DOCSLIB.ORG

Orthotropic Steel Deck Bridges in the U.S

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Orthotropic Steel Deck Bridges in the U.S ORTHOTROPIC STEEL DECK BRIDGES IN THE U.S. Brian M. Kozy1 and Justin Ocel2 Abstract This paper summarizes some of the recent developments in the U.S. on the subject of orthotropic steel deck (OSD) bridges. The Federal Highway Administration published a manual to provide up-to-date technical guidance on the proper design, construction and maintenance of OSDs for bridges and the AASHTO bridge design specifications have been greatly revised and expanded. The rib-to-deck weld continues to be an area of difficulty in OSD construction; due to competing desire for fabrication economy and fatigue longevity in the detail. Preliminary results from FHWA research on this detail are presented. Background Many of the world’s notable major bridge structures utilize the orthotropic steel plate system as one of the basic structural building blocks for distribution of traffic loads in decks and for the stiffening of slender plate elements in compression. Examples include the new San Francisco Oakland Bay Bridge, Self-Anchored Suspension Span in California and the proposed Strait of Messina Bridge in Italy. Stiffened steel plates have been used for many years in a wide range of steel construction applications. They are particularly prevalent in the ship building industry and for hydraulic applications such as tanks, gates, and locks. The first orthotropic steel deck (OSD) bridge was developed by German engineers in the 1930's and the first such deck was constructed in 1936. In the United States, a similar system was built and often referred to as a “battle deck” because it was considered to be as strong as a battleship. In recent years in the United States, there has been focused interest in bridge design concepts that are modular, prefabricated, and rapidly constructible. To provide updated guidance and encourage the use of OSDs, the U.S. Federal Highway Administration (FHWA) published the Manual for Design, Construction, and Maintenance of Orthotropic Steel Deck Bridges (Connor, et al. 2012). An OSD typically consists of a steel deck plate with welded stiffeners or ribs parallel to each other in the longitudinal direction. Transverse cross beams are typically used to support the ribs and provide stiffness in the transverse direction. The transverse cross beams typically serve as floor beams transferring the deck loads to the main structure. These floor beams are often integrated with the deck structure where the top flanges of the floor beams are often the deck plate itself. The stiffening ribs can be open shapes such as plates, inverted T-sections, angles, and channels or closed box-type ribs with different geometric shapes; trapezoidal closed ribs are 1 Principal Bridge Engineer, Structural Engineering Team Leader, Office of Bridges and Structures, Federal Highway Administration, 1200 New Jersey Avenue S.E., Washington, DC 20590 2 Structural Steel Research Program Manager, Turner Fairbank Highway Research, Federal Highway Administration, McLean VA the most common. Figure 1 gives an illustration of a typical trapezoidal closed-rib OSD panel. The first orthotropic steel deck with closed ribs was constructed in Germany in 1954. Compared to open stiffeners, the closed ribs have many advantages. First, closed ribs can transfer the traffic load much more efficiently in the transverse direction. As a result, closed ribs can have wider spacing than open ribs. This results in fewer ribs that results in lighter weight, and less welding compared to open rib systems. Second, closed ribs can provide much higher flexural and torsional rigidity in the longitudinal direction allowing longer spans between transverse elements. In other words, fewer cross-beams are required, which further reduces the deck self- weight and the number of welds associated with the cross-beams. Lastly, since single-sided welds are used to attach the closed ribs to the deck versus double-sided welds for open ribs, the number of rib-to-deck welds is reduced by half. However, the one-sided welds required for closed-ribs can cause quality control and inspection issues which can be costly. Figure 1. Typical closed-rib OSD panel To overcome the challenges of one-sided welding and prevent premature fatigue failure, more careful consideration is needed to design rib-to-deck welds, and ongoing research is being done. Many of the earlier vintage orthotropic decks with closed ribs experienced fatigue cracking problems. There was a lack of knowledge about fatigue and a lack of guidance in the structural design codes. The complex stress state present at the rib-to-deck welds makes fatigue design even more difficult. The quest for lighter self-weight led to relatively thin deck plates in the structural design. However, many of the designs with thinner deck plates were vulnerable to high local stress effects from wheel loads. The contribution of the wheel-load effect was not fully considered in early deck designs and many bridges experienced