The planning and feasibility phase is a crucial element to the development process of a new stadium. With careful research, analysis and planning a stadium concept can be successfully developed and transferred into the design, construction and operation phases. The market and financial feasibility study is the most important step in the initial planning phase of the development process.
In the eight months set aside for planning and construction, a multi-functional arena was created which will serve the city as a prime venue for a variety of events for many years to come. In order to facilitate the implementation of the highly complex structure in just 8 months, the building was designed in three main elements: the modular stadium, an interior roofing structure, and a sophisticated outer shell. The building was designed entirely as a steel structure. Basra Al Mina Stadium offers space for 30.000 spectators and complies with the most stringent international standards and requirements for the hosting of major cultural, football and athletic events.
The construction of Basra Sports City itself, as well as the VIP zone with turnkey suites, media and press rooms, had to meet stadium standards and regulations. The timeframe for construction of this stadium is unprecedented in the history of modular construction. The typical build time for a modular stadium can be from 6 to 15 months. A stadium with a capacity for up to 65.000 spectators can be key-ready within just 12 months – from the initial design to its final handover.
A very important aspect here are the very short procurement times for construction elements, and the significantly shorter planning and installation phases. Significant time savings are an important factor, and will also allow the fast and simple addition of further capacities in the off-season. The key advantages of the modular stadium concept lies in its adaptability – the modules are easily retrofitted to accommodate additional space requirements.
Urcu Group reveals the difference in school contructions which have similar features with housing contructions but differ in some tecniques. With our expert and experienced staff in all the applications made according to the project specifications and contruction specifications, our high quality fast and an-time deliveries have always been a source of pride for our company by keeping their work safety and environmental awareness at a high level. We produce quality solutions by combining our past knowledge and experience with today’s technologies.
The Bramany Motorway Project is a modern, high speed motorway extending 415 kilometres from the city of Brasov in central Romania through the major cities of Targu Mures, Cluj- Napoca, Zalau and Oradea and ending at Bors in the north eastern part of the country on the Romanian- Hungarian Border. URCU Grup scope comprised of design and construction of two sections of 112 km of Autostrada Transylvania.
The Motorway has a critical significance in connecting Romania to Western Europe and constitutes one of the fundamental parts of the country’s motorway system. The motorway plays an important role in the integration of the Romanian economy to the European economic system serving as a major link between the European and Central Asian markets.
The total length of the bridge is approximately 135 m, and it weighs 330 tonnes. Each of the approach bridges is 35 m long. The very first sketches were developed by Urcu Grup during the previous office partnership. The new design of the arched truss bridge is in harmony with its surroundings so that those elements that could not be changed, or could only have been changed at great expense, could be integrated into the planning.
The overhead lines remain, while the new bridge has been constructed more than 3 m from the pylons carrying the overhead line. This substantial distance from the pylons means that the straight foot and cycle path on the old bridgework has to be connected to the new bridge by means of curved approach bridges. The curved radii design of these parts of the bridge enables a dynamic connection between the suspended bridge and the existing embankment ramps; this is ideal for cyclists.
The intermediate supports of the new bridge are small enough to impose no limitations on the surroundings. The supporting columns of the truss bridge and the approach bridges are integrated into the inclined ground profile of the embankments. The superstructure is supported by a welded structure made from tubular steel with composite rectangular cross-sections. The horizontal and vertical main support tubes have a square cross section of 450 x 450 mm. The diagonal tension members.