Bridge

Examine the ideas of Manliness, Hostility and Aggression in A View from the Bridge. How are these ideas connected? A View from the Bridge: a tragic drama piece, written by Arthur Miller and first published in 1955. Curtained by the never-ending dramatics of the play, is quite basically a fight for an unconditional love, portrayed by a man of whom perplexes his emotions like no other (Eddie Carbone). The play itself is set in the 1950’s; times when masculinity and dominance we’re vital for a man to obtain, and therefore prove to be key concepts during A View from the Bridge.

Due to the constant battle to be the top of the hierarchy, a hostile atmosphere is continuously present within the circle of male characters. To be the more predominant man proves highly important; it gives them authority over the female characters, and status over the other males. The play has been written as a Greek Tragedy: a storyline of where a certain person is destined for disastrous misfortune (the Hero). Linking to this, is the opening narration spoken by Alfieri. Alfieri is a lawyer, and as he quotes “I am a lawyer ..

We’re only thought of in connection with disasters”, you are automatically signalled that something bad is bound to happen at some point during A View from the Bridge. Eddie Carbone works as a longshoreman in New York. He lives with his wife Beatrice, and his niece Catherine. Eddie proves to be the protagonist within the first page of A View from the Bridge, of which is chorused by Alfieri (an ageing lawyer). From this, it is rather easy to acknowledge that Eddie is going to play a domineering role, and quite obviously the hero in this Greek Tragedy comparison.

As I have previously mentioned, masculinity is highly important, and particularly important to Eddie. Being the utmost respected and powerful man proves rather essential to him during the play, as gives him domination over the household females. An example of this would be in Act Two, just after Eddie rings the immigration bureau. “Get them out the house… Not tomorrow, do it now. ”. Here he is giving Catherine orders in a rather authoritative manor, and this is a prime example of the way he speaks to the female characters.

Eddie has incestuous desires for his niece, Catherine. This continues to be an ongoing problem throughout the entire play. It is quite clear to recognise Eddie’s feelings toward Catherine from the opening scene. When Catherine enters, Eddie is overly keen to know where she is going due to the way she is dressed (short skirt etc); he questions her before becoming complimentary about her appearance, because he is obviously panicking that she has dressed herself specifically to impress another male.

Eddie quite clearly feels that as a man, he has a right to inquire when he feels necessary; possibly using this to conceal the fact he wants nothing more than direct control of Catherine’s life. “Beautiful” he quotes Catherine when observing her new hairstyle. Through the whole of A View from the Bridge, Eddie does not pay Beatrice one single compliment, which seems rather obscure, suggesting he has more admiration for his niece than his wife. Catherine constantly seeks Eddie’s approval, repeatedly asking him “You like it? about the way she looks. This tells the audience that Eddie has brought Catherine up to believe his opinion is always necessary, relating to the idea of masculinity and the dominance possessed by the household male. The actual reason Catherine dressed herself differently was due to the fact that she has been newly employed as a stenographer: somebody who specializes in the transcription of speech. Yet again, Eddie has something to say about the fact that Catherine has a job. “You can’t take no job. Why didn’t you ask me before you take a job? are his exact words when telling her rather directly how he sees the situation. He is implying that she should of asked for his permission before taking the job, and has disobeyed him by not doing so. This goes back to the idea of him being manly and sustaining his authorities. However, I do not think this is the only reason he doesn’t want Catherine taking the job. It is quite clear to see Eddie has more feelings for his niece than he should have, although during the first half of A View from The Bridge I don’t think he has discovered this for himself.

From pinpointing that Eddie was overly bothered about the length of Catherine’s skirt, and her getting a job, it is clear for the audience to absorb that he does not want her to grow up, as this could possibly mean letting go and giving Catherine more independence than preferable. Although Eddie beholds a rather harsh identity, he proves himself a warm and welcoming man when his wife’s cousins immigrate to America in search of employment. Marco and Rodolfo are introduced into the household: quoting “You’re welcome Marco, we got plenty of room here”, Eddie comes across as a very considerate person.

Marco greets Eddie with a firm shake to the hand, however Rodolfo does not. A hand shake is a typically manly gesture, and throughout the play it soon becomes clear that Rodolfo does not fit the stereotypical figure of a man. Eddie expects a man to be a breadwinner, to have obvious physical strength, power and domination. Rodolfo appears to not possess any of these qualities, of which soon proves a serious problem to Eddie. “Paperdoll.. chorus girl.. kid.. hit-and-run-guy”: these are just a minority of the nicknames given to Rodolfo throughout A View from the Bridge.

Rodolfo shows himself as a man that does not fit all the categorical standards of a typical male, and as the play goes on we see how this controversial character shines a negative reflection onto Eddie, bringing him nothing but utter aggravation. Rodolfo likes to cook, sing, dance, and even make dresses. These feminine qualities that he possesses cause Eddie to become suspicious about his sexuality, although Miller makes it quite clear that Rodolfo is not a homosexual, when his relationship with Catherine begins to bloom. To Eddie’s dislike, Catherine takes an immediate shine to Rodolfo.

When she asks him “You married too? ”, it is quite clear she’s interested in him. Eddie is not in favour of Catherine becoming close to Rodolfo, and he clearly tries to discourage what he does by calling him petty nicknames. Underneath the front that Eddie puts on about hating Rodolfo, I think ,secretly, he is particularly jealous of him. The play is set in the 1950’s, and therefore there was a lot of pressure on men to live up to the expectations and be the typical male. Rodolfo is not afraid to be himself, even if it does go against all rules of typicality.

In my opinion, Rodolfo is a very brave character for doing so: he has no fear of being judged, and I think Eddie is intimidated by this. Eddie has never known any different, and so he is automatically against this new idea of a man being slightly feminine. This tells us Eddie cannot cope with change, relating back to when I mentioned how he is unable to come to grips with the fact Catherine is maturing and becoming less reliant on him. In Act Two, a drunken Eddie makes the ridiculous decision to kiss both Catherine AND Rodolfo.

