The Construction of Frankford Avenue Bridge - Essay Example

? Frankford Avenue Bridge (Pennsylvania) By For I hereby certify that the contents contained within are my original work and havein no way been influenced by outside works other than my own personal research.” Abstract Holmesburg men completed the construction of this bridge in 1967. After many years, the route through the bridge transformed into a major traffic route. In 1740, the bride was widened to accommodate heavy traffic which originally had a length of 73 feet and a width of 18 feet. Because of changes in the transportation mode and traffic flow, there was need for the bridge to be renovated (Philadelphia City Archives 45). Frankford Avenue Bridge was constructed in Poquessing Creek of Bristol Pike-Frankford Avenue, Route 13 between Cornwells Heights of Bucks County in the state of Pennsylvania and Philadelphia city in Philadelphia County (Beckman 200). The bridge was constructed in 1904 by JohnMcMenamy, Webster and Henry H as chief and assistant engineer respectively. The Bridge is current owned by Transportation Department of Pennsylvania. The bridge provides an early example of concrete bridges that were supported by steel with closed-spandrel arch that was single spanned. The exterior parts of the bridge resemble stonework with scored spandrel walls that demarcate voussoirs surrounding the arch ring. The parapet of the bridge is decorated by urn-shaped balusters that was common in the early 20th century Introduction There was a rapid evolution of bridge engineering in America during 19th century. During this period, patents were mostly given to contractors who had new designs with new construction modes. By the year 1900, wooden timber was no longer used to construct bridges across rivers and streams. Wood was replaced by iron and steel as the latter constructed strong massive bridges that supported heavy locomotives. Wood was also sidelined because it could easily burn and be washed away when the river overflows. Steel bridges became more common in the late 19th century and they gave birth to a new era of designing and constructing bridges. Many Americans did not accept this new bridge design because of their industrial outlook. Steel bridges had no or minimal ornamentation and were vulnerable to rust. By late 19th century, France invented concrete, a new material that was accepted by many American engineers because of its comprehensive strength. In addition, concrete could be combined with steel to make bridges that were strong and fireproof (Beckman 215). By the year 1900, there were a small number of concrete-steel constructions of bridges in Midwestern US. Many eastern parts of the country had not explored the new technology but useful bridge making ideas and technology, begun in eastern US in late 19th century (Condit 39). In 1904, Philadelphia city and Bucks county begun the construction of a barrel arch bridge (7T-0") using steel and concrete. It had ornamented balustrade that was urn-shaped with a facade that resembled masonry. The bridge signified an important moment in bridge engineering history (Bromley 17). The construction of Frankford Avenue Bridge begun in 1895 and continued up to 1910.Steel-concrete bridges at this time were characterized by spandrel arches that were closed that later declined after 1910. Spandrel arches were meant to ensure that performs the intended function while at the same time reducing the amount of concrete used (Condit 42). Concrete and Steel Frankford Avenue Bridge was the first bridge in southeast US that utilized concrete and steel and was constructed along Pine Road over Penny pack Greek in Philadelphia (1983-94).It was a two-span bridge with arches of 25’-5”. It also had a wire mesh which acted as a binding element. Bridge’s exterior resembled masonry. The most popular concrete reinforcing system in USA in the year 1904 was the system patented by Joseph Melan. It was used in construction concrete arch bridge in America. It included curved soffit steel I-beams which later developed other variations that included adding steel diagonals to the arch length in between the parallel I-beams. Large amount of steel was used in this system and therefore after a short while, new, methods were developed to trim down the amount of steel that was to be used. It is worth noting that it is this variation in Melan system that was adopted by Henry H. Quimby and George S. Webster, engineers of Philadelphia city in designing Frankford Avenue Bridge. Many projects were carried out during the tenure of Webster when he was the chief engineer in the department of public works in Philadelphia. These projects include Walnut Lane Bridge (233’-0" clear-span) that was constructed between 1906 and 1908. Quimby and Webster were given the authority to foresee the designing of Fairmount Park and Henry Avenue Park (Condit48&54). King's Highway Bridge Creek Poquessing span was constructed in the late 17th century to connect Philadelphia, Bristol and New Jersey under orders from Pennsylvanian