US3295276A

US3295276A - Bridge

Info

Publication number: US3295276A
Application number: US343734A
Authority: US
Inventors: Rene J Stanley
Original assignee: J STANLEY RENE Inc
Current assignee: J STANLEY RENE Inc
Priority date: 1964-02-10
Filing date: 1964-02-10
Publication date: 1967-01-03
Anticipated expiration: 1984-01-03

Description

Jan. 3, 1967 Filed Feb. 10, 1964 J. 5. RENE BRIDGE 2 Sheets-Sheet l INVENTOR J SJauZey H6126 ATTORNEYS J. S. RENE Jan. 3, 1967 BRIDGE 2 Sheets-Sheet 2 Filed Feb. 10, 1964 i2 WI INVENTOR J fiiazzzqy Belle ATTORNEY/5 3,295,276 Patented Jan. 3, 1967 fifice 3,295,276 BRHDGE J Stanley Ren, Lafayette, Ind., assignor to J Stanley Ren, Incorporated, Lafayette, Ind, a corporation of Indiana Filed Feb. 10, 1964, Ser. No. 343,734? 4 Claims. (Cl. 52174) This invention relates to the design and construction of a bridge.

An object of the invention is to provide a novel bridge structure which may be wider and more efiicient than conventional bridge structures and which may constitute a replacement for a narrower existing bridge and within a shorter period of time than possible with the conventional structures and methods used heretofore.

Another object is to provide a bridge of maximum width within a limited amount of right-of-way, completely erectible from within said right-of-way.

Another object is to provide a bridge structure having a flow channel thereunder capable of carrying more water during fiood stage without endangering the bridge and which may be erected in spanning relation to a water course while affording ample room for future widening or dredging thereof.

Other objects and advantages will appear as the description proceeds with reference to the drawings, which illustrate a preferred embodiment of the invention and wherein:

FIG. 1 is a plan view of a right-of-way having an existing narrow bridge indicated thereon and showing the relationship of the support members of the bridge of this invention to the existing structure;

FIG. 2 is a vertical elevational view of the features shown in FIG. 1;

FIG. 3 is a side elevational view of a completed bridge constructed in accordance with the present invention;

FIG. 4 is a top plan view of the bridge of FIG. 3, as seen from the line 4-4 of FIG. 3;

FIG. 5 is an enlarged fragmentary vertical sectional view taken substantially along the line 55 of FIG. 4; and

FIG. 6 is a view similar to FIG. 5, on a further enlarged scale, showing a modification of the invention.

In FIG. 1, 2 indicates an existing roadway passing over a narrow bridge 4 spanning a water course 6. Many such bridges are in existence and it is often desired to widen the bridges to accommodate twice as many lanes of traflic, or more, and at the same time to provide more clearance thereunder for the flow of flood waters. According to the present invention most of the construction of a replacement bridge can be performed while the existing bridge 4 remains in service and the construction of which involves a minimum of disruption of the existing roadway and bridge.

Referring to FIGS. 1 and 2, while the roadway 2 and bridge 4 are still in service, suitable supports 8 are constructed at the edges of the roadway 2 and may constitute pilings 10, either of concrete or other suitable material. As shown, each support 8 comprises a pair of pilings 10 and a bearing member or cap 12. The cap 12 may obviously be preformed of reinforced concrete or other suitable material so as to be capable of being installed in place without delay after installation of the pilings 10. Each bearing member or cap 12 is provided with downwardly facing recesses 14 (see also FIG. 5) embracing the upper ends of the pilings 10 and each is also provided with a transverse groove or recesses 16 in its upper surface. It will be obvious that the supports 8 may be completely installed without disrupting road service. Upon completion of the supports 8 a trench or ditch may be dug transversely across the roadway 2 and the transverse beams 18 may then be installed, and if necessary, the

