LIBRARY Michigan State University PLACE IN RETURN BOX to remove this checkout from your record. TO AVOID FINES return on or before date due. MAY BE RECALLED with earlier due date if requested. DATE DUE DATE DUE DATE DUE 6/01 c/CIRC/DateDue.p65-p. 15 ran CROSSING ELIMINATION MoCoRoR., PoMeRo., AND MICHIGAN AVENUE LANSING, MICHIGAN if a THESIS Submitted to the Faculty of the MICHIGAN AGRICULTURAL COLLEGE By spe yy William V. Taylor Clyde H. Mitchell Candidates for the Degree of Bachelor of Scienoe. 1920 INTRODUCTION. The subject of grade elimination was first suggested to the writers by H. K. Vedder, Professor of Civil Engineering at the Michigan Agricultural College, and it is to him we are deeply indebted for his valuable advice and guidance of the work. Altho the mbjeot is not a new one, the available material is small, and the writers have combined what to their lmowledge were the best engineering principles applicable to the problem herein. William V. Taylor. Clyde H. Mitchell. IN| we ae et BOOK 1OG959 HISTORY. The subject of grade eliminations was first brought into the engineering limelight between 1895 and 1900 and in the next ten years nmy grades were eliminated in the larger cities, such as Chicago, New York, Philadelphia and Cleveland. The elimination of grades came almost directly as a sequel to the elevated electric lines, and in the larger cities many of the steam roads were brought into the heart of the city on enbankments. In the state of New York laws were passed apportioning the cost of such projects between the city, state and railroad; vis., one-half by the raile road, Oneequarter by the city, and one-quarter by the state, but no proceedings can be taken by the cOmmission until the state has appropriated its ahare. In 1913 the state of New Jersey passed a law requiring all grade elimination projects to be at the sole expense of the railroad. Other states have pro- vided for some impartial tribunal to arbitrate betwee the municipality and the railroad oompany and to proportion the cost. This arrangemnt has been pro- vided for in New York, Massachusetts, Vermont and Ohio. The newly created Public Utilities Commission of Michigan could easily be assigned this duty. It has become an accepted fact that whenever possible grade crossing should be eliminated regard- less of cost: however, the cost has hitherto been the @eciding factor. If for no other reason, @ railroad crossing should be eliminated for the protection of human lives. In the City of New York, with 400 grade crossings, from 1908 to 1911, 90 persons were killed and 136 injured. In many cases a series of serious accidents has awakened the public to the need of elimination of certain grade crossings, but in the case in hand, Providence together with an efficient gate tender, has averted recent serious accidents at this dangerous crossing. The crossing is termed dangerous because of the grade of the street east of the crossing and thus leading over the min lines of the Pere Marquette and Michigan Central railroads together with two sidings. The view of the traoks both north and south is blooked by permanent buildings together with a sharp curve in the min line of the P.MeR.Ke, to the south, and the station but 600 feet to the north. This crossing has been recognised as dangerous by city officials and at various times investigations of the feasibility of the project have been started but no accidents have happened to awaken the city to serious action. Neither have the city officials realized that the mnicipality as well as the railroad is responsible for acoidents at crossings as handed down in a ruling of the Supreme Court of Indiana. At the time of writing the telaying of the pavement on Michigan Avenue is being agitated and with the new pavement may come serious conaideration of eliminating this grade.crossing. PASTORS TO CONSIDER IN GRADE ELIMINATION. In the design of a grade abolition project the first requirement is a topography of the immediate territory together with a basio understand- ing of the value of property involved, by these two the. economy of design are