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v ^ 
 
 ^ I'-lliKAKV ^ 
 
 PRESENTED BY 
 
 Jrin.. CfCo ■ «5- J^\o riVo vn. ^ 
 
 . hlo .^. 254*51 
 
<). S. MORISOT, 
 
 Chief Engii 
 
 THE BELLEEONTAINE BRIDGE. 
 
 A BEPORT 
 
 To CHARLES E. PERKINS, President oe the Chicago, Burlington & Quincy Railroad, 
 
 BY 
 
 GEORGE S. MORISON, Chief Engineer of the Bellefontaine Bridge. 
 
 subjects. 
 
 Page. 
 
 I. Preliminary Narrative. 3 
 
 II. General Description... 4 
 
 III. Substructure . 4 
 
 IV. Superstructure. 10 
 
 V. Viaduct. 11 
 
 VI. North Approach. 12 
 
 VII. Protection Work. 12 
 
 VIII. Cost. 13 
 
 APPENDICES. 
 
 A. List of Engineers, Employees and Contractors. 15 
 
 B. Charter and Contract with War Department. 16 
 
 C. Record of Sinking Caissons. 18 
 
 D. Time, Cost, etc., of Foundations. 26 
 
 E. Specifications for Masonry. 34 
 
 F. Specifications for Superstructure . 36 
 
 G. Test of Full Size Eye Bars.,. 40 
 
 LIST OF PLATES. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 7. 
 
 8. 
 
 9. 
 
 10. 
 
 11 . 
 
 12. 
 
 13. 
 
 14. 
 
 15. 
 
 16. 
 
 17. 
 
 18. 
 
 General Map. 
 
 General Elevation, Plan and Profile. 
 
 Piers I and V. 
 
 Piers II and IV. 
 
 Pier III. 
 
 Caissons. 
 
 Diagram showing Rate of Progress of Sinking Caissons. 
 Record of Water Stages. 
 
 440 foot Span, General Elevation. 
 
 “ “ “ Section and End Elevation. 
 
 “ “ “ Panel Points 0, 1 and 2. 
 
 “ “ “ “ “ 3,4 and 5. 
 
 “ « “ “ “ 6,7 and 8. 
 
 “ “ “ Strain Sheet. 
 
 Viaduct Foundations. 
 
 Viaduct Superstructure. 
 
 Floor. 
 
 Shore Protection. 
 
Chicago, December 31, 1894. 
 
 Charles E. Perkins, Esq., 
 
 President Chicago, Burlington & Quincy R. R. Company. 
 
 Dear Sir:— 
 
 I submit the following Final Report in relation to the Bridge across the Missouri River at Bellefontaine Bluffs, Missouri. 
 
 Yours truly, 
 
 George S. Morison, 
 
 Chief Engineer. 
 
TI-IB BELLEFONTAINE BRIDGE. 
 
 3 
 
 THE BELLEFONTAINE BRIDGE. 
 
 i. 
 
 PRELIMINARY NARRATIVE. 
 
 The Bellefontaine Bridge is on the main line of the St. Louis 
 Extension of the St. Louis, Keokuk & Northwestern R. R., one of the 
 proprietary lines of the Chicago, Burlington & Quincy R. R. It is built 
 under authority of an Act of Congress, approved February 17th, 1888, 
 which charter is printed in Appendix B. 
 
 The selection of terminals for the St. Louis, Keokuk & Northwest¬ 
 ern R. R. in the City of St. Louis, and the location of a line by which 
 that railroad might be extended to the City of St. Louis, was placed by 
 you in my hands in the early part of 1887. This extension involved a 
 bridge across the Missouri River. An examination of the country 
 north of St. Louis and of the Missouri River convinced me very early 
 that the extension ought to be built through the bottom land between 
 the Mississippi and Missouri Rivers, crossing the Missouri River so near 
 the mouth that a low grade line could be built from the bridge to the 
 city. The importance of a line of this kind was further emphasized 
 from the fact that the place in which it was decided to purchase termi¬ 
 nal yards was in the northern part of the city adjoining the Mississippi 
 River. On the 19th of May, 1887, I examined the bluff from the 
 
 northern limits of the city to a point called Jamestown Landing, from 
 the fact that many years ago the cargo of the wrecked steamer 
 Jamestown had been landed there, and at that time selected the 
 location on which the bridge has been built, as the best point to cross 
 the river. This location is 8.2 miles from the mouth of the river 
 according to the maps published by the Missouri River Commission. 
 It is almost immediately opposite the City of Alton and only 4i miles 
 from that city. It was evident to me at the time, that if a bridge was 
 also built across the Mississippi River at Alton, the Missouri River 
 Bridge could be made to serve as the entrance to St. Louis for railroads 
 from the east as well as from the west. Although your company did 
 not see fit to undertake the construction of both bridges, the Alton 
 Bridge has been built by another interest, simultaneously with the 
 construction of the Bellefontaine Bridge. 
 
 The purchase of St. Louis terminals was begun in 1887 but was 
 conducted secretly until May 10th, 1889, when deeds to the company 
 were first placed on record in St. Louis. The actual location of the 
 line was made in 1889 and 1890. In April, 1889, a party was sent to 
 the site selected for the bridge, and borings were made to ascertain the 
 depth to rock; these borings found rock at depths considerably greater 
 than had been anticipated. 
 
 The plans for the structure were submitted to the Secretary of War 
 and approved by a formal contract with the War Department dated 
 December 21st, 1889, this contract being printed in Appendix B. 
 
 Actual construction was not begun till 1892, when, on the 19th of 
 February, you authorized me to proceed with the construction of the 
 bridge over the Missouri River. 
 
 Mr. B. L. Crosby was appointed Resident Engineer of the work, and 
 on the 1st of July, 1892, he was relieved of the work of which he had 
 been in charge in St. Louis, and his headquarters were established at the 
 bridge. 
 
 As the situation was an inaccessible one and remote from any town, 
 it became necessary to establish a camp at the site of the bridge and to 
 
 construct buildings for use. The first actual work done in preparation 
 was on April 7th, 1892, when a force began clearing timber from the 
 right of way. On April 19th the building for the engineer’s office was 
 begun. 
 
 The steamer John Bertram, with a full outfit of pneumatic 
 machinery, which had been used at the Rulo, Nebraska City and 
 Memphis Bridges, as well as for some repair work at the pivot pier of 
 the Kansas City Bridge, was brought to the bridge site on the 7th day 
 of May. 
 
 Eighteen hundred and ninety-two was a year of high water; the 
 lower Missouri River as well as the Mississippi River at St. Louis were 
 higher than at any time since 1858. The slope of the river opposite 
 the City of St. Louis was, however, somewhat abnormal, and it is prob¬ 
 able that the river at the site of the Bellefontaine Bridge was higher 
 than it has been at any time since 1844. On the 18th day of May it 
 reached elevation 115.1; the zero being a datum plane 100 feet below 
 the St. Louis City directrix, to which datum all levels on the work 
 were referred. This high water prevented any considerable amount of 
 work being done during the first half of the year. 
 
 The first actual work done was on the 4th of July, 1892, when the 
 excavation at the site for Pier I was begun. The first work on the 
 river foundations was begun on the 13th of July, when the first timber 
 was framed for one of the caissons. 
 
 The work of construction went on continuously without interrup¬ 
 tion till the completion of the work. The system on which the work 
 was conducted was the same that had been adopted on other large 
 bridges built under my direction. The foundations were put in by a 
 force working under the immediate direction of the Resident Engineer. 
 The masonry and superstructure were let by contract. 
 
 The contract for the masonry was let to the firm of Christie & 
 Lowe, Mr. George A. Lederle being the resident partner, the contract 
 being dated March 28th, 1892. The contract for superstructure of the 
 bridge proper was let to the New Jersey Steel <fe Iron Company of 
 
 IOZG3 
 
4 
 
 THE BELEEEONTAINE BRIDGE. 
 
 Trenton, N. J., the contract being dated June 18th, 1892. The con¬ 
 tract for the steel viaduct at the north end was let to A. & P. Roberts 
 & Company of Pencoyd, Pa., their contract being dated December 
 14th, 1892. On the 9th day of September, 1893, a contract was made 
 with Mr. William Baird for the erection of the superstructure of the 
 main bridge. Small contracts for the delivery of special materials 
 were made from time to time, but there were no other important 
 contracts. 
 
 The superstructure was erected and a track laid across the bridge 
 so that the first train crossed on December 27th, 1893. No formal 
 opening took place. The first regular time table went into effect 
 March 4th, 1894, at which time the bridge was put in regular service 
 as a double track structure. 
 
 II. 
 
 GENERAL DESCRIPTION. 
 
 The Bellefontaine Bridge is a double-track railroad bridge. It con¬ 
 sists of four through spans, each 440 feet long between centers of end 
 pins, resting on one masonry abutment and four masonry piers. At 
 the north end of the bridge there is an iron viaduct 849.83 feet long, 
 consisting of 28 spans, resting on brick piers with pile foundations. 
 The total length of the permanent structure from the face of the back 
 wall of the abutment to the end of the iron viaduct is 2 630.77 feet. 
 The four main spans of the bridge are built on a vertical curve corre¬ 
 sponding to the camber of the trusses. The viaduct descends from the 
 bridge northward with a grade of 0.5 per cent. 
 
 As the south abutment is founded on rock above low water, and 
 
 the bluff rises rapidly from this rock, there is virtually no south 
 approach. 
 
 The north approach consists of 2 960 feet of temporary timber 
 trestle, which is built on the continuation of the grade on the iron 
 viaduct; beyond this trestle is a solid earth embankment built to the 
 same grade. The grade line south of the river was so laid that enough 
 material would be taken from the cut through the bluffs to fill the 
 entire trestle, the track being first laid on a temporary location. 
 
 The bridge and north approach are on a single straight line. 6 984 
 feet from the north end of the viaduct, this tangent intersects two 
 other tangents, one leading westward and forming the main line of the 
 St. Louis, Keokuk & Northwestern R. R., and the other leading to the 
 Alton Bridge. The bridge and approaches may properly be considered 
 as extending from the south side of the abutment to the foot of the 
 grade on each of the two diverging lines. 
 
 The location of the bridge is shown on Plate 1. The general char¬ 
 acter of the bridge and the profile of the approach are given on Plate 
 2. The piers were numbered from the south northward, the south 
 abutment being Pier I, the north pier, Pier V. This same numbering, 
 designated, however, by Arabic numerals, was extended to the viaduct 
 piers. 
 
 III. 
 
 SUBSTRUCTURE. 
 
 The substructure of the bridge proper consists of one masonry abut¬ 
 ment and four masonry piers. The abutment is at the south end and 
 is designated as Pier I. The four masonry piers are designated as 
 
 Piers II III IV and V; they are all founded on pneumatic caissons. 
 
 The caissons foi Piers II, III and IV are all of the same horizontal 
 dimensions, being 70 feet long, 30 feet wide and 16 feet high. They 
 are surmounted by crib work filled with concrete, having the same 
 horizontal dimensions as the caissons, but varying in height with the 
 several piers. The caisson for Pier V is 24 feet wide, 60 feet long and 
 16 feet high and surmounted by a timber crib of the same character as 
 that of the other piers. In the larger caissons there are four transverse 
 braces of 16 inch square timber in the working chamber and also a 
 longitudinal timber of the same size ; in the smaller caisson the longi¬ 
 tudinal timber was omitted, and there were only two transverse timbers. 
 The insides of the chambers were lined with three-inch plank and then 
 carefully caulked. The caissons were built of long leaf yellow pine 
 throughout. 
 
 Piers II, III and IV are founded on the underlying bed rock. The 
 foundation of Pier V was not carried to rock. 
 
 The following table shows the heights of the four piers : 
 
 
 Bottom of 
 Foundation. 
 
 Height of 
 
 Crib Work. 
 
 Height of Caisson 
 and Crib Work. 
 
 Elevation bottom 
 of Masonry. 
 
 Pier 11. 
 
 23.47 
 
 24.4 
 
 40.4 
 
 63.87 
 
 Pier in. 
 
 3.08 
 
 43.15 
 
 60.95 
 
 64.03 
 
 Pier IV. 
 
 —9.17 
 
 56.1 
 
 73.9 
 
 64.73 
 
 ' Pier V. 
 
 9.26 
 
 64.0 
 
 80.0 
 
 89.26 
 
 All the caissons, except that for Pier II, were built on launching 
 ways on the north side of the river and launched and towed into place. 
 The caisson for Pier II was built on blocking on the sand bar at the 
 site of the pier. 
 
 The plans of the several piers are shown on Plates 3, 4 and 5. The 
 piers are of the same general plan that I have used on other large 
 structures. Piers II, III and IV measure 12 feet thick and 34 feet long 
 between shoulders, under the belting course. Pier V measures 9 feet 
 
THE BELLEFOHTAINE BRIDGE. 
 
 5 
 
 thick and 39 feet long between shoulders under the belting course. 
 Piers II, III and IV are precisely alike in all dimensions above the crib 
 work except that Pier III is 0.45 feet higher than either of the other 
 two, this difference providing for the vertical curve on the bridge. 
 
 The Specifications for Masonry are given in Appendix E. The 
 work is built generally of limestone from the quarries near Bedford, 
 Indiana, or at Romona, Indiana, the two stones being so much alike 
 that they cannot be distinguished in the work. The face stone of the 
 fourteen courses in Piers II, III and IV, from elevation 88.0 to the under 
 side of the starling coping, are granite from St. Cloud, Minn. 
 
 The floating equipment furnished by the railroad company was as 
 follows : 
 
 Steamer John Bertram, 390.49 tons 
 
 “ Pauline, 
 
 60 
 
 " 
 
 Concrete mixer barge, 
 
 30 
 
 ft. x 90 ft. 
 
 Pile driA'er and derrick barge, 
 
 24 
 
 “ x 70 “ 
 
 Pressure men’s house barge, 
 
 24 
 
 “ x 64 “ 
 
 Sounding barge, 
 
 16 
 
 “ x 24 “ 
 
 One material barge, 
 
 30 
 
 “ x 81 “ 
 
 Two “ “ 
 
 26 
 
 “ x 80 “ 
 
 One “ “ 
 
 24 
 
 “ x 80 “ 
 
 One “ “ 
 
 24 
 
 “ x 70 “ 
 
 Several other barges of various sizes were chartered during the work. 
 Besides this the contractors for the masonry had the following float¬ 
 ing equipment: 
 
 Steamer Geo. L. Bass, 60 tons. 
 
 One derrick barge, 40 ft. x 80 ft., with mast 80 ft. high. 
 
 One “ “ 30 “ x 80 “ “ “ 50 “ “ 
 
 Four barges 22 “ x 80 “ 
 
 In view of the great depth at which some of the foundation work 
 had to be done, and as there was apprehension of an unhealthy season, 
 
 special arrangements were made for the health and comfort of the men. 
 A regular resident physician was engaged and attached to the engineer¬ 
 ing staff. A supply of drugs and simple surgical tools was provided, 
 and a small hospital was erected. With these special provisions the 
 work was carried through without any unusual trouble. 
 
 The launching ways were built of piles and capped. The first two 
 caissons launched were precisely alike, and the order of their use was 
 determined by the condition of the river at the time. 
 
 PIER i. 
 
 The first work done in construction was the excavation at the site 
 of Pier I on the south bluff. Work, however, was not pressed and 
 was only carried on at such times as forces could be conveniently 
 spared from other parts of the Avork. The excavation, which was 
 largely in loose rock, was not completed till December 2nd, 1892. 
 The rock was leveled off Avith concrete and the first stone was set in 
 this abutment on the 31st of May, 1893. The abutment Avas finally 
 finished June 22nd, 1893. 
 
 PIER II. 
 
 The cutting edge of the caisson for Pier II was set up on block¬ 
 ing at the site of the pier on the 24th of October, 1892; the caisson 
 Avas finished on the 5th of November and was loAvered on the sand 
 bottom on the 7th of November, 1892. The concrete filling was begun 
 on the 14th of January, 1893. Air pressure was applied on the 19th 
 of January. The concrete filling of the crib work Avas completed on 
 the 12th of February. The laying of masonry was begun on the 7th 
 of March. Rock was reached on the south side of the pier on March 
 30th at elevation 29.60. This rock was a solid ledge but sloped off 
 rapidly to the north ; the lowest point of the rock Avas at elevation 
 21.60, at the northeast corner, there being a difference of eight feet 
 inside the caisson. Blasting Avas resorted to on March 31st, using 
 rackarock as the explosive, and Avas continued until April 23rd when 
 
 the caisson reached its final elevation of 23.47. The rock was removed 
 from the caisson by the aid of a clay hoist of the same pattern as Avas 
 used on the Rulo and Memphis Bridges. The rock Avas cleaned and 
 the sealing of the caisson begun April 25th; the sealing Avas finished 
 May 3rd. 
 
