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Field Testing and Structural Analysis of Burr Arch Covered Bridges in Pennsylvania
Field Testing and Structural Analysis of Burr Arch Covered Bridges in Pennsylvania Douglas Rammer1, James Wacker2, Travis Hosteng3, Justin Dahlberg4 and Yaohua Deng5 ABSTRACT: The Federal Highway Administration sponsored a comprehensive research program on Historic Covered Timber Bridges in the USA. This national program's main purpose is to develop improved methods to preserve, rehabilitate, and restore timber bridge trusses that were developed during the early 1800s and, in many cases, are still in service today. One of the many ongoing research studies is aimed at establishing a procedure for safely and reliably load- rating historic covered bridges though physical testing and improved structural modelling. This paper focuses on recent field work and analysis of four Burr Arch through-truss-type covered bridges located in Lancaster County, Pennsylvania. An overview of field evaluation methods, loading testing, and structural modelling procedures are included along with a comparison of field measurements and structural model prediction of bridge behaviour. KEYWORDS: loading rating, structural analysis, covered bridges, historical landmark, burr arch 1 INTRODUCTION 123 established for historic covered bridges. Given the historic nature and unusual geometric features of these The Federal Highway Administration (FHWA), in structures, a procedure needs to be established detailing partnership with the USDA Forest Products Laboratory how to safely and reliably determine load ratings for and the National Park Service (NPS), sponsored a historic covered timber bridges through physical testing. comprehensive national research program on Historic Covered Timber Bridges in the USA. The main purpose Similarly, the complex behavior and unique details of is to develop improved methods to preserve, rehabilitate, covered bridges make structural modeling a daunting task and restore timber bridge trusses that were first developed for the typical bridge engineer. -
MS-1 PART III Photographs
MS-1: Wright Brothers Collection PART III WRIGHT FAMILY PHOTOGRAPH COLLECTION This series includes many original photographic prints made by the Wrights from their own negatives shortly after the images were taken. The Wrights exposed at least 303 gelatin dry plate negatives in the course of documenting their process of invention. All of their glass plate negatives were given to the Library of Congress in 1949, but many of their original prints remained with the Estate of Orville Wright. Many of the Wright Brothers’ original negatives were damaged in Dayton’s great flood of 1913, when they were submerged for up to four days. The Wright State University collection includes some images for which no negatives exist at the Library of Congress and so many of these prints are unique. In addition, this collection includes hundreds of prints collected by the Wrights through their association with other aviation pioneers such as Octave Chanute, and a great variety of aeronautical prints either collected by them, or sent to them by well-wishers through the years. While the major prints exist in both collections, both the Wright State University collection and the Wright collection in the Prints and Photographs Division of the Library of Congress contain many images that are unique to each collection. Wilbur and Orville Wright began photographing their experiences on the Outer Banks using a 4 x 5 inch dry plate camera. In 1902 they purchased a Korona view camera which used 5 x 7 inch dry plates. They developed their negatives and made prints in the darkroom they set up at their home in Dayton. -
Aviation March 2010 Central Illinois Teaching with Primary Sources Newsletter
Aviation March 2010 Central Illinois Teaching with Primary Sources Newsletter EASTERN ILLINOIS UNIVERSITY SOUTHERN ILLINOIS UNIVERSITY EDWARDSVILLE CONTACTS Ready for Take Off:Aviation • Melissa Carr [email protected] Editor • Cindy Rich [email protected] • Amy Wilkinson [email protected] INSIDE THIS ISSUE: Topic Introduction 2 Connecting to Illinois 3 Learn More with 4 American Memory In the Classroom 5 Test Your Knowledge 6 Images Sources 7 eiu.edu/~eiutps/newsletter Page 2 Aviation Ready for Take Off: Aviation Welcome to the 29th issue of the Central Illinois authority, Wilbur writes, “For some years I have been Teaching with Primary Sources Newsletter a afflicted with the belief that flight is possible to man.” collaborative project of Teaching with Primary Sources The Wright brothers spent many years researching the Programs at Eastern Illinois University and Southern early studies of flight such as balloons, kites and gliders. Illinois University Edwardsville. This school year we want They designed a wind tunnel generating almost 12 to bring you topics that connect to the Illinois Learning horsepower to test the shape of gliders. Based on their Standards as well as provide you with amazing items research, the Wright brothers constructed their first from the Library of Congress. plane called the “Flyer” which weighed 605 pounds. On Aviation is not specifically mentioned within the ISBE December 17, 1903, Orville Wright piloted the first heavier-than-air flight. The flight lasted 12 seconds and Learning Standards. However, items pertaining to aviation such as invention are mentioned for the flew 120 feet. These early flights by the Wright brothers following Illinois Learning Standards (found within goal, are the foundation for flight as we know it today. -
