Reynolds’ report says those types of girder transitions, essentially where it changes in depth, are typically done over a longer length with a gentler configuration. That transition was abrupt, in a “step” configuration from horizontal to vertical. Reynolds noted that the bridge’s girders had a unique design, with each of the two girders that supported the bridge’s span featuring two locations where the top of the girder, called a flange, transitioned from deeper to shallower sections. That railroad bridge was constructed with three separate spans, with the middle span being deeper than the two flanking spans. The 42-foot bridge was designed to mimic the old bridge that previously supported the Rail Trail over a section of New Scotland Road. The steel began to hinge, and the girders collapsed in on themselves and then downward until they came to rest on the retaining walls.
Reynolds’ report said the bridge failed when the sides of the girders, the long pieces of steel that make up the sides of the bridge and support the bridge’s deck, buckled as the concrete was being poured.
Engineering did not return a request for comment by late Friday afternoon.Īlbany County Rail Trail Bridge Report by shughes080 on Scribd The county released the report Thursday after initially refusing to make it public in August. Reynolds’ conclusion is that the firm that designed the bridge, M.J Engineering and Land Surveying, did not take into account the “highly unusual” superstructure and how it would add additional stress to the bridge's girders.
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