Mikaeel M.A.,Greenman Pedersen Inc. |
Snow T.,AECOM Technology Corporation |
Ramakrishna A.,Hardesty and Hannover LLC
Geotechnical Special Publication | Year: 2014
This paper presents the results of the load testing program designed to confirm the vertical design capacity and/or to determine the ultimate vertical load carrying capacity of the drilled shafts for the New Jersey Turnpike Interchange 6 to 9 Widening Program Section II, presently under construction in New Jersey, USA. The results of the load testing are correlated with the results of the design capacity empirically derived using AASHTO Bridge Design Specifications. This paper also discusses the installation procedures and load-testing programs involving O-Cell Test. Finally, recommendations regarding design and construction of drilled shafts are presented based on the results of the static load test. © 2014 American Society of Civil Engineers.
Birnstiel C.,Hardesty and Hannover LLC
Proceedings of the ICE - Engineering History and Heritage | Year: 2013
On 6 December 1825 a cable-stayed road bridge at Nienburg-on-the-Saale, Germany, collapsed with the loss of 55 lives. It was the first cable-stayed bridge with a roadway for team-drawn wagons and with two sidewalks for pedestrians and spanned 79 m between towers, with a double-leaf bascule at midspan to permit passage of sailing vessel masts. The disaster contributed to the negative attitude towards bridges supported by a multiplicity of tensile stays, which persisted until after World War II. As Nienburg recovered from the Napoleonic Wars it needed a bridge across the Saale but a conventional masonry arch bridge was unaffordable. A local building official, Gottfried Bandhauer, proposed a cable-stayed design. There were serious quality control problems during construction, but the bridge was tested and opened to traffic in September 1825. It collapsed 3 months later during a celebration honouring the Duke. The bridge structure, the events leading to the collapse, and the post-collapse investigations are related in this paper, including results of approximate static and dynamic analyses. The purpose of this paper is to relate the history of the bridge and the consequences of engineering designs that are too advanced for the artisans at the time and place.
Birnstiel C.,Hardesty and Hannover LLC
Bridge Structures | Year: 2013
Some 55 persons died on 6 December 1825 when a cable-stayed road bridge spanning the Saale River at Nienburg, Germany, collapsed during a public celebration. It was the first bridge with a fan arrangement of stays and the first with a carriageway for heavy team-drawn wagons and with two sidewalks for pedestrians. The timber deck was 7.5 m wide and it spanned about 80 m between centerlines of two towers. It had a double-leaf bascule at midspan for the purpose of enabling sailing vessels with tall masts to pass the bridge without unshipping the masts. G. Bandhauer was the designer. There were questionable design details and serious quality control problems during construction, especially with the wrought iron stays, but the bridge was load-tested twice and thereafter opened to traffic in September, 1825. It collapsed three months later during a celebration thanking Duke Ferdinand for the bridge during which youths tried to excite the bridge in time to the melody of 'God Save the King'. © 2013 - IOS Press and the authors. All rights reserved.
Chang C.,Hardesty and Hannover LLC |
Lawrie R.A.,Hardesty and Hannover LLC
Sustainable Bridge Structures - 8th New York City Bridge Conference, 2015 | Year: 2015
Many steel bridges built decades ago have redundancy issues since redundancy was not accommodated in the design. These major non-redundant steel bridges are in various forms, such as two-girder bridges, tied arch bridges with tension ties, and truss bridges. With the lack of redundancy, failure from one member of the bridge would lead to the failure of the entire bridge. Serious attention is necessary for this structural performance, structural reliability, and, most importantly, public safety issue. Instead of replacement of the entire bridge, rehabilitation might be favorable for some steel bridges due to their historical significance, materials viability for continuous service, cost effectiveness of rehabilitation over bridge replacement, etc. This paper provides a discussion on the structural reliability improvement using a post-tensioned concrete floor system for major non-redundant steel bridges rehabilitation. A non-redundant structure can be represented as a series system, in the reliability engineering aspect, in which when one of the system components fails, the entire system fails. A structure with redundancy, on the other hand, is considered as a combination system made of series and parallel configurations, where a parallel configuration is one that does not fail unless all the components fail. Illustrative examples are provided in this paper for further demonstration of the structural reliability improvement. © 2015 Taylor & Francis Group, London.
Skelton P.M.,Hardesty and Hannover LLC |
Griesing K.R.,Hardesty and Hannover LLC
IABSE Conference, Geneva 2015: Structural Engineering: Providing Solutions to Global Challenges - Report | Year: 2015
While the design creates a visual lightness, the 2720 ton, 117m vertical lift span of the Jacques Chaban-Delmas Bridge in Bordeaux France is designed to carry four lanes of traffic, two sweeping pedestrian and bicycle paths and two light rail tracks. The unique design build process successfully drove a fierce competition resulting in several dramatic designs. This paper will focus on some of the innovative techniques that would not be permitted by North American design standards.