GEO. S. MORISON, Chief Engineer. The Rookery, Chicago. THE RULO BRIDGE. A REPORT To CHARLES E. PERKINS, President of the Chicago, Burlington & Quincy Railroad, BY GEORGE S. MORISON, Chief Engineer of the Rulo Bridge. SUBJECTS. I. Preliminary Narrative II. General Description III. Substructure . . . IV. Superstructure . . V. Approaches VI. Protection Work VII. Cost. APPENDICES. A. List of Engineers, Employees and Contractors . . 13 B. Charter.14 C. Specifications for Masonry.15 D. Record of Sinking.16 E. Time, Cost, etc., of Foundations.22 F. Specifications for Superstructure.28 G. Tests of full-sized Steel Eye bars.30 PLATES. General Map. General Elevation, Plan, Profile and Alignment, profile showing Stratification on Bridge Line. Pier I. Pier II. Pier III. Pier IV. Caissons II. and III. Diagram showing Rate of Progress in Sinking Caissons. Clay Hoist. Record of Water Stage. Approach Pier. 13. General Elevation and Plan of Through Span. 14. Through Span; Panel Point o. 15. Through Span; Panel Points 1 and 2. r6. Through Span; Panel Points 3, 4 and 5. 17. Through Span; Panel Points 6 and 7. 18. Through Span; End Elevation. 19. Deck Span; Elevation and Plan. 20. Deck Span; Details. 21. Supporting Towers. 22. Strain Sheets. 23. Details of Dike. 1890 . Chicago, May 1, 1890. Charles E. Perkins, Esq., President Chicago, Burlington Sr Quincy Railroad. Dear Sir I submit the following final report in relation to the construction of the bridge across the Missouri river at Rulo, Nebraska. Yours truly, Geo. S. Morison, Chief Engineer Rulo Bridge. THE RULO BRIDGE. 3 THE RULO BRIDGE. I. PRELIMINARY NARRATIVE. Before the completion of the Plattsmouth Bridge in 18S0, the importance of a lower crossing of the Missouri to accommodate the Southern lines of your Nebraska system of railroad, became apparent, and I was instructed by you to make an examination with a view to locating such a bridge near the mouth of the Little Nemaha. This examination was made in the season of i88o-'8i and resulted in the selection of a location near the little village of Aspinwall about two miles below the mouth of the Little Nemaha. A bridge built here would have made a direct connection between the railroad leading westerly from Nemaha City to Beatrice and the branch on the east side of the river from Corning to Villisca. Subsequently the acquisition of the Hannibal & St. Joseph R. R. by your company made a more southerly crossing desirable and the fact that the Atchison & Nebraska R. R. (a portion of your Nebraska System) followed down the valley of the Great Nemaha indicated that a location at Rulo near the mouth of the Great Nemaha would have decided commercial advantages over the Aspinwall location. The season of i 883-'84 was therefore devoted to examinations and sur¬ veys in the neighborhood of the mouth of the Great Nemaha. The beginning of the work may be fixed as September 13th, 1883, when Mr. B. L. Crosby the Resident Engineer arrived at Rulo. The location at Rulo was fixed by me and borings were actually begun one week after Mr. Crosby's arrival. These borings showed a state of affairs quite unlik e that usually found in the Missouri River, there being no rock within any reasonable depth, but a stiff bed of blue clay, of an average thickness of about 15 feet was found under the alluvial sand, this clay resting on a bed of coarse sand and gravel of vary¬ ing thickness, which itself rested on a bed of clay, the surface of which was nearly level and which from its stratified character was found to be more truly a shale than a clay. These borings showed that though the bridge when built would be of a satisfactory character, the cost of the foundations would be exceptionally large. It was evidently expedient to examine other points in the same neighborhood. Borings were accordingly made in the spring and summer of 1884 at White Cloud 10 miles below Rulo and at Arago 10 miles above Rulo, these being the nearest points at which the general topography of the country indi¬ cated that the construction of a bridge would be feasible. The borings at White Cloud gave better results than at Rulo, as rock bottom was reached, but at Arago, on the east side of the river, hard material was found only at a depth of 123 feet from top of sand bar, this material being a very soft sand stone. The difficulties in approaching a bridge at either of these points were so great that Rulo was selected as decidedly the best location. The width of the river at ordinary high water stage at Rulo was about 1600 feet, the channel being next to the west shore. This width being greater than the width required to pass the river, it was determined to reduce this width to about 1 too feet by the construction of a dike above the bridge. Construction of this dike was authorized in October 1884, work was begun on the track leading to this dike October 22d; the dike itself was begun on the 4th of December and completed May 7th, 1885, and an extension in the form of a permeable screen made in the following May and June. Authority for the construction of the bridge was obtained from the general government in 1884 by an Act which became a law June 18th, 1884. This Act is printed in full in Appendix B. The location of the bridge had been definitely fixed at the time that Rulo was selected in preference to any other place. The character of the bridge was, however, not fixed at this time. It was evident to me from the beginning that the only proper structure was a high bridge without a draw, the western approach to which would run nearly due west connecting with the Atchison & Nebraska Railroad in the Nemaha valley. In this opinion I had the hearty support of Mr. R. J. McClure, Chief Engineer of the Chicago, Burlington & Quincy R. R. and Mr. J. F. Barnard, then General Manager of the Hannibal & St. Joseph R. R. who really had been the first to call attention to the merits of Rulo as a place for crossing the Missouri River. There was, on the other hand, a decided demand by some of the operating officials of the company for a low bridge, the west approach to connect with the old track of the Atchison & Nebraska R. R. in front of the town of Rulo, which ran south along the Missouri bottom till it reached the Nemaha valley. The merits of a high bridge scheme was its simplicity, a less cost of mainten¬ ance of the bridge and the fact that it shortened the through distance two miles. The only advantage of the low bridge scheme was that it avoided the deep cut west of Rulo, and a careful estimate showed that a low bridge would be the more expensive of the two. The difference in opinion prevented an early determination of the plan of bridge and did much to render the cost of real estate on the west side of the river unreasonably large. In 1885 and before the character of bridge had been determined, I asked for authority to put in the foundation of Pier I (the eastern pier) with a view of determining more fully the character of the material on which the piers would rest. This authority was granted and work was actually begun Decem¬ ber 3, 1885, this foundation being finished in the following April. The character of the bridge was finally determined and the plans were submitted to the Secretary of War for approval July 19, 1886. No effort was made to get this approval quickly, and it was not finally received until Feb¬ ruary 25, 18S7, work, however, had meanwhile been in progress. In May 1886 authority was given to continue the construction of the bridge in earnest and the work was prosecuted from this time forward without delay under the direct charge of Mr. B. L. Crosby as Resident Engineer. The winter of 1886-87 was unfavorable for work, it being one in which the ice formed and broke up several times, this causing some delay and increasing the cost of the work. The last span of the bridge was swung September 24, 1887, and on the afternoon of October 2d the first locomotive crossed the bridge, and it was opened to traffic immediately thereafter. The great cut on the west approach to the bridge was, however, not yet completed, and for nearly two years the traffic crossing the bridge was taken over the old line between Rulo and Rulo Y. On June 3, 1889 the excavation for the great cut was completed, though the track remained to be laid and much ditching to be done; on July 14th the first train passed through the great cut. The ballasting of the track through the great cut was completed September 8th. On November 1, 1889, the bridge with its approaches was turned over to the operating department as a completed structure. S&71 4 THE RULO BRIDGE. II. GENERAL DESCRIPTION. The Rulo bridge is a single track railroad bridge. It consists of three channel spans each 375 feet long between centers of end pins, resting on four piers of granite masonry (numbered from east to west), at each end of which are three 125 feet deck spans, the spans being separated by iron towers 25 feet long, making the length of the iron structure at each end of the channel spans 425 feet. The end pins are placed 4 ft. 6 in. between centers over Piers II and III, and 3 ft. 6 in. between centers over Piers I and IV, and the end pin of the deck span is 1 ft. yi in. from the back of the bolster, thus making the entire length of the whole structure from end to end of iron or steel work, 1993 feet 1 inch. The bridge is, built on a grade of 0.4 per cent. (21.12 ft. per mile) ascending westward. The clearance at the center of the east span was 53 feet above the water of April 14, 1884, and that at the center of the west span 56 feet above the same high water, this stage of high water being about six feet below the highest water observed except that of 1881; these clearances were both ac¬ cepted in the approval of the plans by the Secretary of War. The actual clearances above the extraordinary flood of x 881, so far as this can be deter¬ mined, are 43.5 and 46.5 feet respectively. Since the construction of this bridge, a Standard High Water has been established by the Missouri River Commission at this place (circular of April 24, 1SS9); the clearances above this high water are 50.8 and 47.8 feet respectively. The east approach is 15,220 feet long from a connection with the track built by the St. Joseph & Nebraska R. R., in Section 36, T. 61 N., R. 40 W., to the end of the iron work, the maximum grade on this approach being 0.5 per cent. (26.4 ft. per mile.) The west approach is 19,260 feet long from the west end of the iron work to the connection with the Atchison & Nebraska R. R., the maximum grades being 0.4 per cent. (21.12 ft. per mile) in each direction, excepting a short piece of one per cent, put in temporarily at the connection. Besides the two approaches proper, a third approach, called the Atchison connection, was built connecting the west approach with the old line of the Atchison & Nebraska R. R., this connection being 1.36 miles long, with maxi¬ mum grades of 1.5 per cent. (79.2 ft. per mile). Pier IV the west pier stands on the edge of the river bank which is 530 feet distant from the base ot the bluff, the intermediate ground being a piece of bottom land of about the elevation of high water, but which is composed so largely of the tough soil known as gumbo, that the action of the river upon it is very slow. The only protection required was a quantity of riprap revet¬ ment at Pier IV and extending a moderate distance above and below; this riprap must be carefully watched and may require extension sooner or later. The only protection on the east side is the dike, which was the first work done in the construction of the bridge, and which has acted admirably. All the levels taken during the construction of the bridge were tied to the benches established by the Missouri River Commission and referred to a tide water datum, this datum being 412.71 feet below the St. Louis City Directrix. III. SUBSTRUCTURE. The substructure comprises the four granite piers which support the channel span and sixteen small cylindrical piers which support the towers which carry the deck spans. The principal piers are numbered from I to IV, Pier I beginning at the east end. These four piers are built on pneumatic caissons of the following dimensions:—- P' er b 53 feet long, 25 feet wide and 18 feet high. Pier II, 5s « “ 27 “ “ “ ,8 “ " Pier III, 55 >• “ 27 “ “ 18 “ Pier IV, 53 « <■ 25 “ 30 “ “ All caissons were built with a side batter of one in twenty-four. The foundations were put in by the company’s own men under the direc¬ tion of the Resident Engineer. The masonry was built by contract by the. firm of Drake & Stratton. The caisson for Pier I was built in a pit excavated on the dry sand bar on the east side of the river. The caissons for Piers II and III were built in position on pile false work and lowered with screws to the bottom of the river. The caisson for Pier IV was built in a pit excavated in the shore close to the The pneumatic machinery was purchased from the Missouri Valley & Blair Railway and Bridge Co., and was the same machinery that had been used in sinking the foundations of the bridge at Blair crossing. The ma¬ chinery was first set up on the east side of the river near the site of Pier I. Subsequently all of the machinery was transferred to the steamer John Bertram, which was purchased from the Sioux City & Pacific R. R., having been built to be used as a .car transfer boat at Blair Crossing. This steamer arrived at Rulo May 2S, 1886, and when equipped with the full outfit of pneumatic ma¬ chinery, fonned an admirable tool. The caisson for Pier I was built of pine with an iron cutting edge and planked with two thicknesses of pine plank. The other caissons were built in the same way, except that the iron cutting edges were made heavier and the large sill timbers were of oak. The caisson for Pier I is surmounted by 53 feet of crib work built in three sections and stepped down to 46 feet by 18 feet at the top of the upper section. The caissons for Piers II and III are surmounted by 42 feet of crib work built with the same batter as the caissons, but with the corners cut off so as to make the horizontal section that of an irregular octagon, the crib being sheathed with oak plank and the corners plated with 3-8 inch iron. The caisson for Pier IV is surmounted by 50 feet of crib work 48 feet by 20 feet, the sides being plumb. Both caissons and crib work were filled with Pordand cement concrete. The excavation of the pit for Pier I was begun December 3rd, 1885, the framing of the caisson December 14th and the setting up of the cutting edge January 15, 1886. The caisson was finished February 13th and the concrete filling was begun February 18th. Air pressure was put on February 20th and on March 19th the caisson reached the clay at elevation 792.1. After sinking about four feet into the clay a test pit was begun March 30th and sunk 19.3 ft. through the first clay into the gravel which separated the upper clay from the lower clay and which at the site of this pier was only 3.4 feet thick. No increase of air pres¬ sure was required during the sinking of this test pit until the gravel was reached, and then it became necessary to increase the pressure at once to the full amount corresponding to the actual depth. This test pit showed the upper clay to be aperfecdy homogeneous layer on which it was considered safe to found Piers I and IV, while it was thought best to sink Piers II and III to the lower clay. The test pit having served its purpose the excavation was filled up and the sinking of the caisson was continued till April 5 th when an elevation of 7S5.88 was reached. The sealing of the working chamber was begun on the THE RULO BRIDGE. 