 On the north side the cutting edge did not reach the rock, except 
 for a short distance near the northwest corner, but blocking was put 
 under the shoulder of the cutting edge to support the caisson and the 
 rock entirely cleared off so that the concrete filling reached to the 
 rock throughout; at the northeast corner of the caisson the concrete 
 Avas carried doAvn more than two feet beloAV the cutting edge. 
 
 During the filling of the chamber Avith concrete, there was a sharp 
 rise in the river, which completely submerged the pier, only the shafts 
 and pipes being kept above water; and they Avere protected from injury 
 from drift logs, by a bulwark of bags of crushed stone built up on the 
 nose of the pier and extended around the shafts. During the last day 
 or tAVO the Avater Avas five feet deep over the masonry of the pier. 
 
 The entire pier was finished July 4th, 1893. 
 
 PIER III. 
 
 The cutting edge of the caisson for Pier III Avas set up on the 
 launching Avays on the 30th of July, 1892, and the caisson was finished 
 and launched on the 20th of August. When this caisson was being 
 built the river fell rapidly and sand bars formed so that there was only 
 from two to five feet of water at the site of the pier, Avhile the caisson 
 drew ten feet. On August 21st the steamer John Bertram was 
 moored at the site of the pier and her wheels started to wash out the 
 sand ; this was successfully accomplished so that on the 23rd a basin 
 from six to ten feet deep had been Avashed out. In the meantime 
 barges had been placed on each side of the caisson, and heavy timbers, 
 running across the caisson and barges, were securely bolted to the 
 caisson. On the morning of the 23rd the steamer John Bertram 
 was brought back to shore and placed behind the caisson; air connec- 
 
6 
 
 THE BELLEFONTAINE BRIDGE. 
 
 tions were made with the caisson, and with the help of the steamers 
 Pauline and Geo. L. Bass, the caisson was towed out till it struck 
 against a submerged bar in the middle of the river. Air was then 
 pumped into the caisson until it was raised enough to pass over the bar; 
 as the caisson was raised by air pressure, blocking was placed on the 
 barges under the heavy timbers bolted across the caisson, to keep it 
 from tipping. The caisson was then towed further till it grounded 
 again near the site of the pier, was again raised until it drew only four 
 feet and a half, was then finally placed, the air pressure released, and 
 the caisson left in position on the sand. 
 
 The concrete filling was begun on the 28th of August, and air 
 pressure was applied on the 2nd of September. The concrete filling 
 of the crib work was completed on the 23rd of September. The laying 
 of masonry was begun on the 9th of November. The caisson finally 
 reached the rock at elevation 3.08 on January 3rd, 1893. The rock 
 was cleaned and the . sealing of the caisson begun January 5th; the 
 sealing was finished January 11th and the pier was finished May 19th, 
 1893. 
 
 PIER IV. 
 
 The cutting edge of the caisson for Pier IV was set up on the 
 launching ways on August 26th, 1892; the caisson was finished and 
 launched on September 20th, on the 24th it was towed into position 
 and securely fastened to four clusters of anchor piles near the four 
 corners; by means of lines leading from these clusters of piles, it was 
 held accurately in position and sunk down to the sand. When the 
 caisson was placed, soundings showed 14 feet of water at the west end 
 and 13 feet at the east end. The work of building up the crib was 
 started that night and continued till the 29th when concreting was 
 begun ; at this time the soundings showed about twenty feet of water all 
 around the floating caisson. As the weight of the concrete settled the 
 caisson, the current gradually cut away the sand below the edge; on 
 -the morning of the 30th the water all around averaged 23 feet deep, 
 
 with 25.5 feet at the northwest corner; in the afternoon the caisson 
 grounded on the south side, and on the morning of the 1st of October 
 it was still aground on the south side, but on the north side the water 
 was 25 feet deep; about 600 bags of sand were thrown in on the up 
 stream end, and on the morning of the 2nd the caisson was aground at 
 this end. Concreting was continued during the 2nd and 3rd, and on 
 the afternoon of the 3rd more sand bags were thrown in along the 
 north side as cutting had begun again there. On the morning of the 
 4th the air pipes were connected and air pressure applied. On trying 
 to enter the caisson through the air lock, the door of the main shaft 
 below the lock was found to be blocked so that it could only be opened 
 a few inches. Pressure was let off, and a man was lowered into one 
 of the supply shafts, the top put on the shaft, and the air pressure 
 restored ; this man entered the caisson and found that a part of a tem¬ 
 porary false bottom that had been used in launching had not been 
 removed, and some of the timbers were jammed against the main shaft 
 door ; these he cleared away,, and the caisson could be entered through 
 the lock. The Resident Engineer entered and found that along the 
 south side and east end the caisson was filled with sand nearly to the 
 roof, while along the north side and west end the sand was below the 
 cutting edge. Some of the false bottom had become wedged under the 
 cross beams, and as weight had been put on the caisson above, it was 
 pressed down till the cross beams supported the greater part of the 
 weight of caisson and concrete.- All the cross beams were split, and 
 the vertical posts between them and the roof were either pressed up 
 into the roof or down into the beams ; the second cross beam from the 
 down stream end was pressed so that the distance between it and the 
 roof was only 3 feet 4 inches instead of 4 feet, the vertical post at the 
 center was split for its entire length and crushed into the longitudinal 
 beam. Concreting was at once stopped and men began leveling the 
 sand and clearing out under the beams; when this was done, the 
 beam that had been pushed eight inches came back to within three 
 inches of its original position. As soon as everything was cleared the 
 
 cracked beams were jacked into place and securely bolted, new posts 
 were put in alongside the damaged posts, and the work went on as 
 usual. 
 
 The concrete filling of the crib work was completed on October 23rd. 
 The laying of masonry was begun on October 25th. The caisson finally 
 reached the rock at elevation -9.17 on November 18th. The bed rock 
 in the caisson was covered to a depth of two or three feet with bould¬ 
 ers ranging in size from an egg to a barrel; there were too many to 
 attempt to remove without a special hoist, which was not available, and 
 it was decided to work them into the concrete filling of the chamber, 
 cleaning off’ the bed rock a section at a time and using up the boulders 
 as rapidly as possible. The sealing of the caisson was begun November 
 20th and finished November 29th, 1892, and the pier was finished 
 April 29th, 1893. 
 
 PIER V. 
 
 The cutting edge of the caisson for Pier V was set up on the launch¬ 
 ing ways on November 8th, 1892, the caisson was finished November 
 25th, launched December 11th, and was placed in position December 
 16th. The concrete filling was commenced December 16th and the 
 caisson grounded on December 17th. Air pressure was applied on the 
 21st of December, 1892. 
 
 The concrete filling of the crib work was finished February 28th, 
 1893. The laying of masonry was begun on March 2nd. The caisson 
 reached its final resting place with the cutting edge in sand at elevation 
 9.26, on March 7th. The sealing of the caisson was begun on that day 
 and finished on March 12th, and the pier was completed May 27th, 
 1893. 
 
 The full details of the five piers are given on Plates 3, 4, 5 and 6. 
 The rate of progress in sinking is illustrated graphically on Plate 7. 
 Full records of the progress in detail in sinking these foundations were 
 kept and are given in Appendix C. The cost of sinking is given in 
 Appendix D. 
 
THE BELLEFORTAESTE BRIDGE, 
 
 The cost of the four pneumatic foundations is shown in detail in the following table: 
 
 
 Excluding 
 
 Freight 
 
 Charges. 
 
 Freight 
 
 Charges. 
 
 Cost,' Including Freight Charges. 
 
 
 Freight' 
 
 Freight 
 
 
 
 
 
 
 
 
 H Llf 1 
 
 
 
 Caisson— 
 
 Material. 
 
 $ 10161.11 
 
 5 657.66 
 
 $ 45.86 
 
 $ 10 206.97 
 
 5 657.66 
 
 
 
 
 FOUNDATION, PIER IV. 
 
 Caisson— 
 
 $ 14 861.44 
 
 
 
 
 
 
 tb 884,68 
 
 
 
 
 
 Concrete Filling— 
 
 
 120.00 
 
 in SQK 91) 
 
 
 
 
 
 
 
 
 5 628.56 
 
 
 5 628.56 
 
 
 
 
 
 
 3.60 
 
 
 
 
 
 16 023.76 
 
 
 
 L b 
 
 
 
 3 927.57 
 
 2 277.63 
 
 3 440.60 
 
 
 „ - 
 
 
 
 
 
 
 
 
 
 
 
 2 277.53 
 
 
 fW F A, m™ Snrsrs Ftg 
 
 5 217.29 
 
 g 
 
 Sinking— 
 
 526.10 
 
 3 966.70 
 
 
 
 Sinking— 
 
 
 Labor 
 
 13 752.73 
 
 
 13 752.73 
 
 
 17 719.43 
 
 87.00 
 
 
 
 
 
 
 
 
 
 
 
 
 67 459.32 
 
 41.22 
 
 
 55 207.96 
 
 691.96 
 
 
 
 
 $ 55 899.92 
 
 
 
 
 FOUNDATION, PIER III. 
 
 Caisson— 
 
 
 16.83 
 
 
 
 
 
 FOUNDATION, PIER V. 
 
 Caisson— 
 
 11 827.23 
 
 01 A1 
 
 L b 
 
 7 377.28 
 
 
 
 
 
 
 6 379.29 
 
 
 Concrete Filling— 
 
 
 
 20 934.66 
 
 
 
 Concrete Filling— 
 
 8 895.64 
 
 421.10 
 
 
 5 870.17 
 
 
 
 
 
 
 
 6 943.83 
 
 
 
 
 
 16 808.68 
 
 37 743.34 
 
 4 710.07 
 
 
 
 
 
 
 
 10.81 
 
 4 710.07 
 
 
 
 
 3 555.10 
 
 
 
 1 995.50 
 
 
 1 995.50 
 
 
 
 
 C h, 
 
 
 Sinking— 
 
 
 
 
 
 Sinking— 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 12 433.91 
 
 
 
 
 
 
 Labor. 
 
 6 792.10 
 
 
 
 
 
 
 15 525.96 
 
 
 Work Train Service.. 
 
 179.70 
 
 
 
 $ 59 949.90 
 
 35.51 
 
 
 
 
 59 985.41 
 
 
 46 497.48 
 
 898.06 
 
 
 
 
 
 
 
 $115 885.33 
 
 Grand Total Cost of Four Foundations. 
 
 $229 114.66 
 
 $ 1 666.75 
 
 Cost, Including Freight Charges. 
 
 3 253.06 
 14 589.74 
 
 11 920.64 
 6 379.29 
 
 8 816.74 
 6 943.83 
 
 2 808.14 
 6 792.10 
 
 34 060.50 
 3 855.10 
 
THE BELLEFONTAINE BRIDGE, 
 
 The amount of masonry and concrete in the several piers and the amount of cement used is given in the following table: 
 
 
 Masonry, 
 
 Cu. Yds. 
 
 Concrete, 
 
 Cu. Yds. 
 
 Total 
 
 Cu. Yds. 
 
 Cement, Bbls. 
 
 In Masonry. j In Concrete. 
 
 Total. 
 
 Portland. 
 
 Louisville. 
 
 Portland. 
 
 Louisville. 
 
 Pier I. 
 
 1 314.70 
 
 130.00 
 
 1 444.70 
 
 145.0 
 
 225 
 
 127 
 
 08 
 
 505 
 
 Pier 11. 
 
 2 787.71 
 
 2 325.00 
 
 5 112.71 
 
 342.0 
 
 497 
 
 1553 
 
 1038 
 
 4030 
 
 Pier III. 
 
 2 793.17 
 
 3 510.90 
 
 0 304.07 
 
 515.5 
 
 275 
 
 887 
 
 4785 
 
 6462.5 
 
 Pier IV. 
 
 2 784.55 
 
 4 251.30 
 
 7 035.85 
 
 410.5 
 
 400 
 
 1222 
 
 5555 
 
 7593.5 
 
 Pier V. 
 
 1 341.84 
 
 3 198.00 
 
 4 539.84 
 
 207.0 
 
 103 
 
 1097 
 
 4057 
 
 5524 
 
 Total. 
 
 11 022.03 
 
 13 415.20 
 
 24 437.23 
 
 1 020.0 
 
 1500 
 
 4880 
 
 10103 
 
 24175.0 
 
10 
 
 THE BELLEFONTAINE BRIDGE. 
 
 The total cost of each pier is given in the following table : 
 
 
 Foundations. 
 
 Masonry. 
 
 Total. 
 
 
 $ 3 313.33 
 
 59 985.41 
 
 67 500.64 
 
 47 395.54 
 
 $23 139.26 
 
 49 421.52 
 
 50 110.51 
 
 49 311.73 
 
 23 657.69 
 
 $ 25 451.58 
 
 105 821.44 
 
 110 095.93 
 
 116 812.27 
 
 71 053.23 
 
 
 
 
 
 
 Tor.i 
 
 $233 093.78 
 
 $195 640.71 
 
 $428 734.44 
 
 
 IV. 
 
 SUPERSTRUCTURE. 
 
 The superstructure consists of four through spans. Each span is 
 440 feet long between centers of end pins and 55 feet deep, divided 
 into eight panels of 55 feet each, which are subdivided into sixteen 
 panels, each 27.5 feet long. The trusses are placed 30 feet between 
 centers. 
 
 The double-track members of the superstructure are proportioned 
 on a Class C basis, that is, on a basis of a moving load of 3 000 pounds 
 per lineal foot of track, but the single-track members are proportioned 
 on a Class A basis, that is, on a basis of 4 000 pounds per lineal foot. 
 In proportioning the floor system these loads are doubled on a wheel 
 base of 20 feet, and this double load is reduced at the rate of one per 
 cent for each additional foot over 20 feet. The stringers, which are 
 single-track members, are, therefore, proportioned for a moving load 
 of 7 700 pounds per lineal foot, and the floor beams, which are double¬ 
 track members, for a moving load of 5 775 pounds per lineal foot of 
 track. 
 
 The entire superstructure is of steel. 
 
 The bridge is provided with a substantial steel fence on each side, 
 this being for the protection of the watchmen and others who have to 
 
 cross the bridge and adding materially to the apparent strength of the 
 structure. 
 
 Expansion is provided for on Piers II and IV. The details of the 
 expansion bearings are of the form I have recently adopted for all 
 bridges, using segmental rollers 12 inches in diameter, and distributing 
 the weight over these rollers by a rocker plate with two cylindrical 
 surfaces at right angles to each other, so that any possible irregularity 
 is taken up.* 
 
 The trusses have single system webs and are made absolutely with¬ 
 out adjustment; the top and bottom lateral systems are riveted. Full 
 details of these trusses are given on Plates 9, 10, 11, 12 and 13. The 
 strains and the basis under which they are computed are shown on 
 Plate 14. 
 
 The full specifications for the superstructure are given in Appendix 
 F. The record of the tests of full size bars is given in Appendix G. 
 
 The entire superstructure, except the eye bars, was manufactured 
 by the New Jersey Steel & Iron Company who took the contract for 
 the whole. The workmanship was unusually good. 
 
 The steel was rolled by the following parties: 
 
 Carbon Steel Company. 
 
 Carnegie Steel Company. 
 
 Midvale Steel Company. 
 
 Pencoyd Iron Works. 
 
 Pennsylvania Steel Company. 
 
 The steel castings were made by the Standard Steel Casting Com- 
 pany. 
 
 The eye bars, except the bottom chord bars for one span (which 
 were made by the Union Bridge Company at Athens, Pa.), were manu¬ 
 factured at the Keystone Bridge Works, in Pittsburg. 
 
 The weights of the four spans were as follows : 
 
 I- II. 2 795 006 lbs. 
 
 II- III. 3 807 928 “ 
 
 III- IV . a 804 909 “ 
 
 IV- V. 3 815 007 “ 
 
 11 833 750 lbs. 
 
 As it is convenient for purposes of comparison to classify these 
 weights, the average weight of the four spans may be distributed as 
 follows: 
 
 * Patented October 35, 1893. 
 
 Classification. 
 
