Franklin Institute Library 
 
 PHILADELPHIA 
 Class... J 21: S Book EX @4- 
 Uocdsston a), 04-6 5 
 
 REFERENCE 
 
 Given Beery 077 Rey See 
 
 
 

 
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 C on ae he 
 
 
 
 
 
 
 
 
 
 D. E. GARRISON, D. E. GARRISON, Jr., W. H. KENNEDY. 
 President. Vice-Pres. and Treas. Secretary. 
 A. L. JOHNSON, M. Am. Soc. C. E. A. E. LINDAU, Assoc. M. Am. Soc. C. E. 
 Consulting Engineer. Company Engineer. 
 
 R. L. MURPHY, 
 Contracting Engineer 
 
 EXPANDED METAL anp 
 CORRUGATED BAR. CO. 
 
 SUITE 925 TO 936 FRISCO BUILDING 
 SIT. LOU: fs U,, G3 Ay 
 
 
 
 SOLE AGENTS FOR CORRUGAPEDs BARS: 
 
 JOHNSON AND UNIVERSAL TYPES. 
 
 
 
 
 
 
 

 
 
 
 REPRESENTATIVES 
 
 
 
 H. C. MILLER & CO.. ; KANSAS CITY BRIDGE CO., 
 1 Madison Ave., New York City. 1108 E. 15th St., Kansas City, Mo. 
 EDWARD A. TUCKER, C. E., S. H. HANSON, 
 683 Atlantic Ave., Boston, Mass. Oklahoma City, Okla. 
 WALTER LORING WEBB, C. 8. G, SHAW & CO.. cf Si 
 22¥2 Land Title Buildings Philedelphia, Pa. Boston Building, Denver, Colo. 
 = WOOLSEY CROWE SUPPLY CO. 
 SYDNEY B. WILLIAMSON, C. E., BAe Oi ‘ : 
 509 Equitable Building, Belimon e, Md. > ents ae Oregon. 
 DENNISON FAIRCHILD, C. E., . 222-223 Globe Building, Seattle, Wash. 
 935 Ellicott Square, Buffalo. N. Y. 
 
 JOHN B. LEONARD, C. EB, 
 . 608 Crossley Building, San Francisco, Cal. 
 
 E. P. MUSSELMAN, C. E., oa 
 EC HEE LEON CDP.e tes 
 
 1129 Reibold Building, Day tara, Ohio, ae 
 
 T. L. CONDRON, Gek.e £2 $ 2 ose: 
 
 * Bo 329-198 Hellman Blée.. 
 1442 Monadnock Rlbclt, Gkicagos Tice? BU 
 
 *Tios ‘Angele Spal. 
 
 Welt b ORK Gi he, COLONIAL nosed CO. (For Panama,) 
 700 Empire Building, Knoxv idles J onyas EE *s11¢,Broad ‘New York City. 
 
 O. G. JOSEPH, C. E., JOR Th yeu EAS S68 
 1601 First St., Louisville, Key: cae tS eeeeee Santiago, Cuba. 
 
 F. CODMAN FORD, : VON HAMM-YOUNG CO., 
 306 Baronne St., New Orleans, La. Honolulu, T. H. 
 
 GUARANTEE CEMENT & STONE CO., R. P. CAMDEN, 
 221 South 5th St., Minneapolis, Minn. Apartado 2391, Mexico, D. F. 
 
 OMAHA STRUCTURAL STEEL WORKS, EASTERN ENG. & CONTRACTING, 
 Omaha, Nebraska. 13 Canton Road, Shanghai, China. 
 
 
 
 
 

 
 
 
 
 
 EA BEEAOESCONDTENTS 
 
 
 
 
 
 LN CRO CUCTLONI See tet Orske PR RTT ce AS, Ota CEN GON esos Welire ic Gas a die 6 oles 
 WaerehousealOOrmeh aim WlwGrillGe Ome Moris) ocyaie --otelis te ole c/a ol hereunes selene sie ctalele s 
 GoldgMeda law array erst t tweens ote eee atortaron tats site axed hares eitrede 
 OldeStylerCorruesatedebar see wes neha. oeerette i cieetceon seins odie suckers 
 ING WHOL VOR COLTS ACCORD ars aetns meet at st cecmmmehe te eu utterer acon osleteh totanes where coals) cre erate 
 Universal Dyno: Gorrie at CaP Oar sien +c slicers oltelsts creiere tis @ a0 as) opevensin ores 
 Approval Corrugated Bar System, New York Building Bureau......... 20-21 
 Approval Corrugated Bar System, Philadelphia Building Bureau....... 22 
 HLOOLES YSLOMENOmonterekrerrcietee ts cistern cla onal oasis. + Mietena tater eels wus fu ores Dhetera ays 23 
 MLOOLESYSUTCIMEN Gwar cterccotel cco smetevereiions © slelsn ia oie) cielolenticls « cnahele, Supacdisl we bie ate ete 24 
 HUOOLES Y SCETMMN OO miseries te ett soil onsinte Cetera ahs eee Paiste ccbetaisbok aheice cavern 25 
 Floor System No. 6. Brac aust shatsshatanetc, @ cttbese la’ ctela'atekereheun aisrsetuel ss 26 
 Typical Floor and Roof Sections. PRET R CR Src Meteten ed Ye cna efiatst ovate’ oi; tote na ORY satel Mele 3 27 
 SVSteLIMNOMOMLeSbeaTIC eM etal lG emu etedes sc fnictsicte ice ctthe. fn sccta Gr siiti tise ciara e 28-29 
 Floor Construction, North American Cold Storage Building, Tests and 
 
 WDStallS emt Mitek chalet sVatcksrsuckcs thea oteker che sje heer cuit Saar seers seme ee Gisatedas 30-31 
 VDA WaALrehOUSOwL Stalls saa Men Genes leelokty Boley he okctee a teas AeRebabieMer 6 6 n.d.0 32-33 
 Carleton's MOOtIN SS Ser actit posh coteMe ahs elo olepe a Mele) oheiie lake a" aud akameccte WEE Sutve nara’ isle 34-35 
 Creasouneege Aaniens SOMELVLLO vere eles Polte oie a He cheta acne ae paateeats <a tits 36-42 
 Keyser Building ah ENA tesa e ecoet at ere ate Nonads (oweta Gee em atebic 0 Thea anareten is 43 
 Thompson & Norris Building. EMR Mercer aa ede ehst Wey Ma hentacl eoeitess olive, eRe ere 44-45 
 DaytonsMallea blest ronmmevvViork sre merste gee cye sa ote etre iere hats alae eel ee aeaiers 46-47 
 MandeventerbBiilainectem wince med is secre © uate Swe & chara ca Bie eo aha ye. a he 48-50 
 Wood Worsted Mills. 3 MRA Mote tens easel cise ety sialic e's spas enet'eos 51 
 Addition to McKinley High ‘School. RRS Rees ecard 5 oiotehehene erode a Shctemm arse Ole aks 52-53 
 SUILSTER MOSUL SSM ect pene er rstten fate che Chater cir ae hel cro tmins otel Musciohatcholela es woot ae eh 54-55 
 DOUD Lei EO OTL S'S meee aye rset ae teva dis talote ar ashes noes beltep eh seb ere 6 vite! abate aliaigray tla. ore) Bingen, 56-47 
 PVAICLESLOMGGE LO O CLIVE Staci cisterna ctons) ocrel si heRe a iahe) aaah dic edhale evn eehecban leh evehauer ieee e 58 
 ON OME L1G SO mee eT ee ee tty rs ene Pe cise eee Sree ee eee 60 
 NCCLCVAOLECC Up LAGS Camere end ene tet asks cron cVate ste whawensPat erate tortie ve hates, wake nee eaves 61-63 
 POWAY MEET S Cee reee teense eos cee ate eae he, olist ec sbahel hctietencbany al ohabcre slaeahnniarete ars apa tinue 64-65 
 ABER LOrmtc te MBH mo re<c. oe. 8 bie ARTO MEME CRC INERE SORE 6.c,.carhe Orie rea aciitia et bor cieee ee 66 
 
 
 
 
 
 oo 
 

 
 Gee er 
 Os 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Water Tower, East Orange ereeey: Gepenettc, Wah smsteeeete meter: ae eae 
 
 125’ Stack, St. Louis Brewing EAS S OGLE, CI OMe crs ets aie tee amen ey enn) anna 
 ARR V GERSON SB Oa WV ALL) cleo soci s+ ac cies ote lanes ys te cas ane eae A hae ae 
 Coal Pockets, Penn. Cement CO fale ckatt ehabiee ci ae ee ee re ee 
 Missouri Pacific Grain Bins, Kansas CLG ran totars Re Eee cone ge 
 SIGH VLGR Ue a Sears want sip dee et Naas Be (ak Se ee 
 Palmer Lake Dam Seclesrss sha defie re’ by doe Tks Jo shsp allo ater come eae nan ae 
 
 LG CAIN Maer e WHITE Dine 2s Seo oa aon wees LN gate ere eke be 
 Me ee Qo Track Mlevation.,.. 555 )75.5 5's se iene Je ae ee ea 
 Big Four Bridge, near Danville 
 
 Willoughby Run RECT: la 55 55 5 nilede rds Sans in phen RR han ey re 
 ME ONAN A BOIS Sey en's i sie aw 6:9 ¢ « 40 win 0 sn wna ge) ee 
 
 107 
 
 
 

 
 
 
 
 
 
 
 
 
 ADPLOAChwelOm LOD Cams Til 2 Oty sete oe eis a siepe ecckalers lau ceeh. o: tee nares ioke caveiatay’eleisce aslededs 28 
 
 PIAN OgAL Chm aeintehe hire suet he Ciel rele whe aiewemeh > crakcLe aiieahos ue cheb meta al baWeils cu sueaersheete 
 
 56’ Semicircular Arch, C. & E. I. Sears etal Men iets, See cree eis a evs a paxede = 
 
 ip aeAC Hee TLELTNOT SECO Ciscl leementy, Sepen eens are ena id eee Meee ee ae Cue eee 
 
 Cave Hollow ALE CS tLe C28 Exe Geol) pietense say oubapxccemtarievectrenen’| fiala eee cakes ca etecel ea. aeons Ne 
 
 Gavesbur ses ubiwavencon boy Ore G). tid creole © ene aitairc sist trade CPenon eh dceuanase a Giese anoue cosaee 
 Overhesdgerossine sy bie MOUrt EUVengs co oe eke oc uteu cde sue aticdeiccs orer wietec er sweienenons 
 
 DO mela te OD eG ULY hia VV lara chee) eis siete aetuc a cscaiehen ws oes eR are reich se ere e ale alae 138-139 
 OBSS tae. Ka Ed CLS Cerne meme mie oie chit we tahun ae wae ante okeT oe irons au spend chai amalie an erties 140-141 
 
 EL GUL OM AeA DUC Ia Orit Gaels e Gem) ea custome sto) 5 coat choker ssc ar et anet au si.<lre:cNaperotbaceh steal overs eneiters 142 
 
 402A DIPEMentey We rr crs peWalers tate, cect eis ais sual «er ake #6 OEE ee fe GaaMee Sie. ane sere 143 
 Hollow Abutments, INAS COLE Sow Wis eters cen vate hots tele add Mia Merey a loi an Sota ot slek Gy ayaa Oeahe 144 
 
 POOR TOMES GLE Sow Hl we Lara te Cera tee rhe ae are cyrus. che sosea A ead era tcshale Gel a 145 
 Wabash Bridge EVOOLES comes heres cs olete) soe nite eleva c saaicuemetoce clage aires ua Spies care © & 146 | 
 CREB SO PS VIA SO RIO OFS. i5 ays tics) cco) sitebete access peh ye nee eels ps ahaa ga onan eimelbaietloll ete vv 147 
 ReCha IS Ula ws CAT DUS CLE SSTOM at iate chaperone creisieheheuss eters cirereton'an ave teal! shee srereiey es 148-161 
 Deslominic salem ReCtaMe WaT ECB. cients cles: cr eveteseicse: crelelers clei a isieuelereustero cls 162 
 
 MA Dl SBeO Meo D elim Swe aLS vi tat Ferme cus seavcherie (ol tioceMeh ni su emouditebeusienasetansuk ove 8 att Stele sine re 163 
 Eechanomlareseadin aw! a) pLeSaanmlcdwOunyiGSicn cis ameter «re atthe auccsus @ateleysl otter cites ML OA=d¢ kl 
 CiVciilaiS CAMB ISCUSSUOM Seis, oacucteh ors Sdn e ete tonete Yorede. yee oie s akeael onal crab dhe ie eieReIONE doe 172-184 
 
 TREE Ganme Di SCUSSIOMM eam akrticn nrds stat om ctdicie cee oie cid’: ative aire ae aaminwiacis eee SLSD-193 
 
 ies GA rate ea Ol panic te chatter sr cat ccpalertuatctee s shakaueiorarel eistiha. @ siete adeuctakusiern acta egin etlala wpette 194 
 ShesraineReinrorceds CON GCrEULEL BGAMS): cise em ier s: ce ees hele ciuaave et ation t9O=196 
 MOORE ATC LAL ISCIISS1O Merah faite eeieredel sche are, sab cuait ects te Greke ota terare fore An acelin aioet oie UOT 
 MAIDlESHCLOTROCHOISthiaO Mm 1lOOLS PAnNelS.. ombtacterca cere deter cute dalearn a aiaie oonie eel LOS=203 
 ERLSA W yal Van ClULLV CL GOT SCIZSS LOL aie ty orien sh acapate eho ouctohalel bem toveaeke’ rite te won'e rare \ays feia dece 204-205 
 Wetatlestandar deen eh wane Gn LWwOrteg anion cse-ste state aria tila.) wire metcrionerd aleve als 2 OGR207 
 inbiciaayyaliy TOMiliCree MERVCIKSE og pani abondonpan soe Dodd ahonehuDo doo t hon naoad 208-216 
 IDOMIGS one, MNS vont? Weel ehankeeye WXen Vole oie oro Goede Clee brace Ae yao e oeoee 217 
 RVESUILSEROL ME LOL aD OL OLG: Se LCSES ONS EON Ce cieraiwie alt i<fatens os ayaycy custsts sia si «wee 218 
 Results of Prof. Constant’s Tests on Bond. de eta COR, Sea Pa weet eal sieyarehe 219 
 Diagram, Condron’s Straight Line Beam Formula. A ttc ncee PUCIT S CRCR Oe 220 
 
 Tests of Full-Sized Beams. at Rose Polytechnic....................... 221-222 
 
 PATS TO te VO CI orate ie, cece nac act die eo) aceite ve io) arisiiel isKeLaDe Mhcishala, bid wlicekery s euetehal sherds, se 223-231 
 
 
 
 
 

 
 
 
 
 
 
 
 INTRODUCTION 
 
 The notable feature of the recent development in reinforced concrete is 
 the rapid advance and adoption of bars providing a mechanical bond between 
 the metal and the concrete. The market is being flooded with all manner of 
 devices calculated to prevent the slipping of the reinforcement. Plain bars 
 are being provided with some form of anchorage, either at the end or at 
 intervals along the bar, in the hopeless endeavor to make that elass of 
 material answer the purpose. Some plain bar advocates, realizing the 
 futility of providing the reinforcement in a beam with anchorage at the ends 
 only, are advancing the theory that a reinforced beam is not a beam properly 
 speaking, but an arch, in which the reinforcement merely serves as a tie rod 
 to take up the thrust of the arch. 
 
 This, however, only dodges the issue. There can no longer be any ques- 
 tion that a reliable, continuous, mechanical bond is absolutely necessary to 
 secure permanent and satisfactory results. And the predictions we have been 
 making for several years, regarding mechanical bond, and the advisability of 
 a high elastic limit, are now being verified. 
 
 
 
 
 
 
 

 
 
 
 
 
 
 
 ELASTIC LIMIT.—There has been a great deal of discussion as to the 
 reliability of Considére’s conclusions as to the ability of concrete to stretch 
 without rupture ten or fifteen times as much when reinforced with metal as 
 when unreinforced, and there is certainly reason to suspect that his results are 
 incorrect, at least not true in all cases. Concretes will vary in stretchability, 
 depending upon the materials used, and upon their wet or dry condition. Dry 
 concrete is brash, much like dry timber, and laboratory results on bone-dry 
 specimens would not be representative of open-air structures. Certainly the 
 metal acts as an integrator, enabling us to obtain at all sections the maximum 
 stretch of which each section is capable, instead of, at all sections, only that 
 of which the weakest section is capable. This will give a proportionate elonga- 
 tion, according to the latest investigation, of from .0004 to .0005, equivalent to 
 a stress in the metal of from 12,000 to 15,000 pounds per square inch, 
 
 All of this analysis, however, is really beside the mark. A stress in the 
 imbedded metal of 50,000 pounds, if inside the elastic limit, can result in no 
 harm to structures reinforced with such a material as the corrugated bar. In 
 such a case, even if the cracks were as far apart as six inches, they would 
 only have a width of .01” and, at a depth of two or three inches below the 
 surface, even if this crack extended clear down to the bar, as it might do if 
 plain bars were used, it is doubtful if the mild acidity of the carbonic acid in 
 
 
 
 
 
 
 
 wos 
 

 
 the air could corrode the metal between two such strongly alkaline surfaces 
 only .01” apart. However, this may be with the plain bar, it is certain that 
 the eraeck could not extend down to the surface of a corrugated bar, as this 
 would involve a slip along the bar, which would necessitate the shearing off 
 of the concrete entering the recesses on the bar’s surface, a condition only to 
 be obtained with the demolition of the structure. 
 
 The true function of the metal therefore is not to prevent cracks, but to 
 subdivide a given stretch into a great many cracks. If this is done, and a 
 corrugated bar used, it is of no consequence when the cracking first begins, 
 nor what the stress in the metal reinforcement is, so long as it is inside the 
 elastie limit, be that limit however high. 
 
 Inside the elastic limit, then, we have no damage. Beyond this limit, 
 however, we encounter cracks of very large extent, which would soon result 
 in the collapse of the structure. Therefore in our judgment, the factor of 
 safety for reinforced concrete should be based upon the capacity at the elastie 
 limit of the metal reinforcement, and should be, generally speaking, not less 
 | than four. ; 
 
 The building laws of many cities which now allow a working stress in the 
 metal reinforcement of 16,000 pounds per square inch, whatever kind of metal 
 it may be, even though it has an elastic limit of not over 30,000 pounds per 
 square inch, are examples of reckless disregard of the public safety. 
 
 
 
 
 
 
 
 
 

 
 
 
 If, therefore, we are safe inside any reasonable elastic limit, and our 
 working stress is the limit divided by our factor of safety, which should be 
 not less than four, then it is wise and economical to have as high an elastic 
 limit as possible consistent with such ductility as may be required by the work 
 in hand. Generally little ductility is needed, but in some cases where much 
 cold bending has to be done, medium or even soft steel might be required, 
 and all three grades we are prepared to furnish. 
 
 MECHANICAL BOND.—There are three influences affecting the adhesion 
 of cement to a metal surface, as follows: 
 
 1°. Breuilhé, at La Chainette, reported some investigations in Annals 
 des Ponts et Chaussées for 1900, which showed that soaking in water for nine 
 months reduced the adhesion of concrete to metal from one-half to two-thirds. 
 
 2°. Prof. Schule, who now occupies the position at Zurich formerly held 
 by Prof. Bauschinger, reported at the International Engineering Congress at 
 St. Louis in October, 1904, that when the reinforcing bars were stressed, even 
 though inside the elastic limit, the cross section was slightly reduced. Inas- 
 much as the adhesion consists, simply, in the entering by the cement particles 
 into microscopical pores on the surface of the metal, any shrinkage of the 
 cross section of the metal, however slight, was sufficient to materially affect 
 the value of this adhesion. 
 
 
 
 
 
 
 
 
 

 
 
 
 
 
 3°. In our experience we have had cases of rupture of the adhesion 
 with plain bars after eight years’ use, where the structure was not wet, nor 
 did the stress in the bars ordinarily amount to much, this failure being due 
 entirely to vibrations and shocks. 
 
 In Fig. on p. 14 is shown the photograph of the underside of a warehouse 
 floor of concrete reinforced with plain bars, showing numerous cracks in the 
 ribs, and about #” deflection in a span of 8’. The floors were tested when put 
 in to 800 pounds per square foot with very slight deflection, but after eight 
 years use much of the floor, where much handling of goods took place, failed 
 on aceount of the loosening of the grip of the concrete on the bars, and had 
 to be replaced. The photograph shown is the underside of the new floor of 
 same style and materials after four years use. 
 
 In open-air structures all three of these influences will generally be found 
 working at the same time. Starting with 500 pounds per square inch adhesion, 
 suppose only one-half this is lost by being wet much of the time, this leaves 
 250 pounds. If one-half of this is lost by shrinkage of the cross section of 
 the metal, due to stress in same, we then have only 125 pounds. Taking a 
 factor of safety of four,and making no allowance whatever for vibrations and 
 shocks, which alone are sometimes sufficient to destroy the whole of the 
 
 
 
 
 
 
 

 
 o—teg5 Ra. 
 
 
 
 adhesion, we have an allowable working stress for adhesion of 30 pounds per 
 square inch. For a rod of 1” diameter this means about 1200 pounds per 
 lineal foot, which, to develop a working stress in the metal of 12,000 pounds 
 per square inch, would require an anchorage of ten feet in which no other 
 increment could be added! Such a requirement in practice would be absurd 
 and impossible, generally speaking. 
 
 That foreign engineers, who have been mainly responsible for the use of 
 plain bars for concrete reinforcement, are coming to realize the unreliability of 
 adhesion alone, is indicated in many ways, chief of which is that the specifica- 
 tions prepared about a year ago, covering all this kind of work in the German 
 Empire, state that ‘‘the bond shall, so far as possible, be of a mechanical 
 nature.’? Up to that time there had been practically nothing used but plain 
 bars. Further, it is noticeable that most of the French companies are now 
 turning up their rods at the end or using some similar device, though what 
 advantage is to be gained by turning up a three-quarter inch rod sixteen feet 
 long an inch or two at the end, it is hard to realize. 
 
 Foreign engineers, as a matter of fact, have not had the experience that 
 we have. Their beam work, in which alone these weaknesses develop, dates 
 back only eight or nine years, while in the United States we have been build- 
 ing beams almost continuously since 1875. As it has taken eight years for 
 
 
 
 
 
 all 
 
 
 
 
 

 
 
 
 this weakness to develop in some of our own work, and as abroad they first 
 used mortar instead of conerete, which gives a stronger adhesion, it may be 
 said that the time is only just arriving when we might expect them to discover 
 the necessity of using other means of obtaining a reliable bond. And as be- 
 fore stated, these expectations are now realized. 
 
 
 
 When the unreliability of the adhesion is admitted, then it becomes neces- 
 sary to have a mechanical bond that will avoid all splitting tendency on the 
 concrete. This requires, with mathematical certainty, that the side of the 
 ribs on the bar shall not vary from a plane at right angles to the axis of same 
 by an amount greater than the angle of friction between the conerete and 
 metal which is, generally speaking, about 45°. The corrugated bar is the 
 only one in the market that fullfils, or that can ever fullfil, this condition, as 
 our patent covers all bars that can be rolled in which the condition is ecom- 
 plied with. 
 
 Summing up the situation, the corrugated bar has the following vital points 
 of advantage over plain bars, and over all other types of bar reinforcement: 
 1°. Its elastic limit being high (unless by special requirement) enables a 
 
 higher working stress to be used than should be used for soft steel bars, 
 taking, therefore, proportionately less metal. 
 
 
 
 12 
 
 
 

 
 
 
 
 
 2°. Cracks in the conerete can not penetrate to the corrugated bar so 
 
 long as the stress in the steel is inside the elastic limit. 
 
 3°. Soaking in water concrete reinforced with corrugated bars does not 
 injure their bond. 
 
 4°. Reduction of the cross section of these bars, due to tension stress 
 inside the elastic limit, in no way reduces their effective grip on the concrete. 
 
 0°. Vibrations and shocks do not impair their bonding value. 
 
 6°. Being formed by rolls while hot, the bars are all alike, the shape of 
 each piece not depending upon the personal equation of some workman. 
 
 Attention is called to a new form of corrugated bar—the Universal type— 
 which will be found useful wherever great flexibility is required. 
 
 The analysis of rectangular beam has been carefully remodeled and 
 placed on, what is hoped, will be found a more general and rational basis. <A 
 discussion of circular and annular beams has been added, together with many 
 new tables, illustrations and details of construction. 
 
 
 
 
 
 R 
 
 —) 
 A 
 
Bea 
 
 fame va eer 
 
 
 
 Underside of Warehouse Floor, Tamm Glue Co., Showing Cracks and Deterioration 
 After Four Years’ Service. Plain Bars Used. See page 10 of Introduction. 
 
 14 
 

 
 
 
 
 
 
 
 THE CORRUGATED STEEL BAR 
 
 WAS AWARDED THE 
 
 OLD MEDAL 
 
 Dieu oPERIOR: JURY 
 LOUISIANA PURCHASE AND 
 LEWIS AND CLARK EXPOSITIONS 
 
 EXPANDED METAL AND CORRUGATED BAR CO. 
 
 FRISCO BUILDING GENERAL AGENTS Sie LOUIS eUcns eA 
 
 
 
 
 
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 18 
 

 
 
 
 
 
 BUILDINGS AND 
 BUILDING DETAIL 
 
 
 
 
 
 
 

 
 FOR THE BOROUGH OF MANHATTAN. 
 
 OFFICE OF SUPERINTENDENT 
 
 N? 220 FOURTH AVENUE. 
 S.W, CORNER IS 7° ST. 
 
 BY Lhe Cbg of spur York Dec. 30, 1905. 
 
 Messrs. H. C. Miller & Co., 
 1 Madison Av., City. 
 Gentlemen: -— 
 
 As a result of the fire and water tests on Dec. 26th, 1905, 
 under the supervision of this Bureau, your form of reinforced concrete 
 construction, known as the Corrugated Bar System, is approved for 
 general use in the Borough of Manhattan, as 2 fireproof construction. 
 
 This approval is issved in accordance with the Regulations 
 of this Bureau, and on condition that such construction is made in ac- 
 cordance with these Regulations, and such construction and the strength 
 of the same is determined in accordance with these rules and regulations; 
 
 Further, that all steel used in the construction shall be 
 surrounded on all sides with at least one inch of concrete in the slab 
 construction and at least one and one-half inches in the beam, girder 
 and column construction; 
 
 20 
 

 
 OFFICE “OF SURERINTENDENT FOR THE BOROUGH OF MANHATTAN. 
 N° 220 FOURTH AVENUE. 
 S.W. CORNER (8T" ST. 
 
 2. H.C.M.& Co. The Coby op Now York, 
 
 
 
 Further, that no column used in this construction shall be 
 less than ten inches;: 
 
 Further, that the minimim .thickness of slab and floor con- 
 struction shall be three and one-half inches. 
 
 Your reinforced cinder construction as tested is approved 
 for general use in the Borough of Manhattan, as a-fireproof floor con- 
 struction, for spans up to eight feet and live loads of one hundred 
 and fifty pounds per square foot, provided it is constructed as tested 
 and in accordance with the specifications on file in this Bureau. A 
 detail of the construction, as approved by this Bureau, is enclosed 
 
 herewith. 
 Yours truly, eo 
 2A 
 
 Superintendent 
 
 
 
 (Enclosure) 
 
 21 
 

 
 3 5 
 / Ypartnentel Lublie Softly’ 
 ¥ Liureaw Paulding Inspection 
 Goo HI-HE-El0 3/9 
 Livetir 
 
 (GP EA 7 a 
 Oheet of Bureatic Cily Hdl Ae Feb.6, 1906. 
 
 Messrs. H. C. Miller & Co., 
 
 c/o Walter Loring Webb, 
 
 Phila. 
 
 Dear Sirs:- 
 
 The fire and water test conducted by Prof. Francis ©. Van 
 Dyke, Ph.D., at New Brunswick, N. J.. on Dec. 26th, 1905, and wit- 
 nessed by an inspector from this Bureau, is accepted by the same as 
 a satisfactory reinforced concrete fireproof construction, and is 
 approved for general use in the City of Phila. 
 
