Bibliografie tematiche / Bridges: East River

Letteratura scientifica selezionata sul tema "Bridges: East River"

Autore: Grafiati

Pubblicato: 26 luglio 2024

Ultima modifica: 27 luglio 2024

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Articoli di riviste sul tema "Bridges: East River"

Fang, Yao-Min, e Jun-Ping Pu. "Field Tests and Simulation of Lion-Head River Bridge". Shock and Vibration 14, n. 3 (2007): 181–228. http://dx.doi.org/10.1155/2007/348640.

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Lion-Head River Bridge is a twin bridge in parallel position. The east-bounded was designed and constructed as a traditional prestress concrete box girder bridge with pot bearings; and the west-bounded was installed with seismic isolation devices of lead rubber bearings. The behavior of the isolated bridge is compared with that of the traditional bridge through several field tests including the ambient vibration test, the force vibration test induced by shakers, the free vibration test induced by a push and fast release system, and the truck test. The bridges suffered from various extents of damage due to the Chi-Chi and the Chi-I earthquakes of great strength during the construction and had been retrofitted. The damage was reflected by the change of the bridges' natural frequencies obtained from the ambient vibration tests. The models of the two bridges are simulated by the finite element method based on the original design drawings. Soil-structure interaction was also scrutinized in this study. The simulation was then modified based on the results from the field tests. Dynamic parameters of bridges are identified and compared with those from theoretical simulation. The efficiency is also verified to be better for an isolated bridge.

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Kang, Hyun Tae. "DESIGN OF THE DOBRA CHANTI SUSPENSION BRIDGE IN DISTRICT TEHRI GARHWAL, UTTARAKHAND, INDIA". JURNAL TEKNIK SIPIL-ARSITEKTUR 20, n. 2 (30 novembre 2021): 79–94. http://dx.doi.org/10.54564/jtsa.v20i2.84.

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Since the Tehri dam was constructed on the River Bhagirathi in 2006, considerable productive land areas, many villages, including old Tehri town in Tehri-Garhwal district has been submerged. It has also disconnected the travel and transportation routes along the east slopes of the reservoir, making the local residents lose access to the New Tehri town, which is equipped with resident-friendly facilities including health and education institutions and markets. Accordingly, the Uttarakhand Government has proposed to build the Dobra-Chanti H.M.V. Suspension Bridge to meet the local demand for an easy intra-regional accessibility, especially between the left and right sides of the River Bhagirathi. The project consists of a single-span suspension bridge, an approach bridge at each end of the suspension bridge, and slope protection work on each side. The suspension bridge has a 440m-long stiffening truss girder, 57m-tall steel towers, locked coil cable systems including suspenders, and anchor blocks. The approach bridges are reinforced concrete bridges with T-shaped beams. And river side slopes installed on both banks are protected and stabilized through CC blocks, shotcrete, and anchor bolts. All cek dimension has met the requirement

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Rehab Bekkouche, Souhila, Ghania Boukhatem, Djenette Mendjel e Salah Messast. "Pathology Evaluation and Repair of Bridges in Masonry". Journal of Building Materials and Structures 7, n. 1 (19 aprile 2020): 60–66. http://dx.doi.org/10.34118/jbms.v7i1.328.

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The field of repair and rehabilitation of civil engineering works is evolving. Indeed, most of these structures, especially masonry structures, are over 50 years old and many of them require maintenance and repair work due to their deteriorated condition. To achieve this objective, a study was carried out concerning the different pathologies affecting the masonry bridges, but also the ways and means necessary for the evaluation and repair of the affected works. The results of this work have not only helped to carry out the diagnosis and verification of the structural state of the bridge over river Kentra Stora Skikda (North-East of Algeria), on the section of the 3AA National Road Skikda, but also for the proposal of repair solutions best adapted to the disorders observed.

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Wang, Chenghai, Xin-Zhong Liang e Arthur N. Samel. "AMIP GCM Simulations of Precipitation Variability over the Yangtze River Valley". Journal of Climate 24, n. 8 (15 aprile 2011): 2116–33. http://dx.doi.org/10.1175/2011jcli3631.1.

