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Seismic Design of Bridges in British Columbia: Ten-Year Review
SEISMIC DESIGN OF BRIDGES IN BRITISH COLUMBIA: TEN-YEAR REVIEW Jamie McINTYRE Structural Engineer, Hatch Mott MacDonald, Vancouver Canada [email protected] Marc GÉRIN Consultant, Ottawa Canada [email protected] Casey LEGGETT Structural Engineer, Hatch Mott MacDonald, Vancouver Canada [email protected] ABSTRACT: Seismic design of bridges in British Columbia has evolved significantly in the last ten years. Developments have comprised three major changes in seismic design practice: (1) improved understanding of seismic hazard—including raising the design earthquake from a 475-year return period to 2475-year return period and better knowledge of the contribution of the nearby Cascadia subduction zone; (2) a shift to a performance-based design philosophy with emphasis on improved post-earthquake performance—including multiple service and damage objectives for multiple levels of ground motions; and (3) increased sophistication of seismic analyses—including both inertial analyses and analyses for liquefaction hazards. The result of these changes should be bridges that perform better and remain functional post-earthquake. These changes are expected to encourage alternatives to the traditional use of column plastic hinging, such as base-isolation. Over the last ten years, base-isolation has been used on few bridges in British Columbia—primarily retrofits of existing structures; however, given its ability to preserve post-earthquake functionality, base-isolation should be a serious consideration for any project. 1. Introduction – Evolution of Seismic Design Practice Seismic design of bridges in British Columbia has evolved significantly in the last ten years, going from a bridge design code using outdated principles to a state of the art new code that implements performance- based design. -
September 2017 Digital Edition
COMMERCIAL REAL ESTATE | FRANCHISES | BUSINESS OPPORTUNITIES $4.29 • SEPTEMBER 2017 • VOL32/9 RICHMOND | 12 BIG INDUSTRIAL BID “NOT SPEC” Richmond 170-acre development will start when first leases inked – and that will not be long PRE-SALES | 14 CRA PROBES CONDO FLIPS Canada Revenue Agency takes developer to court over assignment sales CONTENTS Full index 3 FFRANKLINRANKLIN JACKSONJACKSON Hotel towers 10 Industrial giant 12 MMARRIOTTARRIOTT Residential investing 14 Property taxes 16 TTOWERSOWERS IINTONTO B.C. report 18 Mortgage rates 20 CCENTRALENTRAL SSURREYURREY Done Deals 26 HHOTELSOTELS RISERISE ININ WESTWEST | 1100 PUBLICATIONS MAIL AGREEMENT 40069240 0 9 0 6 0 3 5 8 1 8 2 9 1 9 MACDONALD COMMERCIAL Commercial Sales & Leasing, Property & Asset Management and Strata Management. macdonaldcommercial.com 604.736.5611 Listings on Page A4 & A5 A2 | LOWER MAINLAND WESTERNINVESTOR.COM | SEPTEMBER 2017 NEWLY RENOVATED FOR SALE - EAST VANCOUVER PRIME OCEANFRONT FOR SALE FOR SALE - SINGLE TENANT APARTMENT BUILDING BUILDING AND PROPERTY DEVELOPMENT OPPORTUNITY 38.4 - 78.4 ACRES INVESTMENT OPPORTUNITY LIMERICK APARTMENTS - 5450 204TH ST, LANGLEY 1428 CHARLES STREET, VANCOUVER MARINER’S VILLAGE, SOOKE, BC BURKE MOUNTAIN, COQUITLAM 250 WINNIPEG STREET, PENTICTON, BC • Pad Development Opportunity • 41,382 sf / 0.95 acre property • Approximately 40,000 sf, two storey building • 8.63 acres of development land approved for • 2 lots: 38.4 and 40 acres • 1.43 acres site with net rentable area of 23,565 sf on 23,262 sf corner site mixed-use development • 3 storeys, 39 suites and 27,267 sf • Beautiful views • Net Operating Income $564,668 (as of 09/2017) of net rentable area • Located in Strathcona, walking distance to • Views of Sooke Harbour & the Olympic Mountains • Future residential development property • Long term lease • Asking Price $7,600,000 amenities of Venables and Commercial Drive • Serviced, zoned, marina leasehold included or ideal estate lots • Listing Price $9,800,000 • Asking $6,300,000 • Asking $3,500,000 per lot GREG MILES | CHRIS J. -
For the Canadian Transportation Sector 2016 (Pp
