creating - l&t construction...6 ecc concord, oct - dec 2014 ecc concord, oct - dec 2014 7 s alalah...

Creating INFRASTRUCTURE
to change LIVES
2 ECC CONCORD, Oct - Dec 2014 3ECC CONCORD, Oct - Dec 2014
From the EDITOR’S DESK CONTENTS
This issue of ‘Concord’ reinforces the breadth and width of L&T
Construction’s capabilities across diverse projects, across ICs,
across geographies.
and development in the Sultanate of Oman is the Salalah
International Airport that will soon open its portals to 100,000
passengers per annum and is one more in our ever-increasing
list of state-of-the-art, modern-day airports. Built to exacting
standards with great attention to style and finishing, this airport
is one more example of what sets the B&F IC apart – its ‘design-
and-build’ prowess. Our PT&D business added their mite to this
wonderful piece of infrastructure by lighting it up to be truly a
showcase for the world.
We have been changing landscapes and redefining cityscapes
for long and that is precisely what we have done at Muscat by
developing and widening one of the city’s oldest roads. The
challenges faced by our hardy colleagues from the Heavy Civil IC
were without precedent even for veterans of road building like
us: cutting through mountains, burrowing through vital utility
lines, creating space between habitations and working in the
midst of a buzzing city. Of course, we managed it all and that too
with style.
Back home, the TI IC is engineering to give the city of Chennai a
futuristic look to its skyline with the elevated corridors we have
lifted for the Chennai Metro. Handling some of the most difficult
sections has once again proved that we are a force to reckon with
when it comes to changing travel in the cities of modern India.
The creation of the 125 MW CLFR-CSP Plant at Dhurshar village
by our Solar team is a saga of grit, innovation and endurance.
Combatting inhospitable terrains and extremes in climatic
conditions, we have been able to build Asia’s largest CSP Plant in
a matter of just three years and give a huge fillip to India’s solar
mission of producing 20 GW of power by 2022.
Happy reading!
Editorial team V. Ramesh Kumar Ashwin Chand | Mayura. K
Photography V. S. Natanavelu | R. Vijay Kumar
Design & layout Global Print Design, Chennai
New Orders ............................... 64 Project News ............................... 65 Events ......................................... 70 Awards ....................................... 71
KALEIDOSCOPE
PORTALS OF CONNECTIVITY
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Proudly entering the Hall of Fame following HIAL, DIAL, MIAL and BIAL is the Salalah International Airport, a spectacular display of L&T’s engineering prowess and leadership in providing total infrastructure solutions for nations.
ENGINEERING
EXCELLENCE BEYOND MILES…
Salalah is the second largest city in the Sultanate of Oman and the birthplace of the His Majesty the
Sultan Qaboos Bin Said. It is a major tourist destination and a gateway to the Dofar Province. The Oasis of the Gulf, Salalah is one of the only two places in the Arabic peninsula that experiences a monsoon season called Khareef from July to September. During this time, the brown landscape of Salalah and its surroundings is completely transformed to a beautiful and lush green environ attracting hordes of locals and tourists from other countries in the Middle East.
The new airport at Salalah, which marks the beginning of a modernization wave of domestic and international airports in Oman, showcases the cultural, technological, environmental and economic achievements of Oman.
The project scope includes a swanky 65,000 sq.m Passenger Terminal Building (PTB) which is an expression of the region with palm-like pillars in the check-in area and eight contact stands that are an iconic symbol of the nation; a new 4,000 m long runway to accommodate large aircrafts; a 57 meter tall Air Traffic Control Tower and state of the art IT technology, Air Traffic Management Complex, Utility & Ancillary Buildings and car park that accommodates 2,200 cars.
This ultra-modern airport is a vital piece of the nation’s infrastructure; the dynamic design of the buildings and steel structures clad with glazed curtain walls capped with lightweight free- flowing wave and metal roofs give the notion of a ’flight‘. It is firmly anchored to the ground with solid podium edifices. The traditional Omani heritage and culture has been re-interpreted
architecturally in the various elements used throughout the buildings.
Promotion of tourism is considered one of the key objectives of the strategy for the development of Salalah Airport. The move was made by the Ministry of Transport and Communication to cater to the growing air traffic for both business as well as leisure.
The passenger capacity for the development of Salalah Airport has been estimated at 1 million per annum for Stage-1 of the Master Plan development, expandable up to 2 million per annum in the near future. It is estimated that this airport will also handle cargo and 320,000 aircraft landings and takeoffs each year.
The new airport is located in proximity to the existing airport at Salalah, in an idyllic setting within a ring of mountains that become a green envelope during Khareef.
THE GRAND ENTRY A large flyover on the Salalah Northern bypass road directs passengers to the Airport roundabout. The new ceremonial access road is flanked by a large signage gantry welcoming passengers to the airport and a secondary roundabout with a large central water feature that distributes the traffic three ways:
y The main avenue, lined with the indigenous coconut palms, leads to the PTB which features a spatially generous, weather protected, natural daylight filled Departure and Arrival Concourse (forecourt) with three drop-off kerbs. Passengers in private vehicles can utilize the 1000-strong covered car park at the Apron level, before entering the building. Here, they are greeted by a unique ‘wave roof’ entrance, wading pools, a Nizwa stone water feature and generous native landscaping in the foreground that also accommodates various other shaded walkways and pavilions for rest.
y Another avenue directs passengers to the Air Traffic Management Complex, Air Traffic Control Tower and the VIP entrance to the terminal building.
y A tertiary road leads to the Royal Oman Police quarters, the Deportee Departure facility and other ancillary buildings.
Soaring Facts
Terminal Building 70970
Power Distribution System 65
Irrigation Pumphouse 112
Generator Plant 1204
Fuel Operator’s Admin. Building 850
Radiosonde Station 175
Overall view of the Passenger Terminal Building
Artist’s impression of water feature roundabout and native landscaping at the entrance
Artist’s impression of the covered walkway
Embracing innovation and culture Passenger Terminal Building (PTB) The Passenger Terminal Building juxtaposes traditional and contemporary styles - much like the Oman of today which is embracing new innovations and technological changes and yet remains deeply rooted in its culture and traditions.
The base structure of the terminal building is reminiscent of the old forts of Oman. Sloping stone walls (at an inclination of 75 degrees to the horizontal) resemble fortified walls of a castle. Bringing an element of the vernacular, these are clad in Desert Rose, a local Omani marble.
The extensive metal roof, a more modern feature is like a wave, to represent the rolling seas and dipping mountains of Salalah. The roof form, being the most distinct element, gives an external identity and character to the building envelope. It also defines the internal volume, configuration and inter-relationship of spaces within the PTB.
Key design principles for the rain water discharge system, solar shading design and the installation of the Building Maintenance Systems (BMSs) for facade and ceiling maintenance are influenced by the roof as well.
With ample light available in the region, the fabric of the building is utilized to maximize daylight penetration making for light and airy spaces resulting in saving electrical consumption and thereby reducing running and maintenance costs.
Spread over an area of over 70,000 sq.m, the terminal building is segregated into three levels:
Apron level
The Apron level houses all the service and utility functions like the electrical substation, mechanical plant rooms, duty free stores, data centre, staff security check points, staff canteen, baggage handling system with BHS control room & BHS workshop, X-ray scanners for inspection of baggage and in-line screening integrated into the BHS system for arriving baggage. The VIP facility includes three main lounges and other ancillary facilities like protocol offices, toilets and pantries. are housed on this level. They facilitate direct departure and arrival to and from the aircraft for VIP passengers.
For direct departure and arrival from the aircraft, there are two passenger
boarding and two arriving gates. The arriving passengers take the stairs / escalator / lift and reach the next level. Two gate lounges (with a total capacity of 180 seats) are provided at this level for passengers waiting to depart. These are equipped with back track devices that ensure unidirectional movement.
Departure / Arrival level
24 staffed check-in counters (20 economy class, 4 business class), 8 emigration control counters (include 4 twin counters), 2 e-passport processors ease and enhance the airport experience of departing passengers.
Three sets of security scanners at the central security control (each set comprising one scanner for personal items/hand luggage and a body scanner) lead the way to eight passenger boarding lounges (with a total capacity of 900 seats) for contact boarding, corresponding to 4 twin fixed Passenger
Boarding Bridges (PBBs). These have dual bridges per aircraft stand for the Multiple Aircraft Ramp System (MARS) to maximize operational flexibility for a variable mix of fleet. Dual boarding bridges enable simultaneous embarking and disembarking of two separate flights on the same stand, or boarding first and business class separately from economy class for a wide body aircraft.