provincial council in 1697.The project was funded by Bucks County and Philadelphia in the same way Frankford Avenue Bridge was to be funded 200years later. Massachusetts Continental Delegates of the first congress crossed the above mentioned bridge in 1774. This was after Red Lion dining in Bucks County. The bridge was built with other bridges that were situated along the highway in the 17th and early 18th century. By 1803, King's Highway had already been linked with Bristol and Frankford Turnpike that was one of the earliest toll roads in America. The bridge surrounding areas of Bucks county gained some fame in the early 19th century as a result of the construction of N.J.B Andalusia estate that was situated along River Delaware that later transformed into Philadelphian elite social center This road was sold to Philadelphia city in 1892 by Frankford –Bristol Turnpike Company and was later renamed as Frankford Avenue. In 1893, Frankford-SouthWark Trolley Company had been formed and the first trolley was launched in October 1895.The trolley provided services in the cedar hills (Bridge Street and Frankford Avenue) together with Poquessing Creek. Initially, there were no concerted efforts to develop the areas surrounding the bridge. But because of high highway demand and trolley extension, there was great need to build a big wider bridge to pass over the creek. Planning Funds for financing bridge construction were funded by Bucks County and the department of public works of Philadelphia. The funds were set aside on thirtieth December 1901.In 1902; a clear plan with specification was drawn. On twentieth September 1902, proposal for the bridge construction were received but were later rejected by commissioners from Bucks County as they exceeded the initial estimates. On twenty ninth December 1902, there was eventual plan authorization by Philadelphian Ordinance of Councils. Bridge drawings were accepted between July and august in the year 1903.Construction bids were received on 18th September 1903 (Condit 37). John McMenamy who placed a lower bid of $12000 and had some sewer construction experience the department of public works in Philadelphia was given the contract of constructing the bridge on September twenty forth 1903 . The contract stipulated that bridge construction had to be completed in a period of five month. On ninth November 1903, construction begun and temporary (wooden bridge) in the northern site of the project was constructed to provide alternative passage when construction of the bridge was on going. The contract specified that new concrete-steel had to be erected. It also stated that old stones had to be removed which could be used abutments and foundations .The instructions for removing and constructing temporary bridge, steel placement and concrete were also provided. Streetcars that existed had also to be removed. Frankford Avenue Bridge Details The length of Frankford spandrel arch bridge that is closed with single-span, is 7V-0" between abutments. The bridge has 16’-6" rise from abutments at the base to arch crown, with 119'-0" sum length. Single-centered span is composed of concrete with high aggregate composed of two parts of gravel and sand, one part of cement and five parts of stones that surrounds five parallel five parallel rows of 7/8"-diameter of steel rods or 3/4" square. Each rod have a length of 25'-0" of both sides of the arc with steel diagonals riveted between them .the arch that resembles steel truss with connections that are bolted is 3” covered with concrete on all sides (Condit 76). There is continuous concrete that lies transversely to the arch ring that serves the purpose of avoiding longitudinal joints. The maximum length and height of steel abutments and concrete is 16'-0” and seven feet respectively on either side. Concrete in the abutments is composed of six parts of stone (crushed), three parts of sand and one part of cement. There is 13'-3" under clearance in relation to the creek bed. Deck is supported by substructure with a length of119'-0" that incorporates two 24'-0" of the approaches, 40'-0" roadway between the average deck width and curbs. Concrete bed reinforced provides support to the roadway with 3/4" longitudinally running steel bars. Deck has decorative parapets either side that are composed of 38" tall urn-shaped balustrades and a diameter of 7/8"- round of steel rods. Every eleventh baluster is separated by eight concrete newels of 3’-6" each except the main piers that have 4'-7".and have listed the parties that were involved in the construction of bridge (Condit75). Some other things were added to the plan later as construction was going on. For example, decorative balustrade was added to the plan late. The actual plan had requested for a diverse number of designs. Scoring of spandrel wall and arch ring was done in such a way that it resembled stone and simulates voussoirs respectively. Major parts of bridge underside were not decorated, but concrete layers at the arch base adjacent to the abutments were decorated in such