Steel bridges corrode due to environmental exposure. The consequence is a reduction in both the

To fix the failing infrastructure problem, one must identify why the structures, in this case bridges, are failing in the first place. Civil engineers have identified that the problem is not cause by one singular factor, but a multitude of factors including age, materials, environment, faulty design, and lack of maintenance. Environmental factors are the biggest concern engineers run into because it is

When bridges are poorly constructed, they may fail due to load they carry, collision by derailed trains or even by vehicles that lose control leading to catastrophic incidences. However, if bridges are well-constructed, the chances or injury are greatly minimized in the event of an accident. Discussed in the subsections are the requirements of AS 5100 standards in relation to cable-stayed bridges and include design requirements for bridges, bridge aesthetics, bridge functional requirements, bridge component design requirements and bridge construction

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.

There are many differences between our bridge and other bridges. One being location. Another one being that thing that was sacrificed for it. Another one being cost. Also another difference would be weight and capacity, and the size or length.

Since the early days, the men try overcome environmental challenges and, in this process, ends up creating amazing masterpieces of engineering. Among this works, the bridges appears as the clearest representatives of how the mankind could adapt to Earth’s contours. If the shape of landscape can’t be changed, the bridges are the solution to link two places and allows the connection of the traffic to improve aspects such as the communication and the trade. Depending to the need, to the sources and to the environment, the bridge can be constructed in a specific configuration. There are five main sorts of bridges configurations. First, there is the simplest bridge, the beam bridge. Second, the arch bridge, one of the oldest kind. There are the truss, composed of set of trellises. Lastly, there are the cable-stayed and

Several students are doing Science Fair projects at Woodstock Middle School and I am one of the seventh grade students. The topic I shall be doing is on how bridge structure affects the weight bearing capacity. I chose this specific topic to guide bridge builders in the right direction on what bridge is safest for public use. The key topics I plan to research on include the following: Beam, Warren Truss, suspension, cable-stayed, and arch bridges. I shall use the scientific method to guide me through this process.

This paper analyses one of many hazards existing in Rusaifah Bridge and Intersection Construction Project. The intentions of this paper are to analyze and assist the risk of the hazard using different Risk Assessment Matrices. The paper demonstrates different scenarios of human and environmental factors that could contribute to the risk of the hazard. Construction accidents can be eliminated by recognizing the root causes of accidents, which could be achieved by implementing accident investigation techniques such as Human Factor Theory. The theory provides explanations why accidents happen. This paper provides a reasonable measure to reduce the risk of this hazard to a minimum level.

Bridges are structures that become very susceptible as time passes. In Oregon there have been many bridges being identified to be seismic vulnerable. In an article by Ed Jahn, he sates, “nearly sixty percent of state-identified lifeline bridges likely to collapse or be potentially taken out of use after a quake” (Jahn). Bridges are a whole different story because they aren’t easy to be re-evaluated when they are used constantly by people to get around. The problem with many of these structures, though is that more than half of these bridges were built before 1970 (Jahn). Because of this they aren’t reinforced with new building codes making them highly vulnerable to any disaster to the point of collapsing. It isn’t an easy thing to fix the problems with a bridge because many seem stable but are still at great risk. It is known that “Today, they're still building fracture critical bridges with the belief that they're not going to break,” (Rosenker). Even when a bridge is being identified to see if it’s stable a lot of the time they are thought to be ok, but are really in a bad condition. Because they aren’t fully evaluated, and if a disaster were to hit in a certain location it could cause the bridge to

When the bridge was tested, at 26 pounds of pressure, it began to buckle. The top support near the middle of the bridge on one side caved in, and as the weight increased, more of the top supports collapsed. At 47.3 pounds of pressure, the bridge snapped in half. By the end of the testing, the bridge had lost all of it’s top supports, two sections of diagonal supports on either side, and a small portion of the roadway.

Corrosion occurs when there is a chemical reaction the environment. For corrosion to occur you must have either two different kinds of metal, oxygen and water. Corrosion impacts the truss bridge by corroding the bridge making it weaker. The blue parts of the sketched bridge are where corrosion would impact the bridge the most. It would impact the blue parts because it is where most of the bolts are located. Corrosion can occur in the blue parts because bolts and nuts most commonly have different metal then the bridge does

The article “Reliability based design applied to retaining walls”, by Bak Kong Low seek to introduce a different approach on design procedures for retaining walls. It involves achieving a homogenous result as the Hasofer-Lind reliability index and first-order reliability method (FORM), using Microsoft Excel, in an intuitive expanding dispersion ellipsoid perspective. The method, claimed by the author, provides more straightforward computations and interpretations of the aforementioned reliability-based design procedures. It is emphasised that the article considered the methodology and concepts with respect to reliability based design, and not in its widest aspect (Low, 2005). Hence, the author illustrated the practical spreadsheet-automated reliability analysis through two cases. One is a simple retaining wall with two random variables and the other one is an anchored retaining wall with nine random variables. For the latter case, it was considered as correlated normal variates initially and correlated non-normals after that. The intuitive expanding dispersion ellipsoid perspective and the definition of reliability index were explained in the main body of the paper. Any limitations, correlations and uncertainties were discussed briefly as well.

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.

Abstract: Advancement in recent years on the efficiency of glass fiber-reinforced polymer (GFRP) in production and cost benefits have increased their use as alternative means to steel rebar in bridge deck bases. The purpose in applying rebar is to increase the tensile strength of concrete. Considering the versatility of bridges there are many factors that need to be analyzed when choosing whether to use steel rebar or GFRP material such as: cost, tensile strength, and weather resistance. Stress-strain graphs were calculated, graphed, and analyzed to determine the yield tensile strength and stiffness of steel rebar and GFRP. Data collected from alkaline bath tests were graphed and analyzed to determine the thermal and corrosion resistance of each material. Costs per square inch of each material were also compared as well as each materials quality and life expectancy. The results of the conducted test analysis found the GFRP to have greater thermal resistance, lower cost, and higher life expectancy than the steel rebar, however the steel rebar’s stiffness was found to be about six times larger than the GFRP’s. These results suggest that the advancements in GFRP can provide longer lasting bridge structures and will change the future of construction and restoration of bridges.

In this section, the mobilization of soil lateral resistance during the barge impact to each of piers 1 and 3 are evaluated to realize the resistance contribution of pier’s substructure and its relevant SSI against the barge impact load. Consequently, in the next section, the distributions of energy among the barge and the pier components in the barge-pier system will be assessed to study the effects of pier substructure and its relevant SSI on the piers structural responses. Since a barge impact load is laterally applied on the impacted pier, the soil lateral resistance has a more significant role than other directions in the resistance of the pier against the barge impact load. Therefore, in this paper, only the soil lateral resistance

The authors in this paper have enunciated a proper procedure for the assessment of failure and a system and correct analysis procedure has been shown by taking into consideration the overturning stability of the unit, preload requirements and the structural integrity of the legs and the leg holding system (pinions) under storm loading. The hull strength has been