He clearly does this in an attempt to clear all cobwebs, and try to see through to the truth about Rodolfo’s sexuality. Unfortunately for Eddie, he only comes to discover that Rodolfo is nothing more than a heterosexual . I also believe this was an act of bare desperation; Eddie could not think of any other way of getting through to Catherine how he feels, and obviously believed this was the only way to put a stop to her and Rodolfo’s relationship once and for all. However, the scene proves Rodolfo to be more manly than Eddie thought, when Rodolfo demands “Stop that!

Have respect for her! ”. Respect is an important quality for a man to have , especially in A View from the Bridge. Although saying this, when Eddie “pins his arms” (Rodolfo), it again goes back to the idea that Rodolfo fails in the physical department of manliness. This scene is a turning point for the audience, as from this they now know rather exactly how Eddie feels towards Catherine, and how insanely jealous he truly is of her and Rodolfo’s relationship. This is a serious downfall for Eddie, telling you that he is getting progressively closer to his Greek Tragedy ending.

As an audience, it is evidently apparent that Marco is in complete contrast to his brother, Rodolfo. Straight away he is thought of as a real man: “Marco goes round like a man; nobody kids Marco”. This is quoted by Eddie, who quite obviously knows where he stands with Marco, and seems rather threatened by the fact that there are now two dominant male figures in the household. This goes back to when I mentioned how there is always a secret fight to be top of the hierarchy: it is just never made official. It is unnecessary for Marco to prove his manliness verbally, due to the fact that his physicality speaks for him.

He demonstrates his strength in a rather protective manor, when he strains to lift a chair directly above Eddie’s head. He does this as a discrete warning, cautioning Eddie to leave his brother alone. When Eddie punches Rodolfo at the end of Act One, he makes it out to be a joke, but Marco is not silly, and clearly knows that it was nothing more than a camouflaged threat made toward Rodolfo. Marco uses physical communication; alerting Eddie that if need be, physically, he will always come out on top. When Marco does this, the other characters are oblivious to the fact that it was meant as a threat.

However, the audience would be able to recognise exactly what Marco was implying; the staging would portray the shadowed aggressiveness of the gesture, and build serious tension. It would also add to the hostile atmosphere, that had been previously created by Eddie. Alfieri is another example of a conventionally masculine character. His predominate role in the play proves him an honest, helpful and firm man. The fact that he is a lawyer also tells you as an audience, that he possess a lot of power. I think the title of the play (A View from the Bridge), was in fact based around the role of Alfieri.

It is as if he is playing God in this tragedy; he has the ability to look over and judge the situation, but remains un-bias and uninvolved (possibly a skill he has developed from his job). Alfieri has a view from the bridge, and is looking down on a fateful occurrence (Greek Tragedy) that he cannot prevent from happening. Just after Eddie’s death, Alfieri quotes “something perversely pure calls to me from his memory”. Due to the fact that Alfieri has been such an honest and trustworthy character throughout, this line could sway the audience into realizing that maybe there was a good side to Eddie, as well as bad.

Eddie had a rather double-sided personality. Although his love for Catherine got the better of his character, underneath it was quite recognisable that he was generally a caring man that looked after his family very well. He was born poor, and worked hard as a longshoreman to ensure he was able to provide for his wife and niece. The background of the author himself (Arthur Miller), most probably had strong influential effects on the way A View from the Bridge was written. For example, his mother and father were polish immigrants; this relates to the storyline of A View from the Bridge, as Marco and Rodolfo are also immigrants.

Miller obviously has a clear view of what he expects a man to be. He has made the main character (Eddie) a very typical man: domineering, strong, and respected by all. If Eddie’s death was a tragedy, then in Millers eyes he was obviously the hero of the play. Miller was born in 1915, and therefore raised around people who too, believed that these qualities were necessary if you were to be considered a real man. A View from the Bridge is a play largely involved in the historical/cultural context of the early 20th century. The ‘American Dream’ correlates directly to the storyline of A View from the Bridge.

The American Dream is basically the idea that all humans are of an equal worth, and that all people should do things that give them a quotably “better, richer, and happier life. “. Eddie’s perception of Rodolfo goes against this idea of the American Dream, because he believes that Rodolfo deserves to be lower in status than him, just because he is not the typical man. When Catherine begins to take an interest in Rodolfo, Eddie does his best to prevent their relationship progressing. “Don’t lay another hand on her unless you wanna go out feet first” are his exact words when thinking only of oneself.

He is very selfish by doing this, and is potentially forbidding Catherine from living the American Dream (happier life). The Sicilian code of honour is another historical policy that relates to A View from the Bridge. The Sicilian code is basically a firm rule of extreme loyalty, solidarity and justice. The Mafia in the early 1900’s followed this code rather closely, for example: if someone was to hurt or even threaten a member of your family, you were to honour them and take an immediate action of revenge. The mafia’s law would justify the murder of Eddie Carbone, due to the fact Marco killed him purely because he posed a threat to Rodolfo.

The female characters in A View from the Bridge are the main victims of hostility, manliness, and aggression in this play; Catherine in particular. Due to the fact that Eddie highly dislikes Rodolfo, there is a constant hostile atmosphere present within the household. Catherine is made to feel like she must choose between Eddie and Rodolfo, which again causes hostility. This is not a typical father/daughter relationship; it is clear for the audience to see this from the way Eddie behaves when Catherine and Rodolfo are together. Eddie lives in denial about the fact that he is in love with Catherine, and uses fury to disguise it.

When Alfieri figures that Eddie has these strong feelings for his niece, he says “She can’t marry you can she? “; Eddie does not know how to respond to this and again attempts to hide how he feels for Catherine by getting overly angry, “I don’t know what the hell you’re talkin’ about! “. The audience are affected by this as, making you pity Catherine and the awkward position she is in. Beatrice suffers from this also, as Eddie is her husband. In one scene they argue about sex, because Beatrice is receiving hardly any attention from Eddie due to his aggression and confidentiality throughout the play.