fatigue cracking problems. Compared to main structural members, orthotropic steel decks tend to have a higher incidence of fatigue problems because of the local effects of wheel loads. Wheel loads cause large local stress variations, stress reversals, and an increased number of stress cycles that must be considered in fatigue design. Design Methodology According to AASHTO LRFD The applicable limit states for the design of OSDs include Strength, Service, and Fatigue, according the AASHTO LRFD Bridge Design Specifications (AASHTO 2014), here forth referred to as just “AASHTO”. All limit states need to be considered for complete design, but generally it is the Fatigue limit state that will control the majority of design details. Strength Strength design must consider the following demands: rib flexure and shear, floorbeam flexure and shear, and axial compression. The rib, including the effective portion of deck plate, must be evaluated for flexural and shear strength for its span between the floorbeams. The floorbeam, including the effective portion of the deck plate, must be evaluated for flexural and shear strength for its span between primary girders or webs. The reduction in floorbeam cross- section due to rib cutouts must be considered by checking flexure and shear where the portion of web is removed. When the panel is part of a primary girder flange, the panel must be evaluated for in-plane compressive strength based on stability considerations. Testing has shown that OSD panels can have tremendous reserve strength for lateral loading beyond yield point due to membrane stiffening. This reserve, however, is dependent upon the boundary support conditions. For simplicity, the approach to strength design should conservatively limit stresses to the specified minimum yield strength or critical buckling stress. Service The Service limit state must be satisfied by limiting overall deflection for the deck plate to be less than the span length divided by 300, rib deflection less than their span length divided by 1000, and relative deflection between adjacent ribs less than 2.5mm (0.10 in.). These deflection limits are intended to prevent premature deterioration of the wearing surface. Another applicable service limit state is the Service II limit state for the design of bolted connections against slip in the overload scenario. This should be considered for the design of bolted rib and floorbeam splices. Fatigue AASHTO introduces two fatigue limit states: Fatigue I for infinite-life design and Fatigue II for finite-life design. Due to fact that OSDs are governed by wheel loads (in particular the rib- to-deck connection), they experience multiple cycles of stress from every truck passage and thus will most often be designed for infinite life. However, finite life design may produce more cost- effective proportions when the traffic volume is not excessively high. Design Load For OSDs, it must be recognized that the AASHTO LRFD-specified 145 kN (32 kip) truck axle in the HL-93 load model actually represents a tandem consisting of two 71 kN (16 kip) axles spaced at 1220mm (4ft.). Thus, each wheel of the 71 kN (16 kip) axle is properly modeled in more detail as two closely spaced 45 kN (8 kip) wheels, 1220mm (4ft.) apart to accurately reflect an actual Class 9 tractor-trailer with tandem rear axles (see Figure 2). The single axle simplification is acceptable for main members not directly subjected to axle loads, such as girders, floorbeams, truss members, etc. However, research has shown that for elements directly loaded by wheels, such as expansion joints, the OSD plate, etc, this assumption is inappropriate. Figure 2 – Refined Fatigue Design Truck Footprint (all dimensions in mm) Load Factors For AASHTO fatigue design of OSD components and connections, the fatigue load factors are taken as 1.50 for Fatigue I and 0.75 for Fatigue II. There is an exception to this where it is increased to 2.25 for Fatigue I when checking connections to the deck plate and details around the floorbeam cut-out. The increased Fatigue I load factor is based on stress range spectra monitoring on both the Williamsburg Bridge and the Bronx Whitestone Bridge, which indicate that the standard Fatigue I load factor, which was developed for girders, floorbeams, truss members and other “global” components is unconservative for the design of certain OSD components. These studies indicate that the ratio of maximum stress range to effective stress range is approximately 3.0, which is larger compared to standard bridge girders. This is likely due to a number of factors such as occasional heavy wheels and reduced local load distribution that occurs in deck elements, as opposed to a main girder. Cycles per Truck The frequency of loading is critical for finite life design in OSDs. The Average Daily Truck Traffic (ADTT) and cycles per truck passage (n) both influence the total number of cycles for design. For components and connections of the OSD subjected to direct wheel loads, the number of cycles for design is governed by the number of axles expected to cross the bridge.