a way that they resembled masonry. However, newels and baluster which were the main parts of the bridge that were visible were not scored (Bromley 23). Although it’s probable that Frankford Avenue Bridge design may have been influenced by an array of factors that characterized bridge decoration in urban and park areas that were generally accepted at the onset of 20th century, the engineers who were built this bridge were also influenced by three-span stone arch that was 40 feet northeast of Poquessing Creek bend. Webster declared that the bridge had been completed on seventh November 1904 .The final cost of building this bridge was $13,256 and this included extra money for metal and masonry inspection and also for additional concrete in skewbacks. Bucks County and Philadelphia each paid an equal amount of $6,628 .Furthermore; bridge approach on P side which was not part of the initial contract was completed at a cost of $3,127.59 by McMenamy on twenty second November 1904 and was entirely funded by Philadelphia city. Frankford Avenue Bridge This Bridge was among many strong bridges that were built in early 1900s with a single span reinforcement. It was built on Bensalem Avenue over the Poquessing with masonry decoration which kept the architectural design in harmony with the surrounding. Frankford Avenue Bridge has been repaired occasionally in line with what Webster correctly foresaw. The bridge was declared a defense highway through congress Act in 1937 and in the process; Frankford Avenue was transformed into Federal Aid Route. There were some repairs on the downstream soffit section, sidewalks and curbs. In the recent inspections, it has been discovered that there are cracks of arch barrel especially the underside, efflorescence that are as a result of leakage and exposed aggregate. Reinforcement bars of the balusters are exposed with one bar missing on the bridge’s western side. Frankford Avenue Bridge today provides a milestone reminder of technology and engineering history in America (Bromley 25). Building the same bridge in the modern world Material 1. Concrete Concrete will remain an important construction material of almost all building structures in the world and bridges are not an exception. Concrete can be poured into shapes and sizes and this without compromise makes it an absolute building material in the construction of material as it does not require either molding or cutting. In addition, concrete can be used in strength addition by pre-compressing and reinforcing with steel .Corrosion of concrete is prevented by using materials on the outer that are resistant to corrosion (Beckman 225). 2. Artificial Stone& Brick Throughout history stones bridges have remained indisputably stronger and durable but processing and cutting the required stones makes more expensive for one to build especially where finance is a limiting factor. Replica artificial stones can replace to build bridges that are equally strong like those ones built using stones. In addition, because of the cost factor, stones can only be used in finishing touches to provide appealing aesthetics and bricks used instead of stones where the predominant surrounding structure also uses brick. 3. Steel In the construction of modern bridges steel has to be used in the reinforcement of concrete to come up with strong bridges that can withstand heavy locomotives. Steel is a primary material not only in the construction of one type of bridge but all types of bridges. Steel has compressive and tensile strength that is 100 times more that of concrete and this enables long bridge spans to be supported with minimal number of columns. Steel has a higher ability to bend (ductility), deform or stretch without breaking like concrete. 4. Aluminum Aluminum is not as strong as steel but its alloys are very strong and can substitute steel in the construction of bridges that do not require strength that is comparable to that of steel. Aluminum is resistant to corrosion and has an aesthetic appearance. In some instances aluminum sheets provide surface materials in cases where the bridge is constructed using other materials. Connection Bridges are important component of in structural development .Same design of bridge may require entirely different methods of construction because of accessibility and site restrictions. Some sites provide unrestricted areas for controlling traffic detours, equipment staging and materials stockpiling .on the other hand some sites are limited accessibility and therefore flow of traffic is restricted during construction. The former uses fabrication methods that include False work: where there is temporary scaffolding and framing to provide a firm support to all structural elements at the time construction. Full span erection: this where prefabricated spans are built off site and then, transported to the site where bridge is being constructed. They are then installed in between the support structure as a whole Balanced cantilever: these are fabricated or installed in situ. This takes place on the