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Preliminary Design and Cost Estimate
of
Proposed Harrison Street Bridge
at
Flint , Mic 1115311

A Thesis Submitted to

The Faculty of
.MICHIGAN STATE COLLEGE
of
Agriculture and Applied Science

B?

F. J. 22-01: To C. Em

Candidates for the Degree of

Bachelor of Science

June, 1955

THEE-l9

 

AC arm-U531) ce- mm

We wish to take this opportunity to thank
Professor Allen for his advice, and also the
M1chigan.$tete Highway Department and the Engineering
Department of the City of Flint for the help which

we received on this thesis.

T. C. K.
F. J. C.

 

INTRODUCTION

There comes a time in almost every growing and
prosperous city when the discovery is made that, due to
lack of foresight and planning, there are inadequate
provisions to take care of existing traffic conditions or
the growing traffic conditions Which are bound to develop
in the future. The city of Flint, which is close to if
not the center of the automobile industry today, finds
itself with this as one of its mefior problems to solve.

Flint, at the present time has two centrally
located bridges, Which.span the Flint River, and these must
take care of all the traffic that passes through the business
section of the city. One of these bridges is on Saginaw
Street, Which is the main street of the city and.carries the
major burden of the traffic. The other bridge is on Beach
Street, which is one block from and parallels Saginaw Street.
The Beach Street bridge at present takes some of the burden
from.the Saginaw Street bridge,‘but the two bridges together
are not sufficient to adequately take care of the traffic
which they are supposed to handle. this of course brings up
the question of the amount of traffic which crosses these two
bridges.

There are, at present, about thirty thousand auto-
mcbiles in the City of Flint. Genosee County, in which Flint
has threeequarters of the population, has in operation.more

than thirty five thousand automobiles. "It is logical to

 

assume that most of the thirty thousand cars, which are
registered in Flint, pass through the business section
almost every day. It is also estimated, and appears, due
to traffic Jams, that on Saturdays almost all of the thirty-
five thousand cars in the county become concentrated around
the business section of the city, and cross these two
bridges several times during shopping tours". This is a
quotation from a local newspaper and while the statements seen
to be exaggerated they serve to illustrate the conditions.
We will first discuss this matter from the economic
standpoint. slim there are a large number of automobiles
trying to get from one point to another, and they have to
concentrate on two points to do so, there is bound to be con-
gestion, traffic Jams, and slow movement of traffic. This
slow movement ani the constant starting and stopping takes
time. Time in many cases means money. moses starting and
stopping means additional gasoline consumption, as well as,
extra wear and tear on the automobile. The fact that many
people, to get from one place to another, have to go in a
round about way to cross these bridges also means additional
expense. The loss of time, extra wear and tear on the cars,
extra miles, and extra gasoline consumption all mean expense
to me motorists which could be substantially eliminated by
proper solution of the traffic problem. From the safety
standpoint, it must be realized that traffic congestion

causes more accidents. Those are due to the ruffled tempers

 

 

of those caught in the traffic jams, and those Who endeavor
to hurry through the s10W'moving lines of traffic.

There is a.solution to this entire problem. It is
the construction of more bridges, across the Flint River,
at advantageous points in the business district. The most
important of these would be a bridge spanning the river at
the foot of Harrison Street. Harrison Street is one block
from.8aginau Street in the opposite direction to Beach Street
and, outside of Saginaw Street, carries more traffic than any
other street in the district. This traffic, at present, as
it approaches the river has but one outlet, and that is
Saginaw Street; thus it adds to the traffic burden of the
street, which is already too heavy.

If a bridge were built across the river at the
foot of Harrison Street, it would help the Beach Street and
Saginaw Street bridges, in.getting the traffic across the
river. The traffic approaching or leaving the proposed
Harrison Street bridge could do so on Payne Street which
parallels Saginaw Street after it crosses the river. Thus a
portion of the traffic could be kept on the side streets until
it reaches a section outside of the business district where
the traffic would naturally be lighter.

We feel sure that the construction of such a bridge,
by the City of Flint, would not be a needless expense but would
be profitable because of the improvement in the traffic con-
ditions which would result in faster, more economical, and
safer driving conditions for its citizens.