controlled. The question of whether the street is to oross over the railroad or vice versa is determined by considerations of economy, but it is not usually economical to depress the railroad since the railroad grades are usually limited to 0.57% while street grades very from 2 to 7%. The railroad, since it pays the greatest portion of the cost, asks as a rule, for a 5 or 6% street gradient. For traffio reasons the oity u usually objects to anything over 3% which usually results in a compromise, streets on main thorofares being built with not over 3% grades, other streets having as high as 7% grade. In one case, in Fall River, Mags., 12% was allowed on account of the fact that this gradient existed on adjacent streetsq.e. The question of land damage enters into the question of street grades, and the two should be considered together. The problem mst be given careful study, and estimates of cost made if necessary, to determine which of the following methods should be used: first, Yailroad elevation; second, railroad depression; third, street elevation; fourth, street depression; or a combination of railroad elevation with street depression or vice-versa. It mst always be borne in mind, that, if railroad depression is adopted, the track must be lowered about 21 ft., 18 ft. for clearance and 3 ft. for bridge floors, while if traok elevation is used, there is a change in grade to be made of about 17 ft, 14 for clearance and 3 ft. for bridge floors. Except in the oase of sidetracks, which may be made 16 ft, these clearances are required in Mass., unless authorised otherwise by the Public Service Commission. The points to be observed in om elimination of grade project may be summed up as follows; (1) Cost; (2) Discontinuance of important publio ways or continuation of same involving real damage to property without redress at lew; (3) drainage, railway and highway; (4) sewage flow, pipe changes, etc.; (5) street junctions: (6) miningma of taxable property to be devoted to new streets and ways; (7) traffic routes, vehicle and street railway, distances, grades and mexinum avoidance of curves; (8) railroad grades should be slight at stations; (9) highway grades; (10) accessibility of stations to traffic, vehioular, street railway, and foot; (a) in grades, elevations and layout, (b) station driveways and carriage yards; (11) industrial sidetracks; (12) bridge headroom: (13) minimm of land damage; (14) maintenance of traffic during sonstruction; (15) bridges and other structures, strength, permanence, waterproofing; (16) apportionment of work; (17) betterments. layout, (b) station driveways and carriage yards; (11) industrial sidetracks; (12) bridge headroom: (13) minimum of land damage; (14) maintenance of traffic during sonstruction; (15) bridges and other structures, strength, permanence, waterproofing; (16) apportionment of work; (17) betterments. ARCHITECTURAL BEAUTY OF CONSTRUCTION. From the architects standpoint the proper solution for a grade elimination problem would inalude a deok girder of unbroken span, together with an ornamental railing, but from the engineers stand- point this is grossly uneconomical. It must be admitted that a through girder is not as sightly as a deok girder but it must be remembered that the lack of headroom influences the choice of the through girder, and the appearance of the deok girder would be entirely offset by the un- sightly grades required by the higher elevation of the tracks. By the use of colum supports at the curb the clear span is broken but the depth of girder is cut and a much neater construction results regardless of the unsightly columms. Again the curb lines in most instances are oluttered with telephone poles and the like, and surely the columes make a better appearance than the other obstructions on the curd. In some instances it has been attempted to cover the girders with ornamental castings as well as Other means of disguise, but it has resulted in failure as far as artistic beauty is ooncerned. It has become an accepted practice, that where headroom is limited, a through girder with the end panels