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APPENDIX A Example of Recommended Guidelines for Utility Installations and Modiï¬cations Session on Highway Rights-of-Way: Safety in the Clear Zone and Utility Installations Don L. Ivey and King K. Mak RECOMMENDED GUIDELINES Purpose The purpose of these guidelines is to enhance trafï¬c safety in practical economical ways that do not signiï¬cantly detract from the primary responsibility of utility companies, the safe transmission of power. Applicability These general guidelines are intended for use with aboveground utility facilities, includ- ing the following: 1. New utility installations, 2. Existing utility facilities that are to be relocated or adjusted within the right-of-way of highway facilities under development or construction, and 3. Existing utility facilities that are to be adjusted or relocated for safety improvements. General Guidelines The recommended general guidelines for consideration in the design and placement of aboveground utilities within the highway right-of-way are as follows: â¢ Clear recovery area: New aboveground utility installations should be located outside the clear recovery area or as far from the traveled way (or the face of the curb, if a curb is present) as practical, preferably along the right-of-way line. If a clear recovery area has 43 Don L. Ivey, Texas Transportation Institute, College Station, TX 77843. King K. Mak, 9 Cotswold Lane, San Antonio, TX 78257.
44 Utilities and Roadside Safety not been recommended by the entity responsible for the roadway, Table 1 may be used as a guide. Note that the lateral distance values in Table 1 were taken directly or inter- polated from the 1977 AASHTO Guide for Selecting, Locating, and Designing Trafï¬c Barri- ers (1), which is consistent with the 1996 Roadside Design Guide (2). In some cases, these distances are reduced when trafï¬c volumes are below 6,000 vehicles per day, as indi- cated in Figure 1. In situations in which it is necessary to locate aboveground utility facil- ities within the established clear recovery area of the highway, appropriate measures to improve trafï¬c safety should be considered, such as placing utility facilities at locations that minimize exposure to out-of-control vehicles, using breakaway or impact attenua- tion devices, or shielding vehicles from the structures with longitudinal barriers. â¢ Joint pole use: Consideration should be given to the joint use of poles within the right- of-way of roadways to the extent possible to minimize exposure of out-of-control vehicles. â¢ Span between poles: The largest feasible span between poles should be used to reduce the number of poles so as to minimize the exposure of out-of-control vehicles. â¢ Susceptible locations: Locations where aboveground utility installations are suscepti- ble to being hit by out-of-control vehicles, such as medians, trafï¬c islands, lane drops, and lane-narrowing zones, should be avoided to the extent practical. â¢ Accident experience: Consideration should be given to accident history when adjust- ing or relocating utility facilities. Appropriate safety measures to improve trafï¬c safety should be considered for locations with a signiï¬cant accident history. Examples of safety measures include placing utility facilities at locations that minimize exposure of out-of-control vehicles, using breakaway or impact attenuation devices, and shielding errant motorists from the structures with longitudinal barriers. COMMENTARY Clear Recovery Area The guidelines as described here are based principally on the concept of a clear recovery area, which is deï¬ned as âthe roadside border area, starting at the edge of the traveled way, available for safe use by errant vehiclesâ (1). New aboveground utility installations should be located outside the clear recovery area or as far from the traveled way (or the face of the curb, if a curb is present) as practical, preferably along the right-of-way line. This means, in most situations, locating aboveground utility facilities as close to the right-of-way line as practical. The term âas close as practicalâ is used because there are situations in which it may not be practical to place the utility facilities at the right-of-way line. For example, for Roadway Speed Limit (mph) Lateral Distance to Face of Poles (feet) 25 5 30 8 35 12 40 15 45 17 50 20 55 24 TABLE 1 Recommended Lateral Dimension of Clear Recovery Area Unless Constrained by Right-of-Way or Other Structures (Distance from Edge of Traveled Way to Face of Pole)
Example of Recommended Guidelines for Utility Installations and Modiï¬cations 45 poles with cross-arm structures, it is usually necessary to place the pole inside the right-of- way line to prevent the power lines from encroaching on private property. The presence of existing underground facilities, such as gas and water lines, may also preclude the place- ment of utility facilities at the right-of-way line. In situations in which aboveground utility facilities are needed within the established clear recovery area of the highway, consideration should ï¬rst be given to the feasibility of eliminating those facilities by undergrounding or by selecting alternative locations. If it is determined that the placement of utilities underground is not technically feasible or is unreasonably costly, and there are no feasible alternative locations, other appropriate measures to improve trafï¬c safety relative to utility facilities should be considered. FIGURE 1 Clear zone distance curves (2). V.P.D. = vehicles per day, A.D.T. = average daily trafï¬c. âSection 3.3.4â refers to the Roadside Design Guide.
Safety measures can be divided into two approaches. The ï¬rst approach is to reduce the probability of a vehicle collision. This approach is the one most commonly used and can be illustrated both historically and technically (3â7). The second approach is to reduce the severity of the impact when the utility is struck by an errant vehicle. These two approaches may be considered singly or in combination as dictated by the speciï¬c site conditions. Safety treatments to reduce the probability of utility facilities being struck by errant vehicles include, but are not limited to, the following: â¢ Place utility facilities at locations that are less likely to be struck by out-of-control vehi- cles (e.g., on the inside of curves instead of on the outside; on minor streets instead of on major roadways, etc.). â¢ Increase the lateral offset of utility facilities to the extent practical (e.g., use of vertical construction instead of cross-arm construction to allow poles to be placed at the right- of-way line). â¢ Reduce the number of poles through joint use or use of the largest feasible span between poles, or both. It should be pointed out that some of these safety treatments such as vertical con- struction and increasing the span between poles may necessitate using larger or taller poles. This could result in more severe impacts if such poles are struck. It is necessary to evaluate the trade-off between accident frequency and severity in these situations to ensure that safety is enhanced by such treatments. Use of Safety Structures The safety of speciï¬c utility pole installations could be improved with the use of safety structures, including breakaway devices, guardrails, and crash cushions. Similar devices have been used to improve the roadside safety of highways for over 20 years, but major improvements have been made since 1980 that render some safety structures applicable to utility installations for the ï¬rst time. The most comprehensive guide for the application of safety structures is the AASHTO Guide for Selecting, Locating, and Designing Trafï¬c Barriers (1), commonly referred to as the Barrier Guide. In most cases, the criteria for use of the three types of safety structures are consistent with the Barrier Guide. It should be noted, however, that the Barrier Guide was intended primarily for use with rural highways and may not always be directly applicable to urban roadways and streets. Also, it is important to point out that many new designs for speciï¬c structures have been developed since the Barrier Guide was published in 1977. These new designs are referenced here. Breakaway Devices A breakaway device, as applied to a utility pole to be broken away by an impacting vehi- cle, allows the vehicle to proceed on its errant path without a precipitous stop. The severed pole will then normally descend to the ground after the impacting vehicle passes through. The criteria for application of a breakaway device to a utility pole or a luminaire sup- port are as follows: â¢ The pole is within the clear recovery area as previously deï¬ned. â¢ The alternative of relocating the pole is not a practical solution because of constraints of right-of-way, roadside environment, or economics. â¢ The pole is Class 4-40 or smaller and does not have heavy devices or equipment, such as transformers or capacitor banks, attached to it. (Breakaway devices may be used on poles of material other than wood, but the pole should not be signiï¬cantly heavier or taller than a Class 4-40 timber pole.) 46 Utilities and Roadside Safety
â¢ The pole is not within a zone of signiï¬cant pedestrian activity (as deï¬ned by beneï¬tâ cost considerations). â¢ After impact by a vehicle, the ï¬nal rest position of the severed pole and dislocated con- ductors should not pose a signiï¬cant hazard to pedestrians, other vehicles, or properties in the immediate vicinity of the pole. â¢ There is a relatively safe clear recovery area beyond the breakaway pole available for the vehicle to decelerate and come to a comparatively safe stop. Location of down guy wires should be made with full consideration of their inï¬uence on impacting vehicles and the inï¬uence of loss of support for the main structure. Where down guy wires are anchored within the clear recovery area, a breakaway attachment to the guy wire should be considered to preclude the occurrence of vehicle overturn or more severe damage to the main structure. Details on breakaway attachments for down guy wires are presented elsewhere (8). In some cases, pole guys or tree guys can be ben- eï¬cial in that they are more effective in preventing a fallen pole from leaning into or falling onto the traveled way. Under most circumstances, luminaire supports within the clear recovery area should be of breakaway design. The exception to this is where a support would fall in the road- way (on or in the path of other vehicles) or where there is such exposure to pedestrians that the breakaway design would not be cost beneï¬cial. Details on breakaway designs for luminaire supports are presented elsewhere (9). Guardrails In some places, guardrails are a good choice to protect trafï¬c from a rigid utility pole or luminaire support. Guardrails function by redirecting the errant vehicle away from the pole so that the driver has a better chance of regaining control of the vehicle or coming to a comparatively safe stop. The Barrier Guide states that guardrails may be used for this purpose on the basis of engineering judgment or a cost-effectiveness study (see Table III-A-2 and the discussion on p. 21 of the Barrier Guide). The criteria for application of guardrails to shield rigid utility poles or luminaire sup- ports are as follows: â¢ The pole(s) is (are) within the clear recovery area. â¢ The alternative of relocating the poles is not a practical solution because of constraints of right-of-way, roadside environment, or economics. â¢ The installation of a guardrail over the length necessary to shield the pole(s) does not constitute a greater potential hazard to the driving public. â¢ The guardrail will not direct errant vehicles into a roadside zone of greater hazard. â¢ The face of the guardrail should not be closer than 2 ft from the edge of the traveled lane or the face of the curb. A distance of 10 ft or more is preferred, if practical. â¢ The guardrail is in a position where it will function as designed; that is, automobiles will strike the rail at speeds predominantly less than 60 mph and at angles predomi- nantly less than 25Â°. The guardrail should not be placed in a position relative to a bar- rier curb so that vehicle ramping prevents redirection. There are several factors to be considered in designing a guardrail installation. These fac- tors are discussed in Section III of the Barrier Guide and are not covered in this document. In addition to the operational guardrail systems described in the Barrier Guide (pp. 36â39), there are now several new systems with somewhat improved performance characteristics. It should be noted that the end of a guardrail can be a hazard if not designed properly. A crashworthy end treatment should be used if the guardrail terminates within the clear recovery area. In addition to the end treatments described in the Barrier Guide (pp. 50, 51), there are now several new designs available that have vastly improved performance. Details of some of the improved designs are provided elsewhere (10â12). Example of Recommended Guidelines for Utility Installations and Modiï¬cations 47
48 Utilities and Roadside Safety Crash Cushions Crash cushions protect errant vehicles from impact with a rigid utility pole or luminaire support primarily by decelerating the errant vehicle in a controlled manner and bring- ing it to a relatively safe stop before the rigid pole is reached. As stated in the Barrier Guide, crash cushions âare used to shield rigid objects or hazardous conditions that can- not be removed, relocated or made breakaway.â The use of a crash cushion may be determined on the basis of engineering judgment or a cost-effectiveness analysis. Crash cushions are more likely to be cost-effective for iso- lated hazards (e.g., a single pole with a high frequency of accident involvement) than for a pole line several hundred feet or more in length. The criteria for application of crash cushions to shield errant vehicles from a rigid util- ity pole or luminaire support are as follows: â¢ The pole is within the clear recovery area. â¢ The alternative of relocating the pole is not a practical solution because of constraints of right-of-way, roadside environment, or economics. â¢ The pole does not meet the requirements for breakaway treatment. â¢ There is sufï¬cient space in front of the rigid pole to accommodate the crash cushion without encroaching on the traveled way. â¢ The ï¬nal rest position assumed by an impacting vehicle and an impacted crash cush- ion as well as debris detached during the impact should not pose a hazard to other traf- ï¬c. â¢ The trajectory of an errant vehicle redirected by a crash cushion should be into a zone where a reasonably safe stop can be accomplished. Because of the relatively low fre- quency of vehicle impacts with utility poles, luminaire supports, or other utility struc- tures, the more sophisticated crash cushions used at sites such as ramp exit gores are unlikely to be cost-effective. Where crash cushions are determined to be a good coun- termeasure to a speciï¬c safety problem, the inertial crash cushions described in the Barrier Guide (pp. 131, 132) will probably be a better economic choice. Site-Speciï¬c Safety Considerations Some speciï¬c situations deserve special safety considerations. Brief discussions of some situations are presented here. Curves On urban arterials, especially those with crowned cross sections, consideration should be given to placing a pole line on the inside instead of on the outside of curves. As indicated in Figure 2a, poles on the outside of a curve usually have a higher exposure to vehicle impacts. This is particularly important for situations in which there is a single curve after a long straight section of roadway or in which one curve is substantially more severe than other curves in close proximity. However, for winding roadways with sequentially occur- ring curves in opposite directions, it normally would not be cost-effective for the pole line to cross the road repeatedly to achieve inside curve placement. When a pole line is placed on the inside of a severe curve (e.g., a curve with a radius of less than 1,700 ft), it may be necessary to place strain poles on the outside of the curve, as indicated in Figure 2b. These strain poles should be of a size that is adaptable to a breakaway design. Pole guys and strain poles should be used only if they can be designed in such a way that the fallen pole guy wire will not pose a hazard to trafï¬c. A preferred alternative to the use of breakaway strain poles and down guy wires is the use of a compression strut (push brace or stub pole), as indicated in Figure 2c. Lane Drops and Roadway Narrowing Placement of poles downstream of a lane drop or the area where the roadway narrows should be discouraged. This is especially important when it can be reasonably foreseen
Example of Recommended Guidelines for Utility Installations and Modiï¬cations 49 that an inattentive or physically impaired driver might not be able to accurately perceive the lane drop or lane narrowing. These situations are presented in Figures 3 and 4. Another cause of this problem is a trafï¬c conï¬ict, where a driver is prevented by another vehicle from changing lanes or moving laterally. If it is impractical to span the critical zone without a pole, consideration should be given to the use of a guardrail or crash cushion. Trafï¬c Island Placement of poles on a trafï¬c island should be strongly discouraged. Islands are an ele- ment of trafï¬c control at an intersection and are usually located within the boundaries of the traveled way. As such, they are likely to be occasionally traversed by errant vehicles. This traversal should not be prevented by a utility pole placed as indicated in Figure 5. High Exposure Side High Exposure Side High Exposure Side Low Exposure Side Low Exposure Side Low Exposure Side Main Utility Poles Main Utility PolesMain Utility Poles Compression Struts Compression Strut Down Guy Wire Down Guy Wire Down Guy Wire Down Guy Wire Down Guy Wire Strain Poles (Breakaway) Strain Pole Elevation (b) Elevation (c) Elevation (a) FIGURE 2 Location of utility poles on curves: (a) poles on outside of curve; (b) poles on inside of curve with breakaway strain poles; (c) poles on inside of curve with compression struts. FIGURE 3 Exposure of vehicle to utility pole downstream of lane drop.
50 Utilities and Roadside Safety FIGURE 5 Inappropriate location of poles within a trafï¬c island or median. If placement of a utility pole on an island is a practical necessity, consideration should be given to protecting errant vehicles with a crash cushion. Medians Placement of poles in medians, as indicated in Figure 5, should be strongly discouraged. Medians are safeguards against head-on collisions and, as such, provide space for errant vehicles to regain control or space for installation of median barriers. A pole or pole line in a median should be considered only if vehicles can be completely shielded from the poles by median barriers. Luminaires are often placed in protected positions on top of median barriers. Use of Existing Safety Structures Where guardrails, bridge rails, and crash cushions exist, consideration should be given in pole placement to take advantage of the shielding inï¬uence of these structures. An example is presented in Figure 6. During new highway or street construction, coordina- tion of safety structure design and utility facility design should be pursued to reduce the inï¬uence of unshielded poles. Trafï¬c Conï¬icts Where critical trafï¬c conï¬icts can be foreseen, especially at intersections of high-speed roadways, pole placement may be designed to avoid the most critical secondary colli- sions. For example, if the major roadway is in a northâsouth direction and the minor roadway is eastâwest, the most critical quadrants for a secondary collision (collision of a vehicle with a pole after an initial two-vehicle collision) are the northeast and southwest quadrants. Thus, the preferred placement for poles at this intersection would be in the northwest and/or southeast quadrants, as indicated in Figure 7. FIGURE 4 Placement of pole downstream of roadway narrowing.
Example of Recommended Guidelines for Utility Installations and Modiï¬cations 51 REFERENCES 1. Guide for Selecting, Locating, and Designing Trafï¬c Barriers. AASHTO, Washington, D.C., 1977. 2. Roadside Design Guide. AASHTO, Washington, D.C., 1996. 3. A Policy on the Accommodation of Utilities Within Highway Right-of-Way. AASHTO, Washington, D.C., 1981. 4. Highway Design and Operational Practices Related to Highway Safety, 2nd ed. Select Subcommit- tee on Highway Safety, AASHTO, Washington, D.C., 1974. 5. A Policy on Geometric Design of Highways and Streets. AASHTO, Washington, D.C., 1984. 6. Accommodation of Utilities. 23 CFR Part 645, Subpart B, U.S. Department of Transportation, FHWA, Washington, D.C., May 1985. 7. Manual of Uniform Minimum Standards for Design, Construction and Maintenance for Streets and HighwaysâState of Florida. Florida Department of Transportation, Tallahassee, 1986. 8. Ivey, D. L., and J. R. Morgan. Safer Timber Utility Poles, Vol. 1. Final Report for Contract No. DTFH61-83-C-00009, FHWA, Texas Transportation Institute, Texas A&M University System, College Station, June 1985. 9. Standard Specifications for Structural Supports of Highway Signs, Luminaires and Traffic Signals. AASHTO, Washington, D.C., 1975. FIGURE 7 Intersection zones having highest exposure to secondary collisions. FIGURE 6 Pole shielded from trafï¬c by an existing guardrail.
10. New Guardrail End Treatment. Study No. 2-8-86-404. Texas State Department of Highways and Public Transportation, Texas Transportation Institute, Texas A&M University System, College Station, 1986. 11. Bronstad, M. E., J. B. Meyer, and L. Meczkowski. Guardrail and Median Barrier Terminals for Mini- Size Cars. Report FHWA/RD-85/062. FHWA, U.S. Department of Transportation, Washing- ton, D.C., May 1985. 12. W-Beam Guardrail End Treatments. FHWA Technical Advisory T5040.25. FHWA, U.S. Depart- ment of Transportation, Washington, D.C., Jan. 1986. 52 Utilities and Roadside Safety