Load more

Recommended publications
  • IMPREGILO GROUP Origins
    PROGRESS, OUR GREATEST WORK 2008 Annual Report 2008 The value of a group is tied to its history and concessions market, particularly for motorway IMPREGILO GROUP origins. networks, renewable energy plants and energy 2008 Annual Report Impregilo group was set up at the beginning of the transportation. It is also active in the plant and 1990s but its origins lie much further back as it is engineering and environmental services sectors. the legacy of Girola, Lodigini, Impresit and Cogefar. Dams, hydroelectric plants, motorways, railways, These prestigious Italian companies were at the underground train systems, tunnels, bridges, forefront of international civil engineering from the viaducts, desalination plants, fume treatment plants early twentieth century. and waste-to-energy plants: a wealth of experience gained in Italy and abroad thanks to its constant Active in all five continents, the companies that commitment to meeting deadlines, protecting the merged to become Impregilo engaged in the environment and deploying innovative technologies. IMPREGILO GROUP construction of the main motorway, railway and hydroelectric works underpinning development in Impregilo is a group looking to the future. It is Italy and in many other countries around the world, responsible and sensitive to its stakeholders’ and helped strengthen Italy’s international standing. expectations and has proved itself well capable of exploiting and anticipating market developments This rich history of tradition and success has made over its more than a hundred years of experience. Impregilo, listed on the Italian stock exchange, the leading general contractor in Italy and one of the Today, thanks to its business and organisational major international general construction companies.
    [Show full text]
  • Interim Financial Report
    (Translation from the Italian original which remains the definitive version) Interim financial report 30 June 2018 This document is available at: www.salini-impregilo.com Salini Impregilo S.p.A. Company managed and coordinated by Salini Costruttori S.p.A. Salini Impregilo S.p.A. Share capital €544,740,000 Registered office in Milan, Via dei Missaglia 97 Tax code and Milan Company Registration no. 00830660155 R.E.A. no. 525502 - VAT no. 02895590962 1 CONTENTS Company officers ................................................................................................................................................................... 3 Key events of the period......................................................................................................................................................... 4 Directors’ report - Part I ................................................................................................................. 5 Financial highlights ............................................................................................................................................................ 6 Performance ...................................................................................................................................................................... 9 Directors’ report - Part II .............................................................................................................. 20 Performance by geographical segment ..........................................................................................................................
    [Show full text]
  • Annual Report 2017 Report 2017
    ANNUAL ANNUAL REPORT 2017 REPORT 2017 I ANNUAL REPORT 31 DECEMBER 2017 TABLE OF CONTENTS CEO’S LETTER TO THE SHAREHOLDERS 4 COMPANY OFFICERS 12 OUR VISION AND GLOBAL PRESENCE 14 KEY EVENTS OF THE YEAR 16 DIRECTORS’ REPORT - PART I 22 FINANCIAL HIGHLIGHTS 24 PERFORMANCE 32 DIRECTORS’ REPORT - PART II 54 PERFORMANCE BY GEOGRAPHICAL SEGMENT 58 RISK MANAGEMENT SYSTEM 88 MAIN RISK FACTORS AND UNCERTAINTIES 96 EVENTS AFTER THE REPORTING DATE 126 OUTLOOK 128 REPORT ON CORPORATE GOVERNANCE AND THE OWNERSHIP STRUCTURE 130 ALTERNATIVE PERFORMANCE INDICATORS 132 OTHER INFORMATION 136 2017 CONSOLIDATED NON-FINANCIAL STATEMENT 138 CONSOLIDATED FINANCIAL STATEMENTS AS AT AND FOR THE YEAR ENDED 31 DECEMBER 2017 210 NOTES TO THE CONSOLIDATED FINANCIAL STATEMENTS 220 Statement of financial position 266 Statement of profit or loss 367 CONSOLIDATED FINANCIAL STATEMENTS OF SALINI IMPREGILO GROUP - INTRAGROUP TRANSACTIONS 388 CONSOLIDATED FINANCIAL STATEMENTS OF SALINI IMPREGILO GROUP - EQUITY INVESTMENTS 404 CONSOLIDATED FINANCIAL STATEMENTS OF SALINI IMPREGILO GROUP - LIST OF COMPANIES 416 STATEMENT ON THE CONSOLIDATED FINANCIAL STATEMENTS 438 SEPARATE FINANCIAL STATEMENTS OF SALINI IMPREGILO S.P.A. AS AT AND FOR THE YEAR ENDED 31 DECEMBER 2017 440 NOTES TO THE SEPARATE FINANCIAL STATEMENTS 450 Statement of financial position 482 Statement of profit or loss 545 Proposal to the shareholders of Salini Impregilo S.p.A. 566 SEPARATE FINANCIAL STATEMENTS OF SALINI IMPREGILO - INTRAGROUP TRANSACTIONS 568 SEPARATE FINANCIAL STATEMENTS OF SALINI IMPREGILO - EQUITY INVESTMENTS 588 STATEMENT ON THE SEPARATE FINANCIAL STATEMENTS 608 REPORTS 610 CEO’S LETTER TO THE SHAREHOLDERS Directors’ Report 6 ANNUAL REPORT 2017 Dear Shareholders, effective as shown not just by the numbers and the attained results, but also by the market’s acknowledgement.
