It is not easy to create a bridge the size of the Sky Gate Bridge. Have you ever wondered how engineers actually go about designing an entire bridge? Bridges are often designed one piece at a time. Each pier (columns) and girder (beams) has to meet certain criteria for the success of the whole bridge. Structural engineers go through several steps before even coming up with ideas for their final designs.

For designing safe bridge structures, the engineering design process includes the following steps: 1) developing a complete understanding of the problem, 2) determining potential bridge loads, 3) combining these loads to determine the highest potential load, and 4) computing mathematical relationships to determine the how much of a particular material is needed to resist the highest load.

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One of the most important steps in the design process is to understand the problem. Otherwise, the hard work of the design might turn out to be a waste. In designing a bridge, for instance, if the engineering design team does not understand the purpose of the bridge, then their design could be completely irrelevant to solving the problem. If they are told to design a bridge to cross a river, without knowing more, they could design the bridge for a train. But, if the bridge was supposed to be for only pedestrians and bicyclists, it would likely be grossly over-designed and unnecessarily expensive (or vice versa). So, for a design to be suitable, efficient and economical, the design team must first fully understand the problem before taking any action.

Values for these loads are dependent on the use and location of the bridge. Examples: The columns and beams of a multi-level bridge designed for trains, vehicles and pedestrians should be able to withstand the combined load all three bridge uses at the same time. The snow load anticipated for a bridge in Colorado would be much higher than that one in Georgia. A bridge in South Carolina should be designed to withstand earthquake loads and hurricane wind loads, while the same bridge in Nebraska should be designed for tornado wind loads.

During bridge design, combining the loads for a particular bridge is an important step. Engineers use several methods to accomplish this task. The two most popular methods are the UBC and ASCE methods.

What are examples of load types? (Possible answers: Vehicles, people, snow, rain, wind, the weight of the bridge and its railings and signs, etc.) Why would the loads make a difference in how an engineer designed a bridge? (Answer: Engineers must figure out all of the loads that might affect bridges before they design them.) If you were an engineer, how would you go about designing a bridge to make sure it was safe? (Discussion points: First, fully understand the problem to be solved with the bridge, its requirements and purpose. Then figure out all the possible types of loads [forces] that the bridge might need to withstand. Then calculate the highest possible load the bridge might have to withstand at one time. Then figure out the amount of construction material required that can resist that projected load.)

Complete the Design/Presentation: Have student teams return to their bridge design from the pre-lesson assessment and think about the potential loads on their bridge, given the just-discussed engineering design process steps. Have them draw in the loads and the direction that they would act on the bridge. What do they think the highest load combination would be (how many of these loads could actually happen at the same time)? Then, ask for one or two engineering teams to volunteer to present the details of their bridge design to the class.

Human Bridge: Have students use themselves as the raw construction material to create a bridge that spans the classroom and is strong enough that a cat could walk across it. Encourage them to be creative and design it however they want, with the requirement that each person must be in direct contact with another class member. How many places can you identify tension and compression? How would you change the design if the human bridge had to be strong enough for a child to walk across it? What other loads might act upon your bridge?

Have the class participate in the yearly West Point Bridge Design Contest. Access excellent and free downloadable bridge design software and other educational resources at the US Military Academy at West Point website: bridgecontest.usma.edu/

Students take a hands-on look at the design of bridge piers (columns). They determine the maximum possible load for that scenario, and calculate the cross-sectional area of a column designed to support that load.

Students learn about the variety of materials used by engineers in the design and construction of modern bridges. They also find out about the material properties important to bridge construction and consider the advantages and disadvantages of steel and concrete as common bridge-building materials ...

There are several different types of trusses used in bridge design. The type of truss depends on how the horizontal and diagonal beams are arranged. There are four main styles of trusses used to make bridges.