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Abstract Analysis of 26 simulations from 11 general circulation models (GCMs) of the Atmospheric Model Intercomparison Project (AMIP) II reveals a basic inability to simultaneously predict the Yangtze River Valley (YRV) precipitation (PrYRV) annual cycle and summer interannual variability in response to observed global SST distributions. Only the Community Climate System Model (CCSM) and L’Institut Pierre-Simon Laplace (IPSL) models reproduce the observed annual cycle, but both fail to capture the interannual variability. Conversely, only Max Planck Institute (MPI) simulates interannual variability reasonably well, but its annual cycle leads observations by 2 months. The interannual variability of PrYRV reveals two distinct signals in observations, which are identified with opposite subtropical Pacific SST anomalies in the east (SSTe) and west (SSTw). First, negative SSTe anomalies are associated with equatorward displacement of the upper-level East Asian jet (ULJ) over China. The resulting transverse circulation enhances low-level southerly flow over the South China Sea and south China while convergent flow and upward motion increase over the YRV. Second, positive SSTw anomalies are linked with westward movement of the subtropical high over the west-central Pacific. This strengthens the low-level jet (LLJ) to the south of the YRV. These two signals act together to enhance PrYRV. The AMIP II suite, however, generally fails to reproduce these features. Only the MPI.3 realization is able to simulate both signals and, consequently, realistic PrYRV interannual variations. It appears that PrYRV is governed primarily by coherent ULJ and LLJ variations that act as the atmospheric bridges to remote SSTe and SSTw forcings, respectively. The PrYRV response to global SST anomalies may then be realistically depicted only when both bridges are correctly simulated. The above hypothesis does not exclude other signals that may play important roles linking PrYRV with remote SST forcings through certain atmospheric bridges, which deserve further investigation.

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O’Donnell, Deirdre. "Why is the Shaky Bridge so Shaky?" Boolean: Snapshots of Doctoral Research at University College Cork, n. 2015 (1 gennaio 2015): 158–62. http://dx.doi.org/10.33178/boolean.2015.32.

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This is the claim of a poster ad campaign for Murphy’s Stout, and it demonstrates the legendary status attached to Cork’s most famous and most loved dynamic structure. There are only three suspension bridges in Ireland; at Birr and Kinnitty Castles, both in Co. Offaly, and Cork’s own Daly’s Bridge. The 87m meter long steel suspension bridge spans the River Lee, shown in Figure 1, connecting the Mardyke and Sunday’s Well areas just east of Cork city centre. Constructed in 1926 to replace a ferry crossing at the location, it was manufactured by David Rowell & Co. Ltd. of London to the specifications of then Cork City engineer Stephen William Farrington. Named Daly’s Bridge for James Daly, a wealthy benefactor of the project, today it is better known locally as ‘The Shaky Bridge’ for its perceived ‘shakiness’. Despite being renowned for its dynamic nature, very little work has been done ...

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Chilcote, Christina (Kim). "Bridges of Ambition to North Korea: Economy of Anticipation and Materiality of Aspiration in Dandong, China". Critical Sociology 44, n. 3 (16 maggio 2017): 437–53. http://dx.doi.org/10.1177/0896920517705439.

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Facing the North Korean city of Sinuiju across the Yalu River, the Chinese border city of Dandong in Liaoning Province has recently taken on large urban developmental projects as part of a plan to build the wider city as the new economic hub of East Asia. This paper examines how Dandong’s recent urban developmental projects rely on its close relationship to North Korea and on North Korea’s role as a capitalist frontier. It argues that these projects simultaneously deploy a politics of waiting and a politics of memory to inscribe its central role in East Asia’s economic future.

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Regmi, Ram Krishna. "Overview of River Hydrological Issues in Kakarbhitta-Pathlaiya Road Segment of East-West Highway of Nepal". Journal of Advanced College of Engineering and Management 7, n. 01 (25 agosto 2022): 121–32. http://dx.doi.org/10.3126/jacem.v7i01.47338.

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The East-West Highway of Nepal is the main trade and physical mobility corridor and of a two-lane bituminous road. Therefore, the Government of Nepal (GoN) is planning to improve it to a standard four-lane highway. In the first phase, the Government of Nepal is planning to upgrade the Kakarbhitta-Pathlaiya road which is the segment of the East-West Highway. It is vital to examine the river hydrology accurately for the appropriate location and design of the structures associated with it. This study aims to work out the features of flood and sediment of the major rivers intersecting the Kakarbhitta-Pathlaiya road. A review of the previous studies and field observation via a walk-through survey was conducted to assess the hydrological issues. The road segment passes through the Terai. The study revealed that the issues of flooding and inundation within the Terai are more critical, and the rivers crossing the road segment transport significant amounts of sediment as well. In the stages of planning and design of the road segment, the capacity of the rivers must be enhanced for transporting water and sediment in the places of bridges. Besides, watershed management techniques and integrated water resources management approaches should be intervened.

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Mazinani, Iman, Mohammad Mohsen Sarafraz, Zubaidah Ismail, Ahmad Mustafa Hashim, Mohammad Reza Safaei e Somchai Wongwises. "Fluid-structure interaction computational analysis and experiments of tsunami bore forces on coastal bridges". International Journal of Numerical Methods for Heat & Fluid Flow 31, n. 5 (22 marzo 2021): 1373–95. http://dx.doi.org/10.1108/hff-02-2019-0127.