trenches may be temporarily bridged with planking or the like to keep the roadway in service. Each transverse beam 18 is of a length greater than the spacing between the supports 8 so that its opposite ends extend laterally beyond or outwardly of those supports. Thus, the beams 18 become cantilever beams mounted on a pair of supports. As shown, the beams 18 are positioned to rest within the transverse grooves or recesses 16 in cap members 12 and the central portions of the beams between the supports 3 are preferably of greater vertical thickness than the end portions as shown at 21 in FIG. 5. The thicker portion of the beams between the supports 8 thereby lock the beams against sliding movement on the caps 12 in a direction transverse to the roadway 2. As is well-known, the beams 18 may be of prestressed or reinforced concrete but will preferably be prefabricated so as to be ready for installation as soon as the transverse ditch referred to has been opened. To complete the bridge it is then only necessary to remove at least the upper portion of the existing bridge 4 and to regrade only that portion of the roadway 2 between the two pairs of supports 8 at which time a floor slab 22 may be installed without delay. The floor slab 22 (see FIG. 5) is also preferably of prefabricated reinforced or prestressed concrete, either as a single wide slab or as a plurality of narrower elongated slabs 23, and ready for installation as soon as the supporting structures are ready to receive it. The floor slab 22 may thus be put in place immediately and the new roadway put in service almost immediately thereafter.

As shown in FIG. 5, the transverse beams 18 are sealed in the grooves 16 by means of grouting material 24 and the floor slab 22 is provided with a cutout portion 26 at each end to embrace the adjacent corner portion of a beam 18. Thus, the slab 22 is held against sliding movement in a direction longitudinally of the roadway. Suitable sealing or resilient expansion joint material 28 may be interposed between the slab 22 and the beams 18. Many manufacturers make precast and prestressed floor beams, similar to that shown at 22, but which are not notched at their ends. Such beams may be secured to the transverse beam 18 by using dowels or the like, provision for which is made in the prefabrication of the floor structure.

The prefabricated floor structure 22 may also include side rail structures 30 or the latter may be installed after the bridge is erected. As shown in FIG. 4, the floor slab 22 is of a width substantially equal to or only slightly less than the length of the transverse beams 18 so that the actual width of the finished bridge is greater than the spacing between the supports 8 of each pair. Thus, the entire bridge structure may be erected from within a narrow rightof-way and result in a bridge substantially the full width of the available right-of-way. As pointed out, all of the construction can be accomplished with very little interruption to traffic.

While the description has been made with reference to the replacement of an existing bridge structure, it is obvious that applicants novel bridge may be erected at a new site for new construction and offers many advantages as to efficiency of construction and simplicity and cost thereof.

FIG. 6 illustrates an alternative manner in which a floor slab 32 may be supported on transverse beams 18. As shown, the beams 18 are preformed with locking bolts 34 embedded therein. The prefabricated structure may also include a supporting bracket 36 and bearing plate 33 along with brackets 48, all as part of a unitary assembly prefabricated and transported to the bridge site ready for installation. When the beams 18 are placed in position on their respective supports 8 (not shown in FIG. 6), steel beams 42, in any desired number, are

placed to extend across the water course from one beam 18' to the other in position to rest on the brackets 36 and to be bolted to the brackets 40 whereby to lock the beams 42 in the desired position. The number of beams 42 employed is variable and may change from bridge to bridge but in any event, the number employed will depend upon the load capacity desired and the length of the bridge span. Each beam 42 is of a height to extend upwardly to present its upper edge substantially flush with the upper surface of the beam 18'. Thereafter, any suitable floor slab 44 may be laid to rest on the beams 42 and the upper surface of beams 18. The slab 44, obviously, may be of reinforced prefabricated concrete, planking, or of any other desired material.

Any of the component structures, such as the pilings 10, the caps 12, beams 18 or 18', floor structure 22 or floor structure 44 may be made of wood, steel, concrete or any combination thereof, depending only upon the loads to be carried and the desire of those erecting the bridge. The bearing caps 12, while described as being prefabricated at a remote location, obviously, may be of poured concrete, poured into position at the bridge site after the pilings have been installed. Clearly, this can be done without interrupting the use of roadway 2. When rock or impervious soil is present, making pile driving impractical, spread footings with small piers can be built in place of the piling 10 and caps 12 constituting the supports of the above description.

