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NEWSLETTER
SEPTEMBER 2016
COWI
MARINE
NORTH AMERICA
BAY BRIDGE
PIER DEMOLITION
BAY BRIDGE PIER
DEMOLITION
SVP MSG WINSTON
HOSE TOWERS
Caltrans is demolishing the old San Francisco-Oakland East Bay
Bridge. A dry cofferdam around each of three caisson foundations to
allow demolition down to the mudline 50 feet below water was one
expensive option that would take years and cause noise that would
stress fish, birds, and sea mammals.
BLACK BALL FERRY LINE
CONTENT
SUBWAY STATION
CONSTRUCTION AND
GEOTECHNICAL
ENGINEERING IN DOHA,
QATAR
HIGH-SPEED RAIL TRENCH
AND TUNNEL IN DENMARK
FEATURED ENGINEER
COWI Marine North America provided engineering to facilitate an economical and clean
way to eliminate the caissons. Caltrans and
the general contractor proposed a different
demolition method for the first caisson, E3.
This option combined mechanical demolition
above water with an implosion of the rest. If
it worked, the demolition would last months
rather than years and the effect on animals
would be brief.
COWI provided demolition sequence drawings, assessed the caisson's ability to support
excavators, designed work platforms to
support excavators and a drill rig, and provided
a resident engineer to observe demolition.
CONTINUED ON PAGE 5
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NEWSLETTER
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SENIOR VICE
PRESIDENT’S MESSAGE
ABOUT COWI MARINE NORTH AMERICA
(FORMERLY BEN C. GERWICK, INC. AND OCEAN AND COASTAL CONSULTANTS)
COWI Marine North America’s structural, geotechnical, and coastal engineers and engineer-divers are experts in the design, construction engineering, inspection, maintenance, and repair of locks, dams, floodgates, flood walls, dry-docks, bulkheads, wharves, piers,
cofferdams, bridge towers, pile-, drilled shaft-, and caisson-foundations, harbors, terminals, offshore platforms, offshore wind turbine
foundations, immersed tubes, and cut-and-cover tunnels. Seismic retrofits and construction using float-in, concrete or steel elements
are COWI specialties.
LOCATIONS
35 Braintree Hill Office Park, Suite 100
Braintree, MA 02184
Tel: +1 508-830-1110
3780 Kilroy Airport Way, Suite 200
Long Beach, CA 90806
Tel: +1 562-598-9888
1036 Wall Street
Mount Pleasant, SC 29464
Tel: +1 843-375-2013
400 Poydras Street, Suite 1160
New Orleans, LA 70130
Tel: +1 504-528-2004
276 Fifth Ave, Suite 1006
New York, NY 10001
Tel: +1 646-545-2125
1300 Clay Street, 7th Floor
Oakland, CA 94612
Tel: +1 510-839-8972
1191 2nd Avenue, Suite 1110
Seattle, WA 98101
Tel: +1 206-216-3933
35 Corporate Drive
Trumbull, CT 06611
Tel: +1 203-268-5007
101-788 Harbourside Drive
North Vancouver, BC V7P 3R7
Tel: +1 604-986-1222
CONTACTS
U.S. Army Corps and Offshore Marine Structures
Dale Berner, PhD, PE FASCE
[email protected]
Inspection, Maintenance, Repair, and Diving
Stephen Famularo
[email protected]
Wharves, Piers, Ports and Harbors
Ted Trenkwalder, PE, SE
[email protected]
Water Resources, Waterways and Construction
Engineering
Michael O’Sullivan, PE, SE
[email protected]
Tunnels, Pipelines and Immersed Tubes
Henrik Dahl, PE
[email protected]
Foundations and Geotechnical
Winston Stewart, PE
[email protected]
Editor
Michael Woods, PE, SE
[email protected]
www.cowi-na.com
WINSTON STEWART, PE
[email protected]
Since the last edition of Gerwick News was
published and distributed in 2014, many changes
have occurred that bear reiterating. First, the two
Marine legacy companies, Ben C. Gerwick, Inc.
and Ocean & Coastal Consultants, Inc., merged
at the beginning of 2015 to become COWI Marine
North America, and a Business Unit of COWI
North America, Inc. (hereinafter COWI). We added
a Marine practice in North Vancouver, BC under
the experienced leadership of Sara Fumagalli-Hui,
P.Eng, and as at the date of this newsletter the
staff numbers six (6).
