Pier Construction Research Articles

Construction Errors: Bridge Pier Case Studies

Three case studies of bridge-pier-related problems are presented. The first two concern problems during the construction of new bridge piers, while the third examines the reconstruction of an existing bridge. The first case is associated with an error in a construction drawing, the second involves inadequate pier survey, and the third is related to poor judgment in the inspection of the bridge-pier base. The enabling causes of these problems were poor planning and supervision prior to and during construction stages. As design and construction of bridges becomes more and more complex, component details can be easily overlooked without adequate planning and supervision. Despite their significance for pier performance, such problems are generally unreported, and even if they are investigated, the results are seldom publicized. These problems, which cause project cost overruns and delays, can be avoided by emphasizing stricter quality-control measures.

特殊水中コンクリートによる海中橋脚の施工

北陸自動車道・外波高架橋の下部工の施工で, 我が国で初めて採用した「設置フーチング工法」において使用した特殊水中コンクリートの施工について紹介するとともに, 実施工に先立って実施した室内試験, 施工試験の概要を示した。 また, 設置フーチング工法による下部工の施工概要も併せて紹介する。

関越自動車道・沼尾川橋における高橋脚の施工

関越自動車道・沼尾川橋における高橋脚の施工

高水深150mにおける厚肉鋼管の自動水中酸素アーク切断について

The authors have developed underwater automatic oxy-arc cutting method of tubes and this method was put into application to cutting of tubes of I m diam. and 16 mm thick used for construction of bridge pier at water depth of about 10 m. As a successful result was obtained, for the purpose of underwater cutting of beat-in-tube which is employed for preventing overturn of offshore platform, an experiment of underwater cutting using high pressure chamber was at this time carried out. Tubes used were 1 m diam. and 35 and 45 mm thick. Cutting at deep water depth was obtained the same result that at shallow water depth, however cutting oxygen pressure must be added 5-8 kg/cm2 to water pressure corresponding water depth.

多径間連続げたのパイルベント橋脚の設計・施工

本稿は橋長約510m, 12径間の連続げた高架橋の設計及びその下部工の施工について述べたものである。 基礎ぐいは大口径リバースぐい, 橋脚はRC, H形橋脚であり, 両者とも主鉄筋は太径鉄筋D51を用いている。 また, 橋脚には設計方針上, 橋軸方向たわみ性を求めており, パイルベント的挙動を示すので, その性能を保持させるため橋脚変位拘束防止工を施している。 なお, RC橋脚には, 美観上の配慮から化粧目地として縦目地を入れ, 脚柱をスレンダーに見せる努力をしている。

橋脚周りの風の乱れが接航する船の保針におよぼす影響について

Aerodynamic data of yawing moment and swaying force of ship in wind passing through by the pier of the bridge spanning over the ship's passage were obtained by the wind tunnel with water tank test. Substituting these data in the equations of motion of ship as the external disturbance, the course deviation and the transverse movement of ship were computed with respect to the ship's course and the relative position of the pier. The ship's trajectories are shown in Figs from 8-1 to 8-8 as the parameters of the ship's course, wind direction and configulation of the pier respectively. Results indicate that the minimum clearance of the ship's course to the pier face will be generally required a distance of the ship's length for passing over in safety. Moreover, it is reasonably required for reducing the sheer flow of wind around the pier by improving the sectional configulation from the viewpoint of pier construction to decrease the wind effect on the steering bias of ship.

Splash zone corrosion of a piled structure in a marine environment evaluated by a statistical method

INTRODUCTION Of paramount importance in promoting the growth of Kuwait to the front ranks of the oil producing nations has been the role played by the oil exporting terminals. Such an installation is the Kuwait Oil Company's South Pier, Fig. 1 which was commissioned in 1949, then being the largest oil loading terminal of its type in the world. The pier is an all‐welded open steel structure built in an asymetrical T shape with an approach roadway reaching 4,410 feet into the sea; the T head comprising the oil and cargo piers is 3,882 feet in length overall. The total structure is carried upon some 4,000 steel piles, each one a 14in. H beam section weighing 73 lb./ft. and averaging 90 feet in length. The total quantity of all materials used in the construction of the South Pier was just short of 38,000 tons.

Lightpiers on Friction Piles in Deep Soft Marine Clay

The deposit of marine clays in Lake St. Peter, Quebec, is as much as 300 ft (91 m) deep. Construction of lightpiers was started shortly after the turn of the century but settlement, tilting, and even failures of the structures occurred and construction of the new piers was not continued. As the navigation season is being extended into winter, the need for lightpiers becomes greater. Apart from the sensitive and very compressible clays, the heavy ice forces made a design very difficult. Introducing novel design features and applying the present knowledge of soil mechanics, two piers were designed and built in 1966 on 157 friction piles each, and two more in 1969. An advance field test of piles in situ was impractical as the structures were in the middle of the lake. Extensive boring and laboratory testing program preceded construction, and the shear strength data of the clay was used for the pile foundation design. Field pile testing confirmed the design assumptions.