3 · Northern Territories CHAPTER 3: NORTHERN TERRITORIES LEAD AUTHOR: KALA PENDAKUR1 CONTRIBUTING AUTHORS: JACKIE DAWSON (UNIVERSITY OF OTTAWA), KATERINE GRANDMONT (UNIVERSITY OF MONTREAL), DOUG MATTHEWS (MATTHEWS ENERGY CONSULTING), ART STEWART (GOVERNMENT OF NUNAVUT) RECOMMENDED CITATION: Pendakur, K. (2017). Northern Territories. In K. Palko and D.S. Lemmen (Eds.), Climate risks and adaptation practices for the Canadian transportation sector 2016 (pp. 27-64). Ottawa, ON: Government of Canada. 1 The Conference Board of Canada, Ottawa, ON Climate Risks & Adaptation Practices - For the Canadian Transportation Sector 2016 TABLE OF CONTENTS Key Findings .........................................................................................................................................................29 1.0 Introduction ..................................................................................................................................................29 1.1 Regional overview .............................................................................................................................30 2.0 An introduction to Canada’s northern transportation system...............................................................31 2.1 System overview ................................................................................................................................31 2.2 Road transportation ..........................................................................................................................33 2.3 -
NWT Transportation Report Card 2015 Is Intended to Provide a Statistical Benchmark of Progress Achieved and an Evaluation Framework to Measure Future Progress
TABLED DOCUMENT 345-17(5) TABLED ON OCTOBER 7, 2015 Table of Contents Overview ....................................................................................................................................3 Strengthening Connections .....................................................................................................5 Capturing Opportunities ...........................................................................................................9 Embracing Innovation ............................................................................................................ 11 Metrics & Data .........................................................................................................................13 1.0 Financial .................................................................................................................. 13 1.1 Capital and O&M Expenditures and Revenue .............................................. 13 1.2 Analysis of Capital Needs ............................................................................ 14 1.3 Major Partnership Funding ........................................................................... 15 1.4 Airport, Road Licensing and Deh Cho Bridge Toll Revenues ....................... 16 1.5 Northern, Local, Other, contracts and Total Value of Contracts .................... 18 1.6 Community Access Program Expenditures ................................................. 18 2.0 Airports ....................................................................................................................19 -
Container Capacity Expansion Plans at Pacific Coast Ports
TP 14710E Container Capacity Expansion Plans at Pacific Coast Ports Prepared for: Policy Research Branch Strategic Policy Directorate Policy Group Transport Canada By: Hanam Canada Corporation Victoria, BC January 2007 TP 14710E Container Capacity Expansion Plans at Pacific Coast Ports By: Hanam Canada Corporation 1165 Burdett Avenue Victoria, BC, V8V 3H3 250-381-6768 Web: www.hanamcanada.com Helmut G. Burke, P.Eng., MBA [email protected] January 2007 Container Capacity Expansion Plans at Pacific Coast Ports Hanam Canada Corporation January 2007 The Directory of Pacific Coast Container Ports, Terminals, and Services (TP 14711E) has been published as a companion document to this report. This report reflects the views of Hanam Canada Corporation only and does not necessarily reflect the official views or policies of Transport Canada. Neither Transport Canada, nor its employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy or completeness of any information contained in this report, or process described herein, and assumes no responsibility for anyone's use