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Purpose Two disastrous Tsunamis, one on the west coast of Sumatra Island, Indonesia, in 2004 and another in North East Japan in 2011, had seriously destroyed a large number of bridges. Thus, experimental tests in a wave flume and a fluid structure interaction (FSI) analysis were constructed to gain insight into tsunami bore force on coastal bridges. Design/methodology/approach Various wave heights and shallow water were used in the experiments and computational process. A 1:40 scaled concrete bridge model was placed in mild beach profile similar to a 24 × 1.5 × 2 m wave flume for the experimental investigation. An Arbitrary Lagrange Euler formulation for the propagation of tsunami solitary and bore waves by an FSI package of LS-DYNA on high-performance computing system was used to evaluate the experimental results. Findings The excellent agreement between experiments and computational simulation is shown in results. The results showed that the fully coupled FSI models could capture the tsunami wave force accurately for all ranges of wave heights and shallow depths. The effects of the overturning moment, horizontal, uplift and impact forces on a pier and deck of the bridge were evaluated in this research. Originality/value Photos and videos captured during the Indian Ocean tsunami in 2004 and the 2011 Japan tsunami showed solitary tsunami waves breaking offshore, along with an extremely turbulent tsunami-induced bore propagating toward shore with significantly higher velocity. Consequently, the outcomes of this current experimental and numerical study are highly relevant to the evaluation of tsunami bore forces on the coastal, over sea or river bridges. These experiments assessed tsunami wave forces on deck pier showing the complete response of the coastal bridge over water.

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Zhang, Jingyi, Xiaoxiang Tang, Zhao Yu, Suwen Xiong e Fan Yang. "Water-Town Settlement Landscape Atlas in the East River Delta, China". Land 13, n. 2 (27 gennaio 2024): 149. http://dx.doi.org/10.3390/land13020149.

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The water-town settlements in the East River Delta of China engage with the aquatic environment, establishing a comprehensive cultural–ecological system. However, rapid urbanization challenges the structural integrity of water-town settlements. Focusing on the East River Delta as the study area, we utilized the Normalized Difference Water Index (NDWI), settlement morphology indicators, systematic clustering, and graph classification methods. We conducted a quantitative analysis of the spatial characteristics of water-town settlements at various scales, followed by formulating a sequence encoding based on landscape factors and constructing a settlement landscape spatial map. We characterized the landscape spatial structure of water-town settlements formed through the gradual evolution of morphological water network structures, retracing a prototype of water-town settlement landscape spatial structures. Results: ① Water-town settlements exhibit distinct uniformity in the landscape spatial features. The settlement landscapes conform to water network patterns, with streets and alleys aligning with water bodies. Crucial elements, including docks, bridges, and waterside farmland, are integral to this landscape. ② Water-town settlements undergo three progressive differentiation phases based on their location. The spatial distribution of settlements reveals three distinct landscape features influenced by the delta’s dynamic interplay between water and land. ③ Various regions exhibit three typical settlement layouts: upstream settlements are mainly clustered and linear, while midstream and downstream settlements, characterized by linear and strip-like features, align with the river’s course. These research findings offer preliminary insights into landscape spatial prototypes, contributing valuable perspectives to the conservation and design of water-town settlements.

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Serena, M., J. L. Thomas, G. A. Williams e R. C. E. Officer. "Use of stream and river habitats by the platypus, Ornithorhynchus anatinus, in an urban fringe environment". Australian Journal of Zoology 46, n. 3 (1998): 267. http://dx.doi.org/10.1071/zo98034.

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Radio-telemetry was used to monitor movements and burrow usage by O. anatinus living in the Yarra River catchment, about 20 km east-north-east of the central business district of Melbourne, Victoria. The home ranges of six adult or subadult animals were 2.9–7.3 km (mean ± s.d. = 4.6 ± 1.6 km) long, with individuals travelling up to 10.4 km (males) and 4.0 km (females) in a single overnight period. The mean home-range length of adult/subadult animals was significantly greater than that of juveniles (1.4–1.7 km, mean ± s.d. = 1.55 ± 0.2 km, n = 2). The animals utilised two drainage channels as well as 11.8 km of natural waterways, including the Yarra River (5 km), Mullum Mullum Creek (4 km) and Diamond Creek (2.8 km). Several animals travelled repeatedly below one-lane and two-lane bridges, confirming that these structures are not inherent barriers to platypus movement. In total, 57 platypus burrows were described, including 26 along the river, 29 along the creeks and 2 along drains. The horizontal distance from the water’s edge to burrow chambers was 0.4–3.7 m (mean ± s.d. = 1.5 ± 0.9 m, n = 41), with burrows found only in banks extending ≥ 0.5 m above the water. Platypus burrows occurred significantly more often than expected along undercut banks and in association with moderate-to-dense vegetation overhanging the water, and significantly less often at sites where banks had a convex profile at water level. As well, the amount of cover provided along the bank by shrubs/small trees and the ground layer of vegetation was significantly greater than expected at platypus burrows along the river. These attributes are believed to help conceal burrow entrances from predators as well as reduce burrow damage through erosion.

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Libri sul tema "Bridges: East River"

Miller, Robert L. Modified level II streambed-scour analysis for structure I-70-148-4528 crossing West Fork of East Fork Whitewater River in Wayne County, Indiana. Indianapolis, Ind: U.S. Dept. of the Interior, U.S. Geological Survey, 1997.