 Tis however is given upon the condition that all floors 
 shall comply with the regulations of this Bureau and the construction 
 and strength of same is to be determined in accordance with these 
 
 Rules and Regulations. 
 Yours truly 
 
 22 
 

 
 
 
 System No. 3.—Flat Slab Floor—For designing tables, see pages 200 and 203—Suitable for spans 
 up to sixteen feet. 
 
 23 
 

 
 System No. 4—Expanded Metal Flat Slab—For designing tables, see pages 198, 199, 201 and 202. 
 Suitable for spans up to eight feet. 
 
 24 
 

 
 System No. 5.—Expanded Metal Flat Arch—Suitable for spans up to ten feet—No tie rods neces- 
 sary. 
 
 25 
 

 
 System No. 6.—Long Span Tee System, Using Corrugated Bars in the Ribs and Expanded Metal in 
 the Flat Slab. For designing table in good rock concrete, see page 194. 
 

 
 
 
 
 
 Compositi 
 
 
 
 
 on froofing 
 
 
 
 
 
 
 
 
 
 
 
 MADTTE 
 Concrete l-2.5071x- frock or Gravel-Z hing 
 
 CLOOA ISL AL 
 
 TYPICAL FLOOR AND POOF SECTIONS. 
 

 
 _§ZA 
 
 — 
 
 
 
 
 Jota! loaa, #2000 /és, 
 egual +0 G00 /bs por sg fr 
 Deflection of rib, Be 
 
 = 
 
 
 
 
 
 More Parton of floor to laff 
 of C-D wes ror buift 
 ashen test was nade 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 More. These barsi7 
 cach beam hooked 
 over (8° J-beoms 
 
 -4--2%"- 
 
 7’ f-b0am -15% 
 
 
 
 
 
 
 S- E Corrugated Gars 
 enzyg? 
 
 TRANSVERSE SECTION A-B 
 
 
 
 SCALE, IN FEET © DETAIL OF 
 
 CORRUGATED BAR 
 
 
 
 zx Plaple floor Cineer concrete strip filling mued / 3 ~ 
 
 
 
 
 
 apanded Maral 3% 
 
 
 
 
 
 
 
 — 18° [- beam, SS” 
 
 LONGITUDINAL SECTION C-D 
 
 System No. 6.—-Tee Floor—For designing table, see page 194. 
 
 to 
 ao 
 

 
 
 
 
 
 Test on System No. 6, as shown on page 28. Rock Concrete, 1:2:5; Age, 6 weeks. Load 600 
 pounds per square foot. Deflection at center of rib YR”, 
 29 
 
 a 
 

 
 
 
 
 
 
 
 7 7 7 7 
 Lp CELLS. Cy 
 
 pay SR LTE GAO ID: S Op op GF 
 Fae ae 4 4s s a 4 PD gp NT Oe 
 ¢ s Lipide; 4 MO eC ee rd / 
 PEGE TOPO DEED DE ee 
 
 
 
 4 is 4 A Fas Sad 
 / sf i UD Mel ard 
 LID VL OU 
 
 s i / 7 RACH DOIN A 
 oe Test Load /200Lbs. per Sq. Fi. Bs 
 if hid) 
 
 
 
 
 
 
 S] 
 
 CLS RAY SAL ME OPP SSL 
 4 4 Y ¢ 
 CL LOLOL ID TLL 
 
 
 
 
 . ' . eee ce 
 VOTO OLE ROTTS: 
 AL De LEDS ES GOL POO 
 
 
 
 
 
 ” 
 
 2 Corrugated Sree/ Bars 3°C.roC. Alternate Bars Bent as Shown 
 
 Section on AB 
 
 ee 
 of 8 /8 I Bea 
 SSAA, 
 LILES EG: Mees 
 
 Test Load 
 AGC CO ine) Ola 
 Total Load= 90,000LAs. 
 
 Part Plan 
 
 
 
 Test of Floor Construction, North American Cold Storage Building, Chicago. 
 Frank B. Abbott, Architect. 
 Hoetfer & Co., Contractors. 
 

 
 Test of Floor System, No. 3 (flat Slab), North American Cold Storage Building. 
 Note probable absence of arching effect by use of this type of loading. 
 
 31 
 

 
 
 
 
 ~~ 
 BMY 
 
 
 
 
 
 
 
 
 
 
 
 Vor sforr yes 
 aie 
 
 (fe 
 zz 
 
 
 
 LA 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ToS aS = ea 
 fede 
 
 
 
 
 
 \7r’o. ConK PA, lodc Hokza Ve 
 eee EE aa 
 
 
 
 | pus Shae -15"* Ter 
 ) eee ee ee ee eal 
 on er ee ees a 
 
 
 
 
 
 LAICAL WALL UPB. 
 
 
 
 
 
 
 
 
 
 
 
 eZ 
 
 TYPICAL ULAB FoR BALCOsTY. 
 
 as | 
 =~ oa 22 | 
 TYPICAL CALITILEVE SL FOR BALCY. 
 Att Bas ARE Jonr1s0/1 CORR 
 L4fs EXc£PT 45 MOTEP 
 
 Typical Warehouse Details. 
 
 32 
 
 os Conn Bars Doc 
 
 
 
 =e 
 
 ai) TYPICAL Cousins 
 
 (Floor | S/ZE FEINF'T | 
 
 | Bye) | /2%/2" 4 SECM LARS | 
 
 [ae [72«/2" a- 4 ’ . 
 [are ens6 | aan rel 
 
 lO'oc 
 
 27 [18/8 \4-Te 
 rae” | 2O% ZO’\A-/* 
 Nore. WALL Lol HAVE BLS/D05 ABOVE 
 2-42" Conr Bars -Fult LENGTH OFCAL 
 
 
 

 
 
 
 
 
 : 7 
 ta Fie 
 rrr 
 i 
 A ‘ 
 4 
 
 0-091 YO7E 
 
 
 
 
 
 
 
 LY, 
 2 Fema 2 
 
 
 
 
 
 
 
 
 
 Typical Warehouse Details. 
 
 33 
 
“ISUq ‘“MOWepolig “‘U ‘Lf 
 CO -48-98 -S9-78-€Q@ oN SONILGH NWATOD 
 < Yoi-Sz *. 
 
 SRA a v2 -91 ~ <-9 > 
 SNON .9:SZ Sid,.e Suva “1 ee 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 + + +b ale + +l + ++ 
 
 7h + + Alas aglac gl Sates Se 
 aaryr jHOVAINT Ob) Dolg) cuyd 
 
 An! = 
 
 we Ni od 
 
 
 
 
 
 NeNWAI0D so WALNAD 
 
 
 
 
 
 . 
 
 SLOALIWOKY C13 21 Suwa % a 
 NaQuvS # W1aSSAYy NVUNVW : f Z 
 STUNeial iks be 
 DNICTIAG PN OSE eal lie 5) 0 
 x 
 
 aie eo =| Ale 
 
 oawNy e 
 
 TIWM NOLLWANAOH ris 
 ; sated UVa 9 2 
 
 S42 Zt suv ane) 
 
 ORES AIG: ; d 
 
 
 
 34 
 
 [<-ce 
 
Carleton Building—Completed Retaining Wall. 
 
 
 
 35 
 

 
 General View, Creosoting Plant, Somerville. 
 
 36 
 

 
 
 
 
 
 
 
 26x91 yaaHld 
 
 
 
 
 
 Suva £-¢ 
 _vEX,8 Ywadyl 
 
 
 
 
 
 
 
 6x24 EXTENDS 
 OLGTsS 
 
 ‘ 
 
 CENTER PANELS 
 EACH FACE 
 
 
 
 
 TYPICAL WALL SLAB 
 BOILER HOUSE 
 
 "BARS 3 
 
 
 
 
 2 
 
 
 
 
 
 
 
 
 
 fe 
 uo = 
 ac u a 
 -9I- 4 =) 
 F Spon le < <3zt 2: 
 F oy 236m 34 
 2 IH oe * cari ny 
 E AT ws wqot-_ 
 = rm SOBS ey 
 wW o > 
 > oe SS 20m 
 = H it etre) aD 
 soy 4 — ——_ Las 
 “1 mig F = 
 . ——--—08r--—4 os? 
 
 BOILER HOUSE SECTION A-A 
 
 Tex. 
 
 Somerville, 
 
 , Creosoting Plant 
 
 Cylinder and Boiler House 
 
 37 
 

 

 
 Creosoting Plant, Showing Boiler House Under Construction. 
 
 oJ 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 $ 
 } > 
 é 1 g ri 
 x Hcl * s 
 Se a : 
 gS 3 } 
 : 
 $83 $ 3 rs 
 eas Er % ns g 
 ry 
 $3 Ate g CC one re 
 St> 18S 3 Pee ees 
 we as Se TRE Fz 
 “Sy IS > gs ey 3 6 3 
 SY qa S Sots 2 x 
 So tied $ ee eas 
 Tee g r ‘ Se ee 
 is Sig WS ra : ee 
 NAN Py iS 8 y : z M ne 
 t2e° iS s N ca ey 
 5 ty * Be = $4 
 = re Py | & 3 
 dinate : 
 Too et eta ti i 
 | 
 = al 
 t 
 ! 
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 ae ts ee -=--5 
 i fey , 
 f Tad : 
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 += H 
 ag ahi Sree 1 aie 
 nal 4 
 dere -! Pere 1---t}4t-- J eatince pres 
 
 12 ' ' 1 ‘| 
 
 f AE Ni " 
 
 4 zeal =H zafifteos eoihtees 
 epic | [a Wet HS fa ei | ee 
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 he eee, ee ae ee ee, | eas Seay an ' 
 | Hoek tected top acteeceatatiachesaty | 
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 oe. ate 
 
 H. : == 
 patie ae oe Ne 
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 ; : ; 1 ries i i 
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 i Saha a 1 are ee sts eerie ; 
 i a i ; 
 fe Nes ay L as 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 S&S. Ee: 
 
 AR 
 
 ” 
 
 Plant, A 
 
 40 
 
 Semerville Tie 
 
 PLAN. 
 Tank Support, 
 

 
 Creosoting Plant, Somerville, Tex. Completed Tank Supports. 
 
 41 
 

 
 F Corr Bars-Foll Length of COR May 
 
 
 
 
 
 
 SF Corr Bars - Fol 
 
 length of Cat 
 
 += 
 
 
 
 
 
 
 
 # Corr Bars, 6-0 feng over cach interior Bracket 
 
 
 
 
 
 
 
 
 2-¢-Corr Bars 
 
 
 
 
 
 
 
 
 
 Column- 4611/6 
 
 
 
 
 
 2-4 Carr Bars 
 Q 
 
 *¢ Corr Bars 
 
 
 
 
 
 2-4 Corr Bars 
 
 
 
 
 
 
 
 
 
 2-$ Corr Bars? 
 Lower Hallet Cof 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Joep of Foundation 
 
 
 
 . 
 
 S| 
 
 4 
 
 NS 
 
 st 
 
 : 
 
 . Ss 
 
 AS) Ny 
 
 ‘ z| 
 
 a 
 
 = 
 
 { g 
 
 .) > 
 
 < 
 
 —4 N 
 a 
 WN 
 
 
 
 
 
 Deran of Awwine cor Gort Hose 
 
 Seale-/+/ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 fn ee to 
 ra Corr Bars- oie 
 
 Treicat Poof Stag 
 
 Sea/se-F rt 
 
 DETAILS 
 SOMERVILLE Tif PRESERVING PLANT 
 AT Sf Rr 
 St Lows Lapanded (felal Fireprooting Co 
 
 
 
 Creosoting Plant Details. 
 
 42 
 
 
 
 Cross Sccrvion- VENTILATOR 
 
 Scale-1es" 
 
 
 
 
 
 
 
 
 
 
 
 SS ey 
 
 po eo et Se ee 
 
 
 
 
 
 
 
 
 
 
 
 # Bars- 3-0 ch in each face. 
 
 o chin each face. 
 
 
 
 tf Bars-3> 
 
 Treicat Wate Stab 
 Scale-$7/ 
 
- r 
 
 ‘I9}JVM JO pRroy 
 }OOJ-0T B SISAL 0} poeuUSIsep suolepunoy pur S100y jJusmaseg 
 ‘S1]UOD ‘pUuIM puUe Yor1eporg 
 ‘S}YOIV ‘“SUIZION puBe 17B4A MA 
 ‘PIN ‘O10WIT}[eVeg ‘SUIP[ING 90WJO JISAD ST 
 
 
 
 
 
 
 
 i al wat 
 
 = em 
 
 
 
 
 

 
 & aD 
 
 
 
 ey 
 
 
 
 
 
 
 
 
 
 Thompson and Norris Building, Brooklyn, N. Y. 
 Thompson and Norris Co., Owners and Builders. 
 Horace I. Moyer, Supt. in Charge Constr. 
 H. C. Miller & Co., Engineers, 
 44 
 
page 
 
 
 
 Thompson and Norris Building, Brooklyn, N. Y. 
 45 
 

 
 Dayton Malleable Iron Works. 
 Peters, Burns & Pretzinger, Architects. 
 
 46 
 

 
 Cog se 
 
 
 
 
 
 Dayton Malleable Iron Works. 
 Peters, Burns and Pretzinger, Architects. 
 
 47 
 

 
 3) 9 “TD 
 
 REBAR 
 
 TRADE MARK 
 
 
 
 VANDEVENTER BUILDING.” 
 SPECIFICATIONS, Net to Fait ane 
 OFF 
 650 ths. tc Seuay 
 AR Foe 
 
 Vandeventer Building, Knoxville, Floor Test. 
 
 48 
 
0: 
 st cea ee eae at ie 
 
 49 
 
 
 
 Vandeventer Building, Under Construction, 
 
SPAVUEYCAFTUUY YD YJ @V4RL VMal 
 ‘yoollgouy ‘taABvoq uUoV'y] 
 ‘UudL ‘O[[IAKouyM ‘“SUIP[ING JA9}UVAVPUBA 
 
 
 
 50 
 

 
 Wood Worsted Mills, Lawrence, Mass. 
 Dean and Main, Engineers. 
 
 51 
 
 
 

 
 Addition to McKinley High School, St. Louis. 
 Wm. B. Ittner, Com. School Buildings. 
 
 52 
 

 
 
 
 
 
 
 
 Addition to McKinley High School, Under Construction. 
 
 53 
 
 
 

 
 200 TONS. 
 200 TONS. 
 
 CORRUGATED BAR FO OTING 
 
 
 
 PLAIN CONCRETE FOOTING. 
 
 Comparison between Plain and Reinforced Single Footings. 
 
 54 
 

 
 
 
 COMPARISON OF COST OF SINGLE FOOTINGS 
 PLAIN CONCRETE FOOTING 
 Excavation, 113 cu. yds., @ 50e 
 
 5 Oro wade ORGEE au Ch GeO ro ORES COR PERE aS aie ore 5 D/O 
 
 CONGTC tones U eC Ueel ees UCM pee atm et a ie eg "41:00 
 IVa a Niet ole ok 2 8 ea RS oe ee er $46.75 
 
 CORRUGATED BAR FOOTING 
 
 Eixcerrations (ome eve (moc een us pals 4 net oiadicl te eS 3.15 
 Gonerevem Ojecu el ee OUGe ee Sy ele hes Sem ee le 20.40 
 COrcuO a GGR baraemooo ml De men Oe verre see aches oy ct 9.55 
 Extra column length, 85 fhe aT he Dia Ae ays NO bee ee Fels) 
 TRL, , he coc tale ee a i IC ar 
 
 This shows that even in single piers a distinct saving is made 
 by the reinforced conerete design. The percentage of saving increases 
 with the size of the footing. 
 
 The chief recommendation of this construction, however, lies not 
 so much in the decreased cost as in the greatly increased reliability. 
 The plain footing depends upon the tensile strength of the conerete 
 to give the required spread. No more unreliable factor of strength 
 exists in the whole realm of building materials. In the corrugated bar 
 design, even if the tensile strength of the conerete were zero, the 
 strength of the footing would not be materially altered. 
 
 
 
 55 
 
 
 
 
 

 
 Yorcaecu = s'e-—~ === quae eeQleD, saeco =e ens nee 
 
 
 
 
 
 
 
 
 4 
 (8} 24°60" L570 HERE, 4:24:04 
 
 
 
 a 
 
 
 
 
 
 
 
 . 
 es 
 i mEo i 
 Habel : 
 i ' .! aE 
 ‘ j ° Oo 
 oN= 1 ! i RES Et N 
 / oy | 
 he ; a 
 fg : H 
 ‘id j_- ATLTUL 
 
 ke Paes -4-0--> 
 
 CORRUGATED: BAR DESIGN STEEL: I- BEAM: DESIGN 
 
 DOUBLE: FOOTING 
 
 be Sta>--d 
 
 
 
 
 
 
 
 
 
 SECTION. N.N. @ECTION-N.N. 
 
 Comparison between Corrugated Bar and I Beam Double Footings. 
 Corrugated Bar Design used for the Norvell-Shapleigh Building, St. Louis, 
 Weber & Groves, Archts. 
 
 56 
 

 
 
 
 DOUBWESORRGOMBINEDSPOOTINGS 
 
 On the foregoing page is shown a comparison between a Corrugated Bar and 
 an I Beam footing, of equal strength, for two columns. The column to the left 
 carries 358 tons, the other 222 tons. The area of the footing is 232 square feet, 
 making an average pressure of 2.5 tons per square foot. The center of gravity of 
 footing does not coincide with the resultant of the loads, resulting in a variation 
 
 My 
 
 
 
 1 
 
 
 
 in soil pressure, which can be obtained by Hooke’s law for beams f= where f 
 is the increase or decrease in pressure in tons per square foot at the edge of the 
 footing; y, the distance in feet from the edge in question to the center of gravity 
 of footing; M is the revolving moment in foot tons around this center of gravity; 
 and I is the moment of inertia of the footing plan in feet. In the case shown, 
 T=7565. M=—580x0.42—243.5 foot tons. From the small end to the center of gravity 
 is 12.92’. This gives f,=—0.42 tons per square foot. In the same way fe is found to 
 be 0.27 tons per square foot. Hence under one edge we have a pressure of 2.77 
 tons per square foot and under the other 2.08 tons. 
 
 The maximum bending moment occurs at the point of zero shear and is 
 22,800,000 inch pounds for a width of 11.77 feet. Taking a factor of safety of four, 
 we have an ultimate moment for a width of 1’ of 7,760,000 inch pounds. From the 
 beam tables, for 1:3:6 rock concrete, we get a required thickness of concrete of 
 foot=7, 0. s. corr. bars. 
 
 For the I-beam footing, the moment of 1,900,000 foot pounds requires 8, 24”— 
 
 80Ilb. beams. 
 COMPARISON OF COST. 
 
 CORRUGATED BAR FOOTING. I-BEAM FOOTING. 
 Excavation, 39 cu. yds., @ 50c...$ 19.50 Excavation, 45 cu. yds., @ 50c...$ 22.50 
 Concrete, 870 cu. ft., @ 20c...... 174.00 Concrete, 966 cu. ft., @ 20c...... 193.20 
 Bars e4 LOC Ss 254 'Ckc- ecerenssis 102.65 Steel Beams, 16,660 tbs., @ 2%c. 416.50 
 
 Bolts and sep’s, 1,120 tbs., @ 2c.. 22.40 
 
 TOTAL Sees eer tape ne $296.15 TT’ OCD ae creue tach cern oo. stave es eres $654.60 
 
 
 
 57 
 
 
 

 
 
 
 
 
 
 
 
 
 * 
 = i= "COFTs b 
 
 
 
 
 
 
 ors Fq2 
 eee ee c 
 
 
 
 
 
 
 MG 
 
 HSS 
 
 
 
 
 
 
 
 
 SS 
 
 
 
 SSS 
 
 
 
 
 LN 
 HY 
 
 NN 
 Ww SUSSSSSSSSY 
 5 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 £ Column 
 
 
 
 
 ie 
 
 
 
 Nl meee wenn 
 
 lie 
 
 
 
 
 
 P14af7 
 J5-8 Corr bars b-0 ‘long 
 A Corr bars-$ cfs, aFCG line 
 
 0 4 oF oe NY 
 
 
 
 Z =i 
 
 pre 
 Ul 
 | 
 b 
 is — L 
 
 Ae 
 
 YUE. 
 
 
 
 Wall Asb0% ocr tt 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ran sverse bars -¢ Cork R 
 | LalS 2S SPO? eS 5 
 29+0* RYN 
 
 . X < 
 
 Secrion sk 
 
 28 
 
 ys 
 
 QS 
 
 ey Corr bars -LA Crs. ve 
 
 lCorr bars-5 af L Corr bars-3b ct iS % 
 
 Section ot § 
 
 Typical Column Footings Installed in Blackstone Building, St. Louis. 
 H. F. Roach, Architect. 
 

 
 
 
 
 
 MISCELLANEOUS 
 SRS G TURES 
 
 
 
 
 

 
 
 
 
 
 ‘ivan A) 
 ot Sn“) A 
 5 
 
 CORRDA 
 
 
 
 
 TRADE MARK 
 
 
 
 
 
 City Bridge, Reno, Nev., Two 65-foot Spans. 
 Designed by J. B. Leonard, C. E. 
 Built by Cotton Bros. & Co., Contrs. 
 60 T. K. Stewart, Engineer in Charge. 
 
Peueeenegseanaegenanstategestareneateasanan rstcerttecereeeeteetntetereeeeaserteee ee 
 
 Dittrisits aciebety 
 
 
 
 
 
 
 
 Completed Seeley Street Bridge, Brooklyn. 
 
 61 
 

 
 
 
 
 Present brade at Crown E/. 106.00 
 Proposed 0" 0" i." 106.75. 
 
 
 
 
 
 
 
 
 
 
 
 or 
 Waterpraoting, Go 
 
 «4 «er of I. 
 
 ep of Arch and l2 dre! Wall 
 se? itr hk 
 
 cart 
 
 
 
 
 
 Seeley Street Bridge, Brooklyn, N. Y. 
 
 G. W. Tillson, Chief Engineer. 
 BE. J. Fort, Assistant Engineer. 
 
 D. Cuozzo & Bro., Contractors. 
 
 
 
 

 
 
 
 
 
 
 
 Seeley Street Bridge, Brooklyn, during Construction. 
 
 63 
 

 
 
 Sar 2 <8 “Bes sa 
 “ey 
 ————— 
 
 Q 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 “Sie 
 
 
 
 SECTION THRO: 
 Crown or ARGH 
 
 fata aes 3” ------4 
 
 
 
 
 
 
 
 SSTTATT TTT T 
 
 Yj 
 
 Yang uh 
 yf 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Section at Pier 
 
 
 
 Section on M-N Evevation OF PuAsTER 
 
 Reinforced Concrete Bridge, Pollasky, Cal., Ten 75-foot Spans. 
 Built by Pacific Construction Co. 
 Designed by J. B. Leonard. 
 
 64 
 

 
 Reinforced Concrete Bridge, Pollasky, Cal., Ten 75-foot Spans. 
 Built by Pacific Construction Co. 
 Designed by J. B. Leonard. 
 
 65 
 
| 
 
 CIN 
 
 ! 
 N 
 UX 
 
 TIN! 
 
 Int 
 
 
 
 Dry Creek Bridge, Stanislaus Co. Span, 112 feet. 
 Designed by J. B. Leonard. 
 
 66 
 

 
 Elmwood Bridge, Memphis. Span, 100 feet. 
 J. A. Omberg, Jr., City Engineer, Memphis. 
 
 67 
 

 
 Bridge Over the Charles River at Newton Upper Falls, Metropolitan Park Commission, 
 
 Commonwealth of Massachusetts. 
 J. R. Rablin, Engineer. 
 
 68 
 
Ba 
 
 ac 
 
 RRBAPS 
 gt AR £ 
 
 
 
 NS 
 
 
 
 
 
 
 
 
 
 
 Two-Tail Race Arches, American Writing Paper Co., Holyoke, Mass. 
 Designed by Edward P. Butts, C. E. 
 69 Constructed by Caspar Ranger, Contractor. 
 

 
 i 
 sy 
 
 HO a soood 
 4 NG 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 = 
 
 HOO 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 WS: 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ) 
 
 2 
 
 n 
 
 y 
 EX7TRADOD GARS | (MEW STYLE 742 OC 
 JATRADOS BARS 1s “ St oc 
 TRAMIVERSE BARS 1 3% OLD = AS SHOWN 
 
 we we de ao ee es we = ee ee eee ee = 
 
 SYLAR BARS ve “ 
 
 
 
 
 ae 
 
 ALi BARS IN SPANDREL WALL -fe OLD STVLE 
 
 
 
 
 
 
 
 
 
 aS 
 
 
 
 
 
 
 
 
 
 
 24 ce oc 88, 
 
 
 
 
 
 —SE CTs OF1—OF-RLI POS CL Ls 
 “COMCRETELY= ARCHED ies 
 - -FAUW-CLAIRE -W1s— 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 “HALF -SECTIOS-~AT-CROWH— 
 
 70 
 
RBA 
 
 M2 vase 
 
 Bridge at Eau Claire, Two 82-foot Skew Spans. 
 McClellan Dodge, City Engineer. 
 yal Geo. Nelson, Contractor. 
 
 
 

 
 ——$$—$—$— 
 
 —SSSSSSSSSS— 
 
 
 
 ——— nee 
 
 ” is’ 
 I BARS 4ACC. {ig LONG ee 
 EVERY OTHER ONE BENT AS SHOWN: 
 
 
 
 
 
 72, BARS 6°CC 23 LONG 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 RBARS 12°CC 13 LONG 
 *PBARS 12°CC 17/2 LONG] °° - 
 
 
 
 
 va" BARSG CC 13° LONG 
 
 Ye BARS Z0°CC I7KLONG °° Op. 
 
 
 
 
 
 S 
 : ~ 'o 7 
 Cty a , ~~ | BARS 5'CC.25'LONG 
 
 BARSS* CC 16’ LONG 4 
 
 . ° * a . . s . fe . 2 = o = = = = 5 > 
 
 “ELE 4100 
 HALF SECTION 
 
 
 
 Section of Highway Culvert Construction, Marion Comeind: 
 23 Ae H. W. Klausmann, County Engr. 
 

 
 
 
 
 
 
 
 Completed Culvert, Marion, Co., Ind. 
 73 
 
E 
 
 y 
 ler. 
 
 
 
 
 
 TY 
 
 
 
 Cross Section of Highway Bridge Floor Construction. 
 
 tions. 
 
 Many floors like this have been built. 
 
 74 
 
 Designed for 
 
 Cooper’s Class 
 
 A 
 
 specifica- 
 

 
 AAV AN AVAVANAY AV AN AV AVATAN: ave * 
 
 Span 535 Feet. 
 
 xpanded Metal Floor Construction on Highway Bridge at Waco, Texas. 
 
 E 
 
 75 
 

 
 
 Section of Highway Culvert at South Bend, Ind. 
 
 76 
 
 Seer es 
 
 Eo ry pee 
 
 f-2: 
 
 
 
 
 A. J. Hammond, City Engr. 
 

 
 
 
 
 
 
 
 
 
 
 
 Completed Culvert, South Bend, Ind. 
 77 
 

 
 
 
 Highway Bridge, 
 
 Anderson County, 
 
 ~] 
 oo 
 
 Kansas, Kansas City 
 
 
 
 Bridge Co. 
 

 
 Boston Rapid Transit Subway. Howard A, Carson, Chief Engineer. 
 
 79 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 BARS 4 crs. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 7 coRR BARS 2‘crs. 
 1 
 
 * |e 
 CORR BARS Ske"crs 
 
 -------2-----a) 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Se ee ey 
 
 
 
 
 
 
 
 o 
 Jo 0 
 
 
 
 =|% CORR BARS 12'CTS. 
 
 
 
 «fe 
 
 Section of Tunnel and Retaining Wall, Metropolitan Street Railway Co., Kansas City, Mo. 
 
 Ford, Bacon & Davis, Engineers. 
 
 $0 
 
AI 
 
 RA 
 
 TRA 
 
 “CORK 
 
 
 
 Metropolitan Street Railway Company Tunnel. 
 
 81 
 

 
 
 
 
 
 
 
 Section of New Orleans Drainage Canal 
 
 - Maj. B. M. Harrod, Chief Engineer. 
 
