You can find in this section the best civil engineering articles which we found very useful and interresting
River railway bridge spans a deep canyon on the Beipan River near the city of Liupanshui in Guizhou province, China.
The arch bridge, with a maximum height of 275 meters and a reach width of 236 meters.
this bridge was built in 2001 with the construction of the Shuibai Railway.
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The airport has been rated best airport worldwide by Airports Council International for
9 years in a row from 2006 to 2013.
The estimated average departure and arrival takes 19 minutes and 12 minutes
respectively,significantly lower that the rest of the world, making it one of the fastest
airports in the world for customs processing.
The airport has a golf course, ice skating rink, spa, private sleeping rooms, a casino,
indoor gardens and a Museum of Korean Culture.
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The first long-span suspension bridge ( Taizhou bridge, china ) with three pylons and two main spans of 1,080 meters carrying six lanes of traffic.
This bridge cost US$1.5 billion and it is the world’s first long-span suspension bridge.
It crosses the Yangtze River and connects the cities of Taizhou, Yangzhou, Zhenjiang and Changzhou in Jiangsu Province, China.
Taizhou Bridge is part of a new 39-mile (63-kilometer) freeway.
This amazing bridge won the 2013 Structural Awards , beating out other remarkable projects.
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As the 2012 Pritzker Prize was being awarded in Beijing’s Great Hall of the People to Chinese architect Wang Shu, the building that truly proves that Chinese architects are emerging on the international stage was already under construction nearby—and it wasn’t by Wang.
The new Phoenix International Media Center, a ballooning torus formed by a twisting lattice of steel, rivals any structure designed by a Westerner in China over the last decade.
Through the design for their new headquarters and broadcast center, China’s largest private broadcaster engaged its biggest rival—the government-owned CCTV, housed in the now-famed tower by Rotterdam, Netherlands–based OMA—on a playing field few thought possible: the architectural stage.
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Langkawi Sky Bridge is a 125-metre curved pedestrian cable-stayed bridge in Malaysia, completed in 2005.
The bridge deck is located 660 metres above sea level at the peak of Gunung Mat Chinchang on Pulau Langkawi, the main island of the Langkawi archipelago in Kedah.
The Langkawi Sky Bridge can be reached by first taking the Langkawi Cable Car to the top station, where an inclined lift called SkyGlide takes visitors from the top station to the bridge.
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The Gotthard Base Tunnel
At 57 kilometres, the Gotthard Base Tunnel (GBT) is the longest railway tunnel in the world and represents the centrepiece of the New Rail Link through the Alps (NRLA).
It embodies Swiss values such as innovation, precision and reliability.
The Gotthard Base Tunnel provides a quicker, more reliable link between north and south for both people and goods. SBB is proud to be operating the longest railway tunnel in the world.
Faster, more frequent and more convenient services as well as new and modernised rolling stock will considerably increase the transport quality on the north-south axis. Customers will also benefit from more seats.
The improvements will take effect gradually from the end of 2016 and provide their full benefit from the end of 2020. At the same time, SBB will actively market the Gotthard region and the mountain route.
In total, SBB expects demand for passenger services to almost double by 2025, with passenger numbers increasing from the current figure of 9,000 people to approximately 15,000 people per day. More new trains will be provided in order to meet this increase in passenger demand.
When it comes to freight traffic, the new Gotthard tunnel will bring increased capacity, faster services and greater reliability. SBB Cargo customers will receive efficient, congestion-free and environmentally friendly solutions for their logistics requirements.
For international transit traffic, the new Gotthard Base Tunnel marks the first major step towards a flat-rail route through the Alps. With the Ceneri Base Tunnel and the 4-metre corridor, rail will become significantly more competitive on the north-south axis.
Hoover Dam is as tall as a 60-story building. It was the highest dam in the world when it was completed in 1935. Its base is as thick as two football fields are long.
Each spillway, designed to let floodwaters pass without harming the dam itself, can handle the volume of water that flows over Niagara Falls.