rounded off in an aro shall be used. It has become an accepted practice, that where headroom is limited, a through girder with the end panels rounded off in an arc shall be used. LO PROPERTY DAMAGE AND IMPROVEME Nt. When the street grades are changed in s settled district, it necessarily follows that property ‘Gamage must occur, and the law provides that such property shall be oompensated for to the amount of the demage. In many of the first grade eliminations property damage was paid for in cash, and many property owners made claim for such, claiming the need of retain-~ ing walls, but after receiving the cash no walls or grade slopes were made. The law gives the oity no power to enter upon private lands in order to build retaining walls or grade slopes, but the method now used is to make this work one of the conditions of the damage settlemnts. It is obvious that in cases where the street ie depressed there will be som property standing #0 high above the street as to be unsightly. In some cases this property will not be of sufficient value to warrant the expenditure of any great sum for improvements. In our case there are four frame residences on the south side of Michigan Avenue between the tracks and Hosmer street which we recommend for condemation, as they now stand approximately eight feet above the present grade of the street and would not warrant any great Li expenditure, since with the growth of Lans ing the business district would soon extend over this property ghd the land oould then be excavated. As to the other property on Michigan Avenue the city when laying the new pavement should be required to put in the slope grades where necessary. Going west on Michigan Avenue from the tracks there are no commercial buildings that will be affected; all merchandise being brought in and de- livered from the alley at the rear. , . a . . ‘ =. va x - “ ° “ ‘ ‘ : s e - 1 é ' ‘ . 12 PRELIMINARY SURVEY In considering a problem of grade elimination one of the most important features of the work is the preliminary surveying. On the preliminary survey is based the feasibility of the project. That is, it determines whether or not economical grades ean be used and the character of both surface of land and of the soil in the immdiate vicinity. The operations for the survey are as follows: First - Determining the line. Second - Gatting the levels for profiles. Third ~ Determining the topography of the land. Fourth - Fixing the grades. Fifth - Estimating the excavation. Sixth - Taking a survey of the traffio. We first laid the lines. The first line was ran for 14 stations north and south on the P.M.R.R. The starting point was taken on a manhole 9 feet east of the east rail of the P.M.R.i., 25 feet east of the east rail of the M.C.k.k., and 38'8" north from the center line of the city electric railway line and fifty feet from the south west corner of the railway freight Gepot. This manhole was used as the starting point for 13 all the transit work and as a bench mark for the leveling. The line run on Michigan Avenue was run on the north curd line. Beth lines were stationed every 100 ft. The transit work on this survey was very simple and took very little time of the total survey. The next operation that was undertaken was that of running levels for obtaining the profiles in order to set the grades. The first levels were taken at every station to fix the grade and cross sections were taken. This was practically ell that was done in straight level work. The biggest job we had was taking the topography of the land in the vicinity. The territory covered in this survey is bounded on the north by Shiawassee Sst., the east by Pennsylvania Avenue, the south by Kalamasoo 8t., and the west by Laroh St. This comprises an area of about one square mile. Two separate surveys were made, the plot being divided into two parts, one east of the railway and the other on the west side. On the east side there were no problems that prepented very great difficulties. On the south side of Michigan Avenue, beginning at the track is a terrace about ten feet high. This terrace gradually decreases until it comes to grade on Kerr ,St. “As ee ae ~ ‘ - . . ° - . ‘ Le : . leq : ‘ ~ : . + « =~ . ' -‘@ . o - - « ‘ ry ~ . ‘ ° oo + ' vo “we - “ e s . . ‘ ‘ - » .