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C. Shaler Smith ® by Frank Griggs, Jr., Ph.D., P.E., P.L.S

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C. Shaler Smith ® by Frank Griggs, Jr., Ph.D., P.E., P.L.S GREAT ACHIEVEMENTS notable structural engineers C. Shaler Smith ® By Frank Griggs, Jr., Ph.D., P.E., P.L.S. Captain C. Shaler Smith, CSA C. Shaler Smith, one of the premier bridge builders of the post-Civil War period, was born in Pittsburgh, Pennsylvania on January Copyright 16, 1836. After attending a private school in Pittsburgh, he went east and became a rodman on the Mine Hill and Schuylkill Haven Railroad near Philadelphia. In 1858, he was in charge of the Tennessee division of the Louisville and Nashville Railroad under George Macleod and Albert Fink. He moved up to Chief Engineer of Bridges and Buildings on the Wilmington, Charlotte and Rutherford Railroad in North Carolina in 1859. At the start of the Civil War, Smith chose the Confederate cause and was commissioned as Captain of Engineers. His main job early in the war, as Chief Engineer of Government Works in the Augusta District, was to build the Confederate Powder Works at Augusta,magazine Viaduct Patent. Georgia. During the war, it claimed to be “the trusses [Fink and Bollman]…are the best, Georgia Railroad, to form Smith, Latrobe & best powderS mill in theT World.” R and Uof these two the CFink is almost Tinvari- CompanyU based in BaltimoreR and Charlotte,E In 1865, Smith published his first paper, ably preferable. This truss also ranks first for North Carolina with Benjamin Latrobe A Comparative Analysis of the Fink, Murphy, an undergrade [deck] bridge of any length of acting as a consulting Engineer to the firm. Bollman and Triangular Trusses. Referring to span, while for all overgrade [through] bridges In 1867, they built a 470-foot iron trestle himself, he wrote, “He has no property in any of more than 100 feet span the Triangular is (viaduct) called the Bullock Pen Viaduct for of the patents involved in the different sys- the best truss.” the Cincinnati & Louisville Short-Line. The tems, and no other interest in the adoption Benjamin H. Latrobe, formerly Chief firm built many other viaducts, including the of one rather than another, except in so far Engineer of the Baltimore and Ohio Rail- Running Water Viaduct on the Nashville and as his demonstration of its superior economy road, reviewed his pamphlet. Latrobe wrote, Chattanooga Railroad, Lynn Brook Viaduct may cause a structure to be erected, which on “The memoir by Mr. C. Shaler Smith, upon on the New York and Oswego Railroad, and a a more expensive plan would not be built at the comparative merit of different forms of 1,500-foot viaduct on the same line, Clarke’s all. If his effort should, upon this ground, bridge trusses, has been submitted to me by River Viaduct on the Elizabethtown and result in increasing the replacement of tem- that gentleman for my professional opinion, Paducah Railroad, and the Arequipa Viaduct porary and unsafe by permanent and reliable and after an attentive examination of his pa- on the Arequipa and Puno Railroad in Peru. constructions of moderate cost, his field of per I am prepared to say that I consider the C. S. Smith, C. H. Latrobe and Frederick labor in this branch of his profession will principles upon which he has conducted his Smith received patent # 97975 on December be enlarged, not of course exclusively but investigations to be scientifically accurate, 14, 1869 for an Improvement in Construction in fair competition with others whose inter- and his conclusions correct.” of Bridges. ests as well as his own, he will thus have been Smith stayed in the South for several years The only surviving bridge by Smith Latrobe instrumental in promoting.” He concluded: after the war, and began building bridges on is the 1868 Zoarville Bridge with a 108-foot “Taking, therefore, all the points above re- the Charlotte and South Carolina Railroad span that has recently been restored. viewed into consideration, the conclusions that crossed the Catawba and Congaree In 1869, the firm changed its name to the would seem to be these, viz. that for all spans Rivers using iron Fink Trusses. In 1866, he Baltimore Bridge Company with offices in where the weight of the train is great in propor- joined with Charles Hazelhurst Latrobe, Baltimore and Phoenixville, Pennsylvania. tion to the weight of the truss, the Suspension former chief engineer of the Pensacola and The firm continued to design many major STRUCTURE magazine 56 August 2008 ® St. Charles Bridge, Missouri River. Copyright bridges in the United States, including the opening of the bridge. Smith had also Smith’s next cantilever was for the Chicago, the Mississippi and Ohio Railroad “High worked closely with Eads and Henry Flad on Milwaukee & St. Paul Railway in 1879 over