    [Show full text]
  • Italy-9-Index.Pdf
    © Lonely Planet 925 Index A Alpe di Fanes 339-41 Brescia 285-7 AbbaziaABBREVIATIONS di Pomposa 463-4 Alpe di Siusi 338 Cagliari 839 AbbaziaACT di SanAustralian Galgano 544Capital Alta Badia 339, 340 Catania 795 Territory Abbazia di Sant’Antimo 550 Alta Murgia National Park 85 Catanzaro 750 NSW New South Wales Abruzzo 619-29, 622 alte vie hiking trails 316 Cuma 658-9 NT Northern Territory Abruzzo Lazio e Molise National Altipiano della Paganella 322-4 Fiesole 511 Qld Queensland Park 85 Alto Adige 313-16, 329-42, 318-19 Filicudi 786 SA South Australia abseiling 800, 866 Alto Lario 305 Herculaneum 671-2 Tas Tasmania AC Milan 276 Altopiano del Golgo 869-70 itineraries 32 Vic Victoria Accademia Carrara 283 Amalfi 685-7, 686 Lecce 723-4 WA Western Australia accommodation 871-5 Amalfi Coast 87, 681-91, 12 Lipari 780 agriturismo 21, 22, 579, 872 Ampezzo 424 Metaponto 733 B&Bs 872 amusement parks Naples 643 camping 698, 872-3 Aquafàn 471 Nora 844 convents 873 Aquaparadise 309 nuraghi 851, 852, 857, 859, 863, farmstays 579 CanevaWorld 309 865, 867, 868 hostels 873 Delfinario Rimini 471 Ostia Antica 179 hotels 873-4 Fiabilandia 471 Paestum 691-2, 11 internet resources 874-5 Gardaland 309 Perugia 569 language 907 Italia in Miniatura 471 Pietrabbondante 632 monasteries 873 Movieland 309 Pompeii 674-5 mountain huts 874 Anacapri 663-4, 664 Pozzuoli 657-8 pensioni 873-4 Ancona 601-5, 602 Rimini 470 rental accommodation 874 Andalo 322 Saepinum 630-1 villa rentals 874-5 animals 81-3, see also individual Selinunte 822 Acquafredda di Maratea 740 species
    [Show full text]
  • XXIV Liberation, Redemption, Autonomy
    XXIV Liberation, Redemption, Autonomy: Contemporary Utopias in Southern Italian Popular Music Marcello Messina1 Introduction Alongside the passionate interest, shown by Southern Italian intellectuals and artists, for the renegotiation of the official historical narratives (Messina 2015), the celebra- tions for the 150th anniversary of the Unification of Italy have at times reawakened the need to imagine a better future. These exercises in utopianism have constructed, from time to time, a future characterized by the liberation from the mafia, or by the bridge of the economic gap with the rest of the country, or even by the overcoming of national unity towards autonomy or independence-based solutions. Taking Co- nelli’s (2013) and Polizzi’s (2013) works on Southern Italy (aka Mezzogiorno) and post- coloniality as fundamental premises, this work seeks to interpret this phenomenon in the light of the theoretical tools provided by postcolonial studies, and in particular by the concept of postcolonial utopia, formulated, among others, by Ashcroft (2012). A key element is memory, whereby historical chronicles become, in a way, the allegory of present power relations and the discussion of the past serves to open up a debate about the present (Slemon 1988). Ashcroft argues that memory is also fun- damental “in the formation of utopian concepts of a liberated future” (2012: 2), and 1 I would like to thank Raquel Ishii, Jairo Souza, Cristina Perissinotto and Albert Göschl for their precious insights. liberation, redemption, autonomy 377 continues by mentioning two other characteristics of postcolonial utopias, namely the obsession with place and the problematic relationship with the concept of nation (2012: 3-4).
