Resistation Of Lateral Resistance In The Barge-Pier System

Among the hundreds of thousands bridges in the world, two worth mentioning for their history and unique features. These two engineering masterpieces are the Mike O'Callaghan-Pat Tillman Memorial Bridge, as known as Hoover Dam Bypass Bridge and the Akashi Kaikyo Bridge. Through the analysis of their characteristics, it is possible compare and contrast these projects in aspects such as historic facts, design features, and environmental and construction challenges.

This mitigation feature will make splitting of the fascia less likely during a future hurricane, increasing the uplift capacity of the pier slightly

Two piers of St. George Island Bridge which are different in the characteristics of the structure, substructure, and in the classification of soil layers, are selected to simulate the barge-pier collision in LS-DYNA. Figure 2(a) shows the elevation view of the St. George Island Bridge in which the location of piers 1 and 3 in the south side of the navigation channel, water level, and the sea bed elevation are presented. Also, Figures 2(b) and (c) demonstrate the dimensions and the elevation of the impact zone, water level, sea bed (mud-line) level, and the soil layers related to piers 1 and 3, respectively. The water level in the location of the Pier-1 is 2.74m above the piles’ cap surface level and the sea bed level is at the same level of

WSDOT’s Mud Bay identical bridges built in 1958 has experienced one of the worst cases of column deterioration in the state. Mud Bay Bridges are located in the Olympic region, serving both Northbound and South Bound of US101, and spans over the Eld Inlet (Map shown in Figure 3). Each bridge consists of 9 piers with 11 columns per pier. Columns of piers 4,5, and 6 on both bridges are submerged in the Eld Inlet and have experienced significant deterioration. The earliest inspection records available on BEISt were recorded in 1996, at the time of this inspection the bridge was 38 years old. At the time of the 1996 inspection all 33 non-submerged columns were still in CS1, while the submerged columns had 14 in CS2, 20 in CS3 and 10 in CS4. Table 1 shows the number of columns in each condition state from initial inspection recorded in 1996 though inspection done in 2008 (before major repair work was performed) for the East Bridge. Images of deterioration from inspection conducted by WSDOT are shown in Figure 3 and Figure 4

Collision forces, caused either by a service vehicle striking the structure, or by some moving object in the channel beneath the bridge, for the foundation of a bridge may be struck by logs, ice, by a ship, or by a derailed locomotive;

Prior of this time, most bridge design were based on trusses, arches, and cantilevers to support heavy freight trains. Automobiles were obviously much lighter. Suspension bridge design had been envolving into producing bridges of maximum grace, lightness and flexibility which actually was more suited for carrying lighter cars and not heavier train. Unfortunately, engineers did not fully understand the response of the suspension bridge design to these poorly understand forces. The second reson was due to the excitation of torsional mode. The Tacoma Narrows Bridge was built with shallow plate girders instead of the deep stiffening trusses of railway bridges, in which trusses allowed wind to pass through but plate girders, on the other hand, present an obstacle to the wind. As a result of its design, it was proved that the bridge was too light and unstable. And causing alloping Gertieaction which were driven by the wind were being experienced by the bridge.

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

So strong in the circumstance, this Bridge. It can resist the very strong blow of winds from the Bay.

The process of removal of sediments from around the bridge piers is referred to as bridge scouring. The major cause of scouring is the increase velocity of the flowing water which takes away the sediments with it causing the formation of scour holes thereby compromising the integrity of the structure. In United States, bridge scour is one of the three main causes of bridge failure and it has been estimated that 60% of all bridge failure results from scour and other hydraulic related causes. One such disaster is the Schoharie Creek Bridge Collapse which took the life of 10 people and caused the bridge related failures of about $30 million. From the above case study, it was evident that scouring has very adverse effects in terms of loss of life,

The comparison of measurement and prediction of prestress losses in prestressed members is highly documented in literature. Hale et al. (2006) studied the prestress losses behavior of girders subjected to increased fiber stresses. They concluded that the previous AASHTO LRFD Specifications equations (2004) overestimated the prestress losses by roughly 50%. It was found that the NCHRP Report 496 (Tadros et al., 2003) equations predicted the losses to within an average of 6%. Currently, there have been quite a few investigations on empirical models for prestress losses for HSC. In a study conducted by Kowalsky et al. (2001) on several HPC bridge girders in North Carolina to determine the prestress losses of HPC girders. The researchers found shrinkage losses were a small component of the overall prestress losses and that the elastic shortening and creep losses were the main contributors. These larger than expected losses from elastic shortening and creep were because of a predicted modulus of elasticity that was higher than actual. The total prestress losses ranged from 12.9% to 19.1% of the initial jacking stress. In an investigation conducted by Tadros et al. (2003), seven full-scale bridge girders were instrumented in Washington, Texas, Nebraska and New Hampshire to determine the prestress losses of HPC girders. The total prestress losses measured were found to be lower than the AASHTO LRFD (1998) model. Modified expressions were proposed to AASHTO and later adopted in

The Abry Brothers field teams are experts in geotechnical engineering and know exactly how to encounter and fix a foundation problem. According to these experts, the changes in the weather and soil conditions are the prominent causes of the foundation problems. The hot weather of Texas causes the soil to lose moisture and settle, and the rainy weather causes the soil to expand and push the foundation upwards. These recurrent changes disturb the foundation and cause problems. Employing the idea of building the support on the hard rock layer, the Abry experts make a deep hole in the ground that reaches the hard rock surface, and then use concrete piers to build the support. Thus,

The bridge has a strong tower keeping the bridge away from collapsing, while the web trusses were used to hold up the deck and the road from breaking and snapping but also a resistant to shear forces and torsion. In today’s bridge structures, they often fail under strong winds, therefore there is a supporting system beneath the bridge called a deck truss. This reinforces the bridge’s deck and it decreases the tendency of the roadway to wave and move. However, the dead loads are the external forces that are acting on the bridge are the gravity and the materials that were used to build, it also refers to the weight of the bridge itself as a dead load. The live loads are the carts, cars, trains and even humans are the external forces that the

Introduction: Bridges are constructed to withstand the forces of compression,tension,shearing,and torsion in a variety of ways. These consist of I beams , steel , arches, truss’s, bounded steel(suspension bridges) and even beams. Compression is the act when an object is being compressed or compressing , while tension is when an object is being stretched. Shearing in a bridge is when the bridge begins to bend , suspension bridges combat it very well. If built incorrectly bridges can undergo ,causing immense amount twist action to occur.

The building of the bridge and roads connecting to it has been contracted to Forth Crossing Bridge Constructors (FCBC). This is a collaboration of four experienced civil engineering companies – Hochtief solutions AG, Germany; Dragados, Spain; American Bridge, USA; and Morrison Construction, Scotland.

Superstructure bears the load that is being passed over the bridge and it transmits the forces caused by the same to substructure. Load received from the decking is transferred on to the substructure by Bearings. They also distribute the load evenly over the substructure material as it may not have sufficient strength to bear the superstructure load directly. Piers and Abutments are the vertical substructures which transfer the load to the earth in the foundation. Wing walls and returns are constructed as the extension of