 1 782 
 

 
 New Orleans Drainage Canal. Showing Test. Gravel Concrete, 1:3:6: span, 13’; slab, 114” 
 thick; reinforcement, %”  corruga'tted bars, 4%” cts.; load, 51,150 pounds on two 
 
 8’”x8” supports in center, 6 feet apart. Deflection scarcely appreciable. 
 83 
 
 
 

 
 Last Type of New Orleans Drainage Canal. 
 
 84 
 

 
 
 
 
 
 
 
 
 
 Type of New Orleans Rey Canal under Construction. 
 
 
 
 
 

 
 e—-—- - -—- ———————- .¢¢ — 
 
 
 
 
 
 ; 
 
 LF EL AP A LV A SAE, 
 
 
 
 
 
 ———— —— 
 
 ‘ 
 GER LP LDF 
 
 
 
 3 
 
 
 
 
 
 LEG GT ET MPG ELE 
 
 SUD SG LLG LT 
 
 
 
 > \ 
 \ 
 
 
 
 VEE - 
 Ze < 
 
 
 
 cess ae ers 
 
 S 
 
 eS 
 
 CESARE LEE GN Lea 
 
 
 
 
 
 
 
 
 
 Vig 
 7 a 22 
 
 <— 
 
 
 
 
 
 
 
 
 
 
 
 Lae 
 
 /2' 6" 
 ation—Section 
 
 
 
 
 
 
 
 “oA 
 
 
 
 ERS SS Sa se : y 
 
 
 
 
 
 
 
 
 
 St. Louis Terminal Railway Associ 
 
 ggage Floor. 
 t. Engr. 
 
 of Sewer under Ba 
 reensfelder, Ass 
 
 IN Jes hep k 
 86 
 
 “WwW. 
 
 L. Armstrong, Engr. M. of 
 
 J. 
 
Gp 
 
 TRADE MARK 
 
 “SEWER CONSTN EXPRESS BLDGS 
 
 FEB-2-190u.- 
 
 St. Louis Terminal Railway Association—Meeting Point of Two Branches of Sewer. 
 
 87 
 
 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i hy 
 
 %4 CORRUGATED STeeL RODS,I2 CTOC 
 
 * a 
 
 * 9% 6:6.5- 2.0 
 
 air toe 
 aos ° 
 
 
 
 
 
 
 
 
 
 
 
 VUVUUUEUUU Yeu wy 
 
 SECTION MAIN OUTLET, SEWER BRO@KLYN NEW YorN. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 R. H. Asserson, Chf. Engr. 
 
 88 
 

 
 
 
 
 
 Main Outlet Sewer, Brooklyn, during Construction. 
 89 
 

 
 ON GRILLAGE 
 
 
 
 
 
 BY) BED) LSS > 
 4 YG : 
 ZY, LLM) A 
 i) il » \\el2 VIT STONEWARE 
 h SUB DRAIN 
 
 R. H. Asserson, Chf. Engr. 
 

 
 edAy, Joyjouy 
 
 
 
 
 
 
 
 
 
 
 
 
 
 v1 
 

 
 <4 - 
 
 | 
 
 I 
 i 
 
 ” 
 
 ' 
 
 | 
 
 | 
 He 
 
 Cross Section of Conduit at Del Rio, Texas. 
 
 92 
 
 
 
 J. W. Maxcy, Engineer. 
 
93 
 
 
 
 
 
 Conduit under Construction. 
 
 Del Rio 
 

 
 Detail of Intake, Ontario Power Co., Niagara Falls, Can. 
 
 94 
 
ua 
 
 
 
 Intake, Ontario Power Co., Niagara Falls, Canada. 
 L. L. Nunn, 
 
 Pe. N. Nunn, Engineers. 
 95 
 

 
 
 
 6"THICK 4-7" BARS 5'LG. Ss" THICK 
 Py PRA Ladd Lakh aA iy DLA he i bi teh dtd bb tet ht FI Ma Lk a bl do bd LL aes 
 1 PRED ene ieee cee 
 
 
 
 2 
 
 
 
 yi 
 4 Ban, 
 > 
 -12°6cr >> 
 Ce BARSI2CG 
 
 BAR SVB 6CC+7 BARS 7/8 BCC] BARS ¥4"O" CCH SYS" 
 
 won oo tenn wenn son n===2I'4 
 a in| 
 
 
 
 CS oo Oke, Oe CSR re a area yy 
 
 = pak ta ga aes na oP ge 
 aya + 
 
 4) %} BARS 5% CC 9'LG. 
 
 SS rr 
 
 ef 4-) BARS 
 
 Section of Reservoir Construction, East Orange, N. J. 
 C. C. Vermeule, Conslt. Engr. 
 Commonwealth Roofing Co., Contrs. 
 
 96 
 

 
 
 
 
 
 
 
 
 
 
 
 East Orange Reservoir under Construction. 
 
 97 
 

 
 
 
 
 
 Top View of Reservoir Roof Under Constr 
 
 uction, Indianapolis Water Co. 
 
 98 
 

 
 
 
 
 
 End View Dividing Wall, 350 feet long, Indianapolis Water Co., Reservoir. 
 
 Designed by T. L. Condron. 
 Built by Ind. Water Co. 
 
 99 
 

 
 Interior View, Reservoir, Indianapolis Water Co. 
 
 100 
 

 
 
 
 
 
 
 
 Ft. Meade Reservoir, Under Construction. 
 
 Designed by St. Louis Ex. M. F. P. Co. 
 Built by Dunnegan and Sykes. 
 
 101 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 RCORE BARD 2 CTS RACH WAY 
 
 
 
 Engr. 
 
 A. C, Warren, 
 
 Reservoir at Lake Geneva, Wis. 
 
 102 
 

 
 cN Photograph of Completed Lake Geneva Reservoir. 
 103 
 

 
 
 
 Gasholder Tank, Key City Gas Co., Dubuque. 
 Geo. McLean, Pres. and Gen. Mer 
 Designed by St. Louis Ex. M. F. P. Go. 
 Built by Key City Gas Co. 
 J. E. Conzelman, Engr. in Charge Constr. 
 
 104 
 

 
 ‘UoTJOVIO JO pOYJoU puv YAOM OS[VJ SUIMOYS ‘MOIA IOTI9}UT 
 ‘OD sexy AID AO ‘HURL J9ploysey 
 
 
 
 
 
 
 
 
 
 105 
 
‘SUIIOS, JOJSL[Iq PUP TITEM : 
 ‘OD SBD AID AOM ‘YuRL, saploysey 
 
 
 
 106 
 

 
 FAGI0CIIUO, if) ACT “fF SEL 
 sun ‘O[NAUIOA “DO ‘OD 
 “IIMOT, JAIVM UMOIUIPIOG 
 
 
 
 
 
 
 107 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 108 
 
 Photograph of Completed Tower. 
 
 Water Works, East Orange, N. J. 
 
 ommonwealth Roofing Co., Contrs. 
 
 Cc 
 
 Vermeule, Conslt. Engr. 
 
 Ce C; 
 
S1]U0D “OD ‘1}SU0D 93TUOSTID 
 
 ‘UOTPBIOOSSW 
 
 Suimolg smory 49 a07 
 
 uoTjONASUOD 
 
 iapugQ yori 
 
 
 
 109 
 

 
 Galveston Sea Wall during Construction. 
 
 110 
 

 
 
 
 
 
 Galveston Sea Wall. Geo. W. Boschke, Engr. of Constr. 
 
 alate 
 
 
 
ig 
 Fes 
 
 Se he ata Eerigis, Pes 
 
 
 
 Coal Pockets for Pennsylvania Cement Co. 
 H. C. Miller, Engineer. 
 F. A. Little, Supt. of Construction. 
 

 
 Missouri Pacific Grain Bins at Kansas City. 
 Metcalf and Metcalf, Engineers. 
 
 113 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Reinforced Concrete Dam Across the Battenkill, 
 Built for the American Wood Board Co., Schuylerville, N. Y. 
 Patented by Ambursen Hydraulic Construction Co., Boston, Mass. 
 
 114 
 

 
 Ambursen Dam at Schuylerville under Construction. 
 
 115 
 

 
 Palmer Lake Dam, Pueblo Div. D. & R.G Ry. 
 
 Span 110 feet, height 43 feet above outlet. 
 
 HK. J. Yard, Chief Engineer. 
 W. A. Morey, Eng. B. and B. 
 116 
 
\ 
 
 ? 
 
 he 
 we 
 
 
 
 
 
 
 
 CONTINUOUS WALLS | \ 
 
 One of the great advantages of reinforced concrete is in our ability 
 to dispense with expansion joints in long structures. These may be built 
 with the material in one piece from end to end, a mile long if desired, 
 and by a properly proportioned longitudinal metal reinforcement, shrink- 
 age and temperature cracks can be entirely obviated. 
 
 Most engineers have to be shown; and they will not believe it then 
 unless they can see some scientific explanation of the matter. That ex- 
 planation is as follows: 
 
 It has been shown by Considére, Hatt, and others, that concrete, 
 when reinforced with metal well disseminated in small areas, will ap- 
 parently stretch about ten times as much as when no metal is present, 
 and that it will submit to proportionate elongations of about .0015. 
 The co-efficient of expansion of concrete being .0000055, we find that 7t 
 would take a fall of 270° to develop a proportionate shortening equal to 
 the wall’s ability to stretch. The wall will pull out in this manner at 
 about three-fourths its full tensile strength, or say at 150 pounds per 
 square inch. 
 
 The quantity of metal needed is enough to equal the tensile strength 
 of the wall at an elongation of .0015, corresponding to a stress per 
 square inch in the metal of 45,000 pounds. The area of metal would 
 therefore be 359 part of the area of the wall. 
 
 
 
 
 
 
 
 aa 
 

 
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 Marion County, 
 
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 NOLLWASTS HoOwWuL finde eA OR 
 
 
 
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 120 
 

 
 
 
 Rev R @ AD) 
 STRUCTURES 
 
 
 
 
 
 
 
 
 
 
 

 
 (2124 Beam Ma 
 9-F Corr Bare 
 
 
 
 *| 
 
 Bars-2 Bars Bent at shew! 
 fact in cath Beam 
 
 2129 Beam- *# Corr 
 Nete: 12 Shear Bare 
 
 j 
 
 
 
 12422 Beam 
 
 S-F Corr Bars [| 
 
 Columns: 19'c14* with 
 +} Corr Bars, banded 
 erry 2 with oh soft eH 
 
 
 
 
 
 
 
 
 
 » Slab- 4 thick, 
 = 
 
 
 
 
 
 
 
 
 
 
 
 Beam- (4130 incenter~ 20 atends 
 *7-# Corr Bars-9Benlas shown 
 3-¢ Corr Bars in each Bracket 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ——4I-@ appro, 
 
 
 
 = 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 4 Corr Bars. 9 ch 
 in beth direchems 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ‘elemas 
 e460 
 
 
 
 
 
 
 Typical Round House Details. 
 
 122 
 
 Geascal Nate 4// Bars are Corrugated Bars 
 BU € Bars are old style Others are new shyle 
 Ateraate bars in Seep Slabs extend $f span 
 Setmaen Reo/ Beams ints ned Bay 
 
 Bars are tebe near /ep of Slab af Beams 
 Canccrete. Rock or Crave! /. 2° 6 mis 
 

 
 
 
 
 
 
 
 
 Gay R ¥ 
 
 THADE MARK 
 6.0 S22, 000 
 
 
 
 
 
 
 
 
 
 ead Ja” thick 
 33-0" 
 
 && 
 
 | Hub Gvard el DY 
 
 asides 
 
 cc 
 
 a¢y Sis 
 Hitt 
 
 
 
 
 
 
 
 
 wa achoeBol Ss. 
 
 
 
 
 
 Rock or Hard SES CROSS SECTION OF SUSWAY 
 
 
 
 
 
 
 
 x 
 ‘ais 
 2 g 
 Ly 
 $03 Pes cB Ry. 
 ee & TRACK £LEVAT/ON 
 sr ee CYNAL ST. FO WESTERN AV. 
 ! t = ee eee 
 Geet) ies 
 Section on Line A- TYPICAL SECTIONS AT. SUBWAY. 
 
Vor. XXXIX.. No 17. 
 
 
 
 SECTION D-0. 
 
 
 
 
 
 
 
 SECTION C-C. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 é & 
 2 2 
 g 6 5 
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 t < ¢ < 
 eee | 2 
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 (| « HRN eae | - 
 g : rails a ' : 
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 § 2 Ta time H 2 
 -| ¢ ti gE : 
 §| 3 11 PR PRO : e 
 3! « Ret 3 SS = fe 
 3, 3 Ris HA ‘7 
 z 2 ; 3 -f (se 2 
 S o 1) oR FRG ® 
 | 3 H 4 =u a} 1 © 
 ¥ 2 ne Sst A- as 
 x = rey ar i: 
 g s on = i 2 
 i 3 48 
 rm x 
 Pond é 
 > 4 x 
 } t & 
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 Ss [mena 
 & 
 
 { 
 
 AA 
 —< 
 
 ed 
 
 eee 
 
 ow 
 2y 
 Bors, 
 
 Uo 
 (aah 
 
 
 
 
 
 ! 1 
 
 
 
 
 
 
 
 
 
 Big Four Double Track R. R. Bridge near Danville, Ill. 
 124 
 
ae ase : 
 sg NH | LAIN 
 AL 
 
 
 
 Big Four Double Track R. R. Bridge., near Danville, Ill. Two 80-foot Spans, One 100-foot Span. 
 W. M. Duane, Engineer of Construction. 
 Bates and Rogers, Contractors. 
 
 125 
 

 
 
 
 
 
 
 
 Four-Track Reinforced Concrete Arch at Willoughby Run on L. S. & M. S. R. R. 
 Clear Span, 154’. 
 
 EK. A. Handy, Chief Engineer. 
 
 Frank Beckwith, Engr; of Bridges. 
 
 126 
 

 
 Willoughby Run Arch Completed. 
 

 
 Angola Reinforced Concrete Arch, L. S. & M.S. R. R. 
 EK. A. Handy, Chief Engineer. 
 Frank Beckwith, Engineer of B. & S. 
 
 128 
 

 
 Approach to Bridge Across Mississippi River at Thebes, [Il. 
 
 129 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 NS 
 
 < 
 
 
 
 
 
 
 
 deAE Weve) SN Tov ay, Css” Shomer, (Ch, 1h eee (@), Tey 18%, awe, dD, Breckenridge, Chief Engineer. 
 C. H. Cartlidge, Bridge Engineer. 
 
 130 
 

 
 Reinforced Concrete Arch, CG. & E. I. R. R., 56-foot Span. 
 
 W. S. Dawley, Chief Engineer, 
 Hoeffer & Co., Contractors. 
 
 S 132 
 

 
 Reinforced Concrete Arch, 75’ Span, on the Illinois Central Railway. H. U. Wallace Chf. Engr. 
 H. W. Parkhurst, Bridge Engr. 
 
 133 
 

 
 
 
 
 
 
 BO "Face T0 FACE OF FARAPETS 
 Re IE: 
 XDSL OF FTAL 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ill 
 it! 
 
 i! 
 ¢& Of GR106E | \\ 
 
 HALF FLAN 
 /4-O7 
 fe oo” : Pid a ip 
 SS SPREES\@/-O=/$-O" x +, 
 Le Conn Bans-l2trs vas lone Gans | 
 = ——— ——=s 
 
 : 
 ») 
 LS 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 wi AER R EL 
 a S SS SPRCES@ F"=/F-9™ uf” 
 
 TFANSVERSL FECTION 
 
 Reinforced Concrete Trestle, (., B. & Q. Ry., over Cave Hollow. 
 
 W. L. Breckenridge, Chief Engineer. 
 C. H. Cartlidge, Bridge Engineer. 
 
 
 
 
 
 JECTION THAU¢ OF SPAN 
 
 134 
 

 
 Reinforced Concrete Trestle, C., B. & Q. Ry., over Cave Hollow. 
 Ww. L. Breckenridge, Chief Engineer. 
 C. H. Cartlidge, Bridge Engineer. 
 

 
 
 
 
 
 Subway Under C., B. & Q. Tracks, at Galesburg, Ill. 
 W. L. Breckenridge, Chief Engineer. 
 C. H. Cartlidge, Bridge Engineer, 
 
 136 
 

 
 
 
 
 
 
 
 Overhead Crossings, Big Four Ry., Short Line Between Lomax and Hiilsboro. 
 W. M. Duane, Supt. of Construction. 
 
 137 
 

 
 “g 
 
 
 
 
 
 BASE OF RAIL - a a _”, ness 
 
 
 
 
 
 
 | 
 
 
 
 
 
 
 
 9 a 
 Pet, 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 2 [> 
 z 
 | | oe x 
 w 
 al. > 
 , a nN =! 
 ‘ 3 = 2) 
 foe Se Ko} ‘set VU 
 1? 
 2 : i — — 10-0 —_ ake it 
 £ o Oo a ge 2 
 es 2}, i ; 
 s ad 
 Z 
 i o 
 p= 
 wi % 
 a 5 5 o 
 a W 
 Vo U 
 
 3fa SO 21° LONG 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Ya sq. 2 
 Eup Min / 
 Ce ee i a | 
 
 
 
 tae ie iat 
 ke 
 
 t3°0 
 
 a 
 
 a 
 
 a 
 
 c 
 
 
 
 
 
 
 
 HALF SECTION 
 
 Section of Flat Top Culvert, 
 
 20’ 
 
 ob enane 
 
 
 
 
 
 
 
 HALF END ELEVATION 
 
 Span, Wabash R. R., near St. Louis, Mo. 
 W. S. Newhall, Chief Engineer. 
 
 A. O. Cunningham, Bridge Ener. 
 138 
 

 
 
 
 
 
 Sod ily 
 
 Completed 20’ Cul 
 
 vert, Wabash R. R. 
 
 
 

 
 
 
 Wabash Plate Girder Bridge with Reinforced Concre 
 Balustrade, in Forest Park, St. Louis. 
 
 W. S. Newhall, Chief Engineer. 
 A. O. Cunningham, Bridge Engr. 
 
 te Floor, Hollow Abutments and Ornamental 
 
 140 
 

 
 
 
 
 
 
 
 
 
 Completed Wabash Bridge, Forest Park, St. Louis. 
 
 141 
 

 
 
 
 
 
 
 
 
 
 
 95°38" [ef of Farapels 
 
 
 
 
 
 
 
 
 CEAaQ 
 
 EA FILY. 
 
 
 
 A 88 B 
 4 89 
 
 G aN CALESBULC LIVIS/OLY 
 AS aS CLSLTERAL FLAT. 
 
 IPE EN (L0G 
 
 
 
 ~ Horr. Bors - 
 
 K 
 N Yert Bars - 
 24-0" 
 
 2ase of Hail 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 \! 
 
 HALF SECTIOSYAL Ft AY 
 
 HALF FLAS OF BAP S It JOOTIIC. 
 
 Reinforced Concrete Abutment, CoB ect 
 
 W. L. Breckenridge, Chief Engineer. 
 
 C. H. Cartlidge, Bridge Engineer. 
 
 142 
 

 
 a 40-Foot Abutments, Illinois Terminal Railway. 
 T. C. Moorshead, Chief Engineer. 
 Myers Construction Co., Contractors. 
 
 143 
 

 
 
 
 
 
 
 
 
 
 Abutment, N. O. & W. R. R. 
 C. E. Knickerbocker, Engr. M. of W. 
 
 144 
 

 
 Three Track R. R. Arches, C. & E. I R. R. 20% 6” Spans. 
 Ww. S. Dawley, Chief Engineer. 
 
 Designed by T. L. Condron, 
 145 Built by Railroad Co. 
 

 
 ) 3 
 
 Somrete protection 
 
 , Por Gusset 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 I Beams. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ‘ 
 S) 
 | 
 | 
 - 
 v 
 
 
 
 
 
 
 
 
 
 
 
 13-0" — 
 ~Section~ 
 
 One Type of Solid Reinforced Concrete Bridge Floor, Wabash Railroad. 
 
 W. S. Newhall, Chief Engineer, 
 A. O. Cunningham, Bridge Ener. 
 
 146 
 

 
 
 
 
 
 
 
 
 
 
 
 f'squere corrugared bars 
 spacers Yeroe 
 
 
 
 NoR/ag bolts 7006 ramores afrer 
 Sack /sin place and heolas 
 
 
 
 
 
 CLAM 
 proce or f'sguare 
 
 carrugated ber 
 
 
 
 
 
 
 
 
 
 One Type of Solid Reinforced Concrete Bridge Floor on the CBee OF ra ese 
 W. L. Breckenridge, Chief. Engineer; Cc. H. Cartlidge, Bridge Engineer. 
 
 147 
 

 
 
 
 
 
 REINFORCED CONCRETE BEAMS 
 
 The number of variables entering into the discussion of the 
 resisting moment of reinforced concrete beams makes it impracticable 
 to develop a general formula that will correctly give the stress values 
 at all stages of loading. However, by assuming a definite law of vari- 
 ation between stress and the corresponding deformation of the con- 
 crete, the resisting moment ean be evaluated for any given percentage 
 of reinforcement by further assuming the stress in the steel. The 
 principle of invariability of plane sections, together with the statical 
 requirement, that the total tension must be equal to the total compres- 
 sion, fixes the position of the neutral axis. The resisting moment is 
 then determined by taking moments either about the neutral axis or 
 about the centroids of compression and tension, 
 
 A great variety of assumptions have been mace regarding the 
 relation between stress and strain. The tendency at present is to 
 consider this relation as represented either by a straight line or a 
 parabola, and also to neglect the value of concrete in tension. In 
 any case, the area of the stress strain curve must be found, and the 
 position of its center of gravity located. It is evidently inconsistent 
 to arbitrarily assume these values without any regard to the form of 
 the compression area. It is equally inconsistent to assume a recti- 
 linear stress strain diagram and then express the value of the total 
 compression by anything but sf.by1. After due consideration 
 
 
 
 
 
 
 
 148 
 

 
 
 
 
 
 of experimental data’ regarding the form of the stress strain curve 
 and the actual carrying capacity of reinforced beams, the most reason- 
 able assumptions appear to be: That the compressive stresses vary 
 as the ordinates to a parabola whose vertex is either at the top of the 
 beam or above; and that the concrete is subjected to tensile stress 
 from the neutral axis to a point in the section where the elongation is 
 the same as that developed by a plain beam in cross bending. 
 
 Most formule for the strength of reinforced concrete beams are 
 based upon a rectilinear relation between stress and strain, and the safe 
 values inserted therein, instead of the ultimate values. In our judg- 
 ment this is not wise, as it is impossible to know what factor of safety 
 is obtained. Most of these formule will take 16,000 pounds per square 
 inch for the safe stress in the steel and say that there will be a factor 
 of safety of four on the structure, because the ultimate strength of the 
 steel is 64,000 pounds per square inch. But when the elastic limit of 
 the metal is passed its modulus drops from 30,000,000 to 5,000,000 and 
 the cracks in the conerete become so very large immediately that we 
 do not consider as available any strength that can be obtained beyond 
 this limit; though this excess is considerable if the quantity of rein- 
 forcement used is only one-half what it should be, as is the case in the 
 method above deseribed. With only one-third the quantity of metal 
 necessary to develop the required ultimate strength at the elastic limit, 
 it is possible to break the metal entirely in two. For example, in a 
 
 
 
 149 
 
 
 
 
 

 
 
 
 
 
 six-inch slab of rock-conerete having expanded metal embedded in its 
 lower portion, the expanded metal will always be broken apart, though 
 this is soft box-annealed material. But the factor of safety for such 
 construction should be four on the elastic limit, which would be equiva- 
 lent to about six on the maximum load. When, therefore, we give the 
 beam credit for no more strength than it can develop at the elastic 
 limit of the steel reinforcement, it is desirable that this limit should 
 be fairly high. With an elastic limit of over 30,000 pounds per square 
 inch the most economical quantity of metal reinforcement is 1.4 per 
 cent of the area of the concrete, while with a limit of 50,000—0.7 
 per cent only is required, or a saving of approximately one-half in 
 the cost of the metal. 
 
 As has been stated in the introduction, there is still some diseus- 
 sion as to just when the first crack develops in reinforced concrete: 
 but as also there shown, a proper reinforcement will cause the beam to 
 develop a large number of cracks very close together, in which case 
 these cracks will be of no material consequence so long as the bars are 
 stressed inside the elastic limit. Corrugated bars will accomplish this 
 result. The cracks will be close together, small in size, and will not 
 be able to reach the bar itself. With plain bars, or bars of less posi- 
 tive form of bond, this is not true; and beams reinforced with such 
 material cannot demonstrate immunity from injury even if the stress 
 in the bars is inside the elastic limit. Sueh beams exposed to the 
 
 
 
 
 
 150 
 
 
 

 
 
 
 action of the atmosphere would be liable to have the reinforcement 
 much corroded in time. 
 
 In the following discussion it is assumed that a section plane 
 before bending is plane after bending. It is further assumed that the 
 modulus of elasticity of concrete varies, its value decreasing as the 
 stress increases, and that its instantaneous value may be represented 
 by the tangent to a parabola. 
 
 To obtain an equation for a parabola that would represent the 
 variations of the modulus, an inspection of a number of stress-strain 
 diagrams was made, which led to the conclusion that if the modulus 
 at rupture was taken as two-thirds of the initial modulus, the parabola 
 so obtained would represent closely the actual stress-strain diagram. 
 The tensile stresses in the concrete, between the neutral axis and that 
 plane at which the unit elongation has the limiting value #f, are con- 
 sidered in the discussion. 
 
 We have, then, for Rectangular Beams, the following discussion: 
 
 
 
 151 
 
 
 
 
 

 
 
 a) 
 eo D2 
 
  CORRDAR 
 
 
 
 
 
 
 
 
 
 RECTANGULAR BEAMS. 
 
 
 
 
 
 
 
 
 
 
 
 Fig. 1 Fig. re 
 
 Fig. 1 is a cross section of a reinforced concrete beam. 
 Fig. 2 represents the strain or deformation diagram at any in- 
 stantaneous load. 
 
 Fig. 3 is the stress diagram corresponding to the above strain 
 diagram. 
 
 
 
 
 
 
 

 
 
 
 Let Es—=Modulus of elasticity of steel in pounds per square inch. 
 E-=Initial modulus of elasticity of concrete in compression in 
 pounds per square inch. 
 F=BFlastie limit of steel in pounds per square inch. 
 f-—=Compressive strength of concrete in pounds per square inch. 
 f=Compressive stress on extreme fiber in pounds per square 
 inch. f may have any value less than fe. 
 c’=Abscissa to stress diagram at vertex of parabola. 
 s=Any assumed unit stress in steel, pounds per square inch. 
 fx=Modulus of rupture of concrete in cross bending, in pounds 
 per square inch. 
 ’c=Unit deformation of extreme compression fiber correspond- 
 ing to a stress f. 
 ie’ =Unit deformation of extreme compression fiber at ultimate 
 stress fo. 
 4¢.=Unit deformation corresponding to stress... Note that Mes 
 and . deal with conditions after the ultimate strength of 
 the concrete is passed, and have no value except in 
 determining the curve, ete. 
 4+—=Unit elongation of concrete corresponding to stress ft. 
 4.=Unit elongation of steel corresponding to stress s. 
 
 
 
 
 
 153 
 
 
 

 
 
 
 b=Width of beam in inches. 
 
 2—=Distance from top fiber to center of gravity of compression 
 area in inches. 
 
 #1—= Distance from neutral axis to extreme fiber in compression 
 in inches. 
 
 Yy2—Distance from neutral axis to plane of reinforcement in 
 inches. 
 
 e=Distance in inches from plane of metal to extreme fiber on 
 tension side. 
 
 d= + yo = Effective depth of beam. 
 
 
 
 p=RKatio of reinforcement in terms of bd = q = bd. 
 a=Ratio of reinforcement in terms of bh = q + bh. 
 
 
 
 M=Bending moment of external foree in inch pounds—resisting 
 moment of beam. 
 
 Mo=Ultimate moment of resistance of cross section in inch 
 pounds. 
 
 P;=Total stress in metal in width b. 
 
 | P.=Total compressive stress in concrete in width b. 
 
 | =Total tensile stress in conerete in width b. 
 
 | q=Area of metal in width b, in square inches. 
 
