“1:7“. ( .. ’ r} ‘q _ \ ' ‘ fit ‘9 ~. . l ‘ s, 24‘; ) , 0' \I, r i. ""/Y ‘1’ 1": I" 2/ v/‘”’;I" “ ,"‘. fir. ' ,c h p " t'fif"..' t' ‘) .:~ “‘~"-‘.‘ 3. A~P 0‘ \' ~ - 0‘ u. 9- " - ‘ 0;...”th ‘ u: :g'u 1‘ ‘xi‘ng. " 'f‘ V 0. ’ ‘0‘.-. ‘lo4 .y' , ‘I' '..‘ ‘ ""0' . ".. ' '. ' . .I'w." ‘1 ‘. '.’..\..H.I_p“ \“’: y; ' _\ ”1...".qtfi :_ I, .~,g;. , 5 ('zl'... ’3'!“ ‘ ._' ’3‘; k'.“\>1~\ '! - 9 t u ’ f- - - ° .1 ‘ . . | v ‘ . I x, ' I‘ O ;‘ . ’ V r .".-" I. ‘ ° ‘1 ’3‘»? '/ }. . ‘ A " O y '3 i“ N 1. c {,- ‘. '.' § s If} 1".- fl .’~~~""~'a-‘. :‘ ‘ 2 ~ Q 01' 0 Q 1- . I. o '1' - § 9‘ £ " ‘ a- ? c K ‘V . m § 1: ' '3 3 .7 l | b '- . ‘1 ’ 19:, Q .. 3'3; , ‘f ...\ "l"-tl .1 ‘..",.". u" u. . v 33.3..» m w- r" i" t :2? - .ra: s 2, ~. ~. . l‘v ‘ “ 0.. ~%.' ‘. . ~‘I o _l‘.¢‘ “‘ I-.. t‘. I.h~r . i 1'.” ‘t‘ ". 3... I ."~4 " I : '95.“ l .3 l I 3‘ .‘~ .- I 1 't" ‘NO‘.~, "cud I.‘.:«.;\. .. ‘ 5 ~ .‘ - '. “ ' “‘0. g‘5‘~ ‘ u‘ ‘ h “2"\‘.. 1L.‘ ‘ .c 0 w ‘5" .5 ' a {a o r \ .. .31; Pt; Iii ....<.l..rln.u.. 1 .%fl.n$n.umtloh.vvpn . .... ,. .1... NHL. . . , Y , v . . . . .. . . .11.; )thpmflmMHhiul . - .i .oo.¢on¢hvl..t. qnl . a v .36. . . ... ...A..oa.t‘.c.\... ... .u ..'IOav1OOO..90|D"Ol|-$.~7tbl. ...uu ... (1..-1, r 1.: ......»bné . 1m \k/..:..n..e \. fink...» -.- ......xh» ., . . ... 3.. 1... . . I u 1 . . . .. Il_~u'tw . .. . .. . .. .. :5..- trap Fri). _ . .. . . .. - . ..l .I . .fl. n . . i . . .,. .. a .12.. . ....-1 . I Jacom/ a 40/7 A STUDY INTO MATERIALS COST IN CONNECTION WITH THE CONSTRUCTION OF A CROSS-UNDER GRADE SEPARATION ON M39, W. SAGINAW at GRAND TRUNK R.R. A THESIS SUEMITTED THE FACULTY of MICHIGAN STATE COLLEGE BY R. c. ELIMICK R. A. NOWLIN CANDIDATES FOR THE DEGREE OF BATCHELOR of SCIENCE JUNE 1929 TH £5325 to \~l\ EXRLANATION OF DES GK CF GRADE CROSSING OH M-S? at W. SAGIN W at Citv Limits; LANSING, RICH. With GRAND BELT RAILROAD APPROACHES: From the west the grade of the appioach rises toward the track; also from the east, but with a lesser slope. The rise from the west is around eight feet, thus making the possibili- ty of a cross-over inadvisable, both from a construction stand- point as well as initial cost. From the west the cut is begun 600' from the intersection and from the east 700' and the two grades are run as vertical curves, meeting under the intersect- ion. From the "Standard Road and Fridge Specifications" of the Michigan State Highway Department, a minimum clearance from bottom of girder to crown of roadway should not be less than 14'. In this design the clearance is 15' thus conforming to the specifications. An allowance has-been made for future growth of the in- tersecting railroad by designing the abutments for two tracks instead of the one that now crosses the highway. The tracks of the railroad cross the highway at an an- gle of 90 degrees. RAILROAD BRIDGE: The type of bridge selected is a deck plate girder type 35' in length with a width center to center of girder of 10' according to the specifications above mentioned. Floorbeams are to be Spaced 2' from each other to reduce the effects of w 'I snap .. ,4 1 "7. 3: ‘~;\L-.i}s'_}1) IoadJ swaying that would occur under heavyAwith the supports at greater distances apart. The Space between the floorbeams is to be filled in with concrete to the depth indicated in the specification and above this will be placed a layer of crushed stone to be supplied by the railroad company. The standard ties are to be placed 10" center to center and embedded in the crushed stone. The loadings under which the bridge is stressed is a com- bination of concentrated and uniformily distributed loads. As there is no means of determining in many cases as to what load- ings are encountered ( as in the distribution of the train loading through the crushed stone) a system of possible load- ings must be calculated, using that loading which will give the maximum amount of stress in the individual members. The bridge was designed for a COOper E-6C loading throughout. RETAINING WALLS: The retaining walls that were adopted in this design are the cantilever-counterfort type. This type was adopted be- cause