 

SEMECTIOI-I 033' TE GR.! 3 L *m

The selection.of the grade is of much less
importance on a highway bridge carrying independently
prepelled Vehicles than on a railroad bridge, however we
feel that it is of sufficient importance to warrant some
consideration. The grade adopted for efibridge and its 1
approaches not only affects the total cost or the structure,
but often influences more or lose, its economic layout.
Inasmuch as there is a difference of but four feet in the
elevation.of the river banks at this particular site, we feel
that the slight increase in cost, incurred‘byzmeking the bridge
at a level grade, will be more than offset by the increase in
appearance. Therefore we feel that a level grade is the most
approyriste in em ease.

Upon investigation of pest records we found that
high ester occurred in the spring of 1910 When the flood waters
reached an slevsiion.of 721 feet above meen.sea level. This
was a very unusual case and has not been approached since.
thus it would be a needless expense to have a.grade to take
care or maximm high water. Imeetigetion of existing
bridges showed that if the elevetion.of the roadway is e 714,
which is the elevation of the right-hand bank, the bridge
will have angle clearance above the water surface to take

care of the usual flood stages.

8.1311110 TI ON OF TYPE OF S "RUG T111333

After the selection of the bridge site the next
item in the sequence of events is the selection of the type
of structure to be erected. There comes to mind three
distinct types of construction, namely, steel, reinforced
concrete, and combination steel and reinforced concrete.

We will consider the relative merits of each type of con-
struction before making our selection.

The steel bridge usually has a comparatively low
first cost. A large part of it can be fabricated in the
shops, thus cutting down the field work. Its parts can be
swung into place by means of cranes thus permitting easy
methods of erection. It is a comparatively light structure
and thus adaptable to poor foundation conditions. It is
usually quite easily changed. However, the steel type of
construction has its drawbacks. It has a high maintenance
cost Which is quite important as this is an expense that
continues year after year until the structure is torn down.
The one big argument against the use of the steel bridge in
the any is its appearance. Generally speaking, the steel
bridge is an ugly looking affair am this point should not be
overlooked when choosing a bridge for the city. Many steel
bridges become noisy with age but this can be remedied and
if it were the only bad feature it would not affect our
decision. Steel is quite easily available, at the site in
question, so the supply of material should have little or no

effect on the type of bridge.

The next type of construction is reinforced concrete.
One of the good points of a concrete bridge is its appearance.
It can be made very pleasing to the observer. Some of our
best looking structures are made of reinforced concrete.
Concrete has a very low maintenance cost, if properly con-
structed as we will assume it will be. This maintenance is
so low as to be sometimes neglected. The reinforced concrete
bridge is somewhat harder to erect due to the large ancunt of
form work that is necessary. This is especially true if the
structure in question is a reinforced concrete arch. The
concrete structure needs have better foundation conditions
than the steel structure because of its greater weight. The
soils bearing power in this case is ample so the foundations
will not affect the selection of the type of structure. It
is quite generally held that the reinforced concrete arch is
the best appearing of the concrete bridges, however it is
felt by authorities that for comparatively short spans as is
this case, the T~beam type of construction is the most
economical so for the case in question that would probably be
the type used. If appearance were very important the con-
struction could be masked by making a false arch and thus
combining appearance with economy. The materials for re—
inforced concrete construction are also readily available at
this site so this would have little effect.

The third type of construction or the combined type
combines not only the steel and the concrete but the

advantages of each. This type usually is called I-beam bridges.
They are constructed similar to the reinforced concrete Tee-
beam bridges except mat the concrete Tee-beams are replaced
by steel I-beams. This type is used wherever possible by
the iiichigan State Highway Department on their highway
bridges. is stated before, it has many of the advantages

of the steel and the concrete types of construction. It is
quite easily erected, it has a low maintenance expense, it

is a comparatively light construction, and can be made into
a very good looking bridge by masking the steel with concrete
and faking an arch if needs be. It is usually lower in
first cost than the plain reinforced concrete bridge, Which
is a strong point in its favor.