After pumping out tunnels and buildings immediately after the storm, the recovery team spent the first part of 2013 making emergency repairs and stabilizing the plant, Glus says. They then moved from emergency measures to interim measures, such as replacing an emergency dewatering system with an interim one.
At present, the plant is "still very susceptible to damage" because temporary workarounds, systems and wiring are still in place, Glus notes. He adds that Arcadis was instrumental in helping Bay Park secure the FEMA grant. "We worked with FEMA in late spring and summer while we were developing our design," he adds.
Putting Up Walls
Plans include building a levee with a reinforced flood wall around the perimeter of the plant to provide protection against the 500-year storm and account for anticipated sea level rise, he says. This work was out for bid at press time. The first phase of electrical work that includes replacing damaged substations is expected to begin in a few months, he adds. Work will also include elevating and/or hardening as many as 57 pump stations; building a larger sewage collection line; and hardening and replacing sludge dewatering equipment and buildings damaged by Sandy.
In New Jersey, hard-hit treatment plants are moving ahead on immediate upgrades, particularly the Passaic Valley Sewage Commission's facility in Newark. But, with an estimated $200 million in storm damage, much work remains to be procured and funded, says chief engineer John Rotolo.
The utility soon will issue an RFP for design of a replacement electrical power feeder network plant-wide, according to Rotolo. "All of the cables got wet so we've been running temporary feeders overhead," he says. He estimates the project at about $40 million to $50 million.
An estimated $45-million project to upgrade the plant's motor control center and substation is also in design now, Rotolo says. Plans and specs are set for completion in September.
More critical to the plant's resiliency defenses are plans to build a wall up to 19 ft high around the 160-acre facility and a $65-million, 30-megawatt onsite primary power plant. Rotolo expects to hear from FEMA as early as the end of February on the utility's funding request for $250 million. Assuming good news, Passaic Valley will issue an RFP within three months and have design completed in about 18 months, he says.
Plants in nearby Middlesex County, N.J., which also sustained enough damage to discharge more than 1.1 billion gallons of raw sewage into local waters, are completing post-Sandy repairs.
State politicians announced Feb. 11 that the county utilities authority will receive $10.8 million in FEMA funds to finish work at its main pumping station in Sayreville. Work is to include replacement of damaged pumps, actuators, wiring and motor controls. Authorities told a local publication that the facility and two others in Edison and South Amboy sustained nearly $50 million worth of damage, with half of that authorized to be covered by FEMA.
Green & Sustainable Wish Lists
Industry experts say that Sandy served to turn a public spotlight on the region's aging, critical infrastructure and its need for upgrades. NRDC's Chou says that the EPA grant money will help to that end but that it should be used for projects that take into account rising sea levels and other climate change risks.
Also, projects should prioritize natural and green infrastructure, such as green roofs, natural wetlands and oysteries that can help buffer against wave action, he says. While both states mention natural and green infrastructure in the intended-use plans they submitted to EPA, "we'd like to see them promote it," Chou says.
"Right now there's only one stipulation from EPA saying that projects have to be elevated at least 1 ft above the 100-year [storm] levels," Chou says, and NRDC would like to see more.
He says that New York is on the right track with requiring one of three options for elevating critical equipment, such as electrical systems: elevate systems at least 5 ft above the 100-year flood level; 4 ft above the Sandy high-water mark; or at the 500-year level.


