美国125年历史的H&H公司参建桥梁展示（一）
Location: Garonne River, Bordeaux, France
Client: Jean Muller International
Hardesty & Hanover is a member of the winning Design-Build team for the Bordeaux Lift Bridge over the Garonne River in Bordeaux, France. The new Garonne River Bridge is a vertical lift bridge with a span length of approximately 117 m and an out-to-out width of approximately 43 m with a design lift height of 50 m.
Hardesty & Hanover provided the design of the mechanical and electrical systems for both the ‘tender submission’ and final construction documents. The lift span will have a symmetric cross section and carry four traffic lanes—two monorail tracks and two outboard sidewalk/bikeways. Four, independent pylon towers - one at each corner of the lift span - will allow a counterweight (a quarter of the total lift span weight) to travel vertically inside each pylon.
Operation of the lift span will be achieved via high strength wire ropes passing over sheaves that connect the lift span to the counterweights. A wire rope winch drive operating system with electric motor and flux vector regenerative drives will haul in and payout the counterweights, thereby raising and lowering the lift span.
The final design documents were completed and delivered in December 2008. Construction is currently in progress and is expected to be completed in 2012.
设计及施工公司背景
Hardesty & Hanover is a full-service infrastructure engineering firm with 125 years of experience steeped in solving complex engineering challenges. Consulting firms, contractors and infrastructure owners count on us when innovative design and intricate engineering solutions are required. Our specialty lies in the ability to manage the entire life cycle of engineering services and support. We employ teams of superior engineers that bring a forward thinking approach using the world's latest project management, design, and support innovations. As a result, your projects are brought in on time, on budget, and are engineered to the highest standards in design, durability, safety, and aesthetic value.
Replacement of the Willis Avenue Bridge
Location: New York, New York
Client: New York City Department of Transportation
Hardesty & Hanover performed bridge design for the Willis Avenue Swing Bridge located between the Bronx and Manhattan. This project involved the replacement of the existing Willis Avenue Swing Bridge with a new off-line swing bridge and 3,000 feet of approach viaducts, including the ramps providing connection from the FDR Drive and to Bruckner Boulevard.
H&H project work included a NYCDOT Bridge Reconstruction Project Report and preliminary design, a DR/EIS necessary for state/federal funding, and final design. The design incorporated a new 345-foot-long through-truss-type swing span, steel box girder spans over an active rail yard, curved girders and other structure-types necessary to stage construction and maintain traffic including 72,000 vehicles per day on the mainline bridge. Included in the design is a new combined bikeway/walkway facility provided to connect adjoining parks and a NYC bike route in Manhattan and the Bronx. Extensive community participation and agency coordination was required as was permitting from many city, state, and federal agencies. H&H provided seismic analysis studies; complex geometry; traffic impact for approach streets; environmental impact statements; mitigation of impacts on historic structures; and in-house structural, mechanical and electrical design.
The Willis Avenue Bridge over the Harlem River Project has won the following awards:
[*]2012 American Council of Engineering Companies (ACEC NY) – Engineering Excellence Award- Diamond Award
[*]2012 American Council of Engineering Companies (ACEC-National) Engineering Excellence National Recognition Award
[*]2012 New York State Society of Professional Engineers (NYSSPE) – Project of the Year
[*]2012 American Society of Civil Engineers (ASCE) Metropolitan Section-Construction Achievement Award
[*]2011 Steel Construction Design Awards in the International Category from the Canadian Institute of Steel Construction
Inner Harbour Footbridge Design Competition
Location: Copenhagen, Denmark
Client: Flint & Neill Partnership Bridge House
Hardesty & Hanover, LLP, teamed with UK-based Studio Bednarski and Flint & Neill to win the international competition to design the new Inderhavnen Bridge, in Copenhagen, Denmark. The winning design was developed for Københavns Kommune (Copenhagen City Council) as part of the Inner Harbor development.
The bridge functions on a sliding mechanism with an opening that spans 50m, and a total length of 180m. The bridge deck is 7m wide and has a low structural profile in order to minimize obstruction to views along and across the harbor. Another significant feature of the bridge is the inclusion of viewing platforms at the edge of the navigation channel. The platforms provide a safe position for pedestrians and cyclists to view the bridge movement and be in close proximity to the passing ships and boats.
The bridge has a slightly sinuous alignment which extends the bridge and maximizes the length of the adjoining ramps. This geometry permitted the ramp grades to be limited to 4%. This grade balances the needs of the pedestrians and cyclists with the desire to limit the intrusion of the ramps onto the harbor sides.