 Pounds. 
 
 Pounds per foot. 
 
 Coefficients. 
 
 Trnosoo 
 
 1 899 262 
 
 4 316 
 
 9.81 
 
 Wind bracing. 
 
 166 268 
 
 378 
 
 0.86 
 
 Floor . 
 
 602 697 
 
 1 370 
 
 3.11 
 
 End Supports. 
 
 87 094 
 
 198 
 
 0.45 
 
 Fence and Laddei’s. 
 
 50 233 
 
 114 
 
 0.20 
 
 
 3 805 554 
 
 6 376 
 
 14.49 
 
 The coefficients are the weights divided by the length of span. 
 
 The four spans were erected by Mr. William Baird whose expe¬ 
 rience in this, class of work is greater than that of any other man 
 living. The dates at which the several trusses were erected are shown 
 in the following table: 
 
 
 First Steel Placed. 
 
 Span Swung. 
 
 « r „ T TT 
 
 December 10, 1893. 
 September 4, 1893. 
 November 18, 1893. 
 November 8, 1893. 
 
 December 18, 1893. 
 October 18, 1893. 
 November 27, 1893. 
 November 11, 1893. 
 
 
 
 
 
 The timber floor was laid by the company’s men working under 
 the direction of the Resident Engineer. The painting was done in the 
 same manner. 
 
 The total cost of the superstructure is given in the following table : 
 
 Steel Work. 
 
 Steel and Iron. 
 
 Freight Charges from Chicago. 
 
 Erection. 
 
 Cement, etc., for filling Castings... 
 Work Train Service. 
 
 Material. 
 
 Freight. 
 
 Work Train Service .. 
 
 Material.. 
 Freight... 
 
 Work Train Servici 
 
 Total SuPERSTRUcrur 
 
 $439 559.59 
 16 393.31 
 
 $445 951.80 
 79 536.16 
 13.14 
 
 9 904.74 
 300.16 
 3 508.68 
 
 4 354.56 
 3.35 
 
THE BELLEEONTAINE BRIDGE. 
 
 11 
 
 VIADUCT. 
 
 The viaduct at the north end of the bridge consists of 28 spans sup¬ 
 ported on 27 bents. The north bent is shorter than the others and is 
 carried on a special masonry pier; the others are braced together into 
 13 towers. The spans are alternately 28' 6" and 32' 2" long, the shorter 
 spans occurring over the towers. The viaduct is made throughout of 
 the S steel of the specifications, the work being punched and riveted 
 without reaming. It was manufactured and erected by A. & P. Roberts 
 & Co. or the Pencoyd Iron Works. 
 
 The bracing of the towers is rigid without adjustment. 
 
 The girders over the towers are riveted rigidly to. the tops of the 
 towers, and the ends project slightly beyond the towers. The interme¬ 
 diate girders, which are of precisely the same length as those over the 
 towers, are supported on these projecting ends. The actual bearing is 
 taken on short pins which are split horizontally through the center, the 
 whole being locked together by bronze keys in an arrangement which 
 permits of a slight rocking of the bearing and of a slight longitudinal 
 motion, the weight being transferred at the neutral axis, so that no 
 sliding takes place under a moving load, the expansion occurring when 
 the structure is light. 
 
 The bents and cross girders are proportioned on a Class C basis, the 
 stringers on Class A basis. 
 
 The floor of the viaduct is identical with that of the main bridge. 
 
 The full details of this viaduct are shown on Plates 15 and 16. 
 
 The towers are supported on brick piers resting on piles. Piers 6, 
 7, 8 and 9 come between the restored shore line and the shore line as it 
 existed when the work was begun; each of these piers has nine piles 
 under it which were cut off" at elevation 95 and support a timber grill¬ 
 age on which a block of concrete rests. Each of the other piers rests 
 on seven piles which are buried in a block of concrete. All concrete 
 blocks finish at elevation 101. Above the concrete the piers are built 
 of Galesburg paving brick laid in Portland cement mortar and are 
 finished with cast iron caps, the whole work being done by the com¬ 
 pany’s men under the direction of the Resident Engineer. 
 
 The total amount of material in the viaduct piers is as follows : 
 
 
 52 Small Piers. 
 
 Pier 32. 
 
 Total. 
 
 
 
 1431 
 
 
 
 
 
 
 
 1K1 
 
 
 
 449.94 
 
 
 
 
 162 
 
 
 
 
 
 
 
 
 
 
 196 
 
 575 
 
 
 1036 
 
 11 
 
 1 047 
 
 
 The total weight of the viaduct superstructure is as follows: 
 
 Total. Per Foot. 
 
 Pounds. Pounds. 
 
 894 874 
 829 039 
 
 1 053 
 976 
 
 
 As the average height of the viaduct from the cast iron caps to top 
 of stringers is 47.66 feet the average weight per square foot of surface 
 is 45.24 pounds equivalent to 22.62 pounds for a single track viaduct. 
 The cost of the piers is as follows: 
 
 
 52 Small Piers. 
 
 Pier 32. 
 
 Total. 
 
 Excavation and Refilling . 
 
 $2 010.63 
 
 $ 110.37 
 
 $2 121.00 
 
 Piles and Timber. 
 
 5 462.12 
 
 479.18 
 
 5 941.30 
 
 Concrete. 
 
 8 514.45 
 
 763.59 
 
 9 378.04 
 
 
 
 
 
 Q( t M 
 
 
 
 
 AtlnW Rm1 / 
 
 
 
 
 P c. T „ P 
 
 
 
 
 p , 
 
 
 
 
 Total . 
 
 $28 533.01 
 
 $3 892.94 
 
 $33 425.95 
 
 The cost of the piers per lineal foot of viaduct is $38.15. 
 
 The cost of the viaduct superstructure is as 
 
 follows : 
 
 
 Metal Wore. 
 
 
 
 
 Iron and Steel, erected. 
 
 $59 960.28 
 
 
 
 Freight Charges from Chicago. 
 
 2 894.86 
 
 
 
 
 
 $62 855.14 
 
 
 
 
 
 
 
 
 
 $62 986.07 
 
 Floor. 
 
 
 
 
 
 
 2 623.84 
 
 
 
 
 63.89 
 
 
 
 
 
 
 Work Tra j n c. orvipo 
 
 
 
 
 
 
 
 3 641.51 
 
 Painting. 
 
 
 
 
 
 
 
 
 
 
 13.56 
 
 
 
 
 1 676.06 
 
 
 Work Train Service. 
 
 
 .79 
 
 2 103.29 
 
 
 
 
 
 The cost of superstructure per lineal foot of viaduct is $80.88. 
 
 On the same basis used above for weights, the cost per square foot 
 of surface of viaduct is $1,697, or about 85 cents per square foot for a 
 single track viaduct. 
 
 The total cost of the viaduct is $101 156.82 and the total cost per 
 lineal foot is $119.03. 
 
12 
 
 THE BELLEFONTAINE BRIDGE. 
 
 VI. 
 
 NORTH APPROACH. 
 
 The North Approach was built as a double-track trestle 2 960 feet 
 long under the direction of the Resident Engineer. This trestle con¬ 
 tains 1 437 763 feet board measure of timber and 35 220 lineal feet 
 of piles. As it was intended to fill this trestle at once, perishable 
 wood was used for piles, and no specification was made for sap in the 
 timber. 
 
 North of this trestle is an earth embankment of ordinary descrip¬ 
 tion. 
 
 In June, 1894, a steam shovel was placed in the cut at the south 
 end of the bridge and a regular force organized to take out this cut, 
 working under the direction of the Resident Engineer. The plant in 
 use consisted of a Barnhart Class “ A. A.” steam shovel, a special car 
 fitted with a Lidgerwood Rapid Unloader, 60 flat cars fitted with 
 aprons for the work, one Barnhart’s standard center and one standard 
 side ballast unloader, and a spreading plow made on the work. The 
 material excavated from the cut was taken across the river and used to 
 fill the trestle. About 325 000 cubic yards have been removed from 
 the cut at the end of December, and it is expected that the whole 
 work will be completed in the spring of 1895. 
 
 The cost of the earth work in the embankment of the North 
 Approach and the filling of the trestle, is not included in the Table 
 of Cost of the bridge, but forms part of the cost of grading the rail¬ 
 road in the two counties of St. Charles and St. Louis. 
 
 VII. 
 
 PROTECTION WORK. 
 
 The only protection work on the south side of the river consists 
 of a roughly pitched pavement upon the slope of the embankment 
 which encloses the abutment. 
 
 On the north side of the river a considerable amount of protection 
 was required. When the location of the bridge was first made the 
 shore line was where Pier V now stands, but during the period which 
 elapsed before actual construction began, about 150 feet of this shore 
 was washed away, and it was thought best to restore the original shore 
 line. The erosion at this point is of rather peculiar character; it does 
 not occur at high water; one mile above the bridge Little’s Island 
 divides the river into two channels, the north channel being dry at 
 low water; during high water, the water passing through the north 
 channel throws the current against the south bluff at the bridge site, 
 and no erosion takes place on the north shore ; but at low water the 
 entire current of the river passing south of Little’s Island strikes the 
 rocky bluff above the bridge and is deflected to the north shore. As 
 this shore had to be protected only against the erosion of low or 
 medium stage, the work was comparatively simple. 
 
 The work comprised two parts, the protection of the existing shore 
 line and the restoration of the original shore line. The former was 
 accomplished by a mat of the kind commonly used by the Missouri 
 River Commission, and the latter by constructing a screen dike into 
 the river. The location of this mat and dike is shown on Plate 18. 
 
 The mat is from 150 to 200 feet wide, formed of woven willows and 
 covered with riprap. It was built in 1893. The shore was first 
 trimmed to aslope of about three horizontal to one vertical, and on this 
 the mat was woven extending cut into the river; it was then loaded 
 with rock and sunk: it was anchored to the shore by wire strands at 
 intervals of 16 feet, every sixth strand being l" diameter and the 
 others £". The screen dike is a pile bridge, the piles being driven 
 through a mat 100 feet wide which had previously been sunk on the 
 bottom of the river, the mat not being woven like the shore mat, but 
 built like those used by the Mississippi River Commission, a frame¬ 
 work of poles being used above and below the brush and the whole 
 wired together; a vertical mat similar to the shore mat, but of lighter 
 character, was fastened to the outer side of the piles; this screen dike 
 was built in 1892 and 1893. During the winter of 1893 this revet¬ 
 ment was further strengthened by putting 853 cars of rock around the 
 piles; it was originally intended to bring this filling rock to elevation 
 105 throughout, but it was not found expedient to do so, as the weight 
 was evidently more than it was wise to put on the foundation mat. 
 
 The total amount of brush, rock and timber used in the protection 
 work was as follows: 
 
 Cords of 
 Brush. 
 
 Pounds of 
 Riprap. 
 
 Number of ] 
 Piles. 
 
 Feet B. M. 
 Timber. 
 
 Protection Mat.! 3 523.54 
 
 Screen Dike. 1 767.73 
 
 22 636 948 
 
 44 254 199 
 
 296 
 
 208 020 
 
 In addition to the above there was used in temporary shore protec¬ 
 tion in 1892, 452 cords of brush and 1 451 358 pounds of stone. 
 
 The total cost of the protection work was $67 691.02. 
 
THE BELLBFONTAIHE BRIDGE, 
 
 13 
 
 VIII. 
 
 COST. 
 
 The cost of the bridge is shown in the following table: 
 
 • Cost, Excluding Freight Charges. 
 
 Freight Charges. 
 
 Cost, Including Freig 
 
 Foundation, Pier I (Abutment).. 
 
 Foundation, Pier II. 
 
 Foundation, Pier III. 
 
 Foundation, Pier IV. 
 
 Foundation, Pier V. 
 
 Total Foundations. 
 
 Masonry, Pier I. 
 
 Masonry, Pier II. 
 
 Masonry, Pier III. 
 
 Masonry, Pier IV.. . 
 
 Masonry, Pier V. 
 
 Total Masonry. 
 
 Total Substructure.. 
 
 Steel Work. 
 
 Floor. 
 
 Painting. 
 
 Total Superstructure... 
 
 Viaduct Foundations. 
 
 Viaduct Superstructure. 
 
 Total Viaduct. 
 
 Timber Trestlo. 
 
 Total North Approaeli.. 
 
 Permanent Track. 
 
 Shore Protection. 
 
 Tools and Machinery. 
 
 Service Tracks . 
 
 Buildings . 
 
 Real Estate . 
 
 Watching . 
 
 Total Sundries .. 
 
 Engineering Salaries.... 
 Engineering Expenses.. 
 
 Total Engineer! 
 Total Cost.. .. 
 
 59 949.90 
 67 459.32 
 46 497.48 
 
 44 202.38 
 5 090.86 
 
 96 292.61 
 48 461.01 
 
 41 984.25 
 18 993.47 
 18 749.36 
 1 533.91 
 1 834.99 
 
 49 293.24 
 $1 295 057.39 
 
 50 110.51 
 49 311.73 
 23 657.69 
 
 101 156.82 
 49 116.10 
 
 42 014.68 
 13 993.47 
 13 754.02 
 1 533.91 
 1 834.99 
 
 8 520.24 
 67 691.02 
 
 The item of freight includes freight on the C., B. & Q. system only. 
 In comparing the cost of the 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: 
 
 
 Cost, excluding 
 Freight Charges. 
 
 Freight Charges. 
 
 Cost, including 
 Freight Charges. 
 
 
 $427 007.64 
 
 628 320.49 
 
 $ 1 726.80 
 
 16 725.35 
 
 $428 734.44 
 545 045.84 
 
 
 
 955 328.13 
 
 8 511.26 
 
 64 075.18 
 
 73 095.98 
 
 49 293.24 
 
 18 452.15 
 
 5 519.30 
 
 8.98 
 
 3 615.86 
 
 35.69 
 
 30.02 
 
 973 780.28 
 
 150 272.92 
 
 8 620.24 
 
 67 691.02 
 
 73 131.67 
 
 49 323.26 
 
 
 
 
 t , mlyi „ l> Trn( , 1;s B(1 . 
 
 
 
 $1 295 057.39 
 
 $27 662.00 
 
 $1 322 719.39 
 
 
 $1 322 719.39 
 

APPENDIX A 
 
 LIST OF ENGINEERS, EMPLOYEES AND OONTRAOTORS. 
 
 ENGINEERS AND COMPANY’S EMPLOYEES. 
 
 NAME AND OCCUPATION. TIME OF SERVICE. 
 
 George S. Morison, Chief Engineer. 
 
 Alfred Noble, Assistant Chief Engineer. 
 
 Ben. L. Crosby, Resident Engineer.Feb. 20, 1892, to date. 
 
 Ernest G. Freeman, Assistant Engineer. July 1, 1892, to Dec. 
 
 Homer Rf.ed Stanford, “ “ April 1, 1892, to Aug. 
 
 Wm. G. Brenneke, “ “ June 23, 1892, to June 
 
 Wm. L. Smith, “ “ Aug. 20, 1892, to Jan. 
 
 James W. G. Walker, “ “ Aug. 25, 1892, to July 
 
 Wm. R. Johnson, Inspector . July 1, 1892, to July 
 
 August T. Holmgren, Rodman and Inspector_Mar. 22, 1893, to June 
 
 John F. Lindgren, Cement Tester.July 26, 1892, to Dec. 
 
 James M. Richardson, Clerk. July 8, 1892, to date. 
 
 Robert F. Thayer, Timekeeper. June 4, 1892, to Feb. 
 
 David Nowlin, M. D., Resident Physician.Sept. 26, 1892, to July 
 
 H. H. Born, M. D., “ “ .Aug. 1, 1893, to Dec. 
 
 E. Gerber, Office Engineer. 
 
 0. E. IIovey, Chief Superstructure Draughtsman. 
 
 I. Diokinson, Record Draughtsman. 
 
 Homer Reed Stanford, Insp’r of Superstructure.. .Aug. 19, 1892, to Oct. 
 
 Charles Steaks, Inspector at Quarries.May 13, 1892, to Sept. 
 
