The same eastbound movement from Rockland crosses Bridge 1.19 (miles west of Hollins) over Jones Falls. This bridge was originally no. 1 on the Green Spring Branch in the Northern Central numbering scheme. PHOTO BY MARTIN K VAN HORN, MARCH 1961 /COLLECTION OF ROBERT L. WILLIAMS.
On October 21, 1959, the Interstate Commerce maximum extent. William Gill, later involved in the Commission gave notice in its Finance Docket No. streetcar museum at Lake Roland, worked on the 20678 that the Green Spring track west of Rockland scrapping of the upper branch and said his boss kept would be abandoned on December 18, 1959. This did saying; "Where's all the steel?" Another Baltimore not really affect any operations on the Green Spring railfan, Mark Topper, worked for Phillips on the Branch. Infrequently, a locomotive and a boxcar would removal of the bridge over Park Heights Avenue as a continue to make the trip from Hollins to the Rockland teenager for a summer job. By the autumn of 1960, Team Track and return. the track through the valley was just a sad but fond No train was dispatched to pull the rail from the memory. Green Spring Valley. The steel was sold in place to the The operation between Hollins and Rockland con- scrapper, the Phillips Construction Company of tinued for another 11/2 years and then just faded away. Timonium, and their crews worked from trucks on ad- So far as is known, no formal abandonment procedure jacent roads. Apparently, Phillips based their bid for was carried out, and no permission to abandon was the job on old charts that showed the trackage at its ' obtained.
Green Spring Branch • 87
f34-1748 STEEL BRIDGE, GREEN SPRING BRANCH, NCRR - 1900-1925 - At rail crossing of Jones Falls, Robert E. Lee Park. Plate girder bridge on granite abutments, a survival of the Baltimore and Susquehanna Rail Road route to Owings Mills (1831), later the route of the Western Maryland, and still later the Valley Branch of the Northern Central; service terminated in 1959. Now inside city-owned park surrounding Lake Roland. Ties provide a foot crossing (1977).
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E O U.S. DEPARTMENT OFTHE I ai4
A BULFINCH PRESS BOOK James Millholland (1812-1875), railway master mechanic, is particularly well known for his invention of many railway mechanisms. His association with the Philadelphia and Reading Railroad Company as master machinist spanned fifty years in the early development of the American railroad. He also founded the locomotive shops at Mt. Savage, Maryland, the center of the Cumberland and Pennsylvania Railroad. Millholland's inventions and contributions include the cast-iron crank axle, wooden spring, plate girder bridge, poppet throttle, anthracite firebox, water grate, drop frame, and steel tires. He was also an early user and advocate of the superheater, the feedwater heater, and the injector. Several of his innovations were adopted as standard practice by the railroad industry. His son, James A. Millholland, was a railroad executive.
References • White, John H. "James Millholland and Early Railroad Engineering". Contributions From the Museum of History and Technology #252 (1968): 3-36.
This entry is from Wikipedia, the leading user-contributed encyclopedia. It may not have been reviewed by professional editors (see full disclaimer)
A plate girder bridge is a bridge supported by two or more plate girders. The plate girders are typically I-beams made up from separate structural steel plates (rather than rolled as a single cross- section), which are welded or, in older bridges, bolted or riveted together to form the vertical web and horizontal flanges of the beam. In some cases, the plate girders may be formed in a Z-shape rather than I-shape. The first tubular wrought iron plate girder bridge was built in 1846-47 by James Millholland for the Baltimore and Ohio Railroad.11.1 Plate girder bridges are suitable for short to medium spans and may support railroads, highways or other traffic. Plate girders are usually prefabricated, and the length limit is frequently set by the mode of transportation used to move the girder from the bridge shop to the bridge site. j2],
Anatomy of a plate girder. Generally, the depth of the girder is no less than 1/15 the span, and for a given load bearing capacity, a depth of around 1/12 the span minimizes the weight of the girder. Stresses on the flanges near the center of the span are greater than near the end of the span, so the top and bottom flange plates are frequently reinforced in the middle portion of the span. Vertical stiffeners prevent the web plate from buckling under shear stresses. These are typically uniformly spaced along the girder with additional stiffeners over the supports and wherever the bridge supports concentrated loads. 01 ▪▪
Deck-type plate girder bridge In the deck-type bridge, a wood, steel or reinforced concrete bridge deck is supported on top of two or more plate girders, and may act compositely with them. In the case of railroad bridges, the railroad ties themselves may form the bridge deck, or the deck may support ballast on which the track is laid. Additional beams may span across between the main girders, for example in the form of bridge known as ladder-deck construction. Also, further elements may be attached to provide cross-bracing and prevent the girders from buckling.
Half-through plate girder bridge
P late girder bridge: half-through type. In the half-through bridge, the bridge deck is supported between two plate girders, often on top of the bottom flange. The overall bridge then has a 'U'-shape in cross-section. As cross-bracing cannot normally be added, vertical stiffeners on the girders are normally used to prevent buckling (technically described as 'U-frame behaviour'). This form of bridge is most often used on railroads as the construction depth (distance between the underside of the vehicle, and the underside of the bridge) is much less. This allows obstacles to be cleared with less change in height.
