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F
ort Edmonton Footbridge
R
estoring the Kinsol Trestle
H
ow to define sustainable infrastructure?
2014 | Spring/Printemps
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www.csce.ca
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contents
SPRING 2014/PRINTEMPS 2014 | VOLUME 31.1
IN VIEW: PROJECTS
12 Restoring the Kinsol Trestle
14 Fort Edmonton Footbridge
Cover photo: Fort Edmonton Footbridge. Photo courtesy CH2M HILL.
12
TECHNICAL: BRIDGES / PONTS
18 Introduction by Mamdouh El-Badry, Ph.D., P.Eng., FCSCE
19 Bridges with progressively erected decks
23 Innovative design and construction for expressway bridges in Japan
FORUM ON SUSTAINABILITY
16 How Does the CSCE define sustainable infrastructure?
14
NEWS, VIEWS & DEPARTMENTS/
NOUVELLES, POINTS DE VUE ET DPARTEMENTS
4 Presidents perspective / 10 Student voice/
Perspective presidentielle La voix des tudiants
6 From the regions: Western 22 Lifelong learning/
region / De nos regions, Formation continue
la rgion de lOuest 26 CSCE partners and sponsors/
8 Young professionals corner/ Associs et sponsors SCGC
Le coin des jeunes
professionels
16
we fool ourselves, it also involves other stakeholders policy makers, Aprs plus de 125 ans, cette infrastructure affecte toujours la vie
financiers/accountants, contractors the list goes on. Engineers, des citoyens canadiens, notamment lconomie et la politique. Il y a
however, have the technical background and problem solving skills eu dautres russites dans le domaine du transport, comme le canal
that equip them to be leaders in addressing core sustainable in- Welland, dans la rgion de Niagara, lautoroute transcanadienne, le
frastructure issues. Civil engineers, in fact, have a duty to take a pont Lions Gate, Vancouver, le pont Champlain, Montral, ainsi
leadership role and, therefore, need to become more visible and vo- que dautres ouvrages plus rcents comme le pont de la Confdra-
cal in this space. Link this need to CSCEs new vision and look for tion, lle du Prince douard.
our action plan to engage every component of our organization, Dautres russites du gnie civil ont aussi eu un impact sur la sant
including individual members, to be more visible and vocal. Global et la scurit publique. La cration daqueducs et dgouts a volu
sustainability and infrastructure is our current need and opportunity depuis la Confdration et continue dvoluer. Ces infrastructures
for our next great achievements! auraient sauv plus de vie au Canada que les efforts de la mdecine
et les russites du secteur de la sant si on pense aux pidmies de
cholra et de dysenterie du 19e sicle. Lune des plus anciennes pi-
dmies au Bas-Canada et en Nouvelle-Angleterre avait fauch plus
de 9 000 vies. Des milliers dautres vies ont t perdues au cours des
annes qui ont suivi jusqu ce que lon parvienne a dterminer la
cause et la propagation de ces maladies et que le gnie civil cre des
aqueducs et des gouts appropris.
Au dbut de la Confdration, les besoins de la socit ont donn
loccasion aux ingnieurs civils dagir comme leaders pour rpondre
aux ncessits sociales du pays. Pousss par les obligations de leur
An incredible engineering feat culminated on November 7, 1885, with profession, les ingnieurs civils ont relev les dfis politiques, finan-
the completion of Canadas first transcontinental railway./ Une ciers et techniques pour inventer des faons de mettre en uvre des
incroyable russite du gnie a t ralise le 7 novembre 1885 avec le solutions stratgiques.
parachvement du premier chemin de fer transcontinental du Canada. Les ingnieurs ont fait leur travail sans tambours ni trompettes. Le
rle de lingnieur semble ne pas tre bien compris dans le grand pub-
L e besoin et les circonstances ont donn lieu certaines des plus somment de lagenda politique, tous les niveaux. Ces checs ont alert
grandes russites du gnie civil pour la cration de la socit le public et la profession quant la dtrioration de nos infrastructures,
canadienne, pour la sant et la scurit publique, et pour le dvel- ce qui a men llaboration de la notion de durabilit pour ces ouvrages.