- Can you use non structural plywood for flooring?
- What is the difference between structural and non structural?
- What is considered a non structural change in a house?
- What are non structural defects?
- What is non structural cracks?
- What are structural defects?
- How can you tell if a crack is structural?
- Why are the corners of my walls cracking?
- What is an example of a non structural element for a building?
- What’s the difference between structural and non structural plywood?
- What are non structural elements?
- What are major structural defects?
- What is a defect list?
- What is structural and non structural?
- What are the structural components?
- What is the difference between structural and non structural pine?
- What do you mean by structural crack & non structural cracks?
- What is considered a structural wall?
- What are the structural components of a house?
- What is classed as a structural alteration?
- What is a non structural wall?
Can you use non structural plywood for flooring?
While structural plywood can be used for non-structural applications, it’s not a good idea to use non-structural plywood where structural plywood is needed..
What is the difference between structural and non structural?
Non-structural items include things like doors, cabinet sets, flooring, trim, windows and other finishing materials. In contrast, structural deconstruction requires more integral components of a building, like load-bearing walls, to be systematically dismantled.
What is considered a non structural change in a house?
Non-Structural Alterations means Alterations which (1) are non-structural and which do not affect the Facility’s mechanical, electrical, plumbing, life-safety or other Building systems or the structural integrity of the Facility, (2) do not affect any part of the Facility other than the Premises, do not affect any …
What are non structural defects?
As a result, “non structural defect” encompasses a broad range of defects, which most would consider serious, such as defects in fire measures, waterproofing in bathrooms, non load bearing walls, plumbing, air conditioning and fixed apparatus.
What is non structural cracks?
Non-structural Cracks in the Foundation Also known as cosmetic cracks, these don’t pose a threat to the structural integrity of your home. They can occur over time because of changes in weather conditions, thermal movement, hydrostatic pressure and exposure to moisture. Some cracks appear because of aging.
What are structural defects?
A structural defect is physical damage to a designated load-bearing element of a. building that could possibly affect the load-bearing function.
How can you tell if a crack is structural?
The common characteristics structural cracks include:Continuous horizontal cracks along walls.Vertical cracks that are wider at the top or bottom.Stair-step cracks.Foundation wall cracks.Cracks in beams, foundation slabs.Angled cracks that form in the corners of walls with a horizontal crack in the center.More items…•
Why are the corners of my walls cracking?
Problematic wall cracks will typically start at windows, doorways or house corners. … These are usually the result of seasonal expansion and contraction of clay soils beneath your house over time, and can be easily patched and re-painted.
What is an example of a non structural element for a building?
Examples of non-structural elements include components such as mechanical and electrical plant, ducting, pipework, cable trays, suspended ceilings, light non-load bearing partitions, and cladding systems such as brick veneer.
What’s the difference between structural and non structural plywood?
The main difference between structural and non-structural plywood is the type of glue used in the manufacturing of the boards. Plywood boards that meet structural standards have A-Bond types of glue bond. … Non-structural plywood, on the other hand, falls under the C-D Bond.
What are non structural elements?
Non-Structural ElementsArchitectural elements (windows, dropped or suspended ceilings and light fixtures, chimneys, interior walls, parapet walls)Building contents (filing cabinets, bookcases, lockers, computers, wall-mounted objects)More items…
What are major structural defects?
Under Section 518(a), a structural defect is defined as any major structural failure or other major defect which threatens the structural components of the dwelling. The defect may be due to construction, material, workmanship, or latent unpredictable occurrence.
What is a defect list?
a defect list is an itemized list often prepared by expert witnesses and consultants which lists the construction defects that exist at a property.
What is structural and non structural?
Structural and non-structural measures Structural measures: Any physical construction to reduce or avoid possible impacts of hazards, or application of engineering techniques to achieve hazard-resistance and resilience in structures or systems; Non-structural measures: Any measure not involving physical construction …
What are the structural components?
Structural components means all parts of the footings, foundations, exterior wall assemblies including weather walls and bearing walls, structural steel, roof joists and deck, beams, columns, roof deck (excluding the roof membrane), load bearing floors and sub-floors of the Building; Sample 2.
What is the difference between structural and non structural pine?
The difference between structural and furniture, is that structural has been graded and has to have a minimal amount knots to pass. Whereas furniture grade generally is quite knotty. Structural pine is machine graded for strength, it’s appearance is not considered at all (the machine is fully automated).
What do you mean by structural crack & non structural cracks?
Generally, structural cracks are wider than three millimeters in width, but you should always get an expert to diagnose the situation. Structural cracks should be addressed immediately, while non-structural cracks should be monitored and repaired, so they don’t get worse.
What is considered a structural wall?
A structural wall actually carries the weight of your house, from the roof and upper floors all the way to the foundation.
What are the structural components of a house?
The systems that make up a house are:Foundation.Frame.Roof. The Functional.Windows/Doors.Plumbing.Electrical.HVAC. The Finishes.Siding / Gutter / Soffit / Fasia.More items…•
What is classed as a structural alteration?
Structural alteration means any change that would prolong the life of the supporting members of a building or structure, such as the bearing walls, columns, beams or girders.
What is a non structural wall?
Non-load bearing walls only carry their own weight and does not support any structural members such as beams and slabs. These walls are just used as partition walls or to separate rooms from outside. It is known as interior wall (doesn’t carry other load than its own load.