5 following day and completed on the 9th of April, thus finishing the first foundation. No further work was done on the foundation till after the high water season, when the first foundation taken in hand was Pier IV. The excavation of the pit for Pier IV was begun July 15th, 1886; erection of the cutting edge on July 23rd and the caisson was completed and lowered on the ground August 17th. Concreting was begun August 19th and air put on this caisson August 22nd. The caisson reached the upper clay at elevation 799.2 September 9th. The clay, though identical in character with that found at Pier I, showed signs of having been disturbed. A test pit was sunk in this clay and while it was being sunk a horizontal crack was observed on which the upper portion moved over the lower portion about 1 1 / 2 inches in a south easterly direction. It became perfectly evident that it was necessary to sink to lower clay, which was an expensive process. On the 19th of October a leak was discovered in the well leading to the air lock, and further trouble was experienced in the same way three days later, this defect being clearly due to bad workmanship. The caisson finally reached the lower clay on the 29th of October and on the 5th of November sinking was stopped at elevation 765.09 and sealing begun. The sealing was completed on the 8th of November and air let off on the following day. No masonry was laid on either Pier I or IV until the completion of the foundation. The first work done on Pier III was to drive a pile break water above the pier, which was begun September 1 ith, 1886, and this was immediately followed by the construction of the falsework. The erection of the caisson was begun October 9th and finished November 9th. Shallow water was obtained by sinking brush below the pile protection and thus forming a sand bar at the pier site. Meanwhile, a winter bridge had been built by the Operating Depart¬ ment about one quarter of a mile below the bridge line, and this bridge caused an ice pack which extended above the bridge line and caused very serious trouble. On the 24th of November the caisson was lowered until it floated on the water. Concreting was begun on the following day, but the trouble with ice prevented rapid progress. On the 28th of November all access to the pier was cut off by ice and a gang of thirty men were imprisoned there till the fol¬ lowing morning. These difficulties were over on December 1st and the construction of the crib was begun, on the 4th of December air pressure was put on. The crib was finished January 9, 1887, its concrete filling January nth, and masonry was begun January 14th. On the 6th of January the caisson had reached the first clay; on February 10th it had passed through the first clay and reached the gravel. The second clay was reached at elevation 766.9 on March 12th. From the 1st of March to March 10th it became necessary to abandon the foundation while the ice went out. On March 18th the founda¬ tion was again abandoned just as it was ready for sealing, and during the high water of the next two weeks, the pier was entirely submerged. On the 12th of April air pressure was again put on and it was found that the caisson had settled 1.14 ft. into the clay. In order to fit the courses of masonry it became necessary to sink 1.07 ft. further to elevation 763.53. On the 19th of April the sealing of the working chamber began and the foundation was finished on the 26th. The first work done on Pier II was on the 5th of January 1887, when the driving of piles for thfe staging was begun. The erection of the cutting edge was begun on the 14th and the caisson was finished on February 5th; it was lowered on the 10th of February, landed on the 12th and air pressure put on on the 15th, the machinery on the Bertram supplying air for both Piers II and III and the sinking being continued in this way till the 23rd of February. Air pres¬ sure was again put on on the 18th of March; the crib and concrete filling were finished on the 8th of April, and the upper clay was reached on the 10th of April. The pier was abandoned April 12th so as to leave the steamer free to work on Pier III; work was resumed April 26th, and was then continued without interruption; the second clay was reached June 4th, the sealing of the working chamber began on the 10th, and this, the last foundation of the Rulo Bridge, was completed June 18th. The sinking through clay was greatly facilitated by the use of a special air lock with an elevator arrangement attached by which the air pressure in the caisson was made to lift a bucket of clay to a lock above the masonry, which lock was worked entirely from the outside and when opened the bucket was dumped by the outside attendant. This special lock, known among the engineers as a “ clay hoist ” and among the workmen as a “ go-devil ” is shown in detail on Plate 10; the movement is precisely the same as that commonly used in hy¬ draulic elevators, except that instead of water pressure, the air from the caisson was made available for power. The full details of the four piers are given on Plates 4, 5, 6 and 7, and of the caissons on Plate 8. The rate of progress is shown graphically on Plate 9. Full records of the progress and details of sinking these foundations were kept and are given in Appendix D. The detail cost is given in Appendix E. The cost of the four foundations is shown in detail in the table below. This cost includes all concrete and other material below the masonry. In this statement the item of freight charges is simply what is known as “ company’s freight ” being freight on the lines of the C. B. & O. R. R. system. THE RULO BRIDGE. 7 It will be observed that the cost of the foundation of Pier III was $6,574 more than that of Pier II although the quantities of material are almost identical in the two piers, the extra cost being due to the interruption and other difficulties from ice and the incidental troubles connected therewith. The contract for the masonry was let on July 23rd, 1886 to Geo. S. Field & Co. and transferred by them on the 2nd of August with my consent to the firm of Drake & Stratton. The dimension work is of granite quarried near St. Cloud, Minn.; the backing is of Anamosa limestone from Stone City, Iowa. The specifications for the masonry are given in Appendix C. The first stone laid was on Pier IV, the masonry of this pier being begun November 27th, 1886 and finished March 25th, 1S87. The masonry of Pier III was begun January 14th, 1887 and completed May 19th, 1887. The masonry for Pier II was begun April 12th, 1887, and finished August 10th, 1887. The masonry for Pier I was begun April 19th, 1887.and completed August 9th, 1887. The cost of masonry is shown in detail in the following table: PIER 1, PIER II. PIER III. Estimate— Masonry laid @ $27.40 per cubic yard .... 561.80 _ _ $'5,393-32 cu.yds. 128.59 $35,233.66 I.317.OO $36,085.80 cu.yds. $22,314.56 Labor—Replacing Course. _ - - - — - - 9.10 - - - 5-3° - - _ _ Cutting and Drilling for Cramps. - - - - - - 32.40 — - _ - _ _ _ 130 lbs. 7 /& in. Round Iron for Cramps . - - - - - - - 39° _ - - - - - - - Freight Charges on Stone. - - $655.09 - - - $1,599.56 - - - $1,515.69 - - - $993.62 - Freight Charges on Sand. - - - - - 289.93 1,889.49 - - 295.91 1,811.60 - - 182.95 - Eagle Cement @ $2.55 per bbl. bbls. 107 $273-75 — - bbls. _ _ _ bbls. _ _ _ bbls. _ _ _ Freight Charges. - 100.57 - - - - - _ _ _ _ - - - _ _ Alsen Cement @ $2.70 per bbl. 24 64.80 - - 202 $545.40 - - 428 $1,155.60 - - 389 $1,050.30 - - Freight Charges . .. - '°-34 75-'4 - - 100.43 645.83 - - 254.76 . 4 la 36 - - 191.77 — - Alsen Cement @ $2.80 per bbl. 26 72.80 — - 187 523.60 - _ _ - - - - - - - Freight Charges . - 10.92 83.72 - - 92.97 616.57 - _ - - - - - - Alsen Cement @ $3.25 per bbl. 69 224.25 - - 5 16.25 - - - - - - - - Freight Charges. - 9.90 - - - .18 16.43 - - - - - - - - Dyckerhoft Cement @ $2.72 per bbl. -60 163.20 - - 233 633.76 - - 220 59S.40 - - 52 141.44 - - Freight Charges. - 29.77 - - - 115.85 749.61 - - I3O.96 729.36 - 25.63 167.07 - 960.30 2,139.72 1,409.14 Total. - - - $17,134.94 - - _ $39,196-99 _ - _ $40,042.42 - - - $24,900.27 Cost per Yard of Masonry. - - - 30.50 - - - 30.4S - - 30.40 - - - 3°-57 Average Cost per Yard of Masonry. - - - - - - - - - - - 3°-49 THE RULO BRIDGE. The total cost of the four piers including the foundations and masonry is given in the following table: Cost, excluding Freight. - including Fre ght. Gross Volume. Cost per Cubic Ft. Cu. Ft. Sunk (Aren of base 3ubic Ft. Sunkbelow Low Water. Vertical P Foot. FOUNDATION I: Caisson and Filling.- • Crib and Filling.- . . . . Sinking Caisson .. $'3.5>3-59 ■4,395-41 10,625.28 ) 1,999.85 f - - $2,025.99 2,493-9° 297.64 $4,817.53 z $■5 539 58 16,889.31 12,922.77 $45,351.66 - Cubic Feet. ssas Cents. 67.2 3' -5 760.02 Cents. 16.6 57-36 $220.10 FOUNDATION II: Caisson and Filling. Sinking Caisson . .. 19,629.92 17^21 ) 549.86 | : _ 2.790.40 2,461.61 557-63 5,809.64 = 22,420.32 17,727.65 18,936.70 - = 25,93031 45,764.09 86.4 38-7 ■ 15,488.45 ■ 5.9 77-77 236.34 53-275-03 FOUNDATION III: Caisson and Filling. Crib and Filling. Sinking Caisson. Erection and Removal of Machinery. 20,98s. 33 17,089.81 21,921.27) 520.59 f 6 °’ w ” _ 2,’ 2^-49 537-71 5-'38-3- z 23.3'9-44 ■9-359-30 22,979.57 65,658.31 - 25.930.31 46,015.00 89.9 42.1 "S.369.35 19.O 79.71 281.76 FOUNDATION IV: Caisson and Filling. Crib and Filling. Sinking Caisson.. Erection and Removal of Machinery. 15,697.86 47S.26 f 46,754:26 = '.693-5S 1,826.69 373-58 3-S93-85 - ■7.633-25 - - 27,368.21 49-563-36 63-5 3' • 5 103,548.75 16.6 78.15 219.51 COST OF FOUNDATIONS. | - - $201,083.42 - - $■9-659-33 - - $220,742.75 Masonry Pier i .- . . . E 36.998.07 37,845.10 23.50630 11 m 1 1 1 1 2|i97-32 ■-393-97 6,733-03 1 1 1 1 mv 121,274.62 Total Cost of Four Piers,. - $315,625.01 - $26,392.36 $342,017.37 THE RULO BRIDGE. 9 The towers which carry the approach spans are supported on brick piers, the plans of which are given on Plate 12. An excavation was made at the site of each pier in which nine piles were driven; a further excavation was then made around the piles and filled with concrete. In this concrete was buried an annular washer from which six anchor rods extended upwards. The pier was then built up with hard brick laid in Portland cement mortar around the rods and surmounted with a wrought iron cap plate. Another annular washer was then placed on this cap plate and the rods screwed up till an initial strain of five tons was obtained in each rod; the cap plate, which was formed of a plate and a circular channel iron was then filled with Portland ce¬ ment concrete; a second cap plate was then put on top and the whole riveted up. The design was based on the principle that the tension in the rods would always keep the brick work under strain and so prevent its jarring loose. These piers were built by the day by the company’s own men, the total cost of the 16 piers being $23,264.66 of which $1,479.55 was for freight. The amount of masonry and concrete in the entire bridge is as follows: MASONRY. ^ BRICK.^ CONCRETE. 1 Cubic Yards. TOTAL. P ier I . 56..S _ 2,109.8 2,671.6 Pier II . 1,285.9 — 1,986.1 3,272-0 Pier III. 1,317.0 — 1,949.0 3,266.0 Pier IV . SI4.4 — 2,267.0 3,081.4 16 Small Piers. — 263.8 266.7 530.5 Total. 3-979-1 263.8 8,578.6 j 12,821.5 The total cost of the substructure was then as follows: Four Main Piers.$342,0x7.37 Sixteen Small Piers. 23,264.66 $365,282.03 The east end of the east deck span rests on a timber pier around which the embankment has now been filled; the west end of the west approach span rests upon a concrete block resting on the embankment and allowed to settle with the embankment, the end of the span being raised as settlement occurs. Both the timber pier and the concrete block have been treated in the accounts as parts of the approaches, though this distribution is not strictly correct. IV. SUPERSTRUCTURE. The superstructure consists of three through spans and six deck spans, three at each end. Each through span is 375 feet long between centers of end pins, fifty feet deep and twenty-two feet between centers of trusses. Expansion is pro¬ vided at the west end of every span, that is at the upper end, the bridge being on a grade. Each deck span is 125 feet long between centers of end pins, 17 feet 6 inches deep, the trusses placed 12 feet between centers. The spans are sep¬ arated by iron towers 25 feet long, thus making each set of deck* spans with intermediate towers a continuous structure425 feet long, divided into 17 equal panels of 25 feet each. The trusses are fastened rigidly to the posts which form the towers; expansion is provided at each end of the 425 feet, the expan¬ sion of the centra] span being taken out by the spring of the towers. Proposals were invited from a number of prominent bridge builders and on the 2d of August 1886 the contract for the superstructure was closed with the Edgemoor Iron Co., by whom the entire work was manufactured. With my approval the Edgemoor Iron Co. sub-let the erection to the firm of Baird Bros., and it was done under the immediate direction of Mr. Andrew Baird. The through spans are of the double system Whipple type, the trusses being divided into 15 panels of 25 feet each. The top chord, end posts, eye bars, floor beams, rods, bolsters, rollers, rail-bearing plates and pins, are of steel. All other parts are of wrought iron except the heavy wall plates rest- ing on the masonry, washers and ornamental work, which are of cast iron. The details of these spans are given on Plates 14, 15, 16, 17 and 18. The deck spans are of the single system Whipple type. The pins, roll¬ ers, rail-bearing plates and eye bars are of steel. The other portions are of wrought iron except the heavy wall pedestals, which are of cast iron. The details of these spans are given in Plates 19 and 20. The trusses of the long spans were proportioned to carry a uniform mov¬ ing load of 3000 lbs. per lineal foot of bridge, the effect of a moving load in excess of that due to a uniform load of equal intensity being estimated on the basis of 5000 lbs. per foot. The floor system is proportioned for a total load of 6000 lbs. per lineal foot of track. The top lateral system is proportioned to resist a wind pressure of 300 lbs. per lineal foot and the bottom lateral system a wind pressure of 500 lbs. per lineal foot. The computed strains are given on Plate 22. I'he deck spans are proportioned for a total load of 5000 lbs. per foot, all treated as moving load. The steel compression members in top chords and end posts are made as nearly as possible of symmetrical section, the metal in the top cover plate being practically the same as in the two balance plates and the lacing below. The compression strains on these members was limited to 15,000 lbs. per square inch of net section, the net section being obtained by deducting from the gross section the amount by which the cover plate exceeds the balance plates. The tensile strain in the bottom chord was limited to 14,000 lbs. per square inch and somewhat less in the web members. In the approach spans the tensile strain on steel was limited to 13,000 lbs. per square inch, the largest strain being in the center panel of the bottom chord. The weights of iron and steel in the through spans are as follows: ee Spans. er Span. Steel. Wrought Iron in Trusses . . Wrought Iron in Floor . . . Total Wrought Iron- .... Cast Iron. Total. lbs. 860,127 483,867 lbs. i , 554- | 68 lbs. 286,709 518,056 447,998 20,019 - 1,343,994 - j 2,958,218 986,073 The weights of iron and steel i the deck spans are as follows: - x Spans. Average crSpan. lbs. lbs. lbs. lbs. — '70.379 — 28,396 Wrought Iron in Trusses . . 