° «4 -. ‘ : { , 4 4 * . +7 «- . , - ° ’ , : t. . - +, 4 - - . co ' o . . . + so . 40m 0 : a ° Ve - ‘ ‘ . ¢ a ~~? ‘ . - N . . § >, if 24 oa . ; ' - -. - - J : . . 4 . . ‘ 2 "+ ‘ . . e af . 2 : - : . . a’ s oe. we ~ ‘ . . . .- - . - ‘ Le wae . - . . . . - . e e “ , » . . * _ 4 ‘ . a . . . o4 . . 4 . - . oe 4 eae - - Xu . . - - ~ t - a : . x . ® “ . a . ° . . ' . + , . } . ony - rs : . . ‘ .- ‘ o od ‘ 4 . . ‘ 14 The situation on this side of this is shown very well in picture number one. On the north side at the corner of Michigan Avenue and Hosmer St., there ig an excavation of about ten feet. East of this excavation there is a Low terrace which will not interfere with this pro- jeot. Picture number two shows a view of Michigan Avenue east of the railroad. It also shows how the street railway service is impeded as the oonductor has to leave the car and close the derailer every time before crossing the railroad tracks. Michigan Avenue, west of the tracks is show in picture number three. The grade of the street drops about five feet in 1200. There are no buildings of any Value on the south side in the first block which is the only one that will be affected. ‘This side of the street is occupied by a lumber company which can get their entrance from the rear. On the opposite side of the street there are some business structures but they are of little importance and can have their entrance from the rear. The land rises gradually on both sides of the street going from Michigan Avenue. Next taking the railroad going north which is shown in picture number four, the grade of the.railroad drops slightly for about 3000 feet and then begins to rise ") e ‘ +, a , - ’ t . . ~~ . a ’ ° 4 a o . 4 e . ~w +. . ‘ ~ { - . e « . oes 4 * , “ 4 . - e . ’ c) 4 o ' , . _ a . 4 , : ‘ -” . 1 d te ’ to 1 ‘ 2 -- 4 oe a7 . - 8 . , - . - « L + 4 - - ’ . of ‘ oo ° 4 ' cf , 4 x . ~2? ne : e 4 . ‘ ‘ - « ‘ > " . . . - . an . ? ‘ ~ 4 “ . ~' wd . * » . i - , ® ’ 1 nN - 2 ‘ . ° v ‘ - . ‘ -- . , : « . . - . oy - . - 4 vs 1 . ns 7 e -@ ~ . . . d ’ * oe at 15 again. The grade is five tenths of one percent. On the east side there is a slight rise in the land and on the west the land is nearly level. There will be no difficulty in raising the tracks on this side of Michigan Avenue. The railroad on the south is level for about 700 feet. The P.M.RoKR., and M.C.K.R. separate here, the M.C.K.ek. going straight ahead, while the P.M.iink. turns and goes southeast. The M.C.R.kK. has a grade that is level for 900 feet more and then drops slightly. The P.M.k.R. rises about six feet in the next 900 feet. On both sides there are banks running up to about 12 feet. This is perfectly adapted for a rise in the tracks. Picture number five shows the railroad looking south from Michigan Avenue. Picture number six is a view of the union station. This view shows that when the railroad is raised the station ‘imet be raised or a loading platform installed. _In order to keep the cost down as low as possible we have decided on installing the loading platform. The survey showed that the most economical construction was to raise the tracks slightly and lower the street to get the required head room. The level and stadia notes are in the pooket in the back of the book. ad let oa Lee adds Th ele — 7 Grad=- laa ae Se 2 es Wi ered thd Li 16 TRAFFIC SURVEY. On April 3rd, we took a traffic survey between the hours of 65:00 and 6:00 P.M. We decided to take the survey at this time as it is the busy hour for traffic. The results of this survey are tabulated below: KIND OF VEHCILE NUMBER Pleasure cars ------------- 536 Trucks 1/2 ton------------ 56 Trucks 1 ton--+---+-++-+-+-e+-+-e-+-e--s6 24 Trucks over 1 ton -----+-+-+-+e--- 4 Horse drawn vehoiles- - - ------ - 14 Street Cars - -------+----- - £6 Interurbans - --------+-+-+-+-ce 6 TOTAL=- - - -- = = 666 These results show that the elimination of this crossing will be necessary with constant increase in the growth of the population in Lansing. 