 O. W. Davis, “ “ “ .Mar. 1, 1893, to May 
 
 31,1893 
 18, 1892 
 
 30, 1894 
 
 31, 1894 
 31, 1893 
 
 15, 1893 
 
 30, 1894 
 
 31, 1893 
 
 16, 1894 
 31,1893 
 31,1893 
 
 31, 1893 
 17, 1892 
 31, 1S93 
 
 L. S. Stewart, General Foreman.May 1, 1892/to May 
 
 Dennis Leonard, Foreman of Pressure Work .... June 15, 1892, to May 
 
 M. F. Comer, Foreman of Carpenters. June 27,1892, to June 
 
 George Capel, Master Mechanic. July 27, 1S92, to June 
 
 John M. Gilham, Master of Steamers 
 
 Pauline and John Bertram . Aug. 25, 1892, to date. 
 
 15,1893 
 3, 1893 
 30, 1894 
 3, 1893 
 
 CONTRACTORS. 
 
 Christie & Lowe .Masonry. 
 
 Geo. A. Lederle . Resident Partner. 
 
 Charles Steaks . Foreman of Masons. 
 
 New Jersey Steel & Iron Company .Superstructure. 
 
 William Baird .Erection. 
 
 A. & P. Roberts & Company .Viaduct. 
 
 John Eagler . Foreman of Erection. 
 
 Joseph K. Golike .Mattress Brush and Riprap. 
 
 Mooresville Stone Company . .Riprap. 
 
16 
 
 APPENDIX B. 
 
 CHARTER ART) CONTRACT WITH WAR DEPARTMENT. 
 
 CHARTER. 
 
 Ax Act authorizing the Construction of a Bridge across the Missouri River 
 at some Accessible Point in the Countv of Saint Charles, in the State of 
 Missouri, below the Citv of Saint Charles. 
 
 Be it enacted by the Senate and House of Representatives of the United States 
 of America, in Congress assembled, That the Saint Louis, Keokuk & Northwestern 
 Railroad Company, an incorporation organized under the laws of the State of Iowa, 
 and owning and operating a railroad in the State of Missouri, its assigns or suc¬ 
 cessors, is hereby authorized to construct and maintain a bridge across the Missouri 
 River at such point as may be hereafter selected by said corporation between the 
 City of Saint Charles and the mouth of the Missouri River, in the County of Saint 
 Charles, in the State of Missouri, as shall best promote the public convenience and 
 welfare and the necessities of business and commerce; and also to construct acces¬ 
 sory 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 to lay on and over 
 said bridge one or more railroad tracks for the more perfect connection of any 
 railroads that are or shall be constructed to said river at or opposite said point. 
 
 Sec. 2. That said bridge shall be constructed 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 loca¬ 
 tion, 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 to high and low water, 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 high-water mark, as under¬ 
 stood at the point of location, to the lowest part of the superstructure, nor shall the 
 spans of said bridge be less than three hundred feet in length, and the piers of 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 draw-bridge, with a draw 
 over the main channel of the river at an accessible 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 railroad companies desiring the use of said 
 bridge shall have and be entitled to equal rights and privileges relative to the pas¬ 
 sage of railway trains over the same, and over the approaches thereto, upon pay¬ 
 ment of a reasonable compensation for such use; and in case the owner or owners 
 of said bridge and the several railroad companies, or any one of them desiring such 
 use, shall fail to agree upon the sum or sums to be paid, and upon rules and condi¬ 
 tions to which each shall conform in using said bridge, all matters at issue between 
 them shall be decided by the Secretary of War, upon a hearing of the allegations 
 and proofs of the parties. 
 
 Seo. 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 accessory 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 acces¬ 
 sory works, during the progress of the work thereon, such change shall be subject 
 likewise to the approval of the Secretary of War, and in case of any litigation 
 arising from any obstruction 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 Eastern District of the State of Missouri, 
 in whose jurisdiction 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 according 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. 
 
 Seo. 5. That the United States shall have the right of way for such postal and 
 telegraph lines across said bridge as the government may construct or control. 
 
 Seo. 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 all alterations of said bridge shall be made, and all such obstructions shall be 
 removed at the expense of the owners of or persons controlling such bridge. 
 Provided further, that nothing in this act shall be so construed as to repeal or 
 modify any of the provisions of law now existing in reference to the protection of 
 the navigation of rivers, or to exempt this bridge from the operation of the same. 
 
 Approved, Eebruary 17, 18S8. 
 
17 
 
 APPENDIX B— CONTlSStTED. 
 
 CONTRACT WITH WAR DEPARTMENT. 
 
 Whereas, By an act of Congress, approved February 17th, 1S88, entitled 
 “ An act authorizing the construction of a bridge across the Missouri River at some 
 accessible point in the County of St. Charles, in the State of Missouri, below the 
 City of St. Charles,” the St. Louis, Keokuk & Northwestern Railroad Company, 
 a corporation existing under the laws of the State of Iowa, and owning and oper¬ 
 ating a railroad in the State of Missouri, its successors and assigns, was authorized 
 to construct and maintain a railroad bridge across the Missouri River at such point 
 as might be selected by said corporation, between the City of St. Charles and the 
 mouth of the Missouri River, in the County of St. Charles, in the State of Missouri, 
 and as would best promote the public convenience 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 How of the water to a 
 permanent channel at such point: and, 
 
 Whereas, It is provided by section two of the said Act, “That said bridge shall 
 be constructed 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 
 2 >rivileges 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 drawing 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 to high aud low water, 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; ” and by section three of the said act, “That the Secretary of War is 
 hereby authorized and directed, upon receiving such plan and map and other infor¬ 
 mation, 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 
 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, conform¬ 
 ing 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 subject likewise to the approval of the Secretary of 
 War;” and, 
 
 Whereas, The St. Louis, lveokuk & Northwestern Railroad Company aforesaid 
 has accepted the provisions of the Act of Congress aforesaid, and, in compliance 
 therewith, has submitted to the Secretary of War, for his examination and approval, 
 a design and drawing and a map of location of a proposed bridge across the Mis¬ 
 souri River at a point between the City of St. Charles and the mouth of the Mis¬ 
 souri River, in the County of St. Charles, State of Missouri; and, Lieutenant- 
 Colonel Charles R. Suter, corps of engineers, reports that the plans submitted con¬ 
 form to the requirements of the said act, and also to the requirements which had 
 been deemed necessary by the Missouri River Commission, and recommends that 
 they be approved, and the Chief of Engineers, United States Army, concurs in said 
 recommendation, 
 
 JYoio, therefore , I, Redfield Proctor, Secretary of War, having examined and 
 considered the design and drawing and the map of location aforesaid, submitted by 
 the St. Louis, Keokuk it Northwestern Railroad Company as aforesaid, and which 
 
 are hereto attached, do hereby approve the same, subject, however, to the following 
 express condition: 
 
 1. That the Engineer Officer of the United States Army, in charge of the dis¬ 
 trict within which the bridge is to be built, may supervise its construction so far as 
 may be necessary in order that the plans herein approved shall be complied with 
 and the bridge built accordingly. 
 
 Witness my hand this 21st day of December, 1S89. 
 
 (Signed) Redfield Proctor, 
 
 Secretary of 1 Far. 
 
 This instrument is also executed by the St. Louis, Keokuk & Northwestern 
 Railroad Company by W. W. Baldwin, its President, thereunto lawfully authorized, 
 this 14th day of December, 1SS9, in testimony of the acceptance by said company 
 of the provisions of the Act of Congress aforesaid, and of the condition herein 
 imposed. 
 
 (Signed) The St. Louis, Keokuk & Northwesters Railroad Cosipany, 
 By W. W. Baldwin, 
 
 In presence of President. 
 
 (Sgd.) II. E. Jarvis. 
 
 Attest: (Sgd.) J. H. Sturgis, 
 
 Secretary. 
 
 [Seal of R. R. Co.] 
 
 [Seal United States of America — War Office.] 
 
19 
 
 APPENDIX C. CONTI Nl'KD. 
 RECORD OP SINKING CAISSONS. 
 PIER II.— C05TTIHTJED. 
 
 Observations taken at 8 o’clock. 
 
 1893 
 
 Mar. 34 
 
 20 
 
 29 
 
 30 
 
 31 
 
 Elevations or Cutting Edge. 
 
 SlEKAGK. 
 
 
 Average 
 
 
 Depth 
 
 Weights. 
 
 A IB PnEssirnE. 
 
 Reaction 
 
 Pressure. 
 
 3727 
 
 3894 
 
 3930 
 
 4143 
 
 4255 
 
 4289 
 
 4352 
 
 4384 
 
 , Weight. 
 
 Contact. 
 
 Average 
 
 Weight 
 
 surface 
 exposed 
 to Motion 
 
 Lbs. 
 
 699 
 
 712 
 
 675 
 
 710 
 
 095 
 
 j Material. 
 
 REMARKS. 
 
 N. E. 
 
 *■"- 
 
 "■ 
 
 
 Average. 
 
 ££. 
 
 
 K.W. 
 
 “• 
 
 ,w. 
 
 Average. 
 
 Caisson. 
 
 Timber 
 
 Caisson 
 
 ereie 
 
 L Vll k 
 
 sonry. 
 
 Sand. 
 
 
 
 Indi- 
 
 » 
 
 42.31 
 
 39.08 
 
 37.48 
 
 34.05 
 
 32.60 
 
 31.89 
 
 30.70 
 
 30.00 
 
 38.65 
 
 37.84 
 
 34.14 
 
 32.63 
 
 32.10 
 
 30.78 
 
 30.12 
 
 42.45 
 
 39.24 
 
 37.07 
 
 34.16 
 
 32.69 
 
 31.96 
 
 30.76 
 
 30.07 
 
 42.48 
 
 38.59 
 
 37.81 
 
 32.50 
 
 31.95 
 
 30.62 
 
 29.97 
 
 42.45 
 
 38.89 
 
 37.70 
 
 34.09 
 
 34.60 
 
 31.97 
 
 30.71 
 
 30.04 
 
 Ft. 
 
 3.32 
 
 3.56 
 
 1.19 
 
 3.61 
 
 1.49 
 
 0.63 
 
 1.26 
 
 0.67 
 
 Ft. 
 
 52.95 
 
 56.51 
 
 57.70 
 
 61.31 
 
 62.80 
 
 63.43 
 
 64.69 
 
 65.36 
 
 90.30 
 
 , 89.30 
 
 87.20 
 
 8-1.50 
 
 87.90 
 
 8S.10 
 
 87.90 
 
 86.30 
 
 86.80 
 
 85.60 
 
 84.30 
 
 83.50 
 
 84.40 
 
 80.10 
 
 85.40 
 
 94.30 
 
 91.30 
 
 96.10 
 
 92.30 
 
 92.50 
 
 93.40 
 
 90.10 
 
 94.90 
 
 88.30 
 
 86.30 
 
 86.20 
 
 80.30 
 
 86.50 
 
 90.40 
 
 87.10 
 
 89.00 
 
 89.84 
 
 88.59 
 
 88.57 
 
 87.84 
 
 87.46 
 
 SO. 23 
 
 88.85 
 
 89.90 
 
 Ff. 
 
 47.39 
 
 49.70 
 
 50.87 
 
 53.75 
 
 54.86 
 
 57.20 
 
 58.14 
 
 59.86 
 
 99.30 
 
 98.30 
 
 97.65 
 
 97.30 
 
 97.50 
 
 97.40 
 
 97.10 
 
 96.90 
 
 Ft. 
 
 56.85 
 
 59.41 
 
 59.05 
 
 63.21 
 
 64.90 
 
 65.43 
 
 66.39 
 
 66.80 
 
 Tons. 
 
 583 
 
 583 
 
 583 
 
 583 
 
 583 
 
 583 
 
 583 
 
 Tons. 
 
 50 
 
 56 
 
 56 
 
 50 
 
 56 
 
 56 
 
 56 
 
 56 
 
 3689 
 
 3089 
 
 3689 
 
 3689 
 
 3689 
 
 3689 
 
 Tons. 
 
 20 
 
 20 
 
 20 
 
 20 
 
 20 
 
 20 
 
 20 
 
 20 
 
 Tons. 
 
 1946 
 
 2036 
 
 2208 
 
 2208 
 
 2404 
 
 2553 
 
 2590 
 
 2590 
 
 Tons. 
 
 304 
 
 428 
 
 491 
 
 646 
 
 706 
 
 885 
 
 919 
 
 Tons. 
 
 318 
 
 307 
 
 842 
 
 278 
 
 281 
 
 239 
 
 Tons. 
 
 6916 
 
 7140 
 
 7354 
 
 7523 
 
 7800 
 
 8016 
 
 8104 
 
 8156 
 
 Lbs. 
 
 25.00 
 
 27.00 
 
 27.00 
 
 28.00 
 
 29.50 
 
 29.75 
 
 29.75 
 
 30.50 
 
 Lbs. 
 
 24.67 
 
 25.78 
 
 26.02 
 
 27.43 
 
 28.17 
 
 28.40 
 
 28.81 
 
 29.02 
 
 Tons. 
 
 3189 
 
 3246 
 
 3424 
 
 3545 
 
 3752 
 | 3772 
 
 Sq. Ft. 
 9122 
 
 9447 
 
 9611 
 
 10013 
 
 10107 
 
 10502 
 
 10021 
 i 10858 
 
 Coarse sand 
 
 Large oak log found in caisson. 
 
 More logs found; reached first boulder. 
 
 Reached rock and boulders on south side. 
 
 Apr. 1 
 
 29.25 
 
 29.37 
 
 29.80 
 
 29.20 
 
 29.28 
 
 0.76 
 
 60.12 
 
 87.30 
 
 84.80 
 
 93.80 
 
 88.80 
 
 80.08 
 
 60.40 
 
 96.80 
 
 67.52 
 
 583 
 
 56 
 
 3689 
 
 20 
 
 2590 
 
 1009 
 
 243 
 
 8190 
 
 31.00 
 
 29.30 
 
 4426 
 
 3764 
 
 
 
 (Sand and 
 
 
 2 
 
 28.53 
 
 28.62 
 
 28.60 
 
 28.47 
 
 28.55 
 
 0.73 
 
 66.85 
 
 S7.20 
 
 85.30 
 
 06.80 
 
 91.70 
 
 90.58 
 
 62.03 
 
 96.75 
 
 68.20 
 
 5S3 
 
 50 
 
 3689 
 
 21 
 
 2627 
 
 1073 
 
 211 
 
 8260 
 
 30.25 
 
 20.60 
 
 4471 
 
 
 
 
 
 
 3 
 
 27.73 
 
 27.81 
 
 27.81 
 
 27.67 
 
 27.75 
 
 0.80 
 
 67.65 
 
 80.60 
 
 85.60 
 
 95.80 
 
 91.00 
 
 90.79 
 
 03.04 
 
 96.00 
 
 68.85 
 
 583 
 
 56 
 
 3089 
 
 21 
 
 2627 
 
 1155 
 
 199 
 
 8330 
 
 30.00 
 
 29 88 
 
 4514 
 
 3S16 
 
 11294 
 
 
 
 
 4 
 
 27.16 
 
 27.20 
 
 27.22 
 
 27.04 
 
 27.15 
 
 0.60 
 
 68.25 
 
 87.90 
 
 85.90 
 
 95.40 
 
 93.40 
 
 90.92 
 
 03.77 
 
 96.40 
 
 09.25 
 
 583 
 
 50 
 
 3689 
 
 20 
 
 2817 
 
 1190 
 
 188 
 
 8555 
 
 32.00 
 
 30.05 
 
 4530 
 
 4016 
 
 11394 
 
 
 « 
 
 Clay hoist started 12.15 o’clock. 
 
 5 
 
 26.98 
 
 27.01 
 
 27.06 
 
 26.87 
 
 26.98 
 
 0.17 
 
 68.42 
 
 87.40 
 
 86.30 
 
 95.30 
 
 93.90 
 
 91.10 
 
 64.12 
 
 90.35 
 
 09.37 
 
 583 
 
 50 
 
 30S9 
 
 20 
 
 2817 
 
 1215 
 
 198 
 
 8585 
 
 30.00 
 
 30.11 
 
 4548 
 
 4037 
 
 11442 
 
 706 
 
 
 
 6 
 
 26.98 
 
 27.01 
 
 27.06 
 
 20.87 
 
 20.98 
 
 0.00 
 
 68.42 
 
 87.00 
 
 83.70 
 
 93.60 
 
 94.70 
 
 90.84 
 
 63.86 
 
 90.65 
 
 09.67 
 
 583 
 
 50 
 
 3689 
 
 26 
 
 2817 
 
 1201 
 
 180 
 
 8552 
 
 30.00 
 
 30.24 
 
 4568 
 
 3984 
 
 11406 
 
 
 ( Sand anil 
 
 
 7 
 
 26.90 
 
 26.94 
 
 26.9S 
 
 20.80 
 
 26.90 
 
 0.08 
 
 08.50 
 
 89.20 
 
 83.70 
 
 94.20 
 
 93.20 
 
 91.99 
 
 65.09 
 
 97.20 
 
 70.30 
 
 583 
 
 56 
 
 3689 
 
 20 
 
 2817 
 
 1269 
 
 179 
 
 8619 
 
 32.00 
 
 30.51 
 
 4609 
 
 
 11574 
 
 
 j „ roU ' 
 
 
 8 
 
 26.51 
 
 20.48 
 
 20.60 
 
 20.35 
 
 26.48 
 
 0.42 
 
 68.92 
 
 89.20 
 
 84.70 
 
 95.70 
 
 92.70 
 
 92.45 
 
 65.97 
 
 97.20 
 
 70.72 
 
 583 
 
 56 
 
 3689 
 
 26 
 
 2817 
 
 1818 
 
 163 
 
 8052 
 
 31.00 
 
 30.69 
 
 4636 
 
 4016 
 
 11694 
 
 087 
 
 
 Commenced blasting rock. 
 