oppement conomique et le mode de vie des citoyens. Certaines En matire dinfrastructures, la durabilit est laffaire des ingnieurs
de ces russites font partie, juste titre, du processus de cration civils. Sans nous tromper, on peut aussi affirmer qua la durabilit est
dun pays. Aucune de ces russites na cependant eu autant de por- aussi laffaire dautres intresss: les dcideurs politiques, les agents
te que la construction du chemin de fer du Canadien Pacifique, de financement, les comptables, les entrepreneurs, etc. Cependant,
compte tenu de lpoque et de son rle persistant dans la mosaque les ingnieurs ont les connaissances et les comptences techniques
canadienne. Selon les mots mme du CP le chemin de fer du pour agir comme chefs de file dans le traitement des problmes
Canadien pacifique a t cr pour unir physiquement le Canada et dinfrastructures durables. En fait, lingnieur a mme le devoir de
les Canadiens dun ocan lautre. Cette incroyable russite du gnie prendre le leadership, de se faire plus visible et de sexprimer davan-
a t paracheve le 7 novembre 1885, six annes plus vite que prvu, tage dans ce domaine. Faites le lien avec la nouvelle conception de
lorsque le dernier clou a t enfonc, Craigellachie, C.B. Le 1er juil- la SCGC et consultez notre plan daction, destin mobiliser tous
let 1867, la Confdration canadienne runissait quatre provinces de nos lments, y compris certains membres prcis, afin dtre plus
lEst pour crer un nouveau pays. En vertu de lentente, on a promis prsents et plus connus comme tel. La durabilit globale et dans les
la Nouvelle-cosse et au Nouveau-Brunswick un chemin de fer infrastructures constitue le besoin et loccasion par excellence pour
pour les relier aux deux provinces centrales, le Qubec et lOntario. crer nos prochaines grandes russites !
South Saskatchewan
The South Saskatchewan Section hosted three networker events
for its young professional members in Regina in 2013. The purpose
of networkers is to provide young professionals an opportunity to
meet and socialize with peers in an informal setting. Past events
have included beverages and appetizers, pool, and glow bowling.
We have recently had the University of Regina added to the list of
CSCE-recognized universities and we are working on creating the
universitys first student chapter.
We plan to host more networkers in 2014, which will be comple-
mented with some technical lunch-and-learn events. Our goal is to
maximize participation and member momentum leading up to the
2015 CSCE Annual Conference to be hosted in Regina.
Katelyn Freon, EIT, AMCSCE
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Restoring the
Kinsol Trestle
This restoration project on Vancouver Island in B.C. retained 60 per cent of
the trestles historic timber and met the current bridge code.
Re-opening ceremony.
Photo: ISL Engineering and Land Services
By Robin Zirnhelt, P.Eng. and Reid Costley, P.Eng. of the original timber and met the Canadian Highway Bridge Code.
ISL ENGINEERING AND LAND SERVICES To achieve this outcome, the consultant team needed to address the
apparently conflicting requirements of BCs Ministry of Transporta-
T he Kinsol Trestle soars 145 feet over the Koksilah River on Van-
couver Island, B.C.; it is Canadas tallest timber trestle. Built in
1920 for CN Rail, this historic railway bridge had fallen into disre-
tion and Infrastructure (MOTI) and the Standards and Guidelines
for the Conservation of Historic Places in Canada. The former re-
quired that all load-bearing timbers had to be new, not reclaimed
pair and was slated for demolition. In 2007, however, the Cowichan timber. The latter required the retention and repair of as much of the
Valley Regional District requested an assessment to determine the vi- existing structure as possible, using existing materials where possible.