Eddie is constantly taking his anger out on Beatrice, yet she never complains. However, in one scene she has clearly had enough and decides to stand up for herself and go against Eddie. “I want you to cut it out now, you hear me? I don’t like it! Now come in the house. ” To this I think Eddie is quite startled, and replies with “I’ll be in right away”. Beatrice knows full well that Eddie has more feelings for Catherine than he should: “You want somethin’ else, Eddie, and you can never have her! “. In this quote I think jealously is getting the better of Beatrice, as she describes Catherine as a thing, rather than a person.

There are five phases in constructing the Lupu Bridge. First is the foundations. When we talk about foundation it is the lower part that carry all the loads of the structures.The condition of the ground on either side of the Huangpu River are not appropriate for the large thrusts made by an arch bridge.

Even though its arch is tied, and the use of reducing the forces transferred to the foundations, its total vertical force is still too much. And also the result of the arch being tied is that the parts of the foundations should be able to remain strong against the force. Since Lupu is located in Shanghai, and the fact that it is located near a river, it has soft soil. Therefore the most suitable option is piled foundations for that reason.

Its foundations is composed of 118, 900mm diameter steel tubes ,and each pile is about 65m in length.The larger surface area of the piles and long length mean that they could be friction rather than bearing piles. This is assuming that the soil consists of clay nearer the surface moving into stiffer clay then sand lower down. The pier cap of the main p foundation is 3.5m thick and the one that connect the caps at about 51m centres are the crossbeams..

This connection between the two pier caps will help to somewhat relieve the stresses in the soil in the horizontal direction and reduce the amount of deflection incurred. By the use of 700mm diameter soil-cement stirring piles, the strength of the foundation was strengthened to help resist the horizontal force and limit the displacement due to this force.

Each of these stirring piles is connected to each other to improve the integrity of the system. During construction, the foundations have a large number and stirring piles addtion due to working loads of the bridge and also due to the loads imparted on the foundations. Above each abutment the large temporary tower was built during construction.

Because of that there will probably be the largest vertical force they will feel and these will impart very large vertical forces into the foundations. With the use of horizontal force impart by the inclined arches, the abutment and foundations must be strengthened in the horizontal. At an inclination similar to arches the abutment would have a high level of prestress in the concrete section and there would also be a piles coming from the abutment.

An Essay On How Titan Armoured Vehicle Launch Bridge Can Benefit Indonesian Army Engineers

Introduction

1. Several characteristics of Indonesia’s environment seem to be considerable in determining the role of Indonesian Army Engineers (IAEs). Firstly, terrain that is predominantly seashore area with lots of volcanoes on every big island. Secondly, the large number of rivers in Indonesia including around 500 both large and small.

Thirdly, the high risk of natural disasters caused by 128 active volcanoes and the location of its islands ‘on the edges of the Pacific, Eurasian and Australian tectonic plates’. Those three characteristics combine to give irregular but frequent supporting tasks for IAEs whether in calm normal situations or chaotic post-disaster evacuation ones. Many of these requirements need to be met only with bridging efforts. Hence, it is logical to deduce that Indonesian military engineers need a strong, yet rapid capability in bridging. One of the options is to possess a quantity of Titan Armoured Vehicle Launch Bridge (Titan AVLB).

2. This essay will briefly nominate the prerequisite of utilizing Titan AVLB as one of the main bridging vehicle in IAEs.

Current Bridging Capabilities

3. The main task with which IAEs are burdened is to support the manoeuvre of infantries in the battlefield including to facilitate either river/lake or other gap crossing . Even, in the peace time IAEs frequently play a role in supporting low level development of the country as well as to contribute to rehabilitation efforts in disasters.

To carry out this particular function, IAEs are equipped with three kinds of bridging systems: Bailey bridge, Acrow panel bridge, and pontoon bridge. Most of the combat engineer Battalions are resourced with Bailey bridges. Only a small number of battalions have the resources of Acrow panel bridges. Meanwhile, pontoon bridges can be found only in the training centre. Whilst those structures have been used effectively in many situations, nevertheless, there are several short-falls. The mentioned bridging structures are all heavyweight ones. For example, it needs more than 34 tonnes of materials to construct a triple-single Bailey ridge which can only connect 22 metres gap. The next problem is in transporting such a heavy materials. Another difficulty is with the time consumed and man power required to erect these bridge structures. The process of launching either a Bailey or Acrow panel bridges would previously take up to 1 platoon of soldiers to push the panels one by one. Nowadays, powerful heavy equipment (dozer, crane, etc) can be employed. Also, whilst the heavyweight problem is not the case for pontoon bridges, nevertheless, time and manpower are still complexities.

4. Facing this set of disadvantages, it seems that there has been little research published on the effort to substitute or at least strengthen the bridging capability of IAEs. Even in the training centre, other options of alternative bridge system are not yet introduced.

Suitability Of The Titan Armoured Vehicle Launch Bridge (AVLB)

5. AVLB is an armoured vehicle equipped with a set of folded bridge ps that can be launched and retrieved mechanically. There are various types of AVLB used by several countries. The focus in this essay will be on the Titan AVLB which is a most recent type.

6. The Royal United Kingdom Engineers (RE) is one of the national institutions using Titan AVLB. The RE explain that the Titan AVLB is modified from the ‘Challenger 2 Main Battle Tank (MBT) chassis’. This kind of bridge was drafted to connect up to 60 metres of space by laying an assortment of three close support bridges. The AVLB operates in improved ‘ground manoeuvre formations’ which will enable dealing with an assortment of earth terrain. The other important thing is the short time required to lay the bridges. This vehicle can launch bridge no. 10 (26 metres) in two minutes.

7. It can also carry and lay two of no. 12 bridge (13. 5 metres) in 90 seconds. 7. Pictures and specification of the Titan AVLB are shown below. Titan Armoured Vehicle Launcher Bridge (AVLB) Specifications Weight (Estimated)62,500kg CarriesCarries BR-90 Close Support Bridges: No. 10 (length 26 m, p 21-24. 5 m); No. 11 (length 16 m, p 14. 5m); & No. 12 (length 13. 5 m, p 12 m) Road Speed59kmh Road Range450kms Enginecomprises Perkins CV12 diesel engine, David Brown TN54 enhanced low-loss gearbox and the OMANI cooling group: Auxiliary Power Unit (APU) is also fitted Engine Power1,200bhp Crew3 Armament1 x 7. 62mm machine gun, Stowage for crew man-portable Light Anti-Tank Weapons, Fitted with NBC protection system.