of the saving that can be obtained in required concrete. It is to be reinforced with deformed steel bars throughout. The horizontal thrust due to the approaching train was found to be equal to a surcharge of 8.9'. The safety against over- turning and sliding was found to be over 2.0 which is satis- factory. The counterforts act as cantilevers and are securely tied to both the vertical wall and the footing. The clear span of horizontal thrust is the distance between the out- side of two counterforts. An equivalent liqrid pressure was used in determining the stresses in the counterforts. The reinforcing bars are to be extended into both the vertical wall and the footing according to the formula for sufficient bond. The projecting toe of the footing is a cantilever with the moments taken about the end next the outside of the ver- tical wall. The loading is determined by the earth pressure acting vertically upon the toe. The toe is to be reinforced with deformed steel bars and the bars are to be extended into the other side of the footing to give the proper bond for saf- ety. The inner portion of the footing is a slab supported by the counterforts. It is subjected to both horizontal and vertical forces and must be designed accordingly. The rein- forcing rods are extended into the toe of the footing to give sufficient bond. The vertical wall acts as a cantilever beam supported at intervals by the counterforts. The moments are taken about that section at the base of the wall next to the footing and is designed achording to the procedure used in "Reinforced Concrete Construction", Volume 2 by Prof. Fool. CUAPUIATICES for 112...;th UJ' .UL‘JUIL Uliwui‘. thhos Ties 8'x6"x8" Spaced lO" apart Wt. of tie 8x§x§x50==150$ per tie Space ties 10" apart Wt. of tie per ft.=1o/12;x1to=125,~’,’- per ft. Rail & fastenings::l§0# per ft. of track Concrete plus gravel:=1275+1125=24CC Total dead load on floor beam=267bf DESIGL OF FLOUR bnnmd Fa” n; .—.L— 134-0 134-0 / \ ”/* x ‘\-\ ’/ g \s‘ P--é-.— --—2-.- -->1 Live shear 30 Kips Impact 30 " Total 60 " Maximum dead moment 2675x2x5+50g§ 211.27 ,oxcrt . ,-- 30+60+2.6?b=8675§ per linear ft of bridge From Carnegie use lt"--45# I beam 1 Linear foot of floorbeam 2255 Total dead load+-floorbean1=3,€00# per lin. ft. DnSlGN OF GIRDLR E: 55' l3 Live Shear at end Load 1 2460+$x15a.b_ =5924 =53.6 Kips as 35 Load a ' 4276.5-43x15 _ 3631.5,3101 Pips :55 " 35 Load 3 5244-48x15-40x30=95.0 Kips Sb Load 4 5244+5x213-53x15-L45 40930 , 57.2Kips F I=lOI,SOO 2:105ok Kips Total=1t5.2+lCl.0==206.2 hips 500 35 O Load 2 gives maximum shear. Dead shear at end:=bz,tO<# Maximum dead Moment at center 30i0xl?.5xe.75:=459,375 ft. lb. Maximum Live Yoment at center Load 2 1245+‘3.tx135 -(1sc)=571.5 Kip ft. (Sb Load 3 Q245+7.:=x15t)17.s12.45.455.75 rip ft. :55 Load 4 246C+3.szlt4.b _ 7.0.1750 Ix’ip ft. 2 Load 3 gives {aximum moment at center Height 2£_web h335x12342" 10 fl t=25QL700 =.616 Use 5/6" web plate *42xlO COO , tzL‘l 3005:0276 20 Design of Flanges of Girder A::14243,125x12 _ 42x518223.7:3.28.=l£.4zsq. in.reqd. 16,000x4l d Trial section Gross Yet 2 angs. @ 6x6x% ll.t0 _4xéxl 9.5C 2 P13. @ lfixfi 13.00 _Ax{xl 11.00 1 Pl. 6 13x5/8 4.88 _2x5/S 4.13 29.3d 24.13 Check 2n trial design 25:." _17.8811.68+3. $21.43" (-f‘ P; \ 6790.38 h =42.5 _ 2(1.6s_1.43)=42,.c s: 15000-1550 42:: = 11,608 13 ,1 Net area=.l,245,125x12 -3.28==1a.92 £7 16,000x42 Gross area ._-_ 1 .245 ,125x12-5.218 = 28.5. 0 11,600X4Z Design g: Bed Plates 206,200+52,CCO+5,057 =£63,758$ Total gross reaction Area of Bed Plates=.263,?58:rll sq. in. 24,000 Area of bottom of bed plate :=2626358= 440 sq. in. or 21 in. sq. 440.,25"x18" 18 Pitch of flange rivets P3.15,120x42 =2.13 Space them in two staggering rows with 258,700 a pitch of 2%" all the way across girder. No. of rivets in end stiffenens and their size. ;=263l758 =20plus Use 22 rivets 13,120 Size of stiffeners Try 2 angs. @‘5x4x7/8 tigza11=L4s A 4.37 s :- 16,00fE-50x4l.5 3 14,550 1.43 A needed... 263,758: 18.1 sq. in. 14,050 A available-“.1705 sq. in. Spacing of intermediate stiffeners A .-..- '72" B=4a' c ds‘t (12,t