    [Show full text]
  • Safety and Reliability of Bridge Structures
    SAFETY AND RELIABILITY OF BRIDGE STRUCTURES Safety and Reliability of Bridge Structures Edited by Khaled M. Mahmoud Bridge Technology Consulting New York City, USA Front Cover: Kanchanaphisek Bridge, Samut Prakan Province, Thailand Photo courtesy of Parsons Brinckerhoff, USA Back Cover: (From top to bottom) Grimselsee Bridge, Bern, Switzerland Rendering courtesy of Christian Menn, Switzerland Kingston-Rhinecliff Bridge, Kingston, New York, USA Photo courtesy of New York State Bridge Authority, USA Cover Design: Khaled M. Mahmoud Bridge Technology Consulting, New York City, USA CRC Press/Balkema is an imprint of the Taylor & Francis Group, an informa business © 2009 Taylor & Francis Group, London, UK Typeset by Vikatan Publishing Solutions (P) Ltd., Chennai, India Printed and bound in the USA by Edwards Brothers, Inc, Lillington, NC All rights reserved. No part of this publication or the information contained herein may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, by photocopying, recording or otherwise, without written prior permission from the publisher. Although all care is taken to ensure integrity and the quality of this publication and the information herein, no responsibility is assumed by the publishers nor the author for any damage to the property or persons as a result of operation or use of this publication and/or the information contained herein. Published by: CRC Press/Balkema P.O. Box 447, 2300 AK Leiden, The Netherlands e-mail: [email protected] www.crcpress.com – www.taylorandfrancis.co.uk – www.balkema.nl ISBN: 978-0-415-56484-7 (Hbk) ISBN: 978-0-203-86158-5 (Ebook) Table of contents Preface IX 1 Bridge safety, analysis and design The safety of bridges 3 T.V.
    [Show full text]
  • Compared Cost Evaluation Among Traditional Versus Innovative Strait Crossing Solutions
    Available online at www.sciencedirect.com Procedia Engineering Procedia Engineering 2 (2010) 000–000 www.elsevier.com/locate/procedia Procedia Engineering 4 (2010) 293–301 www.elsevier.com/locate/procedia ISAB-2010 Compared cost evaluation among traditional versus innovative strait crossing solutions G. Martire, B. Faggiano, F.M. Mazzolani* DIST – Department of Structural Engineering, University of Naples Federico II, P.le Tecchio 80, 80125, Naples, Italy Received 4 August 2010; accepted 4 August 2010 Abstract Among the traditional solutions in use to cross waterways Cable Supported Bridges (CSB), such as suspension and cable stayed ones, nowadays represent one of the most widely realized. However this structural typology feature several problems, in particular when large spans have to be surpassed. Submerged Floating Tunnel (SFT) is instead an innovative technical solution in the field of waterway crossings, particularly suitable and advantageous in case of long waterway crossings. As a matter of fact, thanks to its modularity, the SFT structural performance is not greatly affected by the crossing length; also, its cost varies linearly with its length, differently from Cable Supported Bridges. At the stage of selection of the structural solutions to be adopted a decisive role is played by economic aspects. In particular, the building cost of each available solution has to be assessed in order to come to the final choice. Therefore simple procedures for the evaluation of the realization cost of the crossing solutions are needed; such a kind of procedures, considering only the costs related to quantity of steel, are already available for traditional Cable Supported Bridges. The scope of the present study is to provide a similar procedure for Submerged Floating Tunnels, thus allowing for quickly comparing the cost-effectiveness of the latter solutions with the one of traditional CSB solutions.