The lounges are supplemented with various amenities like toilets, prayer rooms, smoking rooms, food and beverage facilities and substantial commercial retail space. The baggage reclaim hall has one conveyor for domestic passenger luggage, one for international passenger luggage and another that can be used for both depending on the requirement. Each carousel is set at a comfortable distance of 16.8 m from the next, internally segregated by large glazed partitions with sliding doors. A customs control facility based on the red/green system including scanners for detection of Radio Frequency Identification (RFID)
baggage tagging system is the last point before the passenger leaves the terminal.
Mezzanine level
This level deals exclusively with the security and immigration formalities for arriving passengers before they proceed to the baggage reclaim located in Arrival / Departure level. It is equipped with 8 immigration counters and facilities for transfer of passengers.
Other interesting features include:
y Dedicated rooms/cubicles for conducting additional security searches and verification of identities (wherever required, at emigration, immigration, security and customs control points)
y All prayer rooms with ablution facilities are located facing Mecca.
y Barrier-free access for physically challenged people throughout the airport
y A 30 m clear queue and circulation space between the check-in countersInterior view of Passenger Terminal Building
Well-lit corridor of apron arrival - departure area
y Over 18 m high Departure and Arrival Hall for cross-circulation and ‘Meeters and Greeters’ area
y Departing passengers are generally orientated towards the apron for maximum visual directional guidance
y Open view of apron from all gate lounges
y Abundant natural light through the use of skylights and curtain wall glazing
y A double height facade on airside allows deeper penetration of daylight into the Departure, Arrival and Mezzanine Levels
y Both departing and arriving passengers always move in large, open, airy spaces with generous headroom.
y Arriving passengers have a clear line of sight for the customs control location and exits from the Baggage Reclaim Hall after descending the escalators from post-immigration.
y The terminal building caters to the needs of a large range of aircrafts, from Type C to Type E.
Separation between Circuits The internal layout of the terminal building is developed around the sole notion of segregating the passenger (front of house) and the airport staff (back of house). This is clearly reflected in the floor, wall and ceiling finishes.
The Front of House finishes are vastly superior; they include Desert Rose Omani marble and back painted glass clad walls of white and blue, sound regulating perforated metal panels for superior acoustics; various hues of grey and black granite in the flooring and an acoustic metal false ceiling in the form of custom shaped and size tiles with ultra-fine perforations.
Back of house finishes are limited to plaster and paint on the walls, both
Cementitious and Epoxy Terrazzo on the floor and acoustic metal false ceiling clip in tiles with larger perforations.
Unlike most other airports, there is no separation between domestic and international departure circuits; however, a passenger reconciliation procedure is integrated into the passenger processing IT/bio-metric data system to ensure that there is no possibility of a mix-up between domestic and international passengers at the boarding gates.
The placement of processing functions is logical in their locations and orientation. The layout presents itself to passengers in an unfolding sequence that is clearly understandable to both seasoned and inexperienced travelers alike. Given the openness of the terminal building, the clarity of orientation is maximized – a key ingredient in substantially reducing passenger anxiety.
Elements that create a unique identity Cast glass water feature The exclusive cast glass water feature at the main entrance and exit of the terminal building is a stunning focal point for passengers. It is made of one large panel of 9.0 m length x 3.5 m height on either side of the international and domestic arrivals comprising 18 pieces of 15 mm thick blue laminated tempered cast glass, encased in a minimalist stainless steel frame, backlit with LED lights.
Combined with the internal landscaping of the coconut palm nestled within indigenous planting, it gives the travel enthusiast a glimpse of what they can experience in Salalah.
Canopies The canopies play a very important role
in breaking-up the large volumes that the main terminal sloping roof creates, to an ideal ‘human’ proportion.
Perforated timber veneer panels are used to create a contrast with the predominant white colour of the roof. The stainless steel weld mesh at the periphery punctuates the heavy timber and successfully reinforces the connection to the shape and inclination of the roof via its transparency, throughout retaining the fluidity of form.
The canopies over the immigration area in departure, arrival and mezzanine levels are coordinated with the ovoid counters, in terms of finishes.
VIP facility Unlike the interiors of the terminal building, the VIP facility posits a traditional approach in terms of design and material.
A strong geometric shape, the triangle, is the inspiration to develop a pattern that is reflected in the wall, floor
and ceiling in different scales and materials. Repetition and symmetry, the two foundation stones of Islamic architecture, dictate the interior design.
Large mosaics of yellow stone ‘Travertine’ on both floors and walls in various hues and finishes; Mashrabiya screens for windows and feature wall panels with Arabesque patterns in wood; carved gypsum ceilings with a focal dome and soft mood lighting all contribute in creating a royal ambience.
Pillar tree-like columns The tree columns are evocative of the coconut palm, found abundantly in Salalah. These are clad in two different finishes of stainless steel, mirror and polished with top uplighters at the pinnacle of the column. The guard rail around the column is equipped with a continuous LED strip. When lit, it creates the impression of a floating column.
LED backlit, cut glass water feature at the entrance
View of the Passenger Terminal Building from the apron
Canopies made of timber veneer panels and stainless steel mesh
MEP fixtures including public address speakers are concealed within the column cladding, with removable panels for regular maintenance. Stainless steel is extensively used for its versatility as a cladding element and its ability to bend for providing clean crisp corners. Grade 316 is a mandate set by the extreme weather conditions experienced in Salalah, to provide a rust free, corrosion free long lasting finish.
Various vernacular elements like the Arabesque pattern of a Mashrabiya (traditionally carved lattice woodwork enclosing a window) is integrated in key internal finishes like carpets, the entrance doors to the lift and feature panels in the double height spaces near the immigration counters and the baggage carousels.
It is also featured prominently in the external façade of the terminal, integrated within the colonnade,
where it prominently contributes to the degree of solar shading provided for the lower segment of the east and west elevations. This is an attempt to recreate traditional elements and patterns in a contemporary new age material.
Poly carbonate Panels Opal and luminescent polycarbonate forms the backdrop of the airline check-in counters backlit with color changing LED that can be set to a plethora of combinations. All panels (26 m width x 2.65 m height) are framed at top and bottom using stainless steel material.
Maintenance cradles To address maintenance and cleaning issues posed by the roof structure in the terminal building, a permanent maintenance system was envisaged comprising telescopic and single man
cradles (which move parallel to the roof profile) and movable gantries (which move parallel to the inclined curtain wall).
Public conveyance system Effective passenger movement is what adds to the functionality of an airport for which various vertical circulation elements have been factored into the building design.
Panoramic lifts The panoramic lifts provide seamless visual connectivity to the passengers as they travel through various levels.
Escalators and staircases The escalators and staircases have been placed as a combination. Each escalator between different levels has a staircase adjacent to it and both
typically slope up at an inclination of 30 degrees. To ensure this a specific riser/tread configuration has been established. The riser value is maintained at 165 mm and the tread is adjusted to 285.788 mm.
Bulkheads Considering the double height of lounges and the MEP requirement at these areas, bulkheads are used to effectively conceal the various services.
Movable wall The sliding stacking wall system between the central security and the immigration counters maintains transparency with fully glazed panels. Its light weight, minimal packing space requirement and versatility with module stacking make it ideal as an emergency barrier. The wall spans across a length of 20 m x 2.95 m in height and is mechanised with two motors located inside the false ceiling.
Chandeliers This is used as feature lighting in the departure/arrival concourse area of the to give a hint of traditionality.
Porthole lights The curvature of the roof posed a challenge in installing lights at the higher levels which was addressed by providing portholes integrated with the false ceiling to provide cluster lighting.
Marker lights In-ground, marker lights are integrated within the flooring as a design element and also used to highlight passenger conveyance such as escalators, lifts and staircases. The counters where queuing is anticipated have marker lights too. The sliding door openings, gate lounges on the inside facing the façade have a continuous stainless steel edge box with in-ground up lighting.
Palm tree shaped pillar columns
View of escalator with staircase adjacent to it
VIP corridor
Commanding Aviation in the Omani territory Air Traffic Control tower (ATC) The Air Traffic Control Tower, the heart of the airport, is located adjacent to the main Passenger Terminal Building with a design that is in harmony with the PTB, reflecting Omani traditional heritage. A symmetrical layout and splaying planes resembling turrets of a fortress and curved form is used to reflect the roof curves of the PTB. The overall architecture concept is to highlight the emerging modernization and development depicted in a glazed oval shaped tower wrapped in splaying planes.
The access to the tower is through a 5 m wide road widens in front of it. The ATC tower is connected to the ATM complex through an access corridor.
The oval shaped 57 meter tall ATC Tower has 14 levels with one sub floor of a maximum diameter of 15.758 m from sub floor to level 11; 9.70 m diameter at level 12; and 8.60 m diameter at levels 13 and 14.
An aluminium pinnacle at the top of the tower is used for lightening protection. An underground service tunnel runs between the ATM complex on the western side of the tower and the cooling yard at to the east of the tower connecting them functionally. At the ground level, It is connected to the ATM complex and the cooling yard through a corridor shaded by pergola roof.