1 . woe ce "ae * = @ . 4 * - . v<€ e . > e. 2 a. - x ‘ ’ 17 18 bt 19 DESIGN OF ABUTMENTS ~aND KETAINING WALLS. An abutment in its simplest form is a retaining wall terminating the approach embankment to a bridge and provided with a bridge seat for the end of the first span to rest upon. There are several classes of abutments and they are Glassified below according to the general forms as follows: lL. Pier abutments, 2. Wing ebutments, 3. Cellular abutments, 4. U - Abutments, 5. T - abutments, 6. Buried pier abutments, 7. Skeleton and arch abutments. After studying the various forms of abutments we finally decided on the U - abutment. We did this because of the limited space we had on each side of the track. On the west side it was necessary to put in a retaining to keep the fill from spreading to the Station and park- ing space. The U - abutment gets ite name from its shape. @he wing walls are placed at right angles to the face wall and are usually 1-1/2 times as long as it is high. tn this case however the wing walls are considerably longer. The batter is usually 2 inches in 12 to provide for frost expansion. Abutments may fail in three ways: l. By sliding forward, 2. By overturning, 5. By crushing. There is very little chance of the abutments failing by the first two causes mentioned above, s0 failure by crushing was investigated. The mathematical theory of the pressure of the earth being uncertain it is not customary to compute the stabelity of the abutment. The thickness of the wall at the top of the footing is generally taken as 0.4 of the height of the abutment. The thickness of the wing walls is generally take as 0.3 of height. Trantwine recommends that for a backing of gravel the thickness ' be increased 1/8 to 1/6 part, which was done in our case. The footing area depends upon the bearing power of the soil and is determined by any one of various empirial formulas that have been discovered. The soil at the location of our project is well packed sand and clay. The formias follow on another page. All of the data and formulas for computing the abutment will be found on the page following: 21 RETAINING WALLS. The retaining walls are designed as for the abutment. However the retaining wall designed for this problem is reinforoed,therefore it has been made considerably thinner. The height of the wall is only seven feet with a bask fill of five feet leaving a rail of two feet to prevent trucks end automobiles from plunging over into the car tracks. The formulas and data follow;-+ Angles of Repose and: Weights per Cu.Ft. for Various Earths. Angle of Weight in lbs. Repose per cu. ft. Material Slope Degrees. Sand, dry 28:1 to 1.4:1 20 - 35 90 - 110 Sand, moist 1.76:1 to 1:1 30 = 46 100 - 110 Sand, wet 2.-8:1 to 1.2:1 20 =- 40 110 = 1280 Ordinary earth dry 2.86:1 to 1:1 20 - 45 80 - 100 Ordinary earth, wet _ Belsl to 1.78:1 25 = 30 100 - 120 Gravel, round to angular 1¢75:1 to 0.9:1 30 — 46 100 = 138 Gravel, sand ané. olay 2.8:1 to 1.3:1 20 = 37 100 - 115 From Cain's "Karth Pressure, Walls and Bins", page 9. . ~- wo o 4 vt » 4 a4 » . od » . 1 . 2 e e e 9 @ ! ' ee ee ee oe “ayy ' se f ee " e id 4 q a. ! @ a -e e eo @ j “° 4 ) @a eo « % ' N ‘ + ° ! t { 1 ! ’ oe 1: : a - 4 y ' * ’ ‘ ' : i L) i ! { ! , t « ’ ' ' 1 » t . . . ve 22 Coefficients and Angles of Friction Between ‘Earth and Other Materials. Materials f = ton v Masonry on masonry 0.65 335° Masonry on wood, with grain 0.60 51° Masonry on wood, across grain 0.60 26°40! Masonry on dry clay 0.50 26°40! Masonry on wet clay 0.33 18°20! Masonry on sand 0.40 £21°50' Masonry on gravel 0.60 — 31° From Haul and Johnson, page 562. The safe bearing power Of gravel and sand well packed in short tons per square foot is 8 as a minimum and 10 as a maximmn. Computations for Retaining Walls. Conlombs Formula for Earth Pressure. EBE= 1/2 wh'tan” (45° - 1/27) Where w= weight of cubic unit of earth h = vertical height of wall &’ = angle of repose. = 2 ©. Ze B= 1/2115 x B’ x tan® (45 30° ) = 57.5 x 25 x tan” 30° = 57.5 x 25 x 0.877352 = 478.2 25 The thickness of the wall