FOOTBRIDGES a Manual for Construction at Community And
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Timber Bridge History Booklet for Web.Qxp
Printed on Member & recycled Supporter paper TimberTimber TrestleTrestle BridgesBridges inin Alaska Railroad Corporation P.O. Box 107500 • Anchorage, Alaska 99510-7500 (907) 265-2300 • Reservations • (907) 265-2494 AlaskaAlaska RailroadRailroad TTY/TDD • (907) 265-2620 www.AlaskaRailroad.com This History booklet is History also available online by visiting AlaskaRailroad.com Publication Table of Contents “The key to unlocking Alaska is a system of railroads.” — President Woodrow Wilson (1914) The Alaska Railroad at a Glance . 3 Alaska Railroad Historical Overview. 5 Early Development & Operations. 5 Revitalization & World War II . 6 Rehabilitation & Early Cold War . 7 Recent History . 7 About Timber Trestle Bridges . 8 History of Timber Trestle Bridges . 10 in the United States History of Timber Trestle Bridges . 13 on the Alaska Railroad Bridge under constructon at MP 54. (ARRC photo archive) Status of Timber Trestle Bridges . 18 on the Alaska Railroad Historical Significance of Alaska . … progress was immediately hindered 20 Railroad Timber Trestle Bridges by numerous water crossings and abundant muskeg. Representative ARR Timber Bridges . 20 Because a trestle was the easiest and cheapest way to negotiate these barriers, a great many of them were erected, Publication Credits . 22 only to be later replaced or Research Acknowledgements . 22 filled and then forgotten. — Alaska Engineering Commission (1915) Bibliography of References . 22 Cover photo: A train leaves Anchorage, crossing Ship Creek Bridge in 1922. (ARRC photo archive) 01 The Alaska Railroad at a Glance early a century ago, President Woodrow Wilson charged the Alaskan Engineering Commission with building a railroad connecting a southern ice-free harbor to the territory’s interior in order to open this vast area to commerce. -
Bridges and Applications Bridges and Applications Bridges and Applications Arch Bridges
10/23/2014 Bridges and Applications Bridges and Applications • Bridges are used to span across distances that are difficult to otherwise pass through. • Rivers • Deep gorges • Other roadways Bridges and Applications Arch Bridges • There are four basic types of bridges – Arch – Beam – Suspension – Cable‐stayed • Each type has different design and is therefore better suited to different applications 1 10/23/2014 Arch Bridges Arch Bridges • Instead of pushing straight down, the weight of an arch bridge is carried outward along the curve of the arch to the supports at each end. Abutments, carry • These supports, called the abutments, carry the load the load and keep the ends of the bridge from spreading outward. and keep the ends of the bridge from spreading outward Arch Bridges Arch Bridges • When supporting its own weight and the • Today, materials like steel and pre‐stressed weight of crossing traffic, every part of the concrete have made it possible to build longer arch is under compression. and more elegant arches. • For this reason, arch bridges must be made of materials that are strong under compression. New River Gorge, – Rock West Virginia. – Concrete 2 10/23/2014 Arch Bridges Arch Bridges • Usually arch bridges employ vertical supports • Typically, arch bridges span between 200 and called spandrels to distribute the weight of 800 feet. the roadway to the arch below. Arch Bridges One of the most revolutionary arch bridges in recent years is the Natchez Trace Parkway Bridge in Franklin, Tennessee, which was opened to traffic in 1994. It's the first American arch bridge to be constructed from segments of precast concrete, a highly economical material. -
Timber Bridges in South America
Timber Bridges in South America Carlito Calil Junior, Laboratory of Wood and Timber Structures, Sao Paulo University, Brazil Abstract Beam Superstructures Timber bridges in South America predate the 19th Longitudinal beams superstructures are the simplest century. This paper provides an introduction of the and most common timber bridge type and consist of a many types of timber bridges currently used in South deck system supported by a series of timber beams America. The five basic types used, which are, the between two or more supports. Bridge beams are longitudinal beam, frame, truss, arch and suspension constructed from logs and sawn lumber, single or superstructures, are presented. Research on new bridge composite elements. designs, using tropical and reforestation wood species, has been developed in the Laboratory of Wood and Log Beams Timber Structures, Sao Paulo University in