The magazine by Putzmeister Concrete Pumps GmbH

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How long do truckmounted concrete pumps last? Telebelt at the thirdlargest embankment dam in the world

With a tunnel concreting train in the city tunnel of Malm

The 4h pumping of Neufahrn: Large boom team places concrete at motorway interchange
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Content / worth knowing

Title story
Munich: Motorway interchange at Neufahrn 24-hour concreting with two large booms

Exhibition dates
January April 011 18. 21.01.2011 WOC World Of Concrete, Las Vegas/USA 08. 11.02.2011 bC India, Mumbai/India

On site
Five of the largest stationary booms in the world used for the job Large construction site in central Russia relies on Putzmeister equipment China: Telebelt conveys concrete for dam project The third largest hydro-electric power plant in the world arises

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50 questions
How long do truck-mounted concrete pumps last? No old iron here veterans on the construction site

Less traffic jam: A motorway interchange is being reconstructed

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22. 26.03.2011 ConExpo, Las Vegas/USA 06. 08.04.2011 USETEC, Cologne/Germany

Underground
Sweden: on track with Putzmeister in the Malm city tunnel Tunnel concreting train enables precise concreting of the slab track

By the way
In 2009, a total of 1,338 customers took part in 74 Putzmeister Academy seminars, with numbers growing all the time. Over a lengthy period, concrete pump owners have observed the effects of their machine operators undertaking training sessions with resulting qualifications on their accident frequency and costs. The results show clearly that investment in training pays off.
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Photo credits: Unless indicated otherwise, all illustrations are copyright Putzmeister Concrete Pumps GmbH. 17: Kernkraftwerk_Nowoworonesch_II, Wikimedia Commons, licensed under CreativeCommons license by-sa3.0, Rosenergoatom 24: China_edcp_location_map, Wikimedia Commons, licensed under CreativeCommons license by-sa-3.0, Uwe Dedering 25: Putzmeister Machinery (Shanghai) Co., Ltd. 34: Citytunneln_karta, Wikimedia Commons, licensed under CreativeCommons license by-sa-3.0, Rjaber 40: Feste_Fahrbahn_FFBgl, Wikimedia Commons, licensed under CreativeCommons license by-sa-2.0, Jailbird 45: www.demis.nl 46: Nordkapp_2010, Wikimedia Commons, Hapesoft

In brief
Governor of Baghdad visits Putzmeister Perilous ride on the wild buffalo An unusual tourist at the North Cape

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You may well ask: How long do concrete pumps last?

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Imprint:

More power: Telebelt places concrete for hydro-electric plant

Worth knowing
Exhibition dates / Interesting facts

Editor: Putzmeister Concrete Pumps GmbH Max-Eyth-Str. 10 72631 Aichtal Germany Editorial department: Volker Wehner, Petra Montag Putzmeister Concrete Pumps GmbH Layout/DTP: Petra Montag Putzmeister Concrete Pumps GmbH Print: Offizin Scheufele GmbH & Co. KG Trnkestr. 17 70597 Stuttgart Germany

Photo credits Imprint

All rights and technical amendments reserved. Although content is checked carefully, we accept no liability for sites to which links are given. The operators of external websites are solely liable for their content. Some of the illustrations show special machine variants and snapshots which do not always comply with the regulations of the Industrial Employers Liability Insurance Association. by Putzmeister Concrete Pumps GmbH 2010 Printed in Germany (3.51012)

worth know ing



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4-hour pumping at Neufahrn: The large-boom team concretes at the motorway junction
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Position M 6-6

Munich

On the morning of 4th August, two largeboom concrete pumps arrived at the Neufahrn motorway junction north of Munich one M 58-5 from Berger Beton and one M 6-6 from BFM Betonfrderdienst in Munich. A sunny, almost autumnal day announces itself with hazy, mild air and single wisps of low cloud. The weather will stay beautiful perfect for the planned 4-hour concreting that is due to take place today. One notices the men on the construction site are in a good mood the best prerequisite for starting the work and for the challenging task that lies ahead of them. Narrow junction at Neufahrn This structure, which, when viewed from above, looks like a atly pressed four-leaf clover, can no longer cope with todays traffic volumes. Two national motorways intersect at the Neufahrn junction the A 9 and the A 92. Along with the Munich motorway ringroad (A 99) and the A 8 Ulm-MunichSalzburg, the A 9 is the most important north-south route, especially for domestic and international commercial and holiday traffic. The A 92 connects the state capital of Munich with its airport and is also important for Eastern European traffic. p The M 6-6 on the north-western ramp at the motorway junction
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Position M 58-5