On January 1, 2016, the other two legacy
companies, Buckland & Taylor and Jenny
Engineering Corporation, also became business
units of COWI, and were re-branded as COWI
Bridge North America and COWI Tunnel North
America. As the months went by in 2016, these
business units have been referred to generally as
BU Bridge (B), BU Tunnel (T) and BU Marine (M),
to align with the rest of COWI BTM internationally.
Each business unit is headed by a Senior Vice
President and functions as individual P/L centers.
Notwithstanding the changes that have occurred,
I can say without hesitation to our clients that
the quality of services that they have come to
expect from the former legacy companies have
not changed. If anything, these changes have
significantly enhanced the capacity of COWI
to deliver quality engineering services as prime
consultant or as an equal partner in joint ventures
on projects of varying sizes and complexities.
The rest of my message will have a Marine focus,
as it prefaces the contents of this newsletter,
which showcase selected and representative
projects of BU Marine, both national and
international.
We have selected five (5) projects/articles that
we hope will pique the interest of our readers and
provide a glimpse into the talents and expertise
of our engineering staff. Three (3) are from
North America and one (1) each from Qatar and
Denmark.
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NEWSLETTER
SEPTEMBER 2016
The Bay Bridge Pier Demolition graces the
front of the newsletter, perhaps because it is
synonymous with the old East Bay Bridge that
was a landmark in the state of California. We
provided engineering services that resulted in
an economical and efficient way to eliminate
the caissons, which significantly reduced the
demolition time and impact to the ecosystem of
birds, fish and mammals.
The article on Hose Towers provides a treatise
on these marine structures, both in terms of
their configurations and usefulness. They are
essentially comprised of ordinary concentrically
braced frames (OCBF) and are an integral part
of liquid bulk terminals. COWI has significant
experience in assisting terminal operators with
designing these structures.
The third article is on the Black Ball Ferry Line
Belleville Terminal wharf in Victoria Harbour,
British Columbia. Our staff provided final
design and engineering support services during
construction. By incorporating precast concrete
pile caps, deck panels and edge beams we were
able to design a rapid wharf replacement concept
that facilitated construction activities without any
disruption to normal ferry service.
We provided geotechnical engineering services
for the Doha Metro rail system in Qatar. The main
geotechnical risks and challenges for this project
included non-uniform and varying degrees of
rock weathering and permeability and associated
potential for dissolution cavities in the Limestone
and reduced effectiveness for dewatering.
Finally, BU Marine collaborated with colleagues
in Denmark for the High Speed Rail Trench and
Tunnel project for package 4 of the 36-mile
Copenhagen to Ringsted Railway Line. Our staff
performed designs for several components of the
project that required out-of-the box thinking to
address the unique challenges in attendance.
Happy reading!
Our services include underwater inspection, repair, and modification, coastal engineering, hydrographic surveys, dredging supervision,
documentation for environmental regulation, construction administration, and asset management. We produce reliable, economical,
innovative, and sensible-to-construct designs for challenging design-build and design-bid-build projects. We engineer large and small
projects, globally and locally.
Our company is a member of the COWI North America group, which includes COWI Bridge North America and COWI Tunnel North
America. Engineers from each part of the group share offices and collaborate on bridges, tunnels, and marine structures. COWI
Marine North America leads the global Seismic Center of Excellence for all of the COWI companies.
The Engineering News-Record 2015 Global Sourcebook ranks COWI among the top international design firms for Marine and Port
Facilities (4th largest), Bridges (2nd largest), and Transportation (15th largest).
