View allAll Photos Tagged CivilEngineering
Poids en ordre de marche : 22 250 - 23 750 kg
Démolition totale de 7 pavillons.
Pays : France 🇫🇷
Région : Grand Est (Lorraine)
Département : Meurthe-et-Moselle (54)
Ville : Nancy (54000)
Quartier : Haussonville - Blandan - Donop
Adresse : avenue de Brabois
Fonction : Logements
Déconstruction : 2024 → 2025
Permis de démolir n° PD 54 395 21 R0017
▻ Délivré le 05/11/2021
Surface des bâtiments à démolir : 1 727 m²
Photo credit: Hayden Clarkin
@the_transit_guy
This is an aerial photograph of the Takaosan Interchange, located in Hachioji, Tokyo, Japan.
For more information:
nickeyscircle.com/complex-highway-interchange-japan/
The interchange can be viewed using Google Images' satellite imagery.
www.google.com/maps/place/Takaosan+IC,+Minamiasakawamachi...
#dailyconstruction #heavycivil #igdaily #instadaily #picoftheday #machinery #beautiful #happy #instagood #igers #civil #instalike #construction #life #mood #civilconstruction #blog #equipmentphotos #catchbasin #blackandwhitephoto #heavyequipmentlife #mgicorp
Now we’re just 50 yd/ 46 m to the north of the Des Plaines River overlook shown in Part 1 of this album. And we’re facing due westward.
Behold one section of the Prairie State’s most historically significant built waterway. It’s the Illinois & Michigan Canal, often just called “the I&M.” In future posts we’ll be canoeing down this rather untended segment of the canal to explore one of its aqueducts and locks at the settlement of Aux Sable. For now, however, let’s stay put in McKinley Woods and consider the I&M's history.
In Geology Underfoot in Illinois I describe the canal as “a game of sixes” for the simple reason that it was generally designed to be 60 feet wide at the surface, 36 feet wide at channel bottom, and 6 feet deep when filled. (The metric equivalents: 18 x 11 x 1.8 m.) Begun in 1836 and not completed for another 12 years, the I&M runs a total of 96 mi / 155 km, from Chicago’s Bridgeport neighborhood all the way down to its merging with the Illinois River at La Salle.
A lasting monument to the great effort and sacrifice of a diverse workforce—a tough, hard-drinking, and often rambunctious assortment of “navvies” of Irish, German, French-Canadian, and other ancestries—this massive construction project took a deadly toll. Hundreds of laborers, desperate to earn a living and find a home for their families in a new and alien land, lost their lives in mishaps and from diseases spread all too readily by poor sanitation practices. In an age before steam shovels, jack hammers, and dynamite, these workers, fueled by daily rations of whiskey and salt pork, used hand tools and gunpowder to excavate the waterway.
In places like this, the navvies dug through relatively yielding Quaternary glacial and fluviatile sediments. But farther up the Lower Des Plaines Valley, they had encountered Regional Silurian Dolostone bedrock at or very near the surface. Excavating through that was much harder work. But in the process of their doing so Chicagoland’s great native building material was discovered, first quarried in commercial quantities, and barged up the I&M in special “stone boats” to the growing metropolis.
While the I&M soon had to contend with a very powerful competitor in the form of railroads, it managed to remain in operation till 1933. Throughout it was a great boon to farmers and manufacturers eager to cheaply transport their goods from the Illinois hinterland to the rapidly developing Windy City. And the I&M also provided America’s first reliable transportation link between the western Great Lakes and New Orleans and the Gulf of Mexico.
If you’d been standing here during its heyday, you would have seen a steady succession of canal barges plying the tranquil waters of the I&M. At first, these craft, specially designed for the waterway’s dimensions and locks, were pulled by mule or horse teams that plodded up the adjoining towpaths. Later, though, they were steam-powered and hence self-propelled. In any case, they were the very essence of laid-back travel. Passengers could easily jump off a barge and walk alongside it on the bank for a long spell, and then step back on. In these latter manic days, that leisurely mode of progress sounds idyllic.
One of the most interesting aspects of this portion of the I&M is its water height and close proximity to the Des Plaines and Illinois Rivers. The former stream is visible in this shot straight ahead and just beyond the narrow strip of trees that also contains the tow path. As you canoe down the canal, you see that its surface sits 5 or 6 feet (1.5-1.8 m) above that of the river. It's a bit disconcerting to look down on it as you paddle along.
The reason that the Des Plaines and Illinois themselves could not be used for boat traffic was simple: they contained shallows and rapids unaddressable by nineteenth-century civil engineering. And then again, a narrow canal is much easier to maintain and keep free of ice jams and snags than a broad natural river.
The other photos and descriptions of this series can be found in my Exploring the Upper Illinois River Region album.
Road construction near Vinh Long. My uncle Ed managed Vietnam operations for a New York based civil engineering firm in 1969-70.
Traffic travels in all directions at the 5 & 52 interchange.
