109
316

 

THE DESIGN OF A RAILROAD
TRESTLE BRIDGE

Thesis for the Degree of B. S.
MlCHlGAN STATE COLLEGE

Paul N. Gillett
1938

 

 

 

 

The Design of a Railroad Trestle Bridge

.A Thesis Submitted to
The Faculty of
MICHIGAN STATE COLLEGE
of
AGRICULTURE AND APPLIED SCIENCE

by

Paul N. Gillett
pan—um-
Candidate for the Degree of

Bachelor of Science

June 1938

 

slur ~

 

 

As a thesis for the Degree of Bachelor of Science in civil engineering,
the writer selected the design of a wooden trestle bridge with a steel
floor system.-’The design was based upon two factors: first, location of
site, materials used, and loading and erection requirements as determined

by the mythical "A & B Mining 00."; and second, design factors as deter-

mined from a survey of the location.

The writer is indebted to Mr. J. E. Meyer, sponsor of this thesis, and
Professor C. L. Allen, of the Civil Engineering Department of Michigan
State College, for valuable suggestions and assistance in the preparation
of this design. He wishes also to acknowledge the assistance of Mr. Carl
Haussman, of the H. G. Christman Co., Lansing, in making cost estimates,
and of Messrs. W} M. Cade, R. W. Southwell, and F, M. Barron in the

surveying work.

116397

 

 

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31

 

1.

3.

4.

5.

6.

PRELIMINARY ASSUMPTIONS AND

CONSIDERATIONS

The alignment of the bridge shall be as shown by the two stakes "a"
and "b" at the site. Stake "a” is at E1. 276.83, which is the elev-
ation of the top of rail at that point. The station no. of "a" is
51+05.oo. Grade is -1.0 % from."a' to "b“.

Previous explorations by borings ShOW’a mixture of sand and yellow
clay for a depth of about 50 feet. Pile foundations are therefore
feasible.

Materials: A large stock of steel beams (CB 242-24"x12"x18'-0") is
available. The bridge is to be so designed as to utilize these
beams. Seasoned and treated timber of sizes up to 12"x 12" and
piles up to 14” dia. are locally available and cheap.

Loadings: The bridge shall be designed to safely carry two mining
locomotives and their tenders followed by a train of ore cars. This
condition approximates, on the safe side, a Cooper's E-40 loading.
Permanence: Due to the purpose of this railroad (feeder line for
ore trains), Permanence is a secondary consideration and low cost
primary.

Construction: Will commence at "a" on south side of river and pro-
ceed towards "b". Equipment available will consist of one locomo—
tive, one lO-ton crane with clam.bucket and pile driver attachment,
and such flat cars and other rolling stock as may be necessary.
Materials will be brought in from.the south on the completed portion
of the track. Construction will be entirely by the forces of the

A & B Mining Co.

DESIGN BASED ON PRELIMINARY CONDITIONS

Briefely, the requirements of this design are: a bridge using steel
I-beams of the size available, and structural timber, for materials;
a bridge of low first cost; and a bridge where permanence is a sec-

ondary consideration.

Two or three types are available which would probably fill the require-
ments: A wooden truss bridge of two or three spans, a framed timber
trestle wdth steel I-beams as stringers, or a pile trestle with steel
stringers. The truss is out of the question from an economical stand-
point, since there would be a large expense involved in framing the
members. Therefore, the type to be used appears to be a trestle of
either the framed- or pile-bent type, since both of these are compar-,

atively cheap to erect.

The wooden bridge is not as might be supposed, an obsolete structure.
In 1936 the Atchison, Topeka & Santa Fe Railroad1 built some 110.5
miles of new track, of which 5905 feet of’the total of 6671 feet of
bridging was composed of treated timber trestles. All tracking and
structures were designed for modern high-speed passenger traffic.

The use of timber trestles for work of this type seems to indicate that
there is still a very definite place for this kind of bridge. It has
been repeatedly shown2 that a first class timber trestle can be erected,
maintained, and replaced every 15 years -this being the estimated life
of the structure- for less than the interest on the investment required

to build a so-called permanent structure at the same location.

1. Engineering News-Record-April 22, 1937-P. 579

2. Holtman, D. "wood Construction" McGraWHHill Book Co., Inc.

THE SURVEY FOR DESIGN

The survey party consisted of Instrumentman, notekeeper, and rodman.
First a point “a" was established and given a station no. of 51+05.00
and an elevation of 276.83. These values were assumed to have been
given by a previous locating party, as was the location of point "b"

on the north side of the river. To determine the station no. of "b"
(that is, the distance "ab",) an auxiliary point "e" was set up and a
simple triangulation carried through. This consisted of measuring each
angle twice and the distance "ac" and "ob" twice each. From this inp
formation, the distance "ab" was computed from two sides, and a mean

value of 272.91 was obtained.