ability of its restoration as a pedestrian bridge connecting the last leg
of the Trans-Canada Trail on south Vancouver Island. ISL Engineer- Rehabilitation strategy
ing and Land Services (then Cascade Engineering Group) executed a In response, the design-build team developed an innovative rehabili-
complex timber and steel solution, which simultaneously reused 60% tation strategy that divided the structure into inactive and active
A new suspension bridge over the North Saskatchewan River in an Edmonton park
Photos: CH2M HILL
The suspension
bridge in the
picturesque river
valley park in
Edmonton is the first
new river crossing
built in the last 15
years. Its long span
and light and organic
profile respect the
natural character of
the site.
Over the past year this column has shared ideas from across
Canada to articulate how civil engineers interpret the phrase
sustainable infrastructure. This discussion has helped to The city of Quebec is a past winner of the CSCE Award for
support CSCEs Vision 2020 Strategic Direction to demonstrate Governmental Leadership in Sustainable Infrastructure, for its
leadership in sustainable infrastructure. clean-up of the St. Charles River.
WE DO IT ALL
CORROSION PROTECTION & SEALING SYSTEMS YOU CAN DEPEND ON
Figure.1 Bridge across the Hostovsky Creek Valley: (a) completed bridge, (b) span-by-span erection
near the city of Presov on Motorway D1. The and are deviated at pier and span deviators. Design of the first structure the Viaduct
bridges that are being built across the Lazny In the transverse direction the deck slab is across the Hostovsky Creek Valley was
and Stefanovsky Creek have total lengths of prestressed by tendons consisting of 4 strands performed according to the Slovakias stan-
269m and 182m; typical span length is 45m. placed in flat ducts situated at a distance of dards (STN) in effect at the time of design.
Both motorway directions are carried by one 1.50m. During erection the struts are sus- All other viaducts were designed according
bridge of a total width of 29.5m. The girder pended on two prestressing bars anchored at to Eurocode. All aspects of the analysis are
has a constant depth of 2.60m. The bridge the outer cantilevers of the basic cross section presented in (Novotny et al., 2012).
decks are rigidly connected to H shaped piers (Figure3). The struts of a nominal width of The detailed analysis has confirmed that
and form semi-integral structural systems. 3.00 or 2.50m are supported by short bottom although the struts are not mutually con-
Another two bridges of similar arrangement corbels of the box girder (Figures3 and 5). nected, they contribute to resistance of the
are also being built on the JanovceJablonov The deck slab is cast-in-place in the structure both in bending and torsion. Since
intersection near the city of Levoca on Motor- formwork supported by the already erect- the performance of the bridge depends on a
way D1. The bridges across the Lodina and ed precast struts (Figure 6). Following perfect connection of the struts to the corbels
Doliansky Creek Valley have total lengths of prestressing of the deck slab with transverse of the box girder, which in turn depends on
367m and 414m; typical span length is 65m. tendons, the longitudinal external tendons the quality of workmanship, the following
Both motorway directions are carried by one are post-tensioned. conservative approach was accepted. The
bridge of a total width of 28.70m. The girder The quality of the workmanship and spine girder was designed without contri-
depth varies from 4.00 to 2.60m. The bridge performance of the bridges are verified by bution of the struts in both bending and
decks are hinge connected to twin piers and detailed static and dynamic loading tests. torsion. On the other hand, the precast struts
form semi-integral structural systems. During construction, strain gauges are were designed for the stresses that originate
The spine girder of all the bridges is placed in the critical sections and the struc- based on condition of a perfect connection
progressively cast spanby-span in the tures are carefully monitored both during of the struts to the box girders corbels. This
formwork suspended on the overhead gan- construction and in service. approach ensures that the struts will not be
tries (Figure4). The girders are cast with an damaged during the service of the bridge.