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HOSE TOWERS
Hose tower structures are common in
marine terminals that transfer liquid
products to and from vessels. Because
these structures serve a variety of vessel
sizes and of liquid products, it is important
to consider vessel size, tidal range, and
location of manifolds on each vessel and
on the hose tower.
The primary purpose of hose towers is
to hold an array of hoses connected to a
manifold. The hoses are suspended from
the front of the tower. A crane, mounted
on top of the tower, handles the hoses and
places them on the deck of a vessel where
crews connect them to the vessel manifold.
Hose towers are generally "ordinary concentrically braced frames" (OCBF), comprised
of structural steel members. The main loads
that the OCBF resists are the weight of the
frame, equipment, and the oil or other fluid
product. High lateral wind, seismic, or wave
forces at some locations can add to the cost
of the OCBF. Pipeline loads from thermal
loads affecting pipelines are usually minimized
by the use of low-friction pads; however, if
pipelines are not equipped with low-friction
pads and the pipelines are fixed to the tower,
engineers must account for these lateral loads
in the analysis.
ENGINEERING FROM CONCEPTION TO
CONSTRUCTION
VESSEL INVENTORY
In response to the deepening of navigation
channels and raising of bridges to allow the
use of larger vessels, marine terminal owners are upgrading their facilities to receive a
greater variety of traffic.
TOWER WIDTH, OPERATIONS, AND
SAFETY
Towers can be as narrow as 24 or as wide
as 50 feet, as short as 30 or as tall as
60 feet, depending on the layout and the
number of product lines.
Operations and safety need to be considered, specifically, the means of egress, fall
protection, overhead clearances, walking
clearances, and pipeline supports.
Walking surface and overhead clearances
are important for safe operations. Means of
egress are also an important consideration.
Stairs are preferred but ladders provide
secondary egress.
HOSE LENGTHS
The lengths of hoses emerge from a layout
study during conceptual design. To control
costs during the upgrade of an existing
hose tower, COWI reuses existing manifolds
to the extent possible. Frequently, the location of the vessel manifold and the existing
tower manifold do not align, such that
longer hoses must bridge the gap between
the two. Length depends on the distance
between the tower and the connection
points on different vessels. Hose lengths
range from 40 to 70 feet. Hose diameter
also varies, depending on the sizes of the
pipelines connected.
NUMBER OF STORIES
Hose towers are of different heights and
widths. Most of the hose towers that COWI
Marine has designed or retrofitted have three
levels-deck, intermediate, and top. All hoses
connect to the manifold at the intermediate
level. We select the elevation of this level so
that the selected hose length permits the
safe transfer of product between vessel and
shore during the range of tides at the site.
TOWER FOUNDATION
Waterfront and offshore structures such
as hose towers require deep foundations,
typically vertical steel or concrete piles. If
the hose tower is part of a pier or wharf that
requires greater lateral stiffness, some of
the piles will be installed with a batter angle.
CORROSION PROTECTION
The steel members of the tower are
protected from corrosion by epoxy-coating
or galvanization. Specifications will require
steel members to be coated or galvanized
during fabrication although minor touchup
of the coating is performed on site.
CONSTRUCTION
Time is of the essence when dealing
with construction at marine terminals;
therefore, COWI usually details hose
towers assembled from pre-fabricated
sections. Towers may be constructed at
an adjacent site, transported by barge,
and then lifted and placed on the foundation using a barge-mounted crane.
Derrick
Crane Barge
Demo Barge
Access
Gangway
Excavator with
Cutting Jaws
Two Excavators
with Breakers
on Work Platform
Support Barge
with Baker Tanks
(Dewatering)
Dock
Photo: Caltrans
Figure 1
Site Overview with Marine Equipment and Caisson E3 Apron Slab Removed
Figure 2
Demolition Completed to Nine Feet above
Water for Several Cells
(BAY BRIDGE DEMOLITION FROM COVER)
Caisson E3, built in 1934, is the largest
caisson; (see Figure 4.) Each of its cells
was full of water. Its overall dimensions
were 167 feet by 80 feet with a wall
thickness of three feet. Two pedestals
on the top deck had supported the steel
bridge towers. Each pedestal was centered
over four caisson cells having a top slab
thickness of 17 feet. The top slab thickness
of the center six cells was 39 inches.
