The Bruce SGH-4719 successfully completed the pile driving of Sakonnet River Bridge at RI, USA
RI DOT : Pile Driving Completed at Sakonnet River Bridge Project
The Rhode Island Department of Transportation (DOT) announced Thursday that it has concluded pile driving operations on the Sakonnet River Bridge project in Tiverton and Portsmouth.
The last round of pile driving concluded on Tuesday, and positive test results available Thursday on the success of that operation means that the department can conclude this phase of the bridge project.
"We appreciate the patience of the residents and business owners near the bridge and apologize for the noise and disruption the pile driving operations caused," DOT Director Michael P. Lewis said. "We are excited to reach this milestone thanks to the efforts of our contractor, Cardi Corp., as we continue replacing this valuable transportation link to Aquidneck Island."
The DOT broke ground on the bridge replacement project in April 2009.
The 3.7 million contract with Cardi Corp. for the construction of the new bridge is the largest single contract in DOT's history.
The department anticipates the new bridge to be open to traffic in spring 2012; however, the contract with Cardi Corp. includes
an early incentive clause which could result in the bridge opening to traffic earlier.
The Bruce SGH-2015 completed the pile driving of Chincoteaque Channel Bridges at Va, USA
By Bayshore Concrete Products at Pile Driving Association Magazine January, 2009
Chincoteague is a small town on the Eastern Shore of Virginia with roughly 4,000 residents. It hosts more than one million tourists each year and is famous for its annual Pony Swim and Auction.
The Black Narrows and the Chincoteague Channel Bridges on Virginia Route 175 provide the only access to Chincoteague Island. These steel bridges, built in 1939 and 1940, have become costly to maintain and repair, and are narrower than current standards for safety and ease of traffic flow.
The citizens of Chincoteague knew that a new bridge was needed and they lobbied the Virginia Department of Transportation (VDOT) and the Commonwealth Transportation Boards (CTB) for funds to replace the bridges. Environmental concerns, sustainability and the timeline were the major factors in the determination to use pre-cast concrete for this project.
The performance and sustainability of pre-cast pre-stressed concrete, combined with the economical advantages and design flexibility, make it the preferred construction material for today’s bridge designers. In addition, pre-cast pre-stressed concrete construction reduces installation time by eliminating expensive and time-intensive field formwork.
Pile Hammer Bruce SGH-3013 Completed Pile Driving Successfully At Hathaway Bridge, USA
The Bruce SGH-3013 successfully completed the pile driving of Hathaway Bridges at Fl, USA
By Florida State University College of Engineering, Fall Semester 2008
A Thesis submitted to the Department of Civil and Environmental Engineering in partial fulfillment of the requirements for the degree of Master of Science and The Office of Graduates Studies has verified and approved.
History of Hathaway Bridge
The First Hathaway Bridge was built in 1929 and was originally known as the St. Andrews Bay Bridge.
It was later renamed The Hathaway Bridge after Franz Hathaway,whowas Chairman of Florida’s State Road Department, the predecessor to the Florida Department of Transportation (FDOT).
For its time the St. Andrews Bridge was a remarkable achievement in engineering. It utilized 16 Parker through-truss spans that were 160 to 225 feet in length and 31 to 38 feet high with a 20 foot-wide roadway.
To 14 accommodate shipping traffic the bridge encompassed a 200 foot long Warren through truss “swing span” that would open and close as needed. (Bridgepros)
By the mid 1950’s the Bridge was becoming functionally obsolete and structurally deficient.
So in 1960 the second Hathaway Bridge was opened to the public, this new bridge was more than three times wider than the original with double the number of lanes on a 62 foot wide roadway, four 13-foot lanes with two in each direction of traffic.
However, like many other bridges built in the 1950’s the Hathaway II Bridge as its affectionately known was built with a sense of practicality and economy.
It was a utilitarian structure with three foot outside shoulders, a four foot raised center median,no pedestrian access, no dedicated bicycle access, and no “refuge lane” for broken down vehicles.
A small accident or a stalled vehicle could create huge traffic snarls and bring traffic to a standstill. (Bridgepros)
With the population boom in Florida after 1960 the Hathaway II would become obsolete by the 1980’s. In 1970, an average 15,600 vehicles were crossing the bridge 15 each day.
The number doubled by 1982 and approached 57,000 by 1998 By the late 1990’s after many failed efforts to alleviate the traffic with trolleys and ferry boats, Panama City wanted to attach a bicycle and pedestrian structure to the bridge but when the price tag jumped million to million dollars the idea was dropped.
So in 1997 the Bay County Bridge Authority, the Panama City Metropolitan Planning Organization and the Bay County Tourist Development Council all voted to support the construction of a new bridge.
In 1999 the third Hathaway Bridge came to life as theFlorida State Legislature appropriated over million dollars for the construction of the new bridge.
By 2020 an estimated 97,700 vehicles will be using the bridge daily.(Bridgepros)