 Referring to Fig. 3, the shaded area above the neutral axis repre- 
 
 sents the compressive stress diagram of the concrete, 0 y being the 
 
 
 
 
 
 
 
 
 
 154 
 

 
 
 
 
 
 axis of proportionate elongation, and o « the axis of stress per square \ 
 inch. | f 
 Before getting the area of the compression diagram, it will be 
 necessary to get the equation of the parabola referred to the axis 0 # 
 and oy. We have Ec, which is represented by the tangent to the 
 parabola at the origin 0, and have also imposed the condition that the | 
 fnal modulus at rupture is two-thirds the initial modulus. The 
 equation for the parabola then becomes: 
 9 2 
 fa Behe 
 
 a he 
 
 ° » Ps aA 
 f= Ee 7 
 
 : ” 5 Fe 
 From which ?.¢ = ae WON NS PAIRS Pete We es oo ek (1) 
 qe HG 
 And Te ae ar oR pe A ae) Cerne es ee ee ee (2 
 
 Substituting in the general equation and solving for 7. we get | 
 - = | 
 | 
 
 pene Ad ecivee i € 
 Ae— “he lex of =i weer ewan aennce sorensas cena =aansam (3) 
 
 
 
 
 

 
 
 
 
 
 We can now get a value for 7, : — 
 From the strain diagram, 
 
 
 
 Yi AG 
 d—y As 
 Ae s 
 O1 n= the? but 4,= BE. 
 Therefore, %1= fi cee Ra Meili iel erae sie bapeme yes lee ea CA (4) 
 
 The expression for the area of the compressive stresses may be 
 written in the form, 
 
 eee Xe ce Ae ee f= 
 Fe—=( 1-72, )B Yi DY eed eee (5) 
 
 c 
 
 
 
 
 
 For the area of the tensile stresses we may, without appreciable 
 error, consider the parabolic area as a triangle (since the allowed 
 
 stress is very small, the tangent and parabola practically coincide) , 
 and can express the area by the equation, 
 
 
 
 
 
 1 ke ft a jaa EB. 2 WAS 
 eis 5) ie Oh = Das n= Gn $answaeeadaed cess vonnce cess s semascscenessseceuessasas (6) 
 
 
 
 
 
 156 
 

 
 
 
 Since the sum of the compressive and tensile stresses must equal 
 zero, we can write P,; = P. — Pt 
 
 
 
 therefore p = oe ee, ot en (7) 
 d s 
 
 We have, taking moments about the center of gravity of the com- 
 pressive stresses, the following expression for the moment of resist- 
 ance of the section, 
 
 
 
 
 
 
 
 
 
 9 
 M=P, (d—z) + P; (ae y+ ym — :) 
 9 2 . 
 = pbds (d — z) + dm 4 (wm += 7 Semi 2) Mees ee, (8) 
 Piers mace UL where 7 = gg) ene (9) 
 
 It is to be noted that the above discussion is perfectly general, 
 and we may, by assuming any fiber stress /, and any stress in the 
 steel, s, find the percentage of reinforcement required, and the resist- 
 ing moment of the section. 
 
 We are, however, mainly interested in the ultimate strength of 
 the beam, reinforced with the critical percentage of metal (it being 
 
 
 
 
 

 
 
 
 taken for granted that the designer will apply his factor of safety to 
 the actual moments, designing the section for the ultimate moment so 
 obtained), which condition obtains when the percentage of steel is so 
 chosen that the beam is equally strong in tension and compression, or 
 differently expressed, that the stress in the steel reaches the elastic 
 lhmit at the same time that the compressive stress on the extreme 
 fiber becomes the ultimate strength of the concrete. 
 
 Putting these values in the general equation, No. 8, we get the 
 following: 
 
 Mo=pdb Fd 
 
 
 
 ; — At ) 
 2) 1 Da (Yat, BY se ae ee ere eee (Sa) 
 ce 
 The size of beam needed to develop a required moment of resist - 
 ance can be obtained from the above equations, when the constants 
 dependent upon the particular materials used are known. 
 
 AVERAGE ROCK CONCRETE. 
 
 We have taken as the best average values for the constants for 
 1:3: 6 concrete the following: H.=2,600,000, f<=2000, and 74=.00015. 
 For the steel the value of HF. is practically constant for all grades of 
 
 
 
 
 
 158 
 

 
 
 
 material, but Ff, or the elastic limit, varies greatly. Since we cannot 
 utilize any of the strength of the steel beyond the elastic limit, it is 
 desirable to have this limit fairly high. Our corrugated bars have an 
 elastic limit of between 55,000 and 65,000 pounds per square inch. 
 We therefore use for the constants for steel, H;=29,000,000 and F= 
 55,000. 
 
 With these values we can derive the following equations: 
 
 70.0017 505: Ae =0.0011539 
 yi= .3782d | lf 0=12" ( TSS ee (10) 
 | | G84 78heo a (11) 
 IR 5-3-8 pee ae = A000) (7) OL eae (11a) 
 g=.00785bd and ¢= 10 } cross section 
 [BU abo ohi (12) 
 M.=376ba2 =) wehave, \ h=0.01654~M............. (13) 
 
 
 
 159 
 
 
 
 
 

 
 
 
 
 
 GOOD ROCK CONCRETE. 
 
 Using a1:2:5 mix, and good rock or gravel, we get a concrete 
 of much greater compressive strength, but with a higher modulus of 
 elasticity. For such concrete we may assume the following constants: 
 
 E.=2,800,000, f.=2700, A= 00015 
 
 Usine the same values for the steel as before, our eq uations of 
 é & oD E ? | 
 design for ultimate load become, 
 
 Ae =0.002169, Ae =0.0014464 
 
 yi==.4338d >) If b=12” Viz ORO hie ee (14) 
 | die eee Pea (15) 
 h ==] 101 eee (15a) 
 oes °° ate eRe 
 q=.01223bd and e= 10 } cross section 
 | { M,=bbGO/ ae ieee (16) 
 M.—=572b@ ) wehave, | A=01841VM (17) 
 
 
 
 160 
 
 
 

 
 
 
 CINDER CONCRETE. 
 
 
 
 Hormaglaer cer mix of cinder concrete, we have E.=750,000, f.= 
 750 pounds We find, however, that the final modulus 
 for cinder ete a pietitalt the initial, which modifies the previous | 
 equations slightly. Substituting these values in the equations, we | 
 get the following values for the ultimate moment of resistance of 
 cinder concrete beams: 
 
 Ie= he” =0.0020 
 
 
 
 i) ede y= 12" | tA O2 ee (18) 
 
 | FAURE OE eS (19) 
 
 ae = = 47.70) OL ieee (19a 
 q=.00465bd angie ey eeeecaion 
 
 Moe 000) meet ee ee. (20) 
 
 Mo=207b# we have, A= 022364 Ma eee. (21) 
 
 DESIGNING TABLES FOR AVERAGE AND GOOD ROCK CONCRETE. 
 
 The following table gives the necessary depth and the amount of 
 reinforcement required for a beam 12 inches wide, corresponding to 
 the ultimate resisting moments given. 
 
 
 
 
 
 161 
 

 
 
 
 
 
 3) TABLE FOR USE IN DESIGNING REINFORCED CONCRETE BEAMS. 12” WIDE. 
 
 
 
 
 
 
 
 1:3:6 CONCRETE. | 
 
 | 
 | 
 | 
 | | 
 | 
 | 
 | 
 
 1:2:5 CONCRETE. 
 
 
 
 
 
 
 
 M h TN PIER ORE gon ih M Se ar cars| ia h q 
 50 3.70 | 0.314 | 1000 | 16.54 | 1.402 50 3.00 | 0.397 1000 | 13.41 | 1.772 
 100 | 5.28 443 || 1500 | 20.26 | 1.716 | 100 4.24 560 1500 | 16.42 | 2.170 
 150 | 6.41 543 2000 | 23.40 1.985 || 150 | 5.20 .687 2000 | 18.96 | 2.506 
 200 | 7.40 | .627 2500 | 26.16 | 2.218 | 200 |. 6.00 .798 2500 | 21.20 | 2.803 
 250 8,27 .701 3000 | 28.66 | 2.480 || || 250 6.71 886 || 3000 | 23.23 | 3.070 
 300 9.06 768 3500 30.90 2.620 | 300 7.35 971 3500 | 25.10 | 3.318 
 350 | 9.79 .830 4000 | 33.10 | 2.806 || 350 | 7.94 | 1.048 || 4000 | 26.88 | 3.545 
 400 | 10.47 .887 4500 | 35.10 | 2.975 || | 400 8.48 | 1.120 || 4500 | 2845 | 3.760 
 450 | 11.10 941 5000 | 37.00 3.185 || || 450 9.00 | 1.188 5000 | 30.00 | 3.965 
 500 11.70 .992 5500 | 38.80 | 3.290 || 500 9.48 | 1.252 5500 | 31.45 | 4.155 
 
 550 | 12.26 | 1.039 || 6000 | 40.55 | 3.438 || 
 600 | 1281 | 1.086 | 6500 | 42.20 | 3.578 || 
 650 | 13.34 | 1.131 || 7000 | 43.80 | 3.714 || 
 700 | 13.84 | 1.173 || 7500 | 45.30 | 3.840 || 
 750 | 14.33 | 1.215 | 8000 | 46.80 | 3.968 
 
 | 550 9.94 | 1.313 || 6000 | 32.85 | 4.340 
 |} 600 | 10.38 | 1.373 |} 6500 | 34.20 | 4.520 
 || 650 | 10.81 | 1.428 || 7000 | 35,45 | 4.685 
 | 700 | 11.22 | 1,482 7500 | 36.70 | 4.850 
 
 750 eel. OL 1.5385 || 8000 37.90 5.010 
 
 
 
 800 | 14.80 | 1.255 8500 48.23 4.090 | 800 | 12.00 1.585 || 8500 39.10 5.165 
 850 | 15.25 1.293 || 9000 49.63 | 4.208 || 850 12.36 1.633 9000 40.25 5.320 
 | 900) 15:70) 1) 1.331 9500 51.00 | 4.3825 | | 900 12.72 1.680 9500 41.35 5.465 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 950 16.12 | 1.367 || 10000 52.32 4.436 1 950) 13.07 1.726 || 10000 42.40 5.605 
 | { \ i 
 
 
 
 The moments given in the table are the ultimate moments of resistance of the sections in thou- 
 sands of inch pounds. To use table first apply desired factor of safety to actual moments. 
 
 M=Ultimate bending moment of external forces in thousands of inch pounds=Mo. 
 
 h=Depth of beam in inches: d=Depth to plane of metal, taken as 0.9 h. 
 
 q=Number of square inches of metal required in beam, in width of 12 inches. 
 
 
 
 
 
 162 
 
 
 

 
 
 
 
 
 TABLE OF SPACING REQUIRED FOR DIFFERENT SIZES OF CORRUGATED BARS 
 FOR GIVEN AREA OF METAL IN RECTANGULAR BEAMS ONE FOOT WIDE. 
 
 
 
 
 
 
 
 
 
 OLD STYLE BAB. NEW STYLE BAR. x 
 Cto CG yn 34” Yel 1” 434" yr VAL yu BYU EWA Ig | 1” 114” 
 of Bar| BAR | BAR | BAR | BAR | BAR || BAR |} BAR | BAR | BAR | BAR | BAR| BAR| AR 
 
 
 
 
 
 
 
 
 
 
 
 
 
 | 
 
 2” | 1.082”) 2.2220”! 3.3000”) 4.2000”) 6.4800”) | 0.8620” 0.6620”) 1.5021”) 2.3420”! 3.36.0”! 4.6200”) 6.0000”! 9.370” 
 244” | 0.860”| 1.7810”) 2.6520” 3.3620”! 5.1401” | 0.2920”| 0.5810”) 1.200”) 1.8720”) 2.6920”) 3.7000”) 4,800” 7.5001” 
 3” | 0.7220”| 1.4810”) 2.202”) 2.800)””| 4.28120”! | 0.2410”) 0.4400”) 1.0010”| 1.56020” 2.2401”) 3.080]”| 4.0020” 6.2400” 
 3%” | 0.620”) 1.27101”| 1.89100”) 2.4000”) 3.67200”) | 0.2100”| 0.380”) 0.8620”) 1.3400”) 1.9210”) 2.6420” 3.4820”! 5.3600” 
 4” | 0.540”) 1.1100”| 1.6500””| 2.1020”) 3.210” | 0.1810”) 0.380”) 0.7500”) 1.170” 1.68100” 2.310”| 3.000”! 4.6800” 
 4%" | 0.480)””| 0.99F0”| 1.472)” 1.8600”! 2.8501” | 0.1600”| 0.2900”) 0.67120”| 1.0400”| 1.49120”) 2.0520”) 2.6700”) 4.1620” 
 5” | 0.4820”! 0.8920”) 1.320)”) 1.6800”) 2.570” | 0.14120”) 0.2620”) 0.60020” 0.94020”) 1.3400”) 1.8500”) 2.4000” 3.750” 
 5%” | 0.3901”) 0.810”) 1.200”) 1.52120”) 2.3400” | 0.1800” 0.2400””| 0.5500”! 0,852” 1.2210””| 1.682)””| 2.1810”) 3.4100” 
 6” | 0.360”) 0.7420”; 1.100”! 1.40F0”| 2.14020”) | 0.1210”) 0.2210”! 0.5020” 0.78120”) 1.1100”| 1.5800”! 2.000”; 3.1200” 
 644” | 0.380”| 0.680”) 1.0200”) 1.29120”) 1.9720”! | 0.1100”| 0.2000” 0.4620”| 0.7200” 1.0300” 1.4220” 1.8520” 2.8807” 
 aft 0.310” 0.630” 0.94120”) 1.2020”! 1.8800”| | 0.1020”; 0.1910”! 0.4800”| 0.6720”| 0.9600”) 1.32200”! 1.72120”) 2.6820” 
 1%" | 0.2912)” 0.5912”) 0.880”! 1.1200”) 1.7100”) | 0.1000”; 0.1800”) 0.4000””| 0.6200” 0.89120”) 1.280” 1.6020” 2.5000” 
 8” | 0.2711”! 0.550)” 0.8200”) 1.050”) 1.6020”) | 0.09120”! 0.17120”| 0.8800” 0.591)”| 0.8400”) 1.1501”| 1.500)”| 2.3420” 
 8%” | 0.250” 0.5200”) 0.770’”| 0.99120” 1.5100”! | 0.08C0”| 0.1620” 0.85L0””| 0.5500” 0.79120”) 1.0900”| 1.4210”| 2.2000” 
 9” | 0.2400”) 0.500”) 0.7301”! 0.9820”) 1.48100” | 0.08L0”| 0.1511’) 0.3300” 0.5200”) 0.7520””| 1.02120”) 1.3300”| 2.0801” 
 944” | 0.2300”) 0.4700” 0.6910” 0.88100” 1.3501”) | 0 0810”) 0.1410”! 0.8210”| 0.4910”) 0.7100”) 0.9700” 1.2600”) 1.970” 
 10” | 0.220” 0.44120” 0.6620” 0.8400”) 1.28120” | 0.0700””| 0.13 1”) 0.300” 0.4700”} 0.6720” 0.9220”) 1.2000” 1.8700” 
 11” | 0.200”) 0.4000” 0.6000”) 0.7600”| 1.1700” | 0.0700”) 0.1220”) 0.2720” 0.4820” 0.6120” 0.8420”) 1.0920”) 1.7000” 
 
 12” | 0.180”| 0.370” 0.550)” 0.700)” 1.0702)” pve 0.1120”|.0.2520” 0.3920” 0.5620”) 0.770”) 1.00200”| 1.5600” 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 163 
 

 
 
 
 
 
 
 
 The accompanying curves give a means of readily figuring the 
 ultimate resisting moment of a beam reinforced with a certain ratio of 
 reinforcement, and at the same time gives the unit stress on the 
 extreme fiber in compression, and the unit stress in the steel. An 
 example will illustrate: 
 
 Find the ultimate strength of a beam, 1:2:5 conerete, when 
 p = .0101. From the curve M,. = 480d’, s = 55000 and f = 2500. 
 Should the beam be over reinforced, the unit stress in the steel will 
 be less than 55000. 
 
 Taking p = .01418, AM, 
 
 
 
 
 
 = 597d’, while s = 50000. 
 
 For convenience, tables have been prepared which give the ulti- 
 mate moment of resistance of beams 12 inches wide, of varying 
 heights, and reinforced as stated. 
 
 
 
 164 
 
 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ROCK CONCRETE; 1:3:6 MIX. 
 ULTIMATE RESISTING MOMENT OF REINFORCED CONCRETE BEAMS, 12” WIDE; 
 VARIOUS PERCENTAGES OF METAL. 
 ga| 624 | se5 | ga5 | 624 | ge4 | gags | €B3 | ges | gBS 
 cll ses | see | ses oes s2e]/ ase | sez | tee | sea 
 SG) 385 | MSh | 485 es mee); ess | Rae) eee | eg 
 Bist. eed ee i Coe | ss | Sats 27 | SS || 2S || =F | 
 Weep) Ee) = Io iat) S72 pecielae ello a yO pe eke) pai lhe) 
 
 oe Fe re ne oe eS pet |) Relates, oS re 
 
 4” 18000 34000 50000 58000 61000 65000 70000 73000 76000 
 a 28 54 78 91 95 102 109 114 120 
 Gu 40 77 113 131 137 146 157 164 172 
 ts 55 105 154 179 186 200 214 24 234 
 ie! 72 137 201 234 244 260 278 292 306 
 ye 91 174 254 296 308 330 352 370 387 
 LOM 113 215 314 | 365 381 407 435 468 478 
 elk! 136 260 380 442 461 493 527 553 579 
 i PAE 162 309 452 526 548 586 627 658 689 
 13” 190 363 5381 618 644 688 736 T12 809 
 14” 221 421 615 716 | 746 798 854 895 938 
 15! 253 484 706 822 857 916 980 1028 1075 
 16” 288 550 804 935 | 975 1043 1114 1170 1225 
 17/ 325 621 907 1056 1101 1177 1258 1320 1382 
 18” 365 | 696 | 1018 | 1184 | 1235 1320 1410 1480 1550 
 19” 406 775 1135 1318 1375 1471 1571 1648 | 1725 
 20’ 451 | 860 1256 1462 1524 1629 1741 1827 1915 
 2277 545 1040 1520 1770 1844 | 1972 2108 2212 | 2316 
 24” 649 1238 | 1810 2103 | 2195 2347 2508 2630 2555 
 
 UNIT STRESS IN STEEL AT ULTIMATE LOAD. 
 
 S= | 55000 | 55000 | = 55000 55000 || 51000 | 44000 | 385000 | 34000 30000 
 
 UNIT STRESS ON EXTREME FIBRE IN COMPRESSION AT ULTIMATE LOAD. 
 t= | 41175 | 1580 | 1880 2000 || 2000 | 2000 | 2000 | 2000 2000 | 
 
 
 
 
 
 
 
 
 
 
 
 165 
 

 
 
 
 ROCK CONCRETE; 1:2:5 MIX. 
 ULTIMATE RESISTING MOMENT OF REINFORCED CONCRETE BEAMS, 12” WIDE; 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 VARIOUS PERCENTAGES OF METAL. 
 re en ir pecs Ieee (ae ey een ee 
 S¢| 225 | $32 | $23 | 223 | 228 || S28 | S22 | S22 | Ses 
 Selma g | MSe | men aes Sas maeB lames | M58 | Hee 
 asi eS | ser | sei |] sei 2 | Be a Se Se wll ae 
 Agel = lol i .o | eros ss iio S70 3, Oe eo | Salon lis peo 
 sus sos sos Bish ios a aoe aos aoe 
 a 35000 51000 66000 81000 88000 || 93000 97000 109000 112000 
 Di 55 8 103 127 13 145 151 163 176 
 6” 78 114 149 183 200 210 218 235 254 
 Ue 107 155 203 249 272 285 297 320 345 
 Sz 140 203 265 325 355 373 388 418 451 
 Sa ee LT 257 335 412 450 472 491 530 571 
 10” 218 | 318 414 508 556 583 606 654 705 
 ible 265 | 385 501 615 672 705 734 791 852 
 elo lb | 458 596 732 799 840 873 942 1014 
 } seit 370 537 700 859 938 985 1025 1105 1192 
 14” 428 622 812 997 1088 1143 1188 1282 1382 
 15/ouaiee 492 715 932 1144 1249 1312 1365 1472 1586 
 16” 560 | 813 1060 1301 1421 1493 1553 1675 1805 
 17” | 632 ee oles 1196 1469 1604 1685 1752 1890 2035 
 18” | 1708 1029 1541 1646 1798 1890 1965 2120 2282 
 19” 790 ees: 1495 1835 2005 2105 2189 2360 2542 
 20) eae ScD 1271 1656 2037 2220 2332 2425 2615 2818 
 || * 22 1058 1537 2004 2460 2687 2823 2938 3165 3410 
 24” 1259 18380 2385 2922 3196 3360 3494 3765 4055 
 UNIT STRESS IN STEEL AT ULTIMATE LOAD. 
 | Ssis 55000 55000 | 55000 | 55000 || 55000 || 49000 | 45000 37000 30000 
 UNIT STRESS ON EXTREME FIBRE IN COMPRESSION AT ULTIMATE LOAD. 
 | f= | 1700 | 2080 | 2360 | 2600 || 2700 | 2700 | 2700 | 2700 | 2700 
 
 
 
 
 
 166 
 

 
 
 
 
 
 The formule as developed are not readily adapted to the solution 
 of the general case, in which f and p are fixed, unless the correspond- 
 ing sis known. Curves have accordingly been drawn from which the 
 value of s may be obtained, and the value substituted in the formule 
 for solution. 
 
 Example: A beam of 1:3:6 conerete has a ratio of reinforce- 
 ment of .01. What stress in the steel will be required to develop 
 1,400 pounds per square inch extreme fiber stress in the concrete? On 
 table page 168 read from left to right until vertical marked 0.01 is 
 reached, then upwards until curve, f=1400, is intersected, from which 
 it is found that s=28750; similarly for any other case. 
 
 It is to be noted that a .7% reinforcement of steel with an elastic 
 limit of 30,000 pounds per square inch will develop less than 3 of the 
 full strength of conerete in compression. 
 
 
 
 167 
 
 
 
 
 
TRADE MARK 
 
 
 
 
 
 a 
 
 
 
 DAR 
 
 
 
 
 
 
 
 
 
 AIN. 
 E BEAM 
 
 f bd. | 
 
 
 
 
 RESSES TO PRODUCE CE 
 FIBRE STRESSES IN CONCRET. 
 
 
 
 
 
 
 
 
 
 
 
 JOR Webb, Habeten MS 
 oT 
 
 
 
 
 
 
 3 
 
 8 
 
 8 
 ohew= 
 $e aul 
 
 nE3§ 
 
 
 
 
 
 
 
 
 
 
 = 
 oT 
 
 
 
 
 
 
 
 qe i a 
 
 ‘RATIO KEWFORCEMENT "Diba, 2 oe a a a 
 
 
 
 QO coompinere paren 
 
 
 
 8 
 
 168 
 
(THE curves on pages 168 and 169 are not intended 
 for use in designing, but are merely incorporated 
 ‘1 the discussion to make it more complete mathe- 
 matically. 
 A careful study of the foregoing discussion 1s 
 
 absolutely necessary for the correct interpretation of 
 these curves. 
 
a) 
 
 2 
 
 ia 
 {e 
 
 — 
 
 GOwONITS PAPER 
 
 
 
 169 
 
 
 

 
 
 
 
 
 
 
 
 
 ‘ RA 110 Gr REMFORCEMENT | 0 bd-p. 
 g5000 ets 
 ae ea} 
 [ees ee 
 
 
 
 O00: 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 THE FORMULA , 
 Mo= eh FOR DIFFERENT RATIOS of 
 
 
 
 
 
 
 
 
 
 
 
 REINFORCEMENT. 
 
 ewer 
 | 
 
 
 
 
 TOF? 
 
 
 
 
 
 yecniric RATIO 
 
 
 
 
 
 PM 
 
 ee ,, RATIO OF REINFORCEMENT To 38 bd “p. 
 
 
 
 
 170 
 

 
 
 
 
 
 
 
 
 
 
 eo Sat 
 
 Satieernniea 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 awit STRESS ‘IN i EXTREM i 'FIB 
 
 “ cunve 51 a 
 ULTIMATE LOAD , FoR DIFFERENT. aaa 
 
 COMPRE SSION, 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 "CURVE GIVING A Ko re he FORMULA, Mo= aaeee 
 : FOR OMFFEREWT RATIOS OF Hogboulahe 
 
 
 
 
 
 eo 
 
 Daa 
 
 3 
 
 a : 
 
 
 
 
 
 
 
 
 Is. 
 
 8 
 cal es 
 
 Wes! 
 
 Oye wal 
 ICIENT OF 
 
 
 
 EFF 
 
 
 
 
 
 
 

 
 
 
 REINFORCED CONCRETE BEAMS OF CIRCULAR 
 OR ANNULAR SECTIONS 
 
 It is hoped that the following analysis and formule will be found 
 useful in the design of chimneys, or to obtain the resisting moments 
 of circular or annular sections. 
 
 In order to simplify the equations, the value of concrete in ten- 
 sion is neglected, and the modulus of elasticity of concrete is consid- 
 ered constant; these assumptions are justified on the ground that the 
 results are sufficiently accurate for all practical purposes. Since the 
 formule are meant to be used for working values of the stresses, the 
 parabola representing the stress strain diagram will practically coin- 
 cide with the tangent representing the initial modulus. Also, had the 
 tension in the conerete been considered, which has a high value at 
 working stresses, the per cent of steel so determined would have been 
 very small and entirely inadequate to develop the compressive strength 
 of the concrete at ultimate loading, when the effect of the tension on 
 the concrete in resisting flexure is practically nil. By neglecting the 
 tension, the factor of safety is made somewhat proportional to the 
 working values chosen. 
 
 In addition to the above, the usual beam formule assumptions 
 are made, such as invariability of plane sections, absence of initial 
 stress, ete. 
 
 
 
 
 

 
 
 
 CIRCULAR PLEATS 
 
 
 
 
 
 
 
 
 
 
 
 
 
 S7G./. We VE TG. 
 
 Section of Beam. Stress Diagram. Strain Diagram. 
 
 
 
 173 
 

 
 
 
 
 
 
 
 Let figure (1) represent a cireular section in which the steel is 
 considered as a continuous shell of thickness ¢, and the neutral axis 
 is at a distance A above the center of the section. 
 
 Let R=Radial distance to outside of beam. 
 r=Radial distance to center of reinforcement. 
 /.=Extreme fibre stress in conerete. 
 f,—=Maximum stress in steel in tension. 
 yi=Distance from neutral axis to extreme fiber in compression. 
 yo=2R—. 
 ys—Distance from neutral axis to maximum stress in steel. 
 Ys=21T— Ya. 
 f=Stress at any point. 
 9—Are corresponding to ordinate y. 
 $=Are corresponding to ordinate 4. 
 
 Any elemental area parallel to the neutral axis can be expressed 
 
 by ldy, where =V ey If modulus is constant it follows that 
 
 Mad ipo tical gy Aitnds eee ee ee (22) 
 
 
 
 174 
 
 
 

 
 
 
 
 
 Elemental force = fldy = (y—A) (Ry?) ay, 
 1 
 (23) 
 
 
 
 AY 
 9) R Ee 
 al i y (Rey?) ?ay—a (R’—y’) iy| 
 Yi A A 
 Integrating and substituting limits 
 __2fe Seth ies AY 2 22 Lie 1 5 
 P.= 7 Ee A*) 4 Asta 5 (R°—a°)" + 5 Sin” pI (24) 
 
 If m=hky and m+y=2R 
 deed 
 
 4 Balt peel k= 
 UI 1k R+A 
 
 
 
 
 
 Then y= ye 
 
 
 
 175 
 

 
 
 
 
 
 
 
 By substitution and reduction the total force in compression 
 reduces to 
 
 OWE PLease a ec $ 1— a ieaae 3 
 | emer s| Sahn) m+) aa atae9) a (4) 
 
 As the expression inside the brackets is a constant for any value 
 k, equation (A) reduces to the form 
 
 
 
 P= Re 
 
 | The moment of this foree P. about the neutral axis can be found 
 by multiplying the elemental area by its lever arm (yA) and 
 integrating: 
 
 Elemental moment 
 
 dm=tldy(y—4) = : (GEA ea?) ay ee (25) 
 G1 
 
 
 
 
 
 
 
 
 
 176 
 

 
 
 
 By expansion 
 
 >) R eee so ae : 
 ed | y (R’—y’) Pay—23 fy (hy) bay + 
 nly A A 
 
 Integrating and substituting limits. 
 