343,913 57,3'9 Wronght Iron In Floor . . . 278,266 46.378 Total Wrought Iron . . 622,179 '03,697 Cast Iron. - 7.094 - 1,182 Total. - 799,652 - '33-275 Four Towers. — 213,441 Total. ',013,093 10 THE RULO BRIDGE. The specifications under which the superstructure was manufactured are given in Appendix F. The steel was all open hearth steel, the total number of melts used being 161, made by the following parties: Cambria Iron and Steel Co. 82 melts. Carnegie, Phipps & Co., Limited 52 “ Pennsylvania Steel Co. 5 “ Pittsburgh Steel Casting Co. 22 “ The work was manufactured by the Edgemoor Iron Co. at its works near Wilmington, Dela. The first set of eye bars tested did not meet the requirements of the specifications, a considerable number of them breaking in the head; it seemed probable, however, that the breakage was not due to any defect in the bars, but to the fact that the machine was not strong enough to break them and that its own failings caused irregular strains. I therefore thought best to open the question anew and make the rejection of the bars depend on a second set of tests to be made in the large testing machine at Athens, Penna.; the results of these tests are given in Appendix G and on these tests the eye bars were accepted. The trusses were erected on pile false work, a large traveler takino- the place of upper false work. Thedates at which the several parts were erected is shown in the following table: The total cost of the superstructure is given in the following table:— THROUGH SPANS. Iron, Steel and Ornamental Work.• Freight Charges on same from Chicago. $103,827.91 4.001.34 $107,829.25 29.730.00 57-75 Labor,—Erection. Miscellaneous Material: Cement, Iron Borings, Sal [Ammonia, Sulphur .... $137,617.00 DECK SPANS. Iron and Steel. Freight Charges. 33,854.76 1,442.40 35,297-'6 ,499-p 8 £ m Labor—Erection. Filling Castings. Jacking up End of Spans. Boxing Bars . Switching Charges. Miscellaneous Material: Iron Borings, Sal Ammonia &c. MINI 41,918.41 FLOOR. Material. Freight. 1 1 1 7.771-23 11,49583 PAINTING. Material . Labor . _ 3,448. s_ Total Superstructure,. - - $196,480.06 with a steam shovel from a pit in the bottom land. The total amount of earth in this Approach is as follows:— Borrowed from sides . . 229,853 cubic yards. Borrowed from steam shovel pit 150,775 “ “ Hauled from west side . . 326,970 “ “ Total.707,598 cubic yards. The west approach is 3.64 miles long from west end of the iron work to the connection with the Atchison & Nebraska track in the Nemaha bottom. There are on this Approach three cast iron pipe culverts and four small tres¬ tles having an aggregate length of 495 feet. All the remainder is earth work the total quantity being as follows:— Earth excavation hauled to wasted borrowed nbankment Rock 326,970 cubic yards. 240,173 “ 32.358 “ 44.340 « “ Total 646,541 cubic yards. First Iron Placed. Span Swun E . East Approach Spans .... Sept. 4, 1887. Sept. 14, 18S7 Span I-II.Sept. 18, 1887. Sept. 24, 1887 Span II-III.Aug. 14, 1SS7. Aug. 18, 1887 Span III-IV.May 21, 1S87. May 27, 1887 West Approach Spans .... April 13, 1887. July 20, 1887 The last span would have been swung three days earlier but was delayed waiting for material. The timber floor was placed on the superstructure by the company’s own men, working under the direction of the Resident Engineer. The painting was also done by the company’s own men working under the direction of the Resident Engineer. v. APPROACHES. The east approach to the Rulo Bridge is 2.88 miles long from the con¬ nection with the track of the St. Joseph & Nebraska R. R. to the east end of the iron work. Of this approach the 2000 feet next to the bridge was built originally as a timber trestle and subsequently filled in with material hauled from the great cut on the west approach. The remainder of the ap¬ proach was built as an earth embankment, the material being generally bor¬ rowed from the sides, though a portion of the higher embankment was taken These quantities include an extra width of grading for a distanced 1200 feet at the Rulo station grounds. The Atchison connection is 1.36 miles long leading southward from the west approach, with which it connects 760 feet from the west end of the iron work. There is a trestle 680 feet long in the town of Rulo, and a pile trestle 48 feet long near the connection with the old track, the remainder of the line being earthwork. The amount of material handled on this line was 42,718 cu¬ bic yards. The alignment and gradients on the Approaches are shown on Plate 2. The contract for the earthwork of the Approaches was let May 19, 1886, to S. Dwight Eaton, of Burlington, Iowa. This contract covered both the East and West Approaches and the Atchison connection; it was not sicmed till June 26, 1886. THE RULO BRIDGE. 11 Grading was begun on the Atchison connection June 18, 1886, on the West Approach June 22d and on the East Approach July 13, 1886. The line from the east end of the great cut to the connection with the Atchison & Nebraska track was not built till after the bridge was opened, the line to the west being made by way of the Atchison Connection, trains running back¬ wards between Rulo Station and Rulo Y, although the bridge was opened for traffic on the 2d of October. No earth was taken across the river from the great cut till November 23, 1887. More than seven weeks of the best season of the year being lost through unnecessary delays; from that time forward the work was handled with rather more efficiency and the entire West Approach was completed and ready for the track on June 3d, 1889. The great cut has a maximum depth of 82 feet. It is excavated through material of a mixed character, it being generally a sandy clay but contain¬ ing some masses of hard blue clay and pockets of sand; these pockets of sand were generally filled with water, which water ran out when the excava¬ tion was made and did not reappear. The bottom of the cut is formed everywhere of hard clay, excepting near the summit at the west end. The cut was laid out with a 50 foot base with slopes of one horizontal to two vertical. In some instances these slopes were slightly increased, and some ol the mate¬ rial was left in the base so that the finished width was generally not more than 40 feet. The cut was thoroughly ditched, left of sufficient width to be kept clean permanently, and the track was thoroughly ballasted. The character of the material, however, in this cut is such that it will require constant atten¬ tion for a number of years in keeping the ditches clean, so as to avoid saturat¬ ing the material in the sides of the cut by standing water; I regret to say that this has not been properly attended to since the work was completed. A line nine tenths of a mile long was built connecting the East Approach with the dike above the bridge, the only object being to make a convenient line of access in case any repairs should be needed after the old tracks on the east side should be taken up; this line has at the east end a grade of three per cent. 158.4 ft. per mile. VI. PROTECTION WORK. The principal protection work is the dike on the east side. The posi¬ tion and plans of this dike are shown on Plate 23. The foundation of the dike was made of a woven willow mattress 125 feet wide, extending 100 feet inside and 25 feet outside of the center line of the track laid on the dike. On this as a foundation was built an embankment of brush and rock, which was carried to an elevation of 856 and on which a track was laid. This dike was built by the company’s own forces in the winter of 1884 ’85. The dike was subsequently extended 700 feet down stream to Pier I by a permeable screen made by driving a series of piles through a woven mattress 50 feet wide and subsequently putting another mattress on the out¬ side of the piles the lower edge resting on the first mattress and the upper edges wired to the piles. The effect of this screen was to allow the river to permeate through the screen so that there would be a current on both sides of the screen and thus entirely prevent the formation of an eddy at the lower end of the dike. The dike worked perfectly, and during the high water season of 1885, a deposit was formed below it nearly as high as the top of the dike. A good growth of willows now covers the ground between the dike and the bridge line. There was used in the construction of the dike 3571 cords of brush, 8712 tons of riprap stone, 2273 ieet of piles and 4223 lbs. of wire. The only protection work done on the west side was to riprap the shore in the neighborhood of Pier IV; for this 2530 tons of stone were used. 12 THE RULO BRIDGE. VII. COST. The item of freight includes freight only over the C. B. & Q System. In comparing the cost of this bridge with that of other structures the cost without freight forms the most correct basis for comparison. This table may be condensed into the following: The cost of the bridge and approaches is given in the following table: Protection East Shore. Protection West Shore. Total Protection. Foundation Pier I . Foundation Pier II . Foundation Pier III . Foundation Pier IV . Total Foundations. Masonry Pier I. Masonry Pier II. Masonry Pier III. Masonry Pier IV. Total Masonry. Approach Piers. Total Substructure. Through Spans. Deck Span. Bridge Floor. Painting. Total Superstructure. East Approach, Grading and Masonry *. . East Approach, Trestle. West Approach, Grading and Masonry . . West Approach, Trestle. Atchison Connection, Grading and Masonry Atchison Connection Trestle. Permanent Track. Total Approaches. Service Tracks,. Tools and Machinery. Buildings. Engineering Salaries .... Engineering and Office Expenses Total cost 40>534.i3 53 , 275-03 60.520.00 46,754.26 37^45 °o 1 33, 61 5-66 40476.01 74,813.56 1S,007.08 151481.64 6,906.34 72,705.99 14,314.16 3$°°-5' 45,400.64 4,'34-03 ii4,54i-59 21,786.11 337 , 411-12 190,113.84 336,975.16 30442.09 49,534-67 $961,020.32 V ^§f 2 2 ,’l97’32 1,393-97 403.68 70.67 350.11 4,3i9-9' 6S0.58 1467.11 197.69 $'9,659-33 6,733-03 I478-55 $18,523.65 3,005.27 45,351.66 59,084.67 5064S n i7,'34-94 39.196.99 40,042.42 24,900.27 27,870.91 - '37,617.00 11495.83 5,448.82 17,796.44 77,694-76 158 ooy r 3’,932-1' 8,702.79 7,256.45 77,025-9° 2,345-38 "4,994-74 '3,794-53 3,998.20 45400.64 4434 03 $ 59,364.43 $21,528.92 365,282.03 196,480.06 354,771.60 32,787.47 49-53 4-67 020,384.75 Cost, exclusive of Freight Charges. Oh™,. Freight Charges. Substructure . $337,411.12 $27,870.91 $365,282.03 Superstructure. 190,113.84 6,366.22 196,480.06 527,524.96 34,237-13 561,762.09 Protection Works. 16,543.44 4,985.48 21,528.92 Approaches. 336,975.16 17,796.44 354.771.60 Service Tracks, Tools and Buildings. 30,442.09 2,345-38 32,787.47 Engineering and Expenses. 49.534.67 - 49,534-67 $59,364.43 $1,020,384.75 This is the total cost of the Rulo bridge and approaches as built un¬ der my charge; the following additional items have, however, been charged to the cost of the bridge: Land Damages.£46,721.35 Watching. 5,296.91 Preliminary Expenses. 340.25 Rulo Yard. 98.34 £52,456.85 Which makes the total cost $1,072,841.60. Against this the construction cost is really entitled to a considerable credit for the amount of abandoned line on each side of the river. The item of watching covers the 25 months from October 1, 1S87 to November 1, 1889, during which whole period the bridge was in use. 13 APPENDIX A. LIST OF ENGINEERS. CONTRACTORS AND EMPLOYEES. ENGINEERS AND COMPANY'S EMPLOYEES. NAME AND OCCUPATION. TIME OF SERVICE. Geo. S. Morison, Chief Engineer. Benjamin L. Crosby, Resident Engineer .... . Sept. >3. 1883, t Dec. 31, 1889 Edwin Duryea, Jr., Assistant Engineer. . Mar. 22, 1886 Nov. 21, 1886 Mark A. Waldo, Assistant Engineer. 29, 1886, June 16, 1887 W. S. Macdonald, Assistant Engineer. - Aug. 9, 1886, Feb. 25, 18S9 A. J. Himes, Assistant Engineer. . July 7, 1888, Oct. 31, 1889 W. R. Johnson, Rodman. i 7 , 1885, Oct. 31, 1889 J. M. Richardson, Clerk. • July 18, 1886, Oct. 31, 1889 R. F. Thayer, Timekeeper. • J"“ 23, 1886, Aug. 13, 1887 E. P. Butts, Inspector of Stone at Quarries . . . . Sept. 1, 1886, July 15. 1887 John Naegeley, Inspector of Superstructure . . . . Sept. 20, 1886, Oct. 6, 18S7 Paul Willis, Assistant Inspector of Superstructure . Dec. 15, 1886, July 13. P. H. Aylward, Supt. Pressure Work. . Feb. 12, 1886, Sept. 1, 1887 Charles Connor, Master Mechanic. 10, 1885, July 23, 1887 J. Rick, Foreman of Carpenters. 11, iS8 S , May 13, 1886 S. S. Warrington, Foreman of Carpenters .... . June 10, 18S6, Apr. 7, 1887 Birton Reed, Inspector of Masonry. Nov. 19, 1886, Feb. 25, 1SS7 Charles Stears, Inspector of Masonry. . May 4, 1887, July .8, 18S7 John Newman, Foreman of Laborers. . Nov. 28, 1884, ‘ Feb. 25, 18S7 CONTRACTORS. NA ME. NATURE OF WORK. Drake & Stratton.Masonry. James Doig, Supt. at Rulo. Edgemoor Iron Co.Superstructure. Baird Bros., Sub-Contractors for Erection. S. Dwight Eaton. Grading Approaches. J. S. Wattles.East Approach Trestle. 14 APPENDIX B. ACT OF JUNE 18, [884, AUTHORIZING CONSTRUCTION OF RULO BRIDGE AND CONTRACT WITH WAR DEPARTMENT. An act to authorize the construction of a bridge across the Missouri River at some accessible point within ten miles north and ten miles south of the town of Rulo, in the county of Richardson, in the State of Nebraska. Be it Enacted by the Senate and House of Representatives of the United States of America in Congress Assembled:— That the Atchison and Nebraska Railway Company, an incorporation organized under the laws of the State of Nebraska, is hereby authorized to construct and maintain a bridge across the Missouri River at such a point as may be hereafter selected by said corporation within ten miles north and ten miles south of the town of Rulo, in the county of Richardson, in the State of Nebraska, as shall best promote the public con¬ venience and welfare and the necessities of business and commerce, and also to construct accessory works to secure the best practicable channel-way for navigation and confine-the flow of the water to a permanent channel at such point, and also to lay on and over said bridge a railway track for the more perfect connec¬ tion of any railroads that are or shall be constructed to said river at or opposite said point; and said corpor¬ ation may construct and maintain ways for wagons, carriages, and for foot-passengers, charging, and receiving reasonable toll therefor as may be approved from time to time by the Secretary of War. Sec. 2. That said bridge shall be constructed and built without interference with the security and con¬ venience of navigation of said river beyond what is necessary to carry into effect the rights and privileges hereby granted; and in order to secure that obj'ect the said company or corporation shall submit to the Secretary of war, for his examination and approval, a design and drawings of the bridge, and a map of the location, giving, for the space of one mile above and one mile below the proposed location, the topography of the banks of the river, the shore-lines at high and low water, the direction and strength of the currents at all stages, and the soundings, accurately showing the bed of the stream, the location of any other bridge or bridges, and shall furnish such other information as may be required for a full and satisfactory understanding of the subject; and until the said plan and location