My friends have nicknamed this the impossible shot because you can only get this shot if part of the interchange is closed to traffic.
so i guess this was the photo that i drove more than 3000 miles from Miami to New york. when i finally got there, the skies were ugly and cloudy and then all of a sudden from nowhere sun appeared. guess who was very happy :-)
my photos are available at
NOTE: All images are Copyrighted by Asad Gilani. No rights to use are given or implied to the viewer. All rights of ownership and use remain with the copyright own.
A mini-series following my 44mm-high Homies character Pelon, where he poses for photo ops at potholes on the streets of Mount Tabor Park.
Leadership fixes potholes, not patching.
Chronic neglect of Portland's streets is manifesting in the burgeoning number and size of dangerously large potholes across the city. Here, pothole road damage is seen in Mount Tabor Park, Portland, Oregon.
Engineering: From a technical perspective, a great deal of information can be gleaned from a deep pothole, as it provides a cross-section-view of the pavement structural section, or lack thereof, as in this case. Here, the asphalt wearing surface is heavily pitted, highly oxidized and brittle, confirming many years of neglect. At this pothole, the asphalt layer is thick; confirming this road has received an overlay, but perhaps covering up this pothole without first repairing it. The base course layer is hard to characterize because of the quantity of water present. Roadway base course should be well-graded, faceted aggregate so as to provide optimum particle interlock. This dangerous pothole, in the traveled way and where pedestrians cross, can be repaired by cutting out and reconstructing, but simply patching or overlaying will rapidly lead to a repeat failure, preventing a level of service, or service life, that should be reasonably expected of it.
#portlandpotholes #PortlandOregon #MtTaborPark #potholes #neglect #deferredmaintenance #fail #safety #politics #civilengineering
The majestic Manhattan Bridge is silhouette by the setting evening sun. The skyline of lower Manhattan is silhouette as well. The new Freedom Tower can be seen just to the left of the bridge. Prints of this image can be found at fineartamerica.com/featured/silhouette-of-the-manhattan-b...
Poids en ordre de marche : 91 275 - 94 810 kg
Terrassement de la tranche 'Lesménils 3' du centre d'enfouissement de déchets de Lesménils dans le cadre de l’extension de l’installation de stockage de déchets non dangereux (ISDND).
In Paris, this is simply called Gare du Nord, which means North Station. Gare is Station. Nord is North. Speaking of "Nord" I first heard about this word watching Die Hard III... remember that bottle of aspirin -- Bruce Willis' clue of where the terrorists were taking the Gold -- it says "Nord Des Lignes" -- pinpointing the location somewhere in Canada. And by the way, a lot of Canadian areas are French Speaking.
You are looking at the facade of one of the busiest train stations in the world, and the busiest in Europe. From this train station, one can go to destinations such as Belgium, Germany, the Netherlands and United Kingdom. And of course, northern France.
Paris, France
Poids en ordre de marche : 38 100 kg
Travaux de reprise des affouillements à l'aval du barrage de Villey-le-Sec sur la Moselle canalisée.
Durée des travaux : avril 2025 → octobre 2025
Montant des travaux : 1 179 660 €
The old drawbridge and the newly completed concrete bridge over the Saint Johns River at DeLand in Volusia County, Florida. Shot in early morning Fog. The fate of the old bridge is still unknown.
Construction de l'ensemble Royal-Hamilius à Luxembourg Ville. L'ensemble comprend 5 immeubles pour 70 appartements sur 7 500 m², 16 000 m² de commerces et services, 10 200 m² de bureaux, 1 300 m² pour un hôtel et 634 places de parking
Pays : Luxembourg🇱🇺
Ville : Luxembourg Ville
Quartier : Centre Ville
Adresse : boulevard Royal
Fonction : Commerces / Logements / Bureaux / Parking
Construction : 2014 → 2019
► Architectes : Foster + Partners / Tetra Kayser Paul & Associés
Niveaux max : R+7
Hauteur max : ≈28.00 m
Surface de plancher : 36 000 m²
Can't believe the concrete slab is poured and finished too! Just the rails are left to be installed!!!
A ground engineering expert applying shotcrete to a retaining structure
If you use any of the images you find here, please attribute them to gssystems.com.au/
Portes ouvertes à la Carrière de Trapp de Raon-l'Étape lors des Journées européennes du patrimoine 2023.
Poids en ordre de marche : 104 500 kg
Capacité du godet : 10 - 14 m³
Best viewed Original size.
Civil Engineering (Dutch) liveried 47976 "Aviemore Centre" powers out of the northern portal of Stoke Tunnel near Grantham with an OHL test train - c.08/1993.
Si Bendall tells me that the second vehicle in the consist is test coach "Mentor" (ADB975091) and its pantograph can just be seen in the raised position.
The actual date the image was made is unknown; the indication given is based on the film processing date imprinted on the original slide.
Please do not share or post elsewhere without the permission of the copyright owner(s).
© 2011 - 53A Models of Hull Collection. Scanned from the original 35mm colour transparency; photographed by Geoffrey Spink.
