View allAll Photos Tagged Backfill
River Dargle Flood Defence Scheme.
These images were taken towards the end of the second week of February 2017.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we'd observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ had to be done to protect the integrity of the riverbank.
At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations were sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
=================================================
Previously the guys drilled and sunk 4+metre deep reinforced tubing and rods along a newly laid concrete base. Those stubs were then used to attach steel rod cradles -- which, in turn, were filled with poured concrete. Result - the wall quickly rises. Variation on the method they've used elsewhere along this stretch of the river.
A continuous stretch of protective wall has now been poured, and joined up with the section originally erected back in 2014.
As we can see from the side-on shot, the base of the wall has pre-cut openings for the retaining pins that have been driven into the side wall of the roadside cliff. These have been sealed and capped.
Progress has been rapid, the full stretch of wall is completed, and the guys are now working on back-filling the empty space between the protective wall and the roadside rock face. You don't just throw in a few trucks loads of soil and hope for the best. You load, layer, level and compress.
And, at the same time, the guys are clearing away material used to build access ramps down into the riverbed.
The thought crossed my mind -- in doing so (removing the stone-filled gabions etc,) are they potentially exposing the river bank on that side to erosion, slippage etc?
We know the destructive force of fast running waters. Hell, this is precisely why the protective works have been carried out along the rest of the stretch, down to the Bray Harbour. Unless they have other plans to stabilise it, what is going to be left here is loose soil -- very close to the access road into the halting site itself.
Some repair/reinforcing work is going on here to protect the (old) buttress that supports the pipework carrying water to the Bray region.
Members of the 104th Fighter Wing Medical Group and Public Health office prepare Easter treats for their wingmen, aerospace medical technicians serving at COVID-19 testing sites and helping backfill staff at facilities throughout Massachusetts. The home station team will deliver the treats for Airmen at their staging area to find as a surprise on Easter. Pictured from left to right: SMSgt Karla Belliveau, Maj. Barbara Jones, Lt. Col. Stephen Burgess, Master Sgt. Christine Lupacchino and Master Sgt. Kylie Burns-Whalen. (U.S. Air National Guard Photo by Senior Master Sgt. Julie Avey)
Fidalgo Bay.
Phase III, 2019: Final phase of remedial action for approximately 10.4 acres of subtidal sediments; 4.7 acres of those sediments support eelgrass. The planned Phase III remedial action, as proposed, consists of:
Placement of a thin layer cap (between 2 to 8-inch thickness) over approximately 10 acres of subtidal sediments with dioxin concentration greater than 10 nanograms per kilogram (ppt) TEC (but less than 25 ppt) Dredging and backfilling 0.46 acres of sediment in excess of 25 ppt dioxins and wood waste accumulation greater than 1-foot below the mud line within eelgrass beds.
Eelgrass mitigation using advanced mitigation plantings from Phase II along with additional mitigation efforts to compensate for the loss of eelgrass bed due to dredging (0.38 acres out of 0.46 acre dredge footprint supports eelgrass)
Phase II, 2013: the Department of Ecology removed old creosote dock pilings and other in-water concrete and metal structures. Dug up and dredged about 10 acres of sediment contaminated with dioxins and wood waste. Disposed of contaminated sediment off-site.Improve the near-shore habitat by reshaping an existing spit and jetty. Connected Fidalgo Bay with the wetland area that was created in 2011. The site was vacant property (2013) with abandoned building remnants and debris. A sawmill and wood-box factory, and then a plywood mill, operated on the site for almost a century. Mill features included a hog-fuel boiler, drum storage tank area, transformer yard, above-ground storage tanks containing fuel oil, gasoline, diesel and/or propane, phenolic formaldehyde resin and caustic storage tanks (both used in making plywood glue), a machine shop, a metal shop, and an area for spraying paint and oil.
Phase I, 2011: work focused on cleaning up about 6 upland acres. It included removing pilings and other structures to allow excavation of about 33,600 tons of contaminated soil; off-site disposal of the soil, structures and pilings; and backfilling the site with about 39,000 tons of clean soil. Site soil contains elevated concentrations of arsenic, cadmium, chromium, copper, lead, mercury, nickel, selenium, silver, zinc, oil-range petroleum hydrocarbons, dioxins, and furans. Groundwater beneath the site does not meet drinking water standards. The water also contains elevated concentrations of arsenic, copper and nickel. Dioxins and wood debris contaminate Marine sediments are found to be contaminated with dioxins and wood debris.