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Deshazo, Randy. Building bridges: Diplomacy and regime formation in the Jordan River valley. Lanham: University Press of America, 1996.

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Robert Peccia & Associates. Environmental assessment and draft section 4(f) evaluation, Big Hole River bridges - SE of Glen, BR 9001 (20)- West Bridge, BR 9029 (9) - East Bridge Beaverhead & Madison Counties, Montana. Helena, Mont: Robert Peccia & Associates, 1999.

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United States. Federal Highway Administration. Region 8. Environmental assessment for BR 9015(11), Swan River Bridge-west of Ferndale, Flathead County, 2 miles east of Bigfork, Montana (P.M.S. C#1132). Helena, Mont: The Dept., 1993.

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Administration, United States Federal Highway. Project BRF 84-1(3)8: FAP 84 milepost 7.9, Madison River Bridge east of Norris, Madison County, Montana : final environmental assessment and section 4(f) evaluation. Helena, Mont.]: State of Montana, Dept. of Highways, 1989.

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Administration, United States Federal Highway. Project BRF 84-1(3)8: FAP 84 milepost 7.9, Madison River Bridge east of Norris, Madison County, Montana : draft environmental assessment and section 4(f) evaluation. Helena, Mont.]: State of Montana, Dept. of Highways, 1988.

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Associates, Robert Peccia &. Finding of no significant impact on the environmental assessment and final section 4(f) evaluation, Big Hole River Bridges - SE of Glen, BR 9001 (20) - West Bridge, BR 9029 (9) - East Bridge, Beaverhead & Madison Counties, Montana. Helena, MT: Robert Peccia & Associates, 1999.

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Robert Peccia & Associates. Environmental assessment for the Epsie NHS corridor: Epsie-East & West; STPP 37-3(6) 85; Control No. 2149, Epsie-East; NH 37-3(10) 96; Control No. 4056, Broadus-East; F 23-2(11) 78; Control No. 1517, Powder River County, Montana. Helena, Mont: Robert Peccia & Associates, 2001.

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Capitoli di libri sul tema "Bridges: East River"

Ruan, Minghua, Hang Luo e Di Wu. "Study of the Construction Technique of Reinforced Bar Product on Large and Variable Section Pylon". In Novel Technology and Whole-Process Management in Prefabricated Building, 315–24. Singapore: Springer Nature Singapore, 2024. http://dx.doi.org/10.1007/978-981-97-5108-2_34.

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AbstractWith the development of large span bridges, the height of the pylon is getting higher and higher, and the cross-sectional form of the pylon is getting more and more complicated, the construction of the pylon is a high-risk operation. The traditional pylon reinforcement construction uses manual asembling on the pylon, which is a labor-intensive high-altitude operation with high labor intensity, low construction efficiency, and not easy to guarantee quality. The pylon of Yanji Yangtze River Bridge is in the form of an octagonal outer cavity with a circular cross section, and the main reinforcement is arranged in four layers from outside to inside. The maximum diameter of the outer main reinforcement is 50 mm, the outer two layers and the third layer main reinforcement are connected by hoop reinforcement, and staggered arrangement of height directions. Based on the construction of the pylon of Yanji Yangtze River Bridge, the research on the construction technology of reinforcement bar was carried out for the characteristics of the pylon reinforcement, which solved the technical problems such as assembling of reinforcement parts, overall lifting and alignment docking on the pylon, which greatly reduced the labor intensity of operators, reduced the safety risk of overhead work and improved the quality of the pylon construction.

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Mansuy, Marc, Maxim Candries, Katrien Eloot e Sebastien Page. "Simulation Study to Assess the Maximum Dimensions of Inland Ships on the River Seine in Paris". In Lecture Notes in Civil Engineering, 186–200. Singapore: Springer Nature Singapore, 2023. http://dx.doi.org/10.1007/978-981-19-6138-0_17.

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AbstractTraversing the river Seine in Paris is challenging for inland navigation vessels due to the density and diversity of local traffic and the variety of manoeuvres to be encountered in a confined environment. The waterway authority, Voies Navigables de France (VNF), commissioned a study to assess the relevance of the current regulations when present and future vessels of varying types and dimensions cross Paris. This paper describes the use of fast time and real time simulations to assess the maximum dimensions of ships crossing the Seine in Paris. In a first phase, fast time simulations were executed with a track controller, which allowed to identify bottlenecks on the full length (12 km) of the river Seine in Paris. Based on those results, critical scenarios were selected to be tested on a full mission bridge simulator by skippers familiar with the crossing of Paris. Inspired by PIANC INCOM WG 141 Detailed Design and Safety and Ease Approaches, the main challenges related to the simulation setup and the assessment methodology are presented and discussed in this paper. The simulations have shown that the main bottlenecks are related to the succession of passages under narrow bridges with non-aligned openings. The maximum water levels for which safe passage is possible, were determined for each ship type and compared with the existing regulations. Finally, recommendations were formulated, which were then discussed with VNF, end users and stakeholders.