The bridge superstructure consists of the two main cantilevered moving sections which have smooth soffits reminiscent of a boat hull. The sculptural form of the moving spans can be highlighted in a number of ways through the use of lighting or surface finishes without being obtrusive to the users or the surrounding environment. The approach ramps consist of clean box girder elements that provide an efficient structure that is elegant yet low maintenance.
The retractile bridge has been nicknamed “The Kissing Bridge” due to the nature of the two moving spans that meet in the center when closed.
New Woodrow Wilson Bridge Bascule Design
Location: Virginia, Maryland and District of Columbia
Client: Maryland Department of Transportation
The new Woodrow Wilson Bridge (WWB), is a signature crossing over the Potomac River just south of Washington, DC which links Maryland to Virginia. It carries twelve lanes of Interstate I-95/495 traffic. The bridge has been designed to accommodate plans for a commuter rail system. Its construction is part of the 7.5 miles, $2.5 billion Capital Beltway Interchange Project that connects Maryland and Virginia.
The new bridge WWB is 6,000 ft and has four, side-by-side, 222 ft double-leaf bascule spans that provide navigational clearances of 175 ft horizontally and 70 ft minimum of vertical clearance in the span-down position, and completely unrestricted with the span raised. The bridge's parallel double-leaf spans have 270 ft center-to-center trunnion spacing and an overall bridge width of 249 ft. The bascule span is supported on V-shaped concrete bascule piers. The new bascule spans weighting approximately 2000 tons each comprise the world’s largest movable bridge.
(The bascule spans of the new bridge are the heaviest movable load of any bridge in the United States, as 34 million pounds of structure move to clear a ship through the channel.)
Features of the span include a composite lightweight reinforced concrete deck, sixteen moment-transferring span locks, sixteen tail locks, interlocking spans, redundant electrical power and control systems, eight warning gates, four barrier gates, four pedestrian gates, thirty two submarine cables, sixteen motor drives, twelve control cabinets, eight motor control centers, thirty brake assemblies and a single control console fabricated from eleven individual control stations.
The bascule span and all ancillary devices are capable of operating in group mode, all eight leafs together, or individually. The redundant electrical control systems allow for seamless transition and operation in the even of a fault or malfunction from one control system to another.
Multiple levels of power redundancy also are provided through medium and low voltage switchgear substations in conjunction with two stand-by generators. Normal power is achieved through two separate substation and are interconnected to transfer power to the alternate power source should the primary source fail. In the event both normal power sources fail two generators are provided capable of supply power for bridge operation.
Hardesty & Hanover's responsibilities included the complete design of the movable span superstructure, the trunnion towers, and the mechanical and electrical systems. Hardesty & Hanover also construction support service engineering through project completion and construction inspection services for the entire electrical system for the duration of construction. Hardesty & Hanover is currently performing bridge operation services for the bascule span for maintenance and marine vessel openings.
The Woodrow Wilson Bridge Project has won the following awards:
[*]2007 American Council of Engineering Companies (ACECNY) – Engineering Excellence Awards
[*]Woodrow Wilson Memorial Bridge outer Loop Bascule Span – Diamond Award in NY
[*]2007 American Council of Engineering Companies (National) – Engineering Excellence Awards
[*]Woodrow Wilson Memorial Bridge outer Loop Bascule Span – Honor Award
[*]2009 American Society of Civil Engineers – (ASCE-Maryland Section)
[*]Woodrow Wilson Bridge Project – Washington, DC – Outstanding Large Project Award
Biennial Inspection, Triborough Bridge
Location: Queens, New York
Client: Metropolitan Transportation Authority Bridges & Tunnels
The 2008 Biennial Bridge included the inspection and examination of the conditions of all structural components. The inspection was performed following NYSDOT requirements, for the Triborough Bridge - Harlem River Lift and its appurtenances. The inspection included such elements as the three (3) through truss spans, lift span towers, decks, structural framing and piers as well as all abutments and retaining walls. In addition to these primary structural elements, all approach structures appurtenances, signs and its supporting structures, light standards and electrical equipment on bridges and toll plazas including utilities, lighting, and communication equipment were also inspected.
Hangzhou Bay Bridge
Location: Shanghai and Ningbo, China
Client: Engineering Headquarters of Hangzhou Bay Bridge
The Hangzhou Bay Bridge is a 22.4 mile-long (36km), cable-stayed crossing that will connect Shanghai and Ningbo, China. Hardesty & Hanover provided constructability consulting and engineering services for this six-lane, long span bridge crossing 20 miles (32.2km) of ocean bay. The structure includes 500 spans of prestressed concrete box girders over a non-navigable viaduct and two cable-stayed bridges over navigation channels.
