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INDUSTRY NEWS Chairman’s Comment Petter Hutton HERA Chairman Dear Members, A World of Contrast The following are quotes from a June 21st article in ASM International on US bridge building practice: “The United Steelworkers (USW), Pittsburgh, Pa., praised the announcement by the U.S. and Canada of a deal to build a new bridge between Windsor and Detroit, the busiest border crossing between the two countries. The deal guarantees steel made solely in the U.S. and Canada will be used in the construction.’ "It's gratifying that this bridge will be built using steel and other materials made right here at home, creating jobs for Canadian and American workers," said USW International President Leo W. Gerard. "Unlike the San Francisco Bay Bridge project, where faulty construction, delays and cost- overruns proved the foolishness of hiring a Chinese firm to build steel decking and a 52-story support tower and shipping them 6500 miles to China, we can be proud of how this bridge will be built." The deal for the $4-billion project includes sourcing rules for construction materials for the bridge itself and the approaches and customs plaza on the United States side of the bridge.” At the same time, we learn from a May article in Fuseworks Media that “Whangarei's second harbour crossing is on track, with several of the pile caps already installed, and design work proceeding on the bridge deck and the hydraulic rams that will lift it to allow vessels to pass through. The majority of the steel for the 265-metre bridge will be sourced from New Zealand, fabricated by Napier firm Eastbridge. However, three factors have caused Council to begin negotiating to source the fabrication of the lifting span, including J beams (that form the 'hook' like structure of the lifting platform) and the lifting deck from China, to be delivered in large pieces ready for assembly on site, through contract JV partners and McConnell Dowell. Council Group Manager for Infrastructure Services Simon Weston said New Zealand steel mills did not make steel plates wide enough to be used in the manufacture of the J beams. "New Zealand fabricators would have to import the wide plates to assemble with New Zealand- sourced components, and this option had a 10 month delivery time." Mr Weston said the time factor is critical in a project like this because every week's delay incurs considerable costs. "China can deliver the project in five months, enabling existing timelines to be met, whereas New Zealand suppliers estimate 10 months. A compounding benefit is that sourcing the entire unit from China will cost $700,000 less than the New Zealand option." Mr Weston said Council and the joint venture partners were confident of the quality of the steel and the fabrication of the lifting span.” No doubt industry members will be pleased to hear that the majority of the bridge will be fabricated locally using local steel. However, the announcement that the highly critical central element of the bridge is indicated to go to China is of extreme concern for a number of reasons. From industry feedback HERA received, we find it hard to believe that at a time where our steel construction industry cries out for work that the local industry is unable to deliver at similar or better delivery time than the Chinese offer. HERA understands there are a number of ways to address wide plate delivery issues, including options of redesign to suit local plate supply or fast track options in steel supply. We have been assured that wide plate delivery times can be fast tracked down to 7 or 8 weeks from CER partner Australia. The rest is over to exploring who in the local industry can deliver within an acceptable time frame. HERA NEWS Jul 2012 Page 2PDF Image | Electricity Generation Supercritical CO2 Geothermal Siphon
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