overhanging cantilever. The gantrys front Static analysis
support is situated on the pier table and the The structural solution was developed on the Bridge monitoring during
rear support is on the overhanging cantilever. basis of very detailed static and dynamic analy- construction and service
The decks of all the bridges are longitudinally ses. The structures were analyzed by a MIDAS The first structure, the Viaduct across the
prestressed by internal bonded tendons situ- program system. The bridges were modeled as Hostovsky Creek Valley (R1205), has been
ated within the basic cross section, and by 3D structures assembled by beam, shell, and carefully monitored during construction, de-
external non-bonded tendons situated inside solid elements. A detailed time-dependent tailed loading tests, and during service. For
the central box. The bonded tendons are cou- analysis of the progressively erected structure the monitoring of concrete stresses, strain
pled at each construction joint. The external was also performed. Strut and tie models were gauges were placed in four sections. Two sec-
tendons are anchored at the pier diaphragms also used for checking important details. tions were placed in span 6 and two sections
were in span 7. Span 6 represents a typical average weight of 32.05 tons situated sym-
span supported by movable bearings on pier metrically to the bridge axis. This loading
6 and by a concrete hinge on pier 7. Span 7 produced maximum positive bending mo-
is a special span supported on a hinge at pier ments in the two spans. Span 6 was loaded
7 and rigidly connected with pier 8. In both by 8 trucks situated only on one side of the
spans one section is situated at midspan and bridge, which created maximum torsion.
one section situated at distance 0.5 from the The measured and calculated values were in
pier table. Ten strain gauges were placed in a good agreement. Figure6 Formwork of the overhangs
each section.
Since longitudinal strains were measured, Conclusions struction of the new bridges is progressing
the gauges were placed longitudinally at mid The design and construction techniques without any major issues.
depth of individual slabs. The gauges were described above proved to be efficient. The The architectural and structural solu-
connected to Data Taker situated inside the viaduct across the Hostovsky Creek was built tions as well as the final design of the above
box girder. Measurements by individual without any significant issues and moni- bridges were done by Strasky, Husty and
strain gauges as well as their temperature toring of the bridge so far has confirmed Partners (SHP), Brno, Czech Republic. The
were recorded at selected intervals. Also tem- excellent structural performance. Also, con- bridge monitoring is being done by SHP
perature and humidity inside the bridge box
were monitored.
Strain measurements were recorded right
after casting of the structural members instru-
mented by the strain gauges. Measurements
were recorded also just before and just after
post-tensioning of the bonded tendons, strip-
ping of the formwork, erection of the struts,
casting of the overhangs and post-tensioning
of the external cables, applying the additional R.V. Anderson Associates Limited (RVA) wins the 2013 Project of the Year Award
(Structures) from the Ontario Public Works Association for:
dead load, the loading test, and bridge open-
City of Hamiltons Stone Church Road West and Garth Street Pumping Station
ing. During service, the strain measurement is
recorded twice a year. Figure7 presents calcu- RVAs innovative approach involved overhauling 40-year-old pumps and refurbishing
existing infrastructure to increase the stations reliability and efficiency, while the
lated and measured values from which a good station remained in service during construction.
agreement of results is evident.
The strain measurement was also recorded
during tests under three static loading stages.
Spans 5 and 7 were loaded by 16 trucks of
References
Strasky,J. (1993). Design and construction of
cable-stayed bridges in the Czech Republic.
PCI JOURNAL, Vol. 38, No. 6, pp. 24-43.
Novotny, P., Strasky, J., and Klimes, P.
(2013). Bridge across the Hostovsky Creek
Valley, Expressway R1. Inzinierske stavby,
Vol.61, No.6, pp. 24-27.
Novotny,P., Juchelkov,P., Jurk,M., and
Pawelczak,M. (2012). Bridges with pro-
gressively erected cross section. Design
of Concrete Structures Using Eurocodes.