opposing sides that support the pier up to when a there is a complete span. Span-by-span: this is where there is fabrication of structural elements in situ in between supporting structures to generate spans sequentially In addition, one project may employ many techniques to achieve efficient construction outcome. This is achieved by using at least one category of heavy equipment that include; Crane assist: this is where structural elements are appositionally held by either one or more cranes (movable cranes). The crane maybe positioned on the barges, bridge itself, ground, in the construction process Launch girder: this is a framework of steel that horizontally supports carriage and track that is used in transportation and hoisting of elemental structural in the bridge span. Implementation Modern bridge construction involves accounting of both post and pre completion loading because there is no realization of full strength of the bridge until all the required elements are connected. There may be shifting of individual elements from their original position or become over-stressed before construction is complete. This is quite evident in suspension and cable bridges which may arc away until decking is applied. Post position technique is used for concrete bridges to make sure that elemental structures are under compressive loading. This is very important because of the poor tensile strength of concrete. His concepts is important not only in bridge construction but also in but also in maintenance and inspection of bridges (Penn DOT 45). bridge type & construction method Span length (m) bridge Length (m) 1 cables suspended precast concrete or prefabricated steel segments 400-1500 unlimited 2 Steel prefabrication or concrete precast where beams are full span lifted into place. non-standard beams steel trusses standard beams 40-250 50-100 10-40 unlimited 3 precast or In situ segmental concrete that is cantilever built and post-tensioned gradually 50-150 unlimited 4 Either precast concrete or prefabricated steel segments positioned by cables 75-800 unlimited 5 precast concrete or Prefabricated steel beams are placed sequentially using gantry girder 30-60 300-600 6 Concrete In situ deck. Its constructed on a step formwork 20-60 300-600 7 Radius constant deck that utilizes either prefabricated steel or precast concrete deck 25-60 300-1200 8 Either in situ concrete, precast and prefabricated element structures that are false work supported from the ground 5-125 5-125 Steel Deck Fabrication Details The length spandrel arch bridge that is closed with single-span, is over 7V-0" between abutments. The bridge has 16’-6" rise from abutments at the base to arch crown, with 119'-0" sum length. Single-centered span is composed of concrete with high aggregate composed of two parts of gravel and sand, one part of cement and five parts of stones that surrounds five parallel five parallel rows of 7/8"-diameter of steel rods or 3/4" square. Each rod have a length of 25'-0" of both sides of the arc with steel diagonals riveted between them .the arch that resembles steel truss with connections that are bolted is 3” covered with concrete on all sides. There is continuous concrete that lies transversely to the arch ring that serves the purpose of avoiding longitudinal joints. The maximum length and height of steel abutments and concrete is 16'-0” and seven feet respectively on either side. Concrete in the abutments is composed of six parts of stone (crushed), three parts of sand and one part of cement. There is 13'-3" under clearance in relation to the creek bed. Deck is supported by substructure with a length of119'-0" that incorporates two 24'-0" of the approaches, 40'-0" roadway between the average deck width and curbs. Concrete bed reinforced provides support to the roadway with 3/4" longitudinally running steel bars. Deck has decorative parapets either side that are composed of 38" tall urn-shaped balustrades and a diameter of 7/8"- round of steel rods. Every eleventh baluster is separated by eight concrete newels of 3’-6" each except the main piers that have 4'-7".and have listed the parties that were involved in the construction of bridge. Work cited Beckman, et al. The Statutes at Large of Pennsylvania in the Time of William Penn, vol. 1, 1680 to 1700. New York: Vantage Press, 1976: 200-240 Bromley,et al. Atlas of the City of Philadelphia From Actual Surveys and Official Plans. Philadelphia: George W. Bromley and Walter S. Bromley,1910:12-50 Condit, C. American Building Art: The Nineteenth Century. New York: Oxford University Press, 1960:35-100 Faris, T. Old Roads Out of Philadelphia. Philadelphia: J. B. Lippincott Company, 1917:56-85. "Frankford Avenue over Poquessing Creek." Folder 630, photographic collection. Philadelphia City Archives, Philadelphia. PennDOT .Bridge inspection file, BMS No. 67-0013-0300-3108. District 6-0, Saint Davids, Pennsylvania. Philadelphia, City of, and Bucks County. "Agreement between City of Philadelphia, Bucks County, and John McMenamy." 24 September 1903:5-29 Read More