of the bridge are approved by the Secretary of War the bridge shall not be built: Provided, That if the said bridge shall be made, with unbroken and continuous spans, it shall have three or more channel spans, and shall not be of less elevation in any case than fifty feet above extreme high-water mark, as understood at the point of location, to the bottom chord of the bridge, nor shall the spans of said bridge be less than three hundred feet in length, and the piers ot said bridge shall be parallel with the current of said river, and the main span shall be over the main channel of the river, and not less than three hundred feet in length: And Provided also, that if any bridge built under this act shall be constructed as a draw-bridge, the same shall be constructed as a pivot-bridge, with a draw over the main channel of the river at an aces- sible and navigable point, and with spans of not less than one hundred and sixty feet in length in the clear on each side of the central or pivot pier of the draw, and the next adjoining span or spans to the draw shall not be less than three hundred feet, and the head room under such span shall not be less than ten feet above high water mark: Provided Also, That said draw shall be opened promptly upon reasonable signal for the passing of boats; and said company or corporation shall maintain, at its own expense from sunset till sunrise, such lights or other signals on said bridge as the Light-House Board shall prescribe: PROVIDED also, That all railway companies desiring to use said bridge shall have and be entitled to equal rights and privileges in the passage ol the same, and in the use of the machinery and fixtures thereof, and of all the approaches thereto, underand upon such terms and conditions as shall be prescribed by the Secretary of War, upon hearing the allegations and proofs of the parties, in case they shall not Sec. 3. That the Secretary of War is hereby authorized and directed, upon receiving such plan and map and other information, and upon being satisfied that a bridge built on such plan and with such acces¬ sory works and at such locality will conform to the prescribed conditions of this act, to notify the company that he approves the same, and upon receiving such notification the said company may proceed to an erection of said bridge, conforming strictly to the approved plan and location; and should any change be made in the plan of the bridge or said accessory works, during the progress of the work thereon such change shall be sub¬ ject likewise to the approval of the Secretary of War; and in case of any litigation arising from any obstruc¬ tion or alleged obstruction to the free navigation of said river caused or alleged to be caused by said bridge, the case may be brought in the circuit court of the United States of the State of Nebraska or State of Iowa in which any portion of said obstruction or bridge may be located. SEC. 4. That the said bridge and accessory works, when built and constructed under this act and ac¬ cording to the terms and limitations thereof, shall be lawful structures; and said bridge shall be recognized and known as a post-route, upon which also no higher charge shall be made for the transmission over the same of the mails, the troops, and the munitions of war of the United States than the rate per mile paid for the transportation over the railroads or public highways leading to said bridge; and said bridge shall enjoy the rights and privileges of other post-routes in the United States; and Congress reserves the right at any time to regulate by appropriate legislation the charges for freight and passengers over said bridge. SEC. 5. That the United States shall have the right of way for such postal-telegraph lines across said bridge as the Government may construct or control. Sec. 6. That Congress shall have power at any time to alter, amend, or repeal this act so as to prevent or remove all material and substantial obstructions to the navigation of said river by the construction of said bridge and its accessory works; and the expense of altering said bridge or removing such obstructions shall be at the expense of the owners of or persons controlling such bridge. Received by the President, June 6, 18S4. (Note by the Department of State.—T he foregoing act having been presented to the President of the United States for his approval, and not having been returned by him to the House of Congress in which it originated within the time prescribed by the Constitution of the United States, has become a law without his approval.) CONTRACT. Whereas, By an Act of Congress of June 18, 1884,—23 Stats. 45 — entitled, “An Act to authorize the construction of a bridge across the Missouri River at some accessible point within ten miles north and ten miles south of the town of Rulo, in the county of Richardson, in the State of Nebraska," it was enacted that the Atchison & Nebraska Railway Company, an incorporation organized under the laws of the State of Ne¬ braska, is hereby authorized to construct and maintain a bridge across the Missouri River at a point within ten miles north and ten miles south of the town of Rulo, in the county of Richardson, in the State of Ne- braska,and to construct accessory works to secure the best practicable channel-way for navigation, and also to lay on and over said bridge a railway track; to construct and maintain ways for wagons, carriages and foot passengers, charging and receiving reasonable toll therefor as may be approved from time to time by the Secretary of War, and Whereas, It was further enacted by the Act of Congress aforesaid, that the said bridge shall be con¬ structed and built without interference with the security and convenience of navigation of said river beyond what is necessary to carry into effect the rights and privileges hereby granted; and in order to secure that object the said company or corporation shall submit to the Secretary of War for his examination and approval, a design and drawings of the bridge, and a map of the location, giving, for the space of one mile above and one mile below the proposed location, the topography of the banks of the river, the shore lines at high and low water, the direction and strength of the currents at all stages, and the soundings, accurately showing the bed of the stream, the location of any other bridge or bridges, and shall furnish such other in¬ formation as may be required for a full and satisfactory understanding of the subject; and until the said plan and location of the bridge are approved by the Secretary of War, the bridge shall not be built, and Whereas, The Secretary of War is authorized and directed by said Act of Congress, upon receiving such plan and map and other information, and upon being satisfied that a bridge built on such plan and with such accessory works and at such locality will conform to the prescribed conditions of said Act, to notify the company that he approves the same, and Whereas, The Atchison and Nebraska Railway Company in accordance with the provisions of the Act of Congress aforesaid, has submitted to the Secretary of War for examination and approval its design and drawing of the said bridge, and a map of the location of the same, as by said Act of Congress required, and Whereas, The Chief of Engineers, United States Army, has reported, “That from the best and most reliable information attainable by this office, contained in the papers herewith, it is believed that the plans of the bridge at Rulo are substantially in accordance with the requirements of the Act of Congress” aforesaid. Now Therefore, I, William C. Endicott, Secretary of War, having examined and considered the plan and location of the bridge submitted by the said Atchison and Nebraska Railway iCompany, as afore¬ said, which said plan and map of location are hereto attached and form part of this instrument, do hereby approve the same. But it is understood and agreed that this approval is given upon the express conditions following:— 1. That the said bridge shall be erected at the point indicated in the map of location submitted, and be constructed in accordance with the provisions of said Act of Congress, and the plan submitted and attached as aforesaid. 2. That should any change be made in the plan of said bridge during the progress of construction such change shall be subject to the approval of the Secretary of War. Witness my hand this 25th day of February, 1887. Wm. C. Endicott, Secretary of War. This instrument is also executed by the Atchison and Nebraska Railway Company, by its President G. W. Holdrege, thereto lawfully authorized this 12th day of February, 1887, in testimony of its acceptance of the provisions of the said Act of Congress, and the conditions therein imposed. In presence of Thos. Miller, 1 Wm. A. Higgins, I C. D. Dorman, THE ATCHISON AND NEBRASKA RAILWAY CO. G. W. Holdrege, President. Attest, J. C. Taylor, Secretary. APPENDIX C, SPECIFICATIONS FOR MASONRY. There will be four piers, numbered from east to west. Piers 1 and IV will be within the shore lines, and will contain approximately 550 and Soo cubic yards of masonry. Piers II and III will be in the river, and will containapproximately 1,300 cubic yards each. The masonry of Piers I and IV will be started on finished concrete foundations, and above the surface of the water. The masonry of Piers II and III will rest on foun¬ dations put in by the plenum pneumatic process, the bottom of the masonry finishing about twelve feet below low water, and about twenty-five feet of masonry having to be laid while the sinking of the foundations is in progress. The masonry will be first-class rock face work, laid in regular courses. The face stones, including coping, will be of granite, which shall be of uniform character throughout, and acceptable to the Engineer. The backing may be of any good, sound limestone. The piers shall conform in all respects to the plans furnished by the Engineer. No course shall be less than sixteen inches thick, and no course shall be thicker than the course below it. The upper and lower beds of every stone shall be at least one quarter greater in both directions, than the thickness of the course, and no face stone shall measure less than thirty inches in either horizontal direction. In general, every third stone of each course shall be a header, and there shall be at least two headers in each course between the shoulders. No stone will be considered a header that measures less than five feet from the face. The headers shall be so arranged as to form a bond entirely through the pier, either by bonding against a face stone in the opposite side of the course, or by bonding with a piece of backing not less than three feet square which shall bond with a face stone on the opposite side. In all cases the interior bonding shall be further secured by placing in the course above, a stone of the full thickness of the course, and at least three feet square, over the interior joints. Special care shall be taken with the bonding of the ice breaker cut water, the stones of which shall be so arranged that the face stones are supported from behind by large pieces of backing. All joints shall be pitched to a true line, and dressed to one quarter of an inch for at least twelve inches from the face. Beds, both upper and lower, shall be pitched to a true line, and dressed to one quarter of an inch. Joints shall be broken at least fifteen inches on the face. The bottom beds shall always be the full size of the stone. The pointed up-stream starlings of Piers II and III, from the footing courses to the small coping at the offset, shall have a fine pointed face, with no projection exceeding one-half inch from the pitch line of the joints. There shall be a draft line three inches wide, around the lower edge of the belting course below the coping, and on the edge of the pointed starlings. The entire coping over the whole pier, and the small copings over the starlings, shall have smooth bush-hammered surfaces and faces. All other parts of the work shall have a rough quarry-face, with no projection exceeding three inches from the pitch line of the joints. The face stones of each entire course of Piers II and III above the footing courses and below the offsetat the top of the pointed starlings, shall be doweled into the course below with round dowels of one and one- eighth inch iron, extending six inches into each course. The dowels shall be from eight to twelve inches back from the face and six inches on each side of every joint; the stones of the upper course shall be drilled through before setting after which the drill-hole shall be extended six inches into the lower course: a small quantity of mortar shall then be put into each hole, the dowel dropped in and driven home, and the hole filled with mortar and rammed. The three courses below the coping shall have the joints bound with cramps of %" round iron, twenty inches long between the shoulders, the ends sunk three inches into each stone. The stones in the coping under the bearings of the trusses shall be according to special plans, to be furnished. They shall have good beds for their entire size, and shall have a full bearing on large stones with dressed beds in the belting course below the coping. The stones of the backing shall have dressed beds. The backing shall generally be of the same thick¬ ness as the face stones, but two thicknesses of backing may be used for one course of face stones, provided no backing is less than twelve inches thick. All stones shall be sound, free from seams, and other defects, and the quarries shall be approved by the Engineer. All limestone shall be laid on natural beds. All stones shall be laid in full mortar beds. They shall be lowered on the bed of mortar, and brought to a bearing with a maul. No spalls will be allowed, except in small vertical openings in the backing. Thin mortar joints will not be insisted on, but the joints shall be properly cleaned on the face and pointed in mild weather, the pointing to be driven in with a caulking iron. The mortar will be composed of cement and clean, coarse sand, satisfactory to the Engineer, in propor¬ tions varying from one to three parts of sand to one of cement, as may be directed by the Engineer, for different parts of the work. When the stone is laid in freezing weather the contractor shall take such pre¬ cautions to prevent the mortar from freezing as shall be satisfactory to the Engineer. No material shall be measured, nor included in estimates, which does not form a part of the permanent structure. The Railroad Company will furnish free transportation from Kansas City or Council Blufls, or any intermediate point on the K. C., St. J. and C. B. R. R. to the bridge site, for stone actually used in the piers. Free transportation will also be furnished from any approved limestone quarry in Nebraska, not more than 75 miles from Rulo, on a railroad operated by the C. B. & Q. R. R. Co. This free transportation is given on the assumption that the stone is to be cut at the quarry, and if the contractors prefer to cut at the bridge site, a charge will be made at the rate of eight mills per ton per mile for the difference between the weight of the stone transported and the finished weight, as laid in the piers. Any stone transmitted free, and not used, will be the property of the Railroad Company. The Railroad Company will furnish cement for mortar, which must be handled from the cars, or store¬ houses by the Contractor, who will be held responsible for any loss or waste. The Contractor will be required to furnish all tools of every description and all materials, except cement, and will be responsible for all damages which may occur from the conduct of the work embraced in his contract. APPENDIX D. RECORD OF SINKING CAISSONS. PIER I. Elevations of Cutting Edge. 824.49 SI 9-37 814.09 810.40 804.8 S 04.81 1 804.79 : 804.79 ■ 803.31 , | J 3-27 798.54 795.90 793 -oo 792 - 3 I 792.02 791.40 791.41 791.40 791.40 79'-39 &'£ 787.85 787.14 786.15 786.15 844.00 841.47 837-56 S 34-37 830.76 830-47 IZt 824.85 824-33 819.30 814.69 806 . 