Wireless multimedia in public transport telematics - trid, Wireless multimedia in public transport telematics: hollywood glamour meets and urban transport systems of the communication revolution
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Multimedia communication, (nature or urban) the adaptation of scalable multimedia content in streaming and include the immersive multimedia communication, streaming
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- The National Association of City Transportation Officials’ (NACTO) Global Designing Cities Initiative (GDCI) unveiled its Designing Streets for Kids guidelines, a free resource that provides practical solutions for cities to create safer streets for children and their caregivers.
- The five design principles include: meeting basic safety and accessibility needs; designing for appropriate speeds; allocating space for people; integrating play and learning; and incorporating adjacent spaces.
- The Streets for Kids program is supported in part by Bloomberg Philanthropies and is a supplement to NACTO’s Global Street Design guide.
Traffic crashes are the main cause of death for young people ages 5-29, NACTO says, and air pollution stemming from congestion and vehicles is also responsible for killing 127,000 children under the age of five annually.
Those deaths are preventable and can be drastically reduced with street design that is conducive to children, according to NACTO.
Kid-friendly street designs can include a number of different solutions depending on community needs. In Detroit, for example, a red rubber surface resembling a racetrack was paved on a sidewalk for children to safely run and play along while waiting at a school bus stop.
In Amsterdam, a city block was transformed by removing travel lanes, parking spaces and sidewalk to create a play space plaza that included a slide, crawling tunnel, trampolines, water sprayers and a two-cycling lane.
And in Montreal, Canada, a pedestrian-only street was created with sidewalks, new landscaping, ample seating and play stations. Since the transformation, an average of 4,100 pedestrians use the space daily, and 85% of surveyed people said they now visit the street more often.
The Designing Streets for Kids guideline also provides best practices for cities to provide safe environments for children through tactics like designing for appropriate speed limits.
"You cannot put speed cameras… on every street, so how can we make sure that every street is safe by design?" NACTO Senior Program Associate Anna Siprikova said, noting there are technical solutions to lowering speed limits and preventing accidental crashes.
NACTO recently urged cities to shift from an "outdated" speed-limit planning system. Those recommendations have also come as some experts warn of the pandemic ushering in an "open season for reckless driving."
The two biggest obstacles to implementing kid-friendly streets in cities are often bureaucracy and budgets, according to Siprikova. Acquiring the necessary permits can sometimes take up to a year, Siprikova said, and the improvements made to streets can often be viewed as "luxury" changes that aren’t necessary.
The pandemic has helped speed up permitting processes in some places, however. Many cities have moved nearly overnight to open hundreds of miles of roads to pedestrians since people have been ordered to socially distance and remain home. But in some cities, governments have completely stopped processing any of those applications due to the pandemic, Siprikova said.
As many kids are stuck at home right now with restricted education opportunities, Siprikova said she hopes the guide will inspire cities to create a different kind of street.