Multi-span plate girder bridge
M ultispan Plate girder bridge: deck type on concrete piers. Multispan plate-girder bridges may be an economical way to span gaps longer than can be spanned by a single girder. Piers serve as intermediate abutments between the end Abutments of bridge. Separate plate girder bridges span between each pair of abutments in order to allow for expansion joints between the spans. Concrete is commonly used for low piers, while steel trestle work may be used for high bridges.
References
1. A Henry Grattan Tyrrell, History of Bridge Engineering, Williams, Chicago, 1911; page 195. 2. A J. A. L. Waddell, Bridge Engineering Vol. 1, Wiley, New York, 1916; page 409. 3. A The Building Trades Handbook, 3rd Ed., International Textbook Company, Scranton, 1914, pages 106-107.
See also Wikimedia Commons has media related to: Plate girder bridges • Beam bridge - the ancestor of the plate girder bridge • Box girder bridge - an evolution of the plate girder bridge • Trestle - some modern steel trestles are composed of a number of girder bridge segments. • Pin and hanger assembly DESIGN OF STEEL STRUCTURES
BY LEONARD CHURCH URQUHART, C. E. Professor in Charge of Structural Engineering, Cornell University
Books by AND L. C. URQUHART CHARLES EDWARD O'ROURKE, C. E. AND Assistant Professor of Structural Engineering, C. E. O'ROURKE Cornell University DESIGN OF CONCRETE STRUCTURES TABLES AND DIAGRAMS FROM DESIGN OF CONCRETE STRUCTURES STRESSES IN SIMPLE STRUCTURES DESIGN OF STEEL STRUCTURES
FIRST EDITION SECOND IMPRESSION
MCGRAW-HILL BOOK COMPANY, INC. NEW YORK AND LONDON 1930 PLATE GIRDER BRIDGES 105
riveted to the outstanding legs of the angles, as shown in Fig. 64b. When the required number of cover plates becomes excessive, the form of b may be modified as shown in c and d. The maximum bridge span to which the plate girder is adapted CHAPTER V is about 135 ft., and unless the depth is unduly limited, sections PLATE GIRDER BRIDGES' such as are shown in b or c will usually furnish sufficient flange material. The section -shown in d is relatively uneconomical 55. General Forms of Plate Girders. For spans in excess because of the extra riveting and the lowering of the center of of 25 ft., the relatively large depth of beam required to carry gravity of the flange material which results in a decreased effective normal railway or highway loads prohibits the use of rolled depth of the girder. sections. In order to secure the necessary depth and yet main- Very often, in building construction, the depth of a beam or tain the economy of the I-beam section, a built-up beam of girder is limited to a value which is far below the economical similar cross-section may be used. A built-up beam, in which depth. In some such cases, girders of the forms illustrated in
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FIG. 65. Fig. 64 will not provide the necessary cross-section. By using 1 two or more webs this difficulty may be overcome. Figure 1 65 illustrates two common forms of girders that might be used (b) c) (d) (a in such instances. Girders of this type are commonly called FIG. 64. "box girders." the flanges are composed of an assemblage of rolled shapes 56. Plate Girder Bridges. Plate girder bridges are used to (usually plates and angles) riveted to a solid web plate, is called carry both railway and highway loads, and may be either of the a "plate girder." The economy of such a section results from deck or through type. having the flange material as far from the neutral axis as practical, Deck Bridges. In deck railway bridges with open floors, the and making the web only sufficiently thick fully to provide for ties usually rest directly upon the upper flanges of the girders; the shearing stresses. if the floor is to be of the solid ballasted type, or if the bridge The simplest form of plate girder is one which consists of a is to support highway loads, the slab, which may be of wood, web plate to which are riveted four angles, two at either edge concrete, or steel, is placed on top of the upper flanges. The of the web plate and on opposite faces, as shown in Fig. 64a. main girders are connected at intervals by transverse frames If sufficient flange material cannot be provided with this simple in a vertical plane, and the upper flanges are further braced section, additional material may be added in the form of plates, by diagonal bracing in a horizontal plane. Similar lateral All specifications referred to in this Chapter are those of the A.R.E.A., bracing is sometimes placed in the plane of the lower flanges, 1925 (see App. B). but usually the cross-frames are depended upon for the lateral 104 106 DESIGN OF STEEL STRUCTURES PLATE GIRDER BRIDGES 107 support of these flanges. In all but very shallow girders, the web plate is stiffened more or less at regular intervals, by vertical angles, riveted in pairs to the web plate, one on the inside and one on the outside face. Stiffener angles are also provided at each end of the span to transfer the load to the abutments. Deck girders should be spaced, center to center, not less than A5 of the span, and preferably not less than 342 of the span. In order to provide sufficient resistance against overturning,