Figure7 Long term measurement Third International Workshop Vienna,
pp. 147-154
Mahmoud Lardjane
CSCE PROGRAMS MANAGER / DIRECTEUR
DES PROGRAMMES MAHMOUD@CSCE.CA
girders results in large spacing between the slab 20% greater than conventional steel strands. cost. This approach has been used for bridges
supports. Thus, with conventional construction These have been used in some bridges. When such as the Yatomi Viaduct (prestressed con-
methods, the use of two-cell girders proved to ultra-high strength strands are used in external crete continuous box-girder bridge, total length
be more effective. The Katsurajima Viaduct (4- cables, the material cost per unit weight of steel 1,519 m, longest span 87.5 m, largest segment
span continuous box-girder bridge, total length is higher, but less steel needs to be used, allow- 80 tons) and the Kiso River Bridge (prestressed
216 m, longest span 54 m, Photo 3) utilizes ribs ing for an overall reduction of construction cost. concrete-steel composite 5-span continuous ex-
and struts to reduce the weight and construction For a reduction of the expressway construc- tradosed bridge, total length 1,145 m, longest
cost. The bridge also has steel corrugated webs. tion cost, epoxy-coated ultra-high strength span 275 m, largest segment 400 tons). Figure
This type of construction has enabled a reduc- strands were used for the external cables of 4 depicts the Yatomi Viaduct segment cross-
tion of self-weight to 70% of a conventional the Matoba Viaduct (9-span continuous box- section. Photo 4 shows erection of a segment.
design (Figure. 3). girder bridge, total length 403.5 m, longest For urban projects in Japan, it is often dif-
span 60 m). Quality assurance for the epoxy ficult to secure sufficient space for a casting
Tendon system using epoxy-coated coating was based on ASTM A882. yard near the bridge construction site. In
ultra-high strength strands such cases, shop fabrication is used, casting
Many concrete bridges in Japan use uncoated Precast segmental construction of the segments at a permanent PC precasting
stress relieved steel strands for internal and ex- box-girder bridges plant. This method was used for construc-
ternal prestressing cables in compliance with JIS For expressway construction a segment cast- tion of bridges such as the Furukawa Viaduct
G 3536. Ultra-high strength strands have been ing yard can be set up near the erection site and Kamikazue Viaduct. The need to trans-
developed in Japan with a tensile strength about in order to reduce the construction time and port segments along ordinary roads means
Figure4 Cross section of precast segment Figure5 Cross section of precast segment
that with shop fabrication, the largest seg- casting yard before erection. This can improve led to innovations that reduce the cost and
ment that can be transported in Japan is the quality and reduce the impact on the envi- time required for bridge construction. These
limited to about 30 tons. For this reason ronment. However, it is necessary to reduce the innovations include hybrid structures that
we developed approaches such as using a weight to facilitate erection and reduce the con- combine concrete and steel structures, cross-
cast-in-place system for the upper slab (Fu- struction cost. Incremental launching was used section designs that reduce dead load, and
rukawa Viaduct) or joining two main box for the Katsurajima Viaduct described above. more efficient erection methods. Part of the
girders together with a double loop rebar As shown in Figure.3, the use of steel corrugat- new expressway is already completed and in
joint (Kamikazue Viaduct). Figure 5 depicts ed webs, ribs, and struts enabled a significant service. The innovations are performing in
the Furukawa Viaduct segment cross-section. weight reduction, but in order to further reduce line with expectations. It is still necessary
Photo 5 shows the completed bridge. the launching weight, a core segment (box sec- to continue reviewing these initiatives to
tion excluding cantilevered slabs) was launched achieve additional efficiencies and further
Incremental launching of first (Figure 6 and Photo 6). reductions in construction costs. However,
concrete-box girder bridges we believe that initiatives like these in Japan
Incremental launching enables concentration Conclusion provide useful ideas for bridge construction
on the fabrication of the bridge girders in a New expressway construction in Japan has elsewhere.
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