The Advantages for IAEs

8. the capabilities and the specifications of the Titan AVLB are clearly apparent in the above table and explanation. The obvious deduction is that several advantages will be appreciated by anyone who utilizes this vehicle. I am optimistic that after graduating from the Capability and Technology Management Course (CTMC), I may be able and to access and to conduct further detailed research on this matter.

Nevertheless, at the moment even given the limited scope of this paper, it is clear at least there are three advantages to discuss in term of benefits for IAEs by utilizing Titan AVLB.

9. One good point to start with is the ability of this vehicle to move by itself. The 62. 5 tonnes of weight can not be considered as light, however, since the vehicle can move easily and relatively fast, weight is no longer a problem. Even the transportation problem presented with Bailey, Acrow panel, and pontoon bridges is eliminated by this vehicle. This beneficial fact negates the requirement to use another vehicle and subsequently saving some amount of fuel and costs.

10. The second benefits can be identified is the minimum use of manpower. It is explicitly written in the specifications that this magnificent vehicle can be manned by only three personnel. For this reason, human resources in a company of engineers for instance, can be managed more efficiently and can undertake more parallel tasks. Particularly in a disaster relief, military personnel are vital to be involved in both evacuation and rehabilitation efforts. 1. The last but not least, the perfect integration of this equipment’s ability to operate on almost all terrain along with its rapid launching and retrieving, will be very valuable in providing assistance during periods of disaster relief especially when the permanent bridge facilities may have collapsed or are not in order. Subsequently, evacuation could be undertaken faster, more lives could be saved. In addition, the quick launch of the bridges will also assist the government as well as other concerned parties in conducting the rehabilitation process. CONCLUSION 2. The Titan AVLB is a heavy duty engineering vehicle which can move by itself, carrying a set of bridges which are ready to be launched within minutes, and operated by not more than 3 personnel. Its combination of advantageous capabilities is highly suited for IAEs in order to meet the challenges presented by the Indonesian environment, both in normal daily situations and post-disaster evacuation and rehabilitation periods.

References

1. ‘Armoured Vehicle Launch Bridge’, Wikipedia, 6 November 2010 at 22:51, viewed on 21 November 2010, < http://en. wikipedia. rg/wiki/Armoured_vehicle-launched_bridge>
2. Central Intelligence Agency, ‘The World Factbook”, in Central Intelligence Agency, Oct 05, 2009 10:49 AM, viewed on 21 November 2010,
3. Partnership for Disaster Reduction South-East Asia Phase 4, ‘Monitoring and Reporting Progress on Community-Based Disaster Risk Reduction in Indonesia’, in Asian Disaster Preparedness Center, April 2008, viewed on 21 November 2010,
4. The Royal Engineers, ‘Titan Armoured Vehicle Launcher Bridge (AVLB)’, The British Army, viewed 19 November 2010, < http://www. armedforces. co. uk/army/listings/l0062. html>

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1. Overview is one of major outstanding infrastructure required for balanced economic development of Bangladesh. It is anticipated that the gross domestic product of the would increase by 2 percent once the bridge was constructed. The bridge, which would connect the southwest region with the rest of the country, could be used for the trans-Asian route; the minister said adding “The Bridge will help gear up industrialisation in the region too. Environmental impact of the bridge would be assessed during the preparation of design. Government is endeavouring to start construction of the proposed Padma Bridge in 2011 to comple it by 2014. The bridge to be built at an estimated more than twenty thousand crore TK would be, the longest bridge in the country with 6. 15km length and 25m width, he added. The bridge will have four lanes and a railroad in the middle. The bridge will also have a gas transmission pipeline, power transmission line and telecommunication cable.

The Jamuna Multi-Purpose Bridge Authorities (JMBA) that looked after large bridge projects, in a study in 2005 estimated that 918. 76 hectares of land would be needed to be acquired on both the sides of Padma Bridge. The land acquisition cost is estimated at 3. 2 billion taka (about 46 million U. S. dollars), said the study. According to a survey by JICA, nearly 30,000 people will lose their lands due to land acquisition for construction of the bridge. The 6. 5 km long 22-metre wide, four lane bridge on the river Padma connecting Mawa (35km south of Dhaka) in Munshiganj with Jazira in Madaripur is also likely to contribute hugely to the functioning of the Mongla Port in Bagerhat, the second seaport of the country that fails to attract cargo ships owing to poor communications. The decision to construct the bridge was taken back in 2001 but dilly-dally over selecting the construction sites delayed the process. 2. INTRODUCTION

The three major rivers of Bangladesh – the Padma, Brahmaputra-Jamuna and the Meghna divide the country into four principal regions such as north-west, north central, eastern and south-west regions. The Padma River separates the South-west region from the capital city and requires time consuming ferry crossings to major destinations. At present, transportation of passengers and freight across the river is by ferries and to a lesser extent by launches and manually-operated boats, but their services are grossly inadequate in both capacity and service level.

The existing ferry services involve long and unpredictable waiting time at terminals lacking basic service facilities. They are prone to suspension orcancellation due to flood, fog and inclement weather conditions. The proposed Padma Bridge is expected to make cross-Padma transport more reliable and drastically reduce the travel time and cost across the river. The proposed bridge plans to build a multipurpose crossing with additional utilities like rail, telephone, gas and power lines across the Padma.

It is designed to remove the last major physical barrier in the road connection between Dhaka and the South-west region of Bangladesh, where about one quarter of the population of Bangladesh is living. The bridge will shorten the distance from the South-west to Dhaka by 100 km and travelling time will considerably be reduced. The project is viewed as a very important infrastructure and transportation network, which will hugely facilitate social, economic and industrial development of this relatively underdeveloped region of the country.