In early January, crews backfilled dirt behind the large wall at Pier 3. Plastic sheeting prevents this dirt from being carried away by rainwater.
Pier 3 is the eastern-most support structure for the bridge.
The excavated rain garden is backfilled with stone. The stone is wrapped with a layer of geotextile fabric, which prevents the next layer of engineered soil from clogging the void spaces between the stones.
Workers attach hardware to a steel plate formerly used as part of a trench shield. These shields hold back earth during site excavation and utility installation. With the site now backfilled, the trench shield components can be removed.
A bulldozer has backfilled a portion of the right side drift for the nortion platform cavern in preparation of top header excavation in the coming weeks.
A backfilling trace structure possibly produced by Echinocardium or another spatangoid echinoderm, within a Pliocene shelfal lobe (near Certaldo, Tuscany)
die Polymerclay Teile sind auch in Zweisimmen entstanden..
Mir hat das Armband sehr gut gefallen...auch deshalb hat es Yvonne zum Geburtstag bekommen...
Yvonne...habe extra ein Redbull genommen..:)
Jeanette...danke für deine Geduld
Perlengaby...danke für die Zwischenteile
The new heavy, rubberized pipe is placed in trenches underneath US 2. Next, crews will backfill the trench with dirt before they compact the area and repave the roadway.
Town limits of Gay, Michigan, an old logging town in the northern extremes of the upper peninsula.
No, its not a big homosexual tourist destination.
Timelapse video of students excavating backfill from previous archaeological investigations at Cave 6, Connley Caves, during the 2019 archaeology field school, July 31, 2019. Video by Greg Shine, BLM.
Connley Caves is a protected archaeology site on BLM-managed land that consists of a series of small rockshelters carved from a bluff thousands of years ago by the waves of Pleistocene Lake Fort Rock.
For more than 50 years, archaeologists and field schools from the University of Oregon have studied the site, focusing on the long term pattern of human activity and settlement in relation to environmental change and variation.
To learn more about the Connley Caves Field School and its ongoing archaeological investigation, visit mnch.uoregon.edu/connley-caves-field-school
For more information on Connley Caves and other sites in the BLM Lakeview District, contact:
BLM Lake District Office
1301 South G Street
Lakeview, OR 97630
(541) 947-2177
BLM_OR_LV_Mailbox@blm.gov
River Dargle Flood Defence Scheme.
These images were taken during the second week of March 2017.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we'd observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ had to be done to protect the integrity of the riverbank.
At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations were sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
=================================================
Previously the guys drilled and sunk 4+metre deep reinforced tubing and rods along a newly laid concrete base. Those stubs were then used to attach steel rod cradles -- which, in turn, were filled with poured concrete. Result - the wall quickly rises. Variation on the method they've used elsewhere along this stretch of the river.
A continuous stretch of protective wall has now been poured, and joined up with the section originally erected back in 2014.
As we can see from the side-on shot, the base of the wall has pre-cut openings for the retaining pins that have been driven into the side wall of the roadside cliff. These have been sealed and capped.
Progress has been rapid, the full stretch of wall is completed, and the guys are now working on back-filling the empty space between the protective wall and the roadside rock face. You don't just throw in a few trucks loads of soil and hope for the best. You load, layer, level and compress.
By now the guys had clearing away material used to build access ramps down into the riverbed.
The thought crossed had my mind -- in doing so (removing the stone-filled gabions etc,) are they potentially exposing the river bank on that side to erosion, slippage etc?
We know the destructive force of fast running waters. Hell, this is precisely why the protective works have been carried out along the rest of the stretch, down to the Bray Harbour. Unless they have other plans to stabilise it, what is going to be left here is loose soil -- very close to the access road into the halting site itself.
Now that we can see the cleaned, exposed riverbank, we can see a substantial bedrock. Clearly this is not liable to subsidence. And there evidence that sections of the slope had already been 'nailed' * to prevent slippage. But, in talking to the guys there, it would seem that further 'nailing' might be required later in the year.
Some repair/reinforcing work is going on here to protect the (old) buttress that supports the pipework carrying water to the Bray region.
*
Soil nailing is a construction technique that can be used as a remedial measure to treat unstable natural soil slopes or as a construction technique that allows the safe over-steepening of new or existing soil slopes.
The technique involves the insertion of relatively slender reinforcing elements into the slope – often general purpose reinforcing bars (rebar) although proprietary solid or hollow-system bars are also available.
