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Old December 31st, 2008, 05:11 PM   #141
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Quote:
Originally Posted by karim aboussir View Post
what do you mean by gr8 ??
the airport is pretty but needs to expand more it is not bad but needs improvement
grate

and the airport is terrible its not even good 4 africa and they wana make it better than some international airports wich i dont thik will happen they need more terminals at least another 2 and the inside of the airport isnt nice i dont like the wood but im disapointed because i thought it would alot more modern
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Old January 2nd, 2009, 04:07 PM   #142
Slaoui
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TANGIER | World Expo 2012 | #Canceled designed by a Moroccan :


Hotel



Viaduc





Water labyrinth



Memory gardens



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Old January 2nd, 2009, 05:21 PM   #143
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it was a nice project slaoui, to bad its canceled
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Old January 2nd, 2009, 10:21 PM   #144
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Yes, really nice for Tanger but mektoub
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Old January 2nd, 2009, 11:22 PM   #145
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Originally Posted by Slaoui View Post
Yes, really nice for Tanger but mektoub
but there will be better projects in the futere, i'm sure
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Old January 3rd, 2009, 01:13 PM   #146
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Some updates from the site or construction pics???
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Old January 3rd, 2009, 04:06 PM   #147
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Quote:
Originally Posted by Slaoui View Post
Yes, really nice for Tanger but mektoub
I bet it was too expensive for moroccans
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Old January 4th, 2009, 02:53 AM   #148
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Quote:
I bet it was too expensive for moroccans
No, because that will have reported to us more than that will have cost !
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Old January 9th, 2009, 07:43 PM   #149
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Marrakech stadium construction pics :





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Old January 12th, 2009, 11:36 PM   #150
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Fes : Oued Fes resort




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Old January 13th, 2009, 04:22 AM   #151
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Quote:
Originally Posted by Slaoui View Post
Marrakech stadium construction pics :





Whats the stadium's capacity going to be?
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Old January 13th, 2009, 12:36 PM   #152
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Nice keep on posting! Nice to see some updates from the site's!
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Old January 13th, 2009, 07:19 PM   #153
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Marocco - Spain tunnel go ahead!



Translated:
Spain and Morocco have signed an agreement which provides in construction with a railway tunnel between both countries. It concerns an old plan which now new life is insufflated thanks to a new agreement. Both Spain and Morocco will agreed within the year the technical and economic map requirements for the plan. According to the Spanish newspaper drawer Vanguardia precedes it to lay the foundation a necessary step worldly first intercontinental connection. Furthermore the Spanish government must allow it progress with the infrastructure book when the country can the European Union chair in the first six months of 2010. The connection will be built under the street of Gibraltar, the shortest bit sea (39 km) that separates the two continents.
link: http://www.express.be/business/nl/ec...nel/101005.htm

source: express.be
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Old January 16th, 2009, 04:51 PM   #154
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Quote:
Originally Posted by Buyckske Ruben View Post


Translated:
Spain and Morocco have signed an agreement which provides in construction with a railway tunnel between both countries. It concerns an old plan which now new life is insufflated thanks to a new agreement. Both Spain and Morocco will agreed within the year the technical and economic map requirements for the plan. According to the Spanish newspaper drawer Vanguardia precedes it to lay the foundation a necessary step worldly first intercontinental connection. Furthermore the Spanish government must allow it progress with the infrastructure book when the country can the European Union chair in the first six months of 2010. The connection will be built under the street of Gibraltar, the shortest bit sea (39 km) that separates the two continents.
link: http://www.express.be/business/nl/ec...nel/101005.htm

source: express.be

This project is so amaziiiiiiiiiiiiiiiiiiiig
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Old January 17th, 2009, 06:54 PM   #155
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La construction de la Technopole d'Oujda autour du nouveau Terminal II Angad

Quote:
Parmi les 4 projets prioritaires retenus dans le pôle de développement industriel de la région de l’oriental – PDIRO – figurent la zone franche de Béni Nsar dédiée surtout à la logistique du transport et le parc industriel de Salouane dans la province de Nador ainsi que le parc agroalimentaire de Madagh dans la province de Berkane. Mais le projet qui retient le plus d’intérêt n’est autre que la technopole d’Oujda quyi nécessite un investissement de 1,2 milliards de dirhams. Ces projets, déclinaison régionale du plan EMERGENCE effectuée par un groupe de 3 cabinets dont ERNEST & YOUNG, devrait générer un investissement d’environ 25 milliards de dirhams et créer quelques 25.000 emplois directs après la réalisation de la première tranche sur une superficie de 350 hectares et qui sera opérationnelle fin 2010.