Over Jones Falls. This Bridge Was Originally No
The same eastbound movement from Rockland crosses Bridge 1.19 (miles west of Hollins) over Jones Falls. This bridge was originally no. 1 on the Green Spring Branch in the Northern Central numbering scheme. PHOTO BY MARTIN K VAN HORN, MARCH 1961 /COLLECTION OF ROBERT L. WILLIAMS. On October 21, 1959, the Interstate Commerce maximum extent. William Gill, later involved in the Commission gave notice in its Finance Docket No. streetcar museum at Lake Roland, worked on the 20678 that the Green Spring track west of Rockland scrapping of the upper branch and said his boss kept would be abandoned on December 18, 1959. This did saying; "Where's all the steel?" Another Baltimore not really affect any operations on the Green Spring railfan, Mark Topper, worked for Phillips on the Branch. Infrequently, a locomotive and a boxcar would removal of the bridge over Park Heights Avenue as a continue to make the trip from Hollins to the Rockland teenager for a summer job. By the autumn of 1960, Team Track and return. the track through the valley was just a sad but fond No train was dispatched to pull the rail from the memory. Green Spring Valley. The steel was sold in place to the The operation between Hollins and Rockland con- scrapper, the Phillips Construction Company of tinued for another 11/2 years and then just faded away. Timonium, and their crews worked from trucks on ad- So far as is known, no formal abandonment procedure jacent roads. Apparently, Phillips based their bid for was carried out, and no permission to abandon was the job on old charts that showed the trackage at its ' obtained. -
Timber Bridges Design, Construction, Inspection, and Maintenance
Timber Bridges Design, Construction, Inspection, and Maintenance Michael A. Ritter, Structural Engineer United States Department of Agriculture Forest Service Ritter, Michael A. 1990. Timber Bridges: Design, Construction, Inspection, and Maintenance. Washington, DC: 944 p. ii ACKNOWLEDGMENTS The author acknowledges the following individuals, Agencies, and Associations for the substantial contributions they made to this publication: For contributions to Chapter 1, Fong Ou, Ph.D., Civil Engineer, USDA Forest Service, Engineering Staff, Washington Office. For contributions to Chapter 3, Jerry Winandy, Research Forest Products Technologist, USDA Forest Service, Forest Products Laboratory. For contributions to Chapter 8, Terry Wipf, P.E., Ph.D., Associate Professor of Structural Engineering, Iowa State University, Ames, Iowa. For administrative overview and support, Clyde Weller, Civil Engineer, USDA Forest Service, Engineering Staff, Washington Office. For consultation and assistance during preparation and review, USDA Forest Service Bridge Engineers, Steve Bunnell, Frank Muchmore, Sakee Poulakidas, Ron Schmidt, Merv Eriksson, and David Summy; Russ Moody and Alan Freas (retired) of the USDA Forest Service, Forest Products Laboratory; Dave Pollock of the National Forest Products Association; and Lorraine Krahn and James Wacker, former students at the University of Wisconsin at Madison. In addition, special thanks to Mary Jane Baggett and Jim Anderson for editorial consultation, JoAnn Benisch for graphics preparation and layout, and Stephen Schmieding and James Vargo for photographic support. iii iv CONTENTS CHAPTER 1 TIMBER AS A BRIDGE MATERIAL 1.1 Introduction .............................................................................. l- 1 1.2 Historical Development of Timber Bridges ............................. l-2 Prehistory Through the Middle Ages ....................................... l-3 Middle Ages Through the 18th Century ................................... l-5 19th Century ............................................................................ -
Technical Approach. Results
October 27, 2017 Kevin R. Kline, PE, District Executive PennDOT Engineering District 2-0 1924 Daisy Street - P.O. Box 342 Clearfield County, PA 16830 Dear Mr. Kline: Reference. PennDOT Engineering District 2-0, Statement of Work, subj: Concept Design for Vehicle Bridge over Spring Creek along Puddintown Road in College Township, Centre County, PA, dated September 1, 2017. Statement of Problem. The Spring Creek bridge, an integral part of College Township, was destroyed by a flood and has significantly altered the daily routines for all community members. Objective. To create a new design for the now-destroyed Spring Creek bridge. Design Criteria Using the bridge designer software, undergo two phases of design for both a Howe bridge and a Warren bridge: one to test economic efficiency and the other for structural efficiency. After achieving optimal specifications, construct both bridges out of popsicle sticks and test them to failure. Technical Approach. Phase 1: Economic Efficiency. For both the Howe and Warren bridges, design solutions that fit the constraints of $150,000 to $300,000 while stably holding the bridge’s own weight and a dead load. Phase 2: Structural Efficiency. Minimize the compressive and tension forces acting on the Howe and Warren designs while keeping them stable and in the cost constraints. Results. Phase 1: Economic Efficiency. After much trial and error, we came to a design that was able to support its dead weight, and the weight required. Although this met all design constraints, the economics of the trusses were far too great. We then took to research to try to understand the types of materials and how they would react under tension or compression. -
