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Twinning of the Egongyan Bridge
Published in Joan-Ramon Casas, Dan M. Frangopol, Jose Turmo, Bridge Safety, Maintenance, Management, Life-Cycle, Resilience and Sustainability, 2022
The First Egongyan Bridge was opened to traffic on December 27, 2000. It crosses the Yangtze River at Egongyan in Jiulongpo District on the north shore and Nan’an District on the south shore. The spans of the entire bridge project are 7 x 46 + 50 + (211 + 600 + 211) + 25 = 1419m. The main bridge is a three-span 211m + 600m + 211m suspension bridge with a continuous steel box girder. The approach spans are simply supported prestressed concrete tee-beams. The First Egongyan Bridge is a true suspension bridge with both main cables anchored to ground anchors. (Figure 1) The east anchorage is a tunnel type anchor, and the west anchorage is a reinforced concrete gravity anchor. The bridge deck has a total width of 35.5m with two main cables, one at each side. The distance between the centerlines of the two main cables is 33.5m, and the sag-span ratio is 1/10. The initial layout was a two-way, 6-lane bridge with two pedestrian paths, one on each side. (Figure 2) It was originally planned to convert the two pedestrian paths into rail transit in the future as traffic volume increases.
Sustainability and Environmental Management for Ports
Published in Stephen A. Roosa, International Solutions to Sustainable Energy, Policies and Applications, 2020
Atulya Misra, Karthik Panchabikesan, Elayaperumal Ayyasamy, Velraj Ramalingam
Merchant vessel auxiliary engines are operated in the port to provide electricity to the ships and to power the ship cranes for material handling, contributing to emissions. Most of these ships have one or more boilers that are used for fuel heating and producing hot water or steam. A hybrid approach is used to estimate GHG emissions from merchant vessels, based on WPCI guidelines [14]. In this inventory, the emissions from sea transit are not considered. Only the emissions from maneuvering and berth hoteling within the boundary of the Port of Chennai are considered. Anchorage hoteling is not considered as few merchant vessels are subjected to anchorage hoteling in the Port of Chennai. During the maneuvering phase, the emissions from main vessel engine are estimated based on Equation 17-3. ()Emissions=∑i=1n(MCRxLFxoperatingduration)ixEF
Reducing generation loss - operating with ice and debris on the Upper Mississippi River
Published in Jean-Pierre Tournier, Tony Bennett, Johanne Bibeau, Sustainable and Safe Dams Around the World, 2019
Loading on the trash boom could be significant, especially during flood events as higher velocities against and under the trash boom panels will increase forces on the buoy anchor. Because the buoy will be located downstream of the anchor and the anchor cable/chain will be at an angle, these forces will pull the buoy anchor both vertically and horizontally. Analysis of potential maximum loadings showed that a simple concrete anchor resting on the river bottom would not be adequate and an anchorage fixed into the bedrock would be needed to effectively counter these maximum loads. It was decided the buoy would be connected via cable/chain to a drilled concrete pier or concrete capped rock anchors that extend into the sandstone bedrock. Marine contractors advised that a drilled pier would be relatively easier to construct and be less expensive than the alternate rock anchor system. Reference drawings showed the river bottom to be at approximately 221.5M mean sea level (msl) which is 7M below the normal pool of 228.5M msl. The USACE was contacted regarding soils information upstream of the lock and provided drawings/boring logs that showed the bedrock at roughly elevation 218.8M, meaning there is an 2.4M thick layer of sediment above the bedrock near the buoy anchor location. This condition also favors bedrock anchorage relative to the concrete anchor. If a concrete anchor was set on the loose river bottom sediment a risk of shifting would exist if settlement or erosion occurs. A bedrock anchorage would not have this risk.
Anchorage capacity reliability and redundancy optimization research in coastal ports
Published in Engineering Optimization, 2021
Zijian Guo, Yunzhuo Xu, Yong Yu, Zhijun Wei, Tianhan Xue, Wenyuan Wang, Ying Jiang
A port system is a complex system with various resources; a schematic of a port system is presented in Figure 1. The anchorage is a designated functional area in the waters of a port and is used for ships’ anchoring and handling operations on the water. The channel is the route through which ships enter and leave a port and provides ships with safe and convenient navigation. The basin is a water area for the berthing, operations, departure and turning of ships. The port land area is the land area within the boundaries of the port.