這也是2009年交大土木營講課的檔案。

1. 交通大學土木工程系 單信瑜
CIVIL ENGINEERING
MODERN DATE

2. MONUMENTS OF THE MILLENNIUM

3. MONUMENTS OF THE MILLENNIUM

Airport Design And Development


Dams



Hoover Dam
The Interstate Highway System
Long-Span Bridges


Kansai International Airport
Golden Gate Bridge
Rail Transportation

Eurotunnel Rail System

4. Kansai International Airport

5. Hoover Dam

8. 

Sanitary Landfills/Solid Waste Disposal
Skyscrapers


Wastewater Treatment


Chicago Wastewater System
Water Supply and Distribution


The Empire State Building
The California Water Project
Water Transportation

The Panama Canal

9. STEEL AND THE SKYSCRAPER



Henry Bessemer (1813-1898) is the man whose
name we associate today with one of the major
processes of producing steel.
It was Bessemer's discovery of a process for
making steel cheaply which led to its use in the
construction industry.
George A. Fuller (1851-1900), as a young man,
was employed in his uncle's architectural office,
drawing building plans. He soon became interested
in the problem of load bearing capacities and how
much weight each part of a building would carry.

13. Taipei 101
Structural height508 m (1667 ft)
Height to roof448 m (1470 ft)
Height to top floor438 m (1437 ft)
Floors 101TopoutOctober 17, 2003
OpeningDecember 31, 2004
Gross floor area450,000m²
380 piles @80 m

14. A 660-ton tuned mass damper is held at the 88th floor,
stabilizing the tower against earthquakes, typhoons,
and wind. The damper can reduce up to 40% of the
tower's movements.

15. 1996
SEVEN WONDERS OF THE MODERN
WORLD

16. 
The Seven Wonders of the Modern World:
 Channel
Tunnel
 CN Tower
 Empire State Building
 Golden Gate Bridge
 Itaipu Dam
 Netherlands North Sea Protection Works
 Panama Canal

17. CHANNEL TUNNEL


The 31-mile Channel Tunnel
(Chunnel) fulfilled a centuries-old
dream by linking Britain and the rest
of Europe.
Three 5-feet thick concrete tubes
plunge into the earth at Coquelles,
France, and burrow through the
chalky basement of the English
Channel.

18. The Channel Tunnel terminal at Cheriton
near Folkston in Kent, from the Pilgrims'
Way on the escarpment on the southern
edge of Cheriton Hill, part of the North
Downs.

19. NUMBER OF DRIVES
( tunnels excavated )
12 - 6 undersea, 6 underland
NUMBER OF TBMS
11 - 6 undersea, 5 underland
( a French machine bored
2 underland tunnels)

22. GOLDEN GATE BRIDGE
Official name
Golden Gate Bridge
Carries
Motor vehicles, pedestrians and
bicycles
Crosses
Straits of the Golden Gate
Locale
San Francisco, California
Maintained by
Golden Gate Bridge, Highway and
Transportation District[1]
Design
Suspension, Truss Arch & Truss
Causeways
Longest span
4200 feet (1280 m)
Total length
1.7 miles (2,727 m)
Width
90 feet
Vertical clearance
14 ft at toll gates, higher truck loads
possible
Opening date
May 27, 1937

23. Golden Gate Bridge
When the bridge opened in 1937, with a main
suspension span length of 4,200 feet, it was the
longest in the world. The engineering obstacles
poised by the mile-wide, turbulent Golden Gate
Strait led engineers to devise a bridge that
required four years to build, 83,000 tons of steel,
389,000 cubic yards of concrete, and enough
cable to encircle the earth three times.

24. Previous ASCE designations
for the Golden Gate Bridge
include: the National Civil
Engineering Landmark (1984)
and Seven Wonders of the
World (1955). Other significant
bridges include the VerrazanoNarrows Bridge, the George
Washington Bridge, the Akashi
Kaikyo (Japan) and the
Humber Bridge (England).

32. NETHERLANDS NORTH SEA PROTECTION
WORKS


This singularly unique,
vast and complex system
of dams, floodgates,
storm surge barriers and
other engineered works
literally allows the
Netherlands to exist
The North Sea Protection
Works exemplifies the
ability of humanity to exist
side-by-side with the
forces of nature.