A perimeter apron slab with wing walls
and a wall supporting fenders cantilevered
19½ feet from the top of E3.
The contractor sealed openings in the
caisson walls to contain cell water tainted
with concrete dust. As the water level in
the caisson increased following deposition of concrete debris in the cells, crews
pumped the water into tanks for treatment
elsewhere. Fish-, bird-, and sea mammalobservers were present during mechanical
demolition. The contractor installed a
bubble curtain to attenuate the implosion
pressure spike; manifolded compressed air
nozzles on the seabed created a curtain of
low-density water 50 feet from the caisson.
The authorities monitored water chemistry
and turbidity and underwater acoustics on
implosion day.
ALEX MORA, PE
[email protected]
Caisson E3
Flexifloat Barge
ENVIRONMENTAL MITIGATION
The intermediate level is also the most
congested part of the hose tower, because
it is where the pipelines turn down, into
the tower footprint, where the controls and
valves are, and where the hoses connect.
Engineers assist the marine terminal in
selecting the reach of the crane, which is
mounted on the top level. The top is also
the level at which the hoses are suspended
from an edge beam. Clearances around
the edge beam allow the crane to reach the
hoses easily in order to place them onto the
vessel deck.
STRUCTURAL FRAMING
CONNECTIONS
The structural member connections are
generally bolted, for speed and ease of
construction. Floors are decked with open
steel grating.
Support Barge
(One not Shown)
MECHANICAL DEMOLITION
Three hydraulic excavators equipped with
breaker units, cutting jaws or catcher
baskets removed portions of E3 between
elevations nine and 37 feet. The marine
equipment shown in Figure 1 supported
excavator operations. Demolition began
with two excavators on the top deck
chipping at the top deck slab. Crews broke
openings through the deck in order to send
all mechanical demolition debris to the
bottom, inside the caisson cells. Then they
removed the concrete pedestals to the top
of the deck slab. Figure 5 shows pedestal
demolition underway.
COWI Marine's first contribution was
the design of two 20-foot by 40-foot
work platforms to support two 50-ton
excavators. The platforms, supported
by three parallel caisson walls, consisted
of W18x97 beams with gusset plate
connections; (see Figure 6). The contractor
secured mats of 12x12 timbers to the
top flanges. The platforms supported the
excavators as they removed walls and
top slabs.
It was not possible for the apron slab and
the walls supporting it to allow equipment
on the apron slab because it was too weak
and had a one vertical to four horizontal
(25%) slope. The apron slab and its walls
were removed with one excavator on a
work platform at the caisson top level. Two
excavators operated side-by-side from
a barge, which was positioned such that
the reinforced concrete debris landed on
it. Crews made strategic cuts, using the
excavators, and lifted large sections of the
apron support wing walls and perimeter
wall with a barge-mounted derrick.
Excavators working from a barge and on
the work platforms, as shown in Figure 2,
demolished the remaining caisson walls,
down to nine feet above the reference
water elevation. Once again, crews made
strategic cuts; then they used an excavator to topple large wall sections into the
caisson cells.
THE IMPLOSION
The contractor reused the steel beams
from the two original work platforms with
timber mats to construct a drill rig platform,
which COWI designed to cover the top
surface of the remaining caisson cells.
COWI engineered grout pads to create firm,
level support points for the beams. Workers
operated a 20-ton drill rig to install explosives from this deck. Crews drilled holes for
22,000 pounds of explosive charges 80 feet
down, into the caisson walls, at three-foot
spacing. The deck was left in place during
the implosion in order to contain the blast.
