Alternatives
2.1 Alternatives
2.1 Proposed Action
The preferred alternative of ODOT is to widen and improve the structural integrity of the Yaquina Bay Bridge. The widening of the bridge shall follow the AASHTO LRFD Bridge Design Specification (Baker, 2008, p.3) using steel pier cap extensions (Quesnell Bridge Widening). The structural integrity of the bridge is to be enhance by improving the fatigue life of welds (Bennett, Matamoros, Barett-Gonzalez, & Rolfe, 2014, p.8)
2.2 Alternative A-No Action Under Alternative A the Yaquina Bay Bridge will continue to function as is. The bridge would not be widened to ease future traffic congestion and the structure deficiency of the bridge would be left as. The no action
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The bridge would be able to remain open during this time, limiting traffic to one lane in some cases. Fatigued welds would be strengthened using various methods, such as shot peening and laser peening (Bennett, Matamoros, Barett-Gonzalez, & Rolfe, 2014, p.8).
2.4 Alternative C Under Alternative C a new bridge would be built adjacent to the existing bridge. The new bridge would replicate the existing Yaquina Bay Bridge to provide aesthetic pleasure. The bridge would have 2 lanes, a bike lane, and pedestrian sidewalks. The bridge would require new cast-in-place concrete to be added to be added to the bay and at each end of the bridge (Replacement of North Drive Bridge, 2014, p.13). Steel beams and concrete would be added to provide structural strength and allow for heavy loads crossing the bridge.
2.5 Alternatives Considered but Dismissed The alternative of widening the Yaquina Bay Bridge to two lanes with a medium in the middle and a bike lane was discussed by ultimately dismissed. The long term viability of this alternative would not make sense with future traffic congestion anticipation. By adding a bike lane and medium, traffic would not be reduced but the cost would still be
Have you ever thought about driving over a suspension bridge held up by cables? That’s what the Mackinac Bridge is. With the building of the Mackinac Bridge there has been many positive effects that have come out of it.
Once again, it is necessary to remember that the Peace Bridge is an important link between the United States and Canada. The PBA states, "There was ten million dollars traveling over the bridge weekly in 1990, presently in 2001 there is 700 million dollars traveling over the bridge weekly. " In addition, 6,000 trucks carrying commercial goods travel over the bridge daily. By the year 2003, the Peace Bridge will reach ultimate capacity. If traffic continues to grow, the bridge will become outdated by 2004.
On May 24, 1854, construction began of the Victoria Bridge. This was a difficult task for the workers given the size of the bridge (“almost two miles in length from shore to shore” ) was the largest construction project during this period of time. Moreover, the construction of the bridge did not cease during the winter months. Therefore, many of the workers on the bridge would continue even while the St-Lawrence River froze underneath their
The first and most challenging problem associated with building the Mackinac Bridge arrived long before the bridge was even designed. Financing such an enormous project was no easy feat. In 1928, the idea of connecting the upper and lower peninsulas was proposed to Congress for the first time (Brown 4). At the time, the suspected bridge project was very much under government scrutiny and control. In fact, the initial boost in interest in pursuing the construction of a bridge came about due to the depression. The Public Works Administration (PWA) had been created under President Franklin D. Roosevelt’s New Deal economic plan which would fund certain construction projects with th...
Since it would be easier and less expensive to build a bridge rather than a tunnel, a bridge was initially thought to be a better solution. However, to construct a bridge over the Hudson River it would require a minimum clearance of 200 ft. for ships to travel to and from Hudson River ports. Since the Manhattan side of the Hudson did not meet the 200-foot elevation requirement needed for a bridge, new and expensive apparatuses would have to be built on the New York side. Also, a bridge would be affected by poor weather conditions more than a tunnel. In 1913, the joint coalition finally decided to construct a tunnel.2
One of cons of the safety zone is by the coast guard shutting down the movement of the Atlantic Intracoastal Waterway is that they would put people out of work that depend on the waterway to get there jobs done on the daily bases, like fishermen, cruise ships and shipping companies. This could cause for companies to be faced with economic trouble, which might jeopardizes the companies’ future. With people jobs on the line the safety zone cannot go on for along period of time without causing trouble, this would cause for the people working on the bridge to rush and leave the bridge incomplete or half done. I think the Safety Zone would be the best way to go to complete the bridge project successfully without having any complication or fear of someone tampering with the bridge.
In the first place, the ferry system is outdated and needs to be replaced by a bridge at Scotland Wharf, which would be safer for drivers crossing the James River. The ferry system has been in operation for...
Bering Land Bridge- during it’s time of existence the bridge was a major factor in migration from Asia to North America; made travel easier because it was on land instead of having to travel by boat
The Tunnel tolls will be in effect for about 59 more years so people have to get used to it. They have to realize that there will be consequences; a consequence could be the High Rise Bridge possibly collapsing because too much traffic. The public has to look at the bigger picture, even though they might not like it. There is soon to be more on this issues but since its so opinion based it is very hard to get a certain argument since there are so many. Sooner or later people will start gravitating towards the bridge. They will realize its what’s best.