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"East river bridges preventive maintenance program". In Advances in Bridge Maintenance, Safety Management, and Life-Cycle Performance, Set of Book & CD-ROM, 179–80. CRC Press, 2015. http://dx.doi.org/10.1201/b18175-40.

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Haw, Richard. "Setting the Future (1846–47)". In Engineering America, 250–80. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780190663902.003.0013.

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The year 1846 was the most significant one in John’s life. And after his triumphs on the Allegheny and Monongahela bridges, John set about planning his furture put himself about with remarkable vigor. In February, he was in Cincinnati negotiating for a suspension bridge to span the Ohio. Later that month he drew up plans for a huge Y-shaped bridge extending out from Pittsburgh into the middle of the Ohio River and then branching off both north and south to either side of the river. John called this his Tri-Partite Bridge, and each branch would comprise a suspended span. The plan was audacious. In April, he visited New York for the first time and began to conceive of a mammoth suspension bridge to span the East River. By the end of the year, John was traveling between Wheeling, Virginia (now West Virginia) and Niagara Falls in preparation for submitting plans to erect gigantic suspension bridges in both locations.

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"Casting Aspersions: Debating Iron Ornament in New York’s East River Bridges". In Function and Fantasy: Iron Architecture in the Long Nineteenth Century, 261–84. Routledge, 2016. http://dx.doi.org/10.4324/9781315583648-21.

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Honan, Park. "Birth". In Shakespeare A Life, 3–10. Oxford University PressOxford, 1998. http://dx.doi.org/10.1093/oso/9780198117926.003.0001.

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Abstract Shakespeare’s life began near the reflecting, gleaming river Avon, which today flows past Stratford’s Church of the Holy Trinity where he lies buried, and past a theatre where his dramas are seen and heard by visitors from all nations. In rare flood times, the river was wild and destructive, sweeping away bridges and much in its path, but normally it was hospitable to truant boys or patient fishermen, and no guttered rocks or congregated sands imperilled any large keel here. The river arises in grassy highland in the east of England near Naseby, and for miles hardly deserves the name Avon, or ‘river’, which has echoes all over Celtic Europe: the Avon or Aven in Brittany, the Avenza in Italy, and the Avona in Spain. This Avon is at first only a runnel and then a willow-bordered stream,

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Weber, Jennifer L. "When Will This Cruel War Be Over?" In Copperheads, 73–102. Oxford University PressNew York, NY, 2006. http://dx.doi.org/10.1093/oso/9780195306682.003.0004.

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Abstract New disasters arrived with the change of seasons, making the winter of 1862–63 the bleakest period of the war yet. Military setbacks coupled with opposition to the Emancipation Proclamation stirred new levels of discontent in the Union. Rumors that the Northwest was preparing to break away from the East were broadly reported and widely believed. Enlistments dried up, prompting the Congress to adopt a new draft law, which in turn generated even more dissent. Copperheads, it became clear, were unwilling to grant Lincoln any unusual powers with which to fight the war. Conservative Democrats could not see, much less acknowledge, the danger that secession and the Confederacy posed to the Union. Furious at the lack of support from Peace Democrats, soldiers swore to avenge themselves when they returned home. Amid this turmoil the administration suffered a serious political wound when a rogue general arrested a former congressman for speaking against the government. Although men who loudly opposed the administration had been subject to detention for nearly two years, this was a new low. The arrest raised concerns even among Republicans about the government’s ability to wield power responsibly. And as that drama played out, the Army of the Potomac suffered another crushing defeat. The Army of the Potomac appeared to enter a new era on November 7, when General Ambrose E. Burnside took command. He wasted little time before acting. On November 15 Burnside moved his men forty miles from Warrenton, Virginia, to Falmouth. Fredericksburg lay just across the Rappahannock River, ripe and inviting. To attack, though, the Yankees would first have to figure out a way to cross the river. The plan was to build pontoon bridges, but foul-ups with the order for pontoons put Burnside behind schedule in attacking the city.

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Blumin, Stuart M., e Glenn C. Altschuler. "Toward a New Brooklyn". In The Rise and Fall of Protestant Brooklyn, 94–133. Cornell University Press, 2022. http://dx.doi.org/10.7591/cornell/9781501765513.003.0005.

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This chapter recounts how the people of Brooklyn celebrated the end of the Civil War and mourned the death of a president in April 1865, which are epochal events in American history. It discusses the process of the state legislature that passed State Senator Henry C. Murphy's bill on authorizing the building of the East River bridge. In the years that followed, thousands of people crossed the river each day through the bridge on foot, in carriages and wagons, and aboard cable cars. The chapter highlights how the East River bridge, dubbed by locals as the Eighth Wonder of the World, and Brooklyn itself attracted the admiration of many who did not need statistics to know something grand had happened. It then looks at Brooklyn's rapid growth and its continuing attraction to those who worked in New York City in the years following the completion of the bridge.