Brazil, on The simplest type of timber bridge in South America is prestressed timber bridge and decks composed with the log beam. It is constructed by placing round logs two diagonal layers of sawn wood connected with alternately tip and butt sections. The span of log beam wood dowels over composed longitudinal beams. We is limited to sizes and truck loads. The clear span of 5 will construct the first prestressed timber bridge in to 12 meters are most common (Figure 1). South America in this year using Eucalyptus Citriodora specie. In order to support high truck loads, LaMEM developed a longitudinal beam with composite Keywords: timber, briges, South America, Brazil configuration of two logs alternately tip and butt sections and connected with split rings and bolts Introduction (Figure 2). -
Siena Footbridge
Structural Stainless Steel Case Study 05 Siena Footbridge Completed in 2006, this stainless steel cable stayed footbridge spans 60 m over a busy motorway in the suburb of Ruffolo, Siena, in central Italy. The bridge girders and pylons are fabricated from a ‘lean’ duplex grade of stainless steel and it is one of the first times this grade has been used for a footbridge. The bridge has a striking appearance, is functionally efficient and cost-effective with a low life cycle cost. Material Selection The City of Siena required an attractive pedestrian crossing to be constructed over the motorway in the suburb of Ruffolo. The structure needed to have a 120 year design life without expensive and disruptive maintenance requirements. The architect selected the ‘lean’ stainless steel duplex grade 1.4162 (S32101) for the girders and pylons of the bridge. Lean duplexes have a very low nickel content (1.5 % compared to >3 % in standard duplex stainless steels), which results in significant cost benefits compared to other austenitic and duplex grades. This grade of stainless steel also experiences less price volatility because of the low nickel content. The corrosion resistance of 1.4162, which lies between that of austenitic grades 1.4301 (S30400) and 1.4404 (S31603), is adequate for Ruffolo’s benign inland environment with relatively low pollution levels. Grade 1.4162 has high strength (450 N/mm2), good ductility (at least 30 %) and good formability and weldability. The high strength enables reductions in section sizes, relative to carbon steel sections, leading to lighter structures. This grade has tremendous potential for future structural applications. -
Pedestrian Footbridge, (Applicant Identification: ) Environmental Assessment
PEDESTRIAN FOOTBRIDGE, (APPLICANT IDENTIFICATION: ) ENVIRONMENTAL ASSESSMENT New York State Governor’s Office of Storm Recovery May 8, 2015 PEDESTRIAN FOOTBRIDGE – ENVIRONMENTAL ASSESSMENT & ERR PROJECT SUMMARY Responsible Entity: New York State Homes & Community Renewal – Housing Trust Fund Corporation cooperating with the Governor’s Office of Storm Recovery (GOSR) Certifying Officer: Daniel Greene, Esq., Certifying Environmental Officer, GOSR Project Name: Pedestrian Footbridge, Funding Recipient: Federal Agency: U.S. Department of Housing & Urban Development (HUD) Project #: Project Sponsor: New York State Housing Trust Fund Corporation Program Name: New York State Community Development Block Grant – Disaster Recovery (Housing Assistance Programs, 1 - 4 Unit) Project Address: , Sundown, NY 12740 Project County: Ulster County, NY Estimated Project Cost: $140,000 Project Sponsor Governor’s Office of Storm Recovery Address: 99 Washington Avenue, Suite 1224 Albany, New York 12231 Primary Contact/ Person Governor’s Office of Storm Recovery To Direct Comments: 25 Beaver Street, 5th Floor New York, New York 10004 E-Mail address: [email protected] Telephone Number: (212) 480-4644 Project NEPA 24 CFR 58.36 Classification: Finding of No Significant Impact - The project will not result ENVIRONMENTAL in a significant impact on the quality of the human FINDING: environment. Finding of Significant Impact - The project may significantly affect the quality of the human environment. The undersigned hereby certifies that New York State Housing Trust Fund Corporation has conducted an environmental review of the project identified above and prepared the attached environmental review record in compliance with all applicable provisions of the National Environmental Policy Act of 1969, as amended, (42 USC sec. -
Footbridge Design for Pedestrian Induced Vibrations