Solid bars are usually installed into pre-drilled holes and then grouted into place using a separate grout line, whereas hollow bars may be drilled and grouted simultaneously by the use of a sacrificial drill bit and by pumping grout down the hollow bar as drilling progresses.
River Dargle Flood Defence Scheme.
These images were taken during the second week of March 2017.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we'd observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ had to be done to protect the integrity of the riverbank.
At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations were sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
=================================================
Previously the guys drilled and sunk 4+metre deep reinforced tubing and rods along a newly laid concrete base. Those stubs were then used to attach steel rod cradles -- which, in turn, were filled with poured concrete. Result - the wall quickly rises. Variation on the method they've used elsewhere along this stretch of the river.
A continuous stretch of protective wall has now been poured, and joined up with the section originally erected back in 2014.
As we can see from the side-on shot, the base of the wall has pre-cut openings for the retaining pins that have been driven into the side wall of the roadside cliff. These have been sealed and capped.
Progress has been rapid, the full stretch of wall is completed, and the guys are now working on back-filling the empty space between the protective wall and the roadside rock face. You don't just throw in a few trucks loads of soil and hope for the best. You load, layer, level and compress.
By now the guys had clearing away material used to build access ramps down into the riverbed.
The thought crossed had my mind -- in doing so (removing the stone-filled gabions etc,) are they potentially exposing the river bank on that side to erosion, slippage etc?
We know the destructive force of fast running waters. Hell, this is precisely why the protective works have been carried out along the rest of the stretch, down to the Bray Harbour. Unless they have other plans to stabilise it, what is going to be left here is loose soil -- very close to the access road into the halting site itself.
Now that we can see the cleaned, exposed riverbank, we can see a substantial bedrock. Clearly this is not liable to subsidence. And there evidence that sections of the slope had already been 'nailed' * to prevent slippage. But, in talking to the guys there, it would seem that further 'nailing' might be required later in the year.
Some repair/reinforcing work is going on here to protect the (old) buttress that supports the pipework carrying water to the Bray region.
*
Soil nailing is a construction technique that can be used as a remedial measure to treat unstable natural soil slopes or as a construction technique that allows the safe over-steepening of new or existing soil slopes.
The technique involves the insertion of relatively slender reinforcing elements into the slope – often general purpose reinforcing bars (rebar) although proprietary solid or hollow-system bars are also available.
Solid bars are usually installed into pre-drilled holes and then grouted into place using a separate grout line, whereas hollow bars may be drilled and grouted simultaneously by the use of a sacrificial drill bit and by pumping grout down the hollow bar as drilling progresses.
River Dargle Flood Defence Scheme.
These images were taken during the second week of March 2017.
HD 12 VV -
Articulated tandem roller with 2 vibratory drums.
HD 14 VV -
Articulated tandem roller with 2 vibratory drums.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we'd observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ had to be done to protect the integrity of the riverbank.
At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations were sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
=================================================
Previously the guys drilled and sunk 4+metre deep reinforced tubing and rods along a newly laid concrete base. Those stubs were then used to attach steel rod cradles -- which, in turn, were filled with poured concrete. Result - the wall quickly rises. Variation on the method they've used elsewhere along this stretch of the river.
A continuous stretch of protective wall has now been poured, and joined up with the section originally erected back in 2014.
As we can see from the side-on shot, the base of the wall has pre-cut openings for the retaining pins that have been driven into the side wall of the roadside cliff. These have been sealed and capped.
Progress has been rapid, the full stretch of wall is completed, and the guys are now working on back-filling the empty space between the protective wall and the roadside rock face. You don't just throw in a few trucks loads of soil and hope for the best. You load, layer, level and compress.
By now the guys had clearing away material used to build access ramps down into the riverbed.
The thought crossed had my mind -- in doing so (removing the stone-filled gabions etc,) are they potentially exposing the river bank on that side to erosion, slippage etc?
We know the destructive force of fast running waters. Hell, this is precisely why the protective works have been carried out along the rest of the stretch, down to the Bray Harbour. Unless they have other plans to stabilise it, what is going to be left here is loose soil -- very close to the access road into the halting site itself.
Now that we can see the cleaned, exposed riverbank, we can see a substantial bedrock. Clearly this is not liable to subsidence. And there evidence that sections of the slope had already been 'nailed' * to prevent slippage. But, in talking to the guys there, it would seem that further 'nailing' might be required later in the year.
