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The Brooklyn Bridge is a daily transportation lifeline for more than 200,000 people. It is one of the oldest and most recognizable bridges in the US and was the longest suspension bridge in the world when it opened in 1883. The Bridge has been designated both a National and New York City Landmark.
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The construction of a major project such as a bridge can often provide significant challenges to say the least. These challenges are not always within the physical building or logistics of the bridge but often can be material related. One such challenge can be the curing of the materials on the project. To that end, Cianbro/Middlesex, a large industrial contractor, knew that they would need temporary climate control to meet the tight specifications for concrete curing during a construction project for the new Pearl Harbor Memorial Bridge in New Haven, Conn.
The subject paper presents updated inspection data from a Federal Highway Administration study of the effect of local environments on the degradation of alternative bridge coating materials. Exposure data covers up to nine years of service in several diverse environments, including sites representative of marine, industrial, and rural service environments. Paint deterioration is characterized as the result of local atmospheric parameters, time of wetness, and airborne contaminants
On November 1, 2000, the National Football League named the city of Jacksonville, Florida as the site for the 2005 Super Bowl. It wasn’t long before the Florida Department of Transportation was contacted to help the city “spruce up” the Main Street Bridge for the occasion.
The Hal Adams Bridge is the only suspension bridge in the state of Florida. During the 2001 routine bridge inspection the bridge was identified as a candidate to be repainted. The authors Don Buwalda, Stephen Haney, and Greg Richards participated in the assessment, plan development, and project execution.
The presentation will discuss the challenges, overall objective and unique characteristics of the viscous-elastic semi-solid compound and bolt cap protection system. Testing, installation procedures and previous projects will be covered. One of the projects to be covered is the system used to protect the support rods of the recently constructed San Francisco Bay Bridge connecting Oakland to San Francisco. The bridge made the news prior to opening when it was determined that a portion of the support rods were experiencing fatigue and showing signs of premature failure.
Concrete superstructures are either post-tensioned or prestressed using mild steel tensioning strands running the length of the concrete structural members. In most designs, the mild steel strands are uncoated and rely solely on their proper placement within the concrete member and the concrete itself to provide adequate corrosion protection.
The 2014 US bridge inventory lists over 610,000 highway bridges. Industry experts believe that the cost of maintaining those bridges for repairs due to corrosion is at least $30 billion annually. Bridge owners do not have the resources to maintain bridges in good condition. New bridges are being constructed, at the rate of approximately 3,000 nationally each year. Those new bridges must not pose additional maintenance burdens on the already inadequate bridge maintenance budgets.
Effective highway bridge design in terms of strength, service, and economy can be made using prestressed concrete including post-tensioned (PT) construction.1-2 Bonded PT bridge designs incorporate high strength steel strand within tendon ducts and encapsulated with cementitious grout.3-4 The grout provides a protective barrier layer for the steel by preventing direct exposure to the external environment as well as facilitating the natural development of a thin passive oxide layer on the steel surface in presence of the high grout pore water pH.
The Kentucky Transportation Center (KTC) conducted a study funded by the Kentucky Transportation Cabinet (KYTC) to assess the impact of chlorides on bridge coatings performance.
Waterborne polyurethane coatings have been used in the bridge preservation market for years as an alternative to solvent borne systems but early technologies required the bridge coatings engineer to compromise on properties or durability. Additionally, many of these early products still contained high levels of VOC although touted as waterborne technology. New alternatives have evolved that address these issues and fit well into an overall sustainability plan.