The padma Bridge will help to stimulate economic activity in the SW region by providing a reliable and rapid transport connection. It is estimated in the feasibility study that the project will increase the GDP by 1. 2% and that of South-West Region by 2. 3%. The Padma Bridge is on the Asian Highway Route A-1 and Trans-Asian Railway Route. When the railway will be effectively connected, the Padma Bridge will contribute to the multimodal international transport network for the Eastern Region of the Indian sub-continent and substantial benefit to GoB for bi-lateral cargo movement between India and Bangladesh. 3. PROJECT COMPONENTS

Among the project components main bridge is by far the prime component of the project covering about 50% of the project cost. The main components of the Padma Multi-Purpose Bridge Project consist of: * A 6. 15km long two-level steel truss main bridge. (four-lane divided highway on top and single track rail on the bottom deck); * The Approach Road to the bridge consisting of a 12. 4 km four-lane divided highway and includes five minor bridges of 150~270m length over local waterways, 21 drainage box culvert and 8 local road underpasses. * Transition structures that includes the Approach Viaduct at Mawa length of 721. 50m and 756. 788m for the northbound and southbound carriageways respectively. The length of the Approach Viaduct at Janjira is 873. 250m and 797. 315m for the northbound and southbound carriageways respectively; * Bridge End Facilities on both sides of the river that includes Toll Plazas and Service Areas; * Access roads totaling about 8. 9 km and 14. 5 km of service road. * Four Resettlement villages (two on the Mawa side and two on the Janjira side). 4. MAIN BRIDGE The total length of the main bridge is 6150m and the main bridge is connected to approach viaducts on both ends and overall width of the bridge is 22. m. The main bridge is in the form of composite steel truss with two levels, railway at lower deck level and highway at upper deck level suitable for fast track construction. Longitudinally, the main truss is in the form of a continuous warren truss and the concrete roadway slab is connected to the top chord by shear stud. The railway deck comprises longitudinal steel beams pning between lower cross beams and a concrete railway slab which is also compositely connected to the beams. The roadway slab is reinforced concrete in the transverse direction, and is a pre-stressed concrete structure in the longitudinal direction.

There are 41 ps each 150 m in length optimized in the computer program. It is sub-divided into 7 continuous bridge modules, and each module is comprised of 5 or 6 ps. At the interface between adjacent modules, a movement joint is present to accommodate the movement due to various actions. The major portion of the bridge is flat (0% vertical gradient) except at the two ends the bridge level decreases with approximately 0. 5% vertical gradient to match with the adjacent approach viaducts. The horizontal alignment of the bridge consists of straight sections, curved sections with onstant radius and short transition curves. The tightest radius is found in Module 7, where the radius is 3000 metres. 5. CROSSING REQUIREMENTS The bridge is to carry the following facilities: Highway The bridge is required to carry a dual two-lane carriageway road with a design traffic speed of 100km/hr. Each carriageway shall comprise two 3. 5 meter wide traffic lanes plus a 2. 5 meter wide hard shoulder and 650mm wide median. The bridge is intended to carry motorized vehicles only. Railway Provision shall be made for future addition of a single track broad gauge railway along the bridge.

The railway is proposed to be an extension of the Indian Railways Dedicated Freight Corridor (DFC) and is likely to be part of the Trans-Asian Railway. The design rail speed is 160km/hr for passenger trains and 125 km/hr for freight trains. Power Transmission Line The bridge will be required to carry a high voltage power transmission line with a capacity of 400kV as part of the developing power supply network in south west Bangladesh. High Pressure Gas Transmission Line A 30 inch (76 cm) diameter gas pipe is to be carried by the bridge, which is expected to operate at a pressure of. 1135 psi.

The gas pipe shall be hydro tested to a pressure of 1710 psi in accordance with procedures approved by Petrobangla. The high pressure gas main shall be designed in accordance with the requirements of Petrobangla with reference to appropriate recognized international design standards such as the American 6. BRIDGE VIADUCTS The viaduct ps are separated into the approach road and the railway viaducts. The main bridge is a two level structure which required a challenging task in the arrangement of the viaducts to separate the railway from the highway and alternative options were considered during the Scheme Design Phase of the project.

There are a total of four viaducts supporting the highway, two on each side of the river. The length of the approach road viaducts ranged from 720m to 875m long and consists of 38m ps. The superstructure consists of precast, pre-tensioned concrete Super-T girders which will become the first Super-T girder structure to be constructed in Bangladesh. The Super-T girder is an economical beam commonly used on highway bridges in Australia and is becoming more widespread on projects throughout Asia. The introduction of the Super-T girder to Bangladesh presents an opportunity for future use on other projects throughout the country.

There is a total of two viaducts supporting the railway, one on each side of the river. The length of the railway viaducts ranged from 2. 36km to 2. 96km and consists of 38m ps similar to the approach road viaducts. The superstructure consists of precast, post-tensioned concrete I-girders. The detailed design of the viaduct structures posed some major challenges in bridge engineering specifically involving earthquakes under soil conditions highly susceptible to significant depths of liquefaction. A multi modal response spectra analysis was used to analyse and the design the viaducts for a seismic event with a return period of 475 years.

This paper describes the dynamic analysis procedure and the design features of the structure to withstand these seismic events. A transition pier is located at the interface of the viaduct ps to the river ps and supports the end ps of the main bridge, the approach road viaduct structure and the railway viaduct structure. The transition pier also provided the location for the diversion of the gas pipe, power cables and telecommunication utilities located on the main bridge whilst also enclosing an access stairwell for inspection, maintenance and emergency evacuations. 7. SITE SELECTION

Four alternative bridge sites were identified as alternative locations in the following areas: Site-1:Paturia-Goalundo Site-2 : Dohar-Charbhadrasan Site-3 : Mawa-Janjira Site-4 : Chandpur-Bhedarganj Four alternative locations were examined from the view points of existing transport of the project area, traffic demand forecast, preliminary river study and technical consideration in highway planning, preliminary bridge planning, environmental & social consideration. JICA study team considers site-1 and site-3 to be most advantageous for a new fixed crossing and recommends these sites for further study until Interim report.

