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THE PRELII‘AINARY LOCATEON AND
DESIGN OF A PEDEETRIAN
L'NDERPASS BELOW GRAND RZ\I'ER
A‘V'ENLI‘E AT M. A C. AR’EI‘QL" ..
EAST LANSING, MECHEGAN

Thesis for the Degree cf 3 S.
MICH‘CAN STATE- CVLLEGE
7o - r~
\X’zlham N. Ryan

1939

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The Preliminary Location and Design Of
A Pedestrian Underpass Below Grand River Avenue

At M.A.C. Avenue, East Lansing, Michigan

A Thesis Submitted to

The Faculty of
KICHIGAN STATE COLLEGE
of
AGRICULTURE AND APPLIED SCIENCE

by

William N. Egan

Candidate for the Degree of

Bachelor of Science

June, 1939

{aims

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ifiiv‘i—i‘iaé)

FORENORD

Grateful acknowledgement is made
to Professor C. L. Allen of the Civil
Engineering Department and to the Mich-
igan State Highway Department for assis—
tance and suggestions given the author
during the compilation and writing of
this paper.

W.N.R.

June, 1939

Foreword .

TAB LE 03‘ C ONTEI‘JTS

List of illustrations. . .

ArtiCle I 0

Article 11.

Article III.

A.
B.

C.‘

D.

Need for Underpass

Type of Structure

Loading of Structure

Live load .

Distributed load . .

Earth pressure on walls

Bottom earth pressure .

Article IV.

A. Maximum moments . .

B. Design of ceiling slab.

C. Design of the walls .

D. Design of the floor slab

E. Design of the steps .

F. Design of the retaining walls

G. Design of the ramp. .

H. Design of the sump. .
Article V. Summary . . .

Bibliography .

+++++++

Design of the Structure

Page

()3

{0'0

12
12
12
14
14
16
20
22
25

27

Figure

FULL PA E ILLUSTRATIONS

General Location .
Typical Truck. .
Live Load. . .
Effective Loading of
Ceiling Slab . .
Walls. . . .
Floor Slab . .
Steps (North). .

Retaining Wall .

. . .
. . .
. . .
Structure
. . .
. . .
. . .
. . .
. . .

+ + + + + + +

ARTICLE I. NEED FOR UNDERPASS

The need for a solution to the pedestrian-automobile
traffic problem in the business district of East Lansing
has long been felt. Several solutions have been offered,
each having its own peculiar advantages and disadvantages.

One solution is that of taking U. S. Highway 16
around the city of East Lansing. Its advantage lies in
the fact that all through traffic would be removed from
Grand River Avenue. This plan, however, is and will con-
tinue to be for some time, far too expensive for the
benefits to be derived therefrom. Right-oI—way would
have to be purchased and a new superhighway would have to
be built.

Another plan is to install traffic signal lights at
certain corners through the city. Although cheap by com-
parison with the first plan, the State Highway Department
must keep the highway as free from congestion and tie-ups
as possible. At the present time the traffic signal at
Grand River and Abbott Road causes congestion often over
a block long. This congestion occurs at the times when
both vehicular and pedestrian traffic are at or near their
maximum values, presenting a serious hazard to the drivers
as well as a menace to the lives of pedestrians. Due to

the necessity for keeping through traffic moving, this plan

is very unfavorable in the eyes of the Highway Planning
Commission and The State Highway Department.

The third solution presented, and one which is simi-
lar to the one I wish to present, is one which calls for
a pedestrian overpass at the heavily trafficed corners.
This has the advantage of being reasonably inexpensive
and it takes the pedestrian traffic off of the highway.
The great disadvantage of this plan lies in the psycholo-
gy of the human being. Peeple do not like to climb up,
cross, and climb down again. This statement will be
offered without proof as the situation does not demand
the long dissertation necessary for explanation. Winter
offers the second disadvantage to the overpass due to the
fact that people using it would be subject to the elements,
and ice and snow present added dangers as well as upkeep
on the structure. To assure truck clearance for the high-
way below, the floor of the structure would be sixteen feet
above the level of the walk, allowing two feet above the
fourteen required for the superstructure. The many disad-
vantages to this plan make it undesirable as a solution.

Before taking up the underpass I wish to present, a
brief summary of both pedestrian and vehicular traffic will
be made.