Hangzhou Bay Bridge, the world's longest sea crossing, cost $1.5 billion to construct. Constructability has been the focus of Hardesty & Hanover's input and has been a critical factor in the design from the outset. Most of the Hangzhou Bay Bridge will be a viaduct consisting of dual, precast-concrete box girders, and each will carry three lanes of traffic. Each box girder will measure 52.5 feet wide (16m) and 11.5 feet deep (3.5m). The 500 spans each measure 164 feet long (50m) or 230 feet long (70m). Steel pipe piles, typically 263 feet long (80m), will serve as foundations along most of the alignment, although some drilled shafts and cast-in-place concrete piles will be used. The girders will be transported to the site by sea and lifted into place by a large-capacity floating crane.
The bridge was opened to traffic in 2009.
Niagara Falls Bridge
Location: United States and Canada
Client: Niagara Falls Bridge Commission
Hardesty & Hanover, LLP designed two fixed bridges: the 950 foot steel arch Rainbow Bridge and the 1,000 foot steel arch Lewiston-Queenston Bridge, the longest fixed spandrel arch bridge in the world at its time of completion. The 1897 Whirlpool Rapids Bridge, an 800 foot arch bridge carrying both highway and railroad traffic, was purchased by the Niagara Falls Bridge Commission (NFBC) in the 1960s and rehabilitated by Hardesty & Hanover to provide the NFBC with three international toll crossings over the Niagara River between the US and Canada. Since 1963, Hardesty & Hanover has been the Consulting Engineer responsible for planning, budgets, inspection, special designs, maintenance, and repairs for the three international bridges and facilities. Hardesty & Hanover provided annual bridge inspections and major repairs and rehabilitations on these bridges for nearly fifty years.
In 2003, the NFBC began planning for the future expanded facilities at the three international crossings. Hardesty & Hanover developed a 30-Year-Plan for the Commission, which involved traffic and financial studies and projections and detailed development for the expansion of the facilities at each bridge. In 2005, Hardesty & Hanover performed a detailed inspection, evaluation and load rating of the deck of the Whirlpool Rapids Bridge.
In 2008, Hardesty & Hanover was selected to perform the general and detailed inspections as required, for the Rainbow, Lewiston/Queenston, and Whirlpool Bridges including the approach span bridges, adjoining plazas, the NFBC Administration Building, and associated roadways for the years 2008, 2009, 2010, 2011.
Roslyn Viaduct, Route 25A, Hempstead Harbor
Location: Roslyn, New York
Client: New York State Department of Transportation Region 10
The Roslyn Viaduct, a 29-span, pin and hanger steel viaduct structure constructed in 1949, is one of the main east-west routes on the northern shore of Long Island. In 1996, New York State Department of Transportation (NYSDOT) contracted Hardesty & Hanover, LLP to inspect and evaluate the structure. The investigation of this 2,200-ft long viaduct and its 2,775-ft approach roadway, ramps, and interchanges resulted in a design report and environmental assessment of the possible reconstruction alternatives. The condition and structural configuration of the viaduct led Hardesty & Hanover to develop an in-depth monitoring and inspection program for sensitive areas of the structure, including the bridge deck, fatigue sensitive areas, and the critical pin and hanger connections. Based on the design report and community input, NYSDOT opted to replace the viaduct with a concrete segmental bridge. The community input came via a Bridge Task Force (BTF) that included local public officials and appointed representatives. The BTF discussions included replacement bridge and pier types, staged construction, MPT, traffic noise concerns, aesthetics, environmental concerns, community and business impact, and construction cost and duration.
Hardesty & Hanover developed the preliminary study and design phases for the chosen alternative, a twin concrete segmental box-girder bridge to be constructed using the balanced cantilever method. The design included the complete replacement of the viaduct through the use of a modified alignment and staged construction incorporating innovative design schemes to minimize traffic congestion. Staging included maintenance of 3 lanes of traffic (min.) at all peak travel periods. To accomplish the replacement work and mitigate the required acquisition of right-of-way and environmental impacts, the new alignment was shifted to the north by about 2 m and the profile was raised about 1 m. This allowed construction of the first stage of new structure in close proximity to the existing bridge. The new concrete box-girder cantilever slab overhangs the existing structure; the existing girder required modification and temporary supports to facilitate construction staging. While maintaining the project schedule and remaining within the specified budget, Hardesty & Hanover provided the highest quality of work.
Hardesty & Hanover is also providing construction support services for the duration of construction which is scheduled to be completed at the end of 2010.
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