De fait, un protocole d’accord a été signé le vendredi 4 juillet 2008 sous la présidence de SM le Roi Mohammed VI. Cet accord définira les modalités d’établissement du schéma directeur de la technopole, le développement di pôle d’activités ainsi que la mobilisation de l’assiette foncière nécessaire à cette fin.

Articulée autour d’un parc industriel, une zone logistique et un espace dédié à diverses activités tertiaires, cette technopole a pour but essentiel de créer une offre d’accueil à même d’attirer les gros investissements notamment étrangers et de booster les facteurs compétitifs de la région de l’oriental en phase de devenir, à l’instar de Med Tanger, un véritable pôle économique le MedEst Quant à l’offre industrielle prévue, elle sera axée surtout sur l’agroalimentaire, les énergies renouvelables, l’automobile et l’électronique, l’artisanat et la sous-traitance industrielle ( industries non polluantes). La formation n’est pas exclue du reste. Un espace sera dédié à la R & D.

Outre ces réalisations, d’autres atouts, atours et avantages favorisent cette technopole. Le projet est situé à vol d’oiseau de l’Europe, au cœur du Maghreb dans une région qui regorge de potentialités encore sous exploitées et que d’importants projets la structurant la rendent plus captive, plus attractive. Au fait, la rocade méditerranéenne, l’autoroute Fès-Oujda, la voie expresse Oujda- Nador, les doubles voix aménagées, l’élargissement de la route nationale Oujda-Figuig et les aménagements portuaires et aéroportuaires notamment l’aéroport Oujda-Angad , certifié ISO 2001, connaît de grands travaux de réhabilitation et d’extension, tous ces infrastructures maritimes aériennes et terrestres permettent d’interconnecter la région ,naguère enclavée et marginalisée, à son environnement national et international aux meilleurs normes de fréquence et de vitesse. Par ailleurs, les secteurs du tourisme et de l’agriculture, en plein essor, sont aussi parmi les principaux moteurs d’appui à toute la stratégie du développement industriel de la région de l’oriental en phase de se positionner en véritable pôle économique, le MedEst.

Le défi est de taille, l’enjeu est important.
by Mohamed ZERHOUDI Oujdacity.net
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Old January 23rd, 2009, 03:34 PM   #156
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Quote:
Originally Posted by timo9 View Post
by Mohamed ZERHOUDI Oujdacity.net
It's a really good thing for l'oriental !
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Old January 24th, 2009, 10:44 AM   #157
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More details about the Gibraltar Chunnel!

Overvieuw project:
http://www.secegsa.com/eng/telecharg...E_EN_Nov07.pdf

Gibraltar Straits tunnel caracteristics
The “tunnel” option currently the Base option of the project, consists of a three-tube infrastructure
excavated under the Strait ‘’sill’’. It is conceived for a railway traffic link (passengers and cargo)
between Moroccan and Spanish railway systems, as well as the transportation of road vehicles
(cars, trucks and buses) on shuttle trains between two terminals, one in Morocco and one in
Spain. This option consists, therefore, on a system of transportation similar to the Channel Tunnel
one, which in fact is a precedent for the Project of Gibraltar Straits Link.

In 1996 a technico-economical formulation for the “tunnel” option was proposed, developed at the
level of Primary Pre-Project. Based on the level of information available at that time, reference
made particularly to geologico-geotechnical conditions and user traffic forecast. This proposal
reached favourable conclusions regarding the technical, economic and financial feasibility,
although with certain reservations with regard to its preliminary nature, specifically the
confirmation of some geological hypotheses and, of course the consolidation of traffic forecasts,
which are currently being updated.

The main features of the excavated railway tunnel, shown in the annex, can be summarized as follows:


a. Length: Distance between terminals: 42km. Total length in tunnel: 37.7 km. Length of underwater tunnel: 27.7 km

b. Longitudinal profile: The layout initially proposed (Layout B0) ran at -400m below sea level at its deepest point and had a minimal terrain overburden of 100m which, at the begining, was thought to be flyschs.

This layout was discarded in view of the first offshore drilling campaign
(Bucentaur 97) which yielded the existence of bioclastic sands in the deepest area of the route on the first 100m of the boreholes and then argilaceous breccia until at least 120m depth. Two alternatives B1 and B2 had been then considered, with respectively 200m and 300m of minimum overburden, keeping the same location of tunnel entries but increasing the slopes.