of the information. Transport Canada is not responsible for errors or omissions in this report and makes no representations as to the accuracy or completeness of the information. Transport Canada does not endorse products or companies. Reference in this report to any specific commercial products, process, or service by trade name, trademark, manufacturer, or otherwise, does not constitute or imply its endorsement, recommendation, or favoring by Transport Canada and shall not be used for advertising or service endorsement purposes. Trade or company names appear in this report only because they are essential to the objectives of the report. -
Season's Greetings
I’d like to congratulate the teams that worked on the University of Saskatchewan’s Livestock and Season’s Greetings Forage Centre of Excellence and Calgary Zoo Flood Mitigation projects. Both projects received Awards Thirty-two years ago, I started my career at of Excellence at the annual Canadian Consulting Associated Engineering. As a Design Engineer Engineering Awards. These awards are a testament working on bridges and transportation structures to our innovation and technical excellence. for the resource sector and municipalities, I wanted I’d also like to acknowledge our team who to design safe transportation infrastructure that worked on the Regina Bypass, which opened in supports our economy. Never did I imagine that October. This $1.88 billion project is the largest in three decades later, I would become President, and Saskatchewan’s history. As Owner’s Engineer, we then this year, President & CEO. Thank you to Kerry employed a One Company approach, drawing on Rudd, who retired this year as President & CEO, and the expertise of staff from across the country. Our our Board of Directors for their confidence in me. One Company approach is part of the success of One of my first actions as President was to embark Associated Engineering. on a new Strategic Plan, which we launched last In closing, I’d like to thank all our staff for their year. Themed Shaping our Shared Future, our vision contributions and dedication to our clients and the is to deliver creative solutions for a healthy, resilient projects they work on. Your service and creativity world, and, in doing so, create a meaningful legacy featured: are what differentiates us. -
Deh Cho Bridge (Canda)
Project information Deh Cho Bridge (Canda) Project description mageba scope Highlights & Facts The Deh Cho Bridge, located in Canada’s mageba was awarded the contract to de- Northwest Territories, was completed in sign and manufacture the modular expan- mageba products: the fall of 2012. The $202 million cable sion joints required at each end of the Type: TENSA®MODULAR LR stayed bridge spans the Mackenzie River Deh Cho Bridge. mageba provided an 11 expansion joints of types near Fort Providence, replacing an exist- gap TENSA®MODULAR expansion joint at LR8 and LR11 ing ferry service in the summer, and an one abutment, and an 8 gap modular ex- Installation: 2010–2012 ice crossing route in the winter. The Deh pansion joint at the other. These modular Cho Bridge is the only permanent cross- expansion joints, reliable in the most ex- Structure: ing of the Mackenzie River. The structure treme conditions of northern Canada, are Location: Northwest Territories, ensures that the region to the north will able to facilitate movements of up to 35 in Canada not be cut off from southern Canada for (889 mm). In addition, they are also excep- Completed: 2012 an annual 8 week period, when forming tionally flexible, allowing movements in Type: Cable stayed bridge or melting ice, not strong enough to carry every direction as well as limited rotations Length: 3,642 ft (1,100 m) the ice road, prevents the passage of the about every axis. Contractor: Ruskin ferry. The new 0.68 mi (1.1 km) long bridge has nine spans of lengths ranging between 294 ft (90 m) and 624 ft (190 m). -
Vulnerability Assessment of Arizona's Critical Infrastructure
