Moose Creek Bridge

The purpose of the project is to investigate the Construction Engineering infrastructure and process involved with the designing and building of the Goodwill Bridge.

The Engineering Grand Challenge of restoring and improving urban infrastructure involves a foundation of challenges faced by architectural engineers today. Specifically, it is about repairing the infrastructure of a society, including its power grids, water infrastructure, roads, bridges, sustainable structures, and anything that provides support to our thriving lifestyle. Admittedly, improving infrastructure is an important challenge that can be fixed if there are new systems put in place that allow for improvement at any time in the future. The challenge of restoring and improving an urban infrastructure can be accomplished, but there need to be technological advances, and support from the government. Equally important is the need for programs with sufficient financial resources that can provide for a more up to date installation of the various components of an urban infrastructure.

Later on Phoenix Bridge Company was chosen as promised and it was stated that their tender is the “best and cheapest” offer. The project began in October 1900. Cantilever design was the best fit and it would be the longest cantilever structure in Canada.

In Washington, the Interstate 5 bridge, which crossed the Skagit River, collapsed last month. The damage of this accident included two cars broke and three persons injured. According to officials, the bridge fell into the river after the large truck hit a beam. The bridge had a risky condition called facture critical. The U.S has a lot of bridges; however, nearly two thousand bridges were built between the middle of 1950s and the 1970s, so those ones are obsolete bridges. In addition, back then, the government cut corners in bridge buildings to cost reduction. Although gas and diesel taxes attempted to allocate to restored the bridge, the government cloud not collect money enough to repair the bridge because people began to use efficient vehicle.

Calculations were performed to determine the effectiveness of the design of the platform. Allowing for a safety factor of 1.5 times the design weight of 10kg and considering the bridge must not be overdesigned; plans were made for the bridge to fail at 25kg, 2.5 times that of the design weight. According to the calculations, the bridge would hold a load of over 15kg and experience failure at 20kg in the members. These calculations were later disproven in the testing, breaking 8kg earlier than expected, due to unforseen errors. An analysis of the bridge design and calculations has been included at the end of this report.

America has 5,540 deficient bridges alone, according to the American Society of Civil Engineers’ Infrastructure Report Card. Every four years, ASCE provides America with an assessment including recommendations, condition, and needs for the nation’s infrastructure. In a basic A-F format, the Report Card is graded in eight main categories: capacity, condition, funding, future need, operation and maintenance, public safety, resilience, and innovation. This report card, since 1998, has given the nation a steady D, only rising to a D+ in the 2013 report. The Report states that there is a need of 3.6 trillion dollars in investments by 2020 to raise the grade up to a B. Funding America’s infrastructure is of major controversy and debate. Starting

However, the city determined that one bridge would not sufficiently handle the volume of traffic during the 18 months it would take to complete a new bridge. Thus, City councillors, working with the Ontario Ministry of Transportation and engineers from Declan Corporation of Toronto, conceived the plan of building a new bridge adjacent to the swing bridge, and later sliding it into place (Anderson & Trenkler, 1991). But, before the construction of the new bridge could commence, engineers had to reverse the direction of the swing rotation of the existing bridge, as it swung directly towards the site the new bridge would be built and would impede on the construction process (Anderson & Trenkler, 1991). Once the planning was finalized and the site prepped, construction could begin.

The study found that alternatives needed to be considered for rehabilitation; however, repairing the existing bridge would be difficult as conditions continued to deteriorate. The study also noted that the local street network would not be able to safely carry the diverted traffic. The study led to the conclusion that it was time to prepare to identify and evaluate the potential implications of future solutions to the issue (New York State Department of Transportation,

Since most transportation experts say is necessary at least in the short term—raise the federal gas tax, which has been frozen at 18.4 cents per gallon for the past two decades— FHTF-RAIAPS is considerable a viable approach for completing the job of restructuring American bridges. The urgency exists in any way the problem is defined, the FHTF is on the edge of bankruptcy and American bridges are collapsing, but, FHTF-RAIAPS finds the rational way in evaluating both faces of the problem within a systematic and operational applicability to ensure maximum utility.

In addition to the primary and design load calculations required in bridge design, four design limit states must

The North Fork Campbell Creek Bridge is a prestressed, reinforced-concrete girder bridge aligned primarily in the north-south direction and located in Anchorage, Alaska. It is a combined four lane highway structure constructed in 2007.The bridge has three continuous spans supported by two center piers with total length 109 m. The bridge has a slight curvature in profile and is skewed in plane. Each span consists of 11 prestressed RC girders, connected to each other by the diaphragms and shear connectors, and an asphalt concrete layer on the top of them. Each girder is supported by steel reinforced elastomeric bearing pads at the abutments and pier caps. The piers and seat-type abutments of the bridge are skewed at an angle of 65° compared

An inhabited bridge is defined according to Jean Dethier in “Inhabited Bridges, past, present and future, An interview with Jean Dethier”, in Living Bridges (1996) as follows:

The most dramatic bridges use complex systems like arches, cables, or triangle-filled trusses to carry the roadway between majestic columns or towers. However, the work-horse of the highway bridge system is the relatively simple and inexpensive concrete beam bridge.

Our transportation system, quite arguably, may embody our most vital system, as Infrastructure and Democracy clarifies, “access is the hallmark of a great infrastructure” (Jones, Reinecke). By great contrast, our roads remain a current issue. 42 percent of America’s urban highways remain congested, costing the United States 101 billion dollars in wasted time and fuel each year. Also, the32 percent of roads, in poor or mediocre condition, cost the average traveler $324 per year (American Infrastructure Report Card). Unfortunately, updating the highway systems seems longer than it may seem, as the Government Accountability Office (GAO) estimates that from proposal to completion most highways will need nine to nineteen years to fix (Leduc, Wilson 129). In addition to the roads, our bridges are failing just as much. One of every nine bridges within the United States is categorized as structurally deficient. The average bridge 42 years old, and in order to eliminate the bridge renovation backlog, our country would need to invest twenty and a half billion dollars until 2028 (American Infrastructure Report Card). However, in 2013, the United States only invested 12.8 billion dollars in bridge reconstruction and repair (American Infrastructure Report Card). Also, our countries transit

Because of advancements in today’s technology in construction field, many types of bridges are being constructed depending on the requirement and their suitability for the situations.