Some repair/reinforcing work is going on here to protect the (old) buttress that supports the pipework carrying water to the Bray region.
And, on the day I visited, intense activity was involved in repairing and laying new tarmacadam on the approach lane into the site. After a long period, during which very heavy machinery has chewed up the existing surface, it was necessary to restore the quality,
*
Soil nailing is a construction technique that can be used as a remedial measure to treat unstable natural soil slopes or as a construction technique that allows the safe over-steepening of new or existing soil slopes.
The technique involves the insertion of relatively slender reinforcing elements into the slope – often general purpose reinforcing bars (rebar) although proprietary solid or hollow-system bars are also available.
Solid bars are usually installed into pre-drilled holes and then grouted into place using a separate grout line, whereas hollow bars may be drilled and grouted simultaneously by the use of a sacrificial drill bit and by pumping grout down the hollow bar as drilling progresses.
River Dargle Flood Defence Scheme.
These images were taken during the second week of March 2017.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we'd observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ had to be done to protect the integrity of the riverbank.
At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations were sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
=================================================
Previously the guys drilled and sunk 4+metre deep reinforced tubing and rods along a newly laid concrete base. Those stubs were then used to attach steel rod cradles -- which, in turn, were filled with poured concrete. Result - the wall quickly rises. Variation on the method they've used elsewhere along this stretch of the river.
A continuous stretch of protective wall has now been poured, and joined up with the section originally erected back in 2014.
As we can see from the side-on shot, the base of the wall has pre-cut openings for the retaining pins that have been driven into the side wall of the roadside cliff. These have been sealed and capped.
Progress has been rapid, the full stretch of wall is completed, and the guys are now working on back-filling the empty space between the protective wall and the roadside rock face. You don't just throw in a few trucks loads of soil and hope for the best. You load, layer, level and compress.
By now the guys had clearing away material used to build access ramps down into the riverbed.
The thought crossed had my mind -- in doing so (removing the stone-filled gabions etc,) are they potentially exposing the river bank on that side to erosion, slippage etc?
We know the destructive force of fast running waters. Hell, this is precisely why the protective works have been carried out along the rest of the stretch, down to the Bray Harbour. Unless they have other plans to stabilise it, what is going to be left here is loose soil -- very close to the access road into the halting site itself.
Now that we can see the cleaned, exposed riverbank, we can see a substantial bedrock. Clearly this is not liable to subsidence. And there evidence that sections of the slope had already been 'nailed' * to prevent slippage. But, in talking to the guys there, it would seem that further 'nailing' might be required later in the year.
Some repair/reinforcing work is going on here to protect the (old) buttress that supports the pipework carrying water to the Bray region.
*
Soil nailing is a construction technique that can be used as a remedial measure to treat unstable natural soil slopes or as a construction technique that allows the safe over-steepening of new or existing soil slopes.
The technique involves the insertion of relatively slender reinforcing elements into the slope – often general purpose reinforcing bars (rebar) although proprietary solid or hollow-system bars are also available.
Solid bars are usually installed into pre-drilled holes and then grouted into place using a separate grout line, whereas hollow bars may be drilled and grouted simultaneously by the use of a sacrificial drill bit and by pumping grout down the hollow bar as drilling progresses.
River Dargle Flood Defence Scheme.
These images were taken during the second week of March 2017.
These are the critical stabilisation works at the Silverbridge site, adjacent to the N11 dual-carriageway:
Back in November 2014, we'd observed bank stabilisation works here involving excavation, repair and building of a support wall structure -- carried out by JONS Construction on behalf of the National Roads Authority.
We would occasionally catch sight of this work in the distance. Quite an impressive little piece of structural engineering.
Having built a retaining concave wall, backfilled for solidity, they were also drilling, fixing and sealing ground anchors to pin the entire structure together.
Now we see that further works are being undertaken.
Word has it that extra ‘stabilisation work’ had to be done to protect the integrity of the riverbank.
At the section here we can see that there’s not much space between the edge of the rock face and the Armco at the side of the dual-carriageway.
Have yet to determine what precisely that will entail. Serious work to reinforce the side access ramp down to the river.
The N11 carriageway runs adjacent to this sunken side of the riverbank -- barely 2 (large) paces divide the two. Even with twin strips of Armco along the roadside, it's perilously close. Traffic speeds along this stretch (maximum speed 100 kmp). Only needs a touch from a heavy vehicle to cause secondary impact, which (worst possible scenario) could result in something going airborne.