The façade of the ATC tower is made up of a standard curtain wall stick system fixed to the reinforced concrete structure at regular intervals and demountable curved aluminum cladding panels. The BMU is mounted at 43.210 m level of the control tower, which is capable of accessing all exterior surfaces of the control tower from levels 2 to 11.
Visual Control Room (VCR) This key operational room from where the aerodrome control service is conducted has specialized interior finishes. The entire ceiling area of the VCR including all service fixtures like ceiling rails, diffusers, smoke detector heads and light fitting surrounds are dark matt non- reflective black colour to avoid reflections in the windows. The roof is entirely supported by three “I” columns of size 300 mm x 650 mm at grids located around the perimeter of the room. The column size is kept to a minimum of 300 mm x 650 mm, to achieve maximum visibility, yet maintain the structural integrity and contain service ducts. The glazed façade of the VCR is inclined at 15 degrees to avoid internal reflection. There are 18 equal panes of glass supported at the top and bottom by glazing channels. This is a special glazing system with low-e acoustic insulation and anti-condensation
properties. 12 sun filter blinds are provided on the Eastern, Western and Southern glazing of the VCR
through an arc of 270 degrees designed for individual control via a cable and electric winch system connected to an electric winch motor located at the bottom of the glazing. The control of each blind is with 4 touch screens, one located on each of the air traffic consoles on the Southern side of the VCR.
Features of the specialized roof:
y Metal clad insulated air conditioning plant room, located centrally on the roof
y Access is from the interior of the VCR, by means of a retractable staircase ladder system. The ladder is motorized and allows full operation from both within and externally from the plant room on the roof. The roof hatch is so designed that it can be securely closed and locked from the inside with an override from the outside.
y The safety handrail of 1200 mm height mounted around the outer perimeter of the roof is designed with sufficient strength to enable attachment of microwave dishes, antennae, etc.
LVL 14 Roof Deck AHU-3 - Level 14 +51.480m(R)
LVL 13 Visual Control Room (VCR) - Level 13 +46.620m (R)
LVL 12 VCR Sub Floor (Raised Floor Void)-Level 12 +44.460m (R)
LVL 11 Future Development - Level 11 +39.600m (R)
LVL 10 De-Briefing room & IT Room - Level 10 +36.000m (R)
LVL 09 Staff Facilities & Toilets - Level 09 +32.400m (R)
LVL 08 Meteorological Floor - Level 08 +28.800m (R)
LVL 07 Technical Equipment Rooms 2 - Level 07 +25.200m (R)
LVL 06 Technical Equipment Rooms 1 - Level 06 +21.600m (R)
LVL 05 Cooling & Water Pumps - Level 05 +18.000m (R)
LVL 04 Technical AHU 2 - Level 04 +14.400m (R)
LVL 03 Technical AHU 1 - Level 03 +10.800m (R)
LVL 02 Battery & UPS Room - Level 02 +7.200m (R)
LVL 01 Electrical/Stair Pressurization Rooms - Level 01
+3.600m (R)
LVL 00 Service Entrance & IT Room - Level 00 +0.000m (R)
SF Sub Floor -3.170m (R)
Schematic section of ATC Tower
57 m tall Air Traffic Control Tower Visual Control Room inside the ATC
Royal Oman Police (ROP) building The Royal Oman Police building, the administrative and operations area of Oman police responsible for the safety and security of passengers and the infrastructure in the airport, is located on the eastern side in close proximity to the PTB. A two storied building with a built up area of 4871 sq.m., it is rectangular in shape with 3 blocks separated by two entrance lobbies. Common amenities, elevators and staircases are located in the middle block for easy accessibility and convenience of staff. The ground floor accommodates the Emergency Operation Center (EOC), 3 Operation halls, the Operation Director’s Room, Intelligence office, Special Forces Office
and other associated rooms. Common amenities such as rest rooms, prayer rooms and dining hall are also located on this floor. The first floor houses the offices of the Administration, Immigration and Security control along with the Training Room and Library.
This is a highly specialized building where the various activities of ROP are integrated under one roof for monitoring and providing rapid response to the safety and security operations of the airport.
Interiors are finished with granite stone flooring for corridors, marble flooring for office areas, crema nova-Italian
marble flooring for the Director’s office with a perforated acoustical metal false ceiling. The exterior walls are finished with beige colored granular render, laminated double glazed windows and granite plinth. The horizontal groove lines provided at regular intervals in the façade match the stone cladding lines of the PTB and other ancillary buildings in the airport. The aluminum louvered canopies provide a shaded entry into the building.
Controlling the upper air space Air Traffic Management (ATM) complex The Air Traffic Management complex is located in close proximity to the control tower and accommodates a range of office rooms, meeting rooms, workshops and related support functions for the air traffic staff.
The Air Traffic Management complex encompasses specialized facilities from where the ATM operations are conducted for controlling the upper air space throughout Oman.
Access to it is through a 7.5 m wide road from the secondary access road that leads to car park. Both open and covered car parks are provided on either side of this axial road. There is a maintenance access road at the Southern side of the building to access the plant rooms.
The complex is a ground plus four storied structure with the basement floor for services. The building has three blocks of four zones, set-up in an “L” shaped asymmetrical assignment. Three blocks are connected via glazed corridors and a double height atrium. Office blocks are developed in a modular grid suited to achieve the repeated office unit size of 20 sq.m. The essence of traditional Omani architecture is maintained by using stone cladding on exterior walls and by adapting suitable proportions for glazed windows. The asymmetrical layout of the ATM complex enhances the overall symmetrical layout of the PTB complex.
The basic planning principle of the complex is to unite a number of activities in a single building while retaining the independence and flexibility of operations and service provisions.
Specialized areas in the ATM complex Approach Room
The air traffic control approach operation is conducted from this room 24 hours a day, 365 days a year. It is provided with specialized finishes such as metal and wood panels with a raised access floor throughout designed to permit maximum flexibility, to accommodate different room layouts and the introduction of new equipment, together with a specialized room lighting system.
Technical Equipment Rooms
These rooms contain all the technical equipment required to support the operation of the Apron control, the Meteorological Forecasting Centre and the Emergency Weather Centre on the first floor along with the Radar and Tower Simulator on the ground floor Simulator, meteorology and approach equipment rooms are classified as essential service facilities for the operation of the airport.
Radar Simulator Room
This facility comprises of 2 individual rooms separated by a one-way glass screen. Air traffic control students sit at consoles in one room and the adjacent room accommodates
the pilots / instructors for training exercises.
Both rooms contain operational consoles that can be used to control aircraft. The radar simulator rooms are standard rooms but fitted with a one-way glass screen partitions. This glass runs from desktop to ceiling level, which together with the lighting levels in both rooms are configured such that vision is always possible from the pilot’s room into the simulator room, but not in the opposite direction.
Tower Simulator Room
This facility comprises of two individual rooms separated by a one- way glass screen. The large tower simulator room contains overhead projectors that project an image onto screens mounted around the perimeter of the room initially throughout 270 degrees with the potential to later increase this to 360 degrees.
Meteorology Forecasting and Emergency Weather Centre
Weather predictions and atmospheric studies are carried out in this room. The centre provides daily weather reports, aviation weather forecasts, issues weather warnings for safe aviation and maintains a weather database.Work in progress at the Royal Oman Police building
Exterior view of the Air Traffic Management complex
Infrastructure for a vigilant force
Deportee Departure Facility (DDF) It caters to the temporary detaining facilities of deportees including temporary accommodation facilities for detainees, office areas, catering services for detainees and staff.
The Deportee Departure Facility building is located in the utility yard in the airside-landside boundary and is a single storied structure with high ceiling for specific areas namely, security scanning, reception lounge short stay, pre-check waiting lounge and boarding lounge. The overall size of the building is 91 m x 56.0 m with a height of 4.5 m except for the high ceiling positions where the roof slab is at 7.1 m from finished level. The maximum
height of the building including parapet is 8.7 m from finished ground level.
Entry is through the forecourt on the South West side. The forecourt leads to the main entry that in turn leads to the reception lounge through a draught lobby. All facilities in the building are accessed through corridors. To provide natural light, four internal courtyards and five yards have been planned.
A plush forecourt that is finished with 40 mm thick heavy duty interlocking paver tiles and light beige colour flamed granite, a reception lounge with sofas, 2700 mm high glazed partition between
the queuing and the scanning areas and a 1800 mm wide corridor connecting the Control and Interview rooms to the security scanning area, short stay cells with bedding facility and high class boarding lounges are some striking areas of this facility.
Since this building is a highly secured zone, the design team made special arrangements for doubly securing windows with cameras and the grilles. All sanitary items in toilets are stainless steel non removable fittings and fixtures and the false ceiling is a double layer gypsum board ceiling with a metal net in between for security.