Survey Results Estimated amount of land to be acquired is almost same (about 1,250 ha ) in both cases The number of affected households / structure varies due to differences in population density Current estimate suggests:- Mawa – Janjira 70,000 to 80,000 Paturia – Goalundo 40,000 to 45,000 Traffic Study and Economic Analysis (Main Work Items) 1) Traffic Surveys (Traffic counts, OD Survey) 2) Establishment of Future Socioeconomic Framework (Population, GDP, GRDP) 3) Traffic Demand Forecast (Target year 2025) 4) Confirmation of Economic Feasibility 5) Economic Impacts of the Padma Bridge ) Improvement of Accessibility 2) Regional Economic Development 3) Formation of International Road Network Summary of Comparisons of Two Sites from traffic and Economic Point of View Evaluation Criteria| Paturia-Goalundo| Mawa-Janjira| Traffic Demand (2025)| 19,850 vehicles/day| 41,550 vehicles/day| Economic Feasibility| EIRR=9. 6%| EIRR=16. 9%| Financial Project Cost (Million US$)| 1,260| 1,074| Improvement of Accessibility| (Travel time) Dhaka – Mongla Dhaka – Benapole (Beneficiary Population) Within 3 hours from Dhaka Within 4 hours from Dhaka| 4. 5 hours 4. 6 hours ,791,000 (9%) 12,738,000 (42%)| 3. 6 hours 3. 6 hours 10,417,000 (35%) 22,247,000 (74%)| Density of Feeder Roads| No big difference| Formation of International Road Network| | Asian Highway A-1. Short distance to Benapole Land Port and Mongla Sea Port| Regional Economic Development| GDP of Southwest region will increase by 18% (1. 2% /year)| GDP of Southwest region will increase by 35% (2. 3% /year)| Growth centers around the bridge sites| No big difference| Indicative Cost Paturia – Goalundo| Mawa – Janjira| US$ 1,260 million| US$ 1,074 million| Evaluation of P-G & M-J sites

Evaluation Criteria | Paturia – Goalundo| Mawa – Janjira| Economic Feasibility| EIRR| 9. 6%| 16. 9%| B/C Ratio| 0. 71| 1. 81| | NPV (Mil. Taka)| -9,857| 23,140| | Regional Development| Increase of GRDP of Southwest Region| 18% up (1. 2% per year)| 35% up (2. 3% per year)| Environmental Impact| Result of IEE| No big difference| Social impact and Resettlement Issues| Households requiring relocation| 1,842| 2,635| Community structures affected| 18| 60 `| | Total population affected (both direct and indirect)| 40,000-45,000| 70,000-80,000| Preliminary RAP cost| 23. 7 mil. US$| 38. 79 mil.

US$| Traffic Demand Forecast of the Padma Bridge | Traffic Volumes across PadmaRiver (both ways 2003: From Traffic Survey)| | Paturia-Goalundo| Mawa-Jajira| Cross-Padma| Light Vehicle| 572| 128| 700| Bus| 687| 227| 914| Truck| 1,217| 78| 1,295| Total| 2,476| 433| 2,909| Launch Passenger| 15,559| 9,126| 24,685| Present Traffic Movement Pattern At present, traffic at Mawa is lower than Paturia due to the following reasons: 1)   Road condition of NH 8 is now very poor. 2)   A narrow approach road to the Mawa ghat. 3)   Quality of ferry services at Mawa is lower than Paturia in general. )   No sufficient parking space for trucks. 5)   Two hour river crossing time at Mawa is significantly longer than 35 minutes of Paturia. Future Traffic Movement Pattern Future traffic movement pattern will be drastically changed if the Padma Bridge is constructed at Mawa with following reasons: 1)   Improvement of NH 8 (Dhaka – Khulna Road Project by ADB) will be completed by the end of 2004. 2)   Direct road link from Dhaka for the largest traffic demands to Khulna and Jcssore. 3)   Elimination of two hour crossing time. Criteria for Final Site Selection

Preliminary results shows greater impacts In Mawa-Janjira over Paturia site  Site selection should be more on technical – engineering grounds-future safety of the bridge infrastructure  Major Impacts of the project – Irrespective of   sites  Selection of Final site Is critical to set the next agenda preparation of RAP  Task would be to minimize Impact, develop Improved policy for mitigation of adverse Impacts, management and capacity building for resettlement management  Experience of the Jamuna and other donor-funded projects will be used In the planning and Implementation of RAP for Padma . CONCLUSION The Padma multipurpose bridge is a long cherished dream of the people of the entire southern region. The bridge will link the greater Khulna, Greater Faridpoor and Greater Barisal region with the rest of the country. It will give tremendous boost to national economy as the direct driving travel distance between Dhaka and this region will be greatly reduced and hustles and harassment people face in moving tradeable commodities to and from this region will be removed.

The agro rich region of Barisal and Khulna can feed the rest of the country much easily. Mongla port can make greater contribution. Tourism industry in the picturesque mangrove forest Sundarban and marvellous sea resort Kuakata will get massive boost. Nepal, Bhutan and 7 sisters around Bangladesh may utilise this bridge to use Mongla port which will give our economy a massive shot in the arm.

Humans have tamed steel, stone, lumber, and even living vegetation, all in effort to reach the people, places, and things that we desire. Although the concept of bridges is as simple as a tree falling across a creek, bridge design and construction requires very serious ingenuity. Artists, engineers, and architects pour vast resources into bridge construction so that they can reshape our daily environment for the better. When building bridges you’ll need help from BATS which are the key structural components of bridge construction such as beams, arches , trusses, and suspensions.

Various combinations of these four technologies make it possible for numerous bridge designs, ranging from some bridges as simple as beam bridges, arch bridges, truss bridges, and suspension bridges to more complicated bridges like side-spar cable-stayed bridges. Some of the key differences between these four types of bridges is the lengths that they can cross a single p, which is the total distancve between two of the bridges supports. Bridges supports can take the forms of columns, towers or even the walls of nature around the bridge like canyons.