34. The Oosterschelde storm surge barrier

35. Bottom consolidation

36. The piers
The construction of each pier almost took
one and a half years. One started building a
new pier every two weeks. This way, thirty
piers were in production at the same time. It
took an enormous amount of organisation
and planning to finish the giant and complex
structures in time. People worked day and
night, because otherwise the concrete could
not harden properly. The sixty-five piers were
each between 30.25 and 38.75 metres high
and weighed 18,000 tonnes. Two extra piers
were built, for safety’s sake. Visitors of
Neeltje Jans, the former artificial island, can
now climb one of these left-over piers.
The piers were the most important elements of the
dam. They were produced in a building excavation
with a surface area of about one square kilometre,
located 15.2 metres below sea level. A ring-dike
kept the sea water outside the excavation. The dry
dock consisted of four parts. When the piers of
one part were finished, this part would be flooded.
The lifting ship then sailed into the dock, lifted the
heavy pier and shipped it off to its place in the
barrier. Each pier consisted of 7,000 cubic metre
of concrete. Therefore, the dock may also be
typified as a large concrete factory in which
450,000 cubic metre of concrete was
manufactured between 1979 and 1983.

37. The placement
When all the piers were finished, the building
excavation in which they were built, was
flooded. Two ships took the piers to the right
place. The ship Ostrea could lift the piers one
by one and sailed them to a floating pontoon.
This pontoon marked the place where the
pier should be sunk.
When the piers stood firmly on the
bottom of the Oosterschelde, the
construction of the barrier could be
finished. The piers were raised with the
top-pieces, upon which the slides were
fixed. Hollow tubes were placed on the
piers, and on top of this came a road.
The tubes provided room for the
equipment responsible for making the
slides move.
Slides

38. Mytilus (mussel)
This ship made sure that the bottom of
the Oosterschelde was compressed
along the section were the barrier would
be built. When the bottom is
compressed, the sand and clay parts
are compacted more closely to each
other. The bottom becomes more solid.
Without the work of the Mytilus, the barrier
would not have been as firm. The entire
compression process took place under
water and continued twenty-four hours per
day. The needles transferred vibrations to
the sea bottom, with a frequency of
between 25 and 30 Hertz and an amplitude
of 4 to 5 millimetres.

39. Cardium (cockle)
Although the Ostrea was the most impressive ship of the fleet,
the Cardium was the most expensive one. The Cardium carried
out an important task: putting down the mats. These mats which
were thirty-six centimetres thick, forty-two metres wide and two
hundred metres long. The synthetic mats were filled with sand
and gravel in a factory. The mats were put on the sea bottom at a
rate of ten metres every hour. An extra mat was put at the areas
where the piers were to be placed. This was to protect the mats
against wear, which could be developed through the opening and
closure of the slides.

40. The Ostrea (oyster)
The Ostrea was the flagship of the Delta fleet.
With its length of eighty-seven metres, the
typical U-shape and a capability of 8,000
horsepower, it was the most impressive ship.
The ship lifted the piers from the dry dock and
sailed them to the place of the barrier. With
the open side of the ‘U’, the ship manoeuvred
around the pier.
The ship could steer easily, thanks to its four screw
propellers. On both sides there were two porches fifty
metres high. The piers were fixed to these porches. The
porches could not lift more than 10,000 tonnes however,
whereas the piers weighed 18,000 tonnes. So how did the
Ostrea put the piers in the right place? Fortunately, the
levers did not have to lift the piers completely out of the
water. The most important factor was that they did not
touch the bottom of the sea during transportation. Because
of the upward pressure of the water, the levers needed to
provide less power.

41. Macoma (nun)
This pontoon, named after a shellfish,
was situated exactly in front of the
place where a pier would be placed.
When the Ostrea had taken a pier, it
moored against the Macoma. To
offer the Ostrea some stability, the
pontoon had a coupling mechanism
with a power of six hundred tonnes.
The Macoma also had a second
function: an enormous vacuum
cleaner was used to ensure there
was no sand between the pier and
the bottom. This was an extremely
difficult job, because the tidal
movements moved large amounts of
sand each day.

42. Jan Heijmans
Another ship, the Jan Heijmans,
helped the Cardium place the
mattresses. The Jan Heijmans was
also responsible for the filling of the
holes between the mattresses and the
gravel. The Macoma worked together
with the Sepia and the Donax I during
the placement of gravel ballast mats
on the bottom.

43. Maeslant barrier
The most important demand for the
design was that the barrier should not
hinder the shipping. The barrier should
only be closed under exceptional
circumstances - no more than once or
twice every ten years. In 1991, four years
after the competition was held,
construction started. Which design had
won? Out of six submissions, the design
of the Building Combination Maeslant
Barrier won. The Maeslant barrier would
consist of two steel doors which could be
sunk down and could be turned away in
the docks in the shores.

44. BOS and BES
The Maeslantkering is operated by a computer. In the
case of a storm flood, the decision of whether or not to
close the barrier is left to a computer system (BOS).
The chance of mistakes is greatly increased if people
were to make the decision. A computer will only follow
predefined procedures, it doesn’t get its own ideas and
it is not affected by poor environmental conditions. The
system only takes into account the water and weather
forecasts. On that basis it calculates the expected
water levels in Rotterdam, Dordrecht and Spijkenisse.
When the BOS decides to close the barrier, it gives
orders to another computer system, the BES. The BES
carries out the orders of the BOS. The system operates
entirely automatically, but remains under constant
human supervision with regards to the procedures.