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NEWSLETTER
SEPTEMBER 2016
7
BLACK BALL
FERRY LINE
BELLEVILLE TERMINAL
WHARF REPLACEMENT
Figure 3
Sonar Image of Caisson Before and After Implosion
Figure 4
Caisson Layout and Demolition Limits
Figure 5
Pedestal Demolition Underway
Twenty minutes prior to the implosion, police
halted traffic on the new Bay Bridge to avoid
startling drivers. The marine division of the
California Highway Patrol kept boaters
1,500 feet away. BART shut down the
sub-sea BART rapid transit tube. News
helicopters filmed. Bird, fish, and sea
mammal spotters were vigilant.
At 7:17 am on Saturday, November 14, 2015,
the blasting subcontractor detonated charges
embedded in the caisson. The implosion sent
twenty million pounds of debris into the bottom of caisson cells below the mudline. See
Figure 3 for “before” and “after” sonar images.
Portions of the bubble curtain are apparent.
Scientists predicted that as many as 1,500
fish would die; however, they concluded that
the implosion had a low impact on both fish
and birds.
Figure 6
Work Platform Spanning Caisson Cell
SUMMARY
This demolition of E3 was a success;
therefore, the contractor will demolish the
other two caissons in the same manner. The
cost at E3 was approximately $20 million.
COWI helped the contractor to provide a
demolition technique that is economical, fast,
and environmentally sound.
OWNER:
California Department of
Transportation
GENERAL
CONTRACTOR:
Kiewit-Manson JV
MECHANICAL
DEMOLITION:
Silverado
IMPLOSION:
Contract Drill & Blasting
MICHAEL GEBMAN, PhD, PE
[email protected]
COWI Marine North America provided final design and construction
support services for the replacement of the Black Ball Ferry Line
Belleville Terminal wharf in Victoria Harbor, British Columbia. Black
Ball Transport operates the MV Coho Ferry, an automobile ferry
that runs daily between Victoria and Port Angeles, Washington.
The ferry has carried 23 million passengers and 8 million vehicles
since 1959. The existing wharf - owned by the BC Ministry of
Transportation and Infrastructure - was nearing the end of its life
and needed to be replaced without affecting ferry operations.
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SUBWAY STATION CONSTRUCTION
AND GEOTECHNICAL ENGINEERING
IN DOHA, QATAR
Originally, Black Ball Transport retained
COWI Marine as a sub-consultant to provide
expertise on the seismic analysis and pile
design only. However, as the project progressed and the design schedule became
critical, the client asked COWI to assume
full responsibility as the Engineer of Record
for the entire wharf, including fender and
mooring systems.
Relying on precast concrete pile caps, deck
panels, and edge beams, COWI Marine
designed a rapid wharf replacement concept
that enabled construction without any ferry
service interruptions. COWI engineered the
connections to accommodate potential
misalignment of piles driven to support the
completed structure. A key technical challenge was the wharf's location on a seismically-unstable slope subject to liquefaction
and movement during an earthquake. COWI
designed the replacement wharf using stateof-the-art displacement-based methods. The
design featured composite concrete-filled
steel pipe piles socketed into bedrock. COWI
engineered the piles to resist lateral spreading
resulting from slope movements in addition to
supporting operational loads.
The Black Ball Ferry Wharf replacement
began as a traditional design-bid-build
project but evolved smoothly to resemble a
design-build contract. In order to construct
the ferry-loading ramp during an eight-week
winter shut-down window when ferry service
is suspended each year, construction had
to begin before the design was completed.
To facilitate the tight schedule, COWI Marine
prepared an early-release design package
for procurement of pipe pile steel from a
mill in China. In addition, COWI divided the
precast component designs into numerous
packages in order to initiate fabrication of
concrete elements early and keep the precast
manufacturer in production. Altogether, 27
design packages were required to meet the
contractor’s desired construction sequence
and fabrication schedules. As a result, ferry
service resumed on schedule at the end of
February.
In less than ten years, the population of the
Doha metropolitan area doubled to a million.
The government has taken swift action to
mitigate the severe congestion that accompanies such rapid growth by providing a subway
and elevated rail system. When completed,
the Doha Metro system will consist of four
lines, named the Red, Green, Gold and Blue
lines, 186 miles of track and 98 stations. It
will cost $36 billion. Phase I of the project,
which includes the construction of all four
lines, will last until the end of 2019.