 9 
 
 26.34 
 
 20.32 
 
 20.43 
 
 26.19 
 
 20.32 
 
 0.16 
 
 69. OS 
 
 87.00 
 
 80.40 
 
 95.90 
 
 92.90 
 
 91.86 
 
 65.54 
 
 96.90 
 
 70.58 
 
 583 
 
 56 
 
 3689 
 
 26 
 
 2817 
 
 1294 
 
 173 
 
 8638 
 
 31.00 
 
 30.03 
 
 4027 
 
 4011 
 
 11035 
 
 689 
 
 
 
 10 
 
 25.71 
 
 2o.73 
 
 25.80 
 
 25.60 
 
 25.71 
 
 0.61 
 
 09.09 
 
 87.80 
 
 85.70 
 
 96.70 
 
 94. SO 
 
 91.03 
 
 05.92 
 
 98.25 
 
 72.54 
 
 583 
 
 56 
 
 3689 
 
 26 
 
 2817 
 
 1316 
 
 227 
 
 8714 
 
 32.00 
 
 31.48 
 
 4755 
 
 3959 
 
 11687 
 
 678 
 
 
 
 11 
 
 25.58 
 
 25.61 
 
 25.69 
 
 25.50 
 
 25.59 
 
 0.12 
 
 69.81 
 
 90.90 
 
 83.40 
 
 96.90 
 
 92.40 
 
 91.57 
 
 05.98 
 
 100.40 
 
 74.81 
 
 583 
 
 56 
 
 3089 
 
 27 
 
 2817 
 
 1310 
 
 304 
 
 8795 
 
 33.50 
 
 32.47 
 
 4905 
 
 3890 
 
 11695 
 
 665 
 
 
 
 12 
 
 25.44 
 
 25.51 
 
 25.55 
 
 25.40 
 
 25.47 
 
 0.12 
 
 09.93 
 
 83.80 
 
 82.70 
 
 94.70 
 
 87.30 
 
 87.71 
 
 62.24 
 
 102.75 
 
 77.28 
 
 583 
 
 56 
 
 3689 
 
 28 
 
 2879 
 
 1111 
 
 520 
 
 8866 
 
 33.00 
 
 33.54 
 
 5066 
 
 3800 
 
 11183 
 
 6S0 
 
 
 
 13 
 
 25.24 
 
 25.26 
 
 25.36 
 
 25.16 
 
 25.25 
 
 0.22 
 
 70.15 
 
 83.70 
 
 83.70 
 
 93.70 
 
 87.70 
 
 87.45 
 
 62.20 
 
 103.70 
 
 78.45 
 
 583 
 
 56 
 
 3689 
 
 28 
 
 3015 
 
 1109 
 
 563 
 
 9043 
 
 35.00 
 
 34.05 
 
 5143 
 
 3900 
 
 11179 
 
 698 
 
 
 
 14 
 
 25.09 
 
 25.16 
 
 25.22 
 
 25.07 
 
 25.13 
 
 0.12 
 
 70.27 
 
 83.70 
 
 83.60 
 
 84.60 
 
 87.70 
 
 88.15 
 
 63.02 
 
 103.65 
 
 78.52 
 
 583 
 
 56 
 
 3689 
 
 28 
 
 308S 
 
 1154 
 
 537 
 
 9135 
 
 35.00 
 
 34.08 
 
 5148 
 
 3987 
 
 11305 
 
 705 
 
 
 
 15 
 
 25.07 
 
 25.14 
 
 25.20 
 
 25.05 
 
 25.11 
 
 0.02 
 
 70.29 
 
 88.50 
 
 81.50 
 
 89.50 
 
 87.50 
 
 87.07 
 
 02.56 
 
 103.50 
 
 78.39 
 
 583 
 
 50 
 
 3689 
 
 28 
 
 3088 
 
 1129 
 
 548 
 
 9121 
 
 34.50 
 
 34.02 
 
 5139 
 
 3982 
 
 11229 
 
 709 
 
 “ 
 
 
 10 
 
 24.95 
 
 24.98 
 
 25.08 
 
 24.89 
 
 24.97 
 
 0.14 
 
 70.43 
 
 82.80 
 
 78.90 
 
 92.80 
 
 85.90 
 
 80.93 
 
 61.96 
 
 103.85 
 
 78.88 
 
 583 
 
 56 
 
 3689 
 
 28 
 
 30S8 
 
 1095 
 
 586 
 
 9125 
 
 35.50 
 
 34.23 
 
 alll 
 
 8954 
 
 11147 
 
 709 
 
 
 
 17 
 
 24.39 
 
 24.45 
 
 24.53 
 
 24.37 
 
 24.43 
 
 0.54 
 
 70.97 
 
 84.90 
 
 78.90 
 
 93.90 
 
 88.90 
 
 87.73 
 
 63.30 
 
 103.00 
 
 79.47 
 
 583 
 
 56 
 
 3089 
 
 28 
 
 3088 
 
 1170 
 
 561 
 
 9173 
 
 34.00 
 
 34.06 
 
 5145 
 
 4030 
 
 11330 
 
 711 
 
 
 
 18 
 
 24.34 
 
 24.42 
 
 24-49 
 
 24.35 
 
 24.40 
 
 0.03 
 
 71.00 
 
 86.10 
 
 81.20 
 
 94.10 
 
 89.70 
 
 89.51 
 
 65.11 
 
 103.15 
 
 78.75 
 
 583 
 
 50 
 
 3689 
 
 28 
 
 3088 
 
 1270 
 
 473 
 
 9187 
 
 35.00 
 
 34.18 
 
 5163 
 
 4024 
 
 11577 
 
 095 
 
 
 
 19 
 
 24.34 
 
 24.41 
 
 24.47 
 
 24.32 
 
 24.38 
 
 0.02 
 
 71.02 
 
 87.00 
 
 83.90 
 
 93.90 
 
 90.00 
 
 90.33 
 
 65.95 
 
 101.95 
 
 77.57 
 
 583 
 
 56 
 
 3089 
 
 28 
 
 3088 
 
 1317 
 
 402 
 
 9163 
 
 34.75 
 
 33.07 
 
 5080 
 
 4077 
 
 11691 
 
 697 
 
 <• 
 
 
 20 
 
 24.30 
 
 24.30 
 
 24.43 
 
 24.27 
 
 24.34 
 
 0.04 
 
 71.00 
 
 86.70 
 
 82.70 
 
 94.20 
 
 87.70 
 
 89.95 
 
 65.61 
 
 102.20 
 
 77.86 
 
 583 
 
 56 
 
 3089 
 
 28 
 
 3088 
 
 1298 
 
 424 
 
 9166 
 
 35.00 
 
 33.79 
 
 5104 
 
 4002 
 
 11645 
 
 098 
 
 “ 
 
 
 21 
 
 24.16 
 
 24.11 
 
 24.30 
 
 24.03 
 
 24.15 
 
 0.19 
 
 71.25 
 
 85.90 
 
 82.00 
 
 92.90 
 
 78.90 
 
 88.65 
 
 64.50 
 
 105.90 
 
 81.75 
 
 583 
 
 56 
 
 3680 
 
 28 
 
 3088 
 
 1230 
 
 625 
 
 9305 
 
 35.75 
 
 35.48 
 
 5359 
 
 3946 
 
 11494 
 
 087 
 
 
 
 22 
 
 24.14 
 
 24.11 
 
 24.20 
 
 24.01 
 
 24.13 
 
 0.02 
 
 71.27 
 
 86.30 
 
 81.30 
 
 92.30 
 
 80.30 
 
 88.18 
 
 04.05 
 
 106.30 
 
 82.17 
 
 583 
 
 56 
 
 3089 
 
 28 
 
 3088 
 
 1211 
 
 055 
 
 9310 
 
 36.25 
 
 35.66 
 
 53S7 
 
 3023 
 
 11432 
 
 086 
 
 
 
 23 
 
 23.67 
 
 23.74 
 
 23 82 
 
 23.67 
 
 23.72 
 
 0.41 
 
 71.68 
 
 80.70 
 
 83.70 
 
 91.20 
 
 81.70 
 
 87.62 
 
 63.90 
 
 105.70 
 
 81.98 
 
 583 
 
 50 
 
 3089 
 
 29 
 
 3088 
 
 1203 
 
 654 
 
 9302 
 
 35.25 
 
 35.58 
 
 5375 
 
 3927 
 
 11412 
 
 08S 
 
 
 Final settlement made at 15.30 o’clock. 
 
 2-1 
 
 23.42 
 
 23.54 
 
 23.56 
 
 23.46 
 
 23.50 
 
 0.22 
 
 71.90 
 
 81.20 
 
 80.30 
 
 90.20 
 
 80.30 
 
 85.75 
 
 02.25 
 
 105.25 
 
 81.75 
 
 SH3 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 25 
 
 23.42 
 
 23.54 
 
 28.56 
 
 23.46 
 
 23.50 
 
 0.00 
 
 71.90 
 
 82.20 
 
 78.20 
 
 89.20 
 
 80.20 
 
 85.20 
 
 61.70 
 
 105.20 
 
 81.70 
 
 583 
 
 56 
 
 3689 
 
 20 
 
 3088 
 
 1081 
 
 717 
 
 9243 
 
 30.00 
 
 35.46 
 
 5356 
 
 
 11111 
 
 700 
 
 
 Scaling commenced at 14.05 o’clock. 
 
 26 
 
 23.42 
 
 23.54 
 
 
 23.46 
 
 23.50 
 
 0.00 
 
 71.90 
 
 83.30 
 
 79.40 
 
 92.40 
 
 
 
 
 
 
 
 
 <toso 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 23.54 
 
 0-{ GG 
 
 23.46 
 
 23.50 
 
 0.00 
 
 
 83 20 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 23.42 
 
 23.54 
 
 
 23.46 
 
 23.50 
 
 0.00 
 
 71.90 
 
 81.70 
 
 78.80 
 
 01.70 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 29 
 
 23.42 
 
 23.54 
 
 23.58 
 
 23.46 
 
 23.50 
 
 0.00 
 
 71.90 
 
 81.90 
 
 79.90 
 
 89.90 
 
 81.90 
 
 83.40 
 
 50.90 
 
 108.90 
 
 83.40 
 
 583 
 
 56 
 
 3089 
 
 24 
 
 3088 
 
 982 
 
 878 
 
 9300 
 
 37.00 
 
 36.20 
 
 5468 
 
 3832 
 
 10864 
 
 
 
 
 May 4 
 
 
 
 KR 
 
 23.43 
 
 23.47 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 0() 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 [o’clock. May 3rd. 
 
20 
 
 APPENDIX C. COXpIN L'KIX 
 RECORD OF SINKING CAISSONS. 
 PIER in. 
 
 Observations taken at 8 o’clock. 
 
 W* 
 
 
 Elevations op Cutting Edge. 
 
 SlNKAOB. 
 
 Elevations op Ground. 
 
 Average 
 
 
 inersed. 
 
 Weights. 
 
 Air Pressure. 
 
 Reaction 
 
 Pressure. 
 
 Weight. 
 
 Surface 
 
 Contact. 
 
 weight 
 
 footon 
 surface 
 exposed 
 to friction 
 
 Material. 
 
 REMARKS. 
 
 N. E. 
 
 
 S.E. 
 
 S. W. 
 
 Average. ! H '" u ^ 
 
 
 
 ,.w. 
 
 S. E. 
 
 ,w. 
 
 Average. 
 
 Caisson. 
 
 
 Caisson 
 
 
 i M„ 
 
 
 
 Total. 
 
 indi- 
 
 ■S5: 
 
 Timber Iron. 
 
 erete. 
 
 Shnfls,, sonry. 
 
 1893. 
 
 
 
 
 
 
 Ft. 
 
 Ft. 
 
 
 
 
 
 
 Ft. 
 
 
 Ft. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Lbs. 
 
 Lbs. 
 
 Tons. 
 
 Tons. 
 
 Sq. It. 
 
 Lbs. 
 
 
 Cutting edge set up July 30. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 93 
 
 86.14 
 
 86.76 
 
 85.26 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 302 
 
 
 
 
 r . 1 , , f . f „ ^ t 
 
 28 
 
 85.06 
 
 SO. 57 
 
 84.85 
 
 
 85.77 
 
 0.30 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 m 
 
 RiOfi 
 
 
 Concreting commenced. 
 
 29 
 
 85.50 
 
 86.19 
 
 84.27 
 
 85.21 
 
 85.29 
 
 0.48 
 
 0.78 
 
 85.91 
 
 86.51 
 
 85.20 
 
 
 80.16 
 
 0.87 
 
 94.70 
 
 9.41 
 
 
 
 
 
 
 
 
 
 
 
 
 7m 
 
 
 30 
 
 85.30 
 
 85.69 
 
 83.91 
 
 84.46 
 
 84.86 
 
 0.43 
 
 1.21 
 
 80.15 
 
 80.57 
 
 85.65 
 
 86.65 
 
 86.25 
 
 1.39 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 rsia 
 
 
 
 31 
 
 85.78 
 
 85.59 
 
 83.80 
 
 84.36 
 
 84.76 
 
 0.10 
 
 1.31 
 
 86.02 
 
 86.43 
 
 85.56 
 
 80.60 
 
 86.15 
 
 1.39 
 
 94.60 
 
 9.84 
 
 371 
 
 43 
 
 486 
 
 10 .. 
 
 
 910 
 
 
 
 
 910 
 
 
 6523 
 
 
 
 
 85.08 
 
 
 83.00 
 
 84.05 
 
 
 
 i 67 
 
 
 
 
 
 
 
 
 
 
 
 
 in 
 
 
 
 i >>■ 
 
 
 
 
 
 
 
 im r an 
 
 Air pumps started at 9:23 o'clock, sand pumps at 11:10. 
 
 2 
 
 83.08 
 
 83.81 
 
 83.28 
 
 83.41 
 
 83.08 
 
 
 2.99 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 09 
 
 751 
 
 723 
 
 fin- 
 
 
 , 
 
 3 
 
 81.05 
 
 79.71 
 
 80.63 
 
 79.53 
 
 SO. 23 
 
 2.85 
 
 5.84 
 
 
 85.30 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1~SO 
 
 
 
 006 
 
 847 
 
 1601 
 
 mao 
 
 « .. 
 