City Munich

View of the construction site from the southern ramp. The column for the nd bridge section has already been formed. 4 5

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The average volume of traffic from the airport towards Munich is currently approximately 24,000 vehicles in 24 hours. An average daily traffic ow of approximately 38,000 vehicles in 24 hours is predicted for the year 2020. On average, that would be approximately 1,600 vehicles travelling via the Neufahrn junction per hour not to mention rush-hour traffic. Large-scale reconstruction is required In view of this projection, the only option is a speedy connection via the existing motorway junction using a direct ramp. The current single-lane exit via a quadrant of the clover will be completely replaced by a so-

called yover that channels a two-lane carriageway from the A 92 to the A 9 towards the south. The customer is Autobahndirektion Sdbayern and the contractor is Hentschke Bau GmbH in Bautzen. The construction work at the Neufahrn motorway junction commenced in April 2009 with the reconstruction of a connecting ramp and the spillage that is required to build the new bridge, with 110,000 cubic metres of delivered soil. In 2010, comprehensive excavation and ceiling work took place at the Neufahrn motorway junction, as well as bridge construction work in the whole area. The construction project should be complete by the end of 2011. p Dipl.-Ing. (engineering masters) Felix Raschke, site manager for Hentschke Bau GmbH, the company commissioned for the project

Flyover concreted in two sections Back to the concreting at the yover: Dipl.Ing. (masters in engineering) Felix Raschke, the site manager, explains: Today, we are concreting section 1 of the Flyover.That is the longer stretch, at 120 m. We started work on the carcass in February of this year and the construction work will continue until October. After that comes the 2nd section the road section that is 80 m long.In answering the question about the particularities of this motorway construction site, he responded saying that the scaffolding work could only be carried out at night. It was extremely important that the motorway was completely closed for this work and the strict compliance with closing times applied here.

Concreting commenced at 6 a.m. Each of the two truck-mounted concrete pumps stands fully-supported at the foot of one of the construction columns within one of the northern clover quadrants of the motorway junction. From this location, they pump concrete to the sites of concrete placement on the approx. 12 m high bridge. Meanwhile, the traffic ows freely on the circular paths of the exits and under the structure. At the beginning, the end hoses of both booms and the respective machine operator of each concrete pump met in the middle of the bridge construction site. From there, each of them works outwards.The horizontal reach of the

large boom is fully utilised. The high level of exibility of the 6-arm or 5-arm boom was an important criteria for the managing directors of BFM and Berger when they were making the decision for a new large boom. When used together with the sensitive Ergonic control, the strengths of two booms can be fully utilised in a situation such as this. The M 62-6 from BFM and the M 58-5 from Berger Beton have the longest horizontal reach of any pumps across Bavaria. With each having eets of more than forty concrete pumps, both of these companies are among the largest service providers in the state of Bavaria.

q The pumping duo started the concreting in the centre of the 10 m bridge. From there, the booms move away from each other as they work.

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q In a good mood and with everything under control: Harry Kirchmaier drives the M 6-6 from BFM and Stefan Vogel drives the M 58-5 from Berger

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In 24 hours, a total of approx. 2,000 m3 of concrete C40/50 was placed with a compressive strength of 42.5 N/mm2 (exposition classes XC4, XD1, XF2). This is the quantity of concrete for the entire cross-section of the structure of section 1 including footbridges and carriageway slabs (see the box containing data about the concreting). The complete superstructure (sections 1 and 2) will contain 3,400 m3 of concrete. So that traffic can ultimately travel on the road comfortably and safely, the finished concrete surface receives another 8 cm thick layer to the overall construction. The concrete is first primed and completely sealed using epoxy resin. An asphalt sheeting (0.5 cm) comes next and then a protective layer of mastic asphalt (3.5 cm thick). Finally, the surface of the road is formed by a 4.0 cm surface layer of stone mastic asphalt. n