PLAXIS 2D and WALLAP by Geosolve. The
excavation support systems that we investigated included mesh-reinforced, shotcreted
slopes with rock bolts, anchored soldier
piles with timber lagging, and anchored
diaphragm walls.
Of the four stations where we performed
engineering, West Bay Station absorbed most
of COWI Marine North America's time. The
excavation for this challenging station was
580 feet long and 91 feet wide, reaching a
maximum depth of 110 feet.
For the Red Line North Underground, the
first of four underground segments of the
whole system that serves the most densely
populated parts of Doha, COWI engineered
seven miles of twin-bored tunnels and seven
underground stations. The tunnels have an
internal diameter of 20 feet and will be built at
an average depth of 65 feet below ground.
We performed analysis of the temporary
support of the station. We designed the
diaphragm walls with a combination of
ground anchors and struts supporting the
station excavation, specified the required
design details and notes, and laid out
the associated drawings. We were also
on hand to respond to client and owner
queries and modify the design to accommodate conditions encountered in the field.
COWI Denmark interpreted the subsurface
conditions and specified the dewatering
wells that construction crews installed
along the wall to control groundwater levels
and reduce water pressures on the wall.
COWI Marine North America assisted COWI
Denmark with four of the seven subway
stations. We also performed engineering to
connect the stations to the bored tunnels.
Our work included construction engineering
of temporary measures for deep excavations, which needed to be coordinated with
permanent parts of the stations.
Ground conditions included fill, surficial deposits, limestone, and shale. Geotechnical
risks include randomly varying degrees
of rock weathering and permeability with
the potential for dissolution cavities in the
limestone and reduced effectiveness of
dewatering. The water table is generally
high despite the arid climate, because of
the proximity to the Persian Gulf.
PAUL GUENTHER, PE, SE
[email protected]
COWI Marine North America's scope
included the soil-structure interaction analyses for excavation support systems of the
underground stations and for cut-and-cover
portions, primarily using software programs
As of April 2016, all tunneling for the $2 billion
Red Line North Underground contract is
complete. Bottom-up construction of each of
the seven stations continues and has nearly
reached the surface.
PARTIES INVOLVED IN THE RED LINE NORTH
UNDERGROUND CONTRACT
OWNER:
Qatar Railways Company
(Qatar Rail)
DESIGN-BUILD
CONTRACTOR:
The ISG consortium of Salini
Impregilo (Italy), SK Engineering
and Construction (South Korea),
and Galfar Engineering and
Contracting (Qatar)
DESIGN OF CIVIL
WORKS:
A COWI-led joint venture under
contract to ISG
MARNEL DAWAY, PE
[email protected]
TP4 Railway Trench Construction
Precast Concrete Plank Tunnel Roof
HIGH-SPEED RAIL TRENCH AND
TUNNEL IN DENMARK
The TP4 (tunnel bid package 4) subsection of the 36-mile Copenhagen to
Ringsted Railway Line Project includes dual tracks to replace a congested,
existing railway and increase capacity. Replacing the line with Denmark's
first high-speed railway will provide more departures, fewer delays, and
shorter travel times with trains traveling 155 mph. The total cost of the line
is $1.6 billion and it will open in 2018. COWI Marine North America provided structural and geotechnical engineering for 1,680 feet of 39-foot-wide
railway trench and a 16,600 square foot-rain water drainage collection
basin in the town of Hvidovre as well as the analysis of a cut-and-cover
tunnel roof in Valby.
The part of the line within our scope consisted
of two sloping (1.6% maximum grade), opencut trenches leading to a bridge in the middle,
where the line crosses over Harrestrup Brook.