was taken as 1/3 of the height of wall making it about 1 foot 6 inohes. Computations for the Abutment. Height of wall from footing to bridge seat is 12 ft. There are no set formulas that are followed in design- ing the abutment, but constants of reoognised value are used. 12 x 4/10 = 4.8' wide. Using a fector of safety of 1/2 we have 7'0" as the thickness used. The abutment has 3/4" weep holes and the backing is of cinder to facilitate the drainage. Footings The bearing power of the soil is from 16,000 to 20,000 pounds per square foot. From sonstants obtained in various handbooks on concrete construction we have the depth equal to five feet and the width equal to eight feet. 2000 x 8 x 6 = 128000¥ which is weight footing will hold. oT ' “ wid oe. . a whe 7 . a te Oe Mnom = Cod P Where ad = length of longest side, P = applied force, a = depth of colum b = breath of footing g = 1/2 (2+ a/b) (1 - af/a)® C 2 1.25 1.25 * 1/34 (2 + 8.00 (1 Ps 8.00) = 1/24 (2+ .156) (1 = .156)® = 1/24 (2.186) (.844)2 m= 1/24 x 2.166 x .71 = 0.63 Mom.= 0.63 x 8 x 60000 = 300,000 24 25 DESIGN OF THE RAILROAD BRIDGE. Because of limited head room it was decided to use a through plate girder bridge with colums just inside the curb lines, making a span of 80 ft. between centers of supports. And taking Waddell as an authority but two girders are to be used for the double track bridge. The two sidings also at the crossing being changed. The live load was taken as two consolidation locomotives and train per track, or an alternative load of 120,000 pounds equally distributed on two pair of driving wheels, spaced 6 feet center to center. This loading is known as Cooper's Standard Class E60. The allowance for impact due to live load was taken from Waddell's formule: I = 400 L (L + 500) or 80 &. As the economic depth of plate girders varies, and the average being the reciprocal of 10.5, 90 inohes wes takem as the depth of the girder. The girders were spaced 28 ft. 9 in. on centers with 12 ft. between the tracks. No attempt shall be made in this thesis to make a final design but proposal drawings and computetions are inaluded herein as an aid to cost computation. (See pocket of rear cover) + wwe eee 26 BRIDGE COMPUTATIONS. LOADING Cooper's Class E60. WEB Max. live load shear - - - - - - 510,200 Impact 80 % --.2.----..- - 248,160 Wt. 1 girder + 1/2 floor 868000. Wt. 1/2 track - - - - - $7600 1/2 Dead load = 92600 # Dead load shear -- ----- -. - 46 , 300 Total vertical shear - ---.- - 604,660 # Unit shear stress = 12,000. Area web = 60.4 eq. in. Depth of girder = 90 inches. Thickness web = .55 in. Use 5/8 x 90" plete. FLANGE Max. moment 1.1. -----.- - 5,406,000. Impact - ---------..-.- 4,324,800. - Dead load moment - - - - - - .~ 926,000. Total bending mom- - - - - - - 10,656,600. ft. lbs. Total bending mom- - - - - - 127,881,600. in. lbe. Effective depth of girder = 90 + .25 = 1.5 = 88.76 in. Unit tensile strength = 17,000 lbs. per sq. in. 27 Assume 12 % gross web section as effective flange area. . 10,656,800 x 12 17,000 x 88.75 A - (0.12 x 5/8 x 90) = 85.2 ~ 6.75 Net area of lower flange = 178.45 sq. in. USE 2-68 x8x11/8" Ls 2-1" holes = 41.21 3 = 20 x 7/8" plates 2 = 1" holes = 47.25 78 46 Bqe in. STIFFEN ExXS. Max. floor load - -----.-- 60,000.1bs. Impaot- - - - - ew - ee ewe ewe ew ew 48 000. 108,000. lbs. Unit fiber streasg - ------ . 16,000. lbs. Sectional area- - -------- 6.75 sq. in. US 8x 31/2x 1/2" Ls EXD STIFFENERS. Vertical shear- -------..-.. 600,000. lbs. 600 ,000 = e i e 15,000 " #9 8a in USE 4-8x31/2x1/2" Ls 28 LATERAL BEAMS. WEB Live load shear- -- ------ 120 ,000. Impact 80 4% ---------- 96 ,000. Dead losd shear- - - - - - ccf 4,000. Total shear- - - - - - - £220,000. lbs. Unit shear stress- ------. 12,000. lbs. . Area web-----+--+--+----- 18.353 eq. in. Depth girder - - -----+---- 50 in. Thickness web- - - - ---- - - -61 in. USE 30 x 5/8" plate. FLANGE M = = = 120,000 x 8/2 = 480,000. Max. mom. 1.1, -~------ - = 480,000. Imeot ------------- 384,000. Dead load mom. - -------.