 
 4 
 
 77.93 
 
 78.75 
 
 78.01 
 
 79.08 
 
 78.44 
 
 1.79 
 
 7.63 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 oins 
 
 
 fl 01 
 
 1011 
 
 m<u 
 
 ooaa 
 
 951 
 
 
 
 5 
 
 75.19 
 
 75.30 
 
 75.47 
 
 75.92 
 
 75.49 
 
 2.95 
 
 10.58 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 OIO.-. 
 
 o na 
 
 a oi 
 
 loan 
 
 885 
 
 anra 
 
 „ u 
 
 
 
 
 
 
 
 
 
 
 
 
 91 0- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 7 
 
 70.15 
 
 69.94 
 
 70.12 
 
 70.16 
 
 70.09 
 
 
 15.98 
 
 
 84.95 
 
 
 
 
 
 
 
 
 
 
 
 
 
 0700 
 
 11 HI 
 
 in jp 
 
 
 1919 
 
 
 nr 
 
 
 
 8 
 
 67.38 
 
 68.82 
 
 67.48 
 
 69.17 
 
 68.22 
 
 
 17.85 
 
 
 84.97 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 10 06 
 
 ii oo 
 
 
 106R 
 
 4398 
 
 617 
 
 
 
 9 
 
 66.32 
 
 65.95 
 
 
 
 66.25 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 n nn 
 
 
 
 i-o- 
 
 
 
 10 
 
 64.68 
 
 64.93 
 
 64.88 
 
 65.38 
 
 64.97 
 
 
 21.10 
 
 85.10 
 
 85.20 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 rnRO 
 
 
 
 
 11 
 
 62.58 
 
 63.53 
 
 62.82 
 
 63.02 
 
 62.74 
 
 2.28 
 
 23.33 
 
 85.11 
 
 85.53 
 
 95.47 
 
 95.63 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 12 
 
 60.18 
 
 60.94 
 
 60.55 
 
 01.56 
 
 60.81 
 
 1 93 
 
 25.26 
 
 84.81 
 
 85.25 
 
 95.39 
 
 95.83 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 6on„ 
 
 
 
 
 13 
 
 58.04 
 
 58.33 
 
 58.41 
 
 58.95 
 
 58.43 
 
 2 38 
 
 27.64 
 
 84.82 
 
 85.22 
 
 95.28 
 
 95.80 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 COO 
 
 F-n a 1 
 
 
 14 
 
 56.27 
 
 56.66 
 
 56.79 
 
 57.43 
 
 56.79 
 
 1.64 
 
 29.28 
 
 84.92 
 
 85.02 
 
 95.90 
 
 96.14 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 <mi 
 
 0A! 
 
 J Medium Sand 
 
 
 15 
 
 55.61 
 
 54.91 
 
 55.80 
 
 55.35 
 
 55.42 
 
 1.37 
 
 30.65 
 
 85.60 
 
 85.70 
 
 95.47 
 
 96.24 
 
 90.75 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 7070 
 
 CCD 
 
 ( with clay lumps. 
 
 
 16 
 
 52.35 
 
 51.51 
 
 52.90 
 
 52.31 
 
 a , , 7 
 
 3.15 
 
 33.80 
 
 85.20 
 
 86.36 
 
 95.71 
 
 
 
 
 
 
 
 71 
 
 
 
 
 
 
 
 
 
 
 7725 
 
 
 
 
 17 
 
 51.39 
 
 50.87 
 
 51.87 
 
 51.70 
 
 51.48 
 
 0.79 
 
 34.59 
 
 85.28 
 
 86.48 
 
 95.53 
 
 96.58 
 
 
 
 
 
 
 
 
 
 
 
 
 on nn 
 
 
 O-RA 
 
 oam 
 
 712 
 
 
 
 18 
 
 50.14 
 
 49.53 
 
 50.68 
 
 50.32 
 
 50.17 
 
 1.31 
 
 35.90 
 
 85.18 
 
 
 95.10 
 
 96.48 
 
 
 
 
 
 
 
 
 
 
 
 . Rfir 
 
 
 
 oaaa 
 
 ano? 
 
 ani« 
 
 
 
 19 
 
 48.41 
 
 47.80 
 
 48.82 
 
 48.46 
 
 48.37 
 
 1.80 
 
 37.70 
 
 85.60 
 
 80.58 
 
 94.91 
 
 96.60 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 asm 
 
 666 
 
 
 
 20 
 
 46.46 
 
 46.04 
 
 46.90 
 
 46.73 
 
 46.53 
 
 1.84 
 
 39.54 
 
 85.50 
 
 86.12 
 
 94.80 
 
 96.57 
 
 90.75 
 
 
 93.25 
 
 
 
 
 
 
 
 
 
 
 
 
 
 aaaa 
 
 
 
 
 21 
 
 44.11 
 
 43.73 
 
 44.53 
 
 44.40 
 
 44.19 
 
 2.34 
 
 41.88 
 
 85.38 
 
 86.50 
 
 92.94 
 
 92.40 
 
 89.31 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 22 1 
 
 44.07 
 
 43.72 
 
 44.47 
 
 44.37 
 
 44.16 
 
 0.03 
 
 41.91 
 
 85.12 
 
 86 17 
 
 93.10 
 
 93.10 
 
 89.37 
 
 45.21 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1AQR 
 
 
 ( o’clock, and Bertram moved to shore. 
 
 23 
 
 44.07 
 
 43.72 
 
 44.46 
 
 44.36 
 
 44.15 
 
 0.01 
 
 41.92 
 
 85.20 
 
 86.32 
 
 93.04 
 
 93.21 
 
 89.44 
 
 45.29 
 
 93.04 
 
 48.89 
 
 842 
 
 74 
 
 5992 
 
 24 . 
 
 
 
 6932 
 
 
 
 
 6932 
 
 9059 
 
 1530 1 
 
 
 Jonereting finished. 
 
APPENDIX 0.—Continued. 
 
 21 
 
 RECORD OP SINKING CAISSONS. 
 PIER in.—C ontinued. 
 
 Observations taken at 8 o’clock. 
 
 
 Elevations of Cutting Edge. 
 
 
 Elevations of GnouNii. 
 
 Average 
 
 
 Depth 
 
 Weights. 
 
 Air Fhessuhk. 
 
 Ecactlon 
 
 
 Surf nee 
 
 
 
 
 
 
 
 
 
 Average. 
 
 Ill24 
 
 
 
 
 
 
 Average. 
 
 
 Gauge. 
 
 mersecl. 
 
 Caisson. 
 
 in 
 
 sh°rt’' 
 
 Ma. 
 
 
 
 
 T,.U1 
 
 
 Pral'nro 
 
 Weight. 
 
 Contact. 
 
 surfuce 
 
 
 
 
 
 
 
 
 flours. 
 
 
 
 
 
 ' 
 
 
 
 
 Timberl Iron. 
 
 erete. 
 
 soury. 
 
 
 111. 
 
 rotui. 
 
 cated. 
 
 lmcd. 
 
 
 
 
 to friction 
 
 
 
 1892. 
 
 
 
 
 
 
 Ft. 
 
 Ft. 
 
 
 
 
 
 
 Ft. 
 
 
 Ft. 
 
 Tons. Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Lbs. 
 
 Lbs. 
 
 Tons. 
 
 Tons. 
 
 Sq. ft. 
 
 Lbs. 
 
 
 Laying masonry commenced Nov. 9th. 
 
 Dec. -1 
 
 
 43.71 
 
 44.44 
 
 44.34 
 
 44.14 
 
 0.01 
 
 41.93 
 
 91.50 
 
 81.40 
 
 95.20 
 
 
 89.10 
 
 44.96 
 
 92.30 
 
 48.16 
 
 
 5992 
 
 27 
 
 825 
 
 
 
 7760 
 
 20.50. 
 
 
 3157 
 
 4603 
 
 8992 
 
 1024 
 
 Medium Sand. 
 
 (Air pumps (stationary plant) started at 15.00 o’clock and 
 
 
 
 
 
 
 
 
 \ sand pumps at 19.00 o’clock Dec. 3. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 g 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 940 
 
 
 
 7 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 5992 
 
 5992 
 
 27 
 
 
 
 
 7760 
 
 7760 
 
 
 GO so 
 
 
 
 
 
 
 
 8 
 
 36.01 
 
 35.90 
 
 36.20 
 
 36.34 
 
 36.11 
 
 
 49.96 
 
 91.00 
 
 81.20 
 
 93.80 
 
 88.30 
 
 88.58 
 
 52.47 
 
 92.20 
 
 56.09 
 
 842 74 
 
 825 
 
 
 
 23.50 
 
 24.34 
 
 3677 
 
 4083 
 
 10493 
 
 
 Sand and clay. 
 
 [the other somewhat smaller. 
 Two logs found, one about 12 in. diarn. and 25 feet long, 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 10 
 
 30.77 
 
 30.65 
 
 30.81 
 
 30.94 
 
 30.70 
 
 1.46 
 
 55.28 
 
 89.80 
 
 81.80 
 
 94.30 
 
 89.80 
 
 88.92 
 
 58.13 
 
 93.40 
 
 62.61 
 
 842 74 
 
 5992 
 
 
 825 
 
 
 40 
 
 7800 
 
 25.25 
 
 27.17 
 
 4104 
 
 3696 
 
 11499 
 
 643 
 
 
 11 
 
 27.47 
 
 26.93 
 
 27.47 
 
 27.18 
 
 27.26 
 
 3.53 
 
 58.81 
 
 89.20 
 
 83.20 
 
 93.00 
 
 87.00 
 
 88.10 
 
 60.84 
 
 93.20 
 
 65.94 
 
 842 i 74 
 
 5992 
 
 30 
 
 1061 
 
 
 129 
 
 8128 
 
 28.00 
 
 28.62 
 
 4323 
 
 3805 
 
 12168 
 
 626 
 
 
 
 12 
 
 27.46 
 
 26.92 
 
 27.46 
 
 27.17 
 
 27.25 
 
 0.01 
 
 58.82 
 
 86.90 
 
 79.SO 
 
 92.90 
 
 88.90 
 
 87.13 
 
 59.88 
 
 93.20 
 
 65.95 
 
 842 74 
 
 5992 
 
 30 
 
 1061 
 
 
 129 
 
 8128 
 
 28.00 
 
 28.62 
 
 4323 
 
 3805 
 
 11976 
 
 636 
 
 
 Sand pump machinery out of order. 
 
 13 
 
 27.42 
 
 26.90 
 
 27.41 
 
 27.18 
 
 27.23 
 
 0.02 
 
 58.84 
 
 90.80 
 
 78.80 
 
 88.10 
 
 87.10 
 
 86.20 
 
 58.97 
 
 93.10 
 
 05.87 
 
 842 74 
 
 5992 
 
 30 
 
 1292 
 
 
 127 
 
 8357 
 
 28.00 
 
 28.59 
 
 4319 
 
 4038 
 
 11794 
 
 685 
 
 
 Bertram moved to site of pier and its water pump used. 
 
 14 
 
 15 
 
 16 
 
 18 
 
 19 
 
 20 
 
 21 
 
 22 
 
 23 
 
 24 
 
 26 
 
 27 
 
 26.04 
 
 23.11 
 
 21.79 
 
 18.97 
 
 14.93 
 
 11.79 
 
 9.60 
 
 8.21 
 
 6.93 
 
 3.59 
 
 3.57 
 
 25.76 
 
 22.94 
 
 21.64 
 
 18.82 
 
 14.88 
 
 11.90 
 
 9.07 
 
 8.11 
 
 0.94 
 
 4.82 
 
 3.81 
 
 3.79 
 
 3.70 
 
 3.76 
 
 26.03 
 
 23.09 
 
 21.76 
 
 18.89 
 
 14.84 
 
 11.69 
 
 0.43 
 
 8.16 
 
 6.81 
 
 4.69 
 
 3.64 
 
 3.62 
 
 3.02 
 
 3.61 
 
 20.00 
 
 23.17 
 
 21.86 
 
 18.99 
 
 15.04 
 
 12.05 
 
 8.31 
 
 7.07 
 
 5.00 
 
 4.11 
 
 4.09 
 
 4.00 
 
 4.05 
 
 25.96 
 
 23.08 
 
 21.76 
 
 18.92 
 
 14.92 
 
 11.86 
 
 9.61 
 
 8.20 
 
 0.94 
 
 4.82 
 
 3.79 
 
 3.77 
 
 3.75 
 
 1.27 
 
 2.88 
 
 1.32 
 
 2.84 
 
 4.00 
 
 3.06 
 
 1.41 
 
 1.26 
 
 2.12 
 
 1.03 
 
 0.02 
 
 0.00 
 
 0.02 
 
 60.11 
 
 62.99 
 
 64.31 
 
 67.15 
 
 74.21 
 
 76.46 
 
 77.87 
 
 79.13 
 
 81.25 
 
 82.28 
 
 82.30 
 
 82.30 
 
 82.32 
 
 88.40 
 
 86.30 
 
 85.70 
 
 87.20 
 
 84.70 
 
 85.50 
 
 82.30 
 
 82.10 
 
 81.60 
 
 80.20 
 
 80.60 
 
 81.00 
 
 80.20 
 
 79.40 
 
 81.40 
 
 81.30 
 
 82.50 
 
 82.20 
 
 82.20 
 
 80.50 
 
 82.30 
 
 81.40 
 
 81.90 
 
 82.20 
 
 82.40 
 
 82.10 
 
 81.40 
 
 81.80 
 
 89.40 
 
 92.20 
 
 90.10 
 
 92.00 
 
 93.80 
 
 92.40 
 
 93.00 
 
 92.80 
 
 92.00 
 
 91.20 
 
 90.80 
 
 91.30 
 
 91.10 
 
 91.80 
 
 89.90 
 
 86.70 
 
 86.60 
 
 88.00 
 
 87.70 
 
 87.40 
 
 87.50 
 
 8S.OO 
 
 90.60 
 
 91.40 
 
 91.60 
 
 91.20 
 
 91.40 
 
 91.40 
 
 87.27 
 
 86.63 
 
 86.22 
 
 87.35 
 
 87.10 
 
 86.45 
 
 86.28 
 
 86.08 
 
 86.52 
 
 86.25 
 
 86.35 
 
 86.40 
 
 86.10 
 
 61.31 
 
 63.55 
 
 64.46 
 
 68.43 
 
 72.18 
 
 74.59 
 
 76.67 
 
 79.58 
 
 81.43 
 
 82.63 
 
 82.25 
 
 82.35 
 
 92.90 
 
 92.80 
 
 92.50 
 
 92.20 
 
 91.90 
 
 91.60 
 
 91.60 
 
 91.40 
 
 91.20 
 
 91.20 
 
 90.85 
 
 90.00 
 
 90.00 
 
 89.50 
 
 66.94 
 
 70.74 
 
 76.98 
 
 79.74 
 
 81.99 
 
 83.20 
 
 84.20 
 
 86.38 
 
 S7.06 
 
 86.83 
 
 86.23 
 
 842 74 
 
 842 74 
 
 842 74 
 
 842 74 
 
 842 74 
 
 842 : 74 
 842 j 74 
 842 1 74 
 842 , 74 
 842 74 
 
 842 | 74 
 842 74_ 
 
 842 ' 74 
 842 74 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 5992 
 
 30 
 
 31 
 
 40 
 
 40 
 
 40 
 
 42 
 
 48 
 
 50 
 
 50 
 
 50 
 
 50 
 
 50 
 
 50 
 
 50 
 
 1518 
 
 1941 
 
 2121- 
 
 2244 
 
 2244 
 
 2361 
 
 2474 
 
 2518 
 
 2518 
 
 2518 
 
 2518 
 
 2518 
 
 2518 
 
 14 
 
 100 
 
 137 
 
 331 
 
 531 
 
 662 
 
 841 
 
 934 
 
 1036 
 
 1098 
 
 1102 
 
 1081 
 
 1087 
 
 149 
 
 187 
 
 197 
 
 162 
 
 161 
 
 180 
 
 180 
 
 159 
 
 169 
 
 153 
 
 143 
 
 136 
 
 116 
 
 S619 
 
 8967 
 
 223 
 
 9562 
 
 9884 
 
 10030 
 
 10272 
 
 10455 
 
 10569 
 
 10681 
 
 10727 
 
 10721 
 
 10693 
 
 10679 
 
 28.50 
 
 29.50 
 
 30.00 
 
 31.25 
 
 33.00 
 
 33.25 
 
 34.75 
 
 34.25 
 
 35.00 
 
 37.00 
 
 37.00 
 
 37.00 
 
 36.50 
 
 36.50 
 
 29.05 
 
 30.26 
 
 30.70 
 
 31.80 
 
 33.41 
 
 34.61 
 
 35.58 
 
 36.11 
 
 36.57 
 
 37.49 
 
 37.78 
 
 37.68 
 
 37.42 
 
 37.21 
 
 4388 
 
 4571 
 
 4037 
 
 4804 
 
 5047 
 
 5228 
 
 5375 
 
 5455 
 
 5524 
 
 5063 
 
 5707 
 
 5692 
 
 5053 
 
 5621 
 
 4231 
 
 4396 
 
 4586 
 
 4758 
 
 4837 
 
 4802 
 
 4897 
 
 5045 
 
 5018 
 
 5020 
 
 5029 
 
 5040 
 
 5058 
 
 12245 
 
 12572 
 
 12720 
 
 13291 
 
 13816 
 
 14135 
 
 14417 
 
 14585 
 
 14814 
 
 15067 
 
 15217 
 
 15227 
 
 15189 
 
 691 
 
 700 
 
 721 
 
 716 
 
 700 
 
 679 
 
 680 
 
 685 
 
 681 
 
 666 
 
 660 
 
 660 
 
 664 
 
 666 
 
 Bed rock. 
 
 | Water ^um)j of stationary plant running, Bertram moved 
 
 Caisson reached bed rock at 16.00 o’clock. 
 