ASTM C1016 - 14 Standard Test Method for Determination of Water Absorption of Sealant Backing (Joint Filler) Material
Citing ASTM Standards
Citation data is made available by participants in CrossRefs Cited-by Linking service. A comprehensive list of citations to this standard are listed here.
C1281 Standard Specification for Preformed Tape Sealants for Glazing Applications
C1330 Standard Specification for Cylindrical Sealant Backing for Use with Cold Liquid-Applied Sealants
D5249 Standard Specification for Backer Material for Use with Cold- and Hot-Applied Joint Sealants in Portland-Cement Concrete and Asphalt Joints
Referenced ASTM Standards
The documents listed below are referenced within the subject standard but are not provided as part of the standard.
C717 Terminology of Building Seals and Sealants


MATEC Web Conf.
Volume 66, 2016The 4th International Building Control Conference 2016 (IBCC 2016)
|Number of page(s)||8|
|Published online||13 July 2016|
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One World Trade Center can’t catch a break. Well, maybe some broken glass.
Just as the building has really gotten moving over the past year, ahead of the 10th anniversary of 9/11 this fall, The Times is reporting that plans for a prismatic base to the building was quietly cast aside in March. The idea was to mask a severe concrete base that is intended to protect the building from future threats without creating an uninviting monolith. It didn’t work:
In trials, the refinishing required for the prismatic effect has left the glass brittle and prone to shatter. With the steel frame of the building now rising to the 65th floor, the Port Authority of New York and New Jersey has scrapped the idea and sent the architects back for yet another revision.
“As design moved to the testing phase, it became clear that the prismatic glass simply had too many technical problems to overcome and at a budget that was not cost effective,” said John Kelly, a spokesman for the Port Authority. “We have been finalizing a design that will be far more practical while being both distinctive and magnificent.”
About $10 million had already been spent on the glass.
SOM has gone back to the drawing board to come up with a new solution, the details of which have not been revealed. The base of 7 World Trade, also designed by the firm, had a metal screen, but that only covered the first five floors, as opposed to 20 or so at the far more symbolic 1 World Trade.
The Port Authority said it will not delay the planned 2014 opening of the building.


The redevelopment of the old boston edison power plant site in south boston was always going to be a big project now it’s clear just how big developers. The project changes the face of a community and the lives of many who will live there video of 770 east fourth #4 | south boston. About cambria hotel at six west broadway 6 west broadway, south boston, boston, ma 14 story, 159-room boutique hotel under construction in south boston. [south boston housing projects] original airdate: 10/29/1987 length: 00:03:39 item type: newstape - edited story master go to full description for this item. About south boston power plant 776 summer street, south.
Works progress administration (wpa) workers constructed a sea wall in south boston, massachusetts from a wpa bulletin: designed to hold back destructive water. Novi energy is managing completion of construction of the south boston energy project (sbe), a 499 megawatt (gross) woody biomass-fueled, electric generating plant. The d street projects, built in 1949 as the west broadway housing development, are a housing project located in south boston, massachusetts the d street projects. The old colony housing project is a 167-acre public housing project located in south boston, massachusetts first built in 1940 as a cluster of 22 three-story brick.
Purpose the boston water and sewer commission’s (the commission) south boston sewer separation project involves separating the combined sewer system in the. Stay up to date on the latest homes for sale in south boston, massachusetts and other real estate news in the area. And i don't mean that in a bad way, but short of a ge or winthrop square-sized project, the mayor himself just doesn't get involved (which, when you think.
South boston is a ghetto hood where irish gang members have ruled the streets for centuries housing projects, drug dealers, and homicides are a usual sight in southie. Description: hope kelly reviews the history of public housing in boston the first public housing project was built in south boston in the 1930s. Southside planning district commission serving brunswick, halifax, & mecklenburg counties, and the towns of south boston & south hill, va.
We visit south boston with author michael patrick macdonald as a crew demolishes the last of the old colony housing project buildings. Climate ready south boston we are kicking off this neighborhood project in fall 2017 latest news latest news. Learn about the bpda's development review process, view information about development projects in the bpda approval pipeline, and learn how you can get involved.


Latest rigs show on AGG
Although many countries are still suffering the effect of COVID-19, CONEXPO-CON/AGG 2020 was held in Las Vegas on March 10-14. Many latest rotary drill rig were shown on the exhibition which was the largest construction machinery trade fair in North America.
U series rotary drilling rig from XCMG
This is the latest development from XCMG Foundation and has just been launched in the American market.
The XRU313 rotary drilling rig from the U series can meet different requirements of various construction projects. The 36t rotary drilling rig is equipped with a 160KW engine that meets the Tier 4 emission requirements in North America and has a maximum drilling diameter of 1.7m and depth of 36m. The modular design allows the model to be switched between the two working heights of 8m and 16m conveniently and the high-speed soil dumping function can reach 120r/min.
BG 15 HT 50 rotary drilling rig from BAUER
Two Bauer rotary drilling rigs were on display at CONEXPO: The BG 15 H BT 50 exhibited with Kelly equipment is generally characterized by quick and easy set-up. Transport with a Kelly bar is also possible.


SOLD OUT YLG Lunch & Learn with Amy Ingles, Bicycle / Pedestrian Coordinator, COJ
Join Amy Ingles, Bicycle & Pedestrian Coordinator, City of Jacksonville, for a Young Leaders Group (YLG) Lunch & Learn hosted by GreenPointe.
Wednesday, August 22, 2018
12PM – 1PM
7807 Baymeadows Rd E #205
Jacksonville, FL 32256
Free, for YLG Members. Lunch provided by GreenPointe. Register below, limited to 15.
About Amy Ingles
Ms. Ingles is a Georgia Tech alumnus, where she obtained a Bachelor’s degree in Civil Engineering and Master’s degrees in both Civil Engineering and City Planning in 2014. She previously lived in Boston, Massachusetts conducting innovative research at the John A. Volpe National Transportation Systems Center. While in Boston she spent much of her free time working with pedestrian and bicycle advocacy groups. She also sat on the Board of a fast-growing bicycle co-op called CommonWheels, and did a brief stint as a bicycle courier with Metro Pedal Power. She is passionate about city life, public engagement, and supporting all modes of transportation so that everyone has a convenient and dignified way to get where they need to go. She has also lived quite happily without owning a car for almost six years, relying on her bicycle for most of daily travels.


Active Transportation Plan (ATP)
MORPC has long advocated for people to be able to walk, ride a bike, and ride transit safely and easily throughout Central Ohio. To encourage comprehensive and long-range active transportation planning, there is a subset of the Metropolitan Transportation Plan (MTP) called the Active Transportation Plan (ATP). The ATP helps to inform planning efforts that ensure residents and visitors can efficiently and safely travel by foot, bike, and other similar modes throughout the region.
2020 Active Transportation Plan
Work has begun on the 2020 update to the Active Transportation Plan. To view regular updates, please visit the 2020 ATP page linked below.