Technical data of the concrete pumps on site M 58-5 Folding type Vertical reach Horizontal reach Reach depth Unfolding height Delivery line Support width normal OSS 5-Arm roll-Z-fold 57.6 m 53.6 m gross 49.4 m net 42.4 m 12.3 m DN 125, max. 85 bar front / rear Arm 1, 2 Arm 3, 4, 5, 6 approx. 11.1 m / approx. 11.5 m approx. 8.7 m / approx. 8.0 m M 6-6 6-Arm roll-Z-fold 61.1 m 57.1 m gross 52.4 m net 44.3 m 23 m DN 125, max. 85 bar DN 117, max. 85 bar front / rear

Properties of fresh concrete Strength class Exposition classes C40/50 XC4 Changing wet and dry (e.g. exterior components with direct exposure to rainfall, components in water tidal zones) XD1 Moderate moisture (e.g. components in areas where water may spray from traffic areas) XF2 Moderate water saturation with de-icing agents (e.g. concrete components in areas where water may spray from traffic areas that have been treated with de-icing agents) Steel used Untensioned reinforced steel 280 t Prestressing steel 107 t

Exposition classes and what they mean

To ensure that the durability is sufficient, concrete components must be strong enough to withstand chemical and physical impact on their environment and their use. The impacts from the various environmental conditions are classified into exposition classes that may have an impact on the concrete, the reinforcing steel and metallic components and that are not accounted for as loads during the constructive assessment. From this, the requirements are derived for the composition of the concrete to be used, as well as the concrete cover and the permitted crack width. The designations for the individual exposition classes are made up of the letter X (for exposition), the identification for the type of damaging effect and a number that denotes the intensity of the damaging effects. The following abbreviations are used from English for the various types of effects: 0 C D for zero risk (no risk of attack) for carbonation for de-icing salt (chlorides that are capable of changing, e.g. from deicing salt) S for seawater F for frost (frost and de-icing salt) A for chemical attack M for mechanical abrasion, wear, or similar The strength of the relevant ambient condition is assigned a classification from 1 to 4. In Germany, the exposition classes are regulated by DIN 1045-1 (08-2008). In contrast to the previous version from 2001, the effect W concrete corrosion due to alkali silicic acid has been added to the exposition classes. No minimum concrete strength class is assigned to this exposition.
[Source: wikipedia.de, licensed under http://creativecommons.org/licenses/by-sa/3.0/deed.de.]

approx. 12.1 m / approx. 12.3 m approx. 8.8 m / approx. 8.3 m Thickness of the layer of placed concrete in the area of the webs 2.40 m in the centre of the carriageway 0.35 cm

q In the middle of the motorway but nevertheless secure: The concreting is carried out quietly while the traffic can ow freely under the bridge construction. This photo shows the M 58-5 on the north-eastern ramp.

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t To determine the water content, the concrete is heated up until it no longer contains any liquid.The difference in weight can be used to determine the water content.

q After a quick clean, the truck mixers rejoin the queue of motorway traffic in order to fetch more concrete

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Five MXKD 50 at a major nuclear power plant construction site in central Russia
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Five of the largest stationary booms in the world Putzmeister MXKD 50 are taking part in the construction of the Novovoronezh NPP-2 nuclear power plant on the banks of the Don river. At the end of 2009, Putzmeister was awarded a contract to provide the equipment for concrete distribution at the reactor block: Five placing booms with a horizontal reach of 50 m (fitted on Manitowoc/Potain lattice towers up 50 m tall), two BSA 2110 HP-D stationary concrete pumps and a 300 m ZX 125 delivery line. At the start of 2010 and on a total of 10 tautliners (trucks that have a sliding curtain for crane loading), the disassembled booms travelled from the factory in Grndau to Putzmeisters Russian headquarters in Moscow. From there, the booms travelled on to the site of use, approx. 500 km further south in Novovoronezh. n

Novovoronezh-II-1 Reactor type Power Start of construction Commissioning Operator WWER-1200 (AES 2006) 1,085 MW (net) 1,170 MW (gross) 20.06.2007 Rosenergoatom planned for 31.12.2012

p Disassembled and loaded: A total of ten trucks rolled on to Russia

p Autumn 010: Technicians from Putzmeister RUS travelled from Moscow and are currently installing the concreting equipment at the huge construction site. q With a horizontal reach of almost 50 m, the MXKD 50 is the largest stationary boom in the world on site
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Technical data MXKD 50 Number of arms Folding type Horizontal reach Reach depth Vertical reach Weight 4 Roll fold 49.9 m gross 39.2 m 46.5 m 37,550 kg

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50 questions

Technology Question 6

How long do truck-mounted concrete pumps last?