The 600-foot east trench and 400 feet of the
west trench have steel AZ sheet pile walls. 680
feet at the west end of the west trench have 46
½-inch diameter secant pile walls because, at
that location, the top-of-rail elevation passes
below the water table. The maximum retaining wall height is 29 feet during construction
and 27 feet permanently. Many of the sheet
pile and all of the secant pile retaining walls
are anchored with one row of anchored rods
grouted into the soil. COWI Marine performed
the geotechnical analysis of the trenches using
WALLAP (software for the geotechnical design
of retaining walls).
Where the rails of the east trench are at an elevation below the water table and at the west end of
the west trench, COWI designed concrete floors
to withstand hydrostatic uplift pressures. To save
the cost of extra excavation and concrete thickness, COWI detailed a partial fixity connection
between the floor slab and the walls. There were
two types of connections, one for sheet piles and
the other for secant piles.
At four locations, where the sheet pile walled
trenches cross existing utility pipes (up to
8.2 feet in diameter), COWI provided gaps in
the sheet pile walls. Walers above the openings transfer lateral earth pressures into anchor
rods and adjacent full-length sheet piles.
Where the trench is shallow, COWI called for
walers but doubled the spacing of anchor
rods. Because of limited space within the
trench, COWI located all walers on the
retained soil side of the wall. Where there are
walers, COWI's detail transfers loads from
the wall to the waler to the anchor rod and
back into the soil. Otherwise, anchors are
connected directly to every other pile.
Where the 22-foot wide Vigerslev Park pedestrian and bicycle bridge crosses the east
trench, COWI engineers designed the sheet
pile walls of the trench as bridge abutments.
COWI designed a 16,600 square foot rain
water drainage collection basin to collect runoff
from the trench. Constructed of anchored
sheet piles, the basin runs alongside the
railway trench and shares a wall with the
trench. The basin measures 184 feet parallel
to the train tracks and has an average width
of 88 feet. COWI engineered the reinforced
concrete floor of the basin to resist hydrostatic
uplift pressures with vertical anchors spaced at
9.8 feet each way.
Anchored Sheet Pile Wall with Rebar Installation for RR Slab
The 2,780-foot long cut-and-cover Kulbane
tunnel in Valby allows trains to pass beneath
streets and intersections. COWI Marine
examined the tunnel roof design to determine
the precast concrete plank and joint controlling forces. We analyzed the tunnel with
SAP2000 structural models as an aid to
detailing and then we detailed the reinforcement within and between the roof planks to
resist wheel and lane loads from the automobile traffic above.
MICHAEL GEBMAN, PhD, PE
[email protected]
COWI Marine North America saved money
and time on the TP4 trenches, rain water
basin, and cut-and-cover tunnel roof by
applying knowledge of construction methods,
cofferdams, retaining walls, and U.S. and
Eurocode requirements.
CLIENT:
COWI Tunnel Denmark.
GENERAL
CONTRACTOR:
Aarsleff A/S
MICHAEL WOODS, PE, SE
[email protected]
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ALEX MORA, PE
[email protected]
FEATURED ENGINEER
Alex I. Mora, PE is a Senior Marine Engineer
based in Trumbull, Connecticut.
Alex started his engineering career working
on the analysis, design and rehabilitation of
pre- and post-tensioned concrete structures
shortly after receiving his Master's Degree in Civil
Engineering/ Structures from the City College
of New York. Subsequently Alex analyzed and
designed telecommunication towers, condominium buildings, steel and concrete buildings
(including the Stamford Courthouse), institutional
buildings (e.g. Greenwich Academy, Burr Street
Elementary, and the UCONN campus dormitory),
as well as pre-cast concrete parking garages (for
example, the Stamford train station garage).
Alex has had a strong interest in waterfront
structures since college. His first opportunity to be involved with one arrived during the
construction of a Stamford, CT condominium
building that required shoreline stabilization.
During this work he learned about COWI Marine
North America and since 2003 he has worked
on marine terminals along the Atlantic seaboard
from Massachusetts to New Jersey.
Alex works closely with clients to meet their
operational and time-sensitive requirements by
assisting them with insurance claims and the
prompt reconstruction of damaged structures,
coordinating the structural, mechanical,
electrical, and plumbing professions, from the
conceptual stage to the operational stage, and
rehabilitating their terminals.