The amount of concrete used in building it was enough to pave a road stretching from San Francisco to New York City.
The dam had to be big. It held back what was then, and still is, the largest man-made lake in the United States.
The amount of water in the lake, when full, could cover the whole state of Connecticut ten feet deep. Only a huge dam could stand up to the pressure of so much water.
Building such a mammoth structure presented unprecedented challenges to the engineers of the Bureau of Reclamation.
It stretched the abilities of its builders to the limits. It claimed the lives of 96 of the 21,000 men who worked on it.
Construction began in 1931. Americans began coming to see the big dam long before it was completed four years later. Most had to travel many miles, at the end through a hostile desert, to reach this location on the border between Nevada and Arizona.
The builders soon constructed an observation platform on the canyon rim to keep the tourists away from the construction site.
Hoover Dam did, and continues to do, all the things its supporters hoped it would.
It protects southern California and Arizona from the disastrous floods for which the Colorado had been famous.
It provides water to irrigate farm fields.
It supplies water and power to Los Angeles and other rapidly growing cities in the Southwest. But the dam also had an entirely unexpected result, one that began while it was still under construction.
For millions of people in the 1930s, including those who would never visit it, Hoover Dam came to symbolize what American industry and American workers could do, even in the depths of the Great Depression.
In the early 21st century, almost a million people still come to visit the huge dam every year.
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The construction of the bridge began in February 2010 and finished in October 2014.
It is the third bridge over the Ob River in the city of Novosibirsk.
The former name “Olovozavodskoy” bridge was later changed to Burginsky because it crosses
The Bugrinskaya grove on the left bank of the Ob, which is located next to one of the world’s largest tin factory.
Former city Mayor Vladimir Gorodetsky noted that the name “Olovozavodskoy” is two decades old and already outdated.
On December, 3rd 2013 a commission decided unanimously to name the third bridge over the Ob River in Novosibirsk as “Bugrinsky”.
The bridge was opened for traffic on October 11, 2014.
The Russia-Japan railway bridge project represents a landmark endeavor aimed at bolstering connectivity and economic ties between two major powers. In this article, we delve into the significance of this ambitious project, its progress, and the transformative impact it is poised to have on regional trade and development.
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The Russia-Japan railway bridge project stands as a testament to the power of infrastructure to bridge divides and foster prosperity. As construction progresses and the vision of enhanced connectivity between Russia and Japan becomes a reality, the project holds immense promise for driving economic growth, facilitating trade, and strengthening diplomatic relations between the two nations. As stakeholders continue to work towards the successful completion of this transformative project, the Russia-Japan railway bridge represents a beacon of hope for a future of collaboration, integration, and shared prosperity in the Asia-Pacific region.
The Hyperloop One Global Challenge served as a rallying call for ambitious teams worldwide looking to improve how cities, regions and countries get around by via Hyperloop networks. India was a creative hotspot for Challenge entries.
Six teams in India advanced to the semifinalist stage thanks to forward-thinking proposals to build Hyperloop projects in the country. Two of these teams, Hyperloop India and AECOM India, were selected among the ten winners of the Challenge.
Their proposals could hold the key to providing better connectivity for India’s growing passenger and freight demand.
India is home to one of every six humans on the planet. Currently, the impact of transportation congestion has profound effects on its people and economy.
The average commuter spends 91 minutes idling in crowded streets. Traffic delays cost the economy 43,000 crores ($6.6 billion) per year, or a staggering 96,000 crores ($14.7 billion) including fuel costs.
Overcrowding is also a big issue for India’s giant rail network, which moves more than 23 million passengers daily — nearly the entire population of Australia.
Prime Minister Narendra Modi has set in motion a robust infrastructure agenda to accelerate India’s economic growth while meeting the needs of a rapidly urbanizing society.
Both these teams feel that it is key to embrace progressive technologies like Hyperloop to help relieve congestion on existing inter-city modes of travel.
