feet eight inches (2.0 m) from the floor.
1910.36(g)(2)
An exit access must be at least 28 inches (71.1 cm) wide at all points. Where there is only one exit access leading to an exit or exit discharge, the width of the exit and exit discharge must be at least equal to the width of the exit access.
1910.36(g)(3)
The width of an exit route must be sufficient to accommodate the maximum permitted occupant load of each floor served by the exit route.
1910.36(g)(4)
Objects that project into the exit route must not reduce the width of the exit route to less than the minimum width requirements for exit routes.
1910.36(h)
An outdoor exit route is permitted.
1910.36(h)(1)
The outdoor exit route must have guardrails to protect unenclosed sides if a fall hazard exists;
1910.36(h)(2)
The outdoor exit route must be covered if snow or ice is likely to accumulate along the route, unless the employer can demonstrate that any snow or ice accumulation will be removed before it presents a slipping hazard;
1910.36(h)(3)
The outdoor exit route must be reasonably straight and have smooth, solid, substantially level walkways; and
1910.36(h)(4)
The outdoor exit route must not have a dead-end that is longer than 20 feet (6.2 m).

Worker Safety & Health Program (WSHP)

Requirements for Construction Subcontractors
Requirements
A University Technical Representative (UTR) is assigned to all construction contracts to provide Project Management including safety management.
Pre-bid site visit to identify hazards associated with statement of work (SOW).
Submit a Safety Qualification Review Criteria Form* prior to bid.
Submit CalOSHA-compliant Injury & Illness Prevention Plan (IIPP) and Code of Safe Work Practices.* If lock-out/tag-out work will be part of the contract, a current LO/TO Program needs to be included in the submittal.Note: it is the SLAC Subcontractor’s responsibility to secure similar required documentation from it’s lower tier subcontractors. The safety performance of lower tier subcontractors is the responsibility of the party who has entered into the contract with SLAC.
Provide any required insurance certificates and/or performance payment bonds.
After contract award, submit a Site Specific Safety Plan for this project.
Work with UTR to secure any applicable construction related permits (e.g., excavation, hot work, confined space, etc.).
Work with UTR to develop Area Hazard Analyses (AHAs) and Job Safety Analyses (JSAs)
Have workers complete any required training.
Work with the UTR to run daily job-site safety meetings.
SLAC’s Building Inspection Office will perform construction safety oversight.
PERFORM THE WORK SAFELY!
Immediately cease activity if the UTR or a Safety Officer issues a Stop Work Activity Order.
In the event of an emergency on-site, call 911 for emergency assistance, and then immediately notify the UTR.

Upcoming Mega Industrial Construction Projects

Two aluminum smelter expansions are valued at several billion dollars each. The largest, at an estimated $2.5 billion, is only in the contemplated stage. This is a proposed expansion of Alcan’s facility at Jonquière, Québec.

The second, also by Alcan, is planned for the company’s existing site in Kitimat, British Columbia. The latter project is in the preparing-plans stage and carries an estimated value of $1.8 billion. This will be a “potline” modernization.


If both projects proceed, they will provide the company with an additional 700,000 and 800,000 tonnes of aluminum per year. Expansions in this industry depend on a demand outlook that primarily comes from the automotive and aerospace industries and an input dynamic that is mainly dependent on electricity. Both Québec and British Columbia are blessed with the resources to provide Alcan with carbon-free and renewable hydroelectric power.


