Tag Archives: infrastructure

New Pipeline Announced as Bakken Oil Production Rises

A new pipeline has been announced that will dramatically expand the exportation capacity of oil and natural gas by pipeline to handle increased Bakken oil production out of North Dakota.

Enterprise Products Partners LP proposed the new pipeline on June 24, 2014, which will be the first pipeline to move oil from North Dakota to a storage hub in Cushing, Oklahoma. The pipeline will be 1,200 miles and have the capacity to transport 340,000 barrels per day.

Enterprise is hoping to succeed where other companies have failed. Since 2012, five companies have proposed pipelines: Enterprise, Enbridge, ONEOK Partners LP, Koch Pipeline Co LP and Energy Transfer Partner. Of those, only pipelines from Enterprise and Enbridge are currently moving forward.

Bakken Oil Production Outpacing Infrastructure

Oil and natural gas production in North Dakota has steadily increased over the past few years, as the current infrastructure supporting this economic boon is struggling to keep up with demand.

Currently, between 60-70 percent of the production out of North Dakota is being shipped by rail. This delivery method is less reliable than pipelines and recent train accidents highlight the dangers of shipping oil by rail.

The pipeline proposed by Enterprise will have the capacity to ship half the crude currently being shipped by rail.

“As production increases in the Bakken Formation, the stress on existing infrastructure becomes immeasurably exacerbated,” said Kevin Groll, director of project management for MATCOR. “The new pipeline project by Enterprise represents an opportunity to expand this infrastructure moving into the future.”

“It is vital that these new pipeline projects take the necessary steps to protect the significant investment in oil pipelines through the implementation of cathodic protection products and services like those offered by MATCOR.”

What Is Cathodic Protection?

Cathodic protection is a technique used to prevent the corrosion of metal surfaces. MATCOR uses a mixed metal oxide anode system that has become an industry standard in cathodic protection.

With Bakken Oil Pipeline, Enterprise Goes Where Others have Failed,” Reuters, June 24, 2014.

All aboard! Coastal rail service shakes off corrosion

Southport Lumber Company’s first rail car shipment has left the North Spit, and is on it’s way to Eugene.

Things got off to a rocky start Thursday morning, as the train left about four hours behind schedule.

General manager of the railroad, Tom Foster says, that’s to be expected when you’ve had fours years of inactivity on the rail line.

“Last night, we got everything lined up and ready to go and we were anticipating leaving early this morning and being out of here and on our way to Eugene with 12 loads. We’ve got the 12 loads, we’ve just had a little slower time than what we thought,” explains Foster.

He goes onto say, that the line is suffering from what he calls “rusty rail syndrome.”

Because it’s so wet here on the coast, corrosion piles up on the tracks, making the connection to the crossings inoperable.

For now, the port will have two people manning each crossing.

But all the trouble is not in vain. Foster says, Southport is pleased with the rail because it’s giving them another option.

“Before, the only option out of here was truck. Now all of a sudden, you know, they’ve sold 12 loads, they’ve got more loads sold next week, we’re gonna have more cars down here. We worked out some agreements with Union Pacific Railroad that’s gonna allow us to do that, so there’s gonna be a lot more movement both here,” replies Foster.

You can expect to see one train a week, running south on Monday or Tuesday, and heading north on Thursday or Friday.

And just to give you a comparison, this 12 load train hauls the equivalent of 36 trucks.

SOURCE: http://www.kcby.com/news/local/132277088.html

Connecticut College’s steel house getting chance to shine again

Shedding paint flakes the size of dinner plates, the rusty steel house huddled in a corner of Connecticut College’s campus appeared for years to be more of an eyesore than a historic treasure.

As one of few 1930s steel houses of its type still standing nationwide, though, the prefabricated cottage holds a pedigree on par with many better-known architectural jewels — and now it’s getting its chance to shine again.

A crew of restoration specialists spent much of the past week dismantling the boxy two-bedroom, 800-square-foot structure and meticulously marking each piece to be sent to a Philadelphia conservation firm.

Once every panel, beam and other item is cleaned of corrosion and special rust-resistant treatments are applied, they’ll be returned to New London next year. Then, it will be reassembled on the same foundation where Winslow Ames had the structure erected in 1933 after falling in love with the so-called “homes of tomorrow” that year at the World’s Fair in Chicago.

Ames, founding director of the Lyman Allan Art Museum adjacent to the Connecticut College campus, rented the yellowish-gray painted steel cottage to Navy officers and other tenants until he moved to Missouri in 1949 and sold it to the college.

