Report on the Design of a Rapid Transit Viaduct for the Sixth and Main Terminal Extension of the Pacific Electric Railway in Los Angeles Citation Kingsbury, William Stephen (1926) Report on the Design of a Rapid Transit Viaduct for the Sixth and Main Terminal Extension of the Pacific Electric Railway in Los Angeles. Bachelor's thesis, California Institute of Technology. doi:10.7907/7M6A-3C03. https://resolver.caltech.edu/CaltechETD:etd-02022005-102706 Abstract No abstract. Item Type: Thesis (Bachelor's thesis) Subject Keywords: Civil Engineering Degree Grantor: California Institute of Technology Division: Engineering and Applied Science Major Option: Civil Engineering Thesis Availability: Public (worldwide access) Research Advisor(s): Unknown, Unknown Thesis Committee: None, None Defense Date: 11 June 1925 Record Number: CaltechETD:etd-02022005-102706 Persistent URL: https://resolver.caltech.edu/CaltechETD:etd-02022005-102706 DOI: 10.7907/7M6A-3C03 Default Usage Policy: No commercial reproduction, distribution, display or performance rights in this work are provided. ID Code: 452 Collection: CaltechTHESIS Deposited By: Imported from ETD-db Deposited On: 02 Feb 2005 Last Modified: 03 Oct 2019 22:59 Thesis Files Preview PDF (Kingsbury_ws_1925.pdf) - Final Version See Usage Policy. 1MB Repository Staff Only: item control page

W. S. Kingsbury, Jr. THESIS. Report on the Design of a RAPID TRANSIT VIADUCT For the SIXTH & MAIN TERMINAL EXTENSION. OF THE PACIFIC ELECTRIC RAILWAY in LOS ANGELES. Civil Engineering, June 11, 1925. California Institute of Technology. Pasadena » California. This report was originally undertaken as a sep- arate and distinct problem and as such, it has been car- ried on. During this time a report covering the same Situation, as a part of a more eclaborate scheme of rapid transit has been comphetédaand published. The above-mentioned report is that of the Kelk-De Leauw Company, Consulting Engineers, Chicage, who have made a comprehensive study of the entire utility trans- portation problem of the city and county of Los Angeles, and who have devised means and made reccommendations for the construction of a suitable transit system, There is nothing original in the idea of the con- struction of the Transit Viaduct herein referred to. For several years the Pacific Electric Railway has made plans for a Similar extension of the present short viaduct run- ning easterly from the Sixth and Main Station to the banks of the Los Angeles River in order that the heavy inter- urban trains from easterly and southerly points might be taken from the streets of the industrial and business districts which they at present traverse. The plan outlined herewith is designed to provide for the same situation, but with a further consideration. It will be realized that in the future such aunit as a four-track viaduct so placed cannot bear the enormous burden of traffic which will travel to and from the points of the Pasadena Lines, the east- ern Huntington Drive Lines, the Pomona and San Ber~- nardino Divisions, or those of the Southern Division, of of the Southern Beach points and Long Beach and | San Pedro, It was believed that at the time such a via- duct would be crowded to capacity anlarge subway "loop" would be in order, and this would tap off the "local" traffic--frequent sehedule traffic, such as that from near points as Pasadena, etc. Thus the great bulk of traffic would not be thrown upon one corner, Sixth and Main Streets. The trains from the long, more infrequent runs, which, of course, would be much more numerous in the future, would continue to operate via the elevated structure into Main Street Station. Such was the arrangement which this prdblem embodied. Exactly what the