Next, a topographic survey was made, locating the river banks and
contours and the existing highway bridge. Sufficient levels were then
taken to determine the profile of the center line of the proposed bridge.
As a boat was not available, the following method was resorted to in
obtaining the underwater contours: a weighted steel tape was lowered
into the water at each panel point of the lO-panel highway bridge truss.
The distance from.bridge floor to water was established, and the distance
from.bridge floor to river bottom.at each point recorded. The underwater
contours were assumed to run parallel to the banks of the river for the
100 or so feet from the existing bridge to the proposed bridge site.

This assumption may be considered as taking too much for granted, as
temporary bars or depressions might be present at the point of soundings
which would disappear entirely a few feet upstream. However, the river-
banks an both sides are fairly regular and there is no evidence to show

that the river bottom.is not a simple alluvial valley. Further, the

depth to which the piles are to be driven is uncertain within several
feet, and the underwater profile as shown is probably accurate to at

least one foot.

Six level shots were taken on the water surface, on both banks at dis-
tances of about 150 feet on either side of the center line. Elevations
varied from.an extreme upstream value of 265.05 to 265.53 on the down-

stream.side. A mean of 265.2 was taken as the average water level.

Investigations regarding high water were made, and muddy water lines
'were found on the piers of the existing bridge at about 266.5. These
water lines were very likely made during the flood of February, 1938,
which was probably a maximum.20-year flood. Another 1.5 feet were

added to the 266.5, and a maximum.va1ue of 268.0 feet for high water
was obtained. This is 5 feet below the lowest longitudinal steel in

the floor system.

DESIGN BASED ON SURVEY

The distance between points "a" and "b" was found to be 272.91. It

was not deemed advisable to start the bridge from a, since an earth.
fill would be more economical for a short distance. Also a large
content of the present highway fill consists of large boulders, which
would make pile driving difficult. Accordingly, sta. 51+54.00 was sel-
ected as the location of bent no. 1. Since the stringers are 18.0 ft.
long, and allowing 0.10 ft. for expansion and clearance between string-
ers, bents will be located at intervals of 18.10 ft. There will be 12

spans, making the station no of bent no. 13 53+70.20.

It was previously stated that either the pile or framed bent would be
used for this bridge. The two types of bent are shown in the accompany-
ing sketch.

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Good practice1 in trestle work seems to indicate that pile bents are

 

economical for heights up to about 15 feet, and framed bents for greater
heights. Since the cost of obtaining and handling long piles is quite
high, and increases with the length of pile used, a point is reached at
which the additional cost of buying and erecting framed bents on a pil e
foundation is more than offset by the saving effected in not using long
piles. In a study of about twenty designs of timber trestles,2 15 feet

seemed to be the line of demarcation between pile and framed bents.

A study of the center line profile on the accompanying map shows that
at the deepest point in the river, the bent must be about 7.5 feet
above water and 2.5 feet from water surface to river bottom. Plainly,

the trestle falls within the pile-bent classification.

It was not deemed expedient to conduct explorations by borings or by
driving test piles, both of which methods should probably be used in
actual practice. Foundation conditions were assumed, however, to be

"a mixture of sand and yellow clay" for a depth of 50 feet below the

1. Foster, W.C. "A Treatise on Wooden Trestle Bridges"-Chapters 1,2,4.

2. Foster, w.c. 0p.Cit. -Part 2.

\ ..w-‘

340.11!”

 

ground surface. A reasonable penetration of piles in this ground can
be expected to be about 15 feet. Adding on 10 feet to the cap and

2 feet for safety, a length of pile of 27 feet is obtained. In look-
ing up prices on piling, the writer found no listings for piles less
'than 30 feet long. This seems to prove the advisability of using the

pile bent in preference to the framed bent.

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DESIGN OF PILES

The safe load a pile will support is dependent upon the method of
driving. The are numerous formulas1 expressing the relation between
safe load, weight of hammer, height of fall, etc. Probably the best
known and most used is the Engineering News fermula, usually written in
the form

L=2Wh
sel

 

in which L is the safe load in pounds, W'the weight of the hammer in
pounds, h the fall of the hammer in feet, and s the distance in inches

the pile moves under each of the last 5 blows of the hammer.

Assuming a 3000 lb. hammer with a fall of 15 feet and a set of-% in.,
‘we have

L 8 2 x 3000 x 15 = 60,000 lbs.
1+%

The number of piles required under each cap will be 250,720 divided

by 60,000, which equals 4.2. we therefore use 5 piles per bent.