- 100 ,000. Total bend. mom- - - - - - - - -~ 964,000. ft. lbs. Unit tensile eatrength- - - - - - 17,000. lbs/aq.in. Aseume 12 % gross web section as flange area. Ae 964,000 x 12 - (0.12 x 5/8 x 30) = 23.5 —- 2.25 17,000 x 29 Het area lower flange = 21.25 sq. in. (2-6 x6 x 3/4" Ls USE (l - 12x 3/4" plates Reinforced Concrete Stringers. — md 100,000 Z10 . 960 000. Moe pfejoae 250,000 = .0077 x 16,000 x 7/8 x 10 x a® d = 15.5" depth of girder 8.5" ; steel protection. USE 10 x 18 inch concrete beam. &g = Pp baa .0077 x 10 x 15.5 = 1.2 eq. in. USE Trough formed of 3x3x 1/4" Ls 1/4 x 18" plate 1/4 x 10" plate. 29 1/2 bridge. Wt. of Steel. WEB PLATE 1 5/68" x 90" - 80'lg at 191.3 = 15,304. FLANGE 4-8x68x1 1/8" Ls - 86' - 10" lg at 56.9 = 19,730. 1 = 20" x 7/6" Pl ~ 32' = 6" lg at 59.2= 1,935. 1 = 20" x 7/6" Pl - 47" - 6" le at 59.5= 2,775. 1 - 20" x 7/8" Pl ~ 86" ~ 10"lg at 59.5= 5,160. 29,600. STIFNERS 14-8x31/2x 1/2" Ls ~ 7' - 4" lg at 18.7) ) 4,110. 146 -8x31/2x1/2" LS ~ 7* = 4" lg at 18.7) LATERAL BEAMS 1 - 5/6" x 30" Pl » 26° = 8 3/8" lg at 63.75 = 1,835. 4-62x6x 3/4" LS — 26°-8" l@ at 28.7 = 3,500. 2-13x 3" Pl = 28' = 8" lg at 33.8 = 1,900. 7,036. COLUMNS 16 - 15" = 45# [s - 18" - 0" lg at 40 = 7,660. 16 = 16" x1" Pl =~ 12" = 0" lg at 64.4 = 10,445. | 18,125. BRACES 4<«6x6x 3/4" LS LS = 30' - 7 lg at 28.7= 3,560. e a dl OOR (136 - 1/4 x 18" Pl -~ 10° ~ O" lg)at 15.3 = 10,400 (272 ~ 1/4 x 10" Pl - 10' ~ 0" ig)at 8.5 = 11,550 (644 -3x352x1/4" LS - 10'-O"lg)at 4.9 = 13,360 om, mE, oy, 35,3500. Rivets, clips, splices, eto. 7 %= 113,024 7.912 Total wt. = 120 , 936 SIDEWALKS GIXDER 1 = 3/6" x 36" Pl. 14' = O" lg at 45.9 = 643 4-6x6x1/2"L - 14' » 0" le at 19.6 = 1,100 2-13 x 1/2" Pl.- 14° ~ O" ly at 22.1 = 617 10 - 31/2 x 5 x 3/8"LS - 3' - OW lg at 10.4 = 3128 2,672. FLOOR 17 - 1/4 x 16" Pl. - 14' ~ O" lg at 15.3 = 3,640. $4 © 1/4 x 10" Pl. @ 14' - OW le at 8.5 = 4,050. 68 ~ 3$x3x1/4" LS - 14' =0" lg.at 4.9 = 4,670. 12,360. 15,032. Rivets, clips, eto. 7%= 1,050. Total Wt. = 16,082. Total wt. of steel in 1/2 bridge = 137,018. lbs. Approximate 140 tons. — a —! ' . “sn —- ~ - « Jf et @ saul a a SCaeew - ern e @e ’ . s se - - . —_ he wm Co \ ‘ . yt — ~ - 5 - _ e - . r » e e e a ~ a eo 32 Estimate of Concrete. l.- ABUTMENT 42.5x8x51%. 1,700. 42. x 10.67 x7 = 5,136. 6.5 x 39.6 x 1.5 = 374. 208 x 36. x 2 = 159. 5,366. ou. ft. x 2 =z 400 GUe yds. l.«~ RETAINING WALLS. (Road Bed) (3.42 x 5 x 400 = 6,840. North side ( (2.2 x 6 x 400 = 6,280. (3.42 xz 56 x 20 = $42. South side ( 12,726. ou.fte 470 ou. yds. RETAINING WALLS. (Protection Property)= 6,000 on.ft. 225 ou.yds. RETAINING WALLS. (Street railway) Bast [(1 x 4.0) + (1.5 x 6)] 900 = 11,700 ou. ft. West [(1 x 4.0) + (1.5 x 4)] 400 = 4,000 on. ft. / 15,700 ou. ft. XZ 1,165 op. pds. COLUMN FOOTINGS 86x&x 32x 2 = 2,560 ou. ft, ___ 95 ou. yds. BRIDGE FLOOR BRIDGE BRAMS 108. x 3. x .5 = 972. . 1728x168 x 653 x 10 = 1,690. 17 x2x1.6 = .63 x14 = 593. 5,255 ou. ft. 120 cu. yds. Total Concrete = 2,475. cu. yds. DRAINAGE The drainage of the bridge floor will be well taken care of by sloping the three inch concrete floor to the center line of the bridge, md laying in a 4 inch tile longitudinally, with a stand pipe at the north end of the bridge. The present drainage of the street will be useless with the new grade, md another sewer mest be conetructed. At the present time there ig a 20" x 33" egg-shaped sewer laying 7 foot 8 inches beneath grade which drains this seotion of Michigan Aveme. This sewer is not properly constructed and has never given efficient service eo the loss will not be deeply felt by the mnioipality. The writers recommend that a 30 inch tile drain be put in mfficientiy below the frost line, and to run from the center of the crossing west to Laroh Averme and thence.down Larch to Shiawassee and from there to the river. Other ghanges to be made below grade will in~ clude the conduits of the Michigan State Telephone Company, the gas mins, and the water mains. However, these changes involve no direct cost to the projeot in hand as the lines are under pressure and do not depend on grade for their flow. ESTIMATE OF COST. 140 tons fabricated steel at .07 = $ 19,600.00 2,475 ou. yds. concrete