The new layouts had to avoid the breccias and especially the sands, but the second offshore drilling campaign (Norskald 98-99) as well as the third one (Kingfisher 05) revealed that the thikness of breccias deposit is important (the borehole 3I of 325m penetration below seabed didn’t reach yet
the contact with flysch bedrock). This gave rise to a new layout P, currently under survey, which goes through the breccias and avoids bioclastic sands.


Initially proposed
Layout B0 Temporarily considered deviations layouts
B1 + B2
Under survey Layout P
Deepest point m - 400 -500 -600 -400 <PF< -500
Maximum water depth, m 300 300 300 300
Minimum terrain overburden, m 100 200 300 120 <CT< 200
Maximum gradient per mil 25 ~30 ~35 25 <p< 30

c. Cross Section: Consisting of two one-way circular railway galleries (diameter = 7.5m) and a pressurized service/security gallery (diameter = 4.80m) centered between both galleries and connected through transversal conduits at regular intervals (340m).

d. Connection to networks: Conditions for the connection of the fixed link to north and south networks are asymmetrical. On the Southern side, the tunnel access is located very near a railway and road hub of primary importance, as Tangier, whereas access on the northern side is relatively far from any important hub, which makes construction of important connection
works necessary, in particular rail and road connections, as indicated in annex

“Connection Works”
Subsequent stages for completion of tunnel
The different stages for the tunnel completion have been laid out for the purpose of making its concession to the private sector more attractive:

a. Phase 0
(Survey gallery) Construction of the underwater service gallery as a pilot survey gallery. An essential phase from the technical point of view.

b. Phase 1
(Monotube phase) Construction of the first railway tunnel and its corresponding terminals and the conclusion of the land stretches of the service gallery. This is the start up
phase.

c. Phase 2
(Bitube phase) Completion, in a long run, of the second railway tunnel and the adjusting of terminals in accordance with the growth of user traffic. It must be remarked that completion by phases is one of the primary reasons which prompted the Joint Committee to choose the basic alternative. In effect, it adapts to the levels of uncertainty inherent to the
Project, both pertaining to the geologic-geotechnical uncertainties and long term traffic forecast, due to the length of time, 30 years or so, for the completion of the second railway tunnel. This phase method may, in short, considerably reduce risks related to the Project and thus encourage the future participation of the private sector. The main functional features of the tunnel, as established in 1996 are:

a. Maximum speed in tunnel: 120km/h for shuttle and ordinary trains, with the possibility of including high speed passenger trains.

b. Length of trip: Run between terminals: 30min. Tunnel time: 25min. Maximum wait: 1hr30min

c. Shuttle trains: In principle two types of train are foreseen: car shuttles for 130 cars and truck shuttles for 18 trucks. Occupants of vehicles, both passengers and drivers, would travel,
initially, in separate wagons.

d. Annual capacity: (Monotube phase). Private cars: 1,580,000, heavy vehicles: 460,000; car passengers: 4.7 million; rail passengers: 11.2 million.

e. Annual capacity: (Bitube phase) Three times the above capacity.



More info: (technical details PDF) http://www.secegsa.com/eng/telecharg...cteristics.pdf

Last edited by Buyckske Ruben; January 24th, 2009 at 10:53 AM.
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Old January 24th, 2009, 07:16 PM   #158
Slaoui
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Quote:
Originally Posted by Buyckske Ruben View Post
Overvieuw project:
http://www.secegsa.com/eng/telecharg...E_EN_Nov07.pdf

Gibraltar Straits tunnel caracteristics
The “tunnel” option currently the Base option of the project, consists of a three-tube infrastructure
excavated under the Strait ‘’sill’’. It is conceived for a railway traffic link (passengers and cargo)
between Moroccan and Spanish railway systems, as well as the transportation of road vehicles
(cars, trucks and buses) on shuttle trains between two terminals, one in Morocco and one in
Spain. This option consists, therefore, on a system of transportation similar to the Channel Tunnel
one, which in fact is a precedent for the Project of Gibraltar Straits Link.

In 1996 a technico-economical formulation for the “tunnel” option was proposed, developed at the
level of Primary Pre-Project. Based on the level of information available at that time, reference
made particularly to geologico-geotechnical conditions and user traffic forecast. This proposal
reached favourable conclusions regarding the technical, economic and financial feasibility,
although with certain reservations with regard to its preliminary nature, specifically the
confirmation of some geological hypotheses and, of course the consolidation of traffic forecasts,
which are currently being updated.