It was used as faculty housing through 2004, when the cost and trouble of upkeep became so great that the college stopped renting it out and removed the plumbing and heating. It deteriorated quickly as the college, unsure what to do with it and unaware of its historic value, focused its efforts and money on other projects.

“It looked like what people might have thought of as an old rusty shed,” said Douglas Royalty, a conservation specialist overseeing the restoration with the college’s art history department chairwoman, Abigail Van Slyck.

“But when I first saw it,” he added, “I could tell that the college had something really special here.”

Three-quarters of a century ago, Ames thought he had something pretty special, too.

He and his wife, Anna, used part of her inheritance to buy the one-story steel house from General Houses Inc. for about $4,500, or about $78,000 in today’s dollars.

Then, having purchased land from the museum for $10, they had the 21- by 37-foot home assembled as gawkers watched from Mohegan Avenue and local news reports chronicled the community’s largely puzzled reaction to its boxy design.

“It comes from a time when modernism and prefabrication were really bubbling up in America,” Royalty said, noting the nation’s enchantment with Henry Ford’s assembly line and the need for affordable housing amid the Depression.

Although General Houses received significant attention in national publications for its so-called “machine for living,” it ultimately made fewer than 100 of the structures. It was defunct by the start of World War II as the American housing aesthetic changed and steel was in demand for the war effort.

Different types of prefabricated houses were built in the 1950s and, later, the proliferation of mobile homes firmly ensconced the concept in American culture, but the General Houses venture and similar Depression-era experiments were largely forgotten.

The passing decades saw a succession of tenants in Connecticut College’s steel house, a structure that was so tightly built that moisture became trapped within the insulated walls and gave corrosion a firm foothold.

Jim and Abbie MacDonald, who moved into the $90-per-month rental home in 1974 as newlyweds, recalled fondly that it warmed up quickly in the winter, but the moist interior put them on constant watch for mildew, especially in their books.

Their posters and other wall décor were secured by magnets and the 13 windows, which provided a nice cross-breeze on pleasant days, were covered by Abbie’s handmade corduroy curtains when blazing sun threatened to heat the home like an oven.

“It was our little honeymoon cottage,” said Jim MacDonald, a reference librarian at the college, who lived in the home with his wife through 1979. “It’s amazing how small it seems now in retrospect.”

John Carr, principal conservator of Milner + Carr Conservation, said the Philadelphia-based firm hasn’t taken on a project quite like the steel house before, but has used similar techniques to restore old diner cars from trains.

Like a skyscraper, the steel house has no frame and gets its strength from the beams and flanges connecting the walls and roof panels. That makes it even more important that every item is properly recorded and photographed for the rebuilding process.

“Nothing is going to be interchangeable,” Carr said. “It has to go back together in the same way it was taken apart.”

The restoration project is being funded with more than $100,000 in grants from the Dr. Scholl Foundation, the Connecticut Trust for Historic Preservation and other donations.

The building will eventually be used to house Connecticut College student groups that encourage conservation, such as its clubs for bicycling advocacy, renewable energy and sustainable gardening.

Carr said he knows of two other early 1930s steel houses, but that they are disassembled and in storage. Neither he nor Royalty know of others still standing, though they don’t discount the likelihood of others, like Connecticut College’s steel house, that could be quietly rusting away as their historic value remains unknown to their owners.

“They’re pretty rare, honestly, but they’re out there,” Royalty said.

SOURCE: http://www.google.com/hostednews/ap/article/ALeqM5jyQj4AYEXf_12HBe4LWBotOyicMQ?docId=0af5c03c3a974c02a41aee23f947cd5f

12 Montreal structures considered critical due to corrosion

Montreal Mayor Gerald Tremblay said on Wednesday that 12 bridges, tunnels and overpasses in the city identified by engineers as being in critical condition.

“We have the reports from our engineers that these structures are safe,” Tremblay told reporters at city hall, where technical details on 35 structures were made public.

“From the moment one of our engineers or technicians informs (us) they are not safe, we will close the structure or limit access to it either by (reducing the number of) lanes or limiting the load.

“Just because it is critical doesn’t mean it isn’t safe.”

The mayor also said his administration is raising the annual average amount needed for repairs to $50 million from $30 million because of the advancing age of the 586 structures in the city of Montreal’s network. The request for more funds will be made in a new three-year infrastructure plan to be unveiled Thursday, Tremblay said.