Even Putzmeister engineers continue to be surprised by how long truck-mounted concrete pumps can be in service: some machines have almost 40 years of service under their belt. Luckily, Putzmeisters Services department employs true experts when it comes to spare parts for old truck-mounted concrete pumps: Our computerised spare parts management only began in 1983. Before then, everything was done in our heads or was found in old documents. Several times a month, we receive requests that can only be solved by human intelligence. One such example is the water-hydraulic driven concrete pump B232, manufactured in 1971. To put this machine out of service has never crossed the mind of the Polish entrepreneur Grzegorz Kujawski. He regularly orders new spare parts. What makes truck-mounted concrete pumps grow old Three factors determine the service life of a truck-mounted concrete pump: how the machine is serviced and maintained, the number of hours that it is in operation, and the quantity of concrete that is pumped.

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50 questions
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p B/9 years old/Poland This water-hydraulic driven concrete pump B has been in use since 1971. Even in 008, it was still pumping a daily volume of 150 cubic metres of concrete. Anti-aging past and present In the past, designers could rely upon their knowledge and experience and consult with others regarding standards and regulations. If there was any doubt, they increased the strength of the material at heavily-used points on the placing boom. As early as the end of the 1970s, Putzmeister owned a test

p M 1-/7 years old/Cyprus This M 1- Triplet that was manufactured in 198 is still in top form. For its 6th birthday in 00, it underwent a major overhaul and was affectionately given the name Our favourite grandmother, which was prominently displayed on the boom. Practical test in China How well do the computer-optimised designs actually work in practice? There are no machines that are 40 years old yet. However, there are truck-mounted concrete pumps that have worked considerably more than you would assume from their year of manufacture. In China, young machines are already old. The M 46 shown (year of manufacture: 2003) has worked non-stop since its delivery: pumping volumes of 90,000 cubic metres of concrete each year are the norm at peak times, the pumping volume increases to up to 12,000 cubic metres of concrete each month. By comparison: In Europe, large boom truck-mounted concrete pumps deliver approx. 30,000 cubic metres of concrete each year. In terms of European machines, this machine has already survived the required 10 years well and it continues to run and run and run. n

According to the requirements that Putzmeisters engineers are given, the truck-mounted concrete pumps should be able to keep working for at least 10 years. The critical factor here is the design of the placing boom. During pumping operations, the boom is particularly stressed by the load shifting. The number of load changes is determined by the pump output and the operating hours.

rig to simulate long periods of use. If the boom passed the test, the design could go into series production. In practice, something became clear: The machines keep working for considerably longer than 10 years provided that they are well maintained. As is the case with the machine from Poland. Since the beginning of the 1990s, the designers have used finite element analysis

(FEM) to precisely calculate the stress on the components. A screen in the software programme shows the tension that will later appear in the material and shows the critical points. The design, material and material thickness can then be optimised. Using a new boom test rig, the engineers can simulate years of the life-cycle of the boom at high speed.

q M 45-5/ years old/Austria This M 45-5 worked almost 1,000 operating hours over 0 years before getting a new owner.

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q M 46-5/7 years old/China Since 00, this M 46-5 has pumped an annual volume of 90,000 m in Shanghai! That is three times more than the same machines in Europe.

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On site
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On site

The longest river in Asia with the changing name

The 6,300 km long Chang Jiang (also known as the Yangtze - the Long River) is the longest river in Asia and, after the Nile and the Amazon, is the third-longest river in the world. It originates as the Dri Chu (Tibetan river of the female yak) from the Ganjajubu glacier at an altitude of 5,405 m and continues under the name of Jinsha Jiang Gold Sands River from north to south along the entire border between Sichuan and Tibet. In the Hengduan Mountains, it crosses the border between Sichuan and Yunnan. From the city of Shuifu, it ows under the name of Yangtze until it reaches the East China Sea to the north of Shanghai.

The tributaries feed the Yangtze with large quantities of sand, silt and clay an annual quantity of approximately 680 million tons, which is as much as the Nile, the Mississippi and the Amazon together! This makes the Long River one of the most sediment-rich rivers in the world. Where it is damed like at the huge Three Gorges Dam the ow velocity of the water slowes down, sediment is stored in the reservoir and gradually silts up. The Xiluodu dam should counteract this. It is expected that the dam should reduce the quantity of sludge in the Yangtze by a third.

ning three more giant hydro-electric plants at the overow of the Yangtze, namely Wudongde, Baihetan and Xiangjiaba. At 38.5 million kWh each year, their combined power generation should be double that of the Three Gorges Project.