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Blumin, Stuart M., e Glenn C. Altschuler. "On the Waterfront". In The Rise and Fall of Protestant Brooklyn, 62–94. Cornell University Press, 2022. http://dx.doi.org/10.7591/cornell/9781501765513.003.0004.

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This chapter explores the influence of the East River and its waterfront, noting commuters to Manhattan that either enjoyed the brief passage across the river in good weather or cursed the ice and chill of winter. It cites Walt Whitman's Crossing Brooklyn Ferry, which details his mystical connection to all those who would experience his own depth of feeling during the seemingly humdrum act of crossing the river. The chapter also discusses how the evocations of the magnetism of the waterfront were matched in the real lives of Brooklynites and New Yorkers. The chapter recounts the 1850s wherein an incoming tide pushed masses of harbor ice into the already icy East River, creating a solid bridge from shore to shore and drawing thousands to the thrilling experience. It provides accounts of the drudgery of loading and unloading ships, filling and emptying warehouses, and manufacturing rope, white lead, glass, and dozens of other products.

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"Prologue Crank, Crackpot, and Creative Genius: Plans to Bridge the East River (1800–1867)". In Art of the Brooklyn Bridge, 9–32. Routledge, 2012. http://dx.doi.org/10.4324/9780203365939-5.

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Atti di convegni sul tema "Bridges: East River"

Schultz, Allison R., e David P. Billington. "History and Aesthetics of the East River Bridges". In Roebling Project Symposium 2006. Reston, VA: American Society of Civil Engineers, 2007. http://dx.doi.org/10.1061/40899(244)7.

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Fang, Yao-Min, e Jun-Ping Pu. "Field Tests and Simulation of Lion-Head River Bridge". In ASME 2005 Pressure Vessels and Piping Conference. ASMEDC, 2005. http://dx.doi.org/10.1115/pvp2005-71283.

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Lion-Head River Bridge is a parallel twin bridge. The East Bridge was designed and constructed as a traditional prestressed concrete box of bridge (Pot Bearings); and the West Bridge used seismic isolation devices (Lead Rubber Bearings). The behaviors of these two bridges are compared with each other through several field tests including the ambient vibration test, the force vibration test induced by shakers, and the free vibration test induced by push and fast release devices. During the period of this construction, the East and West bridges were strongly damaged by Chi-Chi and Chi-I earthquakes and had been retrofitted. The damage changed the natural frequencies of the bridges, which was explored from the ambient vibration test. The models of the two bridges are simulated by finite element method according to the original design and the soil-structure interaction was put into consideration in the models. Simulations were modified based on the results of the every test in the field. The dynamic parameters of the bridges are identified and compared with those from the theoretical simulation. The efficiency of isolated bridge is observed and verified.

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Dubin, Earl E., e Bojidar S. Yanev. "Managing the East River bridges in New York City". In 6th Annual International Symposium on NDE for Health Monitoring and Diagnostics, a cura di Steven B. Chase e A. Emin Aktan. SPIE, 2001. http://dx.doi.org/10.1117/12.435629.

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Sanders, Paul, Jørgen S. Steenfelt, Amar Bahra, James Worth, Prakash Sahoo e Quasi Mohammed Ferdous. "Sustainable Solutions for Major River Crossings in Bangladesh". In IABSE Congress, New Delhi 2023: Engineering for Sustainable Development. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2023. http://dx.doi.org/10.2749/newdelhi.2023.1268.

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Bangladesh lies on the river delta formed as the Padma River enters the Bay of Bengal. Much of the country sits just above the water level and the topography is characterised by a vast network of rivers, some of which are several kilometres wide. In recent decades, the country has seen the need for development of its transport infrastructure to support its economic growth. A major challenge has been the design and construction of river crossings, which encounter deep scour channels and poor ground in these rivers. COWI has developed designs for a number of major bridge crossings in the south and east of Bangladesh. Along with this, COWI has developed designs for platforms to support high voltage transmission line towers, which adopt the same engineering approach as applied to bridges.

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Anderson, John Robert Beveridge. "Design and Development of the Msikaba and Mtentu River Bridges". In IABSE Conference, Kuala Lumpur 2018: Engineering the Developing World. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2018. http://dx.doi.org/10.2749/kualalumpur.2018.0497.

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The story of the Msikaba and Mtentu River Bridges is a story about the Transkei Region in South Africa. The area’s unfenced rural landscape is considered unique and is characterised by steep gorges and rivers that run down to the Wild Coast. The civil engineers of the past avoided the area and the main highway connecting the ports of Durban and East London runs 200 km inland. This is now changing with the South African National Roads Agency’s SOC Ltd (SANRAL’s) procurement of the new N2 Wild Coast Road that will realign the highway within 30 km of the coast. The project includes two new crossings, one a 580 m span cable-stayed bridge, the other a 1.1 km long viaduct with a 260 m central balanced cantilever span, across the deepest gorges on the route. Their design and procurement is however driven not only by their physical environment but the need to create jobs, business opportunities for small local enterprises and community development projects that will leave a legacy and a long term economic benefit.