Chapter 3—Historic Context for Common Historic Bridge Types
Chapter 3—Historic Context for Common Historic Bridge Types 3.0 HISTORIC CONTEXT FOR COMMON HISTORIC BRIDGE TYPES This Chapter presents the historic contexts for the most common bridge types extant in the United States today. A “common historic bridge type,” as defined for the purposes of this study, will possess all of the characteristics below. 1) It is Common: a bridge type that is prevalent, i.e., the type is widely represented in extant examples throughout the regions of the United States. (As the discussions of the individual bridge types in this chapter indicate, some types are much less common than others.) 2) It is Historic: a type of bridge that meets National Register of Historic Places (NRHP) criteria for evaluation of significance, as outlined in the National Register Bulletin, How to Apply the National Register Criteria for Evaluation. This includes types that are more than fifty years of age as of 2005. The date of 1955 was selected as the cut-off date for this study because it covers the period up to the passage of the Federal Aid Highway Act of 1956, which established the Interstate System and which permanently changed highway planning and design. (Since there are few NRHP-eligible or listed examples of types that have developed since 1955, they are not considered both historic and “common.”) 3) It is a Bridge Type: the primary determinate of “type” is the “form,” or manner in which the structure functions. A bridge type is not defined strictly according to materials; method of connection; type of span; or whether the majority of the bridge structure exists above or below the grade of travel surface. -
Wings of Their Dreams: Purdue in Flight, Second Edition John Norberg
Purdue University Purdue e-Pubs Purdue University Press Book Previews Purdue University Press 10-2019 Wings of Their Dreams: Purdue in Flight, Second Edition John Norberg Follow this and additional works at: https://docs.lib.purdue.edu/purduepress_previews Part of the History Commons This document has been made available through Purdue e-Pubs, a service of the Purdue University Libraries. Please contact [email protected] for additional information. THE FOUNDERS SERIES The Founders Series publishes books on and about Purdue University, whether the physical campus, the University’s impact on the region and world, or the many visionaries who attended or worked at the University. Other recent titles in this series: Ever True: 150 Years of Giant Leaps at Purdue University John Norberg Purdue at 150: A Visual History of Student Life David M. Hovde, Adriana Harmeyer, Neal Harmeyer, and Sammie L. Morris Memories of Life on the Farm: Through the Lens of Pioneer Photographer J. C. Allen Frederick Whitford and Neal Harmeyer A Purdue Icon: Creation, Life, and Legacy James L. Mullins Scattering the Seeds of Knowledge: The Words and Works of Indiana’s Pioneer County Extension Agents Frederick Whitford Enriching the Hoosier Farm Family: A Photo History of Indiana’s Early County Extension Agents Frederick Whitford, Neal Harmeyer, and David M. Hovde The Deans’ Bible: Five Purdue Women and Their Quest for Equality Angie Klink For the Good of the Farmer: A Biography of John Harrison Skinner, Dean of Purdue Agriculture Frederick Whitford A University of Tradition: The Spirit of Purdue, Second Edition Purdue Reamer Club Just Call Me Orville: The Story of Orville Redenbacher Robert W. -
Chambers Covered Railroad Bridge Salvage and Rehabilitation
Chambers Covered Railroad Bridge Salvage and Rehabilitation Gregory W. Ausland, PE Greg has more than 27 years of Senior Project Manager civil/structural design and project management experience, OBEC Consulting Engrs and since 1989 has had the Eugene, Oregon, USA distinctive experience of being [email protected] the designer and/or project manager on rehabilitation and repair projects for 32 of Oregon's 50 covered bridges. Tony LaMorticella,PE, SE Inspired by the graceful bridges Sr. Project Engineer on the Oregon Coast, Tony became an engineer after OBEC Consulting Engrs building custom furniture for 15 Eugene, Oregon, USA years. He's been engaged in [email protected] structural design for 20 years, and has been lead design engineer on 18 covered bridge rehabilitation projects. Summary The Chambers Covered Bridge was built in 1925 and is the last remaining covered railroad bridge in Oregon, possibly the only one west of the Mississippi. Therefore, its rehabilitation was critical to historic preservation efforts of the country's remaining covered rail bridges. Before rehabilitation, the 27.4 m (90-foot) long timber structure was in danger of collapse after decades of neglect. In 2010 a windstorm threatened to destroy the bridge. This unique, single-span, four-leaf Howe truss structure was dismantled and rebuilt using almost all the original iron and hardware, and 25 percent of the original timber. The bridge was reconstructed on dry ground and launched onto the existing concrete piers. The rehabilitated Chambers Covered Bridge now serves as a landmark pedestrian and bicycle crossing that provides safe access across the Coast Fork of the Willamette River. -