AMS One-piece Open-faced Soil Auger
Designed to practically pull itself into the soil
Obtain profiles quickly and easily extract samples in mud, clay or hardpan soils. One-piece, open-faced auger features 10-ga., high-carbon steel construction with an aggressive, 2-1/2"-dia. cutting head for better soil penetration. Has a 16"W cross-handle with comfortable rubber grips. 48" total length. USA made.
2016 Master Catalog: Page 461


Redevelopment of the former Village Roadshow cinema complex
Gross Building Area (sqm)
Redevelopment of the former Village Roadshow cinema complex.
The new building of 6.000 sq.m. includes office space, underground car park area and complementary facilities ,as well as retail area on the ground floor.


The You don’t look like an Engineer Podcast
Contact me for
- Sitting on boards or committees
- Outreach activities
- Conference presenting
- Opportunities to collaborate
I am an Infrastructure Designer studying a Bachelor of Civil Engineering - Part Time, at Queensland University of Technology.
I joined the engineering industry in 2017 as a Civil Engineering Technician. My role was to support and deliver high quality technical outputs through project set up, providing design plans and drawings for civil construction works. As an Infrastructure Designer I am responsible for undertaking detailed design and documentation of fully coordinated Civil Infrastructure in accordance with relevant design standards under limited guidance of a supervising engineer.
I am extremely passionate about gender equity in STEM careers. As a woman working in the engineering industry, I strongly believe that it is our responsibility to break the stereotypes of what an engineer should look like, it's is our responsibility to build a more accessible path for women, to feel supported, heard and understood.
I am a team player, eager to learn and expand my experience as a professional. I enjoy helping society through sustainable and accessible infrastructure designs.


A Guide To Home Grading Plan
It is important to ensure that water flows away from the foundation during construction and renovation. Otherwise, homeowners may end up paying for costly repairs and home improvements. The grading plan is the way the soil elevations and landscaping are planned.
If there is no grading plan or the lot is not properly graded, water from storms and rain can flow back to the home, causing moisture problems at the foundation wall. You can hire an expert civil engineer via https://pacificcoastcivil.com/hillside-grading-design-and-development to get grading plan services.
Image source google
Or, the soil near the foundation can be saturated, causing hydrostatic pressure against it, which can lead to foundation cracks, structural damage, and soil erosion.
An improperly grading plan can also cause problems for neighbors. Incorrectly diverted rainwater and snowmelt runoff can lead to erosion and flooding on adjoining lots.
To prevent soil erosion during construction, and to avoid the need for regrading, later on, one of the most important things is to try to do the majority of your grading in the dry season.
Future moisture problems can develop if foundations are too high above the grade or too close to wall cladding. This can lead to termites entering the home. It is crucial to properly backfill around the foundation.
To help determine the final grade, all soil excavated from the site may be used again. To prevent erosion and excessive runoff, cover any extra soil stockpiles or spray the piles using hydraulic mulch.
A typical grading plan will show how the lot slopes in increments of 5 feet. It can also provide information to the site supervisor that is necessary for managing and inspecting the contractor.


Hanson Aggregates produces and distributes aggregates - crushed rock, sand and gravel - from a network of quarries, depots, and wharves.
They supply aggregates for a variety of construction uses including ready-mixed concrete production, pre-cast concrete, brick and block manufacture and asphalt production. They also produce specialist sands for glass making, horticulture, agriculture and leisure.
They are also able to offer an extensive range of specialist aggregate products, including: industrial sands, agricultural lime, SUDS (Sustainable Urban Drainage Systems) aggregates, and sea defence aggregates.
Land owner permission not required.
View and discuss this location in more detail on Grey Arrows.
Co-ordinates: 52.73377, -2.031569 • what3words: ///terminal.bring.unfilled


DJB steps to conserve water
THE HINDU [28th MAY, 2003]
NEW DELHI, MAY 27. With more than 40 per cent of the water treated by Delhi Jal Board being unaccountable, the DJB has taken several measures for conservation of potable water in the Capital.
Topping the list of conservation initiatives is the recently launched drive to detect leak-ages from the water distribution system and their repair and maintenance. Monitored personally by the DIB Chief Executive Officer, P.K. Tripathi, the Cell has so far repaired 6,050 leakages resulting in a saving of about six lakh gallons of water per hour, it is claimed.
Replacement of 40 gap pieces of various sizes of different rising mains has resulted in a saving of 250,000 gallons of water per month, senior DJB officials said. In areas where the Cell has detected large-scale leakages, the DJB has now taken a decision to replace the defective water pipe line. So far it has changed water distribution pipeline of 1,000 km.
For effective water audit, the DJB has decided to purchase bulk meters. Also, a consultant has been appointed by the DJB for conservation of water. The World Bank is already going ahead with its study for restructuring of the DJB.
Special emphasis on rain water harvesting by the Delhi Chief Minister, Sheila Dikshit, has be-gun yielding positive results. So far, 190 water harvesting structures have been constructed by the DJB for recharging of ground water aquifers by harvesting of five lakh cubic metre of rainwater from around 8.5 lakh sq.m. of roof top / com-pound area. Twenty seven similar structures are under construction.


SMART GROWTH AMERICA
Across the country, government agencies are working to meet residents’ demands to be more responsive, transparent, and accountable in decisions and investments. Transportation agencies are not exempt from this call—and they face the additional challenges of dwindling capital and maintenance budgets. Performance measures, in the broad sense, provide a quantitative and, sometimes, qualitative indicator of potential or actual performance of a specific street, a corridor, or of the whole transportation network.
View this complete post...


Ryan Goentzel, PE
Senior Project Engineer
Ryan has 16 years of experience in all aspects of the project development process. His focus has been leading and coordinating the design of highways, pathways, culverts, grading, drainage, and signing and striping plans. Ryan is an advanced user of AutoCAD Civil 3D and Microsoft Excel. He has extensive knowledge in applying these programs to develop engineering solutions for road and drainage improvements. Ryan has worked on projects for clients at the local, regional and state level ranging from simple to complex across Alaska.