6'8 806.65 S 05.01 805.00 793 - 5 ' 792.08 791-78 787 . 5 ' 7 5 6.81 785 .S 2 785.82 785.76 785.76 785.76 S 44-37 844.00 S 43 .S 6 S 42.17 838.25 S 34-53 831.70 830.28 82 S .30 tt'i 814.64 809.72 S 07.43 S 05.28 S 05.27 803.46 803.46 S 03.45 803 - 4 | 798.16 795-87 793-58 792-'3 791.85 79'-23 791.24 791.22 791.22 788.48 787'77 787.77 787-74 7 S 7-74 787.76 787.05 786.04 786.04 785-97 785-97 7 S 5'97 844.46 S 44.18 844.12 842.44 837-92 834.65 831-67 830.16 S 24.36 S 19 . 5 S 814.70 S 09.89 S 07.65 S 05.52 798-27 795-85 793 - 5 ° 79 '- 9 S 791.70 790.99 789-57 789-57 787-55 787-54 785 .So 785.80 785.72 785.72 785.72 844.00 S 41 .S 3 837.92 834-47 831-25 83 0 -39 828.13 824.69 824.69 S 04.25 S 04.23 S 04.23 802.79 79'■'9 791.20 79-8 789.69 789-69 m Elevations of Ground. 84 S .50 846.90 p:IS fit 852.30 11 852 - 3 ° 25 850.40 '3 I S 53 -oo 54 ! 851.90 29 | 850-90 11 " M° 051 . ..04 850 .' - ' ?5 9 ° 851.00 85 °:^ S51.00 852.60 853 - 5 ° S55.00 854.00 852.30 852.30 852.70 851.30 852-20 852.20 854.10 854.10 853.80 847.00 849.04 851.80 851.20 849 - 9 ° 849.00 854.50 854.00 S 52.10 849.60 847.40 846.40 853 - 5 ° 853- 4° 854- 3° 854.20 854- 07 lf,.l 853 - 0 ° , 852.60 850.40 S 52.00 5 52.60 S 51.70 | 851.80 ; Sjl:£ 851.60 852.00 856.60 856.00 856.60 855 - 7 ° 855.60 854.40 854.40 ; 853 854 - 4 ° j 853 854.60 853 5 53.80 S 52 853.80 852 5 53.80 I S 52 854-30 I 852 854.30 1 852 853.90 j S 52 847 .OO 851.02 § 50.29 850.60 850.60 848.90 854.07 852- 35 S 50.85 S4S.7S 84 S .61 853 - 95 854 - 15 854.50 90 I 854.42 S7 ! 854.45 s? 1 854.45 60 : 853.32 9 ° ' 853-43 30 851.72 - 852.65 851.97 850.97 852- 12 S 52.40 851.92 g 5 ‘- 7 S 85'-95 851-78 S 52.25 854.50 S 54.87 855 - 35 854-35 854.29 853 - 25 853.20 853.20 853.10 III: £ 851 .So 851.70 851.70 852.20 S 53 853 853 852 S 52 S 52 »53 853 853.05 its S 4 S .35 S 48.55 848.90 849.30 849-70 § 49-90 S 50.20 85 °- 35 ' 848-25 847.70 I 847.40 847.20 846.95 846.45 846.25 846.20 lil-S 845-40 845-20 5 45.40 847.60 848.70 849.10 I S 49.70 I 851 - 9 ° 851.40 5 48.50 848.20 5 47 .5 0 847.60 60.84 60-54 60^65 62-25 62.1° 62.67 62.32 Timber,; Iron. Concietc. Timber. | Iron. Concrete. 578 5 7 8 578 578 57 f 5 78 57 | 578 25 578 1 105 578 578 578 578 578 578 578 57 S 573 57 n 573 578 578 578 578 578 57 S 578 578 578 57 ? 57f 578 578 57 ® 57 57 S 578 Masonry. Sand. Total. I Indicated. Calculated. 10 1735 SI H 10 1 2053 " 2325 | mi 13 ; 2610 13 2671 13 2835 13 2835 '3 1 2835 '3 2835 '3 • 2835 '3 2835 '3 J 2835 '3 I 2835 '3 2 S 35 234 '3 2835 234 '3 2 S 35 234 '3 , 2835 234 I '3 2835 234 I '3 ! 2835 234 13 i 2835 234 '3 I 2 S 35 234 '3 2835 — j 845 *50 865 50 ; S 33 3047 3109 3'47 3'45 3'46 3 ' 4 S 33*9 3493 3780 3890 4176 4533 4546 4695 I 25.5 4705 ! 25.5 4775 I 1 25 4743 ; 25 J 4743 i 25 4743 34 4747 36 I 4745 26 4772 25 I 47'7 25 — 1 S 84 1 4739 j 25 — 884 4739 I 24 17.92 17.58 18.47 1707 1770 '759 1740 If 2584 SI 2165 2227 3"3 3443 I, 443 ° 4900 I 5377 $5 7022 7053 P 7335 ! P 7396 1 » 8149 S ^6 I 8749 8770 S 747 IS 935 ° 94 " 9455 9537 9403 9403 9403 9423 I 94'3 9528 96 I! - - - Weig^ surface exposed , to friction. Began Concreting at 8 a. m. Started air pumps at 8:15 a. 111. Started Water Pumps at 8 a. m. Began builaing crib. Material passed through, river sand. Sand. Reached clav. Blew pressure off to 9 lbs. in settling. Began excavation for test pit. Referred to bottom of “Test Pit" column H = 6S. 7 ft., L = 29.72 lbs,, M = 2831 tons, [N =1912 tons, P = 407 lbs. H=75-4ft., L = 32.62 lbs., M = 3107 tons, N = 1636 tons, P = 348 lbs. Test pit reached gravel. H=So.Sft., L = 34.o61bs., M =3330 tons, N = 1413 tons, j H = 82.3 ft., L =35.61 lbs., M = 3392 tons. N = 1355 tons, P = 2S8 lbs., [ = 300 lbs Began sealing Caisson at 9:45 p. m. Finished filling working chamber at 5a.m. Took air off at 2:15 p. m. •Rubble Stone Piled on Crib. APPENDIX D. - Continued. 17 RECORD OF SINKING CAISSONS. PIER II. Average Elevations of Cutting Edge. Elevations of Ground. Average Surface Sunk ' of Caisson. Water Immersed. , ir Net per^sq. ft. Remarks. fasonrv. Calculated. Pressure.! Contact surface N. h. is. s. w. Average. N.E. n. \\. S. E. s. w. Of 12 Soundings. Timber. Iron. Concrete. Timber. Iron. Concrete. “etc.'' to faction 1887 C D E F G H I K L M ' P E-C G—C I.x A I—M N-S-0 Feb. Pons. Lbs. Sq. Ft. Lbs. 850.88 850 88 850.88 S50.S8 S50.88 — — 216 — — — Caisson built at elev. 850.88. Began lowering at 8:30 a. m. Its g@ 8 f}8:£ 7 s Z Z z z z 846.40 3.08 177 3'2 z z 7 ~ 216 216 z z z z Began concreting at 12:40 p. m. Stopped at 3:30 p. m. 13 837-79 79 837-79 837-79 837•'5 '5 837-I5 ■5 M 837-'3 S35.98 5' Put on air at 6:45 p. m. Started water pumps at 8:45 a. m. 16 836 43 836.04 836.14 830.08 a i|?:£ 837.40 838.20 S3S.99 2.85 '7 829.86 25 829.91 6 842.10 16.37 980 l'egan building crib in 1 J . M. Stopped water pumps 4:10 a m. Resumed work in Pier 18 829.8; 830 830.06 842.00 16.69 8 S 829.84 830 ©:! S30.06 841.80 856 28 J 8 830 830.27 843-30 841.60 842.50 S:£ '7-27 856 8 12S6 S29.77 S30 829.79 830.09 829-93 S$:£ 841.60 ".63 177 856 16 816 6S2 1861 733 Resumed work in Pier 11 at 6:45 a - m - Started water pumps at 6:55 a. m.. S24.17 820 820 847.20 23.3' 856 © 10.08 688 3 820.55 820.54 46 820.37 820.36 820.43 3 91 847.80 847.00 847.40 848:20 846.82 26.39 847.65 '77 32 856 856 55 3 9 z z z z z Stopped water pumps at 5 a. m. Resumed work in Pier Ill at 6:45 a. m. Working in Pier 111. • 847.00 846.So 846.40 846.19 856 846.So '77 856 86 820.35 847.00 845.60 84S.OO ! 2 5-^7 856 6 “ “ “ _ — — — 847.30 843.So 847-3° 847-30 845-75 847-3° '77 32 856 92 Mar. _ _ _ _ 846.00 846.20 S47- 20 ■ _ 856 92 6 _ _ _ _ _ All work suspended—ice too weak. 820!2$ 846.20 S46.70 846.20 I 820.52 820.33 l£:| S46.50 846.60 846.30 26.96 856 6 — 43 820.27 S47.10 846.70 17/ J 820.4S S20 820.28 S20.24 S20.35 845.38 27.20 856 no 6 - S20.4S 820.28 820.24 820.35 S44.00 847-40 8 56 — 845.00 S43.00 847.00 116 S46.90 32 116 ■ 346 - Ice went out at 5 p. m. -J — 845.90 '77 32 8 56 116 7 1346 820.21 847-00 04 Working in Pier 111. — S38.72 S3S.20 843-70 S40.32 '77 32 S56 116 7 3 116 836.50 83S.30 S56 116 i 820.50 837-50 827.12 850.45 856 116 1346 - S26.20 '77 116 — 821.70 836.20 838.20 S50.20 856 116 ■346 23 820.21 820.22 °9 823.70 S39.70 850.60 856 116 y 815-38 1813.66 S''' 1 815 Si 3 1 817.02 S15.04 813-85 817-33 815.6| 8'5-5i 813.86 3 5' 65 825.70 826.20 829.40 525.40 83^80 836.00 837.20 829-02 829.20 832.11 sh 851.15 850.20 34- '3 34.69 35- 59 '77 177 32 32 856 856 8 56 116 116 l 1346 ■ 429 9 9 I 26 178 '79 '74 2741 2831 15 16 16 14.76 15.CO !& 6 1643 1165 i960 218s 1138 1123 z Sand. Pumps stopped at 10:30 p. m. Pumps started at 7:10 a. m. and stopped at 3 15 p. m. “ 8:25 a. m. “ 2:45 P- m. S10.98 Sri.15 811.13 73 S28.40 834.40 856 8 116 18 1767 3 5 806.44 sS 806 23 90 £ 55 3' 808.38 13:?.? 807.05 80674 0 ' y3 55 9' 527.90 826.90 S28.30 827.40 826.90 824.80 833-90 832.90 832.So 839.40 tg:E S34-70 830.82 830.97 25.50 22.17 24.23 S49.40 848.95 848.80 40.20 40.30 42.06 '77 177 32 32 856 856 856 '45 [55 !o ■855 A E 172 116 £ 70 1S2 IS 3420 3535 20. '7-39 '7-43 iS. 19 1S57 iS6' 1563 1674 175s 3904 3458 801 96s 7:00 a. m. “ 2:35 p. m. “ 7:ioa.m. “ 6:35 p.m. " o:55 a- m- “ 6:35 p. m. “ 8:35 a. m. “ 1240 p.m. Current too swift for soundings. Current too swift for soundings. Pressuie men and others working on bar saving “ “ “ [material, track, etc. from flood. l So 4 -58 S04 sS:& S04.59 804.61 804.32 36 29 - 814.So 829.20 814.S0 830.-97 816.80 12 _ 4 8 852.20 S54.00 46.23 49-39 '77 '77 32 32 856 856 175 178 ;; 2217 '3 '3 E ^89 3SS8 3843 3S89 ?! 21-36 21.81 ni 1752 '562 1560 si 9'3 1510 y 804. 5 y 804.05 804.3? 826.90 820-85 855-3? 178 3° S04 4y S04.26 804.03 S04.28 04 S19.60 819.60 S19.60 16.57 [77 856 2646 1161 ' 804.55 49 S04.25 804.03 ° 00 819.30 821.30 S,:,jo S21.30 S21.05 16.77 855-30 51.02 32 856 . '78 11 2217 '3 38 38' 3903 22 22.07 2357 1546 267S "55 P , 804.54 804.28 S04.01 S04.27 0 01 81S.30 S16.30 8l8.30 816.30 s™ ,0 177 S56 u « 3SS7 0 , „„ 'X S04.41 S04.13 803.81 S04.10 '7 820.40 819-74 15.64 856 11 21 1600 3 803.82 803.78 S03.94 802.79 S03.30 ° 72 823.50 825,70 821.70 822.70 825.50 825.70 822.33 18.31 852.50 48.45 '77 32 S56 178 17S J} '3 z 54 77 337 4074 ;[ 20.97 if 1835 1257 Pumps started at 7:20 a. m. Sand, gravel and balls of clay. 5 90 825.90 823-90 21.90 32 856 2500 4239 800.35 ■S 1 799-79 799.70 y6 S25.10 824.10 825.10 828 oo 823.02 22- 98 85,.^ S'-11 856 2^26 2361 Finished crib. Pumps stopped at 640 p. m. and started at 10.50 p. m. 799 799.42 798.72 799-47 798-27 S25.50 166 1038 Pumps stopped at 9:20 p. m. 797-93 826 40 826.32 28.05 '77 as -16 299 2408 Caisson on clay in north end. Started at 12:45 P- m. > 7y4-S2 794-97 795-'7 ; 826.50 825.00 82S.50 826.31 198 276 2&t 2162 925 Finished concreting crib. 792.45 792.76 792-55 792.89 41 830.00 827.OC) 833-50 849- 0 5 © 198 2S10 'Pumps stopped at^25 a. m. 2 791-35 79i-46 791.21 79i-32 79i-34 0 01 — J — 84S.60 57.2^ 856 198 2810 _ — z v _ _ — 74y Cut off air at 6:55 a. m. and resumed work in Pie*r III. 3 791-34 79i 791.21 791-34 79'-33 848.60 '77 856 198 2810 Working in Pier III. 791-33 791 43 79'-34 791-33 57-47 ,98 2810 '4 “ “ ' 791-34 791 43 791.18 791-33 79i-32 19S 2810 '77 32 19S 13 2810 ■5 i8 APPENDIX D. - Continued. PIER II.—Continued. Elevations of Cutting Edge. 79 '- 3 ° 791.27 79'-23 790.04 7S8.56 787.71 787.53 $:J 8 786.03 7S5.67 7S5.62 784.11 783-85 783-73 783 33 78'-59 781.54 781.53 779-72 779 - 4 ' 779 - 3 ° 779.05 777-57 776.69 776.61 776.04 775-'3 774-74 773-48 772-31 772.09 77°-34 768.^2 766.57 766..o 765-95 765.66 765-49 765-47 791.14 79'-'3 £1 7S9.40 789.28 787.94 787 - 5 ' 7 S 7-34 7S9.62 787-79 787-64 787.48 786.57 786.10 785-76 785.72 784.15 &£ K 781.58 781.56 779-76 779-42 779.29 779 -°8 777.56 776.72 7^-59 775-'4 774-74 773-47 772 - 3 ' 77°-33 77°-55 787.2 786.29 783-85 785.51 785-45 7S4.02 783.7. 783-59 7S314 781 5° 781.45 781.46 779.68 779-38 | 77^98 777-52 776.70 776.58 776.05 775-‘3 774-74 773 - 5 ° 768 76S.09 767.76 766.59 766.51 766.05 765,89 765.62 765-44 765.42 76S.31 767.95 766.79 766.73 766.27 765-75 765.59 765.58 791.26 79'-23 791-25 790.09 7 S 9-53 787-67 757.48 787-33 786.41 785-96 785.60 7S5.58 783-95 783-78 783.76 783-21 781.54 781.50 781.48 779-73 779.40 779.26 776.58 776-03 775.10 770.46 768,7s 76S.22 767.S6 766,71 766.62 766.16 766.00 765.68 765-53 765.51 765.39 65.55 765-49 765-47 759.51 ?l:fi 787.67 757.50 787-36 786.44 785.98 785-63 7S5-59 7S4.06 783.81 783.70 783-26 7S1.57 781.52 781.51 779.72 779.40 779-27 779.04 777-54 776.70 . 776-59 j 776.04 775.12 !, S3 768.73 768.18 767.84 766.68 766.61 & 765.68 765.51 765.49 Elevations of Ground. 529.10 I 827.10 829.10 ! 827.10 833-90 I 831.90 ! I 33 ’ 60 1 S 33 - 5 o 833 - 5 o 833-40 837•20 S3S.60 1 836.95 * 3 S-io S34 S32 R 35 R 33 834 832 R 3 ' 833-05 S32.20 829.15 830.So S31.60 831.00 829.00 S38.30 837-20 S36.60 83 - 8 ! 833-70 831.. 20 832.25 £ 34-25 833-55 835-00 834.70 534.25 S34.80 831-3° S 35-05 833-20 833-15 831.So S32.60 r- 9 -!°i 833-1° 829.60 833.10 829.90 , 833.90 °° S 33 5 ° 833 4 ° : 833 2° I 833 40 833 25 832 10 I S31 20 834 30 I P- £ £ IS m 70 836 5 ° ! 836 25 831 7 ° 837 s 37 . . 835 55 832 00 835 70 834 "" 835 ®33 835.20 834.15 833.80 834.60 829.85 830.60 832.15 833- 22 £33-5° 834.00 834- 44 S34.87 835 - 15 835-87 > « 836.38 S36.S2 r 37-2 5 835.28 835-18 837-35 837-'7 835.08 834.01 837-23 836.25 %,■% “35-33 834-71 834-30 S34-47 834.26 S34.22 833-32 832.63 833.68 832 oS 830.44 832.78 832.78 832.78 832.78 850.10 849 - 8 S 849 - 7 ° 849-3° 84H.QO S4S.65 848.75 848-45 848.15 545.10 847.90 84S.20 - 848.15 848.80 849.15 849-05 849.30 849-45 | 85'-90 I; 852.60 853 - 40 854 - 00 854 -'o 853.85 || 853-55 853 - ‘5 852.95 853-'5 853-55 • 57-17 56.89 56.86 57-85 5 s -°9 58.09 59-44 59-73 59-70 £:li 61.12 61,56 63-'4 63.69 67-83 71.71 72.60 72.96 73 - 96 74.58 74 - 52 75 - 32 79.42 80.62 81.31 Timber. Iron. Concrete. Timber Iron. Concrete. - Masonry. Sand. Water. Total. Indicated. Calculated. 831 S36 S14 905 E s 5624 5642 5684 5687 252 ; 5740 298 5959 $ I si 393 ; 6210 346 ; 6375 387 . 6477 & hp 391 : 6640 386 6650 397 ; 6717 3 ' -5 3 ' • 5 3'-5 3 4-5 36 - 37 - 5 3 £' 5 3 fi 36. 24-73 24-59 26.44 26.63 26.69 27 - 3 ' 27-55 27-77 28.65 28.63 29.32 29-35 29 - 34 30 - 35 31.02 31.40 3'-56 3'-99 35-'7 35-63 35-77 36.04 36.56 l| Weighj ; ■ ^Surface ss Working on Pier III. Put on air at 7:00 p. m. Set up clay hoist and began working it at 6 p. r Clay hoist broke down at 5 a Clay hoist started up at 10:4c -n section supply shaft—Stopped clay hoist from 7:25 a. Stopped clay hoist from 10:20 a. m. to 11:40 a. m. Stopped clay hoist tr Began filling working chamber Pressure varying from 30 lbs. to 34 lbs. Ran pressure down to 25 lbs. at 5:40 p. n Took off air at 7:05 a.m. Final elevation of cutting edge 765.47. APPENDIX D.—Continued. RECORD OF SINKING CAISSONS. PIER III. Elbvations of Cutting Edge. El BVATIONS OF Sround. Average Reaction due to Air Surface Date. 1 rriHmi | Water Depth Net Weight. ick, Masonry. Sand. Calculated. N. E. Average. N. E. N.W. Average. Timber. Concrete. Timber. Iron. Concrete C E t . G H I K L M N O p E—C G—C L X A I—M N-pO Nov. Ft. Ions. Tons Lbs. Lbs. Tons. Sq. Ft. Lbs. 846.80 846.So S46 So S46.S0 846.So 1 — — — 842-20 1 34 7 218 — — — Began lowering caisson in P. M. 842 842..0 842.10 70 S42.05 7 21S 833-30 80 9.40 34 89 Began concreting in A. M. 8-10.70 830.70 SJI:£ 34 7 27 828.So 829.80 12.38 >77 34 "4 1 ■3-90 34 829.10 529.10 3° S» 9 .6o 828 90 828.40 0 00 831.10 831.60 830.10 829 10 830.00 00.90 842.60 '3-5° 177 34 605 - ~ - - '5 838 - - '45 - Dec. 828.70 820 20 828.20 X ,R., |n 0 60 82S.OO 826.40 828.00 82^90 S28.83 00.43 842.90 34 605 _ _ _ 7 _ _ 15 838 _ _ _ a _ Began building crib. 828.30 829 38 828.90 00.53 14.58 34 7 00.97 841-25 '2-93 177 34 16 7 ■3 '59 a 70 57 829.70 S27.96 7 855 Put on air at 10 a. m. 4 lbs. Started water pumps at 4 p. in. 826.70 825.80 824.70 826.90 826.(3o 826.30 S28.70 .