Assuming the enrollment at the college to be 5000 stu-

dents, those living off campus must cross the highway not

less than twice daily. However, not less than 4000 of
these students must go to either the business or resi-
dential district for their noon meal. These 4000 will
cross the highway four times daily. Not including numer—
ous crossings by individuals between classes or those of
the college employees, this gives a total of approximately
25,000 crossings between the hours of 7:45 A.M. and 6:15
P.M., or for each hour there is an average of 2,400 cross-
ings made. The peaks occur, however, between 7:45 and
8:15 A.m., 8:45 and 9:15 A.M., 11:00 A.M. and 1:15 P.M.,
and 4:00 to 6:15 P.M.. At these times it is estimated
that a maximum of 3,000 crossings are made by pedestrians.
The Kichigan State Highway Planning Commission took
a traffic tell just east of East Lansing on U.S. 16 in
1956. Their figures show that the out-of-town traffic
averaged 4,550 cars per day over a period of a year.
Maximum values were 6000 cars per day. The greatest
amount of traffic occurs on U.S.16 between 9:00 A.M.
and 9:00 P.M..1 That is, the majority of the traffic is
between those hours. This brings peaks in both vehicular
and pedestrian traffic together. The traffic survey did

not include local traffic.

In the face of these facts it is evident that there
is a very definite problem to be met in eliminating the

traffic hazard and the menace to the pedestrians.

1 Not survey figures.

The solution I Wish to offer to this problem is the
installation of one or more pedestrian underpasses to
carry pedestrian traffic below Grand River Boulevard from
the business and residential districts to the campus.

I have chosen to design the proposed underpass at
M.A.C. Avenue as its design is fundamental and basic for
the designs of the remaining structures in the system.

In an underpass are embodied all the advantages of
the overpass. Upkeep on the structure would be lower
due to the minimum of exposed surfaces reouiring attention
and repair. In winter, only the entrances would need be
cleared, and at no time during the year would there be
abutments, piers, or columns rising from the walks or
center boulevard strip to endanger peOple on the talks
or traffic on the highway. The structure is designed to
attract people to use it instead of taking chances in
crossing the traffic. All-concrete in design, illuminated
semi-indirectly throughout, attractive entrances and
drinking fountains being provided, the structure will be
attractive not only to the eye, but to the mind. This
with the view in end of overcoming natural distaste of
people for passages without these features. The structure
was designed throughout with these features in mind.

The campus entrance lends itself remarkably well to

harmonious landscaping, detracting none from the campus.

 

 

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ARTICLE II. TYPE OF STRUCTURE

Due to its relative simplicity in erection and the
fact that it answers the demands of the situation and has
functioned so well in similar types of structures, the
rigid frame type has been adOpted. The expense of this
type is less than others as applied to this particular
[880.

Figure 1 shows the general location of the underpass.
The centerline lies at 90° from the centerline of Grand
River Boulevard and intersects the north side of the boule-
vard 25 feet west of the southeast corner of the brick

building now standing there.

ARTICEE III. LDADIHG OF STRUCTURE

é, Live load. Since the type of highway to be carried
across the underpass demands a Class AA structure as desig-
nated by Michigan State Highway specifications, the H-BO
type of loading will be used. Figure 2 shows the typical
truck.

Maximum loading will occur when two trucks are on the
structure, their rear axles in line and directly above the
centerline of the underpass. The circles of loading will
intersect as shown in Figure 5, creating maximum conditions

in the shaded area. This load will be used throughout.

 

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3. Distributed load. The distributed load on the struc—

 

ture will consist of three parts. First, there will be
weight of the highway slab which will be considered as eight
inches thick and weighing 150 pounds per cubic foot. This
gives a distributed load of 100 pounds per foot. Beneath
this there will be l'-6" of earth weighing 120 pounds per
cubic foot, giving a distributed load of 175 pounds per
foot. It will be assumed that the thickness of the tOp

slab of the underpass Will be 12", weighing 150 pounds per
cubic foot, and giving a distributed load of 150 pounds per
foot. The total distributed load will be the total of these

or 425 pounds per square foot. (See Figure 4.)

9, Earth pgessure on walls. Earth pressure on the walls
shall be considered as acting liquid pressure with a unit

weight of 28.8 pounds per cubic foot. (See Figure 4).

2, Bottom pressure. The bottom pressure will be governed

 

by the weight of the structure and its loads. In arriving
at the value for this load it is assumed that the walls and
floor slab are 12" thick. The Ceiling slab will be assumed
as 12" thick as before. With these values, the section
under the truck will be at maximum loading which gives a
total pressure on a strip measured one foot along the center-
line and 12 feet wide of 21,000 pounds. The unit pressure

is 1750 pounds per square foot.

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ARTICLE IV. DESIGN OF STRUCTURE.