 Pf. R2 Es ve lbe 
 wnt) Ea 
 
 20°-+13 €)| 
 
 32 2 
 AG cess a4 
 
 — 
 rca 
 ne 
 
 Substituting Voy Rk, (Gt 
 
 
 
 Aid 
 
 
 
 
 

 
 We have for the value of the moment of the force P. about the 
 neutral axis 
 
 
 
 
 
 Memtetel [OBA POK (i RU ee ee 
 Sma Cleer) 4 Ae) heme |e) 
 4 
 (1—k) k* F )]). =e 2 
 Oa Pay +2415") ‘ip Die Sa Mk tal ne (B) 
 
 Which for a definite value of k reduces to the form 
 ie Cepre 
 
 To find similar expressions for the steel, it will be found con- 
 venient to ‘express the area element by trdé. Referring again to 
 the figure 
 
 
 
 , y=R sin 6, and —_— Nits) 
 Y4 
 A 
 Element of forve=(4 )iatrav 
 Y4 | 
 
 
 
 
 
 
 

 
 
 
 Total foree 
 
 __ 2ftr 
 
 
 
 rae and substituting limits: 
 
 P= rT reosp-a (5 | Ce Be ae oe (29) 
 
 aD 
 ~ I+hk 
 
 from which it follows that the total force of tension in the steel is 
 
 P.=fet ofan” ou (j-"h) n(5 +sin4 5) | ee Pg ae (C) 
 
 or Cater: 
 
 
 
 
 
 179 
 

 
 
 
 
 
 To find the moment, multiply area element by its distance 
 from neutral axis (y+4.) 
 
 (y+)? 
 dms=?f WA UG. tet oo ely A eae ieey ee ae ee (30) 
 M2. 5 (ray ftrde z..a fo ee ee ee ee (31) 
 
 —8 
 
 Integrating and substituting lmits— 
 B sme) T 
 itp ne (=+ : +2arcoss +a? oa Pr 6 3 (32) 
 Ya At DP 
 Substituting for 4 and rohenee terms 
 fetr? Fines el —K ered asl 
 Wea es ; 3k (1—k 
 : arn ate aul p+ OB |) 
 which for any given value of k reduces to the form 
 
 Me= Oaftr? 
 
 
 
 
 
 180 
 
 
 

 
 
 
 Assigning values to f. and f, will determine the resisting moment, 
 : Opies : s : , 
 since ees will loeate the neutral axis and equating P to Fs will 
 4 “sg 
 determine the thickness ¢ of the steel shell or the percentage of the 
 reinforcement. The resisting moment is the sum of MM. and Ms; for 
 the proper values of fk. 
 
 Example: The resisting moment of a 20” circular beam is required. 
 Allowable fiber stress in the conerete 700 lbs. per sq. in., assuming a 
 class of concrete in which the corresponding deformation 7-=.00026; 
 and that the modulus of the steel is 29,000,000, we have 
 
 Meso mi olawe that 478 
 ys —.OO055 
 
 yA, ah. 73r 
 
 ya rt a? 1+.473 
 
 R=10", r=8” A=4.21” 
 
 ke= ne =.408 a= ae =31 
 
 
 
 181 
 
 
 

 
 
 
 From table 4.=.408, P.==.31l/.R’ and for k,=.31, Fs=2.81f.tr, 
 P.=P, then .31f. R’=2.81f.tr, from which t=.06, or 4” corr. bars 4’ 
 cts. may be used. 
 
 Resisting Moment. 
 
 
 
 From table for'k.=.408, M-=:106f.R’, for Ke==.31, Ms=3.05fstr’. 
 M:=M.+ Mz, or, 0.106/,R?+3.05f.t7°=261700, or practically 262,000 
 in lbs. 
 
 Resisting moment of an annular section is obtained by subtract- 
 ing the values of P. and M, for the inner circle from those of the 
 outer. Care being taken to use the proper values of k. 
 
 ley Ad 
 
 Example: The outside diam. of a chimney is 7-0, inside diam. 
 5'-0 ft., determine resisting moment and reinforcement for f-—=700 lbs. 
 and f<=16,000 lbs. i410 30 
 
 
 
 
 
 
 
 
 
 182 
 

 
 
 
 
 
 As in the previous example ye from which 
 Y4 
 42—.473 X40 
 
 
 
 
 
 eee : LT ” 
 Teo wae 
 4215.7 
 
 Se 4915.7 .456; Corresponding P.=.347fa. Ry 
 30—15.7 
 
 po === : ny TO — 99Ef  p2 
 
 kro 30415 7 .81; Corresponding P.=.228feRes 
 30 
 
 hoo= 
 
 
 
 mo) < 700=500 Ibs. per square inch. 
 
 Total foree in compression becomes 
 
 347 fakY— 228 fe2Rn® =8325,800 lbs. 
 
 + — i, —9 4! : 
 
 k= 404.15 7 OTe 
 
 Total tension equals total compression .°. 325,800=2.43f;tr or 
 t=.21, or &” bars 4” ets. may be used. 
 
 Resisting moment. 
 
 Ma=.128fak:*=6,630,000 in Ibs. 
 
 Ma=.065f.2Re—=877,500 in lbs. 
 
 M.=2.63f,tr°=14,180,000 in lbs. 
 
 Mr=6,630,000—877 ,500-+14,130,000=19,882,000 in lbs. 
 
 
 
 
 
 183 
 

 
 
 
 
 
 This resisting moment is probably very much larger than would 
 be required for such a stack, consequently the thickness of the con- 
 crete and the amount of reinforcement should be reduced until the 
 resisting moment so obtained equals the external bending moment. 
 
 TABLE OF CONSTANTS FOR EQUATIONS A, B, C AND D FOR VARIOUS 
 
 VALUES OF k. 
 
 
 
 
 
 
 
 
 
 Ca 
 
 0.224 
 
 .265 
 
 
 
 
 
 Cy Pe ee Ge 
 | 0.061 2.592 3.082 
 082 2.531 2.902 
 104 2.473 2.740 
 124 2.420 2.591 
 149 2.370 2.425 
 196 2.279 2.222 
 246 2.198 2.023 
 296 2.125 1.850 
 345 2.060 1.700 
 393 | 2.000 1.571. 
 
 
 
 
 
 
 
 
 

 
 
 
 TEE-SHAPED BEAMS 
 
 
 
 LOCATION OF NEUTRAL AXIS. 
 
 Tee-shaped beams will be discussed only for the conditions existing at 
 ultimate loading; the percentage of metal being such that the ultimate unit 
 stresses in the concrete and steel are reached at the same time. 
 
 The tensional value of the concrete has been neglected. 
 
 In beams of Tee section y: is the same as for rectangular sections inas- 
 much as the position of the neutral axis is determined by the relative values 
 of maximum compressibility of the conerete and extensibility of the steel 
 inside the elastic limit or by the ratio of 4<” and As. 
 
 We then have as before, 
 
 4 ea UE s/o (33) 
 i Ft Este Meiicaldaiin nieaa cle sie viele e sineie cals sislalsleeivivie vvicle dere) leavicsiseiasinns sie ebebesea\aia mie ™ seis e 
 
 
 
 
 

 
 
 
 
 
 VALUES OF b; AND t. 
 Let Sy=Total shear in pounds along the two vertical planes of attach- 
 ment between the wings and beam; 
 Sn=Total shear in pounds along the horizontal plane of attach- 
 ment between the rib and floor plate; 
 —=Maximum shearing strength of conerete in pounds per square 
 inch: 
 
 Y1 
 l=Lenegth of span in feet; 
 P:=Total compression in pounds at maximum load between neu- 
 tral axis and underside of floor plate; 
 P-=Total compression in pounds in flange at maximum load. 
 
 All other functions as shown on eut, and in inches. 
 There are three methods of failure above the neutral axis: 
 1. By compression in the flange; 
 
 2. By deficiency in Sy owing to smallness of ¢; 
 
 3. By deficiency in Sp owing to smallness of 0. 
 
 
 
 186 
 
 
 
ae 
 
 
 
 
 
 It would be desirable to have equal strength in all these directions, but this is 
 not always possible, owing to other considerations. Where it is possible we have, 
 
 PO eS IN ee oars foc cae ccctetneerancnecoc tale c seen desea 4adeserers-sonacpuasbteskealssecsne=n: (34) 
 MATES OL eee eee ea ede e ate ccna cs csusedesGescrensenetss snes -cronsessniaceractacsaeseasee (35) 
 Sutil MMR eee OLO eae crate hecua tater at etotecnenspsaucndassieesnsvavermasos tenses vanecaetticreny veedeed (36) 
 
 The shearing stress is a maximum at the ends and for uniformly loaded 
 beam varies uniformly to zero at the center. The value Sy may be increased 
 about 50 per cent, owing to the metal reinforcement in the underside of floor plate 
 which is always present in these designs, and placed in a direction at right angles 
 to the tee beam. If vertical shear bars were used the same increase could be 
 made in Sn, but ordinarily these would not be used, so we will not separately dis- 
 cuss this condition. Equation (36) then becomes 
 
 Ba OEB Ecole cs cata eece cite saserasrmestes secoesecin erbenecaaceiepenaccsuaecerts reses nase SV) 
 
 To get an expression for Pc”. We replace the stress strain diagram by a 
 parabola with its vertex on the top of the beam, and coinciding with the stress 
 strain diagram at this point and at the neutral axis; the area included by this 
 parabola will closely approximate the actual stress strain area. By using this 
 area we simplify the mathematics and get results sufficiently accurate for the 
 tee beam discussion. We can then write 
 
 i} 
 Pex (24K 8—BR®) felriyevsecesescceee ssscssenssnssannns sannennnnnnsceseseeeeceees (38) 
 
 
 
 
 
 187 
 
 
 
 
 
 
 
 
 RS 
 wo MS, 
 
 a oh) 
 

 
 
 
 This is on the assumption that the outer ends of the wings would be just as 
 heavily stressed as the portion next to the beam. This would not be the ease. 
 the stress varying according to the ordinates to a parabola from zero at the outer 
 ends to a maximum at the beam, and we should, therefore, multiply the above 
 value by 7g. The portion of this width over the beam itself would not be subject 
 to this modification, but there are other influences tending to offset this, so that 
 the above is sufficiently correct. 
 
 . 
 = 
 
 Then tay (2 KFS) F601 set coevnacts Geeta en Cees tae en (39) 
 
 aes Was Hed OU F 
 From (35) and (37) we see that if ¢ is not less than 3” failure will not oceur 
 v9 
 along the vertical sides of beam where wings attach. Now we will assume at 
 once that ¢ will not be allowed to have a value less than this. This leaves us to 
 consider the relation between Pe” and Sh only. We then have from (35) and 
 
 
 
 (39) s 
 Bbol=p (24+ K3—3K*) feb: from which 
 27bal 
 i a1 GO Tal ab or ML Wh 7a tr ea OS DUN GooUa agp cauarnpooaGuncaboannaciacede mocden dasadensasr a 
 OS (DA aees Raney, (40) 
 The theoretical relation between o and fe is 
 f ? , : 
 rr Stang S&e Johnson’s Materials of Construction, [Ope a iceceebeerice (41) 
 
 where @ is the angle made by the plane of rupture on a compression specimen 
 of moderate length with a plane at right angles to the direction of stress. 
 
 
 
 
 
 
 

 
 
 
 For concrete this angle is about 60°, hence 
 
 
 
 
 
 But this value is high in view of the liability of concrete to crack, 
 and we recommend that twice the strength be provided in the shearing 
 values on this basis that is used in compression. 
 
 We would then have Sn=2P” or 
 
 ee LS 
  4(24+K*—8K’) fey 
 
 we have with sufficient accuracy, 
 
 92 
 peta. SUL IER Ars eee eae (43) 
 
 (2+ K°*—3K’) 
 
 We will now insert this value in (39) and proceed to obtain the 
 moment of resistance. At times the above value of 0: would be greater 
 than the spacing of the beams, in which case the latter distance would 
 be used for the value of }; in (39) and the other values worked over on 
 this basis. 
 
 
 
 and substituting the value of 
 
 
 
 189 
 
 
 

 
 
 
 
 
 From (39) and 43) then we have, 
 
 Py'= = H,1 fae Scoot ce ee Tapa cad ee Re sac gem see (44) 
 
 also Ps ==fogihc (1s Kk) Uae ee ee (45) 
 Thettl.=—. ba = jebl-+ fot K2(1 SK) Diceert hs eRe ee (46) 
 Pi Fok is eh (47) 
 
 But iP Po hae ee ee ee (48) 
 
 From which 
 
 q= al 3 bl+fyK (1— 4x0 | ieee eee ee a (49) 
 Mo=P.'3 Ky + Pe nT EM py ii Medea ate lioe (50) 
 
 Problem: Required the size of Tee-shaped beam necessary to 
 carry a total ultimate load of 600 pounds per square foot on a span of 
 
 32 feet, ribs to be 9 feet apart. 
 
 2x9x600x102 
 Then Me asd eee 022=8, 300,000 inch pounds. 
 
 
 
 
 
 190 
 
 
 
rR 
 
 5S 
 SS 
 tS 
 
 ey 
 
 2 3 
 
 
 
 
 
 
 
 For this spacing of beams the floor slab should be 4” thick. We 
 will assume d=20"=y1+ y. 
 Using good rock or gravel concrete, we have from (14) 
 
 i—.433 X 20=8.66' ; and y=11.34 
 see 0Oey Deere 
 = 8 66 Oo" and K*=.289 
 Po =teayK’ (1—4K) b=2700 X 8.66 X .289 X .82b—= 55000 
 
 
 
 P,'= # jcbl= =X 270032 =38400D 
 
 P.=P,=Ps' + Pe" =43900b 
 —43900__ 
 
 ~ 55000 | 
 uM © oa laa il K 
 Mo=Pe X$ Kit Pe ( is Jn Pa | 
 
 =5500 X 3X 4.66b-+38400 X .769 X 8.66b+43900 X 11.3845 
 =17200b+ 256000b+498000b 
 =771200b 
 
 
 
 Then 8b 
 
 
 
 
 
 
 
 191 
 

 
 
 
 
 
 from which 
 
 
 
 __8,300,000__1,) gr 
 Gabi 
 Substituting in (43) we have 
 2b1 ty nf yt 
 — Kew -==62 SS) —? . 
 
 (2+ K°—3K’) 9 
 
 As this value of };, which we have used in determining the value 
 of P.”, is less than the spacing of the beams, we may use the beam 
 b 
 3° 
 
 From the foregoing we derive the following relations for a good 
 erade of rock or gravel, 1:2:5 Portland cement concrete, where f= 
 2700; H.=2,800,000; Hs==29,000,000; F=55000. 
 
 P=2700 y:K?(1—4K) b 
 
 Pe 12000) 
 (aches 
 
 55000 
 
 Z t : < : 
 Mo=Pé Cetin) + Pe! (a5 =ultimate moment of resistance 1n 
 
 as determined. It will be noted that ¢ is greater than 
 
 and q= —=number of square inches of metal required in rib. 
 
 inch pounds. 
 
 
 
 
 
 
 

 
 
 
 All measures of length in inches except 7, the length of span, 
 which is in feet. 
 
 The value of ¢ must be greater than one-third of 0. 
 The value of }; represents the maximum width of flange that can 
 be utilized in figuring the strength of the Tee, and its value is: 
 2b1 
 (2+ K°—3K’) x 
 the distance between the ribs, the above formule and the tables cannot 
 
 be used, and a value of d will have to be chosen that will keep th 
 within its limit. 
 
 
 
 b= Where this value of 1, exceeds materially 
 
 
 
 193 
 
 
 
 
 

 
 
 
 TABLE FOR THE DESIGN OF TEE BEAMS. 
 
 
 
 
 
 Area of Steel 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 d yl y2 K ke ks Ultimate Moment | bi 
 
 10 | 4.88 5.67 .076 .0058 -0005 b(.0012+-.0218 1) b( = 390+ 9600 1) 2338 bl. 
 11 4.76 | 6.24 .160 .0256 -0041 b(.0056+-.0218 1) b( 2100+10800 1) .218 bl. 
 12 5.200) 6.80 231 0534 .0128 b(.0126+.0218 1) b( 5270+12000 1) 208 bl. 
 13 5.63 7.37 .289 .0835 .0241 b(.0208+.0218 1) b( 9720+18200 1) -200 bl. 
 14 6.06 7.94 3840 1156 0898 b(.0805+.0218 1) b( 15600+14400 1) .195 bl. 
 15 6.50 8.50 3885 .1482 .0571 b(.0412+.0218 1) b( 23100415600 1) .191 bl. 
 17 7.37 9.63 .458 .2098 .0961 b (.0642+-.0218 1) b( 41900+18000 1) 185 bl. 
 19 8.23 10.77 .513 2631 .1350 b(.0881+-.0218 1) b( 65450+20400 1) 181 bl. 
 12 5.20 6.80 038 -0014 -0001 b(.0003+.0218 1) b( = 185+11400 1) .192 bl. 
 13 5.63 7.37 112 .0125 .0014 b(.0033+.0218 1) b( 1425+12600 1) .180 bl. 
 14 6.06 7.94 175 -0306 -0054 b(.0086+.0218 1) b( 4080+13800 1) 172 bl. 
 15 6.50 8.50 .231 .0534 -0128 b(.0157+.0218 1) b( 8230+15000 1) .167 bl. 
 16 6.93 9.07 219 .0778 .0217 b(.0240+.0218 1) b( 13680+16200 1) .162 bl. 
 18 7.80 10.20 359 1288 .0463 b(.04344-.0218 1) b( 28800+18600 1) .155 bl. 
 20 8.66 11.34 423 .1789 0757 b(.0653+.0218 1) b( 49500+21000 1) 150 bl. 
 22 | 9.53 12.47 475 .2256 1072 b(.0891+.0218 1) b( 76000-+-23400 1) 147 pl. 
 15 6.50 8.50 .077 -0059 .0005 b(.0018+.0218 1) b( —-885+14400 1) 155 bl. 
 16 6.93 9.07 184 .0179 -0024 b(.0058+-.0218 1) b( 3100415600 1) 148 bl. 
 18 7.80 10.20 .231 -0534 .0123 b(.0189+-.0218 1) b( 11850+18000 1) 139 bl. 
 20 | 8.66 11.34 807 .0943 .0289 b(.0360+-.0218 1) b( 25959+20400 1) Absa ol 
 22 | 9.58 12.47 3870 1369 -0506 b(.0561+-.0218 1) b( 45800+22800 1) 129 bl. 
 24 | 10.40 13.60 -423 .1789 .0757 b(.0785+.0218 1) b( 71400+25200 1) 125 bl. 
 26 | 11.26 14.74 467 .2180 .1018 b(.1015+.0218 1) b (102000+-27600 1) si23 DLs 
 28 | 12.15 15.85 507 -2570 13038 b(.1275+.0218 1) b(140000+80000 1) 121 bl. 
 
 
 
 Note—The value of t must be greater than 3b and there must be metal reinforcement in slab at right angles to beam. 
 
 
 
 194 
 
 
 

 
 Gisiits: 
 
 
 
 
 
 
 
 
 
 
 SHEAR IN REINFORCED CONCRETE BEAMS 
 
 Let M,=moment of resistance in inch pounds at 12” from end of beam 
 carrying its ultimate load. 
 M,=ultimate moment of resistance in inch pounds at center. 
 l=span of beam in feet. 
 4>=elongation per inch at the plane of the metal, at section 12” from end. 
 b=width of beam in inches. 
 o=—ultimate shearing strength of the conerete, about one-fourth the 
 ultimate compressive strength. 
 Other functions as shown on pages 153 and 154. 
 
 
 
 
 
 
 
 
 
 Then M\= z My for WNnfoOrMly lOAdSA. DOAM.......-.c20ss.ceacegeeecnr-anoeroe ssssosses (1) 
 M, 
 PS NESE NORTE PREC 0 aes renee arcsec see (2) 
 3Y> 3 d 
 ), Es ab : 
 b 2—hy 2 Fr PYD ocecccrencvecccccccccccsccccseesecss seeesseccccces cocccscseresccocosces 3} 
 y= bys? + jee (3) | 
 YN Yoo nnnereereceens cennecenscecnscccnceccnseecencesenenes seeeeaaneceone seen seeeuacesees (4) | 
 T Ay 2 
 jee Z TS Ek ad ed ce eo ee nee ee eee (5) 
 
 
 
 After designing the beam by the beam formule, pages (159) and (160) - 
 
 yityo, He, Es, and b are known. From (1) we obtain M, and from (3) and (4) 
 y, and yo. From (2) will be obtained 42, which inserted in (5) will give the pull 
 
 
 
 195 
 

 
 
 
 
 
 in the bars which has to be absorbed by shearing stress in the concrete over 
 an area=12b. As it is desirable to take twice the factor of safety in shear that 
 is taken in bending, Ps should not exceed 6bc, where ¢ is taken at one-fourth 
 the compressive strength of the concrete. 
 
 If beams are loaded at two points some distance apart the maximum shear- 
 ing stress is likely to be of a very different character. The bending moment 
 being uniform between the loading points, the first cracks on the tension 
 flange are as apt to occur under one of the loads as in the middle, and this will 
 greatly reduce the strength of the anchorage of the ends of the bars repre- 
 sented by the shearing resistance of the concrete along the plane just above 
 the metal between the crack and the end of the beam. This is especially true, 
 as the maximum shearing stress along this plane is likely to be double the 
 average stress. In such cases, as also in cases of uniform load where the 
 shear exceeds the limits above given, the bars should be bent up at the ends, 
 as shown in Figs. (1) and (2). 
 
 
 
 
 
 196 
 
 
 

 
 
 
 
 
 
 
 
 FLOOR PANELS 
 
 The foregoing discussion applies to beams on knife edge supports. 
 Rectangular beams when incorporated in floor panels will have just about 
 twice the capacity given by the formula, and the following tables, I to 
 VI, are made on this basis. 
 
 To give a scientific discussion of this is almost impossible. It is a 
 matter of actual practical experience. We can, however, see that it is 
 reasonable to expect about such an increase. The haunches built down 
 upon the lower flange of the supporting beams give a continuous girder 
 action such as reduces the external bending moment one-third. Also 
 the floor in adjacent panels produces an interior arching action, increas- 
 ing the area of this compressive stress diagram about one-third, the effect 
 of the two being to double the moment of resistance. 
 
 If the beam does not have the haunches projecting below as de- 
 seribed, but is itself the full depth throughout, then we would add one- 
 third only to the value of the moment of resistance. 
 
 Beams of Tee shape are not greatly strengthened by incorporation 
 in floor panels, inasmuch as most of the compressive strength comes 
 from the flanges, too high up to be affected by the interior arching 
 action. That is to say, P.” (see page 186) would remain practically the 
 same and P.’ would be increased probably 50 per cent. But the latter 
 is usually so small as to make this increase of little value. 
 
 
 
 197 
 
 
 

 
 
 
 TABLE I. 
 
 | GIVING BREAKING LOADS FOR CINDER CONCRETE FLOOR SLABS WITH No. 16GA. 
 | 2%)" MESH EXPANDED METAL IMBEDDED. 
 | 
 | 
 
 U=Uniformly distributed load in pounds per square foot, in addition to dead weight. 
 C=Concentrated load in tons, in middle of slab 12” wide. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 SPAN IN FEET. 
 Thickness Mo”=Floor-Slab 
 of Slab 4 | 5 | 6 7 | 8 | 9 | 10 Moment of Resistance 
 |  ininches. nl rT Tl ae =I Mo 
 | jule|lujc| ujelu eljulc|ulc|ule| 
 | 2 680 0 68 435/0.54|) 30010 45|/....|-...|/o.--|-+- Stal ee oa 16300 
 | 2 _|{106011.06!) 680,0.85]| 470)0.77)) 345|0.61|]... |....|/-...]-+-.]l. 25460 
 | 3 /1360 1 36)| 8701.09 | 605 0.91|| 44510.78|| g4ol0.¢8l/....|....||-..-[.--: 32830 
 | 3% 1640 1.64 1050 1.31,| 7251.09 535,0.94|| 410|0.82} 3250.73 a feet 39240 
 | 4 1900 90/1220 1.52| 845 1.27 620 1 09!) 475,0.95]| 380 0.85) 305 0.76 45700 
 4% 2180.2 18) 1390 1.74) 970|1.45| 710/L 24/| 545 1.09] 4300.97) 350)0.87 52200 
 | 5 2450) 2.45 1560 1.96||1090 1.63, 795) 1.40|) 610/122] 4511.09! 3900.98) 58750 
 | 5% 2740 2.74//1740 2.17/|1210|1 81) 890/1 55 | 680/1 361) 540 1.21] 440/11 09, 65300 
 | 6 (30003 00,1910 239 1880)1.99, 975|1.71|| 750 1.49 590 1.33 480 1.20) 71900 
 | u=e - canoe l=span in feet. 
 
 
 
 
 
 
 
 
 
 198 
 

 
 
 
 TaBLe II: 
 
 
 
 GIVING BREAKING LOADS FOR CINDER CONCRETE FLOOR SLABS WITH No. 10GA. | 
 3” MESH EXPANDED METAL IMBEDDED. 
 
 U=Uniformly distributed load in pounds per square foot, in addition to dead weight. 
 C=Concentrated load in tons, in middle of slab 12” wide. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 SPAN IN FEET. 
 Thickness : | Mo”=Floor-Slab 
 of Slab 4 | 5 6 1 7 8 9 | 10 | Moment of Resistance | 
 in inches. l i l l | =2 Mo 
 u|c Jule} ule] ule] u c}lujcilu co] 
 2 720|0.72)| a60lo.58|| 32010.48| ...|....|)-.-.[.e-ffeee-feceeffeee| eee] 17350 
 2% 1130|1.13]| 730]0.91|! 505)0.76'| 370|0.65))....).--.|Jesee[eees{feeee [ees 27200 
 3 1620/1. 62)|1035/1 29. 720 1.08 525/0.92) 405 0.81 alte Kes Lie 38800 | 
 3% 2140/2. 14|/1370/1.71/| 950/1.42'| 700)1.22!| 535)1.07|| 425/0.95)|... | ..-- | 51300 
 4 2490/2 49}|1595 1.99 1110) 66|| 815/1 42) 620/1.24)| 490\1.11|| 400 1.00] 59800 
 41, 2860|2. 86||1820/2.28, 12701.90,| 930|1.62!) 710/1.42)) 565)1.26)| 455) 1.14), 68300 
 5 3200/3. 20 205012.56 /1430|2.13||1050)1.83) 800/1.60)| 630)1 42)| 510) 1. 28)) 76900 
 5% 3560|3.56||2280 2. 85| 1580/2. 37|/1165/2.03|| 890|1.78)) 705)1 58|| 570)1. 42 85500 
 6 3950|3. 95 |2520 3.14) 1750/2 62|/1280/2. 24 | 980|1.96|| 775|1.74|| 630)1.57 94200 
 U=—o" canoe l=span in feet. 
 
 
 
 
 
 199 
 

 
 GIVING BREAKINGLOADS FOR CINDERCONCRETE FLOOR SLABS, USING 42” SQUARE 
 CORRUGATED STEEL BARS OF SUCH SPACING AS TO MAKE THE SLABS 
 OF EQUAL STRENGTH IN TENSION AND COMPRESSION. 
 
 
 
 TABLE III. 
 
 U=Uniformly distributed load in pounds per square foot, in addition to dead weight. 
 C=Concentrated load in tons, in middle of slab 12” wide. 
 