-85 177 34 30 7 6.96 291 a 19+6 Pumps stopped at 9:35 p. m. Sand. 823 827.So S26.60 S29.S2 17-38 34 830 30 / 7-5' Ob S;R 842.90 S30 6 60 i 8 82}.60 833-70 828.20 830.20 830.20 5-25 '77 34 830 30 300 32 1415 7 S59 $ 13H Pumps started at 6:55 a m. ft-ft ft'?? bo 821.40 3 843.75 34 S30 3 530 8 — '5 57 9 9.62 9.87 1027 1796 744 Pumps stopped at 5:35 a. m. Cut off air from 1 p. m. to 5 p. m. to change position of boat. S25.80 833-1° 824.80 S30.60 831.80 833-23 833.80 J1-95 844.10 844.90 22.82 177 830 45 530 '9 1054 653 ,, 820 820.70 S20.80 0 48 3 9 _ S 600 12 S20.76 82c 0 824.40 826.95 843-40 22.67 34 830 57 3 530 9 — 3 61 1704 9. So 658 l^So 1314 Pumps started at 11 a. m. 818.14 818.22 817-79 78 S21.30 K* 34 S30 9 9 90 9 5 10.96 746 S27 Pumps stopped at 11 p. m. S15.62 82T.40 819.90 826.61 843-40 S30 767 9 1761 Si 5.56 62 S15.62 826.38 10.76 844.10 830 5 9 '5 12.32 709 815.5O 822.So 832.80 827.80 843.So 28.18 830 78 767 9 730 1S9S 815.61 823.80 S21.So 831.60 843.So 28.19 '77 830 9 1142 2032 897 836 is 815.00 S15 815.16 15 822.20 831.Si 13.14 844.25 29.09 830 933 9 "9 ms 078 2099 97 823.90 843.90 jo-7' 34 S30 6 933 9 3' ■33 5 13.2S 2372 703 20 S24.45 16.2S 830 1049 1168 '24 13.09 967 10S2 745 813.26 16.45 30.38 830 9 3S 2485 13.14 '4°3 825 Pumps started at 7. a. m. 22 S10.52 SlO.50 811 06 S10.80 843-90 '77 830 116S 9 IS us 1106 577 Pumps stopped at 2:45 P- m - an <* started at 4:50 p. m. S0S.S6 S08 808.44 S0S.64 ib S34.40 832-57 S33.69 8:8 Sg:£ 34-76 830 7 12S1 2711 3692 807.20 806 807.19 807.08 5b 833.60 ‘9‘ 17 15. So 4053 a 806.23 806.52 806 806.13 S36.00 Sg:S 177 2SS3 16 5 16.07 1167 4132 S06.23 806.52 806 >3 Sob.15 S32.10 S32.10 27.27 ts S30 Hi '7 '5-89 '697 1291 4142 806 ■3 834.22 tgx S30 3042 '7 5 16.12 1721 Pumps started at 9:45 a. m. 803 8.3'-3 o 830 8 3«g 18 1S31 548 S02.29 62 836.27 843-45 830 148 9 85 5 Is:?; 1260 500 Pumps stopped at 3 a. m. 801.26 Sol.24 801 801.2T S31-7° S30.60 835-96 34-75 844.70 >77 34 148 9 10 105 3409 3619 '9 5'38 3'5 Pumps started at 11:15 a - m - i$S7- 799.22 799.26 798 99 799.08 799.14 07 831.30 835-53 37-39 S45.10 45.96 177 34 S30 '5' to ,5«s 12 — 379 120 21 19.88 2123 1496 5355 Jan. , 831.00 S29.70 49.07 .77 34 172 ,1 12 _ 423 137 3702 22 21.22 2266 1436 5632 5°? Pumps stopped at 9:35 a. in. 796.59 lg:£ S34.62 S46.00 830 2048 '47 3850 24 21.47 2293 A sg 796.51 S32.00 834-95 38-59 S46.05 49.64 830 '47 39=7 23 21.47 2293 5632 Pumps started at 1:10 p. m. S30.10 40.82 S46.10 830 5 2392 1647 lb tftS 831.60 835-50 S46.15 182 2298 146 4206 2447 1759 569 Pumps stopped at 4 p. m. and started at 7.05 p. in. Sand and mud. Finished building crib at 10 a. m. Pumps stopped at 2.50 a. m. Sacking out Caisson on clay. [clay. 836.70 834.60 S46.40 5441 229S '35 4256 25 23.53 If 6443 791.08 790.88 833-70 836.62 I;::;: 846-75 34 ,98 585 142 4430 5 as? 790-86 XX 789.81 tf£ 840.90 837-58 830 198 '37 4447 2 5 24-33 2598 % ;r,:l S36.40 856.61 56-51 198 '3 587 5 24.44 '832 S40.00 S40.00 S36.S4 847.50 '77 S30 19S 'I IS 4473 24-93 2662 6736 538 789.62 7S9.71 7S8.S2 789-77 7SS.8S 836.02 847.50 S30 19S '3 a 24.97 2666 f inished concreting crib at 2.30 p. m. 7SS 89 840.60 S37.60 836.60 S36.65 847.60 198 '3 26 2712 78S.69 7SS.S0 788.86 837.60 S30.60 S47.60 S30 198 >3 649 666 4613 27 5? 1900 7SS.92 788.67 Ss'S 788.84 835-0° S37.SS 847-70 '77 198 13 '44 6998 5J Began laying masonry in P. M, IS 7S8,67 841.20 837.80 S30 198 62 661 4676 566 841.00 836.30 847.70 59-86 60.89 S30 198 13 ‘3 146 IS 25-89 26.34 2011 7'o^ Set up clav hoist in p. m. 786.Si 7S6.SS 7S6.91 S39.S0 S^.’So 836-97 847.80 13 27 Started clay hoist at 4.10 p.m. 18 7S6.S2 S40.20 S34-10 847.85 61.06 lyS ‘3 254. '9 27 26.41 2820 7393 Clay hoist froze up at 10 a. m. Started at 12:00 p. m. ■9 786.61 786.67 7S6.69 836.90 836.80 836.30 837-53 847-95 847-85 61.26 830 13 167 5007 27 5 s “ “ •- “ 4 a.m. “ “ 7.30 a.m. Stopped at 4 p. m. for 786.62 786.64 51-37 61.21 19S :g 28 26.48 2243 m Sacking out, [repairs. Started clay hoist at 11,45 a - m- 786.46 840.10 ax 832.00 847-95 S30 19S '3 ■9 5140 2S39 733' 22 786.11 786.05 7S6.08 786.10 S40.00 837-68 177 830 198 '3 72S 5147 2295 7322 784-97 7S4.86 784.94 784-97 7S 4 .S Z 837.40 19S 186 520S 23'' Si 784.88 835-30 S36.64 5i-77 847-65 34 830 '3 2541 473 pi 28 5 27.16 T° jg Stopped clay hoist for repairs at 7.30 a. m. 784-79 784.80 842.10 839.80 837-40 53-59 847-40 19S 158 1 27.09 Started clay hoist at 12.15 P- m - 26 S34.70 834-30 858.69 54.44 S47.30 198 566 810 5346 27.27 2912 783-55 783-52 S47.20 830 198 5433 5 27-55 37 64.65 198 3 27.97 r-SL 7 ,117 °5 840.10 833.So 830 198 181 54 5'" 5 27.92 782.20 782.17 782.13 840.10 S43.00 S30 198 633 823 S 5454 29 636 3 1 781.63 781-58 78 > 58 781.55 781.59 0 S46.50 843.00 833-5° 832.90 837.46 55-87 S46.70 .65.11 177 34 S30 19S 2541 20 633 840 548a 29 3007 /0lju Feb. , S40.S0 835-28 iti 54.86 S46.S0 66.4S 19S 20 633 SiS 253 55'7 29. 28^6 3gi 2446 775 < gv 7S0.16 7S0.20 834-0° S46.85 830 198 S14 55'5 30- • ’ ob 830 198 S36 3078 r : ; " Stopped clay hoist at 3:30 p. m. and started at 6:30 p. m, 839-60 835-01 832.40 835■5° S46.S5 830 19S 2541 249 j8S 5642 29.5 28.99 2435 7143 6 777.61 777-75 777-65 777-49 777-67 841.50 840.00 835-30 532.90 831.90 S32.40 832.70 pi 57.90 KX 69.23 '77 34 830 830 19S 19S 13 2541 tg S97 30.5 3'- 29.95 30’oi 2440 S040 £7 “ “ From 2:30 to 5:45 p. m. repairs. Raised clay hoist 5 p. m 840.40 846.90 a 198 [3 662 891 S£ 3'- 3212 Stopped clay hoist from 5:15 a. m. 109:20 a. m. Repairs. 8 777.28 777-'4 777 >9 777-°S 777.17 0 '9 S40.00 834-20 824.70 833.00 835-36 58.19 846.70 69-53 177 34 198 2541 20 735 905 3" 3°-5 is! 3212 0,30 ( i9 ) APPENDIX D.-Continued. PIER III. —Continued. Average Weight Elbvations of Cutting Edgb. Elbvations Reaction due to Air Pressure. Contact. Date. in 24 .radon Water Caisson. Crib. Air I Net Weight. r su ° f ”ce Remarks. N. E. * W ' Average N.E. N.W. S. E. S. W. Average. Caisson. Timber. fio' Masonry. sand. Water local. Indicated. Calc ulated. to fricdon. K I- M N 0 P LX A I—M Feb. Ft. Tons. Tons. Tons. Ions. Tons. Lbs. Tons. 775-95 775-^7 775-92 775-64 3 841.60 60 S46.60 70.68 807 2S6 3264 2594 8376 620 Clay. 775-92 775-So 775.86 836 s 835-48 59.64 846.30 177 34 83° ■98 866 284 3255 2652 S340 Slopped clay hoist from 3:30 p. m. to 7:45 p. m. Gravel and Coarse Sand. 774-77 774-74 774-68 ib SS:£ 83° 19S 33 12 2713 8554 774-74 774.62 774-72 774.60 20 IS? S30 198 33'5 8659 631 Started “ at 5:30 p. m. 774-73 774-67 836.90 839.60 -i ;■. s 3° 198 1055 2738 773-63 773-5° 773-63 773-49 773.56 I 3 4:£ 838.80 837.66 S38.25 046.3° s 3° '98 6104 336° 2744 8834 620 i 773-44 772.ob 773-44 773-3' 773-37 838.30 177 830 z 3'-57 3371 2763 Started “ at 7:00 a. m. aud stopped at 6:30 p. m. 772.07 S37-42 ,98 6258 3435 2S23 8yb2 Working in P. 11. 7 772.08 772.16 S30 1067 "77 642 '■ 3435 647 Started clay hoist at 9:10 a. m. 772.04 772.09 lf:E 836.30 S36.92 846.75 34 830 '98 1142 1169 2S2 6408 32-33 3452 2956 8918 & Stopped “ at 8:45 a. m. and started at 3 p. m. 9 772.03 772.03 771.96 836.00 836.80 830 1182 771-93 £ If£ 830 19S ‘3 254' a 297 6528 34 s 3 3°45 8936 770.72 770.64 770.70 770.67 847.60 830 lyS 3°33 674 Working in Pier II. 770.70 77 '-''7 770.70 770.63 770.67 835-4° So s 36-56 830 198 1218 3556 3°37 9052 671 23 770.72 770.64 770.70 770.62 770,67 834.80 60 836.48 65.Si 830 ,98 121S 3556 3°37 Si; Started clay hoist at 7 a. m. 770.64 770-69 770.63 770.67 S56.60 IS 835-20 847-65 198 33-3° 3556 3°39 25 769-36 769-29 769.37 769-34 769-34 4° 835-'° 847•6° 7S.26 830 198 3615 9'73 666 $:SI 769.21 76S.66 769.! 9 769.19 836.40 838 40 IS'B s 47-69 7 s -4' 830 '98 66SS 9'73 668 Stopped clay hoist at 8 a. in. and started at 12 m. 834.50 78.8? 79-°6 S30 198 12S4 3°57 9155 768.27 768.23 768.19 76S.24 0 36 835.60 833-4° 835 00 833-3° S35-28 67-04 847-3° 177- 34 198 '3 2541 22 1259 1277 352 6703 • 35-5 34.20 3652 3051 9141 667 Clay. 768.02 767.99 768.00 76S.OO 768.00 o 836.00 S34-20 S34-49 847.25 79.25 1 '77 §3° ,98 22 66S5 3660 3°25 S988 673 Stopped clay hoist at 2:55 p. m. Cut off air at 5:55 p. m. Work suspended. River breaking up. 767-56 767.49 767.50 767.46 767.50 s 35-7° 832.60 S34-96 S47.20 830 19b 3 767.54 767.46 767-44 « 767.49 Ijf:S 836.00 835 7° &£ 830 198 '3 767-52 7''7-47 767-47 767.48 bo 67.64 >77 19S 1 767.52 767.47 767-47 767'45 832-5° 836.30 67.86 80.07 S30 198 767.52 767 47 767.48 767.45 767.48 s 35-7° 832.70 836.20 836,30 S35-82 68.34 847.40 79.92 '77 34 S30 1259 l •— 54 198 '3 254' 1259 '77 34 ! 9§ ■3 2541 1259 Ice went out at 4:50 p. m. 845-9° 34 S30 '3 2541 1259 u 767.54 767-45 767.44 767.42 767.46 o 02 _ _ _ _ _ 847-°° s 47-15 177 - 34 S30 830 19S 198 '3 2541 22 1259 848 6lfiy 3682 24S7 11 iS Put on air at 10:40 a. in. Started clay hoist at 3:25 p. in. Current too swift for soundings. 767.14 767.21 767.21 25 S0.99 34 830 10S '3 254' 1259 267 977 6318 35-5 35-°5 3742 2576 849.00 '77 34 '3 254' 1259 35-5 35-°4 3742 '5 16 7 66'T(? 766.17 766.35 766.36 766.28 93 z Z z z z S50.45 84.17 '77 34 34 S30 830 198 198 198 '3 '3 2541 2541 1= 1259 1259 ,= 35-5 35-°4 36.42 3742 3889 2554 5°3' -4 Cut ofl air at 4550 p. in. Took boat ashore to coal up. Put on air at 3:52 p. in. Started clay hoist at 6 p. m. Is >9 765.71 765.67 765.78 766-29 765.78 765-74 » °7 z z z = z S50.20 850.60 S51 15 lit '77 '77 34 34 34 830 S30 S30 19S 198 19S '3 '3 '3 2541 2541 2541 16 1259 1259 1259 z z z z - z Stopped clay hoist at 11:40 p. m. Cut off air at 7:40 a. m. Abandoned Pier on account high water. Working in Pier II. 830 19S 16 23 765-59 765-53 765.64 765.64 765.60 0 '4 - _ _ _ _ 849.40 849.40 83.80 '77 34 S30 198 '98 '3 2541 16 16 1259 _ _ _ _ _ _ _ _ “ " $£ ■77 34 198 '3 2541 16 1259 * '77 S30 198 16 '77 34 S30 19S '3 2541 16 1259 28 854.00 z '77 34 830 830 19S 198 '3 2541 ■6 16 1259 — “ — z _ “ “ Pier III entirely submerged. 855-3° 830 198 16 '77 34 830 198 '3 16 - '77 34 830 198 '3 2541 1259 — 7 — “ 854.30 _ '77 34 830 '98 16 - s 53-4° '77 198 16 764.58 764.52 764.64 764.67 764.60 . 00 - _ _ _ _ S52.50 851-75 8745 177 34 830 830 19S 198 ■3 2541 16 16 ■259 1096 _ _ _ ;; ;; 1 764.59 764-54 764.63 764.68 764.61 - - - _ _ S51.15 86.54 '77 34 34 830 830 .98 198 '3 2541 2541 16 16 1259 1259 379 1086 6533 _ _ _ 6533 53 S2 2427 ;; | '77 830 198 16 S 850.40 830 16 — — — S49-50 '77 830 198 16 34 830 19S 2241 16 545.60 548.60 848.So '77 S30 19S 3 764.57 764.5S 764-5' 764.52 764.64 764.64 764.66 764-64 764.60 764.60 0 ~ 00 Z Z Z 84.00 . 84.20 '77 177 34 34 830 830 198 19S 19S '3 '3 2541 2541 16 16 1259 1259 1^ Put on air at 3:35 p. m. Started clay hoist 7 a. in. Stopped from 7:30 a. m. to 9:30 a. m. l 764-54 764.52 764-63 764.65 764.65 764-5 s 764-59 °i " z S49.15 849.So its '77 34 S30 830 198 198 '3 2541 1259 345 IS 6462 36.5 - 36.59 K 2555 l 763.91 763.90 764.00 764.54 763.98 764-47 763-95 52 z z S50.10 850.20 1 ?,? '77 34 S3 0 19S 19S '3 2541 ?? 1259 362 d 36-5 37-°5 3956 38 2548 52 V 97° 763.61 763.63 763 57 °-3® z z z z = 849,85 849-7° 86 - ■77 '77 34 34 34 830 830 830 19S 198 198 '3 '3 2541 2541 jjj 1259 1259 377 1077 652s 36.5 37-33 2542 5387 944 4 p - “ 3:30 * -■ S30 19S 24 763-57 763-49 763.60 763.61 763-57 0. - - _ _ _ 85-33 '77 34 34 S30 830 19S 198 2541 2541 22 1259 _ _ _ _ _ '77 34 S30 198 763-54 763.52 763.62 763.65 763-5 s _ _ _ _ '77 34 S30 198 '3 2541 z z _ — - - Finished sealing caisson at i a. ni. Cut off air at 8:10 a. m. 763.52 763.50 763-59 763 49 763-53 S4S.15 S4.62 "■ ■ — APPENDIX D.-Continued. RECORD OF SINKING CAISSONS. PIER IV. Ilou'l Elevations of Ground. Average Pene- of < Ci-.-n. Depth Immersed. Weights. Caisson. Crib 1 Air Sand. N. E, „.w. Average. Timber. Iron. Concrete. Timber. Iron. Concrete D E F G H •» E—C G—C Ft. <• r Ft. Tons. Tons. Tons. Tons. Tons. Tons. Tons. Tons. Tons. , _ _ _ _ I.92 846 00 0.82 _ _ _ — 7 — — 847.00 I.92 845 CO 3-'7 '45 238 4.05 *45 3-05 ■55 285 7 846.50 3-75 2.95 7 846.20 60 4.00 155 7 845-90 5.Si 40 '55 399 56 7 3 I s 10 845-3° <>43 155 3 7 7 845.00 8-33 8-43 85 7 7 844'70 10.24 "•54 85 7 844 11.76 85 7 ■5 2 34 844-85 844.85 844-85 S44.§5 S44.S5 14.05 844 85 14.05 '55 3° 443 85 5 136 7 , 846.89 844.88 S45.7S 17.77 844.80 16.79 '55 85 5 286 7 _ 45 6 S44.50 844.97 S44.S0 23.10 '55 443 85 9 75 846.31 S44.S0 9 28.77 126 846.63 S46.42 846.44 29.00 844-85 ■55 1 16 1018 S44.78 33-37 34-55 '55 30 443 '38 .,8, '95 844.i6 S44.S3 844-70 '55 9 '365 298 78 844.32 41.87 844.70 >55 3° 443 35° 44-45 844-85 44.86 397 844-65 45-75 844-85 45-95 '55 1637 12 46.13 »45 427 844.26 46.25 844.90 1750 iS 429 845.19 844-85 46.91 155 443 1750 447 > 846.36 48.13 1750 464 843-98 843.96 846.36 48-13 S44.80 47-92 196 1750 18 464 845.74 845.12 49- 6 3 844.So 49.31 '55 443 1750 49' 844-5° S46.46 50.20 844.70 1750 50' 845-85 845.60 845.61 51.41 844.60 1912 18 523 845.85 845.61 51.52 844.45 50.21 155 3° 443 1912 5'-55 844.40 844-3° 545 S45.61 845.03 52.60 S44.30 51.46 '55 3° 443 545 845.ll 57' 845.11 54.06 844.25 3° 57' 845.02 845.16 54.10 844-25 3° 443 205 '973 572 845-45 845.16 54.10 '973 ■9 572 845.47 55-44 S44.40 54-S5 3° 443 214 '973 '9 597 844.45 '9 594 78 S45.06 844.96 214 '9 0 843.71 845.11 844.70 844-87 844.60 56.85 844-35 56.60 '55 3° 443 214 12 '9 z ni s 56.86 S44.60 56.86 2069 '9 z 622 1 v 845.06 S44.75 2lS '3 2148 '9 845.06 5?-6S S44.80 3° 443 '3 '9 655 58-57 '9 844.84 60.10 3° 443 '3 2205 '9 845-20 S45.18 60.47 3° 443 232 '3 2304 '9 2304 '9 710 843 3° 443 254 '5 7" 844-44 844.51 63-33 62.67 '55 3° 443 '5 2465 740 63-34 843-85 443 740 843-80 155 3° 443 254 '5 66.35 845.80 '5 795 843-So 3° 272 16 2640 '5 796 S43.85 155 3° 443 272 S 3' 68.31 70.47 30 -143 272 16 2896 70.47 843 155 443 16 2929 870 7o. 48 272 16 2929 871 845.26 843.80 72.45 '55 30 443 285 16 2929 843.So 844-12 72-45 72.23 '55 443 285 3023 845.21 72.24 843.90 72.24 '55 3° 443 299 '7 3043 902 "1 v - 844.98 73-28 '55 3° 443 303 '7 844.98 73-33 ■55 30 443 303 '7 3'5S 922 844.98 843.67 73-34 S44.00 73-67 '55 30 443 3°3 '7 3'97 844.98 842.39 843-67 73-34 844.00 73-67 '55 30 443 303 '7 3'97 74-40 844.30 74.50 '55 30 443 3°3 '7 3'97 942 842.44 S44.05 844.20 75-95 '55 3° 443 303 '7 3'97 967 S42.44 155 3° 443 303 '7 32?3 76.73 844.00 76-54 155 30 443 3°3 '7 3223 984 ob 77.22 844-00 76.62 155 3° 443 3°3 17 3223 993 0 34 S44.I9 842.70 842.64 843-45 77-36 844.00 76.96 155 3° 443 303 17 3223 21 996 n ,, 842.48 843.88 77-05 77-12 ■55 3° 443 303 '7 3223 22 - - 99° 0 842.98 77.50 S43-85 77-66 '55 3° 443 3°3 '7 3223 842.98 843-69 77-5i 843.80 77.62 '55 3° 443 303 3223 12 843-85 '55 3° 443 3°3 '7 3223 0 844.08 842.87 843-20 78-07 843-85 78.72 '55 3° 443 303 '7 3223 '55 3° 443 303 3223 844.00 '55 443 303 '7 3223 844 '55 3° 443 303 '7 3223 16 0 04 844.10 79.01 Elrvations of Cutting Edge. S46.99 844.69 844.69 843.74 842.62 842.61 839-77 S37.00 S36.87 836.48 83 830.49 821.78 817-34 817.32 817.29 810.00 804-43 790.90 798-75 797.89 796.9b 796.97 795-5° 795-5° 794.1b 794.07 793-9° 792-74 792-74 79'-°3 791.00 790.97 790.95 789-55 789-55 787-74 787-71 787.7° & 786.34 7S4-73 784.70 & 7S1.3' 7^-3^ 777-99 777-95 775-93 775-92 773-79 773-78 773-79 77'-63 771.62 771.61 77°-34 770.29 770.28 770.27 Id! 767.46 767-38 767.03 766.83 766-19 765.15 847.11 844.88 844.88 843-78 542.36 842.36 837-02 837-05 836-73 833-04 832.51 830-57 827.84 82i-93 8i7-49 817.45 8i7-43 804.31 801.97 799-89 798-71 788.54 798-24 797-9' 796.96 795-47 795.46 794-15 794-05 793.86 792.70 792.70 79'-°3 789-56 7S9-53 787-74 787-71 787.70 786.39 7S6.37 786.35 784-75 784.70 782-99 7S2.94 781.30 78^-29 777-95 777-90 775-87 775.86 773-74 773-74 773-74 771.56 771-55 771-53 770.2b 770.24 770.22 770.22 769.70 768.16 768.16 767.40 767-33 766.99 766.78 766.14 766.13 766.02 765.08 828.09 821-37 817.31 817.33 817.42 809.98 800.03 802.87 800.02 798-39 797.92 796.73 796.72 795-44 795-45 792.91 792.91 79'-°7 79'-04 789-47 789.47 787.72 787.70 787.70 786.37 786.36 786.34 784.66 784-64 782.77 7S2.74 ; - ■ ■ 779.78 777-92 775-87 775-93 775-92 773-8 i 773-8° 773-8o 771.69 771.69 771.67 779-39 770-35 770-34 770.33 768.22 767.42 767-34 767.00 766.78 766.'^ 765.07 S47.05 845.72 845.72 S44.01 S42.99 842-99 840.52 840-34 836-93 833-77 833-76 831-32 828.13 821.70 817.66 817.63 817.62 S10.42 806.16 802.96 800.15 799-'2 798.91 798.51 798.05 796.86 796.86 795-55 795-55 789-60 787 88 7S7.87 782.91 781.14 781.12 776.07 776.05 773-94 773-94 %\t 771.81 770-53 76S.38 767-57 767.49 767.14 & 765.21 765.06 765.02 765.17 765.09 0.04 847.05 845.1S 845.18 843-83 842.75 842.75 841.60 840.09 838.61 836.S4 836.67 833-46 S17.45 8i7-43 817.44 810.15 S05.23 502.45 799-99 798,90 798.70 798-35 797-94 796.88 796.8S 795-49 795-49 794-25 794-'4 793-97 792-85 792-84 791.08 791.05 791.02 7 p ; 55 789-55 787-77 787-75 787-74 786.42 786.41 786.39 784-74 784-71 7S1.18 781-17 779-95 777-98 777-93 775-95 775-94 773-82 773-92 773-81 771.67 77!'66 770.39 770-34 770.33 770-33 $:5j 76S.24 767.46 767.3b 767.04 766.83 766.19 766.18 766.06 765-13 Indicated. Calculated. 