é, Maximum moments. The following notation will be used

 

throughout the design. Taking the upper left-hand corner

of a section 900 to the centerline of the structure as point
"A" and reading clockwise, the corners will be called "A",
"B", "C", and "D".

moment at end A of member AB.

Mab

Mba N n H B n :0 BA 0
cab - moment at end A of a member AB that is fixed at
both ends, and for which there is no deflection

of one end relative to the other.

E = modulus of elasticity.

h 8 length of a vertical member.

I = moment of inertia of a cross-section of a member.
1 F length of a horizontal member.

K = moment of inertia divided by length %Ior %.

n, p, and s = relations between K's of the members of

the structure.

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Maximum moment occurs when the trucks are in the center of

the span.

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Mcd

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2, Moments due t3 distributed load.

LI ab

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M as = fllfl.= 443'#
12

 

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49/60I144 + 605)
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-285'#

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Mcd Mda ’-

“ab = Mbc

Q. Total moments

II{ab '5 Mbc =

Mcd = l’Ida =

 

(-Wl/IZIIZn + 3p)
-16000(2 + 51/96

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(16000 x 10 x 1)/96
1666'f

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13. 2931a} g_i_’_ ceiling slab.

Loading:

 

 

5’ 40004“
.219” H "
f m 10" I
L

Left and right reactions eoual.

16

L = R = (425 x 5) + (1.5 x 4000)
= 8125#
Mmax =(8125 x 5) — (425 x 25)/2 —(1.52 x 4ooo)/2 +Mab
- 50,810 - 10050
a 20780'#

f8 ' 16000; £6 = 800; n = 15; assume d = 10"
from tables, k = .430; 3 = .857

Area of steel 8 Ag B‘M/fsjd

As =(2o,veo x 12)/16000x.857x10

=.1.82 sq. in.

i “m—

Check for shear and web reinforcement.
Iaximum shear will occur when the truck load

reaches the end of the span.

Loading:

vmax = (4000 x 5 x 8.5)/1O + (425 x 10 x 51/10
10,500 + 2125

1262§fi

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ll

12625/12 x .857 x 10
= ;2ogzeg, in. This is greater than the 60#/sq.1n.
allowable for no web reinforcement but with

special anchorage of longitudinal steel.

17

Since this condition exists, it is necessary
to use web reinforcement.

Web reinforcing.

 

AB = 2V x 12 x .7/5fgjd

(2 x 12625 x 12 x .7)/(3 x 16000 x .857 x 10)

0.50 ii. in.

Spacing g£_web reinforcement.
Stirrups shall be placed by use of the moment
diagram. (See 8001 and Johnson, Concrete Engi—
neers‘ Handbook, pp. 291-2.) In this method
the moment diagram is drawn to scale and the
multiples of the moment If are laid off. Where
they intersect the moment corve is the location

of the stirrups. M' = 1.5 As fsjd

Moment diagram:

 

 

 

 

 

 

 

 

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Assume As to be .50 sq. in. i

M' = 1.5 x .50 x 16000 x .857 x 10

= 8,500'f
Spacing as given from diagram 3 12", 26", and 42"
from the left or right reaction.

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With this condition of design, the allowable
v - l80#/sq. in. which is greater than the

actual (120 #/sq. in.).

Shrinkag: and temperature steel.
As = 0.002bd
= .002 X 12 x 10
= 0.24 sq. in.

Use: 5/8" round bars, 4" center-to-center.

g. Desigg pf the walls.

.1- The piessure exerted horizontally on the sides by the

 

earth is found by use of the followinr formula:
2 = (w/2)(H2 - hz)
H = Distance from top of ground surface to
the bottom of the wall.
h = Distance from ground surface to top
of wall.
P = 907.2%

2, The distance above the bottom of the wall that the re—

 

sultant acts is found by the following formula:

H - h x H + 2h

3
y 5 a + h

: 2,5' grom bottom, 4.4‘ from t0p, considering

wall as 7'-00" in height.

.§° The horizontal forces acting at the t0p and bottom of

 

the wall are found by taking moments about the ends of

20

 

 

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21

 

a section through the wall, giving H“ and Ed as:
Ha - 536.0%
Ha = 571.25
§UVT§$' Total which checks.
(336 x 5.5) + 10030
11205 'f

hmax

 

vmax = 571i

3. Steel reinforcing.

H:
.1:
II

16000; to = 800; n = 15; b = 12"; a = 10"
3 = .857; k = .430

A8 = M/fsjd

11205/16000x.857x10

.0816 E9... 2.330

 

Egg: if: £92313 size; 9233, g" center-tg-center.
No shear need be considered in this design, thus
no web reinforcing.