Another point to be considered is, should a deck
span or a through span be used. Quoting, "Suitability of
Bridges", by Weddell, “Whenever there is a real choice be-
twoen a deck structure and a through structure, the deck
structure will always be found the more economical. There
are two reasons for this: first, the piers for the deck
bridge will be lower, shorter, and smaller than those for
the through bridge; and second, there is often but by no
means always, a saving also in the superstructure". In
the sane paper 1dr. is’addell states that a deck. structure lends
itself to extension much more readily than does a through
structure, which is of importance. Also it is possible to
hang such parts as sidewalks on the side of a deck structure

by means of cantilever brackets. In view of what has been

 

stated and since head room is oi’ small importance, we feel
that the deck structure is the proper type for the case in
question.

Upon reviewing the good and bad features of the
three types of construction our choice falls with the steel
Iobeam, masked with concrete, as being the most suitable
type. It is a deck structure which is as it should be. It
has low first cost, low maintenance cost, and will have a
good appearance. Thus our choice falls with this type.

The next consideration will be the number of spans.
According to the architects an odd number of spans is
preferable from the standpoint of appearance. Two existing
bridges of the type selected, across the Flint River and of
approximately the same total span consist of three spans.
Inasmuch as 132 feet is too long for a single span and in
View of the.enisting structures we feel that three epans of

44 feet each is the appropriate number.

The balustrade shall consist of concrete pilasters
with steel railing between. Experiments conducted by the
Michigan Highway Department show that this type of con-
struction is more economical, retains its appearance longer,

and is, to many, better in appearance than the concrete

balustrade .

DESCRIPTION OF STRUCTURE

Having selected the type of bridge as being the
combination steel and concrete I-Beam bridge as is used
in the Michigan State Highway Department, it is our next
purpose to give a description of the various parts as are
obtained in the following computations.

The general dimensions which were made necessary
by the location, traffic conditions and appearance are:

Total length - 152'

Spams - 5 at 44'
Width — 60'
Clearance - 10'

After usual sample calculations, to determine the

most economical design, we decided on a superstructure made
up of the following: Thirteen I-Beams, C. B. 501,
50" z 102;”, 116 lbs. per foot of length and placed 5 feet
center to center. The slab for this spacing of beans is
made up of 8 inch thick reinforced concrete and has a
crown of 1 inch to allow for drainage, thus making he
center 9 inches thick. The sidewalks on each side of the
bridge are 10 feet wide and stand 6 inches above the slab.
The balustrades consist of concrete pilasters 4 feet high
by 1% feet square, running between which are steel railings
3% feet high.

The substructure is made up of 2 piers and two

abutments. The piers are made of reinforced concrete, are

27 feet high, and are designed to take the maximum live load,
as well as the loads due to the weight of the superstructure
and the wind md ice. The base of the piers sets on rock
thus making it necessary to have only a 4 foot width. The
ends of the piers are built semi-circular to afford a
minimum resistance to the flow of water.

The abutments are also made up of reinforced
concrete. In their design it was necessary to make them
massive enough to withstand the loads to which they are
subjected and also massive enough mid high enough to
transfer these leads to satisfactory foundation which was
and in this case. Thus the abutment on the right bank is
23 :feet and has a 17 foot base, and the abutment on the left
bank is 18 feet high and has a 12 foot base.

 

 

 

 

 

 

 

 

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+ /30012f+52(014.7a"
7/00 f- 9‘ 80 + J’s/o

= c. 54 ’
Eartfi Brief/37:5; ’3‘
'2—
: éooo‘fyfgn

500016.21 z / 82.

x'=
22.570

N

c/==~ 6.89“£82. .5702

6 = 500-632: .98’

fauna/051077 5:380 re 8 :-

7
P= 2530‘ ‘3) = twf: a [/5 6—15}; = .37co%' toe
/aoo %’ fiec/

3/Ic/I 773 3-

.- "9'5"
fa - 53"” = /.87
£000

Stem:—

/‘7 = 60001.523’ = 34500 far/J:
__ FIJOOXI'L __ II . n

A; =—.0077x/8l/Z= [67 ‘Wt V: 6000”
0 to £2— 237%.
U6: z t bd Y6 “-4 CtYSo ‘A'z/éaq. V:/8).;”I/z
Hcc/ 5/c16 :—
céawyc per ft. = zj—‘fmv‘77

 
   
 

4!
2.4714: 770

M ="473.30: 412 +310 1412. “70001412. -- :39! 4* "/3

= r/aof'Zr/és.
- ”OI/Z Q o g
- «27.41". =36” 83? 7 ”0-2/0

A, 22007717112. =-- 454%:

ad ’1
Use -’é be are ‘7‘ cz‘rs.'fl=.7s‘o'