Further investigation is necessary to determine if the individual piles
are sufficiently strong acting as columns to bear their share of the
load. The load on each pile is 250,720 divided by 5, or 50,144 lbs.
The following formula, given by Foster? is used for determining the

allowable stress:
1000 2
Q 3 1 + l .E x f
55(3de

In this formula, L is the unsupported length, d the least transverse

1. "Concrete Piles" booklet by the Portland Cement Assn. P. 18, 19, 22.

2. Foster, W.C. Op. Cit. P. 174, 175

 

 

 

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dimension, and f is a factor depending upon the kind of wood. For short
leaf yellow pine, f 8 0.825. Assuming a 12 in. die. pile with an un-
supported length of 10 ft., the allowable stress Q is found to be 700 lbs.
per sq. in. The total allowable load on each pile then equals the

cross-sectional area x 700, or 78,800 lbs., which is amply strong.

The Forest Products Laboratoryl, which has done considerable research in
timber structures, recommends that “for short columns having an un-
supported length (in inches) not greater than ten times the least trans-
verse dimension (in inches), the working stress 53 equals the allowabka
compressive stress S. For short leaf yellow pine, S = 880 lbs. per

In the previous computation, a unit stress of 700 lbs. per

sq. in,

sq. in. was used.

For both Foster's formula and the rule of the Forest Products Laboratory,

the column is assumed to have hinged ends. In the pile under consid-

eration, the lower end is fixed, and a degree of stability is furnished
by the sway bracing. .A column with one end fixed and one end hinged
is at least twice as resistant as a column with both ends hinged.

Therefore, it is considered that the piles as designed are amply safe.

1. Timeshenko & Mac Cullough "Elements of Strength of Materials"

P0 274 et seq.

ERECTION PROCEEDURE

Construction will start from the south side of the river and work norfii.
Fill will be placed and track laid to the point a-a in the sketch. work
should be arranged so that a day’s work will end at this point, thus
clearing the tracks for the bridge equipment the following day. Suff-
icient fill material should be left at this time to complete the fill-

ing to b-b after the first bent is driven.

     

8123/

The work train will be made up as shown in the sketch. Proceedure will
be as follows: First, the engineer will give the location of bent no. 1.
During this time the crane will unload stringers from first car and
place them on the ground at "c". The crane will then take off the piles
and other timbers from the second car and place conveniently in front
of crane. At this time the pile leads and driver will be attached to
the crane boom, and driving will begin, driving vertical piling first.
While driving is in progress, a crew of 2 men.will be fastening ties and

guard rails to stringers at "c".

When piles have been driven to refusal, or until a pile sinks-% in.

under each of 5 successive blows, the elevation of cutoff (see sheet no.2)
'will be given by the engineer, and the pile sawed at that elevation.

The cap and sway bracing wdll then be fastened to the piles, and the 3"

x 12" planks nailed on in back. The remainder of the fill to b-b will
now be placed, and track built out to bent no. 1. Bent no, 2 will be
constructed in the same fashion, except that there will be no planks on

the back of the bent.

 

- After bent no. 2 has been erected, the pile leads will be removed from
the crane and the stringer lifted out over the bents and lowered into
place. This done, and the stringers fastened down by lag screws,

track will be laid out to bent no. 2.

The same proceedure wdll be followed in building the remaining bents.

The locomotive will bring in new timber and steel as erection proceeds.

 

 

COST ESTIMATE

Preliminary engineering:

wood

Iron

Engineer's salary - 78 hrs. at $2.00 $156.00
Assistants“wages - 12 hrs. at $0.50 6.00
Drafting equipment ‘. .50
materials and labor:
Piling - 15 bents of 5 ea. - 12" dia. x 27' long- S.L.Y.P.
at $0.20 per ft.
Labor at $0.20 per ft.
Cap - 13 bents - each cap 12"x12"x13'-O" - W.O. at $80 BM
Sway bracing - 3"x10"x14'-0" -pine-2 ea. on 11 bents
at $38 BM
Ties - 216 of 8"x8"x10‘-0" - W.O. at $47 BM
Guard Rails - 6"x8"x216' - pine at $38 BM
Bank bent - 6 of 3"x12"x18' 01d Timbers ‘
Labor at $15 per EM
and Steel materials and labor:

Stringers - On hand

Cross channels 11,502 lbs.
Hitch angles 1,770
Drift bolts 215
Lag screws 75
Bolts and rivets 2,140
Bearing plates 2,780

18,500 lbs at $8.00 per 100 1b.
Labor at 5% of steel cost

Total cost

$162.50

351.00
260.00

' 162.00

29.00
55.50

65.70

90.50

1,480.00
74.00

2,703.20

 

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MICHIGAN STAiE UNIVERSITY LIBRARIES

2 2i
| ? I II
312

T 23‘ “NH '
I MM 2
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“UNI“!
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2871