Those who talk about downturns in the construction economy have not seen the level of activity in the Miami area. New high-rise projects can be seen all across the area, and one of them is St. Regis Bal Harbour-Resort and Residences.
The new project, being constructed on what was formerly the site of the Sheraton Bal Harbour Beach Resort, includes construction of three 27-story buildings on a 9-acre site – a hotel tower plus two condo towers. The project is a development of Starwood Hotels Worldwide, Inc., and is being managed by The Related Group. The architect is Sieger Suarez Architectural Partnership. Coastal Construction Company is construction manager on the project, with Eric Cohen serves as Coastal’s senior project manager and John Mills as general superintendent.
The project is located just yards from the Atlantic Ocean, so it’s no surprise that water is a major issue. The concrete footings for the three buildings as well as for some 13 different podium areas (and six tower cranes) must all be constructed below the water table – and that adds significantly to the complexity of the project.
"The water table is only one to three feet below the surface," notes Cohen, "but the lowest concrete construction is 18 feet below the water level."
Before any of the concrete work could begin, something had to be done about the water.
Devising a Dewatering Scheme
To handle the dewatering challenge, the Coastal and Related team worked with Roger Freeman of Water Control Systems to develop a multifaceted plan to dewater the site and allow that foundation work to move ahead. Water Control Systems has handled many dewatering projects in Miami/Dade County and southern Broward County over the years, and Freeman has more than three decades of experience in the dewatering business. But he says he knew right away that this project would be a special challenge.
Bryan Brisebois, West Palm Beach branch manager for Thompson Pump, worked with Freeman to develop the final dewatering plan. It called for the use of a large fleet of pumps, including a variety of rotary, hydraulic, jet and vacuum-assisted models, to handle the overall efforts.
"At one point," notes Chris Thompson, vice president of branch operations for Thompson Pump, "we had more than 50 pumps working on the site at one time."
To locate the necessary pumps, Thompson Pump went as far away as Delaware, Maryland and Kansas City. The job of locating suitable pumps was further complicated by the requirement that pump operation had to meet strict sound level guidelines; that meant that the team had to acquire a large number of Thompson’s Silent Knight sound-attenuated pumps as well.
Without a doubt, Thompson says, it was definitely a "dewatering challenge."
"Normally," adds Freeman, "we only have to focus on two or maybe three dewatering locations at a time. But on this one the norm is 10 to 12." He continues, "It’s one of the toughest dewatering jobs I’ve ever seen."
A Multifaceted Dewatering Challenge
The first pumps were activated on March 14, 2008. The water table in the area of those pumps immediately began to drop, and excavation started three days later.
The deepest dewatering was in the area of the hotel. There, it was necessary to dry things out to a point 18 feet below the water table.
"We had as many as 16 or 17 pumps operating just in that one part of the project," Brisebois says.
Another challenge stemmed from the fact that the configuration of the pumps was constantly changing – typically on a daily basis. As the construction team focused first on one area and then another, the team relocated pumps as necessary to make sure that key areas were dewatered and ready to go as the schedule demanded.
The team also faced work hour restrictions. To avoid disturbing residents of neighboring buildings, work hours are restricted to 8:30 a.m. until 5:30 p.m. But the pumps had to operate around the clock, so regular checks were required to make sure that the ongoing dewatering operation did in fact meet specified decibel limits.
The team also had to be aware of environmental considerations. These ranged from the challenges of pumping saltwater, which is very corrosive and requires special maintenance attention, to the need to use biodegradable hydraulic fluids in all pumps.
For Thompson Pump’s Brisebois and his West Palm Beach branch crew, this project has been a 24-hour-a-day, seven-day-a-week undertaking.
"We have had Thompson representatives on the site 24 hours a day for months," notes Chris Thompson, adding that the four field service mechanics assigned to the project have been able to complete all maintenance without disrupting the dewatering operation.
Handling Hose and Water
With the large number of pumps on the project, it’s no surprise that there is a lot of pipe and hose on site too. The wellpoint installations, for example, have required more than 5,000 feet of header pipe. Elsewhere, some 12,000 feet of sock drain is used to dewater some shallower areas.
But those numbers pale in comparison to the length of discharge hose that’s been used on the site – a length, notes Brisebois, that’s measured not so much in feet as in miles.
"We have 31,700 feet of discharge hose out here," he says. In round numbers, that’s just over six miles.
In operation, the pump network has handled as much as 35,000 gallons of water every minute around the clock. What becomes of the huge volumes of water that must be handled in the course of such an ambitious dewatering project?
"South Florida Water Management requires that all water be pumped through a multistage filter system before being discharged," Brisebois says. On this site, the team utilized eight Baker tanks to meet the sedimentation and filtering requirements.
A portion of the filtered water was gravity fed into the nearby stormwater system. But most was discharged into some 14 wells through 12-inch high-pressure jet pumps.
Despite the scope of this dewatering operation, the dewatering system has operated smoothly. But as Freeman notes, that’s not an accident. He points out that planning, scheduling and attention to logistics and maintenance are of tremendous importance on any dewatering project, but especially on one of this magnitude.
"One thing you have to remember in dewatering," Freeman says, "is that the water never takes a break."


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Auckland based concrete placing specialists RGC Business Development Manager Brent Atkinson needed a solultion for the concrete treatment of a large new warehouse developmet in Wiri being built by Bodley Construction.
For the 7,800m2 warehouse Brent chose X550 CARPARK Warehouse™ for rapid application and superior finish. X550 CARPARK Warehouse™ is a proprietary silicate siliconate water based formulation which can be applied to new and existing concrete, providing an excellent cure regime, reduced dusting, surface hardening and stain repeller resistance from oils, and is compatible with line marking acrylic or solvent based paints.
Achieves the cure requirements of NZS 3109,1997 & NZS 3101: Part1:2006. Has no effect on inherent slip coefficient of the surface.
For the 5,000m2 exterior access and loading areas Brent chose Protect Crete X100 Green Cure for a fast and cost effective curing method. X100 Green Cure is a non membrane forming colloidal silicate proprietary solution that provides an exceptional cure regime equal to water pond curing, with no water required. It is applied to the concrete surface immediately after initial set. Conforms to and achieves the cure requirements of NZS 3109:1997 and NZS 3101: Part 1:2006. Has no effect on inherent slip coefficient of the surface
For specialist Protect Crete concrete treatment application Brent used grinding and finishing specialists Solid Floors Limited, with director Grant Fosters skill to achieve outstanding concrete finishing results, when applying X550 CARPARK Warehouse™ to burnished surfaces.


Reliable Contractors in NYC For All Your Concrete-Related Needs
Experienced Concrete Sidewalk Repair & Violation Removal Contractors
When concrete in your sidewalks and driveway begins to fall into despair, many property owners concrete installation contractors in New York City as it’s easy to see why concrete is such a versatile and affordable material.
Of all the industrial and commercial concrete tasks, handling repairs might be the most complicated one. It requires experience and expertise to understand the most suitable materials to use to the right techniques. This work also demands extensive and diagnostic knowledge to determine the root cause of the problem and recommend appropriate remedial strategies.
Luckily, Tony Masonry has been in the business for quite some time now, we have acquired relevant experience and skills that enable us to undertake such tasks with much ease. For years today, we have concrete contractors in NYC who have provided quality work for a variety of concrete installation, repairs, and maintenance.
We have reliable hands-on expertise that guarantees you the best services bound to leave your concrete surface looking better, and with a longer lifespan. When it comes to hiring ‘small job concrete contractors near NY’, ‘local concrete contractors’, or ‘stamped concrete contractors’, for repairs and installation services in NYC, look to the dependable team of Tony Masonry.


Regulators in Alberta, Canada, have approved the construction of the 75 megawatt (MW) Canyon Creek Pumped Hydro Energy Storage Project. It is one of the first large-scale energy storage projects underway in the province.
The developer, Turning Point Generation, will build the facility and make use of existing infrastructure from a decommissioned open pit coal mine. The project includes an upper storage pond, a receiving pond some 500 meters lower in elevation, a penstock connecting the two ponds and a powerhouse and pump station that houses both turbine-generators and high-volume pumps. Preliminary designs indicate that the power plant will consist of three 25 MW Pelton turbines while the pump house will consist of four 16 MW three-stage horizontal axis pumps.
The project is expected to have a total storage capacity of 37 hours. The system will be closed-loop and off-stream, after its initial fill from the nearby Athabasca River. The developer expects to draw small quantities of water from time to time to account for leaks and evaporation.


Jenkins-Essex has multiple projects underway in Central Kentucky!
We have started the foundation work on the new plant expansion for Altec Industries! The multiple phase project includes a 60,000 s. f. manufacturing space constructed with Butler Pre-Engineered Metal Building system and 5,800 s.f. of interior office construction.
The structural steel is up at Hardin County Cooperative Extension Service Office’s 22,562 s. f. public space.
The Leitchfield Pediatric Clinic is almost complete! The new 10,000 s.f. medical practice building is located on Wallace Avenue.
We are pouring the basement at the Central Kentucky Community Foundation ‘s Home of Philanthropy.