Special conguration: Arch dam

In valleys that are very high and narrow, the preferred dam to build is the arch dam. The wall forms a vertically and horizontally tensioned arch towards the side of the water. Due to the arch-shaped design that is directed against the ow of the river, the mass of water is distributed over a larger surface area and therefore puts less stress on each unit of area. Signicantly fewer materials are required to construct these dams than are required for other types of dams. However, the water pressure is diverted over the arch to the foundations in the mountain at the side. The attachment to the rock is therefore particularly important with this wall design.

Mammoth producers of energy

Once completed, the Xiluodu hydro-electric plant will produce 12,600 MW of power. This means that, with regard to power plant capacity, it would be the secondlargest hydro-electric plant in China after the Three Gorges project and the third-largest in the world. The China Yangtze Three Gorges Project Development Corp. is plan-

The dam should reduce sludge load

In the Red Basin, the Yangtze is fed by numerous tributaries that drain, for example, the eastern slopes of the Tibetan highlands.

Telebelt conveys enormous masses of concrete at the third-largest embankment dam in the world
At the Jinsha River a tributary of the Yangtze the Xiluodu hydro-electric plant is currently being built. Its main purpose is to generate electricity but it also fulls other tasks: ood protection, deposition of sediment, improvement of shipping conditions, etc. It is expected to produce from 57 to 64 billion kilowatt hours of electrical energy each year, making this plant the third largest hydroelectric plant in the world. A double-curved arch dam should dam up a storage lake of 12.67 billion m3. The absolute elevation of the dam crest is 610 m, the maximum height of the dam is 278 m and the overall length is 700 m. The total excavated material for this project amounts to 39.81 million m3 of which 25.61 million m3 is above-ground excavation and 14.20 million m3 is from the construction of tunnels. 14 In total, 16.72 million m3 of concrete is required for this project and 6.60 million m3 of this is required just for the body of the wall. The concreting work commenced in 2008. It is expected that the rst generator sets can be installed in June 2012. From June 2013, the rst electrical energy should be generated and the entire project should be completed by 2015. US$ 7.36 billion has been invested in the Xiluodu hydro-electric plant. The devices in the Xiluodu dam that are planned for ood water ow include seven overow drainage openings at a size of 12.5 m x 13.5 m, below them eight outlets at a size of 6 m x 6.7 m and four exceptionally large overow tunnels (with a diameter of up to 15 m) two tunnels on the right embankment and two more on the left. The overow capacity of the project amounts to up to 49,923 m3/s. The power that is generated by the overows is almost 100 million kilowatts and is therefore the highest in the world. The four overow tunnels are the largest of their kind in the world and have a discharge rate of 16,000 m3/s, which is about a third of the entire outlet capacity of the plant. The water quantity and ow rate place high demands on the concrete These numbers are not just attributed to the size of the tunnel but also to the ow rate of the river, which is amongst the fastest in the world (up to 50 m/s). Since these four overow tunnels were designed to cope with exceptionally large quantities of water at an extremely high ow rate, the concrete that is used here must be of outstanding quality. The difference between this concrete and a pumpable concrete mix lies mainly in the proportions of the individual concrete raw materials

TI

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P L AT E

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Yangtze
SICHUAN

Jinsha

TIBET

Three Gorges Dam

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that are used. Pumpable concrete requires a relatively high owability so that it can ow through the delivery line. This means that concrete raw materials such as cement and y ash are required in large quantities. However, cement creates a lot of hydration heat when setting the concrete, meaning that the temperature and crack formation are difcult to control. The dissipation of the hydration heat may pose a problem, particularly with structures such as a dam.

Telebelt comes out ahead Telebelt is a mobile belt conveyor that can continuously convey any kind of bulk materials and concrete and is unrestricted by the pumpability of the concrete. Telebelt is therefore the perfect solution for pouring highquality mass concrete as it not only means that fewer cracks are formed but it also reduces the costs for the concrete.