Bridge” over the Appomattox River Valley designing the main arches. the Mississippi River between Wisconsin and with 21 spans of 125 feet each, the Rock In July 1873, Smith, C. H. Latrobe and St. Paul, Minnesota. The bridge was sometimes Island Bridge across the Mississippi River Charles Bender, an associate of the Baltimore called the Minnehaha Bridge or sometimes in 1872, the St. Charles Bridge over the Bridge Company, patented (#141,310) Im- the Short Line Bridge. The site was similar Missouri River in 1871, and a portion of the provements in Iron Bridges. Smith’s first effort to his Kentucky River site, as the river flowed Susquehanna River Bridge for the Philadelphia, using this patent was the continuous/cantile- through a chasm with rock on both sides. In Wilmington and Baltimore Railroad at Havre ver truss bridge over the Kentucky River. He this case, however, the river was only 150 feet de Grace. They also designed the famous used cantilever methods to build the bridge below and the main bridge only needed to Verrugas Viaduct erected in Peru in 1871- as a continuous truss on two abutments and span 868 feet. It was a much smaller bridge 72 by Leffert L. Buck. two central piers, and then converted it into a and, like the Kentucky Bridge, would be for The Rock Island design was used for what cantilever bridge. a single track. was called the Arsenal Bridge, and included continued on next page fixed spans of 220 feet and 260 feet and a swing span of 368 feet, with five shorter spans of Fink Trusses making the total length ofmagazine the bridge 1,840 feet. It was double-decked, with the Srailroad on the upperT level andR wagons on U C T U R E the lower level. Smith moved to St. Charles, Missouri in 1868 to oversee construction of the St. Charles Bridge over the Missouri River Seattle, WA Tacoma, WA just upstream from St. Louis. His bridge was Portland, OR – For Advertiser ADVERTISEMENT Information, visit a high level bridge with a clearance of 90 feet Sacramento, CA above low water. It consisted of three 322-foot San Francisco, CA spans of double triangular Warren trusses, Los Angeles, CA four 304-foot spans of Fink deck trusses (the Irvine, CA San Diego, CA longest Fink trusses ever constructed), two Phoenix, AZ spans of 64 feet, one of 48 feet and 4,518 St. Louis, MO feet of iron viaduct work for a total length New York, NY of 6,676 feet. When built, it was the longest iron bridge in the United States. In 1871, after finishing the St. Charles Bridge, Smith www. moved to St. Louis, where he spent the rest STRUCTURE of his life. In the spring of 1873, James Eads issued mag.org specifications for the long eastern approach to his St. Louis Bridge. He sent them out to several bridge firms, including the Baltimore Bridge Company. Smith’s firm won the contract to build the entire eastern approach for the bid price of $377,900. They finished come work with us the approach in June 1874, one month before www.kpff.com Providence Cancer Center | Portland, Oregon STRUCTURE magazine 57 August 2008 Thank you for reviewing this ad proof for the upcoming issue of STRUCTURE® Magazine. To ensure that the proper advertisement for your company is run, please print out this document, fi ll out the information below and fax it to us at: 608-524-4432. Yes, the ad looks fi ne. No, we require the following changes: If we recieve no fax within 48 hours of this email, we will assume that there is no change necessary and will run the ad as presented here. Thank you for your assistance. Inside_Cover_Outside_Cover_Perfe1 1 7/3/2008 11:16:40 AM ® Kentucky High Bridge. Smith’s last major bridge project was in Canada for the Canadian Pacific Railroad Copyright which was looking to extend its line to the east and across the St. Lawrence River near Montreal. After several unacceptable designs, the Chief Engineer, in the summer of 1884, called in Smith as consulting engineer. Upon reviewing the site, Smith was worried about building piers in the St. Lawrence and proposed that “there should be introduced two spans of 258 ft. and two spans of 408 ft. over the channel, thus getting rid of one deep water pier, and probably one years time in the construction of the bridge.” The two 408- foot spans would be erected on the cantilever principle with 258-foot anchor spans. Smith had considered various schemes for Kentucky High Bridge half done showing iron towers. building the channel spans. The top plan was for a bridge with two piers in the main channel magazineand pins inserted at points of contraflexure, making it a cantilever with all reactions de- S T R U C T terminate.U The middle R plan was for a Esingle pier in the main channel and pins again in- serted in the lower chords and a top chord peaking over the center span making it also a cantilever with all forces determinate.
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