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MARCH 12, 1904. \THE ENGINEERING RECORD
The Five-Hundred-Foot Channel Span
of the Clairton Bridge.
The Saint Clair Terminal Railroad connects
the Pittsburgh, Virginia 8: Charleston Railroad,
which is the Monongahela branch of the Penn
sylvania Railroad, with the Pittsburgh & Lake
Erie Railroad, on opposite sides of the Monon
gahela River at Clairton, Pa., by means of a
bridge having a channel span which is
the subject of this sketch, and at the
same time affords additional transporta
tion facilities for the supply and output of the
Clairton Steel Company’s plant, at Clairton.
This plant comprises three blast furnaces,
twelve open-hearth steel furnaces, with bloom
ing mill and billet mill, all of which have been
completed, and were put into operation during
1903. The road is intended for double-track
service, but at present is only operated as sin
gle-track. The masonry was built for a double
track superstructure with the exception of the
shore pier and the abutment for the north leg
of the Y, at the west end of the bridge, which
have not yet been constructed. The two through
spans are built for double track, the remaining
deck spans are for single track. Additional
single track spans are to be placed alongside of
impact, traction, secondary stresses and to se
cure the utmost rigidity. These conditions have
resulted in some of the heaviest construction
ever built for double-track service. The bridge
was proportioned for a dead load of 10,400
pounds per linear foot and for a 1521/2-ton en
gine with tender followed by a train load of
5,000 pounds per linear foot for each track.
Wind pressure was taken at 30 pounds per
square foot on half the exposed area of both
trusses, and the floor system and on a train
surface 10 feet high, which gave a pressure of
900 pounds per linear foot for the bottom lateral
system, 450 pounds for the top laterals, and 100
pounds on the upper floor. With these data the
stresses were computed and materials propor
tioned as indicated in the stress diagram. The
portal stresses were calculated by the method
of least work, which gave a maximum of 9,
300 pounds compression per square inch and
4,730 pounds bending stress per square inch in
the end post. The maximum bending moment
and shear in the lower deck stringers is 590,
000 pounds and 78,000 pounds respectively. In
the floor-beams the corresponding stresses are
2,063,000 pounds and 223,000 pounds. in the up
per deck the floor-beams have a maximum mo
ment of 641,900 pounds and a maximum shear
:l
{a 51%t":
Clairton Bridge: End View of Channel Span, Showing Massive Construction.
these whenever the necessity for double-track
railroad arises.
The bridge was built by the Saint Clair Ter
minal Railroad Company, Mr. W. P. Snyder,
president, Mr. J. B. McIntyre, chief engineer.
The Drake & Stratton Company was the con
tractor for the substructure, and the American
Bridge Company, of New York, for the super
structure, the shop work being done at its To
ledo plant, with the exception of the eye-bars,
which were manufactured at its plant at Athens.
Pa. Mr. F. H. Bailey was the assistant engi
neer during the construction of the substruc
ture, and Mr. C. D. Supplee during the erection
of the superstructure. Mr. E. S. Warner was
chief draftsman. The total length of the bridge
is 1,154 feet, and includes one channel span,
and at each end two deck and one through ap
proach spans, varying in length from 86 to 117
feet. The piers supporting the channel span are
500 feet apart on centers and the trusses are
498 feet long, center to center of end pins.
The superstructure was designed according to
the specifications of the Pittsburgh & Lake Erie
Railroad for the heaviest locomotives and train
loads that are used on any of the Pennsylvania
railroads, and abundant mass was provided for
of 64,000 pounds. .All material is soft steel
punched without reaming for all thicknesses up
to ‘5.’; inch, except for the pins, eye-bars and
rollers which are medium steel.
The main span is supported on two masonry
piers at a clear height of about 53 feet above
water level. The trusses have shoes and gril
lages on l0xl4l/l-foot stone pedestals on a cop
ing 48 feet long and 15 feet wide. The base of
the pier is 17 feet wide and about 68 feet long,
including a triangular cut-water at each end.
There are several offset foundation courses
which, in one pier, are seated on the solid rock
and in the other on a timber grillage with pile
and concrete footings. The superstructure is
calculated for two railroad tracks on the lower
deck and for future highway service on the
upper deck, for which only the floor-beams have
been erected, the remainder of the platform be
ing designed to be built later when required.
Most of the details of the superstructure con
form to ordinary standards of high grade rail
road work, and are of simple heavy construc
tion with a few special features developed to
provide for the large stresses.