34- 5 35- 25 35-5 35-5 35-5 35-5 35-5 35-5 35-5 if 27.12 2:3 30-34 30.28 30- 3° 31- 25 31.25 31-25 31 -82 3'-95 31-87 3 c 87 32.86 32.86 X Contact m Started air pumps at 7:05 a. m. Water pumps at 7:30 a. Gumbo. Stopped clay hoist at 7:20 a. m. Cracked on one side. Clay hoist repaired at 8:15 p. m. Raised clay hoist. Stopped clay hoist at 3 p. m. Sand and gravel. Started water pumps at 7 a. ir Started clay hoist at 8 p. m. South lock cracked at 3 a. m. in corner of inside well. Slopped clay hoist 7. a. m. to 9 p. m. Cracked on other side. South lock leaking badly. Stopped work 11 p. m. Outside well of lock badly cracked. Reached clay on west side. 888888888 8888888888888888888888888888888 888888888 22 APPENDIX E. TIME, COST AND MATERIALS USED IN FOUNDATIONS. PIER I. iS£6 •Si,. Sub p S re Coflee Suear Candles. Red W,., Linseed Engineer sasf L -ES,S- B S? Tallow. Waste. Coal Oil. 25SK?. & Ma- •Jo-of ljjis — i i | 0 1 1 £ 3 | 3 1 5 j 3 I i I 1 i | i | I 1 7 O 1 § 1 - 4 | a 1 E 70 24 1.50 5.70 2 26 58.50 , 5o o 63 0 0 39 _ _ _ , _ - _ 2 54 4.80 1 2 10 2.40 — — - — - — '4 0 9' — — 8 0.11 127.77 2 17 sand 3 s — 0L87 3> 3 32 30 4.So 4.So 2b 16 o-34 78 27- 0.06 4.80 - 22 g 3? 56.25 5 s 2K 54 0.06 4.80 4.80 7° >' 3 86 20 P/ u z 2', 28 iS — 16 0.34 t 56.25 2-4 3 31 — 2 4.80 4.So — — - 0.22 1^-2° 0 3-57 -• 2 4.3O. 23 5'-75 2 3 00 2 'A 0 32 5 32 0 26 ~~ _ ~ 1 0.32 ~ — ’ 7.30 1 3-30 4.80 2 4 20 1 2.40 “ 3 9-45 u.22 4 0 ib ib 0.22 37 n 2 60.75 2 00 0 3' .0 0 63 16 0 _ _ _ , _ 8.10 2 , 2 4.80 4 20 1 2.40 _ _ 5 s '7 33 _ - - _ 12 0 78 - - 8 O.II 136.49 4 94 19 'A 36 ll 2-A 3-> 32 30 A 13.50 4- J3 i( 59 16 4 38 ->3 3 27 34 — Z80 42 os '54-94 S 2 24 37 35 So 33 5 A — - !g:3 87.50 63 32 40 s.41 4.80 4.80 73 °-3‘ 78 ■4 36 3 87.50 03 53 — 7.2s 4.80 16 - 03 24 5-00 82.50 2 'A 5 31 36 43 9.10 4.80 173.05 72 16 7» 39 77.50 03 S 2.) 5 4” 06 — 2b 17^41 30 5-00 82.50 2 A 32 63 3 1 39 16.23 4.So 4.80 i 4-47 16 59 5‘/« 37 29 13.00 5-00 45.00 3 25 5 5' 03 0.34 >9 44-74 3 3-3° 4.80 4.80 9-39 3: & 1.3 M 3' 7 16 SS 50 03 '3 lb 1.40 7° °-3‘ '3 23% 42 13.00 5.00 2 'A 3> 5 32 >5 7* 10.92 4.So 4.So 23 0.30 ' 59 176.83 23 H 42 3- 2 3 13.00 5.00 3 4 % w 3' 25 5 0.30 'A o-34 a >3-44 3-3° 4.80 4' 5-74 24 '4 j 33 t:S '3 41 13.00 5.00 85.00 3 56 g 25-75 4.80 3 8 29 34 III. 3 2 h .i 2 10 (< 7 11.05 27 ' s 3-45 13.00 5-00 76.50 3 57 5 3' 6 07 5 A 15.40 — 7 23 s a V -lay hoist substituted for Cameron 3- 2 3 13.00 5-00 3 A-- w 5 0.32 12.33 3-3° 5.40 4.80 7' '3 ■3 178.21 32 Pump men running clay hoist. 3- 2 3 5.00 3 03 14.72 3’ 177.56 64 hi.25 5 £ 4 05 19 a 194.64 3' 2 3 6 19.50 3 4L- § 5 0.30 •i 196.95 19.50 '5 9' '3-44 $ - 2 2&80 3- 2 3 19.50 5.00 '33'75 4# 67 6 4.40 9 '3-44 7 °-3‘ 3- 2 3 iy.50 5.00 33 132.50 3 5 5 £ 5 0.32 7-3 1 3-30 5.40 3.20 '4-00 3' 9 77 - '9 3- 2 3 iy. 5 ° 5.00 135.0° 3 5 10 12 0.31 3-39 4.40 7 s I 54 '3 6 iy.50 '37-5° 5 70 5 4.80 7' 10.08 40 '3 223.17 IS 3- 2 3 19.50 5-00 131.25 3 S 70 °-3> 4.80 V '3 0.07 216.0S 3- 2 3 19.5° 5.00 54 135.00 3 5 5 £ 0.32 7-3' 3-3 0 5.40 4.80 9' '3-5^ 3 40 33 222.60 % 26 3- 2 3 19.50 5.OO V) '37-5° 3 5 5 7° o. 3 > 2 3-3° 5.40 1 2.40 '3-44 i a 3’ 2 3 6 19.50 5-00 S3 132.50 3 00 77 10 03 3 0 0.32 7-30 3-3° 5.40 4 4.80 '3-44 5 3 6 Began excavation for test pit, 3- 2 3 19.50 5-00 34 3 uu IU u z _ 0.31 " 7.3c 3-3° 5.40 4 20 1 4.80 9" 3* 10 .0 222.Si ° 00 — — 3' 3-33 6 19.50 2 5.00 51 s 128.75 2 3.00 5 A 0 77 5 0 3' 2 0 02 ~ 1 0.32 _ _ _ _ 7-30 3-3° 2 4.80 2 20 2 4.80 9“ 43 55 16 - - 0 26 - - 0.11 218.87 0 no 36 3-33 19.50 2 34 135-0° 3.00 a 3 '3 0.31 7-3' 3-3° 4.80 4.40 7.2S 5 223-70 Reached gravel in test pit. 19.5° >37-50 73 7-.v 3’ 7' 3'33 19.50 5-00 55 137.50 3.00 74 63 0.31 7 -3< 3-3° 4.80 4.80 '3-44 5 16.07 3-33 6 19.50 5.00 ss >37-5° 3.00 4 * 5 0 S 3' '5 ■ it 2 7-4 4.80 4.80 9“ >3-44 3 40 '3 a34 .,i 3-34 3-33 6 19.50 19.50 1 5.00 a 137.50 2 3.00 3.00 4 h ° 04 % 5 0 _ _ _ _ _ 1 _ Z z ; 7-3° 7-30 3-3° 4.80 2 £ 20 z 2.40 9 '3-44 9 9 14 z _ '3 '3 0.07 - z 206.74 ~ - 31 28 Began sealing caisson at 9:45 p. tn. 3-33 6 19.50 2 5.00 53 4 '33-75 3.00 4 'A 10 0 0.3 24 3° — — — — 1 0.32 - — — — 7-3 3-3° 7 4.80 2 4 20 73 O. I - — - '3 — — - 0.11 0 no 3-34 0 19.50 5.00 33 >37-50 3.00 — — — — — - ~ _ — - 7-3° 3-30 2 4.80 2 4 20 - — — - >93-94 0 00 — — 22 Finished sealing caisson at 5 a. m. |.62.i 3 | 690.25 239.00 4618.37 145.50 24-3' 22.10 8.S6 6.„3 0.57 >4-35 2.32 251.62 367.7o| 159.90 j 241.80 | ” 3 ' 70 187.20 286.85 737 66 3-96 3.88 16.99 '•75 2.64 8693.44 Other expenses charged sinking . . $2229.48 $10922.92 APPENDIX E.-Continued. 23 TIME, COST AND MATERIALS USED IN FOUNDATIONS. PIER II. 24 APPENDIX E.-Continued. PIER II. —Continued. Night Foreman. Sub Foremen. Tenders. Pressure c £f Coffee. Sugar. Candles. Red Lead Wick. Coal tor heating. Linseed Oil. Engineers Engineer. Firemen. p Coal s ■see Laborers on Coal for Signal Oil. Black Oil. Tallow. Waste. Coal Oil. Totals for each dav. sunkper *8 T Cameron Pumps. Air Pumps. i 1 O i • ! Q | I | 5 Q f 3 £ I Z. i A "““- s 1 g 1 £ < O 1 1 Q | I < | Q i Q < £ £ < £ I £ < - e - 1 £ 1 £ < No. of revolu- No. of revolu- 3-34 3 9-75 5 32 So.00 3.00 47 4 26 5 06 0.24 X 0.05 7-£ 4.60 ££ II 1 1 1 1 1 1 1 1 1 1 4.80 4.80 2 -4° 4.So 111 riiui 111 3-4° 16.32 5 5 **•35 o-34 8 S 07 07 145.87 18S.85 111111111111°° 1 1 1 1 1 1 1 1 i 1 1 1 : 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 I il’l l I I I l l.l l ?T8; 3-33 3-34 8 — 4.80 9 a 16.32 4“ 10.90 - — 0 07 190.71 1 *9 1 4 13-00 5 00 42 105.00 2 3.00 3 0 7‘ 6 0 37 6 0 07 - - - “ _ 2 1 3-3° 2 4.So 2 4.20 2 4.80 9° 16.32 5 17.00 - U 07 194.70 0 54 3- 2 3 3- 2 3 3-23 13.00 13.00 13.00 ■3-oo 13.00 , II ■02-50 n 6 n 6 n oS _ _ 1.02 _ _ 2 7.60 , 2 4.80 2 4 20 2 16.32 4 1 8 0-34 8 0 12 - - 1 0 07 - - 192.93 ■89-53 0 10 - - 26 4°. 0 6 0 n 02 4.80 4.80 16.32 15.98 3 nn 8 2 4.80 5 ■7 *93-43 44 44 6 38 04 3-3° 4.80 4.80 15.98 8 192.23 *4 6 37 3-3° 4.80 19.74 17.00 o-34 197.22 3-2 3 78 I 8 0.34 3-3° 4 40 229.5!? 92 f, §' 04 4.80 17.00 ■9-5Q 3 nn 28 3-30 4.80 4 4 80 5 17.00 07 257.49 35 3-^ - - 3-30 4.80 So 4 0-34 8 07 259.20 ■9-5° 1 80 5 247-95 5 8 3-3° 4.So 5 17.00 °7 $3 25 6 4.So 5 °7 53 6 38 08 3-3° 4.80 4 4.80 16.66 8 o-34 07 24S.51 69 26 19.50 ■9-5Q 6 b2 07 7 • 60 4. So S 07 248-3.3 3-23 ,55.00 - 78 4.So 18.36 16.66 07 254-4? 05 32 6P 6 0 °3 3-3° 4.80 4.80 16.66 07 252.38 s- 78 8 6 4.80 4.So 5 17.00 oM 257-19 79 6 O 38 * 4 4.So 1S.S7 15.64 16 0 07 256.34 32 s 3-30 4.80 4.80 1S.36 07 252.55 ■3 28 6 6 — 3 3-85 80 \zt 8 23 ; 1 6 07 0-34 3-3" 16.32 3-22 53 l 7.60 4.80 4.80 15.30 84 25 3-25 38 08 — 4.80 5 17.00 o-34 07 256.11 24 1, 6 8 03 4..So 4. So ■9-54 18.39 5 0/ 55 8 8 0.18 o-34 4.80 80 4‘ 07 92 gravel .53.75 6 8 7.60 4 4.80 5 17.00 07 255-32 39 25 61” 3-25 6 65 8 0.34 3-3° 4.80 4.So 16.66 o-34 07 -•5 bo 38 5 1.70 3-3° 4.So 4 6 ■5-3° 11 07 '5 27 6 61 7.60 3-30 4.80 4.80 5 255-'4 U 29 60 44 3-3° 4.80 2 21.46 17.00 0 12 0 250.44 1 3-22 5 s 17.SS 2 5 00 60 150.00 2 3-25 5 1 37 7 ° - — - — “ “ - 2 7.(0 1 3-3° 2 4.80 2 4 20 2 4 80 14 s 24-39 5 17.00 ” ° u ° 0 .11 253-55 0 ~ 7 ? 6 , 65 8 O 5° - _ _ _ 4 ■ .36 _ _ 2 7.60 1 3-3° 2 4.80 2 4 20 2 4 So ■4' 24.48 4° 15.64 8 o-34 8 0 ■ 2 - - I 0 07 - _ 260.19 , 68 _ _ 33 7.60 3-3° 4 24.48 17.00 55 ■43-75 38 7.60 3-30 4.So ■4* 24.48 5 17.00 14 34 3-25 37 16 3-3° 4.So 4 17.00 239,98 U ?, 3S 3-3° 4.80 £ ■4* 24.48 5 15.64 o-34 07 !35-g* °7 6 7.60 4 6 58 6 38 8 7.60 3-3° 4.So 9° 5 07 240.90 7 7.60 3-30 T 17-00 — ■ 230.95 3° I 54° 3-25 16 3-3° 4.80 80 V 12.24 5 17.00 0.34 07 227.93 ■7 8 3-3° 4.80 40 7 - 12.24 - 233-40 27 6 3-25 4 17.00 222.89 6 83 23 3 04 7.60 3-30 40 25 6 6 37 i 04 3-30 3 33 6 50 - /.(JO 3-30 40 3-3° 23 3-3° 5 17.00 2, *-38 3-25 Oo 3 3-3° 4 40 6 40 ■3 16 3-3° 4.80 4 40 5 17.00 o-34 1 3-34 3 9-75 3 75 3°“ 76.25 3-25 /.6u 3-3° *■" .0 ' " 276.39 1131.85 403-37 9152.17 258.25 86.37 34-70 6.57 4.56 0.60 24.12 1.88 625.75 279.40 399.00 349-65 334-So " 9 -| 1*533-25 8.84 10.29 6.30 | 6.02 1.10 16259.70 Working in Pier III. Other expenses charged to sinking APPENDIX Erf-Continued. TIME, COST AND MATERIALS USED IN FOUNDATIONS. PIER III. Date. Principal Night Sub Foremen. Tenders. Pressure Men. Coffeehouse Coffee. Sugar. Candles. Red Wick. Coal for Heating. Linseed Oil. Engineer. Night Engineer firemen. rSS,. as? Laborers on Hoist. Coal for Si 6n"' Oi1? k Tallow. Waste. Coal Oil. Totals for Each Day. Feci Sunk r ^Water p' V r j,' p , -■ j ■ J 2 .886 Q I < * x 1 < 1 i 1 a c < 3 < - * 1 - 1 3 j I E o« i:g % 6.00 7.20 : z 47* 47 91.87 90.27 1.00 110.80 1 £ Z - Lowering caisson. u 27 28 29 30 ; S0.03 ° 60 28 32 E E E Began concreting in a. m. - - - - - 0 60 E - E Dec. _ _ _ _ _ _ _ _z _ _ _ _ _ _ _ '5 36-75 _ _ _ _ _ n oS 2 3- 2 3 5.25 2.25 18 40.50 2li 0.25 1.36 3.95 1 jy Si.30 3'23 3 9.00 4.50 30 11 7-3° 3-3° 4 7 17.15 07 98 3-23 3.00 io" 23.63 X 0.05 i 7-30 3-3° 07 SS.90 22 a 6.00 VAf 3.00 4.50 34 2 °-°3 7-3° 3-30 4.So - 07 54.S6 0 So — 8 6.00 4.50 3-25 7-3 c 3-30 4.So 37-74 jy 09 6.00 3-23 1.50 4.50 16 0.05 X 0.05 4 1.36 7-30 3-3° 4.So 4.So s 07 6.00 3- 2 3 3.00 4.50 £ ■1 0.05 3-3° 4.80 5' 5" 19.38 os 07 0 48 — 6.00 3'28 3 9.00 3 6.75 3 24 8-95 4-95 4.So 4.80 07 — — 3-23 3 9.00 4.50 67.50 37 7 7-.- 3-30 3. 07 6.00 3-23 3 9.00 4.50 67.50 34 54 .3 7-3° 3-30 4.So 2. So i 19.3 s 8 07 33 6.00 3-23 3.00 4.50 16 36.00 4 0/ /■3o 3-3° 20./4 07 100.46 16 4.50 4.50 7.30 3-3° 5“ — 16 3-23 4.50 33 7-30 3-30 4.80 4.80 20.74 88.89 s 6.00 3-33 — 5 11.25 i-75 34 1.70 7-3° 3-3° 4.So 4 4.80 £ 19.04 07 7°-37 18 6.00 7-3° 3-30 4.So 20.74 07 100.74 97 >9 3.00 4.50 '3-5° 30 7.30 3-30 4.80 4.80 05 07 3.00 4.50 3-3° V 3.22 3 rs, 4.50 25 56.25 3-25 .3 30 7.30 3.30 4. So 6' 20.74 8 0.50 24 38 28 6.00 4.50 72.00 3.25 0.05 1.36 7-30 3-30 4.80 £ 19.3S 0/ 16 6.00 4.50 18 24-75 3 5 1 30 7.30 3-3° 4.So 4.80 20.74 07 91-34 6.00 6.00 3.22 4.50 40.50 3-25 3 50 30 7-3° 3-3° 4.So 20.74 07 73 4U 26 2.25 4 9.00 i-75 33 7-3° 3-30 2.40 20.74 05 0/ 65.41 6.00 3.00 4.50 £ 3-30 20.74 os ■-7 27 28 3.00 4.50 42.75 30 7-3° 3-3° 4.80 4.So S' 19. 3 S 07 110.05 26 3-22 4.50 69.75 3-25 3 60 jo 3-3° 4.80 4.So I38-93 62 3.00 4.50 2& 46.13 17 7 -3' 3-30 4.So £ 19.38 05 07 110-89 7.50 4.50 46.12 3-25 jo 4 X - 7-3° 3-3° 4. So 20.74 07 118.25 07 36 3' ' 1 3.22 3 9.00 2 4.50 33 74.25 J 3-25 4 0 5 0 jo 2 0.6S ~ 7-30 1 3-3° 2 4.80 4 20 2 4.40 — 5” 20.06 ' 0 10 " 0 07 " - 146.63 2 37 25 Jan. , 6.00 , i* 4.88 2 5.00 33-75 2 3-25 , 0 20 0 24 _ - _ - _ _ _ _ _ _ 2 7.30 , 3-30 2 4.80 2 4 20 2 4.80 _ - 6 1 20.74 _ _ s 0 10 s 0.52 0 07 _ _. .02.38 O 26 « 2 1 /,. 24 2 6.00 3 9-75 5.00 24 7-3C 3-30 4.So 4.80 19.72 07 — 3-23 9-75 5.00 X 3-3° 4. So 4.80 6' 6‘ 20.74 o7 S 23 13.00 5.00 to °.o 7 3-30 4.80 20.74 8 07 181.20 36 l 13.00 5.00 111.25 3.25 4 7-3° 3-3° 3. 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So 2 4 - — “ “ - - - " - F te.30 I 1177-37 88.75 „6.o„ 0.57 0.04 5-85 4.41 -1 |30.87 | | 2.00 | 80.00 H 381.60 31- 0 j 348-oo| 24.88 102.84 | 8.S4 | 8.13 6.36 5-53 171-54 160.38 172.66 183.8S s 183.40 180.63 186.07 172.41 168.59 182.69 184.52 I79-46 181.12 1S6.55 224.19 242.11 239-45 234.68 2 3°-4' 238.46 235-38 237-98 24.-58 264.75 239-58 243-52 237-33 244.42 232.66 228.39 223.39 226.38 235-79 233-85 197.24 191.84 79.96 Pump men running clay hoist. Began tilling caisson at 11:25 a - Took off air at 7:20 a. m. Other expenses charged to sinking ( 27 ) APPENDIX F. SPECIFICATIONS FOR SUPERSTRUCTURE. GENERAL DESCRIPTION. The superstructure will consist of three main through spans and six deck spans three of which will be at each end of the structure. Each through span will be 375 feet long between centers of end pins, divided into fifteen panels of 25 feet each. The trusses will be 50 feet deep and placed 22 feet apart between centers. The top chord, end posts, bolsters, rollers, bearing plates, pins and all eye-bars except counters and vertical suspenders, will be of steel; all other parts will be of wrought iron except the wall plate pedestals and ornamental work, which will be cast. Each span will contain approximately 486,000 pounds of steel,484,000 pounds of wrought iron and 21 ,oco pounds of cast iron. Each deck span will be 125 feet long between centers of end pins, divided into five panels of 25 feet each. The trusses will be 17 feet 6 inches deep and placed 12 feet apart between centers. The inter¬ mediate ends of each set of three spans will rest on iron towers measuring 25 feet long in the direction of the bridge, making a total length of iron work in each group of three deck spans of 425 feet. The pins, rollers, bearing plates and eye-bars, excepting counters, will be of steel; all other parts will be of wrought iron except the wall plate pedestals, which will be of cast iron. Each span will contain approximately 102,000 pounds of wrought iron and 31,000 pounds of steel. Each group of three spans including the towers will contain approximately 93,000 pounds of steel, 398,000 pounds of wrought iron and 16,000 pounds of cast iron. The total estimated weight of the entire structure is approximately 4,000,000 pounds. PLANS. Full detail plans, showing all dimensions, will be furnished by the engineer. The work shall be built in all respects according to these plans. The contractor, however, will be expected to verify the correctness of the plans, and will be required to make any changes in the work which are necessitated by errors in these plans, without extra charge, where such errors could be discovered by an inspection of the plans. MATERIALS. All materials shall be subject to inspection at all times during their manufacture, and the engineer and his inspectors shall be allowed free access to any of the works in which any portion of the material is made. Timely notice shall be given to the engineer so that his inspectors may be on hand. Steel.—The Steel used will be of two classes, viz.; High Steel, which will be used in compression members, bolsters, bearing plates, pins and rollers, and Low Steel, which will be used for tension mem¬ bers and rivets. Steel may be made by the open hearth or by the Bessemer process, but no steel shall be made at works which have not been in successful operation for at least one year; steel made by the Clapp-Griffiths process will not be accepted. All melts shall be made from uniform stock low in phosphorus, and the manufacturer shall furnish satisfactory evidence to the engineer that this class of material is being em¬ ployed, it being understood that the furnished product is to be one in which the phosphorus does not average more than 8-100 of one per cent., and never exceeds 1-10 of one per cent. A sample bar # of an- inch in diameter shall be rolled from every melt, the method of obtaining the piece from which this sample bar is rolled shall be the same for all samples, and the amount ot work on this sample bar shall be as nearly as practicable the same as on the finished product. The laboratory tests shall be made on this sample bar in its natural state without annealing. The laboratory lest of High Steel made on the sample bar shall show an elastic limit of not less than 50,000 pounds per square inch, an ultimate strength of not less than So,000 pounds nor more than 90,000 pounds, an elongation of at least 15 per cent, in eight inches and a reduced area of at least 35 per cent, at the point of fracture. The sample bars shall bend 1S0 0 around its own diameter without showing crack or flaw. The laboratory tests of Low Steel made on the sample bar shall show an elastic limit of not less than 4o,oco pounds per square inch, an ultimate strength of not less than 70,000 pounds nor more than 80,000 pounds, an elongation of at least rS per cent, in a length of eight inches, and a reduction of at least 42 per cent, at the point of fracture. In a bending test the sample bar shall bend 180° and close back against itself without showing crack or flaw on the outside of the curve. The softest melts shall be selected for rivets, the only requirement as to elastic limit and ultimate strength will be that the ultimate strength shall be at least 60,000 pounds per square inch. Facilities for testing sample bars shall be furnished by the contractor at a point convenient to the steel works, and the tests shall be made at the expense of the contractor and under the direction of the Engineer. Tests may also be made from time to time on samples cut from finished plates, shapes and bars which shall show results substantially conforming to those shown by the sample tests of the same melts. All sheared edges or punched holes in steel work shatl be subsequently planed or drilled out, so that none of the rough surface is ever left upon the work. Steel for pins shall be sound and entirely free from piping. Wrought Iron .