Working in these confined spaces puts a premium of safety and communication.
The guys have hard-filled a working shelf on the riverbed, to allow machinery access to the rockface. Obviously some serious drilling is called for before a form of extra 'pinning' is put in place.
They have sunk a series of hollowed tubes/casings -- obviously to form the foundations of a more extensive structure.
And some investigative work around the transverse buttress of the access bridge, parallel to the heavy-duty pipeline carrying water down from the Vartry reservoir.
At a (rough) guess -- I'd say the foundations were sunk to a depth of approx 4+m.
With such secure foundations in place, they would then look to construct a substantial bank of material, and/or retaining wall (similar to that in place further along the roadside bank).
=================================================
Previously the guys drilled and sunk 4+metre deep reinforced tubing and rods along a newly laid concrete base. Those stubs were then used to attach steel rod cradles -- which, in turn, were filled with poured concrete. Result - the wall quickly rises. Variation on the method they've used elsewhere along this stretch of the river.
A continuous stretch of protective wall has now been poured, and joined up with the section originally erected back in 2014.
As we can see from the side-on shot, the base of the wall has pre-cut openings for the retaining pins that have been driven into the side wall of the roadside cliff. These have been sealed and capped.
Progress has been rapid, the full stretch of wall is completed, and the guys are now working on back-filling the empty space between the protective wall and the roadside rock face. You don't just throw in a few trucks loads of soil and hope for the best. You load, layer, level and compress.
By now the guys had clearing away material used to build access ramps down into the riverbed.
The thought crossed had my mind -- in doing so (removing the stone-filled gabions etc,) are they potentially exposing the river bank on that side to erosion, slippage etc?
We know the destructive force of fast running waters. Hell, this is precisely why the protective works have been carried out along the rest of the stretch, down to the Bray Harbour. Unless they have other plans to stabilise it, what is going to be left here is loose soil -- very close to the access road into the halting site itself.
Now that we can see the cleaned, exposed riverbank, we can see a substantial bedrock. Clearly this is not liable to subsidence. And there evidence that sections of the slope had already been 'nailed' * to prevent slippage. But, in talking to the guys there, it would seem that further 'nailing' might be required later in the year.
Some repair/reinforcing work is going on here to protect the (old) buttress that supports the pipework carrying water to the Bray region.
*
Soil nailing is a construction technique that can be used as a remedial measure to treat unstable natural soil slopes or as a construction technique that allows the safe over-steepening of new or existing soil slopes.
The technique involves the insertion of relatively slender reinforcing elements into the slope – often general purpose reinforcing bars (rebar) although proprietary solid or hollow-system bars are also available.
Solid bars are usually installed into pre-drilled holes and then grouted into place using a separate grout line, whereas hollow bars may be drilled and grouted simultaneously by the use of a sacrificial drill bit and by pumping grout down the hollow bar as drilling progresses.
Backfilling in Jersey City, NJ with control density fill (CDF) as an added safety measure. Spectra Energy’s NJ-NY Expansion Project is being built to meet growing natural gas demand in the nation’s largest metropolitan area. 12/2012
Day143
Still backfilling uploads... but I have been keeping up with my photo-a-day, even throughout my long time abroad :) so watch this space...
FGR: live free or die!
Showcasing my new hair cut.
Texture by playingwithbrushes
Very much in the style of boy wonder
Fidalgo Bay.
Phase III, 2019: Final phase of remedial action for approximately 10.4 acres of subtidal sediments; 4.7 acres of those sediments support eelgrass. The planned Phase III remedial action, as proposed, consists of:
Placement of a thin layer cap (between 2 to 8-inch thickness) over approximately 10 acres of subtidal sediments with dioxin concentration greater than 10 nanograms per kilogram (ppt) TEC (but less than 25 ppt) Dredging and backfilling 0.46 acres of sediment in excess of 25 ppt dioxins and wood waste accumulation greater than 1-foot below the mud line within eelgrass beds.