The Tacoma Narrows Bridge is perhaps the most notorious failure in the world of engineering. It collapsed on November 7, 1940 just months after its opening on July 1, 1940. It was designed by Leon Moisseiff and at its time it was the third largest suspension bridge in the world with a center span of over half a mile long. The bridge was very narrow and sleek giving it a look of grace, but this design made it very flexible in the wind. Nicknamed the "Galloping Gertie," because of its undulating behavior, the Tacoma Narrows Bridge drew the attention of motorists seeking a cheap thrill. Drivers felt that they were driving on a roller coaster, as they would disappear from sight in the trough of the wave. On the last day of the bridge's existence it gave fair warning that its destruction was eminent. Not only did it oscillate up and down, but twisted side to side in a cork screw motion. After hours of this violent motion with wind speeds reaching forty and fifty miles per hour, the bridge collapsed. With such a catastrophic failure, many people ask why such an apparently well thought out plan could have failed so badly?(This rhetorical question clearly sets up a position of inquiry-which iniates all research.) The reason for the collapse of the Tacoma Narrows Bridge is still controversial, but three theories reveal the basis of an engineering explanation. (Jason then directly asserts what he found to be a possible answer to his question.)
Through the use of both translated and untranslated words Anzaldúa develops comparisons among the English, and various Spanish languages and how the American cultural impacts the ability for a person to speak the variation of Spanish they choose to. Anzaldúa writes on how social complications like, cultural imperialism, racism, identity establishment are among the Spanish-speaking people, regardless of which kind of languages are spoken. The author compares an experience at a dentist, the dentist wanting to control the tongue, which fights back with the drills, the long thin needles and pushing out the wads of cotton (Anzaldúa 471). It represents the language that is hard to keep inside and fights what is attacking it. You cannot tame a tongue that wants to speak.
In her essay,”Importance of the Golden Gate Bridge,” Stephanie Stiavetti suggest that “It maintained this point of pride for nearly 25 years until the Verrazano- Narrows Bridge was built in New York in 1964. Today, this historic San Francisco landmark holds its place as the second largest suspension bridge in the country, behind Verrazano Narrows.” Back then, experts thought that it would be impossible to build a bridge across the tides and currents in that area because strong currents and tides would make construction extremely difficult and dangerous. The water is over 500 feet deep in the center of the channel, and along with the area's strong winds and thick fog, the idea of building a bridge there seemed nearly impossible. Despite all of the problems of building a bridge across the Golden Gate, Joseph Strauss was named as lead engineer for the project. Construction began January 5, 1933, and in the end cost more than $35 million to
The Central Artery Tunnel Project, more commonly known as the Big Dig, is said to be the largest, most complex and technologically challenging highway project in American history. It is the culmination of decades of planning and forethought and is hoped to alleviate the traffic congestion that has plagued the Boston area since the invention of the automobile. The project incorporates a major underground highway system, a revolutionary cable-stayed bridge, and a series of impressive tunnel crossings, each a considerable feat on their own, all constructed in the midst of a bustling city.
Engineers design, build or maintain applications and systems to solve various societal problems. Their behaviors thus have a non-negligible impact on human development. Oftentimes, however, engineers are faced with the dilemma to choose between compromising their code of ethics and threatening their promising careers. It is important that engineers deem public welfare as a supreme concern and stand their ground so that they will report any observed situations that potentially can harm public safety to their superiors. The Bay Area Rapid Transit (BART) case study is a good example of engineers being responsible with society in that they attempted multiple times to inform their supervisors in management about their concerns with the possible imminent system failure of BART. Even though their voices were ignored and they were fired by the company in the end, they made the passengers realize the probable dangers underneath this regional rail service. Consequently, on October 2nd, 1972, as a result of Automatic Train Control (ATC) failure, a BART train overshot the station at Fremont and wounded several people. In order to prevent these tragic accidents from happening, the BART case needs to be further examined for deeper understanding of the problem. This paper will use deontological ethical framework to address the cause of BART train system failure and recommend feasible plans to avert similar tragedies from occurring in the future to BART employees. Therefore, not only engineers, but also managers and board of directors should be educated about ethics and should be familiar with basic technical knowledge regarding their business.
There are many types of bridges. Some bridges has many strength and weaknesses. For example, a beam bridge’s weakness would be that you have to use a lot of stone starting up from the ground. Another example would be how a suspension bridge’s strength would be it flexibility, like the Golden Gate Bridge. The engineering process for a bridge would be to first make sure everything will be symmetrical. Secondly, from that symmetrical blueprint, the construction of the bridge is now good to go. Lastly, you would have to make sure that all the bridge’s shape/structure/triangles should be correctly aligned. “Correctly aligned” meaning that each supporting part in the bridge should be taking enough distributed