Jiang

Xiluodu Dam

China
YUNNAN

The rst Telebelt TB 105 delivered by Putzmeister has been used in the Three Gorges Dam project since the year 2000. To date, the number of operating hours amounts to more than 20,000 hours and the device continues to work properly clear proof of the robustness and reliability of the Telebelt. Due to this experience, the company responsible for the Three Gorges project ordered two more Telebelts of the new type TB 110G for the team from SinoHydro Bureau 7. Since 15

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the machines are very convenient to operate and the boom can be gently and smoothly telescoped, swung, lifted and lowered, the two TB 110G devices are very popular on the construction site. The machine has evoked a positive response among the workers from SinoHydro Bureau 7: Concrete pouring has become childs play. However, if we look at the quantity of concrete that the Telebelt must continuously pour for each concreting more than 1,000 m3 of concrete it becomes clear just how hard the work is for the workers on the construction site. Telebelt is in great demand across the entire power plant construction site The Xiluodu hydro-electric plant is a huge construction site. Several projects are ongoing at the same time and these are co-ordinated centrally. The individual construction teams work closely together. It is often the case that immediately after one concreting task has nished, the belt conveyor travels to the next site of use on the construction site. Thanks to its high levels of exibility and mobility, the Telebelt is often
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p Telebelt being used to concrete the cable crane platform

used on the front line. The TB 110G from Putzmeister was therefore not only used on the construction sites of SinoHydro Bureau 7 (in other words, to construct the overow tunnels, the foundations of the cable crane structure and for above-ground concreting, etc.), but it also considerably helped the construction sites of Hydro Bureau 6 and Hydro Bureau14 (among others) when constructing the surge tank, the underwater outlet, the main transformer building etc. As a result, on one occasion, the Telebelt was used on ve different construction sites within six days, during which time it continuously placed 4,800 m3 of concrete for the overow tunnel, the cable crane platform and the underwater outlet. The high level of efciency demonstrated by the belt conveyor is another performance feature that is recognised on the construction site. For example, the TB 110G generally requires only 2.5 minutes to drain a mixer of 6 m3 for the work on the cable crane platform and, at a slightly higher speed, it requires only 1.8 minutes to drain the mixer. This extremely high machine output signicantly contributes to completing the work within the scheduled time.

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p Telebelt pumps concrete for the overow tunnel u The aggregate in the concrete that is used is up to 60 mm. A pump doesnt stand a chance, but its a feast for the Telebelt.

q Telebelt is placing concrete at the gate of a tunnel

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Greater versatility with Telebelt in semi-trailer conguration Chassis versatility meets local weight restrictions

Greater mobility on-site Material placement does not rely on the chassis engine Promotes lower operation costs and reduced fuel consumption

Tandem Dolly available to move Telebelt semi-trailer on-site with a dozer, wheel loader or other available equipment

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Underground

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p A locomotive with the rail wagon shuttles between the concrete handover point and the concreting train

t The concreting train with electrically operated concrete pump, which is fed via a conveyor belt
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With the Special train to Sweden: A slab track system is being created in the Malm city tunnel
A slab track is being laid in the tunnel section with two individual 6 km tunnels. The sleepers are embedded in concrete and can absorb the vibration caused by high-speed trains in a better way due to having an extremely exible insert. Maximum precision is required when the tracks are installed. The sleeper shoes that have been freshly embedded in the concrete must not be subjected to vibration. Even the slightest variations in the alignment of the tracks can result in the railway no longer complying with the original designs for high-speed travel. The order for constructing the slab track in the Malm city tunnel was placed with Rhomberg Bahntechnik GmbH. The objective was to find a solution for installing the concrete track bed over a distance of two times six kilometres without a major amount of vibration. The plan was to do the concreting at a speed of 15 20 m/h. Railway engineering specialist Rhomberg (based in Bregenz in the Austrian Vorarlberg area) made contact with the representative of Austrian company Putzmeister, Hans Eibinger GmbH. Together with the Concrete Project Division department at the main Putzmeister plant in Aichtal, all of the parties involved collaborated to produce a solution for supplying a tunnel concreting train based on the patented installation solutions of Rhomberg Bahntechnik. Comprehensive planning During the planning of the tunnel concreting train it had to be taken into consideration that the freshly embedded sleeper shoes could only bear a certain amount of load. Beginning with the setting speed of the concrete and the travel speed of the concreting train, it was calculated that a distance of between 250 and 400 m had to be maintained

