CIEM 316

Report 1
Table of Contents
1. INTRODUCTION..........................................................................................2
2. Abstract..........................................................................................................2
3. The Main Street Bridge in Columbus overview.............................................2
4. History............................................................................................................3
5. Design.............................................................................................................3
6. Astoria–Megler Bridge overview:..................................................................4
7. History............................................................................................................4
8. Design details.................................................................................................5
 1. INTRODUCTION

The arch bridge is one of the oldest types of brides and has been in existence in the world sin
cemore than 2000 years. The Romans were the first to take the advantages of the arch in build
ing bridges. Applying arch into bridges and buildings has a long history also in the East.Arch 
is sometimes defined as a curved structural member spanning an opening and serving asa sup
port for the loads above the opening. This definition omits a description of what type ofstruct
ural element; a bending and/or an axial force element makes up the arch. A true or perfectarc
h, theoretically, is one in which only a compressive force acts at the centroid of each element
of the arch. The shape of the true arch can be thought of as the inverse of a hanging chain bet
ween abutments. It is practically impossible to have a true arch bridge, except for oneloading 
condition. However, an arch is usually subjected to multiple loadings, which will produce ben
ding stresses in the arch rib that are generally small compared with the axialcompressive stres
s. A truss bridge is a bridge whose load-bearing superstructure is composed of a truss, a
structure of connected elements usually forming triangular units. The connected elements
(typically straight) may be stressed from tension, compression, or sometimes both in response
to dynamic loads. The basic types of truss bridges shown in this article have simple designs
which could be easily analysed by 19th and early 20th-century engineers. A truss bridge is
economical to construct because it uses materials efficiently

2.Abstract

This report will discuss two existed type of bridges the first is Main Street
Bridge in Columbus, Ohio and Astoria–Megler Bridge and their history, designs including its
specifications, names, shapes, spans, etc

3.The Main Street Bridge in Columbus

overview.

The Main Street Bridge in Columbus, Ohio is a 700 ft (210 m), three-span, inclined tied arch

bridge over the Scioto River. The bridge is the first in North America and the fifth in the
world to use an inclined single-rib-tied arch superstructure. The final cost for the bridge was
$60.1 million. It carries U.S. Route 62 (US 62) and Ohio State Route 3.
 4.History

The original Main Street bridge was a multiple-span, art-deco open-spandrel concrete deck

arch bridge, built in 1937. After years of degradation due to weather and traffic, the bridge
was deemed unfit for use and closed in 2002.
Wanting an iconic structure to replace the old bridge, the city of Columbus contracted Dr.
Spiro Pollalis, professor of design technology and management at the Harvard University
Graduate School of Design to design the bridge. His design, altered slightly for budget
reasons, opened for traffic on July 30, 2010.
When the former bridge closed, engineers estimated that a replacement would cost
approximately $19.5 million. However, by 2004, estimates climbed $29.5 million. When
planners received construction bids in 2006, the lowest was $44.1 million. Cost overruns,
design changes and inspections added another $10 million to the structure's final cost.

5.Design

The original concept of the Main Street bridge was far more complex and costly than the final
design. Initially, the bridge called for a very shallow 10:1 span-to-rise ratio for the main arch,
creating significant axial and bending forces. To accommodate the excess forces, the design
called for expensive, high-strength concrete and steel to support the bridge. Because of the
high cost of materials and construction of such a span, the design of the arch was revised to a
6.6:1 span-to-rise ratio, making the main arch taller and decreasing its length from 480 ft
(150 m) to 400 ft (120 m). This design change was expected to allow for cheaper materials
and save over 60,000 pounds (27,000 kg) of steel while keeping the ten-degree incline that
makes the bridge unique.
Bridge deck
The bridge surface is composed of two separate decks, a 35 ft (11 m) wide vehicular deck
carrying two lanes of eastbound traffic, one lane of westbound traffic, and a 18 ft (5.5 m)
wide pedestrian deck on the opposite side of the arch from the vehicular deck and slightly
elevated. While the redesign of the original concept altered the deck supports, the actual
construction of the decks changed only slightly to accommodate the new design.
L-struts
The Main Street bridge also calls for thirteen L-struts, which would attach the arch to the
bridge deck. Their original design used tapering geometries which were different for each
strut. Creating, designing and testing thirteen distinct struts would have been cost-prohibitive,
so engineers simplified the designs to reduce costs. While the aesthetics of the original design
changed because of the more uniform strut design, they are similarly appealing and reduce
the components' weight by over 400,000 lb (180,000 kg).
Piers
The final redesign of the Main street bridge was of the piers. The original design called for
two 'V-piers', formed by the convergence of the main arch and the secondary arches on either
side. This design proved to be nearly impossible to make structurally sound forcing engineers
to simplify the piers. To do so they created a 'crescent pier' shape, which removes the two
smaller arches on either end and creates a larger pier to provide better support.