45. Movement works
The movement works are
operated from control buildings
at the north and south side. The
movement works consist of
three parts: the dock gate, the
locomotive and the ballast
system of the retaining wall.
The dock gate opens when the
barrier is activated. The barrier
is driven into the New Waterway
by the locomotive. The ballast
system allows the barrier to sink.

49. 


The Millau Viaduct (French: le Viaduc de Millau) is
a large cable-stayed road-bridge that spans the valley
of the River Tarn near Millau in southern France.
Designed by Lord Foster of Foster and Partners, and
bridge engineer Michel Virlogeux, it is the tallest
vehicular bridge in the world, with one mast's summit
at 343 metres (1,125 ft) — slightly taller than the
Eiffel Tower and only 38 m (125 ft) shorter than the
Empire State Building.
The viaduct is part of the A75-A71 autoroute axis
from Paris to Béziers. It was formally dedicated on 14
December 2004 and opened to traffic two days later.

50. Official name Le Viaduc de Millau
Carries
4 lanes of the A75
autoroute
Crosses
Valley of the River
Tarn
Locale
Millau, France
Design
Cable-Stayed
Longest span 342 m (1,122 ft)
Total length
2,460 metres (8,071
ft)
Width
32 m (105 ft)
Clearance
below
270 m (886 ft) at
maximum
Opening date December 14, 2004

55. WE DON’T JUST BUILD BRIDGES, WE BUILD
DREAMS!

56. ARCHITECTURE IS STRUCTURE,
STRUCTURE IS ARCHITECTURE.

72. AGAIN! 品質改善的手法

思考問題的本質
 產品問題
or 找錯客戶、時間 ?
提升服務品質
 提升內部效率
 降低成本


73. 新材料
HPC
 Polymeric materials
 BIPV
 ………


74. 設計工具
Computer
 Software
 Internet
 Data storage and exchange


75. GIS civil engineering
http://www.esri.com/industries/civil_engineering/index.html

76. Contamination site map has ortho
set at 30 percent transparency to
depict underground contamination,
concrete footings and columns, and
concrete structures on top of the
slabs. Circular and square meshes
are concrete supports for storage
tanks, which were long since
removed. This map makes it easy
for anyone to understand where
excavation must be done.
This fully rotatable model is an
underground perspective looking
up at the concrete and the
contamination surface.

77. Reinforced Concrete Design
http://www.structurepoint.org/index.asp

87. 新技術
Transportation
 Structure
 Hydraulic
 Geotechnical
 ………


88. PUBLIC/PRIVATE TECHNOLOGY PARTNERSHIPS

Challenge


Approach


Identify, commercialize, deploy
existing capital projects-related
technologies from govt. labs
Form teams to identify ripe techs,
determine and implement
effective
path to commercialization
Technologies





Smart Chips
Cybernetic Buildings
Spatial Data Acquisition
Construction Process Simulation
Digital As-Builts

89. DIGITAL-AS-BUILT DOCUMENTATION

Challenge


Accelerate deployment of tools
to capture as-built conditions
digitally and deliver data
models for use during O&M
Approach


Develop user requirements for
accurate, intelligent digital
models interoperable with
commercial CAD, GIS,
CMMS, and CAFM systems
Demonstrate with pilot projects

90. 施工技術
Machines
 Vehicles
 Ships

Automation
 Robots


………

91. 管理工具
Computer
 Software
 Internet
 Wireless technology
 Data storage and exchange


92. WIRELESS MONITORING TECHNIQUES BASED
ON MEMS
MEMS (Micro-Electro-Mechanical-Systems)
Fig 1. Scheme for wireless sensing of large
structures using radio frequency transmission
techniques and MEMS [2, 4]. Data are
sending from the base station to the
supervisor using e.g. internet

96. 1998-MicroWIS™
Micro-Miniature Wireless Instrumentation System
The development effort included the conceptual
design, fabrication, and demonstration of a batterypowered, miniature wireless temperature sensor.
MicroWIS™-XG
Micro-Miniature Wireless Instrumentation System - Next Generation
The MicroWIS-XG system is a set of miniature wireless units
that asynchronously transmit data to a receiver attached to a
standard RS-232 port on a PC. The remote units are
capable of interfacing with any type of resistive sensor: strain,
temperature, pressure, humidity, etc.

97. The MicroWIS system is being
used to monitor external grout
pressure during construction
of two tunnels in the
Netherlands. Grout pressure
determines the amount of
grout that is deposited on the
outside of the tunnel and is
critical to the water-seal and
durability of the tunnel.

98. LET’S HAVE A BREAK!