 Cutting out rock. 
 
 28 
 
 3.57 
 
 3.76 
 
 3.61 
 
 4.05 
 
 3.75 
 
 0.00 
 
 82.32 
 
 79.00 
 
 80.05 
 
 90.40 
 
 91.25 
 
 85.32 
 
 81.57 
 
 89.05 
 
 85.30 
 
 842 , 74 
 
 5992 
 
 50 
 
 2518 
 
 1043 
 
 127 
 
 10646 
 
 36.00 
 
 37.02 
 
 5592 
 
 5054 
 
 15082 
 
 670 
 
 
 
 29 
 
 3.56 
 
 3.75 
 
 3.60 
 
 4.04 
 
 3.74 
 
 0.01 
 
 82.33 
 
 79.40 
 
 80.40 
 
 89.50 
 
 91.00 
 
 85.08 
 
 81.84 
 
 89.45 
 
 85.71 
 
 842 j 74 
 
 5992 
 
 50 
 
 2518 
 
 1031 
 
 149 
 
 10656 
 
 36.00 
 
 37.20 
 
 5619 
 
 5037 
 
 15055 
 
 669 
 
 
 
 30 
 
 3.55 
 
 3.75 
 
 3.59 
 
 4.04 
 
 3.73 
 
 0.01 
 
 82.34 
 
 77.90 
 
 82.90 
 
 90.20 
 
 91.20 
 
 85.55 
 
 81.82 
 
 89.85 
 
 86.12 
 
 842 74 
 
 5992 
 
 50 
 
 2518 
 
 1057 
 
 146 
 
 10679 
 
 36.00 
 
 37.38 
 
 5646 
 
 5033 
 
 15116 
 
 666 
 
 
 
 31 
 
 3.50 
 
 3.71 
 
 3.54 
 
 4.00 
 
 3.69 
 
 0.04 
 
 82.38 
 
 78.60 
 
 81.50 
 
 01.30 
 
 92.30 
 
 85.92 
 
 82.23 
 
 90.00 
 
 86.31 
 
 842 74 
 
 5992 
 
 50 
 
 2518 
 
 1080 
 
 139 
 
 10695 
 
 36.00 
 
 37.46 
 
 5659 
 
 5036 
 
 15172 
 
 664 
 
 
 
 1893. 
 
 Jan. 1 
 
 3.35 
 
 3.49 
 
 3 38 
 
 3 77 
 
 3.50 
 
 0.19 
 
 82.57 
 
 80.90 
 
 83.90 
 
 91.40 
 
 92.40 
 
 87.15 
 
 83.65 
 
 90.10 
 
 86.60 
 
 842 74 
 
 5992 
 
 50 
 
 2518 
 
 1159 
 
 101 
 
 10736 
 
 36.75 
 
 37.58 
 
 5677 
 
 5059 
 
 15366 
 
 658 
 
 
 
 2 
 
 3.10 
 
 3.15 
 
 3.10 
 
 3.40 
 
 3.19 
 
 0.31 
 
 82.88 
 
 83.00 
 
 83.50 
 
 90.60 
 
 91.60 
 
 87.18 
 
 83.99 
 
 90.10 
 
 86.91 
 
 842 74 
 
 5992 
 
 50 
 
 2518 
 
 1177 
 
 100 
 
 10753 
 
 36.50 
 
 37.72 
 
 5697 
 
 5056 
 
 15413 
 
 656 
 
 
 
 3 
 
 3.02 
 
 3.09 
 
 3.01 
 
 3.33 
 
 3.11 
 
 0.08 
 
 82.96 
 
 87.30 
 
 82.30 
 
 89.00 
 
 90.00 
 
 87.15 
 
 84.04 
 
 89.80 
 
 86.69 
 
 842 74 
 
 5992 
 
 50 
 
 2518 
 
 1180 
 
 90 
 
 10746 
 
 36.00 
 
 37.62 
 
 5683 
 
 5063 
 
 15420 
 
 657 
 
 
 
 4 
 
 3.01 
 
 3.08 
 
 3.01 
 
 3.33 
 
 3.11 
 
 0.00 
 
 82.96 
 
 87.40 
 
 83.40 
 
 89.30 
 
 91.30 
 
 87.85 
 
 84.74 
 
 89.70 
 
 86.59 
 
 842 74 
 
 5992 
 
 50 
 
 2518 
 
 1219 
 
 63 
 
 10758 
 
 36.00 
 
 37.58 
 
 5677 
 
 5081 
 
 15510 
 
 655 
 
 
 
 - 
 
 3.01 
 
 q ns 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 36.50 
 
 38.06 
 
 5749 
 
 5039 
 
 15489 
 
 651 
 
 
 Pumping finished at 10.55 o’clock. Sealing commenced 
 ( Sealing finished at 17.30 o'clock Jan. 11, air taken oil 7.35 
 
 
 
 
 3.29 
 
 3.08 
 
 
 ... ,,,, 
 
 
 87.60 
 
 91.10 
 
 90.10 
 
 89.10 
 
 86.02 
 
 93.90 
 
 
 842 74 
 
 5992 
 
 50 
 
 
 
 164 
 
 10931 
 
 
 
 
 
 i -<t«q 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 — 
 
 
22 
 
 APPENDIX 0.—Continued. 
 RECORD OP SINKING CAISSONS. 
 PIER IV. 
 
 Observations taken at 8 o’clock. 
 
 Elevations op Cdtting E 
 
 1892. 
 Sept. 24 I 
 
 80.30 
 
 81.45 
 
 80.81 
 
 74.84 
 
 10 60.32 59 
 
 11 57.97 | 56 
 
 55.33 53 
 
 52.84 52 
 
 41.54 
 40.70 ‘ 
 
 51.97 
 
 47.84 
 
 43.05 
 
 54.56 
 
 52.41 
 
 48.85 
 43.48 
 
 41.07 
 
 39.97 
 
 38.96 
 
 35.07 
 
 30.85 
 
 11.11 
 
 12.48 
 
 13.01 
 
 13.26 
 
 14.01 
 
 Elevations of Gkound. 
 
 Average 
 
 Caisson. 
 
 
 
 Weights. 
 
 Air Pressure. 
 
 Reaction 
 
 Pressure. 
 
 Net 
 
 Weight. 
 
 Surface 
 
 Contact. 
 
 Average 
 
 Weight 
 
 surface 
 exposed 
 to friction 
 
 Material. 
 
 
 
 
 s. w. 
 
 Average. 
 
 
 Timber 
 
 Caisson 
 
 ST 
 
 Shafts, 
 
 -ry. 
 
 Sand. 
 
 
 
 as. 
 
 SSt 
 
 
 
 
 
 
 Ft. 
 
 
 Ft. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Lbs. 
 
 Lbs. 
 
 Tons. 
 
 Tons. 
 
 Sq. Ft. 
 
 Lbs. 
 
 
 
 
 
 to pn 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 no on 
 
 in in 
 
 
 
 
 
 
 
 
 391 
 
 
 
 
 
 
 
 
 'I ' 
 
 
 Qn 
 
 
 
 . . 
 
 ii fin 
 
 366 
 
 44 
 
 
 
 
 
 
 417 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 19 fil 
 
 398 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 TO R- 
 
 ‘l Br 
 
 
 -a ns 
 
 -o on 
 
 
 09 C- 
 
 ii no 
 
 416 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 TO no 
 
 7i an 
 
 -o fin 
 
 -o fin 
 
 
 
 09 fin 
 
 11 09 
 
 
 
 
 
 
 
 
 
 . 
 
 
 
 
 
 
 69.05 
 
 67.05 
 
 70.05 
 
 69.05 
 
 . 
 
 
 09 K1 
 
 
 
 
 900 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 fi« oo 
 
 CO 99 
 
 RO 79 
 
 fir R9 
 
 RR 90 
 
 
 09 79 
 
 
 rnc 
 
 49 
 
 
 
 
 
 
 
 
 
 
 
 
 
 . . 
 
 -i -n 
 
 ,i rf) 
 
 c fin 
 
 „ n - 
 
 
 09 -0 
 
 
 T9* 
 
 n 
 
 
 
 
 
 
 
 
 
 
 
 
 
 cn ~n 
 
 cs Rn 
 
 in 
 
 -0 cn 
 
 71 an 
 
 
 09 S7 
 
 
 548 
 
 
 i9ni 
 
 
 
 
 
 
 
 
 
 
 
 
 'I 7R 
 
 71 7« 
 
 
 71 CO 
 
 "9 01 
 
 
 
 99 74 
 
 550 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 -1 7R 
 
 79 90 
 
 
 , n „ 
 
 7 , iq 
 
 
 
 
 iin 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 -1 SO 
 
 -n oo 
 
 
 fiO 90 
 
 
 
 
 
 624 
 
 
 9n«ii 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 .. .. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 754 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Fine blue sand. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 73 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 77 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i Fine sand 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 71.10 
 
 07.60 
 
 
 73.30 
 
 71.70 
 
 50.89 
 
 
 71.41 
 
 1031 
 
 86 
 
 7200 
 
 38 
 
 . | . 
 
 
 8355 
 
 31.50 
 
 30.99 
 
 4681 
 
 3674 
 
 10179 
 
 722 
 
 “ “ 
 
 \ Framing of caisson timber commenced Aug. 18th. Cut- 
 
 \ ting edge set up Aug. 26th. Caisson launched Sept. 20th. 
 Caisson located at site of pier. 
 
 Water pumped out of caisson. 
 Concreting commenced at 8.50 o'clock. 
 
 Air pumps started at 7.45, sand pumps at 18.05 o’clock. 
 
 [up. 
 
 Sand pumps stopped at 2.50 o’clock. Caisson straightened 
 \ Repairing working chamber. Sand pumps resumed work 
 
 Timber work of caisson finished. 
 Concreting of caisson finished. 
 Laying of masonry commenced. 
 
23 
 
 APPENDIX O—Continued. 
 
 RECORD OF SINKING CAISSONS. 
 
 PIER IV— Continued. 
 
 Observations taken at 8 o’clock. 
 
 D 
 
 Elevations op Cutting Edge. 
 
 
 Elevations op Ground. 
 
 Average 
 
 Hater 
 
 Depth 
 
 Weights. 
 
 
 S8URE. 
 
 Reaction 
 
 Pressure. 
 
 Net 
 
 Weight. 
 
 Stirfnce 
 
 Contact. 
 
 Weight* 
 
 surface 
 
 Material. 
 
 REMARKS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Caisson. 
 
 
 Ma- 
 
 
 
 j nd( . 
 
 
 
 
 "• "• 
 
 S.E. 
 
 
 Hours. 
 
 Total. 
 
 N.I.. 
 
 
 S. A. 
 
 
 
 
 
 
 Timber! Iron. 
 
 cretc. 
 
 
 sour.v. 
 
 
 
 catcd. 
 
 luted. 
 
 
 
 
 to friction 
 
 
 
 1892. 
 
 
 
 
 
 Ft. 
 
 Ft. 
 
 
 
 
 
 
 Ft. 
 
 
 Ft. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. Tons. 
 
 Tons. 
 
 Lbs. 
 
 Lbs. 
 
 Tons. 
 
 Tons. 
 
 Sq. ft. 
 
 Lbs. 
 
 
 
 Oct. 26 
 
 21.21 
 
 90 95 
 
 21.36 
 
 20.40 20.81 
 
 0.00 
 
 62.19 
 
 75.00 
 
 66.20 
 
 75.00 
 
 74.00 
 
 72.70 
 
 51.89 
 
 92.36 
 
 71.55 
 
 1031 
 
 86 
 
 7200 
 
 38 
 
 311 
 
 
 8666 
 
 32.00 
 
 31.05 
 
 4690 
 
 3970 
 
 10379 
 
 766 
 
 Coarse sand. 
 
 
 27 
 
 19.84 
 
 18.94 
 
 20.03 
 
 19.13 19.49 
 
 1.32 
 
 63.51 
 
 76.20 
 
 71.70 
 
 75.00 
 
 73.00 
 
 74.40 
 
 54.91 
 
 92.35 
 
 72.86 
 
 1031 
 
 86 
 
 7239 
 
 38 
 
 449 
 
 
 8843 
 
 32.75 
 
 31.62 
 
 4776 
 
 4067 
 
 10973 
 
 741 
 
 
 
 28 
 
 17.36 
 
 10.90 
 
 17.44 
 
 16.98 : 17.17 
 
 2.32 
 
 65.83 
 
 80.10 
 
 72.50 
 
 77.30 
 
 75.50 
 
 76.40 
 
 59.23 
 
 92.65 
 
 75.48 
 
 1031 
 
 86 
 
 7239 
 
 39 
 
 706 
 
 . 37 
 
 9138 
 
 33.00 
 
 32.76 
 
 4949 
 
 4189 
 
 11836 
 
 708 
 
 
 
 29 
 
 14.92 
 
 14.53 
 
 U 98 
 
 14.59 14.75 
 
 2.42 
 
 08.25 
 
 81.20 
 
 74.70 
 
 76.60 
 
 73.60 
 
 76.52 
 
 61.77 
 
 93.57 
 
 78.82 
 
 1031 
 
 86 
 
 7239 
 
 39 
 
 919 
 
 . 129 
 
 9443 
 
 34.50 
 
 34.21 
 
 5168 
 
 4275 
 
 12354 
 
 692 
 
 
 
 30 
 
 13.21 
 
 12.85 
 
 13.28 
 
 12.92 ' 13.06 
 
 1.69 
 
 69.94 
 
 70.70 
 
 75.20 
 
 79.90 
 
 74.90 
 
 76.70 
 
 63.64 
 
 93.79 
 
 80.73 
 
 1031 
 
 86 
 
 7239 
 
 39 
 
 1149 
 
 .I 190 
 
 9734 
 
 35.25 
 
 35.04 
 
 5293 
 
 4441 
 
 12722 
 
 698 
 
 
 
 31 
 
 10.51 
 
 10.30 
 
 10.53 
 
 10.32 10.42 
 
 2.64 
 
 72.58 
 
 79.40 
 
 73.90 
 
 82.00 
 
 77.00 
 
 78.07 
 
 67.65 
 
 03.70 
 
 83.28 
 
 1031 
 
 86 
 
 7239 
 
 39 
 
 1172 
 
 .| 275 
 
 9842 
 
 36.00 
 
 36.14 
 
 5459 
 
 4383 
 
 13532 
 
 648 
 
 
 
 Noy t 
 
 
 8 52 
 
 8.72 
 
 8.56 8.62 
 
 1.80 
 
 74.38 
 
 79.70 
 
 80.70 
 
 83.50 
 
 78.50 
 
 80.60 
 
 71.98 
 
 93.50 
 
 84.88 
 
 1031 
 
 86 
 
 7239 
 
 39 
 
 1317 
 
 . 329 
 
 10041 
 
 36.50 
 
 36.84 
 
 5565 
 
 4476 
 
 14396 
 
 622 
 
 
 
 2 
 
 7.07 
 
 6.87 
 
 7.00 
 
 6.86 I 6.97 
 
 1.65 
 
 76.03 
 
 81.80 
 
 81.80 
 
 84.10 
 
 76.10 
 
 80.95 
 
 73.98 
 
 93.30 
 
 86.33 
 
 1031 
 
 86 
 
 7239 
 
 40 
 
 1512 
 
 .! 377 
 
 10285 
 
 37.25 
 
 37.47 
 
 5660 
 
 4625 
 
 14797 
 
 625 
 
 
 
 3 
 
 3.69 
 
 3.54 
 
 3.69 
 
 3.54 I 3.81 
 
 3.36 
 
 79.39 
 
 79.40 
 
 79.40 
 
 83.60 
 
 75.60 
 
 79.50 
 
 75.89 
 
 93.10 
 
 89.49 
 
 1031 
 
 86 
 
 7239 
 
 40 
 
 1761 
 
 74 1 442 
 
 10673 
 
 39.00 
 
 38.84 
 
 5867 
 
 4806 
 
 15088 
 
 637 
 
 
 