The next largest project on the roster is a gold mine complex for Agnico-Eagle Ltd. This is to be located 70 kilometres south of Baker Lake in the Keewatin Region of Nunavut. It will consist of three open pit mines with the capacity to produce 300,000 to 400,000 ounces of gold per year. The project has proceeded to “working drawings” and some roadwork to the site is underway. The price of gold set a new record high in this latest cycle, flirting with $1,000 US per ounce, as a hedge against U.S. dollar declines and worries about inflation.
Strength in steelmaking demand from countries such as China, South Korea and India is driving up the cost of raw material inputs, including coal and iron ore. Fortune Coal Ltd. is planning a nearly $300 million coal mine at Mount Klappan, 160 kilometres northeast of Stewart in B.C. and Cline Mining Corp. is working on a similarly-sized project, known as the Lodgepole coal mine, 50 kilometres south of Fernie, also in B.C.
Most of the remainder of the list is also made up of resource-related work including: an oriented strandboard plant for Ainsworth Lumber in Manitoba; a meat packing plant for the Northwest Cattlemen’s Alliance in Lethbridge, Alberta; and a canola processing plant for James Richardson International in Yorkton, Saskatchewan.
The only “what-might-be-called” traditional manufacturing project on

the industrial construction list is a $400 million plant addition “contemplated” by General Motors for St. Catharines, Ontario. If approved, this new facility will produce rear-wheel-drive, six-speed transmissions.

Source : http://search.msn.com

MEGA Construction

MEGA Construction is equipped to self perform every aspect of the sitework for your project. That means no delays waiting for multiple subs . . . time is of the essence.


Types Of Sitework We Do:
Layout

Erosion Control
Clearing
Sheeting and Shoring


Excavation
Hauling
Storm Management Systems
Sanitary Systems
Water Distribution Systems
Site Concrete


Asphaltic Paving





Thursday, April 16, 2009

Modern construction machinery is increasingly using CAN BUS as the system for on-board networking.

Align Center

Leading manufacturers of building cranes and mobile cranes have placed their trust in RM components for many years, such as wireless CAN interfaces, which are used for the radio link in a crane's remote control system.

Innovative building site management telematics systems are also based on Bluetooth, GSM and GPRS technology from RM.

Customer-specific control and display modules simplify the work of the machine operator and contribute significantly to the improvement of health and safety at work, by means of the integration of external systems, such as surveillance cameras.

On-site diagnostics are facilitated by compact CAN gateways, such as CANview display.



Source : http://www.rmcan.com

Concrete Construction 2

Autoclaved Aerated Concrete (AAC)
Concrete Admixtures

Concrete Aggregate Substitutes
Concrete Floor Finishes
Concrete Footing and Pier Forms
Concrete Waterproofing Systems
Fibrous Concrete Reinforcement
Fly Ash Concrete
Formwork for Ventilated Concrete Slabs
Insulating Concrete Form (ICF) Decks
Insulating Concrete Forms (ICF)
Masonry and Concrete Adhesives
Precast Concrete Foundation and Wall Panels
Precast Concrete Passive Solar Home
Split-Face Concrete Block
Spray-Applied Concrete Walls

Guides for designing and building various types of construction

Building a Better House with Concrete - A Concrete Homes Technology Brief
Comfort and Quiet with Concrete Homes - Concrete Homes Technology Brief
Concrete Homes Save Energy - A Concrete Homes Technology Brief
Concrete Masonry Homes: Recommended Practices
Designing Homes Using Insulating Concrete Forms
Fire Resistance of Concrete Homes - A Concrete Homes Technology Brief
Plastic Foams for Concrete Homes - A Concrete Homes Technology Brief
Prescriptive Method for Connecting Cold-Formed Steel Framing to Insulating Concrete Form Walls in Residential Construction
The Quality of Concrete Costs a Little More - A Concrete Homes Technology Brief