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Bakhoum, Mourad M. "Planning, Design and Construction Aspects of Rod El Farag Cable-Stayed Bridge over River Nile, Cairo, Egypt". In IABSE Congress, Nanjing 2022: Bridges and Structures: Connection, Integration and Harmonisation. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/nanjing.2022.2077.

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The paper presents planning, design and construction aspects of the New Rod El Farag Cable Stayed Bridge over the River Nile in Cairo, Egypt (Tahya Masr Bridge). The Bridge is most recent Mega bridge and one of the most important bridges in Egypt. New Rod el Farag Cable-Stayed Bridge is considered as the widest Cable Stayed bridge in the world, with for a total width of 67.3 meters in the main span, and up to 85 meters in the side span (east approaches). The bridge includes 6 lanes of traffic in each direction, sidewalks (including glass sidewalks). The bridge has a steel-composite deck for the main span, steel-composite portion for the upper part of the pylons where the cables area anchored, and concrete for the bridges side spans approaches. The paper summarizes the codes, main loads, and the advantages of providing supports in the side spans for the final construction stages is briefly discussed. Two intermediate piers were introduced at the land side of each pylon to reduce the deformations in the pylon, bending moments in the pylon, stress variations in the cables due to live loads, and improve the load distribution characteristics of the bridge. In fact, these auxiliary piers serve as anchors for the cable-stayed bridge, and counterweights. They have considerable advantages on the stability during construction stage of the main span.

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Zhang, Jinwen, Wenbo Gao, Quanke Su, Zili Xia e Yongling Zhu. "The Construction of Hong Kong-Zhuhai-Macao Bridge". In IABSE Congress, Nanjing 2022: Bridges and Structures: Connection, Integration and Harmonisation. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/nanjing.2022.0107.

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The Hong Kong–Zhuhai–Macao Bridge (HZMB) is located at the Pearl River Estuary on the south of China, It is the longest sea-crossing infrastructure made of island, tunnel and bridge. It links Hong Kong in the east with Zhuhai-Macao in the west with a total length of 55 km. The HZMB was built according to the highway standard of due three lanes. It has a design life of 120 years to meet the Hong Kong standard that is the first in China Mainland. The HZMB has greatly improved traffic conditions on the east and west sides of the coast of the Pearl River Estuary and strengthened the communication, transportation, and economic integration of the three regions, thus accelerating the formation of the Guangdong-Hong Kong-Macao Greater Bay Area. This paper outlines the key construction technologies and strategies used in HZMB to provide references for the design and construction of other mega-projects in China or abroad.

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Bhobe, Atul. "Planning, Design and Construction of Cable Stayed Bridge on river Zuari in the State of Goa, India". In IABSE Congress, Nanjing 2022: Bridges and Structures: Connection, Integration and Harmonisation. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2022. http://dx.doi.org/10.2749/nanjing.2022.2074.

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National Highway 66 (NH 66) runs North-South in the state of Goa and is the lifeline of the state. Around the centre of this highway, river Zuari runs East-West and needs to be bridged to connect North and South. The existing bridge is 2 lanes and under repair and rehabilitation for the last 2 decades and has severely reduced load carrying capacity thereby creating a long detour for heavy vehicles to traverse North-South. Besides, the local traffic of light vehicles has also increased substantially over the last 2 decades rendering this location critical for passage of traffic. There is therefore, a perennial traffic bottleneck at this location.

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Yang, Jian, Ying Gao Chen, Hong Bo Yang, Hong Ping Ye e Jing Hu. "Single Tower Ground Anchored Suspension Bridge". In IABSE Symposium, Istanbul 2023: Long Span Bridges. Zurich, Switzerland: International Association for Bridge and Structural Engineering (IABSE), 2023. http://dx.doi.org/10.2749/istanbul.2023.0970.

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China is a country dominated by mountains and plateaus, accounting for about 70% of the total land area，Unlike other countries, a large number of people live in the western mountainous areas, and there is a strong demand for modern infrastructure.Lvzhijiang bridge is located in the Yuxi Chuxiong Expressway in Yunnan Province, crossing lvzhijiang River. The vertical height from the bridge deck to the top of the mountain is 330 meters, and which is 320 meters from the bridge deck to the river. Traditionally, suspension bridges have one cable tower on each side to support the main cable. In the construction process of lvzhijiang bridge, we proposed the solution of single tower ground anchored suspension bridge due to the site conditions on one side of the canyon, which is almost a cliff.The main span of Lvzhijiang Bridge is 780m, the east side span is 140m, and there is no west side span. The stiffening beam is steel box girder with the total length of 711m. The terrain on the west side is steep. In order to avoid mountain excavation, the integral steel box girder is adjusted to separated steel box girder to enter into the tunnel, so the tunnel portal section is expanded.Unlike other saddles, we designed a totally new type of saddle, roller combined cable saddle.Single tower ground anchored suspension bridge is suitable for extreme terrain conditions, which can avoid a lot of excavation and has obvious environmental protection effect.