 
 
 
 
 
 
 
 
 
 
 Thickness of 
 
 
 
 
 
 
 
 =2[Mo or Mo’J 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ae || 2 
 abe SPAN IN FEET. | ae 
 s\ss ; H ateetes 
 CO} peo . —— ._—__—_ ||] fog 
 ales || | os 
 P| | i | 12 13 14 15 se | eget 
 | gi | mS D 
 Sloe|| _ Ig3 
 =| S| u || v | Puc su ule ulellule ° 
 
 = 
 
 314/13 || 390 Peet Webs Sor Ace eh Ralls Re | a 37500 
 4 |11 || 550 > |an 52400 
 414| 914 730 85) L206H) Geedlst sell fee prens lence lta 70000 
 5 | 8'%4]| 930 490 ALO AS2E Soc lenns 89000 
 544] 71%4||1170'2. 620. 5201.56] 445/1.44/) 385]1. 34 112400 
 6 | 7 |/|1390/2 735 615/1.84)| 525/1.71)| 455|1.58)| 395 133000 
 644| 6. ||1770): 935) 790 2.36|| 670 2.18) 580/2 02)| 505 440 170000 
 7 | 514!/2100 1110 935|2.81)| 800|2.59|| 685/2.41/| 600 525/2 ZI 202000 
 74| 5 ||2500 1320 1110 3.34] 945/3.08|| 815|2.86 | 710 625|2 50, 240000 
 
 | 
 N m4 . | 
 U=pey l=span in feet. NOTE—Table is Based on Old Style Bars. 
 
 
 
 200 
 

 
 | 
 | 
 | 
 } 
 | 
 
 TABLE IV. 
 
 GIVING BREAKING LOADS FOR ROCK CONCRETE FLOOR SLABS WITH No. 16GA. 
 
 24%” MESH EXPANDED METAL IMBEDDED. 
 
 U=Uniformly distributed load in pounds per square foot, in addition to dead weight. 
 C=Concentrated load in tons, in middle of slab 12” wide. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 | SPAN IN FEET. 
 Thickness Jee Mo”=Floor-Slab 
 of Slab 4 5 6 | 7 | Seite <9 10 Moment of Resistance 
 in inches. , : ] ] ] =2Mo 
 | U| ey Uy oy uL,oy v c | U cj u)c Ure 
 2 | 930 0.93 595 0.75 415|0.62 Lege e}eain |] orators’ | = 22450 
 / 214 | 1210 1.21 780 0 97. 540/0.81|| 400/0.69||... a malt 29200 
 3 1500 1.50 960 1.20 665/1.00|| 490|0.86|) 375)0.75))... |... 5 36000 
 314 1780 1 78) |1140 1.43) 790|1.19|| 580|1.02)| 445|0.89|| 350/0.79]|....].. 42850 
 4 2070 2.07||1330/1.66 |. 920|1.38)| 675|1.18)| 520/1.03)/ 410)0.92 | 330 0.83 49700 
 41, 2360 2.36 1510 1.89 1050/1.57|| 770|1.35|| 590)1.18), 465 1.05 | 375)0.94 56600 
 5 | 2650 2. 64)| 1690 2.12) |1180/1.76)| 865)1.51 660 1.32)| 520 1.18 425/1.06 63500 
 5, 2930 2.93 1880 2.35 |1300/1.96|| 960)1.67|| 735|1.47|| 580 1.30 470/1.17 70400 
 | 6 | 3220 3.22 2060 2.57 1430|2. 15||1050/1.84)| 810)1.61|) 640 1.43. 520)1. 29 77300 
 We dle es I ee ee ee 
 | u=Ne- c=ho— i=span in feet. 
 
 
 
 201 
 
 
 
 
 

 
 
 
 
 
 st 
 
 TABLE V. 
 
 GIVING BREAKING LOADS FOR ROCK CONCRETE FLOOR SLABS WITH No. 10GA. 
 3” MESH EXPANDED METAL !IMBEDDED. 
 
 U=Uniformly distributed load in pounds per square foot, in addition to dead weight. 
 C=Concentrated load in tons, in middle of slab 12” wide. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 SPAN IN FEET. 
 Thickness 2 sais M Mo”=Floor-Slab 
 ofSlab || 4 5 | 6 7 | 8 | 9 10 Moment of Resistance 
 in inches. SVPCT i ‘ | i 7 mi jl | | | . | 2 Mo 
 Lid (KOMilati buen faa Com liRinismeyl mRimite™ (iat ibLen | bm hte 
 s ! | | | I| | 
 2 1230 1.23, 785.0.98 | 545,0.52, 400 0 70) ol 29500 
 2% 1001.60, 1020 1.28, 710 1.06, 5200.91 400 0.80 | 38100 
 3 1970 1.97, 1260 1.58 $751 32) 645 1.13 | 4950.99 | 3900.88)|....|.... 47400 
 3 2350 2.39 1500 88 1050 1.57 7701.34 590 1.17 | 4651.04 375.0 94 56450 
 4 (2780 2.73 1750 2 18, 1210 1.82 8901.56) 6801.36 540 1.21, 435)1.09 65500 
 4% /8410)3.14/}1990)2.49||1380}2 07, 1010 1.78, 15.1.5 6151.38 4951.24 74700 
 5 3490 3.49 2230 2.79, 1550 2.33 1140 1 99° 875 1.74) 6901.55 )| 560|1.39 83850 
 5M, 3870 8.87 2480 3.10) 1720 2.58 1265,2.21, 970 1 94) 765/1.72)) 620)1.55 93000 
 6 4260 4.26 2740 3.41, 1900 2 co) 1400 2.441070 2.14 840 1.90 | 680 1.71 102200 
 u="o- a t=span in feet. 
 
 
 
 
 
 
 
 
 
 
 

 
 
 
 TaBLE VI. 
 
 GIVING BREAKING LOADS FOR ROCK CONCRETE FLOOR SLABS, USING 1%" SQUARE 
 CORRUGATED STEEL BARS OF SUCH SPACING AS TO MAKE THE SLABS 
 OF EQUAL STRENGTH IN TENSION AND COMPRESSION. 
 
 U=Uniformly distributed load in pounds per square foot, in addition to dead weight. 
 C=Concentrated load in tons, in middle of slab 12” wide. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 2 
 a 0 7) Ss ae 
 3 3|..$ SPAN IN FEET. B82 o 
 ZO ° = oa) gH 
 oe) 2s Tl | | oaag kh 
 Qos c 8.1 9 10 meeai eee 12 13 14 15 16 on 2 
 4 Het als \| Ea 0 
 25\az -— 3 oes 
 Saln& | | | | \| | | So a 
 eg/?giu|ciule| v c |) u | ih gles Aue eas COU Cc iS * 
 | | | | | 
 3'%4| 7 || 775/1.55|| 610|1.38)| 495/1.24|| 410]1.13]]....|....|].-.. eee We See wie Me 74400 
 | | | | | {| | 
 4 |6 |l1070|2.14||-g40l1. 901] 695/41:71|| 565/156!) 475/1.431| 405/1.32)/....1..0 fe. fee lfece feces] 102700 
 | | | || | | 
 | | | | | | | | | | i| \| 
 44 5 ||1480.2.96 '1165/2.63 | 945|2.36)| 7802.15, 6601.97 5601 82) 480 1.69), 4201.58|........), 142000 
 {| | || | | | || || | | | | 
 5 | 4%)/1860/3.73 1470 3.31| 1190|2.98|| 985/2.71,| 830 2.48) 7052.29), 6102.13, 530 1.99 4651.86, 179000 
 } | | | | | | ; | | | 
 5Y% 4 |/2340 4.68 1850 4.16| 1500/3.75 1240 3.40 1040 3.12, 885 2 88 765 2.68 | 665,2.50| 585.2.35)| 225000 
 } \} | \| | | 1 | | | | 
 6 | 3%4||2950 5.90 2330 5.25) /1890|4.74 1560 4 30, 13103.94 1120 3.65) 9653.38 840 3.15 740 2.96 284000 
 \ | | | | | | | || | 
 614| 344) 3250/6. 50 |2560/5.78,|2080/5.20/ 1720 4.72, 1440 4.34 1230 4.00] 1060)3.71 9203.46 810 3.24 311000 
 7. | 3 |)4100/8.24 cee 30| 2630 6. 58||2170 5.98) 1830 5.48 |1560 5.05, 1340 4.70 1170/4 39 10304.12) 39500 
 | | . | | | \] \| 
 714| 3 ||4450 8.88} 9500/7.88 2850/7.10| 2350/6.45 1980.5 92 16805.46 1450 5.08 1260 4.75) 1110 4.44, 426000 
 } } | | 1] 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 _Mo” 
 “1512 °= 50007 
 
 
 
 l=span in feet. NOTE—Table Based on Old Style Bars. 
 
 
 
 2038 
 
 
 
 
 
 
 

 
 
 
 
 
 HIGHWAY CULVERTS 
 
 The following tables, in connection with the reference drawings, 
 are meant to cover highway culverts up to 20’-0” clear span, and with 
 earth fill up to 12-0”. The eulverts have been arranged in three 
 classes, according to the loadings for which they are intended. Class 
 No. 1 is a light highway specification answering the purposes of 
 ordinary county traffic where the heaviest load may be taken, as a 12- 
 ton road roller. Class No. 2 isa heavy highway specification, designed 
 for localities where heavy road rollers, up to 20 tons, and light electric 
 ears, must be provided for. Class No. 3 is a city highway specifica- 
 tion, designed for the heaviest interurban cars and should be used for 
 all city work. These tables have been prepared especially for county 
 engineers (and others interested in highway work), so that a design 
 
 and a close estimate might be quickly made. The quantities of both 
 
 
 
 
 
 204 
 

 
 
 
 steel and concrete required per lineal foot of culvert are given in the 
 tables, and the materials required for the wing walls may be obtained 
 from the reference drawings. The stresses to which the culverts may 
 be subjected have been carefully analyzed and the reinforcement so 
 distributed that a permanent and satisfactory structure is insured. 
 The conerete for this work should be of the best quality of rock or 
 eravel concrete mixed in about the proportion 1:25:5. No crushed 
 rock or gravel should be used for slabs less than 9” thick, that will 
 not pass a #” sereen. The style of culvert to be used at a particular 
 location, whether of the box or open type, will depend upon the con- 
 ditions. For a soft ground, or one of uncertain character, the box 
 type is desirable, but when a substantial foundation may be secured, 
 with little danger from scour, the open culvert may be used. The 
 
 conerete required for baffle walls is not included in tables. 
 
 
 
 
 
 
 

 
 
 TRADE MAW . 
 PP 
 
 
 
 
 
 
 
 
 SOO WAr FP actlastbrllas la fbf) 
 
 SO LQLPTH OF FILL 
 
 CG 
 LYCLLLY ATION i 1a 
 
 AWD SECT/O I to 
 Ne 
 San=$ N ye! 
 
 * 
 y 
 | 
 
 
 
 
 
 
 LENDAULTER NATE BRP IM TOP ARNO 
 BO7TTOlI SLAB AS SHOWN. 
 
 OU TSE COVINWER PEINFORCEPIENT. 
 Zi QC/TUPIONAL BARS 
 
 LIP? BALE LA DIPMETERS 
 
 
 
 
 
 
 
 
 
 
 
 =LLLAPA \+\HEIGH, 
 
 OPNLE LIBRO ON ALS 
 LLN67H=2t+ 14 Ye 
 
 
 
 
 
 
 
 
 NOT OLR 9 FOR EARS iV TOP 
 AWD BOTTO SLABS. THESE 
 LARS ARE SPIE S/ZE AS 
 
 WALL PLINFORCEMENT- 
 
 t 4 one Bars 
 
 
 
 y 
 ‘ 
 
 
 
 
 
 TOP VILW ANO HOAIZONTA, CTSGV SLTVON—-YIEN ELLE CW Till 
 Details Standard Highway Culverts. 
 
 206 
 
(er? 
 NO Bewo aire nware BARS 95 SHOWS), 
 
 
 
 
 
 
 
 
 
 
 
 TY! 
 
 
 
 RA 
 
 8... Pe 
 
 SNETCH SHOW) NE TWIN CULVERT CONSTRUCTION 
 SLAB AND WALL REINFORCEMENT AS PER TRELES 
 
 207 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 CULVERT DATA FOR CLEAR SPAN OF 4’-0”. halal 
 ee aa 
 BOX CULVERTS. OPEN CULVERTS. 
 Pe ee ne | Quantities 
 ee o'/ Top and Bottom Outside Corner Side Walls ant Quantities per 
 EAM ah AT of| Reinforcement. I Reinforcement. | Reinforcement. eh Sear Lineal Foot. 
 concrete, | | 
 a ee | | | | F Con- Steel C t te 1 
 ds) oh. t. lace Spac. REE eke Spac. | Length. et Spac. | Length.|| crete pounds yaare e Pons 
 | | cu, ft +4} 
 CLASS NO.1. LIGHT HIGHWAY SPECIFICATION. lies a 
 12-TON ROAD ROLLER. _ CLASS NO. 
 OY | 9/ 5 ” | Ve" A 8 ” 4’-7 ada VA 16” 3/-9” yy" 16 7 os aytt 5.9 50 | Se 4 a ate 
 4’ Ab |Meat ee | DE Neha UAE a Mes a ae TG eh 3! aes eG eee es rie 6.8 52 8.8 48 
 6/ | 4’ 5 ” | ae 8 ” | 4’- yi ALS 16” | AO! | eit 16 A ghey” 7.6 54 9.6 50) 
 9’ 5/ 54” | AS q 4; | 4/-7 sll Bate 14” | 537 16! i 14 wt by pee 9.4 62 | | 11.3 58 
 10’ 6’ 6 ” yn" 6 ur ples 9” Itt 12” | 5/-9” ae 9 uM 6’-8” 11:2 78 13.1 74. 
 1M ATM 4" 16 a Se 1268 Nie? De NB Ne 15.60) 8a all ay tee TT 
 CLASS NO. 2. HEAVY HIGHWAY SPECIFICATION. re 
 ré ___20-TON ROLLER OR 40-TON CAR. 7 eS _ Pa} CLASS NO. 2. 
 PP Na MS NE mae a VL | 14” | 37-97 ee ONG Noy ae Te 53 Oianne) nee) 
 4’ 3/ 6 4” | Tit 7 ” qeeqy A 14” 4237 | Ce! 14 4”; g/q! 8.5 56 | 10.1 53 
 Mae Pa ae |e ae al CA ae ie ae ie ae Ye Ne | coer BB 
 8516 "| de" | 1 | ato” || dey) aa” | B8Y || So” | aa | BT |! 10.2 | 62 | 421 58 
 10’ 6/ | 7 ” | vu | 6 Ld / 4/-9” || WALA | 12" 5/-9” | cau 9 ” 6/-8” | 13.3 78 | | 15.0 4 
 12/ vi | 74" KB 514” 4’/-9” BVA | 11” 6/-9” | VAG 84 u” 7-8" | 15.5 | 91 | 17.2 82 
 CLASS NO. 3. CITY HIGHWAY SPECIFICATION. 
 eto 5 60-TON STREET CARS. Pee eS}. CLASS NO-s: 
 2! 9! 6 ” VAD 7 uy 4/-9” | yu 14” 3/-9” | iy" 14 wu" Vogt 7.2 i 54 | nae 941 ere 50 
 ai Weal Ys ae re ee (bee ee We | a ie dele Be leg (er ea bk 10.1 54 
 6’ 4’ 6 ” | SMe V7 iA 4’- 9” | Lit 14" 4'-9” / 360 14 ” Fey a | 9.2 60 tiat 56 
 8 |B | 634” || 6" 1 6” | a9” || 3" | aa” | Brgy || S20 | 49 | Bq | 472 | mo | |  43'0 65 
 10) | 6 | 174" || 44” | 5y6” | a'-9” || Mev | aa” | 6-2” || 3g” | gag” | Brg” | 443 | 86 | | 15.9 80 
 wy |v |x" || 32" 8 | aren | 32" | to” | Bo” | 34" | 6” | 7-8” Il16.7 | 98 | | 182 | 88 
 NOTE—AIll Bars are Corrugated Bars, New Style. 
 
 
 
 
 
 
 
 208 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 CULVERT DATA FOR CLEAR SPAN OF 6’-0”. 
 = eee A BOX CULVERTS. a 
 Senera. | 
 hah ed Sets of!! Top and Botton pe Corner | Side Walls, a Quantities per 
 t=thickness ot Reinforcement. | einforcement. | Reinforcement. | Root Lineal Foot. 
 concrete. | | 
 | ere ai 2 = 
 ; A ; Con- | l 
 d. | Leela be | Size. Spac. Length.|| Size.) Spac. Length. Size. Spac. Jean | crete ‘peunds conerae ‘Bounds 
 | | | | es 
 CLASS NO. |. LIGHT HIGHWAY SEGIEIONTION? 
 12-TON ROAD ROLLER. CLASS NO. I. 
 Sa aM Gua ae ate LOO ate? lt deb! 081) 2 u” | 2-7) 95 | 70 ra 10.3 57 
 AAS ORM Syahi an eee, Wels, ba 97 ov | jar [3-710 | mw | | 13 60 
 | t Qf 5" , w\| IY 9" a ” | 7 
 6 4 id ” 4 3rp 6 ” | 6 8) vn 12" o- wis 42 | 12" | i" | 13.5 | 84 14.0 | 10 
 SACo ES % 5 -0 10 6'- 8 2 10 5’- 0 17.0 | 100 17.0 85 
 10’ 6’ 9 wy 54 // 6%” ry | ey" 13” Le on 54// 132 ne 0”|| 21,0 136 | 20.4 | 113 
 12 q 914’ 5g" q | 7-2" yA 42” 7/-10" 54! 12” 8/- 0”|| 23.6 | 148 it | 23.1 | 425 
 CLASS NO. 2. HEAVY HIGHWAY SPECIFICATION. 
 20:TON ROLLER OR 40 TON CAR. CLASS NO. 2. 
 YF | 47 94716 7 | 68" || 347 |- 12” | 5-0") 4” | 12” | 2-8") 12.1 | 6 | 2.3 | 68 
 v | 3 | 7" || 4” 16 "| eB” || 34” | 12” | 5/- 6%] 24” | 12” | 3/- 8") 13.4 | 80 13.6 | 67 
 6’ a’ 1%” BALL 5 ” 6/-8” Ve 10” 6’- (i iy 10” ass 8” 14.6 95 | 14.8 ! 78 
 gla is "|| 47 |5 "| 7-0" || 34” | 10” | 6-8") 24” | 10% | 5/-10%)) 17.0 | 100 17.0 85 
 10’ | 6 | 9 ” || 8%” | 64” | 7-0" || 54” | 13” | 7-2") Be" | 138" | 7 0” 21.0 | 136 20.4 113 
 12’ at 10 ” 5p! 6 " qo" Se! Ac ” 7/40" gen 12” (els 0”\| 25.0 148 94,2 125 
 CLASS NO. 3. CITY HIGHWAY SPECIFICATION. 
 60-TON STREET CAR. | CLASS NO. 3 
 9/ | OF ” 5 Wald 7 7)’ vw 7 7_ a’) 127 7 740)/"\ 7 
 4’ 3/ : ” 2n : ” uy 0" | Lat 1 ZA , o, » WALL 0, ee ye a ne a 
 6’ 4’ He 7 ON Bl ee O Mane 0” 6 ON a" 10% 4} 4/10") 15.7 96 15.6 
 } 5 Mel || ogi ee Wal Gt 2 iG 14” 6’- 8) 54” 14” | 5/-10’|| 18.1 | 125 17.9 | 100 
 10 6 tel! 54! 6%” Yer ee Als 13% ke on 54" y | 7’-00” 22.0 | 136 21.5 113 
 12’ | 7 |1034” || 94” | 5%” | 7-2” se 11” | 7-10"|| 54” | 11” | 8'-00)| 26.3 | 165 25.3 | 1382 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 NOTE—AII Bars are Corrugated Bars, New Style. 
 
 
 
 209 
 

 
 
 
 CULVERT DATA FOR CLEAR SPAN OF 8’-0”. 
 
 
 
 
 
 
 
 BOX CULVERTS. 
 
 
 
 
 
 d=—depth of fill 
 
 = 
 
 
 
 
 
 _ OPEN CULVERTS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 h=height of|} Top and Bottom Outside Corner Side Walls Quantities titi 
 __,, culvert. Belitorcements Reinforcement. Reinforcement. per Lineal Cram eet 
 t=thickness of Foot. 
 concrete, 
 ‘| | Con- <i 
 arehene | Size. Spac. enn Size.| Spac. Length.|) Size., Spac. | Length. aps hey Conerste Alok 
 ou. ft Cette 
 CLASS NO. | LIGHT HIGHWAY SPECIFICATION. maaan 
 12-TON ROAD ROLLER. Bk 
 ar a’ | 6" || 4") 6% | 87-1071 4” | 12” | 6-0" || 447 | 12” | 4/10") 17.5 | 97 16.3 76 
 a5) 8" I 26" 1 5” | 8-10] 24” | 10” | 77-8” | 34" | 10” | 5/-10"|| 20.0 | 115 18.5 90 
 66 | 9 "| ber |) a | gO] 54" | 14” | 8-07 || 54” | 14” | 7. Ol] 24 | 150 22.1 115 
 17 10 7 i eer | 6 | OF 2M) Ye” | 12" | 8-97 || 54” | 12 7 | 8. 2" 28.7 | 178 | 26.0 136 
 10’ | 8’ |11 94 1 8 1 gfe arll S701 467 | Geir I BZir | og trl or. afl a8 6/207) 30.5 165 
 1 | 9 |12 "|| 84” 17” | of 6” 84” | 14” |10'-0” || 54” | 7 ” (10’- 6”|| 39.0 | 240 35.0 190 
 | 
 CLASS NO. 2. HEAVY HIGHWAY SPECIFICATION. 
 20-TON ROLLER OR 40-TON CAR. CLASS NO. 2. 
 a ee eet aT oe 07 54 14” | 7-0" |) 467 | 14” | 5- 0"|| 21.2 | 120 19.0 88 
 re Bae Om ON Bes) 1a) Te Ge Nh Beh ta OI Ble QM S27 | 1 Ok 20.5 91 
 6’ | 6’ | 936” || 4” | 634” | 9/- 071| 547 | 18” | 8/-0% |] 54” 1 18” | 7! OMI] 25.6 | 157 23.3 120 
 8’ | 7 11034" || 54” | 546” | of al! Be" | 44” | gig” |] B27 | 41 7 | Bg’ 3/1! 30.2 | 188 27.3 143 
 10’ | 8’ |1134” |] 84” | 7” | Of a] 84” | 15” | 9/6” || 547 | gig | of Bll 35.2 | 218 31.6 180 
 12’ | 9° 11286” | 84" | 7” | o- oll $4” | 14” 107-2” || 86” | 7” |10- 71 40.6 | 292 | | 364 192 
 CLASS NO. 3. CITY HIGHWAY SPECIFICATION. 
 60-TON STREET CAR. CLASS NO. 3 
 2’ | a’ | 944” || 54” | 644” | 97- 0"|| 547 | 1387 | 7-0" || 471 13 7] 5’ 07] 22.4 | 130 20.2 92 
 a’ | 5! | 9%" || 96” | 614” | 9. 0”| ¥Q” | 13” | 77-6" || 44” | 13” | 6- 0! 24.0 | 134 21.8 96 
 6 | 6) | 946" || b6” | 634” | 9’- oF 54” | 13” | 8/07 || 547 | 13” | 7/- 0”|| 25:6 | 157 23.3 120 
 8’ | 7 |10%4” || 6” | bre” | 9’ a"! be” | 11” | 8-9" || be" | 11” | 8’. 3”!| 30.2 | 188 27.3 143 
 10’ | 8 11144” || 94” | 734” | 9- aa 34” | 15” | 9'-67 || 54” | 734” | 9/- 5”|| 35.2 | 218 31.6 180 
 1297 418 S4"-| 4 9'- 6\| $4” | 14” |10’-4” || 54” | 7 ” |10/- 7”|| 42.5 | 204 35.8 194 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 NOTE—AII Bars are Corrugated Bars, New Style. 
 
 
 
 
 
 210 
 

 
 
 
 CULVERT DATA FOR CLEAR SPAN OF 10’-0”. 
 
 
 
 
 
 
 
 BOX CULVERTS. 
 
 
 
 
 
 OPEN CULVERTS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 fea ate | | eeantin 
 height of|| Top and Bottom Outside Corner Side Walls uantities Quantities per 
 t=thiekness ot | Reinforcement. Reintorcement. | Reinforcement. per uinent Lineal Foot. 
 concrete. 
 | | erase re et. Se Se OP ee ee ee 
 | | i a | 
 d.|h.| t. | Size. Space. |Length size.| Spac. |Len th.| Size | Spac. Went ene | Steel Concrete | Steel 
 | ev. Pal 8 ‘| ‘| | gta. ou. ft pounds| cu. ft. |Pounds 
 | | | 1 | 3 fe} | 
 CLASS NO.1!. LIGHT HIGHWAY SPECIFICATION. 
 12-TON ROAD ROLLER. | CLASS NO. | 
 7 7 ” 54 u" 79/7 EWA 9" Wu 1 | 2” 7_ 9 | 7, 
 2 D; 10 ” son | 8 6 ” aby 2, | 127 | 8-6" | an | ee Fs PY 29.2 166 ae 114 
 a 7 10%" 6) ; 5 ay re 78, 2" fee he | 520 12” 7 re 30.8 | 170 26.3 118 
 6 os ‘i -4/ A inl’ 6” || 54' phil’ 8’ 2")| 34.2 | 214 | 29.3 156 
 g | |B 7 |B, | Byer te aa | aw, fore fer | aw |e] ao) |e) ae 
 10M 18 34 6%, 11’-8 34 13 11’-0 | % 13 10’- 6”|| 47.2 | 268 40.2 188 
 12’ |10’ | 1424” gyn PAA SAS PPA a Se | 5g" 12” |11/-10’|| 55.4 | 295 | 47.3 208 
 CLASS NO. 2. HEAVY HIGHWAY SPECIFICATION. | 
 12-TON ROAD ROLLER. | CLASS NO. 2. 
 27 | 5 11034" || 547] 7 lai’. 47) 54” | 127 | 8-6" || 347 | 12” | 6’ 2”|| 30.7 | 168 | 25.9 | 116 
 a’ | 6 |10%4" || So” | 6” jan aril So" | aa” | gro” | Ye) ape | a ol] 325 | 170° | | 276 || 148 
 6) | 7, |11%4" || Be | bbe” lan 6711 Be” | aay | a" || or) 11) | 8-47) 80.6 | 216 | 32.0 | 158 
 8’ | 8’ | 12% % 5 11’- 8”)| 54” 10” |10’-37 || 94” 10S 9 643-3) | 242) 9) 36.8 | 178 
 10’ | 9’ 13%” 34" ee 11’-10” “4, 13” |11'-0" || 54” 13” |10’- 8”|| 49.2 | 266 | 41.8 | 192 
 12/ |10' | 15 $4" 12. o"|| $4” |_ 12” s|a1’-97 || $4” | 12” {117-1011 57.7 | 295 48.9 | 208 
 CLASS NO. 3. CITY HIGHWAY SPECIFICATION. | 
 60-TON STREET CAR. CLASS NO. 3. 
 a | Br 110347 || 547 | 644” |ad'- 471] 967 | 11” | 87-67|| 367 | 117 | 6-27 30.7] 178 | | 25.9 | 126 
 4’ | 6 10.2” Be | Se ee i" | so | 11” | 97-07 || a ATTEN S2:5u |e 188 ie Allee 27:65 an || me130 
 6 | 7 |1154" || 64” | 5” [44"- 6rl| Se” | 10” | o'-7 || be" | 30” | 8 4”)| 37.6 | 234 | | 320 | 168 
 Bt | st |128¢" || $2" | 7 laa’. grr] $2" | 44” |10/-3" || Sev | aa | 9” 6”|| 43.3 | 244 | 36.8 174 
 10) | 9% | 18467 || 4" | @267 |aya07|| 247 | 187 |ay-07 || Be, | 18,10, 8”|| 49.2 | 266 | 41.8 192 
 12’ 10’ 4” 16” |aa’- ovll 84” | 19” Ia1"-97 || 54” | 12” |11’-10"1] 57.7 | 295 48.9 208 
 
 
 
 
 
 NOTE—All Corrugated Bars are New Style. 
 
 
 
 
 
 
 
 211 
 

 
 
 
 
 
 
 
 CULVERT DATA FOR CLEAR SPAN OF 12’-0”. 
 
 
 
 
 
 OPEN CULVERTS. 
 