The main features of the excavated railway tunnel, shown in the annex, can be summarized as follows:


a. Length: Distance between terminals: 42km. Total length in tunnel: 37.7 km. Length of underwater tunnel: 27.7 km

b. Longitudinal profile: The layout initially proposed (Layout B0) ran at -400m below sea level at its deepest point and had a minimal terrain overburden of 100m which, at the begining, was thought to be flyschs.

This layout was discarded in view of the first offshore drilling campaign
(Bucentaur 97) which yielded the existence of bioclastic sands in the deepest area of the route on the first 100m of the boreholes and then argilaceous breccia until at least 120m depth. Two alternatives B1 and B2 had been then considered, with respectively 200m and 300m of minimum overburden, keeping the same location of tunnel entries but increasing the slopes.

The new layouts had to avoid the breccias and especially the sands, but the second offshore drilling campaign (Norskald 98-99) as well as the third one (Kingfisher 05) revealed that the thikness of breccias deposit is important (the borehole 3I of 325m penetration below seabed didn’t reach yet
the contact with flysch bedrock). This gave rise to a new layout P, currently under survey, which goes through the breccias and avoids bioclastic sands.


Initially proposed
Layout B0 Temporarily considered deviations layouts
B1 + B2
Under survey Layout P
Deepest point m - 400 -500 -600 -400 <PF< -500
Maximum water depth, m 300 300 300 300
Minimum terrain overburden, m 100 200 300 120 <CT< 200
Maximum gradient per mil 25 ~30 ~35 25 <p< 30

c. Cross Section: Consisting of two one-way circular railway galleries (diameter = 7.5m) and a pressurized service/security gallery (diameter = 4.80m) centered between both galleries and connected through transversal conduits at regular intervals (340m).

d. Connection to networks: Conditions for the connection of the fixed link to north and south networks are asymmetrical. On the Southern side, the tunnel access is located very near a railway and road hub of primary importance, as Tangier, whereas access on the northern side is relatively far from any important hub, which makes construction of important connection
works necessary, in particular rail and road connections, as indicated in annex

“Connection Works”
Subsequent stages for completion of tunnel
The different stages for the tunnel completion have been laid out for the purpose of making its concession to the private sector more attractive:

a. Phase 0
(Survey gallery) Construction of the underwater service gallery as a pilot survey gallery. An essential phase from the technical point of view.

b. Phase 1
(Monotube phase) Construction of the first railway tunnel and its corresponding terminals and the conclusion of the land stretches of the service gallery. This is the start up
phase.

c. Phase 2
(Bitube phase) Completion, in a long run, of the second railway tunnel and the adjusting of terminals in accordance with the growth of user traffic. It must be remarked that completion by phases is one of the primary reasons which prompted the Joint Committee to choose the basic alternative. In effect, it adapts to the levels of uncertainty inherent to the
Project, both pertaining to the geologic-geotechnical uncertainties and long term traffic forecast, due to the length of time, 30 years or so, for the completion of the second railway tunnel. This phase method may, in short, considerably reduce risks related to the Project and thus encourage the future participation of the private sector. The main functional features of the tunnel, as established in 1996 are:

a. Maximum speed in tunnel: 120km/h for shuttle and ordinary trains, with the possibility of including high speed passenger trains.

b. Length of trip: Run between terminals: 30min. Tunnel time: 25min. Maximum wait: 1hr30min

c. Shuttle trains: In principle two types of train are foreseen: car shuttles for 130 cars and truck shuttles for 18 trucks. Occupants of vehicles, both passengers and drivers, would travel,
initially, in separate wagons.

d. Annual capacity: (Monotube phase). Private cars: 1,580,000, heavy vehicles: 460,000; car passengers: 4.7 million; rail passengers: 11.2 million.

e. Annual capacity: (Bitube phase) Three times the above capacity.



More info: (technical details PDF) http://www.secegsa.com/eng/telecharg...cteristics.pdf

WOOOOW JUST AMAZIIIIIIIIIING !!!
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Old January 26th, 2009, 01:59 AM   #159
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Hotel 17 fls, SPA, conference center :

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Old January 27th, 2009, 06:18 PM   #160
CasaMor
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Tanger Plaza - Tangier

Name: Tanger Plaza
Place: Tangier

Hotel, Mall etc





Website:
http://www.tangerplaza.com/

Video:
http://nl.youtube.com/watch?v=s3xTf-iv0NA
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