    [Show full text]
  • Suspended Bridges Subjected to Moving Loads and Support Motions Due to Earthquake
    ARTICLE IN PRESS JOURNAL OF SOUND AND VIBRATION Journal of Sound and Vibration 319 (2009) 218–227 www.elsevier.com/locate/jsvi Suspended bridges subjected to moving loads and support motions due to earthquake Ladislav Fry´baa,Ã, Jong-Dar Yaub,1 aInstitute of Theoretical and Applied Mechanics, v.v.i., Academy of Sciences of the Czech Republic, Prosecka 76, CZ – 190 00 Prague 9, Czech Republic bDepartment of Architecture and Building Technology, Tamkang University, 5 Lane 199, Kinghua Street, Taipei, Taiwan Received 5 December 2006; received in revised form 8 January 2008; accepted 9 May 2008 Handling Editor: A.V. Metrikine Available online 3 July 2008 Abstract The paper deals with the vibration of suspended bridges subjected to the simultaneous action of moving loads and vertical support motions due to earthquake. The basic partial integro-differential equation is applied to the vertical vibration of a suspended beam. The dynamic actions of traffic loads are modelled as a row of equidistant moving forces, while the earthquake is considered by vertical motions of supports. The governing equation is solved first analytically to receive an ordinary differential equation and next numerically. Moreover, the designed world’s largest suspended bridge— Messina Bridge—is investigated (central span of length 3.3 km). The paper studies the effect of various lags of the earthquake arrival because the earthquake may appear at any time when the train moves along a large-span bridge. The modified Kobe earthquake records have been applied to calculations. The results indicate that the interaction of both the moving and seismic forces may substantially amplify the response of long-span suspended bridges in the vicinity of the supports and increase with the rising speed of trains.
    [Show full text]
  • Experimental Investigation of Effect of Windshield Barriers on the Aerodynamic Properties of the Multi-Box Bridge Decks
    Experimental Investigation of Effect of Windshield Barriers on the Aerodynamic Properties of the Multi-box Bridge Decks by Xi Chen A thesis submitted to the Faculty of Graduate and Postdoctoral Studies in partial fulfilment of the requirements for the degree of Masters of Applied Science In Civil Engineering Department of Civil Engineering University of Ottawa Ottawa, Canada June 2015 © Xi Chen, Ottawa, Canada, 2015 Acknowledgements I would like to express my deepest appreciation to Dr. Elena Dragomirescu for her untiring and sincere teachings. She patiently guided me from choosing the topic to submitting the thesis. I'm also grateful to Dr. Muslim Majid for the advices and assistance when I was preparing the experiments. Thanks to Dr. Bas Baskaran and Mr. Steve Ko who lend the equipment needed for the experiment. Particular I am thankful to Mr. Vincent Ferraro, Mr. Un Yong Jeong, Mr. Dave Menard and Mr. Ryan Rosborough for making available the wind tunnel facility used in this experiment and for modifying the experimental model and technique support. My deepest thanks go to Fan Feng, Zhida Wang, Songyu Cao, Xiangwen Zuo and all my friends for their various kinds of helps during the experiment procedure. Finally, I would like to acknowledge with gratitude, the support and love from my family and my girlfriend. Their understanding and unwavering support kept me going and helped me overcoming difficulties. ii Abstract With the development of aerodynamic investigation methods, long-span bridge projects gradually became more open to adopt challenging geometric optimizations and countermeasure implementations. Thus the bridge girder decks improved as well, changing from the compact box-deck girders shapes, to twin-box and multi-box deck sections.
    [Show full text]
  • 13 English Texts 21/11/11 10.12 Pagina 170
    17.English Texts_13_English Texts 21/11/11 10.12 Pagina 170 170 ENGLISH TEXTS TITLE OF THE ISSUE Studies on Italian Architecture of the Twentieth Century EDITORIAL In an era without memory, that easily accepts rapid infatuations and equally sudden abandonment, Marcello In 2006, when Marcelo Rebecchini (who created this cultivated memory even at the risk of resembling a magazine, together with Giuseppe Nicolosi, Edoardo conservative. Instead, he was curious to understand. Salzano and Umberto De Martino, almost 50 years ago) Though he was also severe in his criticism of those who decided, regretfully, to end his university teaching career “for praise form as an end in itself, self-satisfied theorisers of a having reached the maximum age limit”, there was one thing that fantastic, eccentric architecture, openly ignoring reality and a subtly gnawed at him, a sort of regret, a future nostalgia, a its problems. In these figures he saw the refusal of any sensation that he defined with a smile and almost ethical involvement. apologetically as “inconvenient”: it was the sensation of one Not by accident he greatly admired Stendhal; his was an who fears, during the passage of testimony, that he has not antique admiration, almost adolescent, from his high school done enough to leave at least “some sign”, a “tangible years. A passion cultivated throughout his entire life. His record” of his passage, something that continues to speak last book, dedicated to Stendhal, was published of the school as it was once and as he experienced it, the posthumously. lessons he learned, the discipline that he cultivated and As Stendhal was not an admirer of the Baroque and transmitted for so many years.