at $10 = 24,760.00 51,740 on. yds. exoavation ) at 1.00 = 32,000.00 28,520 cu. yds. fill $ 76,350.00 Labor = 40 % 30 , 540.00 Total cost (not including pavement)= $106,890.00 36 FEASIBILITY OF PROJECT. After condnoting the thorough investigation herein contained, the writers agree that the project is,entirely feasible, for the following reasons: 1. The grades used in this problem have not exceeded the limiting grades as established in other projects of this nature. It has bee stated elsewhere in this thesis that the recognized maximum grade of paved street approaches is 31/2 % anf so thie was used as the maximum. In changing the grade of railroads the limiting grade is taken as the maximum grade on that line. In this case a 1 % grade was found, which is greater than the usual maximum of .57 %, but the conditions as stated will allow the 1 % maximum grade which was used. 2. The damage of property caused by the change of grades, is very low as compared with that done in similar work in other cities. Only four frame dwellings must be condemed and the slope grades along the other part of the street are not extreme. 3. The changes required by the construction onte lined are not prohibitive. The loading plat- form at the station, altho a slight in- convenience to traffic, can be used until @ new station is required which with the present growth of Lansing is not far distant. The change Of industrial sidings which will be required, will cause cars to be switched in from either side of Michigan Avenue at the present grade, leaving only the two main lines to cross the street. The Hosmer street paving will have to be torn up for about 200 feet south of ‘Michigan and brought down to the new grade of Michigan Avenue. The same will apply to Larch Avenue on both the north and south sides. Shiawassee Street must be tom up for about 200 feet east and west of the tracks end brought to the new grade of the tracks. Traffic on Michigan Avenue oan be diverted during construction either dom Kalamasoo street or Shiawassee street. Reilroad traffic can be continued over ea temporary trestle as has bee done in aimilar cases. 4. The cost of this project must be considered reasonable as the much needed relaying of Michigan Avenue cannot be directly applied to the project. The division of cost would have to be settled by a board of arbitration, and the writers do not favor the apportionment as used in the State of New York, but suggest that the state be required to pay 20%, the city 40%, and the railroad 40% of the total cost which is estimated at about $125,000.00. Of the entire number of grade crossings in the United States it is estimated that 30% of them may be termed dangerous and should be eliminated, and the ebolition of these crossings ia rapidly taking place. It has been shown herein that this crossing is classed among the 30% and the writers recommend that the City of Lansing proceed at once to eliminate this menace to publio safety. INDEX Page No. History ------+-+-+-+-+--e--+e-- - 2 Pactors to consider in Grade Elimination- 65 Architectural Beauty of Construction- - - 8 Property Damage and Improvement - - - - - 10 Preliminary Survey- - -------+-+--e- 12 Traffic Survey- - - - --=--+--+-+-+--- 64 16 Design of Abutments and Retaining Walls - 19 Retaining Walls - - --------+---. B1 Design of the Railroad Bridge - - - - - «= 25 Bridge Computations - - ------- - - 26 Drainage e----+---+--+-+-+- -- - @ 34 Eatimate of Cost- -------+----. - 36 Feasibility of Projeot- -----+----- 356 ii 3 1293 02647 4175 I MICHIGAN STATE UNIVERSITY L I | “SOLON PTOLG *szOosS OTE Joig s > * Tas _ 2. r (SULIGAY LUG FULAd aNTG) *uoTzPvooy Jo AYdeaS oagj, dl, PUS JUBRIC WTI) *quewpnagy pur esprag yo sTreq.o¢ UB QUPUS en{[I) *poefodc Jo uetd pug uoljtse1g i WoO es Lido + ICHIGAN STATE LIBRARI IC ES TT | OM MM M | ~ 1293 02236 2119 MICHIGAN STATE LIBRARIES \ \ CHI ES MT fH VN WM WL ti 3 | 1293 02236 2119 MICHIGAN STATE LIBRARIE DT i 02236 21 MICHIGAN STATE LIBRARIES | | | | Il) | | | | | HATTER \ Wel 11 1293 02236 211 ae 2 see ee a "see ee es HIG. AN STATE nen ES MIC 293 a 211 ee nee a “see ee