Eelgrass mitigation using advanced mitigation plantings from Phase II along with additional mitigation efforts to compensate for the loss of eelgrass bed due to dredging (0.38 acres out of 0.46 acre dredge footprint supports eelgrass)
Phase II, 2013: the Department of Ecology removed old creosote dock pilings and other in-water concrete and metal structures. Dug up and dredged about 10 acres of sediment contaminated with dioxins and wood waste. Disposed of contaminated sediment off-site.Improve the near-shore habitat by reshaping an existing spit and jetty. Connected Fidalgo Bay with the wetland area that was created in 2011. The site was vacant property (2013) with abandoned building remnants and debris. A sawmill and wood-box factory, and then a plywood mill, operated on the site for almost a century. Mill features included a hog-fuel boiler, drum storage tank area, transformer yard, above-ground storage tanks containing fuel oil, gasoline, diesel and/or propane, phenolic formaldehyde resin and caustic storage tanks (both used in making plywood glue), a machine shop, a metal shop, and an area for spraying paint and oil.
Phase I, 2011: work focused on cleaning up about 6 upland acres. It included removing pilings and other structures to allow excavation of about 33,600 tons of contaminated soil; off-site disposal of the soil, structures and pilings; and backfilling the site with about 39,000 tons of clean soil. Site soil contains elevated concentrations of arsenic, cadmium, chromium, copper, lead, mercury, nickel, selenium, silver, zinc, oil-range petroleum hydrocarbons, dioxins, and furans. Groundwater beneath the site does not meet drinking water standards. The water also contains elevated concentrations of arsenic, copper and nickel. Dioxins and wood debris contaminate Marine sediments are found to be contaminated with dioxins and wood debris.
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As designed, spring snowmelt carried by the Columbia River backfills into the historic floodplain at Steigerwald Lake National Wildlife Refuge in southwest Washington, June 20, 2022. USFWS video: Toshio Suzuki
After years of restoration work, Steigerwald Lake National Wildlife Refuge reopened in May of 2022 and is doing exactly what it was designed to do: Allow spring snowmelt from the Columbia River to fill the historic flood plain.
The massive, 960-acre project included levee deconstruction, fish relocations, the raising of a highway, and the planting of more than 500,000 trees and shrubs at the refuge east of Vancouver, Washington.
The two-year project, referred to as the largest habitat restoration project ever on the lower Columbia River, is already creating new space for wildlife.
- How to visit: www.fws.gov/refuge/steigerwald-lake
Hitachi Zaxis ZX160 with engcon EC-Oil Automatic Quick Hitch System, EC219 Tiltrotator, Compactor Plate and a Rammer breaker. Contractor: Sundsvalls Grävteknik. Operator: Patrik Garefelt. Photo: Sten Strömgren
As designed, spring snowmelt carried by the Columbia River backfills into the historic floodplain at Steigerwald Lake National Wildlife Refuge in southwest Washington, June 20, 2022. USFWS video: Toshio Suzuki
After years of restoration work, Steigerwald Lake National Wildlife Refuge reopened in May of 2022 and is doing exactly what it was designed to do: Allow spring snowmelt from the Columbia River to fill the historic flood plain.
The massive, 960-acre project included levee deconstruction, fish relocations, the raising of a highway, and the planting of more than 500,000 trees and shrubs at the refuge east of Vancouver, Washington.
The two-year project, referred to as the largest habitat restoration project ever on the lower Columbia River, is already creating new space for wildlife.
- How to visit: www.fws.gov/refuge/steigerwald-lake
Hitachi Zaxis ZX160 with engcon EC-Oil Automatic Quick Hitch System, EC219 Tiltrotator, Compactor Plate and a Rammer breaker. Contractor: Sundsvalls Grävteknik. Operator: Patrik Garefelt. Photo: Sten Strömgren
Fidalgo Bay.
Phase III, 2019: Final phase of remedial action for approximately 10.4 acres of subtidal sediments; 4.7 acres of those sediments support eelgrass. The planned Phase III remedial action, as proposed, consists of:
Placement of a thin layer cap (between 2 to 8-inch thickness) over approximately 10 acres of subtidal sediments with dioxin concentration greater than 10 nanograms per kilogram (ppt) TEC (but less than 25 ppt) Dredging and backfilling 0.46 acres of sediment in excess of 25 ppt dioxins and wood waste accumulation greater than 1-foot below the mud line within eelgrass beds.