Leadership in Sustainable Infrastructure Leadership en Infrastructures Durables Vancouver, Canada May 31 – June 3, 2017/ Mai 31 – Juin 3, 2017 SCOUR IN COMPLEX BRIDGE PIERS: FRASER AND PADMA RIVERS Jose A. Vasquez1,2, Kara I. Hurtig1, Matt S. Gellis1, Andre Zimmerman1, Bruce W. Walsh1. 1 Northwest Hydraulic Consultants Ltd. (NHC), North Vancouver, British Columbia, Canada 2 [email protected] ABSTRACT The construction of complex bridge piers in large sand-bed rivers has become increasingly common. These piers are made by driving or boring a group of piles deep into the riverbed and then connecting them by a pile cap on top, over which the stem of the pier supporting the deck is located. In contrast with conventional footings, the pile cap is located high above the riverbed and close to the water surface, functioning also as protection against ship collision. The combination of several piles, pile cap and stem above the riverbed gives the pier a complex geometry, which does not easily fit with the simple geometry commonly assumed by most scour prediction equations; hence the need for mobile-bed physical modelling in order to determine scour depths for design purposes. We report the results of several complex piers scour experiments carried out at Northwest Hydraulic Consultants’ laboratory including the Golden Ears Bridge, Port Mann Bridge and Pattullo Bridge in the Fraser River, British Columbia and the Padma River Bridge in Bangladesh. These pier tests encompass a wide range of conditions such as vertical and inclined piles (diameters from 1.8 to 3.0 m), rectangular, octagonal and dumbbell-shaped pile caps (pile cap lengths between 18 and 60 m), and flow discharges ranging from 2-year to 100-year floods. -
Background Report
Sahtu Land Use Planning Board Sahtu Land Use Plan Background Report July 2010 July 2010 Page 1 Sahtu Land Use Plan Background Report: The Sahtu Settlement Area The Sahtu Land Use Plan Background Report The Sahtu Land Use Plan Background Report, from now on referred to as the “Background Report”, is intended to capture some of the main characteristics of the Sahtu Settlement Area (SSA), its people, the culture, special places, the biophysical environment, the economy and the regulatory regime. Above all, the Background Report should help readers better understand the Sahtu and the reports and information that were considered in the development, decisions, and planning that resulted in the Sahtu Land Use Plan (SLUP). Introduction The Sahtu Land Use Plan was written by taking into account the three pillars of sustainability: socio-cultural, economic and ecological factors. These three domains are now commonly considered part of a balanced approach to decision-making. The background report is an attempt to briefly describe some of the social, cultural, economic and ecological factors that the Sahtu Land Use Planning Board (SLUPB) has considered in its decision making. INAC’s Sustainable Development Strategy 2007-2010 describes sustainable communities as those which “enjoy a prosperous economy, a vibrant and just society, and a healthy environment for current and future generations.”1 The Sahtu Land Use Planning Board has sought to develop a balanced plan for the Sahtu Settlement Area (SSA) by considering a diversity of resources under each of the three pillars. A summary of the sources used and a general description of the Sahtu Settlement Area follow. -
Fall 2011 Baseline Truck Traffic in Metro Vancouver
Fall 2011 Baseline Truck Traffic in Metro Vancouver Watercrossings, Border Crossings and Top 10 Truck Volume Locations (Weekday, 6AM-10PM) Transportation Committee Map of the Month March 12, 2014 Legend Screenline Volumes Total Vehicles Counted (fall weekday in 2011) Light and Heavy Commercial Trucks Lions Gate Bridge Passenger Vehicles, Motorcycles, 61,000 Vehicles Second Narrows Bridge Transit Vehicles, Bicycles 1% Trucks 120,000 Vehicles Daily Average from Auto Counts (no truck data) 5% Trucks Regional Land Use Designations Burrard Bridge Industrial and Mixed Employment 53,000 Vehicles Cambie Bridge General Urban 2% Trucks 46,000 Vehicles Agricultural, Conservation & Recreation, Rural 2% Trucks Highway 1 - West of Granville Bridge North Road Brunette Ave. - Pitt River Bridge 51,000 Vehicles 103,000 Vehicles South of Highway 1 70,000 Vehicles 1% Trucks 8% Trucks 53,000 Vehicles 6% Trucks 13% Trucks Port Mann Bridge Arthur Laing Bridge 96,000 Vehicles Knight St Bridge 72,000 Vehicles, 2% Trucks 7% Trucks 89,000 Vehicles Golden Ears Bridge