    [Show full text]
  • A Journey to the Heart of the Island
    Sicily A journey to the heart of the island Discovering the colours, flavours and rites of the biggest island in the Mediterranean sea Regione Siciliana POR Sicilia UNIONE EUROPEA Assessorato Turismo, 2000-2006 Fondo Europeo Trasporti e Comunicazioni Misura 4.18 a/b Sviluppo Regionale www.regione.sicilia.it/turismo A journeySicily to the heart of the island Discovering the colours, flavours and rites of the biggest island in the Mediterranean sea index Knowing Sicily A paradise made of sea and sun island Treasure oasi Green pag 04 pag 12 pag 22 pag 54 Language ......................... 6 Among shores, The early settlements ..... 24 Regional parks ............... 56 cliffs and beaches .......... 14 Documents and Exchange . 6 The Greek domination .... 26 Reserves and The fishing villages, the protected areas .............. 58 The weather and what The Roman civilization ... 32 fishing tourism and wearing ............................ 6 The Arab-Norman period .. 34 Outdoor sports................ 60 the sea cooking .............. 16 Festivities ......................... 7 Frederick II and the Country tourism Minor Islands and marine Swabians ....................... 38 and baths ...................... 62 Trasportation .................... 7 protected areas: a paradise Medieval Sicily ............... 42 Roads ............................... 8 for diving and snorkelling .. 18 The explosion of Emergency numbers ........ 8 Marina Charters, tourist 02 harbours and the Baroque..................... 45 Geography ........................ 8 aquatic sports ................. 20 Bourbon’s age ................ 48 History ............................ 10 The Florio’s splendour .... 50 The museums ................ 52 The memory of the Island An island opened all the year Master in hosting Maps of the provinces pag 64 pag 76 pag 86 pag 100 The non-material Religious celebrations .... 78 The routes of wine ......... 88 Palermo ........................ 102 heritage register ............. 66 Theatre and Gastronomy ...................
    [Show full text]
  • Civil Engineering Systems and Their Evolution
    CHAPTER 1 CIVIL ENGINEERING SYSTEMS AND THEIR EVOLUTION 1.0 INTRODUCTION This chapter starts by defining civil engineering and describes briefly the current and future practices of the different civil engineering disciplines. The historical evolution of each civil engi- neering discipline is featured prominently in this chapter because it is also important for today’s civil engineers to acknowledge the profession’s trailblazers and appreciate their contributions to the growth of the profession. We will show how the evolution of civil engineering, as well as other disciplines related to civil engineering, have been shaped by changes in human value systems, interactions between the profession and socioeconomic forces, advances in science and technology, and innovations in materials, equipment, and the like. Civil systems engineering is not a new practice; on the contrary, over the ages, civil engineers or persons serving in that capacity have always executed their work from a systems perspective, perhaps at times implicitly. In this text, we will argue that the civil engineering discipline could be further enhanced if the development of its systems explicitly incorporates new analytical tools in systems engineering. This is particularly important in the current era, with its high population growth demanding new civil systems and increased need for preserving aging civil infrastructure, at a time when funding constraints are a stark reality, stakeholders are more involved in the development process, and users have higher service expectations. 1.1 CIVIL ENGINEERING SYSTEMS AND HISTORICAL DEVELOPMENTS 1.1.1 The Importance of Studying the History of Engineering Systems Eminent historians agree that the extent to which the history of a profession is known, preserved, honored, and utilizedCOPYRIGHTED greatly influences the degree MATERIAL to which the profession knows and comprehends itself; and it also dictates the extent to which the profession is acknowledged and respected by others outside its confines.
    [Show full text]