On Wednesday, the city of Montreal made public inspection reports for 35 infrastructures on its territory. Of the 12 listed in “critical” condition, two are closed to the public, and one has undergone major repairs since the information was collected late last year.

The 12 in “critical” condition are:

  • Henri Bourassa Blvd. E./Pie IX Blvd. overpass
  • The former Wellington St. Tunnel under the Lachine Canal
  • Henri Bourassa Blvd. E./Metropolitan Blvd. E overpass
  • Rockland Ave./Bates Rd. overpass
  • Beaudry Tunnel, north side of Notre Dame St. E., near the Port of Montreal (private roadway)
  • Jean Talon St. W. overpass (west of Wilderton Ave.)
  • Jolicoeur St. bridge over Montreal Aqueduct
  • CN Rail bridge crossing l’Acadie Blvd., north of de Louvain St.
  • Park Ave. overpass/Highway 40 and service roads
  • Henri Bourassa Blvd. E./Sherbrooke St. E. overpass
  • Upper Lachine Rd./St. Jacques St. overpass
  • Snow ramp at St. Michel Quarry (no public access)

The reports detail the sites’ deterioration:

  • The Henri Bourassa Blvd. E./Pie IX Blvd. site has support walls that are severely cracked. Exposed reinforcement bars have also been badly corroded.
  • Pillars have a series of cracks in them, with eroded concrete.
  • The Wellington Tunnel, which has been out of service since the roadway was rebuilt as an overpass, suffers severe corrosion on 66 per cent of the structure’s support system.
  • The Henri Bourassa Blvd. E./Metropolitan Blvd. site has corroded beams and severe damage to the structure’s decking, with a risk of falling concrete.
  • The Rockland Ave. overpass’s support structure has lost about 10 per cent of its load-bearing capacity. Concrete is eroding and exposing reinforcement bars to rust and corrosion.
  • The Beaudry Tunnel has severe water damage.
  • Jean Talon St. W. overpass has severe corrosion to its support structure.
  • The Jolicoeur St. Bridge has cracks covering 30 per cent of the supporting walls’ surface.
  • The CN Rail bridge crossing l’Acadie Blvd. has cracks covering 100 per cent of its supporting pillars. About 15 per cent of the supporting walls’ surface is severely damaged.
  • Park Ave. overpass/Highway 40 and service roads: Expansion joints have been paved over. About 40 per cent of the joints’ surface is defective.
  • On the Henri Bourassa Blvd. E./Sherbrooke St. E. overpass, about 80 per cent of the concrete on the eastern wall is severely chipped.
  • At the Upper Lachine Rd./St. Jacques St. overpass, 40 per cent of the support walls’ concrete is severely chipped, exposing reinforcement bars to corrosion.
  • At the snow-dumping ramp at the St. Michel Quarry, 90 per cent of the support wall is covered in cracks, chips and ruptures.

No immediate repairs are planned for the Wellington Tunnel and the Beaudry Tunnel, as both sites are off-limits to the public.

An additional site, the St. Jean Baptiste Blvd. overpass at Highway 40/Metropolitan Blvd. E., was missing waterproofing membrane along its expansion joints, causing moisture to seep in. Concrete was also badly damaged along the joints. Repairs have begun at this site.

In Montreal’s disclosure, the city made public, for each of 35 structures, one-or twopage “inspection summary sheets” on which engineers have rated the deterioration of various elements. For each of the 35, photos of trouble spots were also provided.

Richard Bergeron, of the opposition Projet Montréal party, accused the city of holding back more detailed “engineers’ reports” for its structures.

But city spokesperson Philippe Sabourin denied that. He said the documents made public Wednesday are the complete inspection reports. “We don’t have any other reports,” Sabourin said.

By month’s end, the city is to publish on its website more information about the 520 other structures under its control. For those, Montreal will release the same type of “inspection summary sheets” but will not include photos, Sabourin said.

Tremblay said the city will henceforth provide annual updates on the state of every one of its structures via its website.

This week, Quebec Transport Minister Pierre Moreau pledged to make public inspection reports for all 10,000 structures under his control.

He did not provide a timeline.

SOURCE: http://www.montrealgazette.com/structures+considered+critical/5401145/story.html#ixzz1Y1MUaLdE

‘Significant corrosion’ on Stillwater Lift Bridge

STILLWATER, Minn. — Temporary load restrictions begin Thursday for the Stillwater Lift Bridge after the discovery of significant corrosion on some of the bridge’s components.