BAM to build Sheffield fire stations
Hemel Hempstead, 4 October 2013 - BAM Construction has been selected to build two fire stations in Sheffield. The contractor, which has offices in Leeds, was awarded the £5 million contract by South Yorkshire Fire & Rescue (SYFR) through the Yorbuild framework. BAM will build new stations at Parkway and Birley Moor that will serve the South Yorkshire area.
Parkway Fire Station will be a two-storey facility staffed by firefighters 24 hours a day. The steel-framed building will include a range of sustainability features such as air source heat pumps, solar-heated water and photovoltaic cells. Single-storey Birley Moor Fire Station will be staffed part-time and include appropriate sustainability measures. Both buildings will provide more modern facilities for firefighters to train and prepare for work.
The planning application for both sites was submitted in August, and the contractor aims to start on site in January 2014. Both stations will be completed for operational use from April 2015.
BAM senior design manager Noel Banfield said: ‘BAM is delighted to be chosen to deliver these important buildings. We look forward to providing first class facilities for firefighters to serve the people of South Yorkshire. It is also pleasing to pick up more work through the Yorbuild framework. This shows that clients continue to trust BAM to deliver quality buildings at affordable prices during a time of economic difficulty.’
Chief fire officer James Courtney said: ‘These two new fire stations are an integral part of our plans to provide the best possible emergency fire cover to Sheffield. The appointment of contractors is a significant milestone in this project, and I look forward to the opening of two top-class fire stations in the near future.’
BAM’s policy is to offer local rescue services the opportunity to use its construction sites for training purposes, which many have for rescue exercises from cranes and other scenarios.
BAM was this year named preferred bidder for a £10 million contract to build primary schools in Shirecliffe and Fir Vale for Sheffield City Council. The contractor has built a series of major education and health projects in the city over the past decade. These include the Arts Tower and a laboratory rationalisation project for Sheffield Teaching Hospitals.
On the border with Rotherham, BAM has just completed the new Advanced Blade Casting Facility for Rolls-Royce.


The purpose of the study is to determine the influence of strain amplitude and filler on long-term aged neat and polymer-modified binders using two different methods of analysis. The strain amplitudes tested were 0.5% and 1.5%. The filler content for the mastic binder was 3% dust to binder by mass. The paper will compare the fatigue life of the neat and modified PAV-aged binders and mastics and determine the influence of strain amplitude and filler on fatigue life. The lesser the strain amplitude, the longer is the fatigue life. Adding 3% filler to neat binder shortens the fatigue life. However, adding 3% filler to a modified binder will lengthen the fatigue life. The impact of addition of dust to the binders on fatigue life depends on whether the binder is modified or not.
|Original language||English (US)|
|Title of host publication||Airfield and Highway Pavement 2013|
|Subtitle of host publication||Sustainable and Efficient Pavements - Proceedings of the 2013 Airfield and Highway Pavement Conference|
|Number of pages||10|
|State||Published - Nov 15 2013|
|Event||2013 Airfield and Highway Pavement Conference: Sustainable and Efficient Pavements - Los Angeles, CA, United States|
Duration: Jun 9 2013 → Jun 12 2013
|Other||2013 Airfield and Highway Pavement Conference: Sustainable and Efficient Pavements|
|City||Los Angeles, CA|
|Period||6/9/13 → 6/12/13|
All Science Journal Classification (ASJC) codes
- Civil and Structural Engineering
- Building and Construction
FingerprintDive into the research topics of 'Fatigue behavior of neat and polymer-modified binders and mastics'. Together they form a unique fingerprint.
Yusuf Mehta (Manager)Civil Engineering


Money Time And Water Saved By New Coalition Let Repairs
One of the recent construction projects that has been successfully completed by the US Marine Corps was a pier on the Haditha Dam. It is a small pier that will help to provide access to the water and to combat the effects of the constant rise and fall of the water levels in the dam.
The pier allows people to get water from a deeper location in the dam, and it gives about 6,000 gallons of water access that was not accessible before. ?It saves us at least 6,000 gallons a day that we would have to replace our water pumps again and again without the pier,? said Staff Sergeant Damian Vaughn.
The pier is a 40 foot wooden dock with two separate water pumps that rest on top of it, and the pier itself is not a great deal to look at but is very functional. The pier was build in a little over two day by the US Marines, and it extends out into the dam about 40 or 50 feet.
The water level on the Haditha Dam can change up to 10 feet in a single day, depending on conditions, so the ability of the dam to give access to deeper water is very valuable.


One fine body…
- Havant, Hampshire, United Kingdom
- Industry CleanTech / Environment
- Website blog.coltinfo.co.uk/
- About Colt - experts in climate control, ventilation, solar shading and smoke control systems Founded in 1931, Colt has been providing healthy, comfortable and safe working conditions in industrial and commercial buildings for over 80 years. Colt is present in more than 75 countries around the world, designing and supplying products and services for the built environment.


To address problems of inadequate access to clean water in Mkutani, Tanzania, the Boston Professional and MIT student chapters installed a solar-powered pump in August as the second part of a three-phase water supply project.
Mkutani is a village with a population of around 3,000. When they began a partnership with EWB-Boston Professional Chapter (BPC) in 2012, the villagers had three main sources of water, none of which were particularly optimal: they could gather water from the highly polluted river nearby, purchase water from neighboring farms at unsustainable prices, or dig wells by hand, an arduous and dangerous task. In response, BPC designed a three-phase water supply project meant to introduce a sustainable water source with increased ease of access. Implementation of the project began in 2016 by digging a borehole and installing a hand pump 3 kilometers away from Mkutani, at a site determined by a hydrogeologic survey.
When the MIT student chapter joined BPC to work on the Mkutani project the following year, an assessment trip concluded that the hand pump was not a long-term solution to Mkutani’s inability to access potable water and its corresponding demand. In addition to its distance from the village center, the hand pump was difficult to manage by the people in the village, especially the elderly, and provided very little water in return for the amount of work that was being done. After excessive use, the hand pump proved to be prone to mechanical failures and eventually burdened the village with its high repair costs. Even after installation of the hand pump, obtaining drinking water still had to be complemented by other water sources.
After analyzing the potential alternatives – switching to a pump powered by gas, diesel, or solar power – the chapters decided to a solar-powered pump, a solution which would minimize recurring costs and which the villagers had shown interest in during the assessment trip.
The solar pump was installed in an implementation trip in August. To do so, the hand pump was removed and replaced with a solar pump, powered by six solar panels. Water from the well was pumped to and stored in a local tank, which sat atop a tank stand constructed by a local supplier. Finally, a tap stand was connected to the tank, and security fencing built to enclose the entire system. Preliminary testing indicated sufficient flow from the tap stand, and the entire system was functioning at expected efficiency.
To promote sustainability and longevity of the pumping system, chapter members conducted training sessions throughout the duration of the trip on its operation, maintenance, and monitoring. The new solar pump should be more robust and less prone to breaking than the hand pump, and provide easier access to water for the residents of Mkutani.
In phase 3, the goal will be to further increase accessibility through a distribution system that decreases or eliminates the 3-kilometer distance between the pump and the village. Additional solar panels can be appended to the existing pumping system for additional power if needed, and several alternatives for the distribution system will be considered, including a hilltop tank and an additional generator.