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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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.

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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

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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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accordingly brought to i

the work instead of

bringing the work to},

the machines, as is cus- Q

tomary. All these ma

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