To allow for the berthing of Eagle Class Cruise Ships at the existing commercial port, to supplement the berths at the cruise ship terminal (Port Zante) in Basseterre, the St. Christopher Air & Sea Ports Authority commissioned the design and construction of a new breasting dolphin to supplement the facilities existing infrastructure.
The Ro-Ro and Barge Terminal was part of a larger $60 million enhancement project which also included the construction of containment cells and dredging. Eastern Designers worked as a sub-consultant for the marine structures portion of the project.
Eastern Designers & Company Limited was responsible for the design of the Ro-Ro Terminal for a 700 vehicle carrier, a barge terminal to facilitate the shipment of large fabrication components by sea to markets along the Atlantic Seaboard and the Arctic, the extension of the existing terminal and slope protection for the new RO-RO terminal area.
A total of thirteen 36 m by 11 m concrete cribs were cast and installed complete with rock mattresses, cope walls, Ro-Ro ramps, bollards with up to 300 tonne capacities, various fenders types to accommodate the range of vessels, yard light and electrical bases, etc.
New ferry terminal including rock socketted pile support wharf, rock mound approach, armour stone, scour protection, transfer bridge and hydraulic lifting system, panelized fendering system, bollards, lighting, emergency power, passenger terminal, marshalling yard and car park, fencing, parking attendant kiosk and vehicle access control equipment, storage buildings and water supply system. The hydraulic lifting system represented the latest in hydraulic components and computer automated control.
This $10.5±M, 6 span continuous, 2 lane, 355 m long steel girder bridge was part of the Longs Creek – Grand Falls Trans Canada Highway project constructed by Brunway Group in 2005 – 07. The structure was constructed with 62.5 m – 68 m interior spans with 47 m and 50 m end spans.
The Meduxnekeag River at the crossing site is a medium size, fast flowing stream bounded on the south by a considerable expanse of flat low lying grassy river bank. Beyond the river’s flood plain area, wooded river banks slope steeply to a height of 30 m above the level of the valley below.
The bridge was constructed to replace an existing bridge that had been constructed in 1960. The spans and pier locations of the new bridge were selected to minimize interaction with the existing bridge’s deep substructure units.
The bridge girders were constructed using unpainted, weathering steel protected from spray and bridge deck run off by a waterproof membrane and concrete deck slab cantilevering well beyond the bridge’s steel spandrel girders.
The use of expansion joints was minimized with only two finger plate expansion joints located at the bridge abutments. Pot bearing assemblies were used to support the bridge superstructure.
Pier footings were placed below the existing gravel stream bed and supported either on bedrock or on driven steel H piling. As such, minimal amounts of moderately sized pier scour protection were required.
These two 4 span continuous, 2 lane, 157 m long prestressed concrete girder bridges were part of the Fredericton – Moncton Trans Canada Highway project constructed by MRDC in 2000. The superstructures consist of 4 span pre-cast, pre-stressed 1900 mm deep bulb tees. These bridges replaced a 1960s era two lane highway bridge. Technical challenges included designing the substructures for a very soft and deep over burden requiring monitored pre-loading, tied-back abutments and sleeved piles. In addition, the river piers had unique pipe piled elevated bath tub type pier footings which precluded the use of more expensive deep seated steel sheet piled cofferdams.
These structures consisted of a 225.0 m long structure and a 232.0 m long structure. The 225.0 m structure had spans of 1 x 60.0 m, 1 x 90.0 m and 1 x 75.0 m. The 232.0 m structure has spans of 1 x 56.0 m, 1 x 96.0 m and 1 x 80.0 m. Deck widths were 11.36 m for both structures. The superstructures consisted of 3-3.25 m deep economical steel plate girders bearing on a combination of fixed multi-directional structural pot bearings. The substructure consisted of high piers varying between 29 m and 38 m with the average pier height of 35.0± m. Piers were founded on H-piling as well as directly on rock. The west abutments were piled and the east abutments were founded on rock.