Illuminating radiance and magnificence Lighting Lighting is an intrinsic aspect of the building interiors and landscapes. Proper lighting can enhance task performance, improve the appearance of an area and also have positive psychological effects on occupants. Scope for flow of natural light can save energy in place of using artificial lighting, which represents a major component of energy consumption in buildings.
Airport Lighting at the PTB is designed mainly considering the comfort and wellbeing of passengers and staff. It is carefully integrated with the architecture, its spatial qualities and light sources for energy efficiency, visual properties and ease of maintenance.
y Warm white lamps are used predominantly with cool white lamps in internal canopies of the terminal building.
y Simple lighting treatment using subtle changes in light-color to define the exit/entry to the PTB.
y Cool white linear source lighting is integrated to the roof edge to delineate the roof curves and edges against the warm-white internal PTB lighting.
y External vertical / horizontal mashrabiya in and around colonnade
Some bright facts:
11,600
20,300
109
CFL/T5 Lamps 14600
An arresting ambience
Display of colourful lighting on the polycarbonate panels at the PTB departure hallExterior view of the Deportee Departure Facility
Engineering for Health and Hygiene State-of-the-art and Energy Efficient Public Health Engineering The water supply and drainage systems of the Salalah Airport is designed and constructed with energy efficient and eco-friendly technology suitable for fast track installation and easy maintenance based on European codes (BS EN) and local norms.
Some tall facts
y 5 sets of Potable and Makeup Water Booster Pumps
y 355 Passenger / Staff / Detention Toilets
y 1620 Sanitary Fixtures/ Fittings
y 12 sets of Sewage Lifting Stations/ Dewatering Sump Pumps
y 7 sets of Sewage Ventilation Systems
y 2 sets of Aircraft Sewage Disposal Facilities
y 380 HDPE Manhole and Isolation/ Air Release Valve Chambers
y 16.5 km External Water Supply HDPE Piping
y 20 km Internal Water Supply Copper & PEX Piping
y 29 km Sewage & Rainwater Piping
y 448 Conventional Rainwater Outlets
y 132 Syphonic Outlets
Storage Tanks, Booster Pumps & External Water Supply The water supply is fed through a 4 km - long dedicated pipe line laid from the Water Authority Reservoir located in Ittin. The metered supply line feeds water to potable water, makeup water and fire water tanks located in the utility yard inside airport boundary.
The online chlorine dosing is provided through a disinfection unit and partition walls. Sufficient openings are provided inside tanks for proper recirculation of the water to prevent legionella and other bacterial and fungus growth.
The external water supply is designed mainly as per BS EN 805:2000 and internal water supply as per BS EN 6700:2006. The potable water supply for the airport is fed through dedicated vertical inline multi-stage booster pumps. The makeup water supply for the cooling tower and thermal storage tanks is fed through separate vertical inline multi-stage Booster Pumps. All Booster Pumps are VFD driven and monitored through the Control and Monitoring system and further connected with the airports SCADA system.
The main distribution network is a ring main network system of buried HDPE PN16 pipes which feeds water to all the buildings. The external water supply system is designed using EPANET software. The remote building water demand is catered through tankers; small storage tanks and booster pumps are provided for the high rise floors of the ATC Tower. The isolation, air release and drain valves are provided in the main distribution network to meet the maintenance requirement.
View of the chiller plant
Illuminated view of the airport
A Central Battery System (CBS) has been implemented for the first time by L&T in an airport project to suffice emergency lighting system.
Lighting Control System
The architectural Lighting Control Dimming System (LCDS) is fully centralized and controls all aspects of the lighting installations in all public areas throughout the main terminal building.
The system is grouped and zoned to reflect the various types of lighting i.e., active, task, passive and ancillary.
Brightness and contrast control within each zone / group is controlled (1-10v controller) through various strategies via: daylight sensor, astronomical time- clock and programmable scenes with manual override.
Lighting up the Tower
The curved and layered architectural expression of the ATC Tower is accentuated with the use of concealed and fully integrated lighting both vertically and at the base. An in- ground light fixture with DMX feature is provided around the base of the tower to give a floating effect to the building.
are up-lit from the ground-recessed luminaires and down light wall from mounted luminaires revealing their three dimensional form.
y Ground recessed markers emphasise pathways and routes to key stages in the airport passenger movement. Where people are likely to follow a prescribed route, a sequence of ‘beacons’ lead the eye and footsteps for change of level and direction.
y Soft focused feature up-lighting concealed at the column capitals is intended to reveal the steel structural branches springing from each column capital, which represent the foliage of a coconut tree. In addition, low level concealed skirt lighting around each column base gives a floating effect to the column.
y Conventional wall washing aims to maintain coherence across the entire landscape area wall. By mounting luminaires at regular intervals – or continuously in the case of linear luminaires – the walls are gently ’washed‘ with even illumination. This soft, glare-free ambient lighting
creates visual interest and in many situations also provide general surround lighting to the area, by reflection.
y Coves with architectural luminaires direct light upward to the ceiling and use the ceiling as a reflector to distribute light indirectly throughout the VIP areas/ passenger corridor.
y Task lighting is used to increase luminance in addition to the ambient lighting.
y Light fixture is integrated in FIDS screen for the check in counter area.
y Other luminaries are integrated in the architectural ceiling pattern.
y LED strip light behind the water feature cast glass gives uniform light and highlight cast glass and flowing water pattern.
y Luminaires give the floating effect to specific architectural elements such as the columns, seaters, baggage carousel belts and vanity counters.
y VIP area lighting is designed for 5-star hospitality lighting.
Internal water supply The hot and cold water supply pipes inside the building are insulated copper pipes and the smaller pipes from the manifold to sanitary fittings are PEX ones. These flexible PEX pipes running inside containment pipes can be replaced at any time during construction or operation/maintenance without disturbing the wall finish.
High-end ecofriendly sanitary fixtures and fittings are installed and the WC flush valves, urinal flushes and basin taps are all sensor operated with less water consuming features which will contribute to the energy and water efficiency of the building. The tempered glass wall cladding in the passenger toilets have been neatly cut out for sanitary fixtures.
Ablution facilities are provided near all the prayer rooms with a janitor room inside each toilet.
Hot water is supplied through independent electric water heaters with expansion tanks installed at every toilet.
Drinking water chillers and fountains are provided in the PTB passengers areas.
Sanitary / surface drainage The internal drainage system is a single stack pipe with primary venting arrangements. The Sewage system is designed as per BS EN 12056-2:2000. The above ground sewage and surface
water collection for the main PTB/ATM and ATC buildings are by CI pipes and for other buildings through HDPE. The below ground pipes inside building is uPVC.
Trapped stainless steel and CI floor gullies are provided which can be maintained and cleaned easily by removing the cover and trap. The cleaning access and floor clean outs are provided as per requirement.
The installation of internal plumbing works was a major challenge due to the multiple number of services running inside the ceiling. The sloped sanitary pipe lines are laid inside beam coffers to provide space for other services and to achieve the required ceiling levels. The beam/ slab/ retaining wall sleeves have been well synchronized with the structure since project inception. Core cuts were avoided as much as possible.
There are Sump Pumps (5 sets) for surface water collection for the PTB plant, ATC sub floor and Chiller Plant trenches which are at the lower level.
For ATC, solvent fitting is provided in the vertical stack to reduce the flow velocity (due to the height of the building) and avoid the anti-siphonage of drainage stacks to keep the floor gully water seal intact eliminating foul smell inside the building.
Solvent fittings in high- rise buildings The sewage through each building is collected through HDPE manholes and interconnected with UPVC and GRP pipes lines. The external sewer network is designed based on BS EN 752-2008. The intermediate sewage lifting stations are provided to lift the sewage up to the airport boundary, then connected with the municipality sewage city mains outside the airport boundary.
HDPE manholes are provided with in-built pipe connections, back drops, haunches and ladders. These manholes are factory made that saved installation time.
Oil, Grease and Acid Neutralization units are provided to remove oil, grease and chemicals from the internal sanitary drainage of the buildings before connecting to the external sewage network. For remote buildings, where external sewage connectivity is not possible, holding tanks are provided. The external sewer lines are inspected using Closed Circuit Television (CCTV).
Each sewage lifting station is provided with a sewage ventilation system to treat the foul smell emanating from gases inside the lifting station. The ventilation/odour control system is provided for the removal of hydrogen sulphide (H2S) and other foul odours within the sewage lifting stations. All chambers in the stations are furnished with vent pipes for natural ventilation.
Each sewage lifting pump and sewage ventilation system is monitored through the airport’s SCADA system.