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Pop, Petru A., Mircea Veres, Mircea Gordan e Petru Ungur. "Aspects About Sonic Pollution and Vibrations Sources in Urban Area and Solutions for Them Suppressing". In ASME 2009 International Mechanical Engineering Congress and Exposition. ASMEDC, 2009. http://dx.doi.org/10.1115/imece2009-10737.

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This paper presents some aspects about sonic pollution and vibrations sources in urban area, respectively in Oradea town with its metropolitan zone, and suppressing solutions. The noise and vibration pollution in urban area represents an actual theme of environment protection in Europe and other world’s zone. In last time, Oradea Town has known a large urban and economical development, which due to including inside of urban zone two metallic railway bridges “Oradea East” and “Oradea West”, over “Crisul Repede” River. This ambient noise level and vibration loads produced by railway bridges on passing trains must be reduce, increasing of working bridge’s age and population’s comfort. The experiments about of automotive and tram traffic influence of historical monuments and public Oradea’s buildings have been extended, such as church and hospital. The tests have emphasized the necessity of suppressing noise and vibration pollution by mounting of sonic absorbent panels near buildings from railway bridges, phonic insulation of buildings walls, hour’s restriction program of traffic in these areas, and other solutions.

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Rapporti di organizzazioni sul tema "Bridges: East River"

Huntley, D., D. Rotheram-Clarke, R. Cocking, J. Joseph e P. Bobrowsky. Current research on slow-moving landslides in the Thompson River valley, British Columbia (IMOU 5170 annual report). Natural Resources Canada/CMSS/Information Management, 2022. http://dx.doi.org/10.4095/331175.

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Interdepartmental Memorandum of Understanding (IMOU) 5170 between Natural Resources Canada (NRCAN), the Geological Survey of Canada (GSC) and Transport Canada Innovation Centre (TC-IC) aims to gain new insight into slow-moving landslides, and the influence of climate change, through testing conventional and emerging monitoring technologies. IMOU 5107 focuses on strategically important sections of the national railway network in the Thompson River valley, British Columbia (BC), and the Assiniboine River valley along the borders of Manitoba (MN) and Saskatchewan (SK). Results of this research are applicable elsewhere in Canada (e.g., the urban-rural-industrial landscapes of the Okanagan Valley, BC), and around the world where slow-moving landslides and climate change are adversely affecting critical socio-economic infrastructure. Open File 8931 outlines landslide mapping and changedetection monitoring protocols based on the successes of IMOU 5170 and ICL-IPL Project 202 in BC. In this region, ice sheets, glaciers, permafrost, rivers and oceans, high relief, and biogeoclimatic characteristics contribute to produce distinctive rapid and slow-moving landslide assemblages that have the potential to impact railway infrastructure and operations. Bedrock and drift-covered slopes along the transportation corridors are prone to mass wasting when favourable conditions exist. In high-relief mountainous areas, rapidly moving landslides include rock and debris avalanches, rock and debris falls, debris flows and torrents, and lahars. In areas with moderate to low relief, rapid to slow mass movements include rockslides and slumps, debris or earth slides and slumps, and earth flows. Slow-moving landslides include rock glaciers, rock and soil creep, solifluction, and lateral spreads in bedrock and surficial deposits. Research efforts lead to a better understanding of how geological conditions, extreme weather events and climate change influence landslide activity along the national railway corridor. Combining field-based landslide investigation with multi-year geospatial and in-situ time-series monitoring leads to a more resilient railway national transportation network able to meet Canada's future socioeconomic needs, while ensuring protection of the environment and resource-based communities from landslides related to extreme weather events and climate change. InSAR only measures displacement in the east-west orientation, whereas UAV and RTK-GNSS change-detection surveys capture full displacement vectors. RTK-GNSS do not provide spatial coverage, whereas InSAR and UAV surveys do. In addition, InSAR and UAV photogrammetry cannot map underwater, whereas boat-mounted bathymetric surveys reveal information on channel morphology and riverbed composition. Remote sensing datasets, consolidated in a geographic information system, capture the spatial relationships between landslide distribution and specific terrain features, at-risk infrastructure, and the environmental conditions expected to correlate with landslide incidence and magnitude. Reliable real-time monitoring solutions for critical railway infrastructure (e.g., ballast, tracks, retaining walls, tunnels, and bridges) able to withstand the harsh environmental conditions of Canada are highlighted. The provision of fundamental geoscience and baseline geospatial monitoring allows stakeholders to develop robust risk tolerance, remediation, and mitigation strategies to maintain the resilience and accessibility of critical transportation infrastructure, while also protecting the natural environment, community stakeholders, and Canadian economy. We propose a best-practice solution involving three levels of investigation to describe the form and function of the wide range of rapid and slow-moving landslides occurring across Canada that is also applicable elsewhere. Research activities for 2022 to 2025 are presented by way of conclusion.

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