The bridge design of the present invention, involving prebuilt or prefabricated structures, results in more effective strength from the materials used because such structures can be prefabricated under controlled conditions to impart maximum strength and reliability thereto. Furthermore, such prefabricated parts reduce the cost of the bridge since it is not necessary to provide forms or skilled labor at the job site.

While the bridge has been described and shown as extending perpendicularly across the water course, it will be obvious that the same can be constructed to extend at an oblique angle thereto, the supports and beams 18 being constructed and installed as described and the only difference being that the floor slab 22 would have to be prefabricated as a non-rectangular parallelogram.

It could, however, be installed as easily and as simply as the rectangular floor described.

While a limited number of embodiments have been shown and described herein, it is to be understood that the description is merely illustrative of the invention and that other forms may be resorted to within the scope of the appended claims.

I claim:

1. A replacement bridge structure for replacing an existing bridge spanning a water course or the like with a minimum obstruction to traffic thereover, comprising: a pair of laterally spaced supports on each side of said water course, outwardly of the sides of the existing roadway, bearing means capping each of said supports below the level of the roadbed; a preformed and prestressed concrete beam spanning the space between and resting on the bearing means of each pair of supports and projecting therepast at roadbed level; and a bridge floor structure, of a width substantially equal to the length of said beams, spanning said water course and being supported at its opposite ends on said transverse beams.

2. A bridge structure as defined in claim 1 wherein each of said bearing means comprises a separate cap member on its associated support and provided with a transverse channel in the upper surface thereof; said transverse beams resting in said channels whereby to be held against movement toward or away from each other.

3. A bridge structure as defined in claim 2 wherein the portions of said beams between said supports are of greater depth than the end portions thereof and locking said beam against sliding along said channels; said floor structure being interlocked with said beams Whereby to prevent shifting of said floor structure in a direction transverse to said beams.

4. A bridge structure as defined in claim 1 wherein each of said supports comprises at least two upright spaced piles; said bearing means comprising an elongated unitary cap member having downwardly facing recesses spaced lengthwise thereof and embracing the upper ends of each of said piles, said transverse recess and said transverse beam extending transversely to the length of said cap.

References Cited by the Examiner UNITED STATES PATENTS 1,341,270 5/1920 Hamlin 52251 1,344,929 6/1920 Stainer 52251 1,360,669 11/1920 Nielson 52-252 2,602,321 7/1952 Blair 52261 FOREIGN PATENTS 467,994 6/1937 Great Britain.

OTHER REFERENCES Roads and Streets, October 1957, pp. 99-100.

REINALDO P. MACHADO, Primary Examiner.

KENNETH DOWNEY, Examiner.

Claims

1. A REPLACEMENT BRIDGE STRUCTURE FOR REPLACING AN EXISTING BRIDGE SPANNING A WATER COURSE OR THE LIKE WHICH A MINIMUM OBSTRUCTION TO TRAFFIC THEREOVER, COMPRISING: A PAIR OF LATERALLY SPACED SUPPORTS ON EACH SIDE OF SAID WATER COURSE, OUTWARDLY OF THE SIDES OF THE EXISTING ROADWAY, BEARING MEANS CAPPING EACH OF SAID SUPPORTS BELOW THE LEVEL OF THE ROADBED; A PREFORMED AND PRESTRESSED CONCRETE BEAM SPANNING THE SPACE BETWEEN AND RESTING ON THE BEARING MEANS OF EACH PAIR OF SUPPORTS AND PROJECTING THEREPAST AT ROADBED LEVEL; AND A BRIDGE FLOOR STRUCTURE, OF A WIDTH SUBSTANTIALLY EQUAL TO THE LENGTH OF SAID BEAMS, SPANNING SAID WATER COURSE AND BEING SUPPORTED AT ITS OPPOSITE ENDS ON SAID TRANSVERSE BEAMS.