Aircraft sewage receiving station For aircraft sewage disposal, a dedicated aircraft sewage receiving station has been installed. The aircraft sewage disposal station comprises two independent in- built grinders for shredding the waste to avoid blockage of the main sewer pipes. Waste from the disposal station is connected to the main sewer line by gravity flow.
Roof Drainage The internal storm water drainage conventional system is designed as per BS EN 12056-3:2000 and the Syphonic drainage system is designed as per SRDA regulation. The roof drainage system of the larger metal roof of PTB, OAMC and CFR buildings and the concrete roof of the ATM building are the Syphonic Roof drainage system. The roof drainage for other smaller metal and concrete roofs and all other ancillary / utility buildings are the conventional roof drainage system.
Potable Water Storage Tank
2 x 1000 cu.m
Makeup Water Storage Tank
2 x 1400 cu.m
Fire Water Storage Tank
2 x 1800 cu.m
13.5 LPS @ 75 m
12.75 LPS @ 30 m
Sensor operated fittings at the wash rooms
The Stimulation System Aviation fuel supply system Salalah Airport Development project consists of fuel farm and a fuel hydrant network for replenishing fuel to aircrafts parked at the Cargo and Passenger aprons.
As the airport is designed for development in stages, the state-of- the-art fuel farm is designed for the storage and pump capacity required in the initial Stage 1 of handling 1 million passengers per annum with provision for further extension in Stage 2 of the development to accommodate 2 million passengers per Annum.
Aviation fuel tanks The fuel is transferred from road side tankers through two off loading fuel pumps of capacity of 150 cu.m/h each in the off-loading shed. The fuel tank storage has three API 650 vertical steel tanks (1400 cu.m) including reserve storage. Furthermore one de-fuelling tank is included with a storage capacity of (310 cu.m) corresponding to the
tank capacity of the biggest aircraft the airport is designed for, the A380.
The bund wall is provided around each tank for the capacity of 110% of the tank volume to avoid spillage of oil into the surrounding areas. The concrete paving around the storage tanks and slope is provided towards the drain cannels and fuel oil separators.
The storage includes a number of smaller buried tanks such as product recovery and slop tanks. The fuel is pumped from the storage tanks to the Fuel Hydrant System by three main fuel hydrant pumps (270 cu.m/h), one jockey and one truck transfer pump. Before leaving the fuel storage area, an Emergency Shutdown (ESD) valve has been installed in each of the two Fuel Hydrant supply lines. The pumps are located in a concrete catch basin. All pumps are kept in shelters. Furthermore an airside off-loading rack is also provided in cases where an aircraft demands defueling. The total above the ground piping is almost 1.7 km in length which includes the pipe dia. of 250 NB and 150 NB.
Fuel Hydrant System The Fuel Hydrant System (FHS) is designed to supply fuel to a traffic
level of 2 Million Passengers Per Year (MPPA), corresponding to 6 departures in the peak hour and simultaneously supply fuel to 0.8 departing cargo aircrafts in the peak hour. The FHS has two supply lines of 250 NB dia. to form a ring connection to facilitate fuel supply in case of repair or emergency situations.
The FHS allows for expansion without interrupting the supply by installing double valves at the ends of the supply lines. There are 12 hydrant pits located at the cargo area and 24 hydrant pits at the Passenger Terminal apron area. The total underground piping is almost 4.3 km in length which includes the pipe dia. of 250 NB and 150 NB.
Cathodic Protection System The Cathodic Protection (CP) system is provided to inhibit corrosion of the factory-coated underground pipes for the fuel hydrant system, underground slope and product recovery tanks. The CP system covers the fuel hydrant system installations for Stage 1 expandable to provide sufficient protection for the future extensions of the fuel hydrant system in Stage 2, as well.
Control and Monitoring Systems Fuel Farm System Control and Monitoring System (FFCMS)
The Fuel Farm and Pump Stations are controlled and monitored by a control and monitoring system for their reliable operation and traceability of operation with respect to fuel quality.
Fuel Hydrant System Control and Monitoring System (FHCMS)
The FHS is controlled and monitored by a control and monitoring system that comprise of a PLC system and a SCADA system.
Emergency shutdown system Fuel Farm System Emergency Shut Down (FFSESD)
The Emergency Shutdown System (FFESD) brings the Fuel Farm into a safe state upon the activation of an emergency shutdown signal source. To achieve the safe state, the FFESD stops all pumps and closes all motor operated valves in the Fuel Farm and Pump Station. It is possible to activate
emergency shutdown from two types of signal sources:
y Emergency Shutdown Buttons (ESB) in the Fuel Farm and Pump Station which are placed at suitable locations in the plant for easy access in case of emergency.
y The Emergency Shutdown system of the Fuel Hydrant System which activates a shutdown command to the Fuel Farm and Pump Station if one of the ESB buttons in the Fuel Hydrant System is activated.
Fuel Hydrant System Emergency Shut Down (FHSESD)
The Emergency Shutdown System of the FHS is separate from the FHSCMS. The FHSESD will ensure that the activation of an ESD push button (called ESB) results in the activation of a shutdown signal to the Emergency Shutdown System (ESD) of the Fuel Pumping Station.
The FHSESD system comprise ESB’s at the aircraft stands, a number of geographically distributed input/output units, a central unit and a high integrity communication network and the ESD LAN, which transmits the signals from the ESBs to the central unit.
Leak Detection System (LDS)
For the first stage the total FHS has been divided into 4 discrete sections on the basis of double block, bleed valves, temperature and pressure transmitter on the downstream side of the valves.
The system has a proven track record and complies with the requirement recommended by The Institute of Petroleum of maximum leakage of 0.04 liters/hour/cu.m.
The system can also monitor several pipeline sections in parallel with the help of trained operator.
Fire Protection System
A fire protection system has been installed as per NFPA recommendation. The firewater system consists of two lines: a water and a foam line. The fuel tanks are protected with the water spray system for exposure protection of the tank and the foam chamber is provided to suppress the fire inside the tank with the foam. The foam water spray system is also provided to the off- loading airside and landside and fuel pump sheds. Foam water and water monitors are provided to protect bund area and fuel farm area fires.Aviation fuel storage tanks Fuel transfer pump
Location of fuel farm in the overall site plan
The backbone of Airport Connectivity IT passive infrastructure With growing popularity of Internet Protocol (IP) enabled devices and the growing dependence on information technology, almost all systems in a modern airport are serviced using robust and reliable IT passive infrastructure. Salalah International Airport is one such modern Airport where IT passive infrastructure is its backbone playing a key role for operation, security, utility management and system integration in the PTB, ATM, ATC and other ancillary buildings.
L&T’s scope of work in creating IT Passive Infrastructure includes design and implementation of:
y Local Area Network (LAN) in all buildings
y Airport Wide Area Network (AWAN) for all buildings and outdoor equipment/systems like NAVAIDS, METEOROLOGY
y Specific IT Passive Infrastructure installations for two redundant Data Centres (DC1 & DC2), meeting Tier 2+ specifications
y Infrastructure for three Master Control Centers: one each for Oman Airport Management Company (OAMC), Royal Oman Police (ROP) & Internal Security Service (ISS)
The IT passive infrastructure in Salalah Airport is delivered with the following dedicated networks:
y Airport Community Network (ACN)
y Security Network (SecNet), i.e. Royal Oman Police-ROP and Internal Security Service-ISS
y Physical Networks such as ACN, SecNet & ATM
The highly resilient and redundant IT system network has been provided with 3 - Tier architecture (Core, Distribution and Access Layer) that makes the design easily scalable to new physical areas as well as integrating provision for future expansions.
MCC - Master Control Centres designed for stringent ISO standard 11064
Special connectivity Data centres in Salalah Airport are connected to the Data centres in the Muscat Airport via GWAN links with the help of Oman Tel, the local telecom service provider. Airport SCADA/BMS in the Salalah and Muscat airports is also interconnected vide GWAN links.
Server racks in data centre
Baggage Handling System
Equipment racks in Air Traffic Control / Meteorology network
LAN
y Around 175 nos IT racks
y Around 12,000 IT points
y Around 850 km of Cat 6 cabling
y Around 35 km of Indoor fibre cabling
AWAN
y Around 150 nos splice enclosures
DATACENTRES
y MPO cables used
y 140 Server racks
Fast facts
The following systems are supported by the IT Passive Infrastructure:
y IT Network systems like IP Telephony, MATV, NMS etc.
y Airport IT Systems like FIDS, PBB, ERP etc.
y Facility Management & Miscellaneous Systems like Airport SCADA, AGL, BHS, etc.
y Security Systems like Access control, CCTV, scanners, etc.
Guaranteed Comfort… 24X7 Air conditioning and Mechanical ventilation system The Salalah airport Air Conditioning and Mechanical Ventilation (ACMV) system is designed to maintain high indoor air quality, guaranteeing human comfort and ensuring a suitable environment for effective operation of critical equipment and gadgets. The design of the building is based on international standards like ASHRAE and CIBSI.