The Minnesota Department of Transportation (Mn/DOT) says crews discovered the corrosion during a regularly scheduled inspection.

“Although the bridge can safely handle day to day traffic, heavy loads will wear the bridge out more quickly,” said Mn/DOT state bridge engineer Nancy Daubenberger. “Restricting the loads before and during the repairs will help prevent damage to the bridge.”

The temporary posting will reduce the legal load limits as follows:

· Single truck, from 28 tons to 24 tons
· Semi-truck, from 40 tons to 28 tons
· Trailer truck, from 40 tons to 28 tons

Mn/DOT crews are expected to begin work on the bridge later this week. Repairs should be finished in one week to 10 days.

Meantime, supporters of a new bridge say this latest development only strengthens their case for going forward with construction.

“It’s yet another wake-up call that we need a new bridge.  It’s an 80-year-old bridge.  July 1st it celebrated its 80th birthday.  You can keep pouring money into it, but it’s going to keep deteriorating,” said Stillwater Mayor Ken Harycki.

Just this week, Gov. Mark Dayton denied a request by 30 environmental groups to consider a plan for a much smaller bridge on the St. Croix river.

Dayton and bridge supporters have argued the latest plan — calling for a $690 million, four-lane bridge — would cause the least harm and enjoys the widest support.

Dayton has said he wants Congress to approve the project by late September or he’ll consider shifting more than $360 million in federal and state funds to other projects. Congress needs to pass an exemption to the U.S. Wild and Scenic Rivers Act.

The bridge is also scheduled for a repair project in fall 2012.

SOURCE: http://www.kare11.com/news/article/934635/396/Significant-corrosion-on-Stillwater-Lift-Bridge

Cincinnati museum center pitches $150M bond

Money would be used 
to help repair the 
80-year-old building.

Union Terminal is literally pushing itself apart.

Officials at the Cincinnati Museum Center went before the Hamilton County Commissioners Monday to ask for a $150 million bond to be put on the November ballot to help repair the 80-year-old building.

The commissioners didn’t say “no” to passing a proposal to the levy review committee, and Cincinnati Museum Center Board Chairman Otto Budig Jr. said they were “receptive to our point of view.”

In an independent study conducted by Cole Russell Architecture and Design at the request of the museum, they found the building is showing signs of “significant accelerated deterioration” as a result of the 1931 construction of the exterior wall system.

Specifically, the lack of internal flashing to expel moisture from the wall system has led to the corrosion of the internal steel I-beams. That moisture allows for the building’s inner structure to expand and bulge, leading to cracks behind the walls of the building’s hallmark original murals. That’s only one example of structural deterioration.

The more cracks there are throughout the building’s façade, the more water moisture seeps in, leading to a further deterioration of the steel I-beams, said Cincinnati Museum Center CEO Doug McDonald.

As a result, repair costs will increase at an exponential rate, McDonald said. And as deficiencies continue they have a compounding effect over time,in causing accelerated deterioration.

McDonald said now is the best time for the $150 million bond to be put on the November ballot.

“It will cost more later if we delay the repairs,” McDonald said. “This is the most cost-effective time to do it as construction costs are lower than they have been in a few years and interest rates are the lowest they’ve been in decades.

“If we miss the opportunity of low costs, then the cost goes up significantly.”

If repairs are delayed to 2016, it will cost upward of $225 million instead, $75 million more than the projected 2011 total, and the museum center is incapable of raising those kinds of funds, McDonald said.

“The public owns the building and we can’t raise that much money,” McDonald said. “It’s not our building, we’re a tenant, and so we need the public to help us with this.”

The bond issue would cost approximately $11 per year for a resident with a $100,000 home, Budig told commissioners on Monday. If voters pass the repair work, it would bring up to 1,200 jobs to the area, McDonald said.

The deadline to put issues on the ballot is Aug. 10 and a spokesperson for Commissioner Chris Monzel said the board is still reviewing the proposal before it the would consider passing it on to county’s review committee.

Although the city, not the county, owns the building, as Monzel pointed out on Monday, McDonald said the county is responsible for repairs.

“The city owns the building, the county owns the improvements, and there is more value in the improvements than the building,” McDonald said. “If you bought a building for a $1 million and you had a partner that put in $10 million into the building, then who owns the building?

“It’s the county’s asset.”