Octave Chanute (1999) (1832-1910)
OCTAVE CHANUTE (1999) (1832-1910) Octave Chanute was possibly the first person to publicly promote the sport of gliding and soaring in the United States of America. In September 1896 a Chicago Tribune reporter quoted him as saying, “. With the high wind the practice was full of excitement for beholders. The devices showed several capers while still under control which were new to their riders.. .” In 1897 the Chicago Sunday Times Herald reported, “If the spectator is daring enough to tackle the machine himself and succeeded in getting the right kind of start, he would be willing to take the oath that the machine flew. He would also be willing to testify that his sensations while the flight lasted were indescribably thrilling and delightful. .” We, in the modern era, can relate to these feelings! Octave Chanute was born in France in 1832 and emigrated to the United States with his father in 1838. He began his training as a civil engineer ten years later in 1848. His early career was involved with bridges, stockyards and railroads. However, in 1856 he saw a balloon take off in Peoria, IL. He didn't catch the bug just then but, in 1883, when he retired from his railroad profession, he decided to spend some time furthering this new science of aviation. He collected all the data he could find from throughout the world and combined it with his background in civil engineering to produce a series of articles in The Railroad and Engineering Journal from 1891 to 1893 – re-published in the book Progress in Flying Machines in 1894. -
History and Heritage Newsletter November 2012, Volume VI, No
History and Heritage Newsletter November 2012, Volume VI, No. 6 Banner Images for November What bridge am I and who built me? Who am I? Banner Images from September Issue The bridge was the Fraser River Bridge designed by C. Conrad Schneider, President of the ASCE in 1905. It was designed prior to the Niagara Cantilever Bridge by Schneider but the Niagara Bridge was built first due to the late delivery of the iron that had to be shipped from England for the Fraser River Bridge. The two bridges were the first cantilever bridges with a suspended span between the two river piers. A cantilever Fraser River Cantilever, 1884 to 1910 was chosen, as it was impossible to place falsework in the river upon which to build a simple span truss bridge. The Fraser River Bridge finally opened in 1884. It was removed in 1910 and rebuilt over the Niagara Creek and is now called the Frisco Bridge. Charles C. Schneider, President ASCE 1905 The engineer was George S. Morison, President ASCE 1895. He was born in New Bedford, Massachusetts in 1842 and attended Phillips Exeter and Harvard University. He trained to be a lawyer and was admitted to the Bar but chose to pursue a career in civil engineering. His first position was with Octave Chanute on the construction of the Missouri River Bridge. He followed Chanute to the Erie Railroad, which was upgrading its track and bridges. After a fire destroyed the Portage Bridge across the Genesee Gorge near Rochester, he replaced it with an iron bridge within 86 days. -
Timber As a Bridge Material
TIMBER AS A BRIDGE MATERIAL 1.1 INTRODUCTION The age of wood spans human history. The stone, iron, and bronze ages were dramatic interims in human progress, but wood-a renewable re- source-has always been at hand. As a building material, wood is abun dant, versatile, and easily obtainable. Without it, civilization as we know it would have been impossible. One-third of the area of the United States is forest land. If scientifically managed and protected from natural disasters caused by fire, insects, and disease, forests will last forever. As older trees are harvested, they are replaced by young trees to replenish the wood supply for future generations. The cycle of regeneration, or sustained yield, can equal or surpass the volume being harvested. Wood was probably the first material used by humans to construct a bridge. Although in the 20th century concrete and steel replaced wood as the major materials for bridge construction, wood is still widely used for short- and medium-span bridges. Of the bridges in the United States with spans longer than 20 feet, approximately 12 percent of them, or 71,200 bridges, are made of timber. In the USDA Forest Service alone, approxi mately 7,500 timber bridges are in use, and more are built each year. The railroads have more than 1,500 miles of timber bridges and trestles in service. In addition, timber bridges recently have attracted the attention of international organizations and foreign countries, including the United Nations, Canada, England, Japan, and Australia. Timber’s strength, light weight, and energy-absorbing properties furnish features desirable for bridge construction.