The Passenger Terminal and all other buildings are air-conditioned to maintain high level of ‘comfort’ inside the building. The building’s cooling load is calculated using Carrier HAP software.
Very efficient Air Handling Units (AHUs) have been installed for space cooling. The AHUs are of ‘two-tier construction’ with the supply fan in the lower tier and exhaust fan in the upper. Heat recovery units (enthalpy wheel), cooling coils, and filters are other components. There are AHUs with cross flow heat exchangers and a run around coil system provided even where latent heat recovery is not preferred (areas like medical zones, kitchens, etc.). Carbon filters are provided in the AHU Bridge house to combat the effect of exhaust fumes from aircraft.
The entire building interface is provided with a plate heat exchanger and a tertiary pumping system for dedicated fan coils and recirculation units provided for the critical rooms. Twelve stratification fans are strategically located at the PTB roof to maintain the indoor temperature and reduce heat generation in the main roof based on CFD analysis.
Air Distribution System GI Ducts distribute air throughout the building with VAV box provisions in both supply and return ducts for better control and energy efficiency. Return air ducting is also used for post fire removal of smoke accumulated within the building after quenching the fire. The air conditioning system is coordinated with other MEP services using BIM. Life safety systems such as in-fire smoke extract systems and stairwell pressurization systems are carried out in line with NFPA codes.
Chilled water distribution A 9.7 km long external chilled water network with pre-insulated pipe and leak detection system carries chilled water from the district cooling plant to the buildings through three circuits. Chilled water pipe entry to the building is equipped with energy metering, building interface and leak detection
panels for better control vide CPCMS. Approx. 27 km of pipework runs inside air-conditioning units of the building through Plate Heat Exchangers (PHE) provided at different locations as per the design.
District cooling system The District Cooling System for Salalah Airport is designed with four 7500 kW water cooled centrifugal chillers to supply chilled water at a temperature of 5°C and 15°C to PTB, ATM Complex, ATC Tower, Utility and the ancillary buildings.
A Thermal Energy Storage (TES) tank is employed to achieve best efficiency of the district cooling plant and for catering peak load sharing operation of the airport. A TES tank is also used as an emergency water source for fire-fighting and cooling tower make up. Centralized monitoring and control of utility plant operation is through the Chiller Plant Control & Monitoring System (CPCMS).
Energy saving – A MC 05 legacy MC 05 is designed to operate with high efficiency in different scenarios of cooling demand. The water cooled chillers in the district cooling plant are equipped with high COP and lesser 1 kW/TR. Variable Frequency Drives (VFDs) are provided in the cooling tower fans and secondary pumps in the district cooling plant with highly integrated control and monitoring through CPCMS. The building tertiary pumps and air distribution fans in the AHU are also equipped with VFDs.
The building side air distribution also contains the VAV box controlled by TT and CO2 sensors with the efficient Building Management System (BMS) to ensure energy savings based on variable occupancy and the climate conditions in Salalah.
y Air Cooled Chillers : 5
y Air Handling Units : 72
y Pumps : 87
y Fans : 290
y Motorized VCD : 750
y VAV/CAV Boxes : 1500
y Sound Attenuators : 181
y Air Curtains : 127
y Roof top package units : 12
y Down flow units : 42
y Piping : 27 km
y Valves : 5350
Thermal Energy Storage tank and cooling tower
Transforming virtual to reality Building Information Modeling (BIM) The architectural design along with space allocation for service corridors, ceiling space, ceiling height, plant rooms, substations, control rooms were fixed based on the concept design of the various buildings in the airport. This posed a challenge for the MEP team to fit in the services in the allotted spaces.
This titanic effort was handled by the effective use of 3-D Building Information Modeling tools. The Building Architectural/ Structural and MEP 3-D BIM Models were developed using Revit, and the structural steel models were developed with Tekla Software. The final clash analysis was carried out using Navis and then individual Revit and Tekla Models were updated and made clash free.
BIM models were developed since start of the interim design stage as per information available at that time. The material details and subcontractor’s designs were integrated into models during the detail design stage. All model files were stored centrally for easy access and referred to by site teams for clarification and understanding of the services. The site clashes were resolved instantly through these models.
Major Execution Quantities Structural Finishes
Item Quantity
Architectural Finishes
Floor finishes 175,283 sq.m
Doors & Windows 3,279 sq.m
MEP Works
IT Cabling 349,727 Rmt
LV Cabling 175,000 Rmt
Water Supply 10,700 Rmt
Chilled Water 8,000 Rmt
Fire Hydrant Piping 11,000 Rmt
Fuel Hydrant Piping 4,760 Rmt
Ensuring safe play Fire Protection and Detection System Airport fire safety design poses unique challenges for the fire protection team. A robust strategy for commissioning the fire and life safety systems and inspecting the key elements for completeness, as well as participating in the training and handover of a functioning fire strategy, is increasingly an essential part of the EPC’s role.
For the Salalah airport, the entire fire protection, alarm and detection was designed and built based on NFPA standards.
The following safety objectives were considered for the system design
y Life safety of occupants y Property protection – building and
contents y Means of escape y Control of flame spread on surfaces y Compartmentation y Fire service access and firefighting
facilities for fire fighters y Fire alarm and detection system y Active fire protection system y Fire rated doors y Smoke control
Active Fire Protection Systems at the airport
y Fire pump house y Automatic sprinkler system y Wet standpipe system (hose reel and
landing valve) y Pre-action sprinkler system y Deluge system
management system are integrated with the fire detection and alarm system through control relay modules.
A comprehensive cause and effect matrix has been developed to identify the operational mode of the electromechanical and IT systems falling in the respective fire zones in case of Fire Alarm system activation. The control module will send a signal to the devices of the other systems like AHUs, Fire Dampers, Fans, Fire Shutters, Travellators and Escalators, Access Control doors, and a Public announcement and other systems as per the cause and effect matrix.
y Gas suppression system y Yard hydrant system y Portable fire extinguishers y Automatic fire detection and alarm
system y Aspirating smoke detection system y Foam system
The integration of the Fire Detection and Alarm systems are the critical part of safety to life and systems like fire protection, HVAC, Electrical, IT, public announcement system, staircase pressurization and smoke control system, doors, baggage handling, vertical and horizontal transfer systems and building
M.J Gerard
Dibyajyoti Acharya
Nageshwar Rao
Soumya Rajagopalan
Dibyajyoti Acharya
R. Vijayan
y Device Testing
y Pre-commissioning Testing
y Commissioning Testing
y Functional Testing
¾ Performance Testing
¾ Part of Functional testing happens through the IT network hence after NRFU (Network Ready For Use)
¾ System Signoff happens here
y System Integration Testing
¾ Integration testing entirely happens over the IT network: this has to happen after NRFU and the Network Activation takes place: this is primarily IT integration
¾ A live AODB/IB in Muscat must be available before this stage
y Cause & Effect Testing
¾ Typically Fire hazard/event based cause & effect
¾ Control of MEP equipment in fire situation (including lifts & escalators)
¾ Allowing egress of people in fire situations (ACS) - usual surveillance of fire areas via CCTV
y All Power-out Testing (kind-of Cause & Effect Testing only) ¾ Loss of complete power source to the Airport
¾ Loss of power only to a building
y Tests on completion
¾ Validating system completeness
y ORAT (Operational Readiness Training & Trials)
¾ 6 months overlay • 3 month direct involvement • 3 month support to OAMC
The complex process of Testing & Commissioning and Integration for MC5 is based on the following process flow:-
As economies expand and metropolises seek a new destiny for themselves, they leverage L&T’s engineering expertise and top-class project management skills.
Rapidly changing the way the world travels is L&T’s airport revolution driven by a track record of outstanding airport projects.
Very soon, airports will become more interesting to tour than place… thanks to the exuberant Design & Build
solutions including integrated airport system solutions offered by L&T under a single roof.
Replete with grandeur, sophistication and passenger friendly amenities, this ultra-modern airport will be open to the world in the second quarter of 2015.
So plan your next vacation to Salalah during Khareef …!
Electrifying the composite airport systems at Salalah hinged on the construction of
a 132/11 kV primary substation and the execution of external electrical works. L&T’s Power Transmission & Distribution (PT&D) business bagged these significant packages to source and distribute power though with a demanding schedule.