The Mumbai – Chennai corridor proposed by Hyperloop India, a consortium of student volunteers from top engineering and business schools such as BITS Pilani, Indian School of Business and IIM Ahmedabad, enhances the value of one of the government’s strategic corridors by creating a new super-metro network of 34 million people, an east-west freight link and an air transport super-hub.
Mumbai to Chennai is currently a multi-hour or even multi-day journey. Hyperloop would shrink that to 60 minutes, creating the largest agglomeration, or contiguously connected urban area, of people in the world.
Linking two or more cities together in a matter of minutes creates “virtual” density and higher economic productivity.
The potential east-west freight link would facilitate a new trade dynamic by reducing the freight transit time between the Arabian Sea and the Bay of Bengal from three days to less than three hours.
Hyperloop would connect large economic centers including Mumbai, Bengaluru, and Chennai with smaller regional cities, accelerating India’s vision of creating an industrial corridor that increases the competitiveness of the three capital cities and the economies of the regional cities along the route.
The higher speeds of a Hyperloop One system would provide businesses with greater access to resources and talent.
The proposal also demonstrated a strong case for how Hyperloop could integrate with existing modes of transportation, providing first and last mile connectivity within each city along the route.
The team recently engaged with Bangalore Metro and others to develop an innovative approach to solving first and last mile connectivity issues for existing metro systems in the region.
“We see integrating the complete value chain (first mile – transit – last mile) of public transit from doorstep to doorstep as crucial to providing the delightful customer experience that makes people switch from other, unsustainable forms of transport,” said Sibesh Kar, Hyperloop India team lead.
“We hope winning the Hyperloop One Global Challenge and working alongside Hyperloop One to realize the common future of on-demand, packetized, public transit will not only pave the way for radical transit leapfrogs like the Hyperloop in the future, but also incentivize a shift towards widespread shared mobility, in India and outside,” said Kar.
AECOM India leveraged its years of expertise providing planning and engineering services for large, complex infrastructure projects across India to tailor a proposal to connect Bengaluru – Chennai.
This route would connect Bengaluru, the fourth largest technology cluster in the world, with the port city of Chennai, a locus for automotive and high-tech manufacturing.
The proposed 334-km system would use the existing NH-4 highway right-of-way, and reduce a greater than four-hour car journey to just over 20 minutes with Hyperloop.
The projected passenger flow along this corridor is expected to grow to 130 million journeys per year by 2035, according to the Chennai Bangalore Industrial Corridor (CBIC) development plan.
The plan further forecasts that by the year 2033, the Bengaluru-Chennai route will carry 65.2 million tonnes of freight in both directions. Today, 95 percent of landside container movement from the ports are done by trucks, with the remaining five percent by rail. The proposed Hyperloop route could divert passenger traffic from increasingly congested roadways.
At the same time, Hyperloop would help relieve major freight bottlenecks at the ports by shuttling containers and pallets continuously and reliably to inland container depots in Chennai as well as those near Bengaluru.
Hyperloop would also enable urban centers along the route to draw in resources and workers from further distances. “Enhanced connectivity [made possible by Hyperloop could] result in a flow of resources from developed cities to remote areas as well as people from the suburbs seeking more opportunities.
This will alleviate housing needs in developed areas by allowing people to live in remote, less expensive areas and still have easy access to opportunities,” according to the AECOM proposal.
Additionally, the proposal looks to improve airline travel in the region. According to the proposal, the Bengaluru airport is using 101% of its annual utilization capacity while Chennai airport is only at 52% capacity. A hyper-fast connection between the airports could ease capacity pressures and help boost air travel in the region.
We believe Hyperloop One’s technology aligns with Prime Minister Modi’s vision for a stronger and more prosperous India by connecting far-flung cities Indian cities as if they were metro stops, creating a lasting impact for India.
We’re excited to rally behind the Hyperloop One Global Challenge winning teams from India as they look to re-imagine travel in the country with Hyperloop.