Fast connection: Malm city tunnel The city tunnel is a section of railway that is under construction in Malm/Sweden with an overall length of approx. 2 x 6 km. The tunnel is intended to connect the rail traffic from Sdersltt with the resund rail traffic, turn the Malm C main station into a transit station, relieve the strain on the Kontinentalbanan and increase the catchment area of the resund rail traffic. The tunnel is being opened on 04.12.2010.

www.citytunneln.com/en/
The projects website (english) Route: Red = Tunnel section under construction Yellow = Surface railway section under construction Grey = Completed sections

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Pre-deployment test run An initial test run of the tunnel concreting train for constructing the slab track in the Malm city tunnel took place on 06.08.2009 at the Rhomberg Bahntechnik test site. During the test run, 10 m3 of concrete was laid in the prepared track bed using the concreting train. A stroke time of 4.2 seconds was determined during the pumping process, which represents a delivery rate of approx. 38 m3/h. The hydraulic pressure reached a maximum of approx. 215 bar when this took place. Starting

with a conveying distance of about 250 m, this results in a calculated friction coefficient of 2.6. No more than 25 30 m3/h is required in the actual pumping process in Malm, meaning that the required delivery capacity is therefore provided. In order to simulate the situation on site as realistically as possible, part of the slab track in Malm was modelled in Dornbirn/Austria. The sleeper shoes of the rails were embedded in concrete (see fig. below). The mixer drum was fed with fresh concrete with a truck-mixer pump during the test.

p The main power supply is provided by a diesel unit with output of approx. 400 kW that is equipped with a soot particle filter for operating in the tunnel.
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p The patented concrete paving machine when embedding the sleeper shoes

p The concrete pump is screwed to the superstructure of the railcar

Slab track system A slab track (previously also referred to as a ballast-less track or ballast-less superstructure) is a railway line that is used in railway, road and underground train construction in which the ballast and the sleepers are replaced with a solid track structure made from concrete or asphalt.

between the concrete paving machine and the pump unit. The entire pipeline would therefore have to be made mobile. The pump unit consists of an electrically powered concrete pump and two mixing drums, whereby the first one would be used to supply the system with fresh concrete, and the second one would provide the concrete for ensuring that a continuous concreting cycle could be maintained. Concreting train The concreting train consists of various railway wagons on which all of the necessary components for carrying out a continuous and smooth procedure are mounted (including the necessary cleaning and maintenance work). All systems are protected by an emergency power unit.

Pump and delivery line The Putzmeister stationary concrete pump is on the third wagon, plus a small conveyor belt for feeding the concrete pump. In order to prevent the pump from drifting during the pumping procedure, the frame of the rail car is filled with concrete and the support legs of the pump are directly screwed to it. The pump can be operated using a cable-connected remote control during the pumping process. The concrete is transported from the pump to the concrete paver up to 400 m away via a steel delivery line that is installed on special wagons. The maximum permitted concrete pressure of the delivery line is 130 bar. The delivery line has a diameter of 125 mm and a wall thickness of 7.1 mm. Since the slab track in the Malm city tunnel also has a long curve with a radius of 760 m, the line has been adapted accordingly in

order to be able to run on the patented alignment system made by Rhomberg Bahntechnik. Non-critical load transmission was a challenge during dimensioning. Paving machine The patented paving machine is located at the end of the delivery line and consists of an upstream working and transport platform and a hopper. The concrete is transported to the track bed via three special chutes. The concrete is pre-smoothed using skimming boxes and then compressed using vibrators. Cleaning Particular attention was also paid to having an environmentally friendly disposal and cleaning concept that meets the strict regulations in Sweden. In order to clean the

delivery line with water, a media separating device must first be installed. This ensures that residual concrete and washing water do not mix. The residual concrete in the line can therefore still be laid in the track bed. The media separation system consists of the combination of sponge ball soaked cement bags sponge ball wash-out pig sponge ball. Team success It was possible to successfully deal with this complex project by means of close collaboration between participating project partners Rhomberg, Eibinger and Putzmeister. Not least the competent service engineers from Eibinger and their involvement, along with the efficient service contributed to the success of this new solution for supplying concrete. n

At speeds of more than 200 km/h, it is particularly important to note that, as well as having better track stability, the maintenance costs of the slab track are significantly less. It is more resistant to deformation and the effects of the weather, and track position problems (and therefore speed restriction sections) hardly ever occur. The slab track is expected to have a service life of at least 60 years. This increases the availability, reliability and profitability of the railway line.
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In brief

In brief
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The Governor of Baghdad, his Excellency Salah Salem Abdelrazaq Al-Hameed, paid a visit to Putzmeister on 22nd September. As the representative voted by the people, he enjoys the status of a minister, and governs the Governorate of Baghdad. The delegation was accompanied by representatives of Liebherr, our partner firm in Iraq.