All truss members are pin-connected. All
floor, lateral, sway-brace and other secondary
members have field-riveted connections. The
pins at the main panel points are 10% inches in
diameter and have a maximum length of over
6% feet. The pins in the middle of the diag
onal members are 9 inches in diameter and the
remainder are 5% inches. The top chord and
end posts are 4 feet wide and nearly 3 feet
deep over all with four webs, each of them made
with two or three plates riveted together, and
a pair of 6x4-inch flange angles. The webs are
connected by vertical transverse diaphragms
each side of each panel point, by a single thick
ness of top cover-plate and by lattice bars on
the lower flange. The webs are reinforced at
pin points by as many as seven plates each at
points of maximum stress. The top chords are
made in lengths of 62 feet 3 inches, spliced on
centers of the pins and locked together by the
outside pin plates with full holes. The joints
at the hips and at the center where there are
angles, are protected by bent-plates over the top
and bottom flanges.
The foot of the end post is mitered on the
center line of the pin Lo. The pedestal webs are
mitered to correspond and each member has a
half hole for pin hearing. The 1/,,-inch clear
ance between the post and pedestal webs is cov
ered by a bent plate on the upper side, which
connects the end post with the inclined cover
plate across the pedestal webs. Each pedestal
receives a total maximum load of 10,500,000
pounds, and its webs are heavily reinforced to
give sufficient bearing area. The outer ones are
6 3/16 inches wide and the inner ones are
5 11/16 inches, thus making a total of about 250
square inches, which is distributed over a base
about 5x6 feet, inclusive of a projection which
carries the end floor-beams. The pedestal webs
are connected by vertical transverse diaphragms
on the center line. The outer web on the inner
side has a. horizontal connection angle to which
is field-riveted a wide gusset plate receiving the
end floor-beam and end lateral diagonal, and is
reinforced under the bearing of the former by
a vertical packing composed of transverse dia
phragm plates and angles transmitting the load
directly to the base plate.
At the sliding end of the bridge the pedestal
rests on a grillage built of a double layer of
crossed 15-inch I-beams set close together and
bolted with separators made of vertical plates
and angles. The beam ~fianges are riveted to
thick plates which are planed top and bottom,
and the lower plate has a transverse rib en
gaging a notch in the center line of a nest of
segmental cast-steel rollers. Each roller is tap
bolted at each end to a top and bottom cross
bar and the center roller has a convex spur pro
jecting from the curved surfaces on the upper
and lower sides at each end, which engages a
notch "in the bearing plates and centers the nest
in the required position. The rollers are seated
on transverse bearing strips riveted to a bed
plate 6% feet wide and 10% feet long. At the
other end of the bridge the grillages under the
pedestals are seated on a special fixed bed
plate which corresponds to one tier of the gril
Ilage, but is made with ten 18-inch I-beams 9
feet long riveted to a. planed l-inch top plate
and a double base-plate 2% inches thick, 6 feet
3 inches wide and 9 feet 9 inches long, anchored
to the masonry. The webs of the grillage beams
are connected by a riveted transverse dia
phragm and the ends are enclosed by vertical
transverse plates riveted to the top and bottom
plates. The spaces between the beam webs are
filled solid with rich Portland cement concrete.
The intermediate floor-beams in the lower
deck are plate~girders about 30 feet long and
nearly 6 feet deep over all. The web plate is
made with three sections and the short end sec
tions project above the top flange to make the
connections with the vertical posts, serving also
324 THE ENGINEERING RECORD Vol. 49, No. 11,
Porfo/
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T**-*Record Shoe ot Expo nsion End
CLAIRTON BRIDGE: STRESS DIAGRAMS AND MISCELLANEOUS DETAILS OF THE CHANNEL SPAN.
MARCH 12, 1904. THE ENGINEERING RECORD 325
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CLAIRTON BRIDGE: DETAILS OF END AND CENTERPANELS OF ONE TRUSS OF THE CHANNEL SPAN.
326 VOL. 49, No. 11.THE ENGINEERING RECORD
___r._
as kneebraces. They are spliced to the middle
sections by four cover plates which extend far
enough to receive the stringer connections. The
lower corners are notched to clear the bottom
chord bars and the edges are finished with
curved flange angles. The connection to the
vertical post is made with seventy-eight 7,g-inch
field-driven rivets in single shear. The stringer
connections are made with twenty-six 'ig-inch
rivets each. In the upper deck the floor-beams
have 48-inch webs and 6x6-inch flange angles
without cover-plates. They are seated on wide
solid-web kneebraces with curved flanges resem
bling portal struts. Both floor-beams and
brackets are field-riveted to the vertical posts
through their end flange angles. The floor
beams are punched with holes for stringer con
nections, but the stringers are not erected.
The trusses are connected by lattice-girder
transverse struts at every top chord panel point.