General recommendations and accepted practices

Wire Slab Reinforcement

Evaluation of how products and systems perform in real life applications

Building Concrete Masonry Homes: Design and Construction Issues This document identifies the major issues related to the design and construction of a home with above-grade concrete masonry walls, and presents different approaches to construction details including the installation of insulation, floor framing, and doors and windows.
Economical ICF to Cold-Formed Steel Floor Connections This project identified and tested two fastening methods in the interest of optimizing economical connections of cold-formed steel floor systems to Insulated Concrete Form (ICF) walls.
Insulating Concrete Forms for Residential Construction Demonstration Homes This study examines construction methods, builder perceptions, homeowner perceptions, costs, thermal performance, and energy efficiency, as these issues are impacted by the decision to use an ICF product.
Lintel Testing for Reduced Shear Reinforcement in Insulating Concrete Form Systems The purpose of this test program is to investigate the structural capacity and performance of the concrete lintels typically used in ICF construction.
TechPractices: AFM Study House, Minneapolis, MN Using readily available building technologies, such as insulating concrete forms (ICFs) and structural insulated panels (SIPs), this 4,964 sf home has an average winter heating bill of approximately $48 per month. Many of the technologies have the added benefit of reducing on-site labor.
TechPractices: Ryan Homes, The Cornell, Rochester, NY The Cornell is an efficient but small two-story colonial built as a more energy-saving version of an existing Ryan model noted for its efficiency. The Cornell is less expensive to build than the older model and more energy efficient.
Testing and Design of Lintels Using Insulating Concrete Forms This report summarizes the results from a test program focusing on the structural performance of concrete lintels without shear reinforcement. The performance (i.e. strength and ductility) of simply-supported concrete beams without shear reinforcement and with minimal tensile reinforcing steel subjected to third point loading is evaluated.

Evaluation of how products and systems perform in real life applications

Hopke Buildings & Grounds


Frequently asked questions, answered by home building professionals

Can water cause deterioration of concrete?
How is white cement different and why is it used in decorative concrete?
Are there different types of portland cement?
Can fibers replace wire mesh or welded wire fabric in a concrete slab on ground?
Can I add water to my concrete?
Can I install concrete in cold weather?
Can I use colorants/pigments in a shotcrete application and change the color over the length of a wall?
Can it be too hot or too cold to place new concrete?
Can we add air-entraining admixture at the jobsite?
How are exposed-aggregate concrete finishes produced?
How can I achieve a smooth looking finish on my concrete?
How can you tell if you're getting the amount of concrete you're paying for?
How do I design for moisture sensitive floor coverings?
How do you control the strength of concrete?
How do you protect a concrete surface from aggressive materials like acids?
How do you remove stains from concrete?
How does rain affect fresh concrete?
How is portland cement made?
How is white cement different and why is it used in decorative concrete?
I heard that there is an admixture for concrete to reduce the effects of salt-induced spalling and general deterioration of concrete. Is there such an admixture?
Is there a universal international specification for portland cement?
Is there any way to patch a concrete sidewalk that is crumbling?
Joints: What Type are Used and Where?
On what basis is air content for concrete specified?
What are recommended mix proportions for good concrete?
What are the decorative finishes that can be applied to concrete surfaces?
What are the most common tests for fresh concrete?
What are the Sound Transmission Class (STC) ratings for concrete and masonry walls?
What are Type I/II or Type II/V cements?
What can I do about moisture problems in a new concrete building?
What can you tell me about Autoclaved Aerated Concrete?
What causes efflorescence and how can it be avoided?
What construction practices can affect the air content of concrete?
What could have caused dark spots in a driveway?
What differences can I expect in the behavior and properties of recycled-aggregate concrete compared to concrete made with natural aggregates?
What does 28 -day strength mean?
What does it mean to "cure" concrete?
What is 3,000 pound concrete?
What is a cold joint in concrete construction?
What is air-entrained concrete and why I am I required to use it when placing sidewalks?
What is air-entrained concrete?
What is alkali-silica reactivity (ASR)?
What is ettringite and does it or the sulfate in cement contribute to expansion and disintegration of portland cement concrete?
What is the best way to store bags of cement on site?
What is the difference between a control joint and an expansion joint in concrete construction?
What is the difference between cement and concrete?
What is the minimum depth of footing for a residential structure?
What precautions do I have to take during cold-weather concreting?
What precautions do I have to take during hot-weather concreting?
Where can I go for concrete countertop information?
Why do concrete surfaces flake and spall?
Why does concrete crack?
Why test concrete?
Will concrete harden under water?


Recommended Web resources for additional information