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For almost a year we have had civil engineering works going on at Dysart shore. Barhale the contractors let a few local residents peer down the deep hole in the harbour car-park, shortly before capping it. Last year they cut a channel out to sea at the far end of Pan Ha' and then installed a 200 metre long, storm-water outflow pipe (see my earlier barge photo). Finally they dug a hole 33 ft (11 metres) wide and 35 feet deep (12.5 metres) through solid sandstones and shale. This was lined at the bottom with 10 feet of concrete and a new deep sewage pipe and filtration system was installed (the man hiding in this shot may give you some idea of the scale). The original car park will shortly be resurfaced and the temporary one dug up and then returfed. Then peace will descend on the beach and harbour again (that is until they begin building the new pier, at the harbour in 2011).
www.dysartregeneration.org.uk/
Update. They never did start work on restoring the crumbling harbour Pier. Fife Council's ruling SNP/Lib-Dem coalition withdrew the money that had been earmarked for necessary repairs, thus losing large sums of grant money from the Lottery Fund, Historic Scotland and other bodies, which were linked to the Dysart Regeneration Project. These grants (almost £1 million) have now disappeared forever. When the pier eventually collapses, in the next big storm, closing the harbour forever, I and thousands of Dysart residents will not think kindly of the Scottish Nationalist Party! Our money was used for temporary patching of roads all over Fife and also spent on SNP strongholds in the East Neuk instead?
This nineteenth-century engineering marvel never turned a profit. It is 6.4 kilometres (4 miles) long and only 25 metres (81 feet) wide at sea level, making it impassable for many modern ships. It is currently of little economic importance and is mainly a tourist attraction.
A canal through the narrow Isthmus of Corinth that separates the Peloponnese from the Greek mainland was proposed as early as the 7th century BCE. At that time Corinth settled for a cheaper, simpler solution: a stone carriageway along which boats could be portaged. Roman emperors starting with Julius Caesar also expressed interest in a canal, and Nero began actual construction, breaking ground with his own hands in 67 CE. The workforce consisted of 60,000 Judean captives. But they had dug only about a tenth of the distance before Nero died and Rome lost interest.
The modern attempt began in 1882, after Greek independence from the Ottomans. It took 11 years to complete, bankrupting two construction companies, the owner of the second, and the bank that backed it.
Even after completion, the canal was underutilized. The limestone walls were unstable, being undermined by ships' wakes and collapsing into the canal. The narrow waterway was difficult for ships to navigate, and strong tidal currents arose as a result of differences in the timing of tides in the Ionian and Aegean seas. The high walls also funneled winds. As a result, demand for its use by ships was only a fraction of what had been predicted.
The canal suffered heavy damage in WWII. The retreating British blew the bridge rather than allow it to be taken by the Germans. Then the retreating Germans used explosives to trigger landslides to block the canal, destroyed the rebuilt bridges and dumped locomotives, bridge wreckage and other infrastructure into the canal to hinder repairs. The United States Army Corps of Engineers began to clear the canal in November 1947 and had it reopened at full draft in about a year.
#Forkers #Scania #WestBromwich #WestBrom #WestMidlands #WestMids #BlackCountry #B70 #crane #CivilEngineering forkers.com
#SuppliedByKeltruck keltruckscania.com/suppliedbykeltruck
Capacité de levage max. : 60 t
Construction de l'ensemble immobilier Au Jardin des Arts comprenant 41 logements dans 2 bâtiments.
Pays : France 🇫🇷
Région : Grand Est (Lorraine)
Département : Moselle (57)
Ville : Metz (57000)
Quartier : Nouvelle-Ville Metz
Adresses : avenue André Malraux / rue Sturel Paigné
Fonction : Logements
Construction : 2022 → 2026
▻ Architecte : Thierry Hamamm
Permis de construire n° PC 57 463 20 X0095
▻ Délivré le 12/08/2021
Niveaux : R+5
Hauteur : 19,25 m
Surface de plancher : 3 105, 91m²
Surface du terrain : 2 558 m²
The Glory Hole overspill weir on the lower dam in Silent Valley, owned and operated by Northern Ireland Water.
I am a civil engineer, hence stuff like this will always interest me...
The fog comes
on little cat feet.
It sits looking
over harbor and city
on silent haunches
and then moves on.
Fog
Carl Sandburg
Looking south towards Michigan / the United States. The International Railroad Bridge was built in 1887 by the Dominion Bridge Company Limited and is an example of a Camelback Truss Span- -a Parker Truss design variation; the bridge consists of nine spans across the St. Mary's River / St. Marys Rapids, and features pinned and riveted connections, a-frame portal bracing, v-lacing support through out, stone abutments and piers. The bridge connects Sault Ste. Marie, Ontario Canada to Sault Ste. Marie, Michigan, United States. The bridge was originally built by the Canadian Pacific Railroad Company and is now owned by the Canadian National Railway Company. Black and white processing alchemy by Nik Silver Efex.