6. Astoria–Megler Bridge overview:

The Astoria–Megler Bridge is a steel cantilever through truss bridge in the northwest United

States that spans the lower Columbia River, between Astoria, Oregon, and Point Ellice
near Megler, Washington. Opened 54 years ago in 1966, it is the longest continuous truss
bridge in North America.Located fourteen miles (23 km) from the mouth of the river at
the Pacific Ocean, the bridge is 4.067 miles (6.55 km) in length and was the final segment
of U.S. Route 101 to be completed between Olympia, Washington, and Los
Angeles, California.

7.History

Ferry service between Astoria and the Washington side of the Columbia River began in
1926. The Oregon Department of Transportation purchased the ferry service in 1946. This
ferry service did not operate during inclement weather and the half-hour travel time caused
delays. In order to allow faster and more reliable crossings near the mouth of the river, a
bridge was planned. The bridge was built jointly by the Oregon Department of Transportation
and Washington State Department of Transportation.
Construction on the structure began on November 5, 1962, and the concrete piers were cast at
Tongue Point, four miles (6.5 km) upriver. The steel structure was built in segments
at Vancouver, Washington, ninety miles (140 km) upriver, then barged downstream where
hydraulic jacks lifted them into place. The bridge opened to traffic on July 29, 1966, marking
the completion of U.S. Route 101 and becoming the seventh major bridge built by Oregon in
the 1950s–60s; ferry service ended the night before. On August 27, 1966, Governors Mark
Hatfield of Oregon and Dan Evans of Washington dedicated the bridge by cutting
a ceremonial ribbon. The four-day ceremony was celebrated by 30,000 attendees who
participated in parades, drives, and a marathon boat race from Portland to Astoria. The cost of
the project was $24 million, equivalent to $189 million today, and was paid for by tolls that
were removed on December 24, 1993, more than two years early.
 8.Design details

The bridge is 21,474 feet (4.0670 mi; 6.545 km) in length and carries one lane of traffic in
each direction. The cantilever-span section, which is closest to the Oregon side, is 2,468 feet
(752 m) long, and its main (central) span measures 1,233 feet (376 m). It was built to
withstand 150 mph (240 km/h) wind gusts and river water speeds of 9 mph (14 km/h). As of
2004, an average of 7,100 vehicles per day use the Astoria–Megler Bridge. Designed
by William Adair Bugge (1900–1992), construction of the cantilever truss bridge was
completed by the DeLong Corporation, the American Bridge Company, and Pomeroy
Gerwick.
The south end is located at 46.187°N 123.854°W beside what used to be the toll plaza, at the
end of a 2,130-foot (650 m) inclined ramp which goes through a full 360° loop while gaining
elevation to clear the channel over land. The north end is at 46.241°N 123.875°W and
connects directly to SR 401. Since most of the northern portion of the bridge is over shallow,
non-navigable water, it is low to the water.
Repainting the bridge was planned for May 2009 through 2011 and budgeted at $20 million,
to be shared by the states of Oregon and Washington. A four-year planned paint stripping and
repainting project was planned for March 2012 through December 2016.