These are made with solid web plates at the
ends and are field-riveted to the vertical posts
through the kneebraces and their end vertical
angles. The top lateral diagonal braces are I
shaped members made with pairs of angles
back to back, latticed. Their depth is equal to
the depth of the top chords, to which they are
connected by field-riveted horizontal plates en
gaging the inner flanges of the chords. At in
tersections one of them is continuous and the
other is cut to clear it and spliced across it by
top and bottom flange cover plates. The bot
tom lateral diagonals are pairs of 6x6-inch and
(ixi-inch angles riveted together back to back
and having their vertical flanges upwards. Their
connection plates are field-riveted to the bot
tom flanges of the floor-beams and 54-inch
stringers and to the feet of the vertical posts. At
intersections one diagonal is continuous and the
other is cut to clear and spliced across it by a
bottom flange cover-plate, which is also held
riveted to the continuous diagonal.
The portal is a rather complicated member
consisting of three parts, as indicated in the
diagram of the cross-section. There is a deep
box plategirder connecting the upper parts of
the end posts and extended at the hips to join’
a six-sided strut with two of the sides in the
planes of the top chord flanges. These two mem
bers are riveted together to form one and are
connected by continuous bent plates to an I
shaped girder on the center line of the end ver
tical member of the truss. The girder is seated
on deep kneebrace brackets and its lower flange
is braced with zigzag angles to the lower flange
of the end post strut, a massive construction
without diagonal or lattice members to inter
fere with the highway on the upper deck.
At the center and at four intermediate panel
points there are upper and intermediate trans
verse struts from 20 to 30 feet apart with heavy
latticing between them, as indicated in the main
oil.
+2’}"*i<1?
| | 47 VOVerf/Qw Wei/[I29 v
fi’flfiod.
waste 3’6’10/19.
r*--——-—-—-9'9‘—--—
‘Fl/ill)‘q' - ~ - r- - r ~ — ~ > i — — - — — - a - - __ 201 /rr>v_c_ >__7_ ’
éiwfiods 6"C. #06‘. each way
Sect-ion 0F inlet Well in Clear-Welter Reservoir.
Section Z-Z.
Lower Portal Strut‘
v-q limo-a noooo
cross-section. The intermediate latticing is
made with I-shaped members formed with two
pairs of angles back to back, latticed. These
members in one direction are continuous and in
the other are cut to clear them and spliced
across with large square connection plates on
both flanges. The bottom portal struts con
necting the end posts have rectangular cross
sections composed of two plategirders with
horizontal webs, which are connected on the
outer flange by a Sine-inch cover-plate and on
the inner flange by lattice-angles. They are
field-riveted to the end posts through the flanges
of the latter and through kneebrace plates pro
jecting from both sides of the struts. On one
side of the bridge a 6-foot sidewalk is carried
by solid web cantilever brackets field-riveted to
the vertical posts,
chines are driven by independent motors,
seated on them or on their beds, and
one of the milling machines was lifted by the
girder crane and set in position to mill one end
of the piece after it had been moved longitud
inally from the position in which the other end
had been milled by the other machine. The hor
izontal boring machine was removed from its
foundations and set temporarily in an open
space where it could bore flrst one end hole, and
then move slowly along until it reached the
center and opposite end, and bored all the holes
with the piece stationary. The total weight of
the structural material, in the channel span, in
cluding the sidewalk, is approximately 5,500,000
pounds.
A Concrete-Steel-Construction Filtration
Plant for the New Haven Water
C0mpany.—II.
Raw water will flow by gravity from Lake
Whitney to the filters and through them to the
clear-water reservoir, from which the filtered
water will be raised about 100 feet to Prospect
Hill reservoir, through a 30-inch force main
about 2,100 feet long. Not far from the clear
water reservoir are two pumping stations which
have been in use for some years. The nearer
station is driven by steam power and contains
a 10,000,000-gallon Worthington high-duty pump.
and, as a reserve, a curious horizontal pumping
engine built in 1871 by Mr. Thomas Sault, of
New Haven. The other station is situated just
below the Whitney dam and is equipped with a
single 27-inch horizontal turbine built by the
Rodney Hunt Machine Company, of Orange,
r ’ h
The shop work on
this bridge was of the
usual character for
high grade railroad con
4»;
v.
i g ‘
: i '- = .hi\ i
struction except for the
top chords and the 90
foot, 60-ton end posts.
which were machined
rather differently from
the usual custom in the
shops where they were
made. They were so
long and heavy that it
was thought too incon
venient and expensive
to turn them and for
end to mill and bore
and the machines were
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tags.
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13;”M2,”,5
accordingly brought to i
the work instead of
bringing the work to},
the machines, as is cus- Q
tomary. All these ma
//////////%r///////////////////////////4
I:I _
0723/17».
£
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s11: ham magma 11.‘;
p41,‘; 4"
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Pipe Gal/er]
Plan of‘Yul Ewamrrumc RECORD
48’Efi‘luznf Pipe fmrfi
( Typical Expansion Jo/m‘
TN‘ ENGINE‘W“ "E0010.
inlet Well in Cleo-r Water Reservoir.
NEW HAVEN FILTERS: DETAILS OF INLET WELL IN CLEAR WATER RESERVOIR.
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