V“ 2/20" I" 313$. “‘ '
=Iz:.awn"z.7 A7

722: S/cz b :-

. I340 24714: 770
4' —A
3‘0 2’70

M=‘3fox4xz +£7701412+ 221914’ "3

 

=23 7‘0 ftr/Js.
=5. 7%0 1" __ f 4’ ' I!
0’ WW -—/6 5.2.9 /7 .. 0: 20

A3=I7JIZJZQ>77 “-5158 ayft- 731.: w///é¢ take»
('ch of by t6:
stac/ COM/7,3

V:- I2, 870‘ from we 5/67».

[2820 ‘.
V”: lawman = 33717"

Quint/fixes

Concrete!

 

 

 

SIchalks = 5.55.2115. = /6-3cu.yc[5.
[3X87
5/15 = 8..)1/32x‘g = 208.0 --
12x27

7:373:1/ Safer-structure. = 224.3

Abutment Z =jloux‘0 = /33’.oct(.yds.
lsox27

AbatIueht K= /a / x o = 248.0
Is'ox27

Piers (bot/t t/Ic same Size) =68¢1200xa = 340.0 '- "

lie/(£7 —‘_—
nfia/ Sufisfruaturg = 739.0

[QC/n {0 ref»: sic: / .'

 

Slab = lzex/a‘xsexéoxmg; = 30,3'00 *"
Abuthch‘t-L - stemstoe r/aoxesxzs/a = 7,340 "
"Aee/ =/aoxcx.8$' = 320::
”fiat/nchz-fl-J‘écm 9tac =24o X£$X2347 = /"3S’o$
'hcc/ =/Zcx/ox2.o4¢ = 2,4404.
f/érJ-re/utfovc/n: stec/ :6715’X.37¢ = 25'2"
'c/owc/s =32x9x4x.643 = 342*

H

"erect/Ooh stee/ = 45.:x4x.37s 39"
722:“ reinforcing steel = 54.8w"
Structural steel:

I-fieams - 3o"X/0%r " r //6"//

N

//6x/32X /3 /:3,aoo*

Ccmznt.‘
/—Z-f- 61/; Concrete - ///z [Sb/3. Cement- lazy.
eq.yd. of Cohen-etc.

7Bta/ concrete =224 3+739 = 343.3 canyds.

Bti/ cement =963-3x l-b" = /¥4$’66/S.
Raf/fhfi 5:
/32x2 == 24+fzs.

Wet excavat/ah.‘

 

 

Piers: Koé'Z‘FX‘L = /6/6a.7/5.
2'7
AthMCht’L = $'£.8X‘0 : //$-' ..
27

Dry excavat/e h:

fibuémcnt~R= I7123x60 ‘-"- 870¢u.7¢{5.
27

F/'// -'

A) centre-«ted from Pref/IQ: 2 6" -'—/.>'70eu..>:¢{3.
27

COST OF STRUCTURE

 

 

Unit
My -1 Item A Quantity; Unit Price Amount_
Grade AA Concrete
Superstructure 224.3 00. yds. $10.00 2,245
Grade AA Concrete
Substructure 759.0 “ " 15.00 11,085
ReinfOrcing Steel 58,865.0 lbs. .04 2,555
Structural Steel 199,000.0 " .035 6,965
Cement 1,445.0 bbls. 2.25 3,251
Railings 264.0 ft. 5.00 1, 520
Wet Excavation 276.0 cu. yds. 2.00 552
Dry Excavation 870.0 " " 1.00 870
F111 ‘ 3,140.0 yd.milea .20 628
Cofferdams Lump sum 2,000
$51,359
Plus 10% for Engineering 5,137

Total

$34,505

 

7" apogruF/r/c ”AP
PROPOSED fi/I/Pfi/SO/Y fifP/DGE 5/75

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BIBLIO"RAFKY

Berger & Bonney "Highway Engineers Handbook".
Ketchum "Design cf Highway Bridges".

Kirkh "Eighwqy Bridges".

Sutherland & Clifford "Reinforced Concrete Design".

Spalding, Hyde & Robinson "Ensonry Structures".
Weddell "Econemics 0f Bridges".

"Suitability of Various Types

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