The hub of the system Power for the new airport terminal airport is drawn from the Ittin grid substation located 6 km away. The task for L&T was to create a safe access to receive the power and to step it down to 132/11 kV for distribution within the airport. The scope of work included design, engineering, procurement, supply, installation, testing and commissioning of a range of high and low voltage equipment:
y 2 nos. of 132/11 kV 40 MVA power transformers
y 5 bays of single busbar indoor 132 kV gas insulated switchgear with local control cubicle panels
y 132 kV control and relay panels
y 132 kV busbar protection
y 132/11 kV transformer’s Remote Tap Charging Control (RTCC) panels
y 41 cubicles of 11 kV switchgear
y 110 V and 24 V DC systems
y 36 km of 132 kV EHV cables
y 12 km of 24 count fiber optic cables
While the main civil works for the substation building was carried out by the Buildings & Factories IC, the Power Transmission & Distribution IC coordinated with the civil team to provide the necessary interface management. This state-of-the- art power centre is equipped with appropriate rooms to house the various indoor facilities as well as outdoor equipment and is secure with permanent fencing arrangement.
ON A POWERFUL MISSION
11/0.415 kV distribution transformer and 24 V battery charger with battery bank in stainless steel enclosure
132 kV Gas Insulated Switchgear
Designed to deliver The project was given a head start with the prior finalization of design through a 3-stage process that included interim, detail and final stages of review. A host of preparatory tasks helped to achieve the key milestones that included 132 kV cable routing, sizing and calculations for current and voltage transformers, ground conductors, power cables, batteries and EOT cranes. The scheme drawings for the primary substation with appropriate section details were also submitted and approved through a series of substantiating workshops.
Linking the chords Two circuits of the 3-phase cables carry 132 kV of Extra High Voltage (EHV) power from the feeder grid station to the portals of the primary substation over a distance of 6 km. In real-time this measures close to 36 km of cabling across some critical cross-overs.
Major works undertaken included:
y 39 road crossing duct banks involving 650 cu.m of concreting
y 3 major road cross overs with horizontal drilling
y 48 m crossing with micro tunneling
y 60 m Wadi crossing duct with special gabions stones and boulders
y 5 joint bays at every kilometer
The entire cabling work was successfully completed under the manufacturer (M/s. Phelps Dodge International Limited) representative’s direct supervision.
Warding off ‘Khareef’ ‘Khareef’ are seasonal spells of rain and continuous drizzling that is experienced in these regions. Since most of the work was outdoor, sufficient measures had to be taken to protect the equipment and work zones during the onslaught of ‘Khareef’.
Post-padding the cables Subsequent to EHV cabling, the entire stretch was covered with dune sand to ensure soil thermal resistivity as per the approved current carrying calculation. This was not a simple pick and carry task as the approved quality of dune sand had to be sourced from 60 km away. Around 2500 cu.m of dune sand was stocked and consumed before the Khareef season to avoid the obvious logistical hurdles during adverse weather conditions.
Charging ahead The crucial Package 1 works was completed as per schedule and the primary substation was commissioned on October 30, 2013. This excellent performance held L&T in good stead and helped the company bag the operation and maintenance contract which calls for 24/7 monitoring and timely back-up of power services. A specialized agency has been deployed
132/11 kV primary substation
856 Security fence lighting & cabling works
11 kV Cable laying works 132/11 kV 40 MVA Power transformer
to oversee the operations till the handing over which is slated in June 2015.
External electrical works Package 2 involved the conversion of 11/0.415 kV external electrical works. The scope comprised supply, installation, testing and commissioning including overall integration of a range of power equipment:
y 32 nos. of 11 kV Ring Main Units (RMUs) with various configurations
y 41 nos. of 11/0.415 kV (250 kVA to 2500 kVA) transformers (both oil and dry types)
y 37 nos. of 24 V DC system with battery bank for indoor and outdoor open power distribution stations
y Complete set of Power Management System (PMS) with 35 Remote Terminal Unit (RTU) panels
y 89 km of 11 kV cables with various sizes and types including joints and termination accessories
y 329 km of small power and earthing cables
Bridging the power banks L&T played a crucial role in enabling the external electrical works that integrates with the Power Management System (PMS) of the airport. A major portion of the scope included cable laying for the 11 kV power line with appropriate jointing/termination across a distance of 89 km and the execution of low voltage power distribution scheme with earthing measures for 329 km.
The power through the cableways charges the external areas across:
y 10 Indoor substations
y 18 Open power distribution stations
y 856 Perimeter fence lighting
y 707 Road lighting
y 39 Service pits
y 16 Ground power units
The Power Management System (PMS) work stations located at the 132/11 kV PSS SCADA room are equipped with fiber optic communication and monitors the power distribution in the airport from the HV/MV primary substation to the MV/LV distribution substation. Further, PMS also interfaces with the airport’s SCADA system and Ittin grid substation
and communication is facilitated with protection relays provided with circuit breakers and necessary interlocking arrangements.
Blowing the chiller plants An exclusive 11 kV power source for the chiller plant is drawn from the primary substation. This scope involved installation, testing and commissioning of 24 cubicles comprising 11 kV switchgears and 14 nos. of 11 kV, 380 kVAR capacitor banks. As a part of interface management, L&T coordinated the design and executed the cabling and termination works with neutral earthing. During the testing and commissioning phase, L&T’s Testing & Commissioning engineers interfaced with the digital and primary master controller vendors to set up the relay adoption and conduct generator stability tests.
Ensuring a perfect circuit A complete survey was made of the 11 kV cable ring circuit covering a distance of more than 30 km both in the land and airside areas. The cable circuit is spread across 8 rings that comprise two chiller rings, a UTR ring, 2 PTB rings, an ASR and a LSR ring. The scope involved construction of 89 duct banks with 32 road crossings. Around 82 km of 11 kV cables are laid straight through jointing and termination in both the landside and air side areas. A small portion remains to be completed in the airside stretch that was delayed due to change in alignment and non- availability of permits from the statutory authorities. To mitigate this issue an alternate proposal has been submitted which has been approved by the client. Another major task was the cabling
for small power requirements across 249 km. This scope was later extended to the IT manhole containment, civil and road lighting works.
Safe landing 80% of the external electrical works has been executed and Team L&T is moving forward quickly towards lighting-up the portals of power by June 2015.
J. Karthikeyan Project Manager
11 kV Switchgear room
132 kV Control and Relay Panel
L&T Construction has to its credit several thousand lane kilometers of highways and superways along difficult terrains cutting across many parts of the globe. However, the development and widening of one of the oldest roads of Muscat city has caught the attention of the global construction industry particularly due to the unique challenges that the project presented.
THE ARTERIES
OF MUSCAT
Muscat, the largest city in the Governorate and the capital of Oman, has a glorious
history of being an important port of trade. This aspect has introduced a multi-cultural fabric to this unique city that witnessed massive infrastructural development and economic growth ever since the ascension of Qaboos bin Said as Sultan of Oman in 1970. With an estimated population of 1.2 million spread over a metropolitan area of 3500 sq. km, Muscat’s arterial roads were unable to cater to the growing vehicular population and the underground storm water drainage systems were inadequate to keep the city free of floods during the occasional heavy downpours.
The existing road networks, considered the arteries of Muscat, connect the central district (accommodating
eminent commercial and government establishments) to the suburban areas needed expansion to cater to the growing requirements of the city. Of these roads, the arterial road from Qurum Heights to Wadi Kabir is the city’s oldest road. Measuring only seven kilometers, travel from one end to the other could easily take about an hour during peak periods!
The wide angle To ease the congestion on this road, Muscat Municipality conceptualized the project of expansion and to eliminate the signalized junctions to allow free and uninterrupted flow of traffic. Completing the project corridor successfully was considered a strategic achievement for the administration apart from making it easier for VVIP movement, including
state guests, as this road connects the Al Bustan Palace and to the Oman Parliament.
With the primary objective to eliminate the signalized junctions from Al Bustan to Qurum Heights through the construction of underpasses, flyovers and dualization of existing road network, the project envisaged a smooth travel through the mountainous terrain of the city that adjoins the coastal area. The project scope also included the improvement of at-grade movement in all directions, upgrade capacity for a future design years up to 2035 and ensure that the cross-drainage works within the project influence zone will cater to the 100-years storm event. L&T was entrusted with the design and deliverables of this project that contractually commenced in September 2011 and is expected to be completed by May 2015 following delays due to land expropriation.
Dividing to deliver The urban infrastructure project measuring 7.4 km was divided into two parts as A and B for easier control
and delivery. Part A involved the development of 5.2 km of road by building flyovers over junctions that include, Wadi Kabir (535 R mt), Al Jamme street (550 R mt), Al Burj street (620 R mt), Matrah street interchange
and bridge widening (515 R mt), Way 6529 junction (1000 R mt), Baladiyat street junction (800 R mt), constructing cross drainage works of about 14000 R mt, 3000 R mt of service road, relocation of service utilities and Finished view of Qurum Heights road
Buttress walls for mountain slope protection
Completed view of flyover at Al Wadi Al Kabir junction
Heights, the road was widened using innovative methodologies due to inadequate space between the existing road and mountain toe lines.