Examples of his work include anchored and
cantilevered steel sheet pile bulkheads, multiple
or single pile-supported mooring and breasting
dolphins, concrete- and steel-framed manifold
platforms, steel-framed hose towers, pipeline
support framing, timber piers, concrete piers and
wharves on steel piles, steel-framed containment
and disposal facilities, and cellular sheet pile
dolphins.
Alex is a professional engineer licensed in
Connecticut, New York, New Jersey, and
California.
AWARDS
2015 Caltrans Partnering in Motion Award for Demolition of Pier E3 of the San FranciscoOakland Bay Bridge
2016 ACEC California Engineering Excellence Honor Award, for the Crescent City Harbor Inner
Boat Basin Reconstruction Project
2015 ACEC New York Engineering Excellence Platinum Award for Rebuild by Design Living
Breakwaters
PRESENTATIONS
Dale Berner, PhD, PE, FASCE and Mike O’Sullivan, PE, SE, LEED AP; Deep Foundations Institute
40th Annual Conference on Deep Foundations; October 15, 2015; Army Corps Mega Project
Benefits from Innovative Foundations
Stephen Famularo; ASCE COPRI Coastal Structures & Solutions to Coastal Disasters Joint
Conference; September 11, 2015; Rapid Identification and Assessment of New York City’s
Waterfront
Dennis Lambert, PE; PIANC Dredging 2015; October 20, 2015; P3 for the Nation’s Inland Marine
Transportation System – Focus on Dredging
Daniel Kennedy, PE and Jean Toilliez*, PhD, PE, M.ASCE; ASCE 2016 Ports Conference; June
15, 2016; Risk-Based Approach for More Resilient and Sustainable Structures
Dennis Lambert, PE, M.ASCE ; ASCE 2016 Ports Conference; June 15, 2016; Moderator of the
Port Planning and Operations session
Dennis Lambert, PE, M.ASCE, Norma Jean Mattei*, PhD, PE, F.ASCE, F.SEI, and Derek
Gardels*, PE, M.ASCE; ASCE 2016 Ports Conference; June 14, 2016; P3 Solutions for the
Nation’s Inland Marine Transportation System
Joseph Marrone, PE, Brent Cooper, PE, and Christopher Streb*, PE, LEED AP; ASCE 2016
Ports Conference; June 15, 2016; Improving the Sustainability of Steel Sheet Pile Bulkheads
Michael O’Sullivan, PE, SE, LEED AP and Gabriel Verdugo, PE; ASCE 2016 Ports Conference;
June 15, 2016; Lake Borgne Surge Barrier Tour
Paul Guenther, PE, SE, William Elkey*, PE, SE, and Eric Herzstein*, PE, SE; ASCE 2016 Ports
Conference; June 15, 2016; The Elliott Bay Sea Wall Replacement Project: Protecting and
Enhancing Seattle’s Waterfront
Samuel Christie, PE, GE and Yu Zhang, PhD, PE; ASCE 2016 Ports Conference; June 13, 2016;
Seismic Design of the New Elliott Bay Sea Wall Using Conditional Mean Spectrum
Stephen Famularo, PE, D.PE, M.ASCE, Brian Crane*, and Jim Hall*, GISP; ASCE 2016 Ports
Conference; June 14, 2016; Managing New York City’s Aging Waterfront Infrastructure
Ted Trenkwalder, PE, SE, M.ASCE, Michael O’Sullivan, PE, SE, LEED AP, and Dale Berner,
PhD, PE, M.ASCE; ASCE 2016 Ports Conference; June 13, 2016; Designing, Permitting, and
Constructing Resilient Structures
Ted Trenkwalder, PE, SE, M.ASCE, Andy Espinoza, PhD, PE, and Sandy Yee, PE, SE, LEED
AP: ASCE 2016 Ports Conference; June 15, 2016; Marine Oil Terminal Trestle Repair and
Replacement Project
*Not a COWI engineer