Kelk-Be Leauw solution is, this author is unaware. the ideas, while independent, are essentially the same. Here the purpose of the in- vestigation is to determine the practicability of con- structing such a line---high&speed viaduct--- of plain reinforced concrete, It may be that such a material would prove quite uneconomical; however, with certain exceptions, after design-investigations, omly a small part of which are included herein, the author still believed that concrete construction is desirable. There are several types of structure possible, the difference depending upon the material to be used. Wooden construction is, of course, barred. Fill, either free or confined is not considered due to the congest- ed area traversed, A wider range of structures is poss~ ible because of the fact that the viaduct will not tra-~ verse the streets, but will stamdl on a private right- of-way lying between Sixth and Seventh Streets. There- fore, span Length and arrangement of column supports is a question of economy and not a matter of keeping the area below the tracks clear. As to the types of structure ppssible there may be--=-the reinforced-concrete structure herein designed; an all-steel, closed deck, tyne; concrete-and~steel construction; steel with concrete casing. Onen-deck is out of the question for city use. Slab deck---smooth embedment~---or cushion ballast are the two more desirable forms of decking. The short length of viaduct now in operation is of concre$-steel construction. A steel framecarries a shallow concrete trough holding the ballast and track, Such type has been used in the East, with variations. Steel frame with metal flooring is another variation. Steel frame encased in conerete is highly de- sirable from a standpoint of good appearance, adurabil- ity and noiselessness, but the e¢ost id almost prohib- itive. The single metal standard carrying a two-track conerete deck, as is used in the Philadelphia system, is very good, although here two sych units would be necessary. The form is good where ground clearance is desired ans such a system is reccommended for outlying boulevard installations where the massive bent or tres- tle type is undesirable. After much investigation and subsequent pre- liminary design, the following type Was selected for the units A four-track sébid deck, cushlon-ballasted, structure built monolithically in a transverse sec~ tion, and continuous in longitudinal direction, said continuity to not exceed three panels, the standard panel being thirty feet, center-to-center, with end conditions assumed as supported. Three columns will support the crossvbeam. The construction will he T-beam girder. Footings will be continuous. For street crossings advantage will be taken of the present curb line column location. For street crossings under 46 ft., curb-to-curb, no piers will be placed in the roadway; for over 499%. piers may be placed. For single span crossing the design shall be for simply-supported reinforced-concrete T-girder. Span of street shall be monolithic with sipports. Sketch copies of Bents 13 and 32 of existing structure. eet Sites Siar TERED On “7 a es oe Tt ea Py od bea an a8 = a mane ie | pm | | : Fe J | b ‘0 I lai) =2 1 ms 8 | - i —+- + — i ¢ | | + + Jot ft jt iii - ; ‘nl al ttt et + os T + — 7 ij i] On is RS i | t Sketch Plats of Positions to determine character=- istic bays and street spans. NOTH distances are from property line to property line. J ¥ Hw rae BR . F= eo nd ‘ Nios EI Kf 4 b i ) We e' he , = q my R x K ¥ : : ie ny — bE y SN ? 2, 4 F es s - “a =~ \\ % ot 4 na ‘a s “ NE b \ aes i = r NA om, 7 ‘ x is Ve 2 ¥ oe ae l/$ <. \\ Py 5 Pe , \\ = \ t } : \ 4 ; : we y }} | ] OLE Nv | twoar z fA ‘G eae? | , t | ll | {i bef y } 4 ‘el : Sc s Ne q \ r ease ny | see H 4 t : . 