Shrinkage and_thmgerature steel as in ceiling

slab: 318" round bars, 3: center-tgfcenter.

 

2, Design of the floor slab. The weight of the structure
and the loading upon it give a force of 9600# per foot
acting along the base of the wall. Assuming 12" thickness
for the floor slab, and with a earth reaction of 1750# per
square foot, the uniformly distributed load may be con-

sidered as 1600# per square foot acting up. The wall load-

22

ing will be considered as acting along the centerline of the

wall, giving a loading span of 11'-OO". The upward pressure

acts over the twelve-foot Span.

l, Maximum moment.
The maximum moment will occur at the center of the span.
“max = (+1500x6x3) - 1206 -C9600x5.5’
I :g5,200'#

g3 Maximum shear.

 

Maximum shear will occur when the truck load is at one
end of the span. The maximum wall load on the floor

will then be 14,100# per foot.

vmax (1600x.5x.25) -l4lOO

: —134900fi

 

.E3 Main reinforcing steel.

‘ ‘w

 

Assume d I 10.5". From table, 3 = .857; 1d 3 9.0
A3 = M/fsjd

(252oo/16000x9)12

201 B gill.

Use: lrrpund bars, 2: center-tgecenter.

3, Web reinforcing steel.

v 8 V/bjd

13900/12x9

128.7# per sq.in. This is greater than that allow-
ed without web reinforcing, therefore, stirrups

will be used.

 

 

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24

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DELNK no.1! Iv-

Again using the moment diagram interception method as
in the design of the top or ceiling slab, values of

the spacing are found that so nearly coincide with
those of the ceiling slab that the previous values will

be used.

Shrinkage_and temperature steel as in ceiling slab:

 

3Z8" round bars, 51 center-Egycenter.

 

I:_3_. Design 3; the steps 23 north entrance.

 

The steps are designed as simple beams, supported at
the ends. The sloping slab which is formed by these
beams is considered as supporting the stairs and their
loads, this being considered as 100# per square foot

of horizontal surface. The steps are connected to the

 

supporting retaining walls by reinforcing steel which
runs from each wall and overlaps the centerline of the
Stairway 1'-6". These are placed in the wall on a line
which is three inches above the bottom line of the com-
pleted stairway in place. Longitudinal reinforcing is
placed at the time of pouring and spaced every six inches
across the breadth of the step, none being placed near-
er than 4" from the end of the step. For tread and
riser dimensions see Fig. 8. Safety treads are placed

either at the time of pouring the steps, or provision

is made so that they can be placed later, depending

25

 

 

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26

upon the design requirements. These treads are to be
of such a design as to have their safety strips re-
placable or to allow replacement of the entire unit
as normal wear occurs. The floor of the entryway at
the north end shall have the same length strips laid
parallel to the centerline of the underpass and run-
ning from the east to the west steps. These strips
shall be placed l'-OU" o-c.

Handrail. A precast concrete handrail shall be an-

 

chored to the supporting walls on each side of the
steps. Fittings are to be placed at the time of pour-
ing of the walls. The handrail shall be so position-
ed as to bring to top of the railing 2'~8" above the
nose of the steps. This railing shall run from the
entrance to the stairs, down, and across the entryway
and continue up the stairs on the opposite side and
out into the entrance. This is for the north wall.

On the south wall of the north entrance this railing
is to run around the corner of the entrance and into

the tunnel a distance of 5'-OO".

g, Fundamental design of all retaining walls used in_

the structure.

 

Typg_g£_w§£1. The cantilever type of retaining wall
will be used due to simplicity in erection and the
conditions of its use.

Design. The walls were designed from tables contained
in "Concrete Engineers' Handbook" by H001 and Johnson.

27

 

 

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28

See pages 587-592. Values to be used in the tables
are: k - 1/5; fw' — 50; w' - 50; K - 147; and M -
60,000"#. From these values it was found that the
steel at the base of the wall must have an effective
depth of 7". The base was to be 6'-3" in width, with
2'-l" projecting from the face of the wall. The base
depth is l'-OO". The wall tapers from a total depth
or thickness of nine inches (9") at the base to six
inches (6") at the top. All reinforcing steel is to be
placed 2" below the surface of the concrete. For

details, see fig. 9.

g. Design g: the ramp entrance (south).