Beam bridges range up to 200 feet , while modern arch bridges can reach up to 800-1000 feet safely. Suspension bridges on the other hand are able to extend from 2000-7000 feet across. Compression and tension are present in all bridges and they are capable of damaging parts of the bridge as varying load weights and other forces act on the structure of the bridge. It is the job of the bridge design to handle these forces without buckling or snapping. Buckling occurs when a compression is able to overcome a objects ability to endure that certain force.

Snapping is what happens when tension surpasses an objects ability to handle the lengthening force. The most effective way to deal with these powerful forces is to either dissipate them or transfer them. With the dissipation the design allows the force to be spread out over a greater area so that no one certain spot has to endure to much pressure. In transferring force, a design moves stress from an area of weakness to an area of strength. Beam bridges, bridge building isn’t more simple than this. When building a beam bridge all you need is a rigid horizontal structure and two supports, one at each end, to rest it on.

These components directly support the downward weight of the bridge and any traffic traveling over it. Many beam bridges use steel or concrete to handle their certain loads. The size of the beam, and the certain height of the beams, determines how far that the beam can p up to. By increasing to height of the beam, the beam has more material to lower the tension. To create taller beams the designer of the bridge adds supporting latticework, or a truss, to the bridge’s beam. The support from the truss adds rigidity to the existing beam, greatly increasing its ability to dissipate the compression and tension of the bridge.

Once the beam begins to compress, the force spreads through the truss. Yet even with a truss a beam bridge is only good for a max-limited distance. To make the bridge have a greater distance you need to build a bigger truss, until you have reached the point where even a truss cant support the bridges weight. During the industrial revolution, beam bridges were developing in the United States rapidly. Engineers gave many different truss designs in order to try and perfect it. All the different truss patterns also factored into how bridges were being built. ome designs had the truss under the bridge ,while some designs had the truss above the bridge. A single beam spreading any distance undergoes compression and tension. At the very top of the beam has the most compression and at the very bottom of the beam has the most tension. In the middle of the beam has very little compression or tension. This is why beams are built with bridges, they provide more material on the tops and bottoms of beams to better handle the forces of compression and tension. There is another reason why a truss is more rigid than a single beam; a truss has the ability to dissipate a load through the truss work.

The truss design, which is a variant of a triangle, creates both a very rigid structure and one that transfers the load from a single point to a considerably wider area. After being used for 2000 years of architectural use, the arch continues to feature prominently in bridge designs. Its semicircular structure elegantly distributes compression through its entire form and diverts weight onto its two abutments, which are the components of the bridge that directly take on the pressure being exerted onto the bridge. The tensional forces in arch bridges are virtually negligible.

That is because the natural curve of the arch and its ability to dissipate the force outward greatly reduces the effects of tension on the underside of the arch. The greater the degree of curvature, the greater the effects of tension on the underside of the bridge. If you build a big enough arch, the tension will eventually overtake the support of the bridges natural structure. While there is a fair amount in variety in arch bridge construction, the basic structure of every arch bridge is the same. For example there is Roman, Baroque and Renaissance which are all architecturally different they all have the same basic structure.

It is the individual arch itself gives its namesake bridge its strength. An arch made of stone doesn’t need a mortar. In fact the ancient Romans built arch bridges and aqueducts that are still standing today and are made of stone. The tricky part , however is building the arch, as two converging parts of the structure have no structural integrity until they meet in the middle, which mean additional scaffolding or support systems are typically needed. The modern materials such as steel, and prestressed concrete allow us to build far larger arches than the ancient Romans ever were able.

Modern arches typically p between 200 and 800 feet. There is one bridge in West Virgina named the New River George Bridge and it measures an impressive 1700 feet. Suspension bridges, as the name implies its suspend the rail the railway by cables, ropes, or chains from two towers. These towers support most of the bridges weight as compression pushes down on the suspension bridges deck and then travels up the cables, ropes, or chains to transfer compression directly into the earth. The supporting cables receive the bridges tensional forces. The cables of the bridge run horizontally between the two far flung anchorages.

Bridge anchorages are essentially solid rock or massive concrete blocks in which the bridge is grounded. The tensional forces pass through anchorages and into the ground. In addition to all the cables almost all the suspension in bridges feature a supporting a truss system beneath the bridge is called a deck truss. This often helps to stiffen the deck and reduce the tendency of the roadway to sway and ripple. Suspension bridges can easily cross distances such as 2000 to 7000 feet and this enables them to reach distances that other bridge designs cannot.

Because of this bridges complexity and of their design they require a lot of materials , they are the most costly bridge to build. But not every suspension bridge is made out of steel andother costly materials. It can be as simple as twisted grass. When the Spanish conquistadors made their way into Peru in 1532, there they discovered an incan empire connected by hundreds of suspension bridges, achieving ps up to 150 feet or more across deep mountain gorges. Europe on the other hand wouldn’t see a suspension bridge for atleast 300 more years. At a first glance the cable-stayed bridge may look like just a variant of the suspension bridge, ut don’t let their similar towers and hanging railways confuse you. Cable stayed bridges are different from suspension bridges because they don’t require anchorages, nor do they need two towers. Instead the cables run from the railway up to a tower that bears the weight alone. The tower in a cable stayed bridge is responsible for absorbing and dealing with all the compression forces. The cables attached to the bridge run to the tower in a variety of ways. For example, they can run in a radial pattern, cables can extend from several points on the road to a single point at the tower.

They can also be in a parallel pattern, the cables attach to both the roadway and the tower at several separate points. The first cable strayed bridges were constructed in Europe after world war 2, but the basic design dates back to the 16th century and Croatian inventor Faust Vrancic. A contemporary of astronomers Tycho Brache and Johannes Kepler, Vrancic produced the first well known sketch of a cable stayed bridge in his book “machinae Novae. ” Today cable stayed bridges are a popular choice as they offer all the advantages of a suspension bridge but at a leser cost for ps, up to 500 to 2800 feet.