4a F 15 ; = q : 4 is 2 & ane > 3 basa) -—+ b+ | E = - (a ? n 4 PHUGHIE MME : ; I 4 + ‘sh 3 ; q Ty ” al th = § a j iL BB 4 ; Ls N an] "4 q { a ; , S = * rs, ie %, 5) se Hee acl a ‘aad 7 5 = ‘3 = LARIARE im Seal 2 A 41a. a ° ae ai — = : Pas a. hae a . | re | = 5 A Z ~ me bl af oaaerr \ SS a __ fs | : Pia SE. i TET eae ip = 22 | ¥ cb ; ~— mural x _—— az 4 mes oe x = == «a O) ae 3 ° Fes ae coe - e at oo f es = w se “ IN - 42 a = SANTA t" we ; ¢ z mis i3 | | aS 7x} : = pe _| Len oar f 229 5 a_Ty j= = a oe q aid) +2. Ey st pats Pn a) |% a a. er { rd | - z vs ae i a a Pt = = te. a Fa = - = 3 et tele ry : azl r a yr 3 m m = = 53. i 5 a -! a = gi St az st ba T a SE Birra & =: iS | a2 en ::2 sr - te + Ei = J ? etal’ @ fea 1 = . 77 ya os — = =i ; +. = ’ - 2 Zi ee = { Leronence | r ! 7 i one eee fee, a4 SCALE IN_FEET a oe woo 0 MOO 2000 3000 4000 - . _ en rae i i. ate | 8 a & qs mMaTasreane Part, « ‘ - Ly vs = = 4 2 q ' a * f '$) “VERGE, . EMETERY Es < > ‘ ka ~ eer >= ~~ a “te! Ho LA. and = “y span ATAPI IE, easter aia AI eel eee ocr ere aN *s Location of Terminal Viaduct. BLACK line represents viaduct system under this design. Design Pata obtained from Structural Engineer's Office, Pacific Electric failway . Design Plates---series of MWC 87e Old design was for Cooper's E-35; New to be for H-40, Concrete @ 150 #/cu.ft. Earth filling @ 100#/8#a.ft. Ballast @ 120 #/cu.ft. Timber @ 48 #/cu.ft. treated. Pressure on ground under footings @ 6000 #/sq.ft. Pressure of columns on pedestals @ 250 #/sq.in. Compression on columns 800( t* min ) - 35 l/r. Wind 300 #/lin.ft. MAX « 7.5 ft. above base of rail. Wind 299 #/lin.ft. at base of rail. For bending effect on columns dup to wind the anchorage is assumed to fix the lower ends of the columns and the anti-resultant of the wind forces will be app=- lied midway between the top of the pedestal and the bottom of the bracket. Above data adopted for this design. LAMY LL Crossing. 0,06 0 “ABD a OF ¢ scale- 1/8 " (YD oe one PS, Oe Bae eS Sie ad Pe Phi aha Pctgin pe FP Pie Typical Single-Span Note- The following set of influence lines is typical of those constructed during the inv- estigation on continuity. They were made on the the assumption of supported ehds, with the corrections by Hool. Actual computation was made rather than to adopt outright the conditions given by Hool without applying the conditions to this particular case. Influence Lines —Moment END SPAN 420° tGO* I9D* LO" &LO° wo: 290° €&O" 20° FLO - £90: 2la° 280" 160- © 00761 &go* eFO° alo 880° 950° 920° teo- 1£0° 850° 80° ' 660° £7: 2° 807° 580° 640° SEO° $90° 6e° ou” 5e/* OEr ee" eso" I50* lab 76" Feaq 40" 4 72" "4 N 27 -— (Pe, “Sh vert: 28" Col, 24" ce Spotral “, ss Will Sevef = — ij} @ - 4- Fooliag 36” wile 30" deep feng S#'00" TK 4 St ve ee =" ore a = Section Pa 5G Seek ~ 53 COMPUTATIONS ON A TYPICAL SPAN FOR A 460-FT. (curb-curb) STREET, Due to Leads : Live---- 1/742,666 fh-# Impact-- “649,460 f2-7 1,392,000 f£h-# Shear --- Live <<= fa 200 # Impact-- “E38 # Junent, 0 # hive Aorrte? = fIIGIIIK (2 = (67/08, C08 vA fb Wi, ballas! = peaxz = Fd tinh Vitel # Wes = /f , SIRO ? o70 #/ @ fe 2, 820, 206 14 “te 4a leppat = ~wC = fxr S0k x YPFR [2 * FSR Port Slab, af 7E" bx loo = 2e¢ Stn Sy Sth Aner = frye Oa tie ae PIS G oAO Jt Gureler, sin (9#?¥ (79-10 ; = (I9¢ Kijig fh Jen = F flies $x IAAT NA = FSBO CTO AT” ad "5 Yael £8, BO, 090 a fear: AM pe apace A#E ECO x Belles JB20X Clo LI IGO # g: # 2, S77 Sb f/¥l VEL IPS OP Zz [2.279 Gitte sh {290% bE _ TOP CP t= 29:30 Jilal gy g¥a0 ~ 2+ LA¢-32 . kK SAC" 6 =! Abi hdd “ = CFF ma 25/0 pte faz = 6 ~Bbp. Go b= 52° a WE”? © Shido é le Zz?” < GOL. F gb’ « > ae ~ CE 2 — fat Stee! 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