 
 
 BOX CULVERTS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i] 
 d=<depth of fill. | m 
 h—height of|| Top and Bottom Outside Corner | Side Walls Spee ed, Quantities per 
 PN pedi A ot | Reinforcement. Reinforcement. Reinforcement. =| Pet aurea Lineal Foot. 
 concrete. | 
 eee iy | Con- | mi at 
 Gaaehe | t. || Size. Spac. avert ae Spac. ented Size.| Spac. Length, em Mier poncrene Potts 
 | | Tt. | 
 CLASS NO. |. LIGHT HIGHWAY SPECIFICATION. 
 12-TON ROAD ROLLER. CLASS NO. | 
 TB | 9447 1 4") 6” (a8! 271 547 | 127 | OF a7 47) 12 7] 6-27] 8.6 | 185. 25.4 125 
 4’ | 6 11014” || 54” | 514” NS a oe ete 3110's 0” | re oie We rg 2"|| 36.6 | 207 29.6 140 
 OT 112%" | 34") 7% |13'- gi Be | og |70/-10"|| 44” | 7 7 | gl 6” 46.0 | 286 37.0 196 
 8’ | 8’ |13%4” || a | 644” |13’-10"|| 54” | 616” |11’- 6”|| Welt NE 6s! 8 9’- 8” 52.2 | 317 42.1 220 
 10’ | 9’ 11546” || 34” | ye \1al- 2) 4) aa aot Bee ee NTL Sind OM (62:8 345 50.9 235 
 2 |10" [a7 ” I $4" | 5” faa’ all 4” | 10” (43'- 2”|| 84" | 0” [97-27] 28 [391 | | 585 257 
 CLASS NO. 2. HEAVY HIGHWAY SPECIFICATION. 
 20-TON ROLLER OR 40-TON CAR. CLASS NO. 2. 
 2’ 5’ |117%4” ve Be AS 6NS ACO a9 a8 4 (ete [BO ike Le 38.2 | 228 30.2 pe aby! 
 AN Gan toes " 5 11 3f- Al 54” | 10 ” |10/- 4”\| v3" 10 ” | 7- 4”|| 42.0 | 226 33.5 | 154 
 6) 7 13” || 84” | 6b4” |13"- 8|| 84” | 13 ” |10'-107| 54” | 13 ” | 8/- 6”|| 47.8 | 280 38.4 | 198 
 Seeds eG oe 13/-10" | 47 | 12 ” |11'- 61) 54” | 12 ” | Of 8” 54.1 | 808 CBA OS 
 10’ 9! 116%” || 34” | 546” |14’- 4”) EEN MO EN CHER SA tM srg Lt? j11”- 2’! 67.3 | 351 54.0 | ess 
 12’ |10" 1774” I] 34” | 5” |a4’- 61 $4” | 10” |a3’- 2711 86” | 10.” |12/- 4”1| 74.6 | 395 60.3 | 260 
 CLASS NO. 3. CITY HIGHWAY SPECIFICATION. 
 60-TON STREET CAR. CLASS NO. 3. 
 2 | 5, [eee || 24, | 2 7 [is 87] 967 | 7 7 | 94077 347 | 7 7 | 6 67) 41.8 | 264 32.9 | 182 
 4 6 | 12%” || v4" 1 (CSc 13’- 8”! %" (hoes 10’- a’|| Ie" il 7 | T- 6|| 43.9 | 275 34.0 194 
 6 | 7, i138 0 || 24” | 623” J Seilaoac sy ds 10-10” 567 | 13 ” | 8’- 6”|| 47.8 | 280 38.4 193 
 8 | 8 la” syn 6 iy (28,1071) 247, | 12% [aay 6] Se" | a2” | BY g/l] 541 | 308 43.7 212 
 10’ 9’ 16%’ 2%" 5% ie ae BAY atl |12’- 6”|| >a i Mea bee sy Ba as sy | 54.0 238 
 12’ |10" |17%4" || 34” 15” |14’- 6”! 84” | 10” |13’- 2”|| 56” | 10” |49"- 4”|| 7456 | 395 60.3 260 
 
 
 
 
 
 NOTE—AI! Bars are Corrugated Rars, New Style. 
 
 
 
 212 
 
 
 

 
 
 
 
 
 CULVERT DATA FOR CLEAR SPAN OF 14’- Urs 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 = = = =| 
 BOX CULVERTS. iy OPEN CULVERTS. 
 _ , | 
 d=cepe hot ail) || |} Guasieien| 
 SES of Topand Bottom | Outside Corner Side Walls uantities | titi 
 ESA RS oe Reinforcement. | Reinforcement. Reinforcement. Ic telat Sraneal Fodt.. 
 concrete. | 
 is 4 oie : ; || | 
 | ] | Con- | | | | 
 Gel are th Size. Spac.| Length. ! Size. papas: | Length. ee) Spac. Length. oe on Beenie Bee Leake 
 : 1 1 | => im Ls el 
 GLASS NO. 1. | LIGHT HIGHWAY SPECIFICATION. | 
 12-TON ROAD HORA ‘CLASS NO. 
 9/ Woh) BLT | , 5/1 € / a es / 9! « ] | 5 ra 
 2 8 i447 | 6 "BAT og" 1 12 7 Oe 7 34” | 1B” | a” || 9900 | 208 9) aa 
 a | 6 112” || Be" | 5” (15-6 "1 26" | 10” |11/-0 "| 44” | 10” | 7.4” || 46.7 | 250 35.9 | 165 
 RH |e Sar bate ee ate age ee ge ge gee 
 j16 ” || 8% ” 116/-2 “|| 847 [12/-8 “|| 54” | 11” |10' 0” || 68.5 | 372 | | 527 | 247 
 10’ 9/ 18 ” | %" 16’-6 my] ee 1044” 113’-6 ” 54" | 14” ba -4” i 80.7 | 397 | 62.4 | 260 
 12" 110% 1205" | 327 our 16’-107|| $4” | 984” |14’-4 || 84” | 13” |19"-8” || 94:0 | 440 | | 72:9 | 290 
 CLASS NO. 2. HEAVY HIGHWAY SPECIFICATION. | 
 an _ 20-TON ROLLER OR 40-TON CAR. a | | CLASS NO. 2. | 
 2”) BY | 1844” || 34” | 64” |15’-107|| 84” | 18” |10’-107)| 4” | 18” | 6’-8 |) 50.5 | 269 37.9 | 178 
 a’ | 6’ | 1334” || 34” | 644” |15’-10"|| 34” | 138% (117-4 71) 44” | 13” | v8 \) 52.8 | 275 40.2 | 182 
 BB Ae wl san [Sm bed oll gr | Mace [tol gor | dem Gedo] Ox | 30s se | 38 
 ied I 7 116/-4 "|| 84” | 1014” | ea Ne 14 aNd 0-2 0 | 385 56.1 255 
 10" | 9 j19 7 |) 74" | 7 116-8 | $4” | 1044” |13’-8 ”| | 2 | 14” |11’-6 ”|| 85.5 | 400 | 65.8 | 262 
 12’ |10" |20_” 1194" | 6 ” |15/-20"|| 84” | 9°” |aa’-4 || 94” | 12” [22/8 “|| 94.0 | 473 _| 72.9 el) Si0w 
 CLASS NO. 3. _ CITY HIGHWAY SPECIFICATION. | 
 60-TON STREET CAR. CLASS NO. 3. 
 ar | BT 11434” || 34" 16 j16'-0 7 84” | 12 7 111’-0 |) 36” | 12” | 6'-10"|| 54.5 | 296 40.6 | 190 
 4”) G1 14%e" | 24" 16. % 116'-0.74) 84" | 12% 1117-6 mn ir | 49” | 7-40"|| 57.0 | 302 43.1 | 195 
 eel Ue ny 0 | 240, | 12% (12/-0 "|| 24” | 12” | 8/-10)) 61.5 | 309 | 47.0 200 
 8) 8 117" || 7" | 9 4 ”)) 4" | 1026” 112/-10"|| 54” | 14” |10/-2 "|| 73.0 | 385 | 56.1 | 255 
 LOH 9 (19) CN oe Meret tg ‘8 "| $4” | 1074” 13-8 | Se” | 14” |11’-6 Al 85.5 | 400 65.8 | 262 
 12’ |10’ 120” || %" | 6 ” |16'-10""|| 84” | 9” |14’-4 “1 56” | 12” (12-8 “|| 94.01 473 | | 729 | 310 
 
 
 
 
 
 
 
 
 
 
 
 
 
 NOTE—AI Bars Cae, Bars, New Style. 
 
 
 

 
 | 
 | 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ‘CULVERT DATA FOR CLEAR SPAN OF 16’-0”. is 
 Som CULVERTS: _ OPEN CULVERTS. 
 ve Gay. of all | | | | gaan 
 —height of|| top and Bottom Outside Corner Side Walls | SAE Quantities per 
 | pik, culvertayes Relatanvcmmente | Reinforcement. Reinforcement. | er Tinex! Lineal Foot. 
 concrete. | : 
 hx ee ea Places | | eres | Gon- | Steet | Concrete | Steet 
 d. | h. t. | Size. Spac.) Length. ‘Size. Spac. | Length. |Size. Spac. | Length. re pounds ects Pounds 
 | | || cu. ft. | 
 CLASS NO. |. LIGHT HIGHWAY SPECIFICATION, oases NOLL 
 | 27 | 6 }11%6” || 547 | 634” a7’- 67) 547 | 11 7 (117-971) 3%" | 117 | T- 4"! 49.5 | 255 36.9 165 
 | 4’ |v l13hg” |) $4" | ote” l17’-107|| $4” | 18” |12"- 8|| 34 | 13” | 8’- 8”l| 60.5 | 310 45.2 205 
 | C80 Abe ae) | TAGY N18l- SN SAN Tat Sle Gi Lei 15” |10’- 0”|| 72.5 | 365 54.2 230 
 ec 8! | QMS ee aT ata Ses 6”)| 34” | 1026” |14’- 5/|| 53” 14” |11’- "| 87.7 | 435 65.9 280 
 10601001 20 LS) eS LOM ES a 8 152 84% 16” |12/- 8” |101.5 530 | 76.6 340 
 12’ at’ 122” Ila” | 7” Ing’ ol] 84" | 7” Ine’ ol] Ser | 44” [a4’- 071 1116.0 |- 615 88.0 395 
 CLASS NO. 2. HEAVY HIGHWAY SPECIFICATION. 
 20-TON ROLLER OR 40-TON CAR. ect ene S 
 2G eel ae wm’ | & ” |18’- 0”|| 54” Sete a eee 16” 7’-10"|| 65.0 | 335 47.5 | 210 
 Perley 4 | 4 | 8% 118% 01) 647 Sot N eta LOM 8’-10”!| 67.5 | 340 50.0 | 220 
 6’ | 8/ }17 AAU | fae Nis heya 4”) aie el Oaen No 8 OL een 14” |10’- 2’) 79.7 | 390 59.2 | 250 
 8’ | 9 19 "|| 4" | 7” 148’ 8] 84" | 1084" |44’- 7] 62" | 44 117 6”|| 92.8 | 440 69.4 285 
 10’ 10’ 2d ed eee 19 OGIRS Ae Ae /15/- ESA AU aisle 12/-10”", 107.0 565 80.4 360 
 12’ |11’ |93” fla” | 7” [a9r- a7] 84” | 7" In6"- 2”|| 52” | 14” |14/- 2”711192:0 | 620 92.3 | 400 
 
 
 
 
 
 
 
 
 
 CLASS NO. 3. CITY HIGHWAY SPECIFICATION. CLASS NO 3. 
 
 
 
 
 
 
 
 2’ | 6 (1634” || 7%” | 7%” las'- 4) 84” | 11347 |12’- 8"|| 4” | 157 | 8'- 2” 71.7 | 355 | 522-5) 220 
 a’ | 7 11634” || 7" | 734” |18'- 4] 84" | 1134""-113"- a” tev | a5 | gf 2” 74.5 | 3604, | 55.0 | 225 
 6 8 117" || Br | 7” |B’ a|| $2” | s0%e" 113" gril de" | 44” |40'- 21] 797 | 390 59.2 250 
 s | 9/19” || "| 7” |18'- 8”|| 84" | 4006” |14’- 7” 64" | 14 |11"- 61] 92.8 | 440 69.4 285 
 | 10’ |10’ |21 ” |la ” | 734” |19'- 071) 84” | 734” |15'- 5”|| 82" | 15” |12/-10")|107.0 | 565 80.4 | 360 
 | 42’ [aa }23 "Wa 1 7” |a9'- a" 3g" | 7 fae’ 27] 52" | 14” Jat 2”11122.0 | 620 92.3 | 400 
 
 
 
 
 
 NOTE—AIl Bars are Corrugated Bars, New Style. 
 
 
 
 
 
 214 
 

 
 
 
 CULVERT DATA FOR CLEAR SPAN OF 18/-0”. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 . ___BOx CULVERTS. _ : ' | OPEN CULVERTS. 
 | | | 
 d=depth of fill. | | a | 
 h=-h Sk ae of || Topand Bottom | Outside Corner Side Walls | etaaeal | Quantities per 
 t=thickness of | Reinforcement. |; Reinforcement. Reinforcement. Foot. ineal Foot. 
 concrete. | | 
 | | g g | | | | E | . || Con- | Steel | Aone ] Steel 
 d.|h.| t. || Size.| Spac. | Length. |Size. Spac. | Length.) Size.) Spac. Length. || crete | 
 i | || ou. ft. | pounds : pate oa 
 CLASS NO.!. LIGHT HIGHWAY SPECIFICATION. 
 12-TON ROAD ROLLER. en ee ae 
 2! | 6 112%” || 34” | Te” 19’- 8’\) 34” | 15” |12'-10 yy" 15” 7’- 6|| 59.0 | 290 42.5 180 
 LTD TENS ZEN 6 BE 20' 0”|| SARL a eee ee \13’- hi sal 12” | 8’-10"|| 73.1 | 360 53.0 230 
 6’ | 8 |1736” || 24” | 736” [20’- 6”|| $4” | 1134" |14'- 8 || 26” | 15% |10'- 4771) 89.0 | 200 64.4 250 
 8’ | 9’ 120 LAME 1G, t 20’-10”| | 34" ln 74 A || apa \11’- 8’\|105.5 | 545 77.0 340 
 40° 110° 22) Wa | Tee lie aiid al 14 LT Glau Moe e 14” |13/- 0”||120.5 | 625 88.7 390 
 Tepe \iee em 2 |i le (yA al PW Cah a ONT 5 Pee! 13” |14’- 4/\|186.5 | 685 100.8 430 
 CLASS NO, 2. HEAVY HIGHWAY SPECIFICATION. | 
 20-TON ROLLER OR 40-TON CAR. pL AS SINC 22 
 PAINS ak Wi gt | 4" 120'-2 ah 84" | 1134" |18'- 5! || 347 15” 8’- 0”|| 75.8 | 380 | 53.6 230 
 CU ate Nahe | Ab | 744" |20'-2 ” 4" | 11344” |13'-11'"|| 4%” 15” 9/- 0”|| 78.5 | 385 56.3 235 
 60) 80 19 ON) 4" lo0'-8 “\) 34" | 1124” 14/-11'|| 4%” 15” |10’- 6”|| 97.0 | 405 | 70.0 255 
 a’ | 9° |206" |x” | Ta” j2t'-0 71 ” | 15” \15’-10”|| 54” | 15” |11’-10’||108.5 | 565 78.8 350 
 AQ MTO (2S eile atid HM 21’-4 DN ea Se Yes 16’- 9/|| 54” 14 13/— 20) 126:5, 1 63biy) 92.7 395 
 feet ast PN 6 ang a Ike aie Yel NAY The 6”||143.0 | 740 | | 105.5 | 460 
 CLASS NO.3. CITY HIGHWAY SPECIFICATION. | 
 iS 60-TON STREET CAR. CLASS se 
 2’ | 6! 17%" || %” | Te" 120'-6 "|| 34” | 1124” 13/= 8" 15” | 8’- 4’|| 83.0 | 390 58.6 | 235 
 vv live" || 2" | 746" \20" 6 "|| 84” | 1134” |14/- 2”|| 46” | 15” | 9'- 4""|| 85.9 | 395 61.5 | 240 
 6’ | 8’ /19 We NIN FAKe | 644” |20/-8 “||, $47 9384” |14’-11” Tpit 13” |10’- 6’’\| 97.0 | 460 70.0 | 285 
 SEO NBO 1e 27 | Ieee 21/-0 CN Sioa Tien 15’-10”| 56" 45” |11/-10’7||108.5 |- 565 78.8 350 
 1OM10. 12S et ee etc a Alli es | 14” |16/- 9!” 54// 14” |13/- 2’”||126.5 | 635 92.7 395 
 12’ av |25 ” |ia” le ” arg “lia” | 12” [av il $e" | 12” _[aa’- 671/143.0 | 740 | 105.5 | 460__ 
 
 
 
 “NOTE—AIl Bars 
 
 are Corrugated Bars, New Sty le. 
 
 
 
 215 
 
 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 CULVERT DATA FOR CLEAR SPAN OF 20’-0” : 
 : BOX CULVERTS. OPEN CULVERTS, 
 - = 7 Pes a s 
 ‘= Eee 1 } | Quantiti | 
 oi of|| Topand Bottom | Outside Corner Side Walls (eA uantities per 
 Ae Aha hae " Reinforcement. | Reinforcement. | Reinforcement. Dee ner piinealioee 
 concrete. | 
 ew | \| 
 dan | size.| Spac. Len th Size. Spac. vn th. aad Spac. | Length mae Steel Concrete | Steel 
 , ease i letrcerl | 8 I | iter ft, Pounds cu. ft. | Pounds 
 ‘CLASS NO. |. aT FRIGHWA SPECIFICATION. =" =e c 
 12- TON ROAD ROLLER. CLASS NO. | 
 2? | 6! [13%” || 34” | 64 21’-10")| 84” | 18” |13/- 9”7|| 24” | 13” | 7’- 8”)| 69.4 | 356 | 484 | 215 
 a’ |v |16%4" || 14" a9’. 4””|| $4 | song" Ita’. 9”|| 44” | a” | 9’. 2”l| 87-4 | 440 614 270 
 | gt |1984” |) 74” ne” 22/-10""|| 84” | 984” |15’- 9”|| 34” | 13” |10’- 8”//107.0 | 490 | | 75.6 300 
 Soa 225s \|1 4 23/- 2”\/1 Ate eI G LORE 14” |12’- 0”||125.5 | 650 89.0 400 
 10) N10 S24 ee B6 PENA Ue AI OTE" Tp eee) Pau 13” |18/- 4’||141.5 | 710 101.5 445 
 12’ |1a’ |2636” |l1_” 22’-10"||1_ ” | 12” |18"- 7”|| 54” | 12” |14’- 8”||162.0 | 790 116.5 490 
 mabe NO. 2. HEAVY HIGHWAY SPECIFICATION. 
 20-TON ROLLER OR 40-TON CAR. GLASS NO. 2. 
 2” | 6/19 ” || % | 64” |22/- 87) 947 | 9847 |14’- 87|| 24” | 138” | 8’- 6”)| 98.0 | 270 67.3. | 285 
 a’ |v \19. ” |I 36” | 684” [aa'- 8”\| $4" | 984 [15’- 2”) 32” | 13” | 9’ 6”l1101.5 | 475 70.5 290 
 60) So 120247 Nid e786 128/01 ee 16-0 ee” 15” |10’-10’||118.0 | 555 79.7 340 
 gs { 9 jas” iia” | 7” lear avila” | a4” 1177 0%|| 54” | 44” 19/- 277/131.5 | 655 93.3 405 
 10’ |10° 125 ” 11 “| 6 ” |23’- 871 ” | 12 ” |17’-107|| 54” | 12” |13’- 6”||148.0 | 770 105.5 480 
 12 jay’ jo7 ” |) “16 ” [ea-ovlla “| 12” lag’ 8”i| $6” | 12” |14’-10"11165.5 | 795 119.0 495 
 CLASS NO. 3. CITY HIGHWAY SPECIFICATION. > 
 60-TON STREET CAR. CLASS NO. 3. 
 a” | 6 119 7 || 1%" | 6447 |22’- 87)! 34” | 984” |14’- 8”|| 34” | 18” | 8’. 6”l| 98.0 | 470 | 67.3 | 285 
 a |v j19 "|| %" | 686” j22’- 8”|| $4” | 984” |a5’- 2”|| 32” | 13” | 9” 67|101.5 | 475 70.5 | 290 
 6 | 8’ |20%” Ila” | 784” [a3’- ova” | 15” |46’- 07/1 34” | 15” |10’-107| 113.0 | 553 79.7 | 340 
 a Ot 2S CAA BAG STE ame |23’- 4 4”\|1 eal ae 17’- 0”|| 54” 14” |12/- 2||131.5 | 655 93.3 | 405 
 TCE BIUA eA 2 ¢ 6 ” |23/- 8771/1 Sah Oana gt Oat $n 12” |13’- 6”||148.0 | 770 105.5 480 
 1 fav jor” lla” | 6” aa’- olla” | 12” [a8"- 8”|| $4” |_ 42” |44’-10")1165.5 | 795 | | 119.0 495 
 NOTE—AI Bars are Conaaied Bars, New Style. 
 
 
 
 
 
 216 
 

 
 
 
 TESTS OF THE UNION BETWEEN CONCRETE 
 AND STEEL 
 
 A recent issue of Beton and Eisen gave the results of a series of tests upon the 
 holding power of different types of rods imbedded in concrete, made in the laboratories of 
 the Massachusetts Institute of Technology by Prot. C. W. Spofford. 
 
 Portland cement concrete was used, made in the following proportions by weight: One 
 part cement, three parts sand, six parts broken stone. This mixture was used in order that 
 the results would correspond with tests upon beams and columns which were under way at 
 the same time. The mixture, however, is very lean and would not again be used. The sand 
 was clean, but rather coarse grained, containing approximately 47 per cent of voids. The 
 broken stone was a mixture of two parts of 1” trap and one part of %” trap. The mixing 
 was thoroughly done by hand, the concrete being wet enough when tamped into the moulds 
 to flush water to the surface. The moulds were, in some cases, not as tight as they should 
 have been and some water leaked out, carrying with it some of the cement. It is not 
 believed, however, that the loss thereby was sufficient to injure the results of the tests, 
 except possibly in a very few cases. The rods were all thorougly cleaned by a sand blast, 
 thus insuring uniformity in the surface conditions. P 
 
 A 100,000-pound Olsen vertical testing machine was used, rigged with short uprights, 
 carrying the platform upon which the specimens were placed. The load upon the bearing 
 end of the concrete block was distributed by the interposition of a sheet of %” felt between 
 the conerete and an annular steel ring resting upon the platform of the machine. In all 
 cases the rod projected a short distance at the upper end of the block (the pull being down- 
 ward at the lower end), and this projecting end was carefully watched in order to detect the 
 first evidence of slipping. The rods used were round, square, flat, square but twisted 
 through an angle of 20 degrees (Ransome rod), Thacher and Johnson. The table has been 
 arranged from the original table in Beton and Eisen so that bars of the same size are 
 together.—Reprinted from the Railroad Gazette, for September 18, 1903. 
 
 The following tables give the results of Prof. Spofford’s tests, and also of some recent 
 tests made by Prof. F. H. Constant of the University of Minnesota. In these latter tests itis 
 interesting to note the high unit stresses obtained with deformed bars, and particularly with 
 the Corrugated Bar, for the short imbedment used. This length of imbedment appears to be 
 the proper one for the 1: 2: 4 concrete but not large enough for the leaner mixtures, m aking 
 the reported values for the 1: 3: 6: and 1: 4: 8 concrete somewhat erratic. 
 
 
 
 
 
 217 
 
 
 
 
 
 
 \ 
 
 ta Bear Door 
 
 Gs 
 
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 peddtis poy | 009‘9r | SFI (99°0 | OOT‘9a | 98 | 8x8 F-1 XF-13 
 peddits pow | 00c'6s | F9T | OGT'ZS | 96 | 8X8 8-8 X 3-11 
 paddits poy | 00L'88 | SST | 99°0 | 00L'TZ | 98 | 8X8 B-I X 8-11 
 paddtts poy | 00L'ZF | 122 | 99°0 | 006°SS | 98 | 8X8 aienbs F-g 
 paddiis poy | 002'Zr | 6IZ | FO | OO9'ST | 98 | 8X8 punos f-8 
 yds ajarou0D | 0NS‘06 | 8b 000°82 | 92 | 8x8) b-£ uosagor 
 
 aHo1q poy | OOF 6S | 162 OOL'SS | 98 | 8X8) F-G TEyoRyL 
 yds aarou09 | 009'e9 | BEE 009'98 | 98 | 8X8] F-g euosuBy 
 
 oos‘es | 1g | 8x8 b-1 X F-13 
 OOL'TZ | IG | 8X8 8-8 X 3-11 
 00g'0s | 18 | 8X8 Z-1 X 8-11 
 009'%2 | 18 | 8x8 erenbs F-¢ 
 009s | Tg | 8x8 puno. $-g. 
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 peddrs poy | one'er | cot 
 paddits poy | 0088s | 88T 
 paddts poy | 00z'98 | 10% 
 paddiys poy | OOF OF | EFs 
 peddys poy | 00a'ab | 29a | 
 (p,fay aautoeds) paddtis poy | 0g6'8 | ZF 
 
 BBS SSRESRERHISRRS 
 Sseccescscesssossssssosososescssss 
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 paddtjs poy | oos'9e | 92% | 9¢°0 | 0080S | #B | 8X8 8-§ X Z-11 
 
 paddits poy | 00l'Zs | 6ST | 99°0 | OOF'ZT | FZ | 8X8 o-T X8-1T 
 
 paddis poy | noses | #24 | 9¢°0 | OOL*6BI | FZ | 8X8 arenbs f-8 
 
 paddrjs poy | ooF'ge | 142 | FF'0 | OOE*EL | FB | 8X8 punod f-g 
 
 yds ajerou0y | 009'08 | L9b | £0 | 000'SZ | $6 | 8X8) pL uodSsUgo” 
 
 ds ajasou0y | 006°C | FFE | 680) OOS'SL | FS | 8X8) F-S eyouUL 
 
 [ds ae15u09 ‘Qo0'FI 38 Paddys poy | NNO'LS | StF | 99°0 | OOB'TE | FZ | 8X8) F-g eMosuBy 
 autds ayarom0D | OOL'68 | G19 | LEO | 00927 | OZ | 8X8 $-£ aoOSsagqor 
 
 aids ajarm00 ‘ogo'6I 38 paddrs poy | QnN'SS | RLF | 6E'0 | OTIS | OB | 8X8) F-e sEqowUL 
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 e701q poy | 0Ob'S6 | SE | bh osz'eL 9% |9x9|Z-L aosaqor 
 
 axo1g poy | 0098? | Zz | 8I'0| O¢'OL | 93 | 9X9) S-L JEqOVqL 
 
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 paitnd por ‘ooo'st 38 paeddrs poy | 000'09 | 882 | & 
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 ids ajaromo0y | OOL‘S6 | SS | + 
 
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 “at ¢ q3no14} parrnd poy “31[ds 
 9}910100 910M ‘000 FI 0} UlBBB asor 
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 AT[BUIPH STO] Ids aarou0y | OOF'SE | EES | es'0 | OO’ | OT | 9xX9| Z-[ euosUBYy 
 
 ads Hera) | 00G'28 | 849 | $10 | OOT'Zt | ZL 9x9|Z-| aosugor 
 
 yids ajatouod ‘paddis poy | 0069S | 012 | 8L'0| OS8'F | ZI | 9X9) G-I AEYOBGL 
 
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 218 
 
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 TRADE MARK 
 
 
 
 WK 
 
 ¢ 
 

 
 
 
 RESULTS OF TESTS BY PROF. F. H. CONSTANT ON BOND BETWEEN STEEL AND 
 
 CONCRETE. TABLE OF COMPARATIVE MEAN VALUES. 
 