This report presents a performance-based approach for designing a bridge pier subject to impact by a tractor-semi-trailer weighing up to 80,000 lbs, based on an extensive experimental and computational investigation. This work is important because bridge failure data compiled by the New York State Department of Transportation, indicate that collision, caused by vessels and vehicles, is the second leading cause of bridge failures after hydraulic causes. The current AASHTO-LRFD (2012) specifications recommend designing a bridge pier vulnerable to vehicular impacts for an equivalent static force of 600 kips (2,670 kN) applied in a horizontal plane at a distance of five feet above the ground level. However, the provisions do not account for the dynamic interaction that occurs between the colliding vehicle and bridge structure. More importantly, they do not articulate an impact-resistant performance philosophy or strategy, nor do they recognize the effects of vehicle characteristics on the equivalent static force.

The work reported herein addresses these limitations of the AASHTO-LRFD specifications for designing bridge piers against impact by heavy vehicles. A performance based approach that relates demands (in terms of the applied force time histories) and capacity (in terms of acceptable shear distortion and plastic rotation) is developed for the design of bridge piers vulnerable to heavy vehicle impact. This report will be of interest to bridge program personnel from Federal, State and local agencies as well as to parties engaged in bridge-related research, and the practicing bridge engineering community. The findings and recommendations will also support future development of the AASHTO Guide Specifications using the proposed approach.

Based on bridge failure data compiled by the New York State Department of Transportation, collision, both caused by vessels and vehicles, is the second leading cause of bridge failures after hydraulic. The current AASHTO-LRFD (2012) specification recommends designing a bridge pier vulnerable to vehicular impacts for an equivalent static force of 600 kips (2,670 kN) applied in a horizontal plane at a distance of 5.0 feet above the ground level. This report presents a performance-based approach for designing a bridge pier subject to impact by a tractor-semi-trailer weighing up to 80,000 lb based on an extensive experimental and computational investigation. The mechanics and modes of failure of bridge pier bents during vehicular impacts are investigated through two pendulum impact tests on a large scale physical model of a three-column bent system. The parameters of the computational model are calibrated to these two tests and further validated through comparisons to other published small-scale impact tests. Through extensive numerical simulation of heavy vehicle (tractor-semitrailer) impacts on piers, the impact force time histories are proposed in the form of analytical triangular pulse functions. The parameters of these functions are derived through numerical regression based on the simulation results. A performance-based approach that relates demands (in terms of the applied force time histories) and capacity (in terms of acceptable shear distortion and plastic rotation) is proposed for the design of bridge piers vulnerable to heavy vehicle impact. Since many collision failures have been observed to be dominated by shear failure, the proposed performance-based approach uses capacity design concepts from earthquake engineering to mitigate collapse by minimizing shear distortion of piers impacted by heavy vehicles.

Structural systems transfer their loading through a series of elementsto the ground. This is accomplished by designing the joining of the elementsat their intersections. Each connection is designed so that it can transfer,or support, a specific type of load or loading condition. In order to beable to analyze a structure, it is first necessary to be clear about theforces that can be resisted, and transfered, at each level of support throughoutthe structure. The actual behaviour of a support or connection can be quitecomplicated. So much so, that if all of the various conditions were considered,the design of each support would be a terribly lengthy process. And yet,the conditions at each of the supports greatly influence the behaviour ofthe elements which make up each structural system.

Structural steel systems have either welded or bolted connections. Precastreinforced concrete systems can be mechanically connected in many ways,while cast-in-place systems normally have monolithic connections. Timbersystems are connected by nails, bolts, glue or by engineered connectors.No matter the material, the connection must be designed to have a specificrigidity. Rigid, stiff or fixed connections lie at one extreme limit ofthis spectrum and hinged or pinned connections bound the other. The stiffconnection maintins the relative angle between the connected members whilethe hinged connection allows a relative rotation. There are also connectionsin steel and reinforced concrete structural systems in which a partial rigidityis a desired design feature. 589ccfa754

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