View allAll Photos Tagged CivilEngineering
Holyoke Gas & Electric's hydroelectic dam on the Connecticut River, site of the Robert E. Barrett Fishway (www.hged.com/community-environment/fishway/default.aspx)
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?
The Port Expansion Project in the Great Bay of Philipsburg, St. Maarten (SXM), Netherlands Antilles, consisted of a Cruise Jetty and a Cargo Harbour and involved Landfill works.
Contractors Aarsleff of Denmark and Ballast Nedam of Holland
Project Owner The Port of St. Maarten & St. Maarten Port Services
Project Designer Lievense of Holland
I love geometric patterns so when I saw all the triangles mirroring the other side, I had to capture it.
Persistent URL: floridamemory.com/items/show/335300
Local call number: MSC5751
Title: Close-up view of a rock cutter in the Everglades Drainage District
Date: ca. 1920
Physical descrip: 1 photoprint - b&w - 3 x 6 in.
Series Title: Manuscript Collection
Repository: State Library and Archives of Florida
500 S. Bronough St., Tallahassee, FL, 32399-0250 USA, Contact: 850.245.6700, Archives@dos.myflorida.com
View to the west towards the 6th Street Viaduct (over the Los Angeles River) with downtown Los Angeles in the background
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
Construction works in the new tunnel of Munich's city highway system. Concrete is spread on the surface. An expertly choreographed piece of multiple tasks.
See previous image for the unique tunnel-below-a-tunnel part.
Poids en ordre de marche : 44 900 - 59 400 kg
Hauteur de travail : 23 m
Démolition de la résidence pour personnes âgées Anatole-France qui enjambé la rue Anatole France au Havre.
Pays : France 🇫🇷
Région : Normandie
Département : Seine-Maritime (76)
Ville : Le Havre (76600)
Adresses : rue Anatole France / rue Raspail
Fonction : Logements
Déconstruction : juin 2021 → septembre 2021
Niveaux : R+6
Hauteur : ≈23,00 m
The Centennial Bridge is the second major road crossing of the Panama Canal, the first being the Bridge of the Americas. (Small service bridges are built in the lock structures at Miraflores and Gatún Locks, but these bridges are only usable when the lock gates are closed and have limited capacity.)
The Centennial Bridge is located 15 km (9.3 mi) north of the Bridge of the Americas and crosses the Culebra Cut (Gaillard Cut) close to the Pedro Miguel locks. New freeway sections, connecting Arraijan in the west to Cerro Patacon in the east via the bridge, significantly alleviate congestion on the Bridge of the Americas.
The Bridge of the Americas (Spanish: Puente de las Américas; originally known as the Thatcher Ferry Bridge) is a road bridge in Panama, which spans the Pacific entrance to the Panama Canal. Completed in 1962, at a cost of US$20 million, it was the only non-swinging bridge (there are two other bridges, one at the Miraflores locks and one at the Gatun locks) connecting the north and south American land masses until the opening of the Centennial Bridge in 2004. The bridge was designed by Sverdrup & Parcel.[
Chantier du réaménagement du hangar 43 pour créer un parc d'activité nautique.
Pays : France 🇫🇷
Région : Normandie
Département : Seine-Maritime (76)
Ville : Le Havre (76600)
Adresse : quai du Brésil
Fonction : Industrie
Dates : 2020 → 2021
► Architecte : RICHEZ-ASSOCIÉS
PC n° 076 351 19 H0108
Surface de plancher : 3 565 m²
Benjamin McKenna takes part in a competition in Dr. Hunain Alkhateb's Intro to Civil Engineering class in which a team makes a bridge out of dry noodles, then hangs as much weight off of it as they can until it breaks. Photo by Kevin Bain/Ole Miss Communications
Staff Sgt. Trevor Loken monitors rubber removal progress from a utility work machine on a runway June 5, 2013, at Forward Operating Base Shank, Logar Province, Afghanistan. Runway maintenance is a composite team built from many civil engineering backgrounds. Loken is from the 577th Expeditionary Prime Base Engineer Emergency Force Squadron. (U.S. Air Force photo/Master Sgt. Ben Bloker)
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.
View from the Victorian side of the River Murray, showing the pile driver at work near the NSW bank.
This is a photograph takes from inside the rail gang test track; it was taken some time in 1975.
The photograph is taken from a collection of black and white contact prints documenting the development of the whole of the Metro System in Tyne and Wear.
The images are taken from the Mott, Hay and Anderson Collection, consulting civil engineers responsible for the Tyneside Metro light rail system and the Tyne pedestrian, cyclist and vehicular tunnels.
Most of the photographs were taken by Amber Film Associates and Lambton Visual Aids, 5 and 9 The Side, Newcastle.
Reference no. DT.MHA/22/2/A35/4
This image inspired ‘Interchange’, an experimental film and album of music by Warm Digits. More information can be found here www.twmuseums.org.uk/halfmemory/warm-digits-
interchange
(Copyright) We're happy for you to share this digital image within the spirit of The Commons. Please cite 'Tyne & Wear Archives & Museums' when reusing. Certain restrictions on high quality reproductions and commercial use of the original physical version apply though; if you're unsure please email archives@twmuseums.org.uk
This photograph is a view of the bottom of the metro shaft at Argyle St. in Gateshead.
It was taken at some time in 1975.
The photograph is taken from a collection of black and white contact prints documenting the development of the whole of the Metro System in Tyne and Wear.
The images are taken from the Mott, Hay and Anderson Collection, consulting civil engineers responsible for the Tyneside Metro light rail system and the Tyne pedestrian, cyclist and vehicular tunnels.
Most of the photographs were taken by Amber Film Associates and Lambton Visual Aids, 5 and 9 The Side, Newcastle.
Reference no. DT.MHA/22/1/A32/8
This image inspired ‘Interchange’, an experimental film and album of music by Warm Digits. More information can be found here www.twmuseums.org.uk/halfmemory/warm-digits-
interchange
(Copyright) We're happy for you to share this digital image within the spirit of The Commons. Please cite 'Tyne & Wear Archives & Museums' when reusing. Certain restrictions on high quality reproductions and commercial use of the original physical version apply though; if you're unsure please email archives@twmuseums.org.uk