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Mathematics behind Sydney Harbour Bridge
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The Sydney Harbor Bridge
Typically when someone sees a bridge, they don't realize how much work is put into a single bridge. They could not imagine how mathematics would even go into bridges. Keeping a bridge up like the famous Sydney Harbor Bridge in Sydney, Australia is a tough job since it was first opened in 1932. It also is known to be the world's largest steel arch bridge. This bridge is very large but it is not the longest steel arch bridge in the world. There are many types of bridges in the world but this very bridge is a very well known "through arch" bridge.
Most bridges people imagine is ones that have arches above or below the deck. The deck is the part of the bridge that allows traffic to go from one side to another for transportation. The "through arch" bridge is like a hybrid of both worlds. The arch of the bridge passes through the deck, goes over the deck, and then passes through the other side of the deck once more to make the arch. Ironically, this arch can be described as a parabola.
The Sydney Harbor Bridge deck is 503 meters long from left to right and the height to the top of the arch is 134 meters above sea level. Using some math, we can figure out where the arch would reach its highest point on the deck which
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The purpose of the bridge was simple; connect the northern to the southern shore of the harbor. Many submissions were sent in by 1900 but they were deemed not fit for the bridge. After World War 1, the bridge finally gained momentum to be thought about once again. The general design by Dr. J J C Bradfield and officers of the NSW Department of Public Works was recognized and put into plan. The New South Wales Government then called out across the globe to see who would construct this bridge the best in 1922. English firm Dorman Long and Foster of Middlesbrough took the honor and duty of constructing the bridge soon
71,300 tons of structural steel, 931,000 tons of concrete 42,000 miles of cable wire weighting 11,840 tons, 4,851,700 steel rivets and 1,016,600 steel bolts were all used in the building of the Mackinac Bridge. 1,024,500 tons in total weight is what all this ends up weighting to (Mackinac Bridge 3) (Mackinac Bridge 8). The Main Mackinac Bridge towers reach 554 ft above water and 210 ft beneath the surface to bedrock (Mackinac Bridge 8). To contain temperature changes, high winds and changes of weight on the Mackinac bridge, the deck can move left or right as much as 35 ft at center span. (Mackinac Bridge 9). The total Building time of the bridge was 48 months/ 4
In 1857 the first Pyrmont Bridge was built1 as a means of transporting goods between the docks, city and inner west of Sydney. The bridge then became a much needed utility, with the subdivision of much of Ultimo and Pyrmont in 18602 paving the way for hundreds of new sandstone cottages and terraces to be built over the next decade. This created the first major residential development of the area, which in itself helped to stimulate the economic and industrial growth, and was a part of the first urbanisation of the area.
“It was designed with a twenty-two foot roadway and one five-foot sidewalk” (Silver). The silver bridge is a very long bridge. “An eye-bar is a long steel plate having large circular ends with an "eye" or hole through which a pin is used to connect to other eyebars (to make a chain) or to other parts of the bridge.” according to Richard Fields. The whole bridge was built using the eye-bar suspension.
The building of a new bridge will be done. The question is when. A new bridge is of major importance to the city of Buffalo. It will bring many positives, and barely any negatives. Personally, I have always just thought of a bridge as a way to get from point A to point B. However, the idea of new Peace Bridge's benefits has opened my eyes. The new Peace Bridge may result in a modern day Erie Canal.
The first time that a bridge was considered to cross the Yarra River was as early as 1957 to replace the Williamstown ferry service. Between then and 1961, there was lots of discussion, up until the Lower Yarra Crossing Company was founded. Discussions with the government about a new bridge across the Yarra River were held, but not much was agreed upon, until 1965, the Lower Yarra Crossing Company went bankrupt, and thus emerged the Lower Yarra Crossing Authority, whom in 1967 entered into an agreement with Melbourne based Maunsell & Partners, as well as London based Freema...
At the time of its construction in 1929, the Ambassador Bridge was the largest spanned suspension bridge at 564 meters until the George Washington Bridge was built. It was an engineering masterpiece at the time. The total bridge length is 2,286 meters and rises to 118 meters above the river. Suspension cables support the main span of the Ambassador Bridge and the main pillars under the bridge are supported by steel in a cantilever truss structure. In total, the McClintic-Marshall masterpiece is comprised of 21,000 tons of steel. The immense socio-economical impact that the Ambassador Bridge has on transportation and trade is imperative for daily interaction between the Un...
The Golden Gate bridge, standing as an icon of roadway innovations, took multiple engineers years to design and complete. They could not just simply build an ordinary bridge. They had to take into consideration the physics behind it, as well as, what kind of effect the environment would have upon the bridge. The bridge sits along one of the most active fault lines in the world, so engineers had to make sure their bridge could withstand a little movement. Today the Golden Gate bridge still stands tried and true, as does many other innovations that 20th century engineers came up with.
The area of where the bridge was to cross the Ohio River was said to be one of the hardest places to build but came with some advantages. The section of the river had a solid rock base for the supporting pier to be built on. Since the engineers knew they could build a pier that would not settle they decided on a continuous bridge design. This design type distributes the weight so the steel trusses could be smaller and riveted together. This alone saved an estimates twenty percent of steel that was originally thought to be need to make the bridge cutting down the cost. The two continuous trusses span a collective 1,550 feet across the water. With addition of the north and south approach viaducts, for trains to go under the bridge, the superstructure’s total length is 3,463 feet. The bridge was made to hold two sets of tracks making the width 38 feet and 9 inches. The design called for 27,000 cubic yards of concrete and 13,200 tons of steel with some members being four foot square beams that span a distance of seventy feet. The design was the first step in a long process that would take several years to
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
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 bridge in cases brought happiness and hope to the people of the town as natural disasters and human life interactions gave it a meaning for the people. The bridge did bring many downsides to it as executions and the leading of World War 1 eventually occurred due to the problems that were brought over from the existence of the bridge. The view from the book was that The Bridge on the Drina brought joy for the town but it eventually leaded to political problems that could not be avoided until the bridge was destroyed. For me only one question remains and that is whether our present day today would be any different if that bridge was not built. Could that bridge be the blame for the idea of World War
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...
One very iconic bridge is the Michigan Avenue Bridge. As its name says, the bridge connects Michigan Avenue that is split by the Chicago River. Construction of the bridge began on April 15, 1918, 7 years after its proposal. On October 2, 1991 the bridge was given the title of a Chicago Landmark. Finally in 2009 the bridge was repainted and
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
Truss bridges can be built three different ways—as a pony bridge, through bridge, or deck bridge. A pony bridge, or a bridge in which the bracing is only on the sides and on top of the deck, are most often used when having a lighter load as there