 
 
 
 
 
 
 
 
 Min. | 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 No. Age | Super. Load Unit 
 of | ‘Type of Bar. | size. | of | Net |Areaper| imbedded otal | er sq. in.| Stress REMARKS. 
 Tests. Cone.|/Section. Lin. ft. | Length. Da ecnvtacen || bars 
 i245 CONCRETE: 
 3 |Johnson...... 34 28 | 0.31 2.43 | 8.25 |31,620| 1,577 102,000|Conecrete split. 
 Sn aGher ects. 34 28 | 0.39 2.21 | 8.25 | 22,100 | 1,112 | 56,600|Bar broke. 
 38 |Ransome...... $4 28 0.56 | 38.00 | 8.20 | 24,470 | 994 43,700 Concrete split. 
 SLL TUSC OMe as $4 28 | 0.44 2.36 | 8.31 | 16,830 | 858 38,309 Rod slipped. 
 Se UELCOUL Oise eee tre 34 28 0.44 2.36 8.23 | 16,600 | 854 37,800 Rod slipped. 
 BY lavoro oso - 3B 2S Obl d. 1.18 | 8.48 | 4,580 | 454 41,600) Rod slipped. 
 SPRL at tates estos 14x% sey || MUG ea! Bie 8.30 10,680 | 394 22,600) Rod slipped. 
 SOME Gite eesevne ites 2x 28 0.50 | 4.50 8.29 | 12,550 | 336 25,000!| Rod slipped. 
 = I: 3: 6 CONCRETE. : a2. = Se a 
 3 |Johnson...... 34 28 0.31 | 2.43 | 8.62 |12,360| 591 {39,900 Concrete split. 
 3 (Chachers.....- 34 28 0.39 | 2.21 8.37 | 10,380 | 559 | 26,600 |Concrete split. 
 8 |Ransome...... 34 28 0.56 | 3.00 8.67 | 13,470 519 | 24,000 Concrete split. 
 See LLrUSconem sees 34 28 0.44 | 2.36 8.77 | 8,630 417 | 19,600 |Concrete split, rod slipped. 
 Bi etoyeeGil Seba, 34 28 0.44 | 2.36 | 8.44 | 8,430 424 | 19,100 |Rod slipped. 
 3 ROU Ge secre oe 84 28 0.11 | 1.18 8.12 | 3,530 368 | 32,100 Rod slipped. 
 SelM Se ceeaeee 14x% | 28 Ost Tamia: 25 8.10 | 6,070 230 | 12,900 |Rod slipped. 
 Sen LaGee ra ceaes 2x4 28 0.50 | 4.50 8.25 | 10,080 272 ~~ 20,700 |Rod slipped. 
 1: 4: 8 CONCRETE. 
 3 |Johnson...... 34 28 | 0.3L | 2.43 8.21 |18,120| 908 58,500 Concrete split. 
 Sen aAGherernsese 34 28 0.39 2.21 8.17 | 14,100 781 | 36,200 |Concrete split. 
 3 |Ransome...... 34 28 0.56 3.00 8.32 | 14,210 555 | 25,400 \Conerete split. 
 3 |Lruscon.....-: 34 28 0.44 2.36 8.18 | 10,290 534 23,400 |Rod slipped. 
 Sue LeOUN Geer ana Y 28 0.44 | 2.36 8.01 6,860 | 363 | 15,600 Rod slipped. 
 3 Round rs mathe 3% 28 0.11 | 1.18 7.91 2,950 316 26,800 |Rod slipped. 
 Sua Platine. teserteet 14x*% 28 0.47 | 3-25 8.06 6,480 247: 13,800 |Rod slipped. 
 Se Platyeseacen 2x4 28 0.50 | 4.50 8.00 9,400 260 18,800 |Rod slipped. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 219 
 
 
 

 
 
 M 
 “bd® 
 
 VALUES OF 
 
 
 
 
 
 
 
 
 
 
 NS FORMUUA FOR 7) 
 ROCK) CONdRETE|- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 JOHNSON CORRUGATED BARS 
 UNIVERSITY OF ILLINOIS TESTS + CONCRETE 
 
 18& ROSE POLYTECHNIC INSTITUTE » — * " 
 6 UNIVERSITY OF PENNSYLVANIA" @ 
 4 UNIVERSITY OF WISCONSIN « 
 a 
 
 
 
 
 
 
 
 1:36 
 13-6 
 I-2°:4 
 12°74 
 " (2-4 
 1-2 
 
 6 C.M.& 5r.P. Ry. 
 
 BOSTON, TRANS.COMMISSION -3 
 
 
 
 2.0 
 

 
 Tests on Full Sized Beams by Prof. Howe at Rose Polytechnic Institute. 
 
 ” 
 
 
 
 Rock Concrete, 1:2:5; Age 115 days. Depth, 144%”; Width, 12”: Span, 15’; Three 34” corrugated bars=930)”. 
 Theoretical, Mo=625,000” pounds; Actual, M=655,000” pounds. Four vertical bars at each end. 
 
 221 
 

 
 
 
 
 
 Tests on Full Sized Beams by Prof. Howe at Rose Polytechnic Institute. 
 Rock Conerete, 1:2:5; Age 73 days. Depth, 14”; Width, 12”; Span, 15’; Six 4” corrugated bars=1.02 ”. Theoreti- 
 
 
 
 
 
 
 
 
 
 ’ 
 
 cal, Mo=725,000” pounds; Actual, M=929,700” pounds. Each of the three pairs of horizontal rods bent up 
 vertically at different subdivisions of span. 
 222 
 

 
 
 
 BRIDGES, ABUTMENTS, CULVERTS. 
 
 CHICAGO, BURLINGTON & QUINCY RAILROAD. 
 WABASH RAILROAD. 
 
 SOUTHERN RAILWAY. 
 
 CHICAGO, MILWAUKEE & ST. PAUL RAILWAY. 
 ILLINOIS CENTRAL RAILROAD. 
 
 HANNIBAL & ST. JOSEPH RAILROAD. 
 
 CHICAGO & EASTERN ILLINOIS RAILROAD. 
 LOUISVILLE & NASHVILLE RAILROAD. 
 
 LAKE SHORE & MICHIGAN SOUTHERN RAILWAY. 
 CHICAGO & WESTERN INDIANA RAILROAD. 
 ILLINOIS TERMINAL RAILROAD. 
 
 PENNSYLVANIA RAILROAD SYSTEM. 
 
 TERMINAL RAILROAD ASSOCIATION OF ST. LOUIS, 
 
 
 
 NEW YORK RAPID TRANSIT COMMISSION, NEW YORK CITY. 
 
 CHICAGO & MILWAUKEE ELECTRIC RAILWAY. 
 SOUTHERN PACIFIC LINES. 
 
 KANSAS CITY, MEXICO & ORIENT RAILWAY. KANSAS CITY, MO. 
 
 CLEVELAND, CINCINNATI, CHICAGO & ST. LOUIS RAILWAY. 
 KANSAS CITY OUTER BELT & BLECTRIC RAILWAY. 
 BOSTON SUBWAY TUNNEL. 
 
 MISSISSIPPI RIVER BRIDGE, THEBES, ILL. 
 AMERICAN BRIDGE CO., NEW YORK. 
 BLOCK BRIDGE & CULVERT CO., INDIANAPOLIS. 
 D. CUOZZO & BRO. (STREET BRIDGE), BROOKLYN. 
 
 ATCHISON, TOPEKA & SANTA FE RAILWAY. 
 MOBILE & OHIO RAILWAY. 
 
 NEW YORK, ONTARIO & WESTERN RAILWAY. 
 UNION PACIFIC RAILWAY. 
 
 NORFOLK & WESTERN RAILWAY. 
 
 BANGOR & AROOSTOOK RAILWAY. 
 
 PERE MARQUETTE RAILWAY. 
 
 
 
 223 
 
 
 

 
 
 
 
 
 CINCINNATI, HAMILTON & DAYTON RAILWAY. 
 DENVER & RIO GRANDE RAILWAY. 
 
 COUNTY OF DALLAS, TEXAS (F. UHL, City Engr.). 
 PANAMA RAILROAD CO., 
 
 KANSAS CITY VIADUCT & TERMINAL RAILWAY, 
 JOHN JACOB ASTOR, 
 
 LOUISIANA PURCHASE EXPOSITION, 
 
 VANDALIA LINE, 
 
 MISSOURI PACIFIC RAILWAY, 
 
 ST. LOUIS & SAN FRANCISCO RAILWAY, 
 INDIANA BRIDGE CO., 
 
 BOX CULVERTS, 
 
 THEBES RAILROAD BRIDGE, 
 
 ATLANTA, KNOXVILLE & NORTHERN RAILWAY, 
 DENVER & RIO GRANDE RAILROAD, 
 BURLINGTON & MISSOURI RIVER RAILWAY CO., 
 WHEELING & LAKE ERIE RAILWAY, 
 
 CHICAGO, ROCK ISLAND & PACIFIC RAILWAY, 
 NINE ARCH BRIDGES, 
 
 FLAT TOP CULVERT, 400’, 
 
 NORFOLK & WESTERN RAILWAY, 
 
 KNOXVILLE, LA FOLLETTE & JELLICO RAILWAY. 
 CHICAGO & GREAT LAKHS D. & D. Co., 
 MILWAUKEE ELECTRIC RAILWAY & LIGHT CO 
 CHICAGO & MILWAUKEE ELECTRIC RAILWAY, 
 WISCONSIN BRIDGE CO., 
 
 LOGAN STREET BRIDGE, 
 
 CHICAGO SOUTHERN RAILWAY, 
 
 THE OLIVER CO., 
 
 ARCH BRIDGE (GEO. NELSON, Contr.), 
 
 THN SPAN BRIDGE, 
 
 BRIDGE FOR CITY OF MEMPHIS, 
 
 GREAT NORTHERN RAILWAY, 
 
 J. B. MULLEN, 
 
 COLON, PANAMA. 
 KANSAS CITY, MO. 
 RHINECLIFF, N. Y. 
 ST. LOUIS. 
 INDIANAPOLIS, IND. 
 KANSAS CITY, MO. 
 ST. LOUIS. 
 INDIANAPOLIS, IND. 
 JACKSON, TENN. 
 THEBES, ILL. 
 ATLANTA, GA. 
 
 SALT LAKE CITY. 
 
 LINCOLN, NEB. 
 CLEVELAND, OHIO. 
 CHICAGO. 
 PLAINFIELD, ILL. 
 IOWA CITY, IA. 
 ROANOKE, VA. 
 
 CHICAGO. 
 MILWAUKEE, WIS. 
 CHICAGO. 
 MILWAUKEE, WIS. 
 LANSING, MICH. 
 CHICAGO. 
 KNOXVILLE, TENN. 
 EAU CLAIRE, WIS. 
 POLLASKY, CAL. 
 MEMPHIS, TENN. 
 ST. PAUL, MINN. 
 BANGOR, ME. 
 
 
 
 224 
 
 
 

 
 
 
 NORTHERN PACIFIC RAILWAY, ST. PAUL, MINN. 
 
 GREAT NORTHERN RAILWAY, ST. PAUL, MINN. 
 CENTRAL OF GEORGIA, ATLANTA, GA. 
 ILLINOIS TERMINAL RAILROAD, ALTON, ILL. 
 GORDON PARK BRIDGE, CLEVELAND, OH1O. 
 ROCKEFELLER BRIDGE, CLEVELAND, OHIO. 
 EUCLID CREEK BRIDGE, CLEVELAND, OHIO. 
 HAYDEN AVENUE BRIDGE, CLEVELAND, OHIO. 
 HIGHLAND ROAD BRIDGE, CLEVELAND, OHIO. 
 NORTHERN OHIO PAVING CO, CLEVELAND, OHIO. 
 HANLON CONSTRUCTION CO., CLEVELAND, OHIO. 
 
 FLOORS, FOOTINGS, RETAINING WALLS. 
 
 STAR BUILDING, ST. LOUIS. 
 CARLETON BUILDING, SPS LOULS: 
 NORVELL-SHAPLEIGH BUILDING, ST. LOUIS. 
 WOMAN’S MAGAZINE BUILDING, Si LOuULS: 
 BASEBALL PARK, ST. LOUIS. 
 ST. LOUIS TRANSFER CoO., ST. LOUIS. 
 ST. LOUIS PORTLAND CEMENT CoO., ST. LOUIS. 
 LINCOLN CENTER BUILDING, CHICAGO. 
 ARMOUR & CO., EAST ST. LOUIS. 
 FEDERAL LEAD CO., FEDERAL, ILL. 
 SWIFT & CoO., FORT WORTH, TEXAS. 
 BLACKSTONE BUILDING, ST. LOUIS. 
 LEMP BREWERY. 
 
 PASSUMPSIT FIBRE LEATHER CO., PASSUMPSIT, VA. 
 DAYTON MALLEABLE IRON WORKS, DAYTON, OHIO 
 LAW BUILDING, NORFOLK, VA. 
 CLEVELAND HIPPODROME., CLEVELAND, OHIO. 
 PIONEER PAPER STOCK CoO., CHICAGO. 
 WATSON BUILDING, CHICAGO. 
 
 
 
 bo 
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 be 
 
 
 
 
 
 
 
 
 AMERICAN CONCRETE STEEL CoO., NEWARK, N. J 
 YAMPA SMELTING CO., SALT LAKE CITY. 
 GEO. A. FULLER CoO., NEW YORK. 
 SCHLITZ BREWING CO., MILWAUKEE. 
 GREELEY SUGAR CoO., GREELEY, COLO. 
 COLORADO COLLEGE, COLORADO SPRINGS, COLO. 
 WILSON OFFICE BUILDING, DALLAS, TEXAS. 
 GALVESTON SHA WALL, GALVESTON, TEXAS. 
 DWIGHT BUILDING, KANSAS CITY. 
 METROPOLITAN STREET RAILWAY POWER HOUSE, KANSAS CITY. 
 BUCKINGHAM HOTEL, ST. LOUIS. 
 UNION MANUFACTURING & POWER CO., SANTUC, 5S. C. 
 WESTERN EXP. METAL & F. P. CO., SAN FRANCISCO. 
 OLIVER CHILLED PLOW WORKS, SOUTH BEND, IND. 
 VAL. BLATZ BREWING. CO., MILWAUKEE, WIS. 
 KANSAS CITY WATER DEPARTMENT, KANSAS CITY, MO. 
 CONSOLIDATED GAS CO., BALTIMORE, MD. 
 HOBFFER & CO., CHICAGO. 
 PENNSYLVANIA RAILWAY SHOPS, ALTOONA, PA. 
 PUMPING STATION, CHICAGO. 
 PENNSYLVANIA CEMENT CO., BATH, PA. 
 RETAINING WALL, MARION CO., IND. 
 THOMPSON & NORRIS FACTORY, BROOKLYN. 
 AMERICAN BEET SUGAR CO., ROCKY FORD, COLO. 
 STATE PENITENTIARY ADDITION, JEFFERSON CITY, MO. 
 HIRAM MUON Bacco; ST. LOUIS. 
 McKINLEY HIGH SCHOOL BUILDING, ST. LOUIS. 
 SHIELDS SCHOOL BUILDING, ST. LOUIS. 
 SHEPPARD SCHOOL BUILDING, ST. LOUIS. 
 ELLEARDVILLE SCHOOL BUILDING, ST LOUIS: 
 HEMPSTEAD SCHOOL BUILDING, ST. LOUIS: 
 WM. CLARK SCHOOL BUILDING, ST LOUIS 
 HUNT ENGR. CO.. IOLA, KANSAS. 
 KEYSER BUILDING, BALTIMORE. 
 
 
 
 
 
 226 
 

 
 
 
 BRODERICK & WIND, BALTIMORE. 
 WILSON-LYONS CONTR. CO., SAN FRANCISCO, CAL. 
 WOOD WORSTED MILLS, LAWRENCE, MASS. 
 AMERICAN-HAWAIIAN ENGR. CO., SAN FRANCISCO, CAL. 
 BALL-CARDEN CoO., DALLAS, TEXAS. 
 GULF, COLORADO & SANTA FE RAILWAY, SOMERVILLE, TEXAS. 
 BROWN SHOE Co., ST. LOUIS. 
 WAREHOUSE FOR L. & N., ATLANTA, GA. 
 RETAINING WALL, MEMPHIS, TENN. 
 RIALTO BUILDING, SAN FRANCISCO. 
 SECURITY SAVINGS BANK BUILDING, SAN FRANCISCO. 
 J. A. FOLGER COMPANY’S WAREHOUSE, SAN FRANCISCO. 
 FAIRMONT HOTEL, SAN FRANCISCO. 
 FREE PUBLIC LIBRARY BUILDING, SAN JOSE, CAL, 
 REDWOOD CITY COURT HOUSE, REDWOOD CITY, CAL. 
 CALIFORNIA HALL, UNIVERSITY OF CALIFORNIA, BERKELEY, CAL. 
 JOHNS HOPKINS’ ESTATE, BALTIMORE, MD. 
 AMERICAN COLD STORAGE BUILDING CHICAGO. 
 ILLINOIS STEEL CoO., BUFFINGTON, IND. 
 MASONIC TEMPLE, WACO, TEX. 
 INSANE ASYLUM, PHILADELPHIA, PA. 
 SEWAGE PUMPING STATION, NEW ORLEANS, LA. 
 SEWAGE PUMPING STATION, ALGIERS, LA. 
 
 RESERVOIRS, TANKS, ETC. 
 
 ACKER PROCESS CoO., NIAGARA FALLS. 
 PURIFICATION TANKS (Wy ncoop Kiersted, Engr.), RICHMOND, MO. 
 WATER RESERVOIR, PADUCAH, KY. 
 MISSOURI PACIFIC RAILWAY (GRAIN TANKS), KANSAS CITY, MO. 
 WATER RESERVOIRS, EAST ORANGE, N. J. 
 WATER RESERVOIRS, YAZOO, MISS. 
 WATER RESERVOIRS, AMES, IOWA 
 
 
 
 227 
 
 
 
 
 
 
 

 
 
 
 
 
 RESERVOIR BASIN, EAST NORWOOD, OHIO. 
 
 OIL TANKS, CONSTABLE HOOK, N. J. 
 BORDENTOWN WATER CO. BORDENTOWN, N. J. 
 WATER RESERVOIR, FT. MEADE, S. D. 
 CRESTON WATER WORKS, CRESTON, IOWA. 
 INDIANAPOLIS WATER CO., INDIANAPOLIS, IND. 
 CONCRETE CISTERNS, IONIA, MICH. 
 PALMER LAKE DAM, PALMER LAKE, COLO. 
 WATER RESERVOIR, ST. LOUIS, MO. 
 LARIMER & WELD RESERVOIR, FT. COLLINS, COLO. 
 WATER RESERVOIR, EDDYVILLE, KY. 
 WATER RESERVOIR, ELGIN, ILL. 
 WATER TANKS, LOUISVILLE, KY. 
 THE TERRE HAUTE WATER WORKS CoO., TERRE HAUTE, IND. 
 YAZOO CITY LIGHT, WATER AND SEWERAGE PLANT, YAZOO, MISS. 
 LOUISVILLE & NASHVILLE RAILROAD CO., SOUTH LOUISVILLE. 
 TUNNELS, SUBWAYS, SEWERS. 
 NEW YORK RAPID TRANSIT COMMISSION, NEW YORK. 
 BOSTON RAPID TRANSIT COMMISSION, BOSTON. 
 NEW ORLEANS DRAINAGE CANALS, NEW ORLEANS. 
 BOROUGH C@OSTRUCTION CO., + BROOKLYN. 
 J. B. McDONALD (N. Y. SUBWAY), NEW YORK. 
 CITY OF MEMPHIS, TENNESSEE. 
 MOBILE SEWERS. MOBILE, ALA. 
 GENERAL CONSTRUCTION CoO.. R. R. TUNNEL, KANSAS CITY. 
 BACTERIAL SEWAGH PURIFYING CO., NEW YORK. 
 LARGE SEWERS, ALTOONA, PA. 
 LARGE SEWERS. GRAND RAPIDS, MICH. 
 
 DRAINAGE CULVERT FOR ST. FRANCIS LEVER DISTRICT, 
 
 NEAR BREWER’S LAKE, MO. 
 NG oN Go elas wl keen Even On, NEW YORK. 
 ELECTRICAL COMMISSION, BALTIMORE, MD. 
 
 
 
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 GILSONITE CONSTRUCTION CO., 
 
 ROBT. HHIGGINS, 
 
 LARGE SEWER (CRANFORD PAC. COD), 
 CHURCH CONSTRUCTION CO., 
 
 JAS. MALLOY, 
 
 NEW ORLEANS TERMINAL CO., 
 BOROUGH OF BROOKLYN, 
 
 SAGINAW SEWERS, 
 
 ST. LOUIS. 
 PHILADELPHIA, PA. 
 CINCINNATI, OHIO. 
 NEW YORK. 
 BROOKLYN. 
 
 NEW ORLEANS. 
 BROOKLYN, N. Y. 
 SAGINAW, MICH. 
 
 GOVERNMENT WORK. 
 
 MAJ. JNO. MILLIS, 
 
 MAJ. GEO. W. GOETHALS, U. S. 4», 
 CAPT. §; BOGE LENE, ,U. S48. 3 > 3 ) 
 CAPT. &. PNHOWEERY, U. Sp Arp > 39, 2? 3 
 AUGUSTUS SMITR NAVY VARD, 3, 5 3 : 
 MAJ. W. L. MARSHALL, U. 8. A., 
 CHAS. LE VASSHUR, U. 8. ASST. ENG., 
 AUGUSTUS SMPTE? COB DOCK, 3 
 
 U. S. NAVY YARD ess 30 5 332 3 
 CHARLESTOWN, MASS; NAV 
 COMMANDING OFFICER, 
 
 U. S. NAVY YARD, 
 
 MAJ. J. H. WILLARD, 
 LIGHTHOUSES, 
 
 MAJ. W. L. SIBERT, 
 
 U8. N. S., 
 
 MAJ. CG, S, RITCHIE: 
 
 > 
 o 4 
 is 
 ) 
 
 > 
 ) 
 
 ee a $ 
 wi ) 
 ZAR, Lie) ° 
 
 ) 
 ) 
 »?) 
 ) 
 
 ) 
 
 MISCELLANEOUS. 
 
 SOUTHERN STATES PORTLAND CEMENT CoO., 
 CONSOLIDATED GAS CO., 
 
 TIDE WATER OIL CoO., 
 
 STATE OF NEW YORK, 
 
 PORTLAND, ORE. 
 NEWPORT, R. I. 
 
 Pee NIV 7 OR Wee rvenks 
 
 > > >CHARLESTON, S.C. 
 > CHARLESTOWN, MASS. 
 FORT HANCOCK, N. J. 
 MEMPHIS, TENN. 
 
 , BROOKLYN NAVY YARD. 
 : NEW ORLEANS. 
 BOSTON, MASS. 
 
 : PORT ROYAL, S. C. 
 NORFOLK, VA. 
 NEWPORT, R. I. 
 
 MANILA, P. I. 
 PITTSBURG, PA. 
 
 ALGIBPRS, LA. 
 
 CHICAGO. 
 
 ATLANTA, GA. 
 BALTIMORE. 
 CONSTABLE HOOK, N. J. 
 ROCHESTER, N. Y. 
 
 
 
 229 
 
 
 
 
 

 
 
 
 
 
 PADUCAH WATER CoO., PADUC AT ays 
 
 NIAGARA CONSTRUCTION CO., NIAGARA FALLS, N. Y. 
 AMBURSEN HYD. CONSTRUCTION CO., BOSTON. 
 ABERTHAW CONSTRUCTION CO., SHELDON SPRINGS, VA 
 NATIONAL PHONO. CO., ORANGE, N. J. 
 FRUIN & COLNON, ST. LOUIS. 
 R. S. BLOME CO., CHICAGO. 
 E. TATTERSON, NORFOLK, VA. 
 JNO. T. WILSON, RICHMOND, VA. 
 BARNETT-HOPKINS CoO., BALTIMORE, MD. 
 COWING ENGR. CO., CLEVELAND, OHIO. 
 CONCR. STEEL CO., NEW YORK. 
 INTERNATIONAL STRAM PUMP.CQ.. , «< HARRISON, N. J. 
 BLECTRICAL COMMISSIGN; ¢ (73 o Oo (0° SBATDIMORE, MD. 
 CITY RESERVOIR,-WEIRS,- 2 ¢ oege 6 eH ca Sake ST LOUIS. 
 CRAMPY@1CO:. (8X: . PHILADELPHIA. 
 BACTERIAL SEWAGE PURIFYING CO., NEW YORK CITY. 
 W. J. OLIVER (RAILROAD, WORK), -- KNCXVILLE, TENN. 
 BATES & ROGERS CONSTRYCTION CO,, ,, , CHICAGO. 
 N. O. NELSON & CO., SEPTIC SPANKS, ST. LOUIS. 
 L. W. ANDERSON, CITY ENGINEER; ''* GRAND RAPIDS, MICH. 
 LOUIS LE SASSIER, NEW ORLEANS, LA. 
 TUCKER & VINTON. ITHACA, N. Y. 
 UNION DEV. & CONSTRUCTION CO., NEW ORLEANS. 
 PEDEN IRON & STEEL CO., HOUSTON, TEX. 
 WESTINGHOUSE, CHURCH, KERR & CO., NEW YORK. 
 PAXON & VIERLING IRON WORKS, OMAHA, NEB. 
 COMMONWEALTH ROOFING CO., NEW YORK. 
 MADISON COUNTY GOOD ROADS COMMISSION, JACKSON, MISS. 
 J. G. WHITE & CO. (MANILA, P. I.), NEW YORK. 
 G. A. JOHNSON & SONS, CHICAGO. 
 JAS. STEWART & CO., ST. LOUIS. 
 W. R. MAHER, ATLANTA, GA. 
 
 
 
 230 
 
 
 

 
 
 
 PHILIP LOTZ, 
 
 CURTICE-RUGGLES Co., 
 
 NORTHERN OHIO PAVING & CONSTRUCTION CO. 
 CINCINNATI GRANITOID Co., 
 
 SOUTHERN ILLINOIS & MISSOURI BRIDGE Cco., 
 AMERICAN FALLS CANAL & POWER CO., 
 DOWDLE & WINDETT, 
 
 COOK & LAURIRE, 
 
 HEDGES-GOSNEY CONSTRUCTION CoO., 
 CROUSE CONSTRUCTION CoO., 
 
 COLLIER BRIDGE, 
 
 CONVERSE BRIDGE CoO., 
 
 AMERICAN CONSTRUCTION CoO., 
 LEVERSEDGE BRIDGE Co., 
 
 BARWICK CONSTRUCTION CO., 
 MOORE-MANSFIELD CONSTRUCTION CO., 
 NEWCASTLE BRIDGE CoO., 
 
 FALLS CITY ARTIFICIAL STONE CoO., 
 ELECTRICAL COMMISSION, 
 PENNSYLVANIA RAILWAY TESTING PLANT, 
 WILLAMETTE PULP & PAPER CO., 
 ONTARIO POWER CO., 
 
 SCHUYLERVILLE DAM, 
 
 PEDEN IRON & STEEL CO.’S DAM, 
 KANKAKEE ELECTRIC LIGHT CO.’S DAM, 
 AMERICAN CONCR. STEEL CoO., 
 
 PACIFIC CONSTRUCTION CO,, 
 
 HUEHL & SCHMID, 
 
 ALBERT GRAFF & CoO., 
 
 COTTON BROS., 
 
 SO. STATES REINFORCED CONCR. CO., 
 CLEMENT & STRANGE, : 
 MILLER-COLLINS Co., 
 
 CHICAGO. 
 
 NEW YORK. 
 
 ; CLEVELAND, OHIO. 
 CINCINNATI, OHIO. 
 CHICAGO. 
 
 BLACK FOOT, IDAHO. 
 NEW ORLEANS. 
 
 NEW ORLEANS. 
 
 NEW ORLEANS. 
 
 PHR TH AMBOY,, No J. 
 INDIANAPOLIS, IND. 
 CHATTANOOGA, TENN. 
 INDIANAPOLIS, IND. 
 FORT WORTH, TEX. 
 SOULS: 
 INDIANAPOLIS, IND. 
 INDIANAPOLIS, IND. 
 LOUISVILLE, KY. 
 BALTIMORE, MD. 
 WORLD’S FAIR, ST. LOUIS. 
 OREGON CITY, OREGON. 
 ONTARIO. 
 SCHUYLERVILLE, N. Y. 
 WALLIS, TEX. 
 KANKAKEE, ILL. 
 NEWARK, N. J. 
 
 SAN FRANCISCO, CAL, 
 CHICAGO. 
 
 CHICAGO. 
 
 SAN FRANCISCO. 
 ATLANTA, GA, 
 
 SALT LAKE CITY. 
 NEW YORK. 
 
 
 
 
 
 
 
 231 
 
 
 

 
 
 
 WOODWARD & TIERNAN 
 PRINTING COMPANY 
 SAINT LOUIS 
 
 
 
 
 
 
 
 
 
 
 
 232 
 
 
 
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