SOURCE: http://www.middletownjournal.com/news/middletown-news/museum-center-pitches-150m-bond-1199719.html

Illinois American Water continues its pipeline replacement program – Aging Infrastructure

The barricades are coming down on Illinois 159 at the Swansea-Belleville  border as Illinois American Water completes the first phase of its $1.6 million water  main replacement and corrosion project.

About  700 feet of 8-inch water main dating from 1958 was replaced at a cost of about $325,000.

The replacement program focuses on replacing mains where leaks occur,  corrosion has caused damage or the size of the pipe isn’t sufficient.

Work on the $1.6 million project is starting up in other parts of the  metro-east as 1.8 miles of two-inch water mains are replaced with six-inch and  eight-inch mains.

The replacement will enhance water quality and water pressure, as well as  fire protection, the company said. The main replacement projects kicked off in  May with the replacement of about 800 feet of water main on Fahey Place in Belleville.

“Water mains are critical to the delivery of water for use by residents,  businesses, manufacturers and fire fighters,” said Grant Evitts, operations  manager for Illinois American’s Interurban District. “While this infrastructure  is underground and out of sight, it is easy to take it for granted, but at  Illinois American Water, we continue to invest to ensure reliability.”

“The age of the pipes coupled with corrosion and sediment accumulation over  the years makes the replacements necessary,” Evitts said. “Illinois American  Water continues to invest annually in its systems to ensure that local water  quality and service continues to be as good as or better than local, state and  federal quality standards.”

SOURCE: http://www.bnd.com/2011/06/14/1747648/barricades-on-illinois-159-in.html#ixzz1PFYN2h7E

Engineers use Route 23 bridge in Wayne to study corrosion

WAYNE – An international team of engineers and researchers, each dressed in a yellow vest and hard hat, on Tuesday poked and prodded – so to speak – at a steel string bridge, looking for signs of deterioration & corrosion.

International engineers conduct a study of highway bridge deterioration using a bridge on Route. 23 in Wayne for the test.

As drivers whizzed by without giving thought to the condition of the structure, the engineers were unleashing a variety of high tech tools – ground penetrating radar, ultrasonic equipment and impact echoing technology – to aid them in evaluating the bridge deck that spans Route 23. The bridge carries traffic over Mountainview Boulevard in Wayne.
They are part of the “International Bridge Study,” a project organized by the Center for Advanced Infrastructure and Transportation at Rutgers University in June 2010. It brings together engineers and researchers from Japan, Switzerland, Austria, Korea, the United States and other nations to study the North Jersey bridge, according to Carl Blesch, a spokesman for Rutgers University.

Their purpose is two-fold. They are looking for ways to identify bridge corrosion early so that it can be treated earlier – when the cost is less expensive. They are also looking for ways to treat corrosion that extends the life of infrastructure in their own countries.

“We have no sustainable path forward to manage our infrastructure,” said Franklin Moon, an associate professor of structural engineering at Drexel University, a lead engineer on the project.

“If you want a public infrastructure system, someone has to pay for it. Public infrastructure costs more now than it has to cost,” he said. “We’re spending a lot of money on repairs we might not need to do if we can catch them early.”

Moon said there are 600,000 bridges in the nation and 66,000 in New Jersey. He said he believes agencies are spending more to maintain bridges than they need to because bridge repairs often do not occur until the deterioration has progressed significantly.

He said corrosion expands the rebar in the bridge and when it expands, it pops the concrete, creating a pothole. If the corrosion is detected earlier, it can be treated – with a corrosion inhibitor, for instance – which can prevent it from expanding, he said.

“It’s analogous to finding cancer early so you can deal with it,” he said. “Find cancer late and you’re in trouble … If you let that go to the point that it’s spalling and you’ve got potholes, now you’re out there with a jack hammer and replacing it.”

Moon said the New Jersey Department of Transportation selected the Wayne bridge to study because it is representative of 2,600 other bridges in the state. They all have similar drainage, deck quality and vibration issues, he said.

This bridge, which was built in 1983, handles about 73,100 vehicles a day, said Tim Greeley, spokesman for the state transportation department.

It was last inspected in July 2010, and “is in overall fair condition,” he said.

Greeley said all bridges 20-feet in length or longer are inspected at least every two years.

The teams will meet for a workshop June 14 and 15 to share findings and make recommendations.

SOURCE: http://www.northjersey.com/news/Engineers_use_Route_23_bridge_in_Wayne_to_study_corrosion.html