Eelgrass mitigation using advanced mitigation plantings from Phase II along with additional mitigation efforts to compensate for the loss of eelgrass bed due to dredging (0.38 acres out of 0.46 acre dredge footprint supports eelgrass)
Phase II, 2013: the Department of Ecology removed old creosote dock pilings and other in-water concrete and metal structures. Dug up and dredged about 10 acres of sediment contaminated with dioxins and wood waste. Disposed of contaminated sediment off-site.Improve the near-shore habitat by reshaping an existing spit and jetty. Connected Fidalgo Bay with the wetland area that was created in 2011. The site was vacant property (2013) with abandoned building remnants and debris. A sawmill and wood-box factory, and then a plywood mill, operated on the site for almost a century. Mill features included a hog-fuel boiler, drum storage tank area, transformer yard, above-ground storage tanks containing fuel oil, gasoline, diesel and/or propane, phenolic formaldehyde resin and caustic storage tanks (both used in making plywood glue), a machine shop, a metal shop, and an area for spraying paint and oil.
Phase I, 2011: work focused on cleaning up about 6 upland acres. It included removing pilings and other structures to allow excavation of about 33,600 tons of contaminated soil; off-site disposal of the soil, structures and pilings; and backfilling the site with about 39,000 tons of clean soil. Site soil contains elevated concentrations of arsenic, cadmium, chromium, copper, lead, mercury, nickel, selenium, silver, zinc, oil-range petroleum hydrocarbons, dioxins, and furans. Groundwater beneath the site does not meet drinking water standards. The water also contains elevated concentrations of arsenic, copper and nickel. Dioxins and wood debris contaminate Marine sediments are found to be contaminated with dioxins and wood debris.
Hitachi Zaxis ZX160 with engcon EC-Oil Automatic Quick Hitch System, EC219 Tiltrotator, Compactor Plate and a Rammer breaker. Contractor: Sundsvalls Grävteknik. Operator: Patrik Garefelt. Photo: Sten Strömgren
Fidalgo Bay.
Phase III, 2019: Final phase of remedial action for approximately 10.4 acres of subtidal sediments; 4.7 acres of those sediments support eelgrass. The planned Phase III remedial action, as proposed, consists of:
Placement of a thin layer cap (between 2 to 8-inch thickness) over approximately 10 acres of subtidal sediments with dioxin concentration greater than 10 nanograms per kilogram (ppt) TEC (but less than 25 ppt) Dredging and backfilling 0.46 acres of sediment in excess of 25 ppt dioxins and wood waste accumulation greater than 1-foot below the mud line within eelgrass beds.
Eelgrass mitigation using advanced mitigation plantings from Phase II along with additional mitigation efforts to compensate for the loss of eelgrass bed due to dredging (0.38 acres out of 0.46 acre dredge footprint supports eelgrass)
Phase II, 2013: the Department of Ecology removed old creosote dock pilings and other in-water concrete and metal structures. Dug up and dredged about 10 acres of sediment contaminated with dioxins and wood waste. Disposed of contaminated sediment off-site.Improve the near-shore habitat by reshaping an existing spit and jetty. Connected Fidalgo Bay with the wetland area that was created in 2011. The site was vacant property (2013) with abandoned building remnants and debris. A sawmill and wood-box factory, and then a plywood mill, operated on the site for almost a century. Mill features included a hog-fuel boiler, drum storage tank area, transformer yard, above-ground storage tanks containing fuel oil, gasoline, diesel and/or propane, phenolic formaldehyde resin and caustic storage tanks (both used in making plywood glue), a machine shop, a metal shop, and an area for spraying paint and oil.
Phase I, 2011: work focused on cleaning up about 6 upland acres. It included removing pilings and other structures to allow excavation of about 33,600 tons of contaminated soil; off-site disposal of the soil, structures and pilings; and backfilling the site with about 39,000 tons of clean soil. Site soil contains elevated concentrations of arsenic, cadmium, chromium, copper, lead, mercury, nickel, selenium, silver, zinc, oil-range petroleum hydrocarbons, dioxins, and furans. Groundwater beneath the site does not meet drinking water standards. The water also contains elevated concentrations of arsenic, copper and nickel. Dioxins and wood debris contaminate Marine sediments are found to be contaminated with dioxins and wood debris.
Filey Holiday camp was the biggest of Billy Butlin's camps. It extended to some 400 acres and eventually accommodating nearly 11,000 campers.When the station opened most holiday makers traveled to the camp by train but as the years went by more and more people came by car until it was uneconomic to keep the station open. The last train ran on Saturday 17th July 1977.
All platforms, concourse, exit steps, fencing and concrete lampposts are still in situ - the lampposts even still have the public address speakers attached. The site now derelict, with the once vital passenger subway backfilled and flooded.