Airport Connector Bridge- 19,000 Vehicles, 5% Trucks 8% Trucks Pattullo Bridge 27,000 Vehicles 8% Trucks Moray Bridge- 17,000 Vehicles, 5% Trucks 63,000 Vehicles Oak St Bridge 7% Trucks Dinsmore Bridge- 21,000 Vehicles, 2% Trucks 78,000 Vehicles Queensborough Bridge 3% Trucks 79,000 Vehicles No. 2 Road Bridge- 30,000 Vehicles, 1% Trucks Highway 1 - West of Highway 91 - West of 9% Trucks 176th Street No. 8 Road Alex Fraser Bridge 70,000 Vehicles 82,000 Vehicles 102,000 Vehicles 12% Trucks 10% Trucks 8% Trucks George Massey Tunnel 77,000 Vehicles 7% Trucks Highway 1 - East of 264th Street 59,000 Vehicles 12% Trucks Point Roberts Border Crossing Highway 13 Border Crossing 5,500 Daily Average Highway 99 Border Crossing Highway 15 Border Crossing 4,400 Daily Average No truck data 13,000 Vehicles 13,000 Vehicles No truck data 1% Trucks 14% Trucks A Note About the Border Crossings Highway 99 Border Crossing prohibits all commercial vehicles, but a small number of commercial trucks were observed on the survey day. -
Fast-Tracked Bridge Design
Steel Bridge NATIONAL STEEL BRIDGE ALLIANCE NEWS JUNE 2010 A sophisticated, iterative analytical approach to re-evaluating the bridge superstructure has put this project on the path to completion. Fast-Tracked Bridge BY PRABHJEETD RAJ SINGH,esign P.ENG., P.E., AND MATTHIAS SCHUELLER, P.ENG., PH.D. CROSSING THE MACKENZIE RIVER in Canada’a Northwest system. This reveals the difference of an extradosed bridge and a Territories is anything but easy. In summer a ferry provides a way classical cable stayed bridge in terms of the structural system. across, and in winter passage is via an ice bridge. But during the The two-lane, nine-span bridge has main navigation span of transition seasons, as the ice is breaking up or before it freezes 623 ft. The approach spans are symmetrical about the center of the solid, neither option is available. bridge. Each end begins with a 295-ft span followed by three 369- The Deh Cho Bridge now being constructed soon will provide ft spans. The total length of the bridge is 3,427 ft. The superstruc- a permanent link for ground transportation in the area. It is a com- ture consists of two 15-ft deep Warren trusses with a transverse Cposite steel truss bridge with a cable assisted main span. The struc- spacing of 24 ft and a 9-in-thick precast composite deck. tural system can be classified as a composite bridge with hybrid The truss members are built-up I-sections. Two A-shaped pylons, extradosed-cable stayed features. Comparable to a cable stayed located at Pier IV South and Pier IV North, each support two cable system, the primary purpose of the cables is to support the truss in planes. -
Dodam Bridge
A GLOBAL BRIDGE World’s Longest Sea Bridge NETWORK SYSTRA has been a world leader in the World’s Longest Floating Bridge fi eld of transportation infrastructure for 60 years. Bridges are a major product SHEIKH JABER AL-AHMAD AL-SABAH CAUSEWAY line and a cornerstone of our technical Kuwait MONTREAL excellence in providing safe, effi cient, PARIS SEOUL and economical solutions. SAN DIEGO EVERGREEN POINT FLOATING BRIDGE World’s Longest Span International Bridge Technologies joined Seattle, Washington Railway Cable-Stayed Bridge NEW DELHI SYSTRA in 2017. The two companies DUBAI have combined their complementary World’s Longest technical expertise to offer specialized Concrete Span engineering services in all facets of bridge TIANXINGZHOU BRIDGE design, construction, and maintenance. China World’s Fastest Design & SYSTRA’s Global Bridge Network consists Construction Supervision on any Metro Project of over 350 bridge specialists deployed 3rd PANAMA CANAL CROSSING worldwide, with Bridge Design Centers Colón, Panama World’s Longest located in San Diego, Montreal, São Paolo, Double Suspension Bridge SÃO PAOLO Paris, Dubai, New Delhi, and Seoul. MECCA (MMMP) METRO Saudi Arabia CHACAO BRIDGE BRIDGE DESIGN CENTERS Chacao, Chile • SERVICES • Tender Preparation • BIM / BrIM • Conceptual Design • Complex Drafting & Specialized Detailing • Pre-Bid Engineering • Realistic Graphics • Proposal Preparation - 3D Renderings - Visual Animation • Specifications Preparation - Construction Sequence Animation • Bids Analysis • Technical Assistance During Construction