FOOTBRIDGE DESIGN FOR PEDESTRIAN INDUCED VIBRATIONS SABINA PIRAS, KWAN CHIN WSP OPUS, Auckland, New Zealand INTRODUCTION With innovative engineering and inspiring design, footbridges have become functional works of art. However, the use of longer and lighter spans have made footbridges more susceptible to human-induced vibrations; causing discomfort to pedestrians and compromising the utility of the structure, even though the bridge is structurally sound and safe to cross. Design codes address this dynamic problem by providing limits for natural frequency and simplistic provisions to keep the footbridge experience pleasant. For slender, lightweight bridges, such as stress ribbon or cable-stayed bridges, this dynamic problem can be onerous and require a refined analysis to demonstrate that the comfort level can be satisfied. This paper presents a guideline to determine the dynamic bridge characteristics under pedestrian loading. In addition, factors that influence a bridge’s response to vibration and possible vibration mitigation measures are discussed herein. This paper focuses on the recommended design procedure by presenting an analytical model of a concrete footbridge subjected to a dynamic load representing the effects of a stream of pedestrians crossing the structure. In the vertical direction, the peak acceleration from the pedestrian loading is compared with published acceptance criteria. In the lateral direction, the critical number of pedestrians at which the bridge response becomes unstable is calculated. HUMAN LOCOMOTION When a pedestrian crosses a bridge, a dynamic force is produced which has components in the vertical, lateral and longitudinal directions. These dynamic forces are described as a function of time and space, periodically repeated with regular time intervals. -
Cable Stayed Timber Bridges
D)l D CTTO Anna Pousette Cable Stayed Timber Bridges Trätek INSTITUTET FÖR TRÄTEKNISK FORSKNI AnnaPousette CABLE STAYED TIMBER BRIDGES Trätek, Rapport 10112042 ISSN 1102-1071 ISRN TRÄTEK - R — 01/042 — SE Nyckelord dimensional analysis timber bridges Stockholm december 2001 Rapporter från Trätek - Institutet för träteknisk forsk• Trätek - Institutet för träteknisk forskning - betjänar ning-är kompletta sammanställningar av forsknings• sågverk, trämanufaktur (snickeri-, frähus-, möbel- och resultat eller översikter, utvecklingar och studier Pu• övrig träförädlande indusfri), skivtillverkare och bygg• blicerade rapporter betecknas med I eller P och num• industri. reras tillsammans med alla utgåvor från Trätek i lö• Institutet är ett icke vinstdrivande bolag med indust• pande följd. riella och institutionella kunder FoU-projekt genom• Citat tillätes om källan anges. förs både som konfidentiella uppdrag för enskilda företagskunder och som gemensamma projekt för grupper av företag eller för den gemensamma bran• schen. Arbetet utförs med egna, samverkande och ex• terna resurser Trätek har forskningsenheter i Stock• holm, Växjö och Skellefteå. Reports issued by the Swedish Institute for Wood The Swedish Institute for Wood Technology Research Technology Research comprise complete accounts serves sawmills, manufacturing (joinery, wooden for research results, or summaries, surveys and houses, furniture and other woodworking plants), studies. Published reports bear the designation I board manufacturers and building industry. or P and are numbered in consecutive order The institute is a non-profit company with industrial together with all the other publications from the and institutional customers. R&D projekcts are Institute. performed as contract work for individual indust• Extracts from the text may be reproduced provided rial customers as well as joint ventures on an the source is acknowledges. -
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. -
Character of Vortex Induced Vibration in Suspension Footbridge *Jiawu Li , Yinzhi Wang and Shuaiyu Chen
Character of Vortex Induced Vibration in Suspension Footbridge *Jiawu Li1), Yinzhi Wang2) and Shuaiyu Chen3) 1), 2), 3) Highway school of Chang’an University, Xi’an 710064, China 1) [email protected] ABSTRACT In this paper, the characteristics of vortex induced vibration by use of six types of sectional model in suspension footbridges are investigated. Combined with wind tunnel test results based on dynamic characteristic analysis and CFD-Fluent numerical simulation results, the influence of parameters, such as the porous ratio of handrail fence and pedestrian, on the character of vortex-induced deck vibration was probed. According to the test results, the mitigating measures were checked to improve the performance of suspension footbridge in service. 