Destruction for construction To widen the underpass at Bait Al Falaj, the existing underpass had to be demolished. With live, high volume traffic moving under the existing underpass, L&T’s project team very skillfully dismantled and removed the existing structures in parts using specialized slab cutting techniques and two 400 t cranes to safely remove the massive concrete sections.
Venturing into unchartered territory Being one of the oldest corridors of the city, many utility records were unavailable with the owners and the
associated major traffic diversions and management.
Passing through a highly congested section of the city, the road cuts across eminent buildings and several structures of importance where there was hardly a chance of even finding a parking space during peak hours. The design proposal aimed to minimize expropriations by fitting the project layout within the limited boundaries and by providing for occurrences of unknown, unchartered utilities. Omani nationals are known to have a penchant for art and sculpture and for a corridor that reflects their heritage, high-end finishes were
planned that included ‘Fish Belly’ shape for flyover superstructure, ‘leaf’ pattern architectural finish for RCC retaining walls and strip patterns for the piers.
Part A included the challenging design and development of a sustainable drainage system because the city of Muscat is prone to low frequency, high intensity rainfalls that storms the city with water flowing down to the natural catchment area from the surrounding mountains. The project design required the drainage to be designed incorporating the worst conditions of the past 100 years and fitting it within
the restricted corridor width and depth due to presence of underground utilities was a challenge.
Measuring 2.2 km, part B constitutes the construction of Bait Al Falaj underpass and approach ramps (458 R mt), widening of Bait Al Falaj Wadi bridge and approach ramps (450 R mt), dual side widening of Qurum Heights road (1200 R mt), mountain slope protection works, relocation of various service utilities and construction of service roads with road furniture apart from managing major traffic diversions and management. Running mostly along mountainous region known as Qurum
Construction of longitudinal rectangular drain
Embankment slope protection with in situ concrete panels
Asphalt wearing coat laying
Bird’s eye view of Sheraton flyover construction
congestion of utility network was so severe that any effort to excavate resulted in a bunch of utilities being discovered. L&T therefore developed relocation schemes for major utilities including water, sewer, telephone, and electrical high voltage lines in an iterative manner to gradually relocate them without affecting the end users.
Managing the flow One of the major tender requirements was to maintain the same traffic lane composition at any given point of time to avoid traffic flow interruption. Despite this complicated clause, L&T’s project team successfully completed over 250 small and big traffic diversions with utmost safety to provide work fronts for the execution team.
More room for innovation With virtually no space for positioning the mobile cranes, construction of the superstructure especially at Al Jaame
street flyover was truly a nightmare. A brilliant idea of positioning two tower cranes to gain access to the superstructure was developed and implemented successfully to the delight of the client. Even the hill cutting and trimming works in part B had minimal space for positioning excavators which were therefore deployed at an average height of 30 m to skillfully cut the mountains for road development without hindrance to traffic and avoid fall of rock or excavated material.
With travel time in part B reduced to 10 minutes from the earlier 30 minutes and opening of flyovers at Wadi Kabir & Al Burj intersection, the local public and media have showered their appreciation on Team L&T for their professional project management and the excellent finishes to their prestigious road infrastructure that reflect the heritage of the land.
K V Mahadev Project Manager
View of approach road ramp-5
Bird’s eye view of approach roads for Qurum Heights & finished view of Biat Al Falaj underpass
Chennai Metro has the unique status of integrating the airport, two railway terminals and the city’s mofussil bus station under the first phase itself. It also connects the existing networks of MRTS (Mass Rapid Transit System) and can connect to the Monorail system that is being planned. The corridors have been planned in such a manner that it integrates all important locations along the three arterial roads of Chennai, the Anna Salai (Mount Road), E.V.R. Periyar Salai (P.H. Road) and Jawaharlal Nehru Salai (100 feet Road).
PORTALS OF CONNECTIVITY
Chennai offers a potpourri of sorts packing different flavours for different people. While it
is the hotspot of the Dravidan culture on a conservative note, it is also the second largest exporter of software in the country. Chennai might have had its humble beginnings as a city from just a square mile of sand 350 years back, but today, it is bursting at its seams with boisterous migration expanding the city limits to some 426 sq.km (data as per 2011 statistics). The city, that is home to the second longest beach in the world, is now envisaging the introduction of an integrated multi-modal transport system through two corridors of metro rail under phase one. With the days of one vehicle per household changing into one vehicle per member in every household, the city roads are already clogged with incredible traffic
bottlenecks. This has made metro rail construction activities not just daunting but near impossible.
Reasons to Rejoice Phase one of Chennai Metro involves 45 km of connectivity along two corridors. The Washermanpet to Airport corridor measures 23 km of which 14.3 km is underground and the remaining 8.7 km is an above ground alignment. The second corridor is another 22 km stretch extending from St. Thomas Mount to Central Railway Station covering 12.3 km above ground and 9.7 km underground. With integrated connectivity, park and ride facilities, state-of-the-art air- conditioned rakes, common smart cards that can be used for any transportation in the city, feeder bus services and swanky station buildings, Chennai’ites
have several reasons to rejoice with the dawn of the metro rail era in their city.
Setting high standards Of the entire scope of elevated packages, two were awarded to L&T and both these packages are considered extremely crucial as their alignment fall in the busiest part of the city with river crossings and flyovers along the route length. ECV 02 is a 4.44 km stretch from Ashok Nagar to St. Thomas Mount while the stretch from Saidapet to Officers Training Academy measuring 5.17 km has been termed ECV 03. Both these packages are being designed and built by L&T Construction’s Heavy Civil Infrastructure Independent Company. The scope includes construction of the elevated viaduct including that of the station (but not the station building). Commencing on February 25, 2010
with an original duration of 24 months, the project was further extended due to delay in handing over of the work front.
EMBYE, a consortium made up of major international players in metro rail industry, are the employer’s representative who help implement and manage technical and commercial issues.
y Egis Rail - France
y BARSYL - India
y Egis - India
Scope of work The civil work involves the construction of a 9.5 km of viaduct along with design, production of all drawings, specifications and reports for the viaduct and ancillary works. Following a survey, a detailed design was presented for all components of the viaduct and ancillary
works including the requirements for foundations, sub-structure, superstructure, bearing system and seismic devices.
Additional orders The rapport that team L&T had developed with the client during the course of the project, helped secure a couple of additional jobs further increasing the order value and the original scope of work.
Cable tray on the viaduct – This work was off-loaded from another contractor owing to poor performance and was awarded to L&T for the stretch from Koyambedu to St. Thomas Mount (10 km) and from Saidapet to OTA (5 km).
Shielding arrangements with FRP roof sheeting – Shielding arrangements were introduced by CMRL as per the advice of Airports Authority of India to cover the viaduct using non-induction roofing material surrounding the airport radius to avoid distracting pilots landing airplanes due to the moving metro rakes. About 1,348 t of structural steel was used to cover 18,340 sq.m by FRP sheeting material.
Viaduct components
ii. Substructure – standard piers, portal piers, special portal piers (3-legged), cantilever piers, skew piers
iii. Superstructure – precast segmental spans, cast in- situ, I - girders, balanced cantilever and open web through girders (Guindy Rail Over Bridge)
iv. Other finishing and bridge appurtenances as per specifications
Bird’s eye view of the ECV 03 across the Guindy area
View of completed section of the elevated corridor
Piling operations With the alignment running through important areas within the city limits, the piling team found several uncharted utilities which sometimes forced revision of foundation type from pile to raft. In some instances, the entire alignment had to be altered to accommodate certain religious structures and utilities that fell in the path. Piling was particularly difficult along river crossing areas and near the Guindy main railway line. While the Adayar river crossing was only a technical challenge, the piling operations for the Rail Over Bridge (ROB) at Guindy was one with time limitations allotted for work. With only a 3-hour window for work at midnight, the piling team worked night after night alongside a live railway line. The team also had to handover the site to the Railway authorities at the end of every night to resume rail services. With power lines running overhead, even operating the excavators was difficult due to the limited head room available.
The power of fast track The ECV 02 package was awarded to L&T only a year after the other part of the stretch from Koyambedu to Ashok Nagar was awarded to another contractor. Despite this, L&T earned the reputation of being the first to complete the job and obtain the substantial completion certificate from the client. Team L&T also stretched-out a bit to fast-track the balanced cantilever section (originally falling under ECV 03 package) to facilitate trail runs by CMRL. This proactive initiative by the project team reposed the confidence and further reinforced the trust CMRL had on L&T.
Flying high rising above challenges The ECV 03 corridor between Saidapet to OTA could well go into the book of construction records! It runs along one of the busiest roads leading to the airport, crosses a maze of flyovers, and merges the two metro corridors at two different levels while integrating service

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