 

No specific design for the ramp entrance to be placed
at the campus end of the underpass will be offered.
This design will be left entirely arbitrary and at the
discretion of the college landscape architects. It

is only suggested here that the ramp be of reinforced
concrete and laced with the same safety tread strips
as are used on the stairs. Entrances to the ramp from
main walks (the 8' walks which are approx. 18' from
the curb) should be made by either steps or individual
ramps joining the main one. In either case it is sug—
gested that the fundamental design of the underpass be

carried out in the design and construction of the ramp.

29

r44

Lg. Design 9_f_ the sump.
A reinforced concrete sump shall be constructed near
the center of the structure to take care of interior
and side drainage. Walls and bottom of the sump are
to be 8" thick with shrinkage and temperature steel
of 3/8" rods 4" on center and meshed placed two
.inches from the interior face of the concrete. The
sump shall have dimensions (interior) of 4'x4'x4' with
its top level six inches below that of the lowest
level of the floor of the underpass. The sump shall
be provided with a centrifugal pump having a capacity
of 25 g.p.m., controlled by a float guage set to keep
the water level in the sump at two foot depth maximum
and six inch depth minimum. This pump is to discharge
into the sewer system immediatelt adjacent to the
underpass. The pump shall be powered by a suitable

electric motor.

;, §pecial features.

Drainage of the ground immediately adjacent to the

 

structure shall be accomplished by tile drains and
an 8" layer of 1" gravel placed on the sides and
bottom of the underpass. These tiles shall drain
into the sump.

Qiainage of the structure's interior is to be accom—

plished by drains placed every five feet allong the
centerline of the underpass, these also draining into
the sump. In addition to these, at each end of the
tunnel a grilled drain is to be placed across the en-
tire width of the floor, its purpose to be that of
intercepting water coming from the ramp or stairs.

Drinkigg fountains shall be installed as follows:

 

Recessed, wall-type fountains shall be placed, one

each, in the north-west and south-east walls of the
tunnel, water supply to come from the city pipe at

the north end of the underpass which is now furnishing
water for the drinking fountain on the north side of
Grand River. The exception to this may be that water
for the south fountain may be obtained from the pipe
running under the north edge of the boulevard and now
furnishing water for the fountain at the west end Of the
boulevard.

Lighting Will be considered as a Special feature as it
is different from methods now employed. The interior

or tunnel of the underpass shall be lighted by a demi-
indirect unit running the length of the underpass. A
cross-section is shown here with approximate dimensions.

Il/I/I/J111/4 1 11/ '11

The depth should not be exceed- U

 

 

 

 

ed due to headroom imitations "
1 . 64‘ 11027143"
210"

 

 

 

The steps shall be illuminated by flush—type units
fitted with louvred lenses to give directional light-
ing over the step surfaces. The ramp lighting must be
handled by bracket lamps or semi-direct surface-type
fixtures placed near the entrance to the tunnel. These
fixtures to be chosen to conform with the entrance may
be supplemented by pole lights at the upper end of the

ramp 0

ARTICLE V SUMMARY

The need for a solution to the pedestrian-motorist
problem existing has already been brought forward and
will not be repeated.

The changes necessary in the site selected for this
design are comparatively minor in nature, involving the
removal of three trees, lowering one 8" water main, and
the moving of one lamppost. It may not possibly be deemed
necessary to remove the tree to the east of the underpass,
leaving the boulevard well shaded as before. The Bell
Telephone Company lines will involve an estimated cost of
$555.00 to lower them or raise them over the underpass.

Benefits to be gained are innumerable, but a few of the
anSt felt are the following:

After military parades, football and other atheletic

contests, and other public functions, dangerous congestion

at the main crossings Will be eliminated. These condi-
tions are liable to grow more frecuent since the addition
of new buildings which will house and hold more people

at concerts, plays, and other entertainment features.

The crossing of slippery streets will be eliminated
in winter, and splashing of pedestrians by motorists in
rainy weather.

Both motorists and pedestrians alike will benefit by
having a dangerous hazard,caused for each by the other,
eliminated.

It is with these and many other needs and benefits in
mind that I submit my solution to this problem, hoping that
in the near future it may be used, if not verbatim, as a
basis for the construction of a series of pedestrian under-

passes connecting the campus with East Lansing.

BIBLIOGRAPHY

 

Peabody, Dean Jr.

"The Design of Reinforced Concrete Structures"

H001 and Kinne
"Stresses in Framed Structures"

"Reinforced Concrete and Masonry Structures"

H001 and Johnson

"Concrete Engineers' Handbook"

Michigan State Highway Department
"Standard Specifications for Road and Bridge Construction"#

"Specifications for the Design of Highway Bridges"“‘

1 Sept., 1934 Edition

+eJan., 1936 Edition

 

 

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