1. INTRODUCTION Suspension footbridges are very often characterized by low stiffness, narrow deck, low mass and small damping. So it is susceptible to vibrations when subjected to dynamic loads. Especially in recent decades, materials with improved mechanical characteristics are widely used in construction of footbridges so that the fundamental frequency of these structures is often close to the dynamic excitation of pedestrian and wind. As a result, vibrations are often commonly occurred in such structures. As is known, excessive vibrations have severe effects not only on comfort of pedestrians but also on duration of structures so many specifications develop provisions of vibrations to guide design of footbridges. For instance, EN 1990/A1 [1] mandates that verification of the vibration comfort criteria should be performed when the fundamental frequency of the footbridge is less than 5.0 Hz for vertical vibrations and 2.5 Hz for horizontal and torsional vibrations. -
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 ............................................................................ -
Design Example: Two-Span Continuous Straight Wide-Flange
U.S. Department of Transportation Federal Highway Administration Steel Bridge Design Handbook Design Example 2B: Two-Span Continuous Straight Composite Steel Wide-Flange Beam Bridge ArchivedPublication No. FHWA-IF-12-052 - Vol. 22 November 2012 Notice This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The U.S. Government assumes no liability for use of the information contained in this document. This report does not constitute a standard, specification, or regulation. Quality Assurance Statement The Federal Highway Administration provides high-quality information to serve Government, industry, and the publicArchived in a manner that promotes public understanding. Standards and policies are used to ensure and maximize the quality, objectivity, utility, and integrity of its information. FHWA periodically reviews quality issues and adjusts its programs and processes to ensure continuous quality improvement. Steel Bridge Design Handbook Design Example 2B: Two-Span Continuous Straight Composite Steel Wide-Flange Beam Bridge Publication No. FHWA-IF-12-052 - Vol. 22 November 2012 Archived Archived Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA-IF-12-052 - Vol. 22 4. Title and Subtitle 5. Report Date Steel Bridge Design Handbook Design Example 2B: Two-Span November 2012 Continuous Straight Composite Steel Wide-Flange Beam Bridge 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Karl Barth, Ph.D. (West Virginia University) 9. Performing Organization Name and Address 10. Work Unit No. HDR Engineering, Inc. 11 Stanwix Street 11. Contract or Grant No. Suite 800 Pittsburgh, PA 15222 12. -
Truss Bridges
2009 Bridges and Structures Outline • Introduction of Project Organizers and Program o Overall Concept of the half day o Images of Bridges in NH, ME and MA that are examples of the 5 Bridge Designs Beam Bridge Arch Bridge Truss Bridge Suspension Bridge Cable-Stayed Bridge o Images of existing bridges other students / groups have done • Call off participants 1 through 5 o Creating 5 Groups (1 Group for each Bridge Design which creates 4 individuals per Bridge Design.) If more than 20 individuals, then count 1 thru 7 or 8 to create two or three more groups. There will then be 2 of the same bridge types for some of the 5 Bridge Designs. • Package of information for Groups o Groups to review material (Bridge to be wide enough to accept bricks) o Groups to discuss their Bridge o Groups to draw out their Bridge Design o Groups to divide into two sub-groups Cutting Assembly • Presentation of Bridges by Groups (short narrative as to-) o Type of Bridge o Design solution • Test of Weight that each bridge can handle o Groups document their thoughts on their Bridge • Awards / Overview of how and why bridges worked / did not work Materials: Balsa Wood Package for each Bridge Type Group 3’ long sticks maximum String / rope, Glue (Sobo,) Exacto knives, packing tape Other: Bricks or other items for weight Scale for measuring weight units Camera to document before, during and after bridge testing Two sawhorses for bridge weight test American Institute of Architects New Hampshire Chapter Schedule • Introduction of Team Members and Program: 10 minutes o Overall Concept of the Day: 10 minutes o Images of Bridges in NH, ME and MA that are examples of the 5 Bridge Designs 4 minutes Beam Bridge Arch Bridge Truss Bridge Suspension Bridge Cable-Stayed Bridge o Images of existing bridges other students / groups have done 4 minutes • Call off participants 1 through 5 8 minutes o Creating 5 Groups (1 Group for each Bridge Design which creates 4 individuals per Bridge Design.) If more than 20 individuals, then count 1 thru 7 or 8 to create two or three more groups.