—The iron used in tension members shall be double refined (high test) iron; muck bars may be used at the center of the pile, but shall not constitute more than one-third of the total pile. Small samples having a minimum length of eight inches, shall be furnished by the contractor for testing, as directed by the engineer; these samples shall show an elastic limit of at least 26,000 pounds, and an ultimate strength of at least 50,000 pounds per square inch, shall elongate at least 15 per cent, and show a reduced area of at least 25 per cent, at the point of fracture. The fracture shall be of uniform fibrous character, free from crystalline appearances. Small samples, having a minimum length of eight inches, shall be furnished by the contractor from the iron used in shapes, platesand other miscellaneous forms ns directed by the Engineer; these samples will show an elastic limit of at least 24,000 pounds, and an ultimate strength of at least 47,000 pounds per square inch, shall elongate at least 10 per cent, before breaking, and show a reduction of area of at least 15 per cent, at the point of fracture. In plates more than thirty inches wide an elongation ol 8 per cent, and a reduction of 12 per cent, at the point of fracture will be considered satisfactory. Cast iron shall be of the best quality of tough, grey iron. RIVETED WORK. All plates, angles and channels shall be carefully straightened before they are laid out; the rivet holes shall be carefully spaced in truly straight lines; the rivet heads shall be of hemispherical pattern and the work shall be finished in a neat and workman-like manner. Surfaces in contact shall be painted before they are put together. The dimensions given for rivets on the plans are the diameters of the rivets before driving. Power riveters shall be direct acting machines, capable of exerting a yielding pressure and holding on to the rivet when the upsetting is completed. Steel .—The several parts of each steel member shall be assembled and the holes shall be drilled, the sharp edge of the drilled hole shall be trimmed so as to make a slight fillet under the rivet head, and the pieces shall be riveted together without taking apart. Should the contractors desire, the parts mav be punched with holes not exceeding 4-5 the diameter of the finished hole, and this punching shall be so ac- APPENDIX F. Continued. curate that at least V«o of an inch of metal is taken out all around in drilling the hole. All rivets in steel members shall be of steel; the rivet holes shall be of such size that they will fill the hole before driving, and whenever possible the rivets shall be driven by power. All bearing surfaces shall be truly faced. The chord pieces shall be fitted together in the shop in lengths of at least five panels and marked; when so fitted there shall be no perceptible wind in the length laid out. The pin-holes shall be bored truly so as to be at exact distances, parallel with one another, and at right angles to the axis of the member. Wrought Iron .—All wrought-iron shall be punched accurately with holes '/k. of an inch larger than the size of the rivet, and when put together a cold rivet shall pass through every hole without reaming. So far as possible all rivets shall be driven by power. The holes for the rivets connecting the floor-beams with the posts and bolsters and the stringers with the floor-beams, and, in general, the holes for all rivets which must be driven after erection, shall be accurately drilled to an iron templet. The holes for the rivets connecting the floor-beams with the posts shall be i inch in diameter, and the rivets of correspond¬ ing diameter. The pin holes in the vertical posts shall be tiuly parallel with one another, and at right angles to the axis of the posts. The posts shall be straight and free from wind. FORGED WORK. The heads of the steel eye-bars shall be formed by upsetting and forging into shape by such process as may be accepted by the Engineer. No welds will be allowed. After the working is completed, the bars shall be annealed by heating them to a uniform dark red heat throughout their entire length and allowing them to cool slowly. The form of the heads of steel eye-bars may be modified to suit the process in use at the con¬ tractor’s works, but the form of head adopted must be such as to meet the requirements of the tests of full sized bars. The heads and the enlarged ends for screws in laterals, suspenders and counters shall be formed by upsetting or by an upsetting and welding process acceptable to the engineer. Welds in the body of the bar will not be allowed. TESTS OF FULL-SIZED BARS. Ten full-sized steel eye-bars of sections and lengths used in the actual work shall be selected by the inspector for testing; each of these full-sized bare shall be strained till an elongation of 10 per cent, is obtained, and if possible broken; if broken, the fracture shall occur in the body of the bar and shall show a uniform and ductile quality of material. The contractor will be required to furnish facilities for testing the full-sized bars within a reasonable dis¬ tance of his works. Should the contractor be unable to furnish such facilities, he shall be required to furnish bars at 20 per cent, larger section than those called for, without charge for the increased weight. The full-sized bars shall be selected from time to time as the work proceeds, the last bar not to be selected till all the eye-bars are manufactured. The tests shall be made from time to time as the bars are selected. When three bare have been tested, the bare manufactured up to the time of the selection of these three test bars shall be accepted or rejected as the results of such tests, and the same shall be done again when three more bare are tested. In the tests, the failure of one bar to develop a stretch of 10 per cent, before breaking, shall be sufficient reason for rejecting the whole lot; but a failure to break in the body of the bar shall not be a sufficient ground for condemnation if it does not occur in more than one-third of the bars tested. Should the contractor on the first attempt fail to make bars coming up to the required specifica¬ tions, the engineer may order bars of 20 per cent, larger section than the plans called for, to be furnished by the contractor without charge for the increased weight. MACHINE WORK. The bearing surfaces in the top chord shall be truly faced. The ends of the stringers and of the floor- beams shall be squared in a rotary facer. All surfaces so designated on the plans shall be planed. All pins shall be accurately turned to a gauge, and shall be of full size throughout; pin holes shall be bored to fit the pins with a play not exceeding 1-50 of an inch. These clauses apply to all lateral connec¬ tions as well as those of the main trusses. Pins shall be supplied with pilot nuts for use during erection, four for each size of pin. All screws shall have a truncated V thread, United States standard sizes. MISCELLANEOUS. All workmanship and material, whether particularly specified or not, must be of the best kind now in use in first-class bridge work. Flaws, ragged edges, surface imperfections, or irregular shapes, will be sufficient ground for rejection; rough and irregularly finished work will not be accepted. Machine-finished surfaces shall be coated with white lead and tallow before shipment; all other parts shall be given a coat of hot boiled linseed oil. TERMS. Monthly estimates will be made at the end of each month for the work done during that month. In these monthly estimates, the material delivered at the contractor’s shop, but not manufactured, shall be estimated at 50 per cent, of the contract price for finished material in Chicago, and manufactured material at 75 per cent, of the contract price for finished material in Chicago. Payments will be made on or about the 15th day of the following month, according to these estimates, deducting from the amount of the same ten per cent, as security, to be held until the completion of the entire contract. No material will be paid for which does not form a part of the permanent structure. All expense of testing shall be borne by the contractor. TIME. The deck spans and towers shall be completed and shipped not later than January 1st, 1887. The three through spans shall be completed and shipped in February, March and June, 1S87, respectively. The railroad company may exact a penalty not exceeding $150 per day for failure to complete the work within these specified times. PROPOSALS. Separate proposals should be made for the deck spans (including towers) and the through spans. The prices should be by the pound at separate rates for steel, wrought iron and cast iron. The prices shall include material, and all patterns and other work of every description, and are to be on the basis of finished material delivered on cars at Chicago. Separate proposals shall also be made for erection on the basis of a single gross sum for the erection of the six deck spans (including towers),and a single gross sum for the erection of the three through spans. Erection will include setting wall plates and drilling the necessary holes for anchor bolts. The contractors will be required to furnish all false work and tools of every description, and the plans of such false work shall be subject to the approval of the engineer. The right is reserved to accept separate proposals for the deck spans and the through spans, to accept proposals for material without erection and to award the contract to other than the lowest bidder. GEO. S. MORISON, Chief Engineer Rulo Bridge. New York, July 20, APPENDIX G. TESTS OF STEEL EYE BARS. TESTS ON FULL-SIZED EYE-BARS. dimensions,—inches. Mechanical Tests. ^Place of Diameters. Extension p" 8 ' n | I§ Maximum fLoad. ercent. Phosphorus Melt Number. Original. After Reduction of Area Per Cent. Extc -on. Elastic Lbs. per ^After Nominal. Actual. Gunged Width. Thick- Length Thickness. Width. Thickness. 7 X 300.03 6.97 0.76 - - - 264 - 34270 60450 Head •739 •545 45.6 22.80 47790 74840 .090 8485 7 I 300.03 6.97 1.01 5-5' 0.74 42.08 264 ‘3-77 3535° 67220 Body •75° •535 49.1 25.30 44140 7333° .090 8847 7 'X 300.03 6.97 I.52 5-37 0.87 55-90 264 ‘4-75 31570 65262 .750 •530 50.1 26.75 479S0 75140 .051 8415 7 300.03 6.97 I.76 - - - 264 - 30925 60020 Head •743 •475 59.1 26.30 45210 71040 .086 8345 7 I 300.03 6.97 1.01 5.46 0.64 50.36 264 ‘3-67 3535° 67S00 Body .750 •535 49.1 25.30 44140 7333° •090 8S47 7 ‘X 300.03 6.97 1.50 6.60 ‘•39 12.25 264 9.01 35120 67110 •739 •5‘° 52.4 24.70 4757° 74610 .068 8352 7 424.IO 6.98 1.62 5-23 0.9S 54.67 30 12.11 36070 67100 .740 •545 45.8 23.OO 46040 75340 .076 8339 7 'X 424.10 7.00 1.Si 5-57 1.22 39-7° 396 ”•43 33‘20 63340 •74' .486 57.0 24.60 45460 74210 .075 8330 7 ■X 424.09 6.98 1.26 5-85 1.02 33->5 396 11.24 32930 64240 •749 •55° 46.1 22.00 45170 75800 .048 8419 5 X 422.97 5.01 0.76 4.00 0-54 43-27 396 8.65 38940 61340 ■748 .510 53-5 24-37 48240 76690 .062 8367 5 X 422.72 5.00 0.77 3-7° 0.48 53-87 396 9.78 42365 69325 .746 .510 53-3 24.80 4439° 71380 .076 8223 7 ■ X 300.03 7.00 ‘•75 5.20 1.23 47.62 264 '3-37 33300 63270 •758 .560 45-4 24.10 45200 726S0 9303 7 X 299.61 6.97 .78 5-4i o-53 47-5' 264 ‘3-32 4“ 4 ° 67530 •755 •535 49.8 23.30 46680 74370 .086 9046 TESTS ON SAMPLE BARS FROM SAME MELTS. TPlate 1. River and Sand Bar Survey ; Fee.IBBB H pi gS'. 1 g GENERAL MAP Pla ' nj m d d 855 850 845 840 r > 855 850 845 840 m d d / J f- r ! /v J X. ^3^ ^ y . .7 ss =* "SI ^ ■ /X [j 1 ID SO 1 ID SO 1 10 50 1 10 SO 1 10 BD 1 10 SO 1 ID BO 1 10 BO 1 10 SO 1 10 EO 1 ID SO 1 10 20 Plate 12. □ . b . q q. R. fl HULO Elevation Excavated to M5 and piles driven then excavated to 840 and Piles cut off at 842 Piles driven generally to 810 Plan of Piling APPROACH PIERS After getting a screwing continued tiiieimgatior. of j •(ZCOPOlbspr.seinj,naa obtained Filled with Cbncreie when i place, before topplate was put ur. ANNULAR CAST WASHER Scale of Elevation Scale of Crass Section Cp-03= Section 12” Channel- 60 Ifts.pr. yd. Tdp View AAAi. Plaie 13 □ . B. 5 Q- R-R- EULO THROUGH SPAN General Elevation □ e 375-D" Span General Plan op 375-D" Span HonrW.wWt. photo- Plate 14. □. B. S Q. R. R. T HR□U G H S PAN Side Elevation Details of Panel 375-0" Point Lo S FAN End Elevation ^caleg Plan •l|”Diam 4-'-9”long Plate 15 AND 2 Details df Panel Points- 3"Pin lp "Rods £- 8 ''Chann 0 lsa 4 OLba pY'd 2Angles Plate J Ang Ies3”*5" f ;!Plate IgN f lWebplate 39’’- |* 4 Angles 3g* 5”* ^ ;w< bplale30 * | A :I s A-A lWebplate 30” f’ 4Angles lWebplale 30* |' 4Angles3|'-s"|'‘ lWebplate 30’« f 4 Angles 3 e»5” .H.O.LO.O if °Rods Centerline of Bottom-Ch ord jll_ ~o ~ o~o~o' 000 0 0 o~o '"o'* {:\ ,//; \ 0 0 6 000 0 0 0 0 000 0 0 000 000 OOP 0 bo OOP 0000 0 0000 9 <5 0 : -g 0 o io"o o o 0 0 0 0 0 0 6 Pin 0000 00000000 000 0000 0 0000 0000 lWebplate 39 ■§ 4Angles 3|*S * \ 00 0,0 0 0„P OOP THROUGH SPAN C. B. B Q. R. R. Plate 16 Angles3*5* o o o o o4jfPiN OOP o O O O O 4 ) O j'ooo .Scales Meter Arises 31*5" la dia.Rod -»G> O J ■j j OOOOOP 0 J ! .B " I AebpU'e .!()'• if lWebplak 39 -| 4Angles3|»5'"| 1 Webplahe 30 "*g 4-Angles SlV-S* . We cplet*30"^ 4Angee3jt"5‘S lWebplRle SO"- l j, 4 An,l„ sfr'ft" ! j ltfebplal-e'30’«; 4Angles 3g“5’ ; I 'A*i'p'a!e3C ■ 4Anci*s SyS- lWebplale 30" 4Angles3g"5" 3”Pin i|” 3 Roa< lj| ° Rode C. B. Ejq.R.R. HULO 1EIDG1 THROUGH SPAN Details of Panel Points 3,4 and 5. d.^'fycrKS’*?-' ^'T 6 Pin lOO o o o o o o ) ° 0 > 0 o > 0 lWebplale39*'|" ) o 0 4Anglea3|’«5'| o o > o o ) o o 1 o 3" Pin >oo g^-fe=EI3 6 Pin lg°Rods Plate 17 6" Pi c. b. 5 q. R. R- E U L O. ■ B M I 0 B H through span ■Details of Panel Points Band 7 PI ate 18 1 1S THROUGH SPAN. End Elevation. O ;i O 1 OJ7 Plate 19. C.B.gq.R.R. BtJLO BHIDOU 125 FT DECK SPAN General, Elevation and Plan -25 ; 0"-—- ^ ---25 : 0”- >j> --25'0"- !*-25’-0" C.to C. of Towers- RO BERTA.W6LCHE Ph Plate 20 c. B. 3 q. R.R. iULO B 125 FT DECK SPAN Details of Panel Points 0,1 and 2 Rolling End 1 V/ebplate30xa” j 4-Angles3|'i5"^’’i ICover Plata 21«| 2V.febolal‘G3 14." I HA nples 5g«5?»i Steel F?ail PatternN*130 Cambria Itoh Works. -Pig" Dinm-5-6"long. 2 Bare -4"xli”Steel. 2 Bars 4”* lg”Steel. 2-7”Channels 35 lbs. pr. yd. 5 2-7"Charmels 35l!apr ijd, 3 ie"PiH. Plan ofBottom Chord. °] g Xj ol 0 o b End View. Side E levation. Scales: i2 n q o i 2 3 Feet [ll|ll|ll| l ll | | 1 o ai as as as Q6 ar 08 os 1 Metre i i i i i II II F"F| 1 1 1 II 1 1 1 1 Plan of Rolling End. 1*- 2rl°— 1^’ Diam. C IbBlZ Plate 22: •- C. B. B< q. R.H. DJLO B E1D t 375 FT - Through Span STRAIN SHEET 125 ft -Dedk Span 5000 lbs.jiT.fi. all moving load. 5 DD lbs.pr. ft-windpressure.