Mine Subsidence and Support Methods in Pittsburgh Area

The Pittsburgh area exhibits two distinct subsidence problems: (1) Active mining at depths of 300 ft or more beneath the surface; and (2) subsidence associated with structures located over old mine workings at relatively shallow depths. In areas of active mining, subsidence damage is prevented by leaving coal pillars in place to support the ground surface. For structures located over old mines with shallow cover, the method of support selected is dictated by the cost and the degree of risk the owner is willing to accept. Each site presents a unique problem and extensive investigation is required. The investigation involves the study of existing mine maps, borings drilled to the mine level, borehole photography and where possible, opening and inspecting the mine. Methods of support include grouting, construction of concrete piers within the mine, drilled piers and subsurface stabilization utilizing grout column construction. Examples of subsidence damage and support methods are presented as case histories.

Twenty-seven Miles of Aerial Structure for the San Francisco Bay Area Rapid Transit System

Approximately 27 miles of the 75-mile double-track San Francisco Bay Area Rapid Transit System will be carried on standard aerial structure. The typical aerial structure consists of two parallel girders of uniform cross-section simply supported on single-column piers. The principal elements of the standardized aerial structure are girders of prestressed concrete and composite steel-concrete. This paper is concerned primarily with the design and use of prestressed concrete for the girders. Each trapezoidal box girder is a structural entity supporting one track. In plan, the webs of each girder are straight between piers. The top slab, upon which the rails are mounted, follows the curvature of the horizontal alignment. In elevation, the entire girder parallels the rail profile. Given the stations of the piers and the alignment geometry, computer programs develop pier construction controls and all variable girder dimensions. Designs for the prestressed concrete girders permit several alternative methods of prestressing. The girders may be post-tensioned with cables or rods, or pretensioned. Each permissible prestressing system is completely detailed on standard plans which are used for each construction contract. Standard designs have been developed for the use of prestressed concrete girders for pier spacings between 40 and 100 feet. The concrete has a 28-day design strength of 6,000 psi and must meet specifications which limit shrinkage and creep deformations.

RESONANCE CONDITIONS IN N°.l DOCK OF LUANDA HARBOUR

About 900 m of berth length arranged around a single pier are at present available in the port of Luanda. Due to the constant increase of traffic through the port, the "Brigada de Estudos do Porto de Luanda" (Brigade of Stud ies of the Luanda Harbour) decided to prepare a general plan of extension of the port facilities. The extension planned comprises the construction of a new pier, which together with the existing one will delimit a triangular dock - dock n°-.l -, and of a se ries of rectangular basins between the new dock and the area of S.Pedro da Barra fortress (fig.l). The danger of possible resonance phenomena and the fact that this problem can be dealt with before construction begins, led the Brigade to undertake a detailed analysis of it before tak ing decisions on the extension works of the port. This analysis comprised three stages: a) Observation in nature of long-period waves in Luanda bay. b) Analytic study of the behaviour of the planned docks under the action of possible long-period waves . c) Experimental study in model of the same phenomenon. The author, as consulting engineer of the Brigade of Stud ies, programmed observations a) and analysed their results,performed the analytic study b) [l] , [2] , [3] and, as head of the Hydraulic Department of Laboratorio Nacional de Engenharia Ci vil, planned, supervised and interpreted the model studies.

Construction of the Columbia River (Portland-Vancouver) Bridges

Reconstruction of 13 span steel structure of existing East bridge which will be modernized, and elevated; construction of new parallel 11 span West bridge which will carry three southbound lanes; precast shell type construction of piers; details of 1.34 mi toll project and Oregon Slough bridge modernization.

Mackinac Bridge Pier Construction

Mackinac Bridge Pier Construction

A DYNAMICAL CONSIDERATION ON EARTHQUAKE DAMAGES OF BRIDGE PIERS

From the results of the Fukui Earthquake of June 1948, it has become very evident that the earthquake damages of the bridge substructure decisively affect the damage of the whole bridge, directly or indirectly, with almost no exception.In view of this fact, it is attempted in this paper to make a dynamical study from both theoretical and experimental points of view on the mechanism of earthquake damages concerning the bridge substructure and thereby contribute to the earthquake-proof design and construction of bridge piers.

Construction of Reinforced-Concrete Pier, Bremerton Navy Yard

Construction of Reinforced-Concrete Pier, Bremerton Navy Yard

Modern Pier Construction in New York Harbor

The present general port activity and agitation for a modernization and expansion of the dock and wharfage system in New York City indicate that at last the community at large seems to realize the necessity of keeping its producing plant, the harbor, up to date and at the top notch of efficiency. It has been said that “all roads lead to New York.” Never was this more true than to-day. New York in 1913 is the world's greatest seaport, its greatest factory, and its largest department store.

Discussion of Pier Construction in New York Harbor

Discussion of Pier Construction in New York Harbor

Closure to “Reinforced Concrete Pier Construction”

Closure to “Reinforced Concrete Pier Construction”

Reinforced Concrete Pier Construction

A private yacht pier, built near Glen Cove, Long Island, has brought out a few points which may be of interest. It is an example of a small engineering structure, which, though of no great moment in itself, illustrates the adoption of means to an end that may be capable of very great extension.

Discussion on Reinforced Concrete Pier Construction

Discussion on Reinforced Concrete Pier Construction