The visit was taking place because of concrete plans by the local government for the production and pouring of concrete by staterun construction firms in infrastructure projects carried out by them. A visit to the plant and demonstration of a BSF 58-5.16 H truckmounted concrete pump were therefore on the programme. Having a go at operating it clearly pleased the Governor.

As well as Putzmeister, the delegation also visited the companies Liebherr and Bomag. The trip was filmed and will be shown on Iraqi television. Putzmeister has been successfully active in Iraq for over 25 years. There are currently more than 100 Putzmeister truckmounted and stationary pumps working in Iraq to help with rebuilding the country. q The easy operation of the M 58-5 via remote control clearly pleased the Governor

Governor of Baghdad visits Putzmeister

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An unusual tourist at the Nordkapp

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The Pumi 31.89 S owned by the Norwegian company Arnesen Beton AS had a long trip to its destination: a round trip of 470 km in total, from the works in Alta to the Nordkapp, and back again. Once there, it Norways North Cape the northernmost point in Europes road network The Nordkapp is a shale plateau on the Norwegian island of Magerya, rising sheer from the Arctic Ocean. It lies at 71 10 21 north, some 520 km north of the Arctic Circle. Since being linked to the road network in 1956, the Nordkapp has been the northernmost point in Europe that can be reached by car from the European continent. Since 1999, the island of Magerya has been connected to the mainland via the Nordkapp Tunnel. The tunnel is 6,875 metres long, burrowing under the Magery Sound at a maximum depth of 212

was used to renew the foundations of the famous sculpture. Not a huge job, but a nice one! according to Pl Vidar Arnesen, Production Manager.

For over 30 years, Arnesen Beton has been supplying and pumping ready-mixed concrete in Norways northernmost regions.

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Perilous ride on the wild buffalo

It goes without saying that the solution shown here in no way meets the applicable safety regulations: A truck mixer feeds a truck-mounted concrete pump. As usual. The pump in its turn feeds the hopper on a shotcrete machine. Fine too. The shotcrete machine is suspended over 10 m in the air from a truck-mounted crane, and is manned by two daring machine operators. One of them sits on the hopper by the end hose, the other controls the spray arm. Strange and dangerous! Not exactly a prime example of slope reinforcement! Well, at least the men had their hard hats on.

metres. It counts among the deepest and steepest of tunnels in parts, it encounters inclines of 9 %.
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Tourism with tradition In 1845, with the first arrival of the Prinds Gustav steamer from Hammerfest, the Nordkapp had its first taste of tourism. The first organised group tours from London were arranged by the Thomas Cook travel agency in 1875. It was not until 1893 that the Nordkapp made its real breakthrough as a tourist destination, when the Hurtigrute, the first permanent sea route along the coast to the North, was established. Today, the Nordkapp is a tourist destination with around 200,000 visitors per year.

www.nordkapp.no
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Putzmeister Services information

Change to single piston and save money

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Costs in 9,000 8,000 7,000 6,000 5,000 4,000 ,000 ,000 1,000
Replacement interval single piston: 40,000 m3 Replacement interval compact piston: 15,000 m3

Compact piston

Single piston

50,000

100,000

150,000

00,000

m pumped

Calculation based on empirical service life of 40,000 m3 for 230 diam. single pistons, and 15,000 m3 for 230 diam. compact pistons

Changing from compact pistons to single pistons will reduce your costs by more than 50 %
Putzmeister single pistons are more cost-effective under all conditions of use, because they have been proven to have a service life that is 2 to 3 times longer than that of compact pistons. One-off conversion costs Particularly suitable for higher pressures and abrasive concrete Reduced consumable costs and shorter downtimes on your machine Even some machines from other manufacturers can be equipped with Putzmeister single pistons

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Additional information is available from: Phone +49 (0) 7127 1019 spareparts@putzmeister.de
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