They require a less steel cable, and are faster to build and incorporate more precast concrete sections. Most of humanities build bridging legacy is a story of artificial structures crafted out of the natural elements. Build a bridge out of woven vines or hewn boards and nature will certainly turn it into compost. Building a living bridge takes patience of course. The war-khasis people for example create root-guided systems from hallowed halves of old betel nut tree trunks to direct strangler fig roots in the desired direction.

They simply direct the roots out over a creek or river pning and only allow the roots to dive into the earth on the opposite bank. The larger living bridges boast lengths of up to 100 feet and care bear the weight of 50 people. There are things that engineers such as torsion which occurs when high wind causes the suspended roadway to rotate and twist like rolling a wave. Also there is shear stress which occurs when two fastened structures are forced in opposite directions. If a bridge has sighs of shear stress and it is unchecked the bridge can literally rip the bridge in half.

A simple shear force would be to drive a long stake halfway into the ground and then apply lateral force against the side of the upper portion of the stake. With enough sufficient preasure youd be able to snap the stake in half. Resonance, you can think of this as simply a vibrational equivalence of a snowball rolling down a hill and becoming an avalanche. It starts off relatively small and periodicly stimulus of a mechanical system, such as wind buffeting a bridge. These vibrations however are more or less in harmony with the bridges natural vibrations.

If unchecked the vibrations traveling through the bridge can form torsional waves. The best example of this occurred in 1940, when resonant vibrations destroyed the Tacoma Narrows Bridge in Washington. The innocent was especially shocking at the time as the structure was designed to withstand winds up to 120 miles per hour and collapsed in a mere 40 mile wind. When there was close examination of the innocent it suggested that the bridges deck-stiffing truss was insufficient for the p, nut this alone couldn’t bring such a structure down.

As turned out, the wind that day was at just the right speed and hit the bridge at just the right angle to set it off the deadly vibration. Continued winds increased the vibrations until the waves grew so large and violent that they broke the bridge apart. This simple effect is just like a singer breaking glass with their voice. Wind isn’t the only thing that is a threat to bridges. For example when an army marches across a bridge, the soliders often “break step” so that their rhythmic marching will start resonating throughout the bridge. A sufficient large army marching at the right cadence could set the deadly vibration into motion.

In order to mitigrate fully the resonance effect in a bridge, engineer incorporate dampeners into the bridge design to interrupt the resonant waves and prevent them from growing. Another way to halt resonance is to give it less room to run wild. If a bridge boast a solid roadway, then a resonant wave can easily travel the length of the bridge and wreak havoc. But if a bridge roadway is made up of different sections with overlapping plates, then the movement of one section merely transfers to another to another via the plates generating friction. The trick is to create enough friction to change the frequency of the resonant waves.

Changes the frequency prevents the waves from building. While wind can certainly induce destructive resonant waves, whether a whole host of destructive assaults on the bridges we build. In fact, the relentless work of rain, ice, wind, and salt will inevitably bring down any bridge that humans can erect. Bridge designers have learned their craft by studying their failures of the pass. Iron has replaced wood and steel has replace iron. Pre-stressed concrete now plays a vital role in the construction of highway bridges. Each new material or design Technique builds off the lesson of the past. Torison, resonance.

The Padma Bridge is a multipurpose road raile bridge across the Padma river to be constructed in Bangladesh. When completed it will be the largest bridge in Bangladesh and the first fixed river crossing for road traffic. It will connect Louhajang, Munshiganj to Shariatpur and Madaripur, linking the south-west of the country, to northern and eastern regions. The project covers three districts — Munshiganj (Mawa point/North bank), Shariatpur and Madaripur (Janjira/South bank). The total area of land to be acquired and required for its components is 918 hectares.

The requisition of land for the construction yard will be for six years on a rental basis. As per the new design, an additional 144.04 ha has been identified for acquisition, bringing the total to 1062.14 hectares. This additional land is required because project site lost significant land due to erosion, for transition structures and due to a change in railway alignment. The two-level steel truss bridge will carry a four-lane highway on the upper level and a single track railway on a lower level. The project will include 6.15 km long and 21.10 m wide bridge, 15 km of approach roads, toll plazas and service areas.

Literature Review

It is a sad state of affairs when an entire nation has to suffer for the actions of just a few. The World Bank has claimed to have found credible evidence of a high-level corruption conspiracy among selected government officials involved in the Padma Bridge project. The cancellation of the $1.2 billion credit for the Padma Bridge project will have an adverse effect on the Bangladesh economy for years to come. It will also make it difficult for the current government to begin what it thought would be one of its signature achievements.

The government will look for alternative sources of funding for the Padma Bridge. Malayasia has shown some interest. However, the World Bank decision will surely affect the terms and conditions that any prospective donor would offer for funding the project. And it definitely would not go in our favour.

Hypothesis: If government of Bangladesh solve the problem about the corruption issue and find some other sources to build ta bridge and to help the busniess and economy of Bangladesh. Firstly we have to stop corruption and find out the sources who will help us to build Padma bridge.

Objectives:

Main objective:

The main objective is to find out the main causes of establishing of padma bridge and find out a solution of a problem.

Specific objectives:

• find out the potential causes of padma bridge corruption;
• find out a complete solution of this situation
• Business affects and benefits of the problem and solution.

Materials and Methods:

Description:

Materials: I want to complete my research with possible data and documents from every source I can go through Research Methodology: a. reason of not starting the project; b. affects in business; c. who are responsible.

Statistical Approach:

• business affect for not building padma bridge
• what is the solutions to solve this problem

Timeframe:– I need approximately 15 days for this research. Because in 15 days I use 10 days for collecting the information and 5 days for analyze and complete the research. Working time : Every day 9:00am – 8:00pm (Except Friday & Saturday).

Statement of Budget:

1. | tranportation| 4000/|
2. | food| 3000/|
3. | Equipment| 3000/| TOTAL| | 10000BDT|

Reference:

• The Daily star,13th january 2013 Wikipedia of padma bridge