 4 
 
 
 1.75 
 
 1.92 
 
 1.75 1 1.84 
 
 1.77 
 
 81.16 
 
 83.00 
 
 83.00 
 
 83.00 
 
 80.00 
 
 82.25 
 
 80.41 
 
 93.00 
 
 91.16 
 
 1031 
 
 86 
 
 7230 
 
 41 
 
 1966 
 
 273 365 
 
 11001 
 
 38.50 
 
 39.56 
 
 5976 
 
 5025 
 
 15601 
 
 644 
 
 
 
 5 
 
 0.59 
 
 0.52 
 
 0.56 
 
 0.49 0.54 
 
 1.30 
 
 82.40 
 
 83.50 
 
 80.00 
 
 86,60 
 
 81.60 
 
 83.00 
 
 82.46 
 
 92.90 
 
 92.36 
 
 1031 
 
 86 
 
 7230 
 
 43 
 
 2168 
 
 392 342 
 
 11301 
 
 40.50 
 
 40.08 
 
 6054 
 
 5247 
 
 16010 
 
 655 
 
 
 
 
 
 
 —0.89 
 
 
 1.45 
 
 83.91 
 
 83.30 
 
 80.30 
 
 89.10 
 
 81.10 
 
 83.45 
 
 84.36 
 
 92. SO 
 
 93.71 
 
 1031 
 
 86 
 
 7239 
 
 43 
 
 2286 
 
 499 316 
 
 11500 
 
 42.00 
 
 40.67 
 
 6143 
 
 5357 
 
 16289 
 
 658 
 
 
 
 
 
 
 
 0 gg _0 qo 
 
 1.91 
 
 85.82 
 
 85.50 
 
 77.70 
 
 88.50 
 
 81.00 
 
 88.20 
 
 86.02 
 
 92.70 
 
 95.52 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2286 
 
 589 322 
 
 11597 
 
 41.50 
 
 41.46 
 
 6263 
 
 5334 
 
 16516 
 
 646 
 
 
 
 g 
 
 
 
 
 
 1.33 
 
 87.15 
 
 83.00 
 
 79.00 
 
 89.10 
 
 82.60 
 
 83.43 
 
 87.58 
 
 92.70 
 
 96.85 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2437 
 
 073 ! 315 
 
 11825 
 
 42.50 
 
 42.03 
 
 6349 
 
 6476 
 
 16734 
 
 654 
 
 
 
 
 
 
 —5.76 
 
 
 1.56 
 
 88.71 
 
 83.40 
 
 82.40 
 
 88.40 
 
 85.40 
 
 84.90 
 
 90.61 
 
 92.60 
 
 98.31 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 809 262 
 
 11089 
 
 43. CO 
 
 42.67 
 
 6446 
 
 5543 
 
 17147 
 
 646 
 
 
 
 
 
 
 —0.97 
 
 —7.01 —6.96 
 
 1.25 
 
 89.96 
 
 84.40 
 
 84.40 
 
 87.90 
 
 87.00 
 
 85.92 
 
 92.88 
 
 92.70 
 
 90.66 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 963 231 
 
 12112 
 
 43.00 
 
 43.25 
 
 6533 
 
 5579 
 
 17455 
 
 639 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 _~ QQ _7 07 
 
 0.99 
 
 90.95 
 
 89.80 
 
 90.80 
 
 91.20 
 
 87.20 
 
 89.75 
 
 97.70 
 
 92.60 
 
 100.55 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 1230 97 
 
 1 i> 
 
 43.75 
 
 
 
 
 
 
 j boulders. 
 
 
 
 
 
 —8.05 
 
 —8.02 —7.98 
 
 0.03 
 
 90.98 
 
 89.10 
 
 89.30 
 
 90.00 
 
 S6.00 
 
 8S.60 
 
 96.58 
 
 92.60 
 
 100.58 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 1168 | 137 
 
 1222! 
 
 44.50 
 
 43.65 
 
 6594 
 
 5629 
 
 17957 
 
 627 
 
 
 
 
 
 
 
 —8.14 -8.09 
 
 0.11 
 
 91.09 
 
 88.50 
 
 78.80 
 
 88.90 
 
 78.90 
 
 83.80 
 
 91. S9 
 
 92.60 
 
 100.69 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 909 300 
 
 12127 
 
 44.00 
 
 43.70 
 
 6601 
 
 5526 
 
 17305 
 
 638 
 
 
 
 
 
 
 g 50 
 
 
 0.35 
 
 91.44 
 
 86.60 
 
 78.60 
 
 88.80 
 
 79.80 
 
 S3.45 
 
 91.89 
 
 92.60 
 
 101.04 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 909 313 
 
 12140 
 
 44.50 
 
 43.85 
 
 6624 
 
 5516 
 
 17305 
 
 637 
 
 
 
 15 
 
 —8.83 
 
 —8.76 
 
 —9.02 
 
 —8.95 —8.89 
 
 0.45 
 
 91.89 
 
 1 85.60 
 
 77.60 
 
 88.50 
 
 79.30 
 
 82.75 
 
 91.64 
 
 92.60 
 
 101.49 
 
 1081 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 895 337 
 
 12150 
 
 43.50 
 
 44.05 
 
 6654 
 
 5496 
 
 17279 
 
 636 
 
 
 
 
 
 
 
 
 0.00 
 
 91.89 
 
 84.50 
 
 76.50 
 
 85.70 
 
 80.70 
 
 81.85 
 
 90.74 
 
 92.50 
 
 101.39 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 837 364 
 
 12119 
 
 44.25 
 
 44.00 
 
 6646 
 
 5473 
 
 17160 
 
 638 
 
 
 
 
 
 
 
 
 
 
 
 75.80 
 
 84.10 
 
 80.10 
 
 81.32 
 
 90.21 
 
 02.50 
 
 101.49 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 817 , 386 
 
 12121 
 
 44.00 
 
 44.05 
 
 6654 
 
 5467 
 
 17032 
 
 640 
 
 
 
 
 8 83 
 
 8 70 
 
 
 
 
 
 
 76.60 
 
 89.50 
 
 78.10 
 
 82.62 
 
 01.51 
 
 92.50 
 
 101.39 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 888 338 
 
 12144 
 
 44.75 
 
 44.00 
 
 6646 
 
 5498 
 
 17266 
 
 637 
 
 
 Final settlement mude at 15.50 o’clock. 
 
 
 0 r 
 
 0 03 
 
 
 
 
 
 
 77.40 
 
 90.20 
 
 77.00 
 
 82.62 
 
 91.79 
 
 92.40 
 
 101.57 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 903 334 
 
 12155 
 
 45.00 
 
 44.08 
 
 6659 
 
 5496 
 
 17305 
 
 635 
 
 
 Pumping finished at 19.30 0 clock. 
 
 20 
 
 j _fl 17 
 
 —9.03 
 
 —9.32 
 
 —9.18 ! —9.17 
 
 0.00 
 
 92.17 
 
 80.10 
 
 77.10 
 
 90.30 
 
 77.80 
 
 82.80 
 
 91.97 
 
 92.60 
 
 101.77 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 913 I 335 
 
 12166 
 
 44.75 
 
 44.17 
 
 6672 
 
 5494 
 
 17330 
 
 634 
 
 
 Sealing commenced at 12.30. 
 
 30 
 
 —9.17 
 
 -9.03 
 
 
 —9.18 —9.17 
 
 0.00 
 
 92.17 
 
 84.60 
 
 76.60 
 
 90.80 
 
 77.80 
 
 M 
 
 91.62 
 
 92.60 
 
 101.77 
 
 1031 
 
 86 
 
 7239 
 
 44 
 
 2518 
 
 894 j 347 
 
 12159 
 
 
 
 
 
 17282 
 
 
 
 Sealing finished at 2.00 o’clock and air taken oil at 16.15 
 
24 
 
 APPENDIX O.—Continued. 
 RECORD OF SINKING CAISSONS. 
 PIER V. 
 
 Observations taken at 8 o’clock. 
 
 
 Elevations of Cuttino Edge. 
 
 Sinkaoe. 
 
 Elevations of Ground. 
 
 Average 
 
 
 Immersed 
 
 W'EirmTS. 
 
 .Air Pressure. 
 
 1 Pressure 
 
 
 Surface 
 
 Average 
 
 Weight 
 
 surface 
 exposed 
 [to friction 
 
 
 
 
 
 
 ,E. 
 
 S.W. 
 
 Average. 
 
 A”. 
 
 Total. 
 
 
 ,.w. 
 
 
 .... 
 
 Average. 
 
 
 Gauge. 
 
 Timber 
 
 .1 I 
 
 Con- 
 
 sgm 
 
 A'- 
 
 
 
 Total. 
 
 oa'tol. 
 
 
 Weight. 
 
 Material. 
 
 REMARKS. 
 
 1892 
 
 
 
 
 
 
 Ft. 
 
 Ft. 
 
 
 
 
 
 
 Ft. 
 
 
 Ft. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Toiis. 
 
 Tons. 
 
 Tous. 
 
 Tons. 
 
 Lbs. 
 
 Lbs. 
 
 Tons. 
 
 Tons. 
 
 Sq. Ft. 
 
 Lbs. 
 
 
 Framing of caisson timber commenced Nov. 6th, cutting 
 edge set up on launching ways Nov. 8th, building of first 
 section finished Nov. 23d, and caisson launched Dec. 11. 
 
 
 83.20 
 
 82.80 
 
 83.20 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 28 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 13 
 
 81.10 
 
 80.80 
 
 82.00 
 
 81.70 
 
 
 i nn 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 t 1 . 
 
 10 
 
 SO. 85 
 
 80.40 
 
 81.75 
 
 81.30 
 
 
 0 39 
 
 
 
 
 
 72.20 
 
 
 
 92.50 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 U 
 
 79.20 
 
 78.00 
 
 80.40 
 
 
 
 1 88 
 
 
 
 
 
 
 
 00 
 
 
 34 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 18 
 
 76.64 
 
 75.20 
 
 78.02 
 
 76.58 
 
 
 
 
 
 
 77.90 
 
 75.90 
 
 
 
 91.90 
 
 15.29 
 
 296 
 
 34 
 
 108 
 
 
 
 
 
 446 
 
 
 
 
 
 
 
 
 a.sso name uu Sou s. oh . ? huo , ’ Ac 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 19 
 
 75.30 
 
 73.30 
 
 77.35 
 
 
 75 89. 
 
 1.29 
 
 7.68 
 
 76.60 
 
 
 
 
 an 
 
 0 98 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 221 
 
 6742 
 
 
 
 20 
 
 74.85 
 
 72.07 
 
 77.23 
 
 75.35 
 
 
 n 99 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 21 
 
 74.58 
 
 72.77 
 
 77.14 
 
 75.33 
 
 7A 95 
 
 0.15 
 
 8.05 
 
 77.40 
 
 75.90 
 
 
 
 78.23 
 
 
 
 
 
 
 676 
 
 
 
 
 inu 
 
 
 
 
 
 
 
 
 
 22 
 
 74.28 
 
 72.65 
 
 76.88 
 
 75.25 
 
 
 
 
 77 on 
 
 
 
 ~ 7 on 
 
 77.95 
 
 
 
 
 
 34 
 
 35 
 
 
 
 
 
 
 
 788 
 
 
 
 1031 
 
 1113 
 
 
 
 28 
 
 
 72.65 
 
 76.50 
 
 74.87 
 
 74.58 
 
 0.18 
 
 8.42 
 
 77.50 
 
 76.50 
 
 78.80 
 
 77.30 
 
 77.52 
 
 2.94 
 
 91.20 
 
 16.62 
 
 303 
 
 676 
 
 9 . 
 
 
 
 1023 
 
 7.50 
 
 7.21 
 
 747 
 
 276 
 
 496 
 
 
 Sand pumps started at 20:10 o’clock. 
 
 
 70 7ft 
 
 
 
 
 79 an 
 
 
 
 |*Q , 0 
 
 ri) 
 
 81 sn 
 
 i-q an 
 
 -o o- 
 
 - i-' 
 
 on ar 
 
 ia n- 
 
 
 35 
 
 09C 
 
 0 
 
 
 
 
 
 
 
 
 
 
 
 
 25 
 
 69.23 
 
 69.48 
 
 69.43 
 
 69.68 
 
 69.40 
 
 3.34 
 
 13.54 
 
 79.20 
 
 76.60 
 
 85.70 
 
 70 on 
 
 80.17 
 
 
 
 
 755 
 
 
 
 
 
 
 
 
 9.17 
 
 010 
 
 "00 
 
 
 632 
 
 
 Sand pumps stopped at 10:40 o’clock, waiting for timber 
 [work. 
 
 26 
 
 08.92 
 
 08.13 
 
 09.00 
 
 68 91 
 
 68 56 
 
 0.90 
 
 14.44 
 
 79.40 
 
 76.90 
 
 88 an 
 
 78.50 
 
 
 
 
 
 355 
 
 
 
 
 
 
 
 9.50 
 
 0B8 
 
 556 
 
 596 
 
 
 
 27 
 
 68.92 
 
 68.13 
 
 69.00 
 
 68.21 
 
 08.50 
 
 0.00 
 
 14.44 
 
 78.00 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 941 
 
 920 
 
 
 
 
 28 
 
 68.92 
 
 68.13 
 
 69.00 
 
 68.21 
 
 68.56 
 
 0.00 
 
 14.44 
 
 78.50 
 
 77-50 
 
 
 79.00 
 
 81.00 
 
 12.44 
 
 
 
 
 40 
 
 1118 
 
 10 
 
 
 
 
 
 9.75 
 
 
 
 
 
 Sand pumps resumed work at 20:00 o’clock. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 29 
 
 07.27 
 
 67.03 
 
 67.21 
 
 66.97 
 
 67 19 
 
 1.44 
 
 16 88 
 
 77.50 
 
 79.40 
 
 89.30 
 
 
 81.65 
 
 14.53 
 
 
 
 
 40 
 
 
 
 
 
 
 
 
 
 
 
 
 69? 
 
 
 
 30 
 
 05.16 
 
 65.47 
 
 65.04 
 
 65.35 
 
 65.25 
 
 1.87 
 
 17.75 
 
 76.10 
 
 
 
 78.80 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1106 
 
 1232 
 
 978 
 
 1060 
 
 
 736 
 
 643 
 
 
 Sand pumps stopped at 21:30 o’clock, waiting for timber 
 
 31 
 
 02.17 
 
 63.41 
 
 61.75 
 
 62.99 
 
 62.58 
 
 2.67 
 
 20.42 
 
 75.60 
 
 84.10 
 
 88.30 
 
 80.80 
 
 82.20 
 
 19.62 
 
 
 
 442 
 
 42 
 
 
 12 
 
 
 
 
 2292 
 
 12.75 
 
 11.90 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 00.79 
 
 62.00 
 
 60.56 
 
 61.77 
 
 61.28 
 
 1.30 
 
 21.72 
 
 76.60 
 
 81.00 
 
 
 87.30 
 
 83.45 
 
 22.17 
 
 
 
 
 43 
 
 
 
 
 
 
 
 
 
 1295 
 
 1297 
 
 1021 
 
 1027 
 
 
 
 
 
 2 
 
 00.79 
 
 61.92 
 
 60.56 
 
 01.69 
 
 61.24 
 
 0.04 
 
 21.76 
 
 77.70 
 
 82.20 
 
 88.40 
 
 83.90 
 
 aa ns 
 
 21.81 
 
 
 
 472 
 
 43 
 
 1796 
 
 13 
 
 
 
 
 2324 
 
 13.50 
 
 12.53 
 
 
 561 
 
 
 
 3 
 
 60.74 
 
 61.76 
 
 60.47 
 
 61.49 
 
 61.12 
 
 0.12 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ' 
 
 
 
 4 
 
 00.40 
 
 60.58 
 
 60.24 
 
 60.42 
 
 60.41 
 
 0.71 
 
 2.51 
 
 22.59 
 
 78.30 
 
 78. SO 
 
 87.50 
 
 82.50 
 
 81.78 
 
 21.34 
 
 89.70 
 
 29.29 
 
 500 
 
 47 
 
 2098 
 
 13 
 
 
 
 
 2658 
 
 14.00 
 
 12.71 
 
 1316 
 
 1342 
 
 3585 
 
 749 
 
 
 Sand pumps resumed at 9:40 o’clock. 
 
 0 
 
 54.85 
 
 55.15 
 
 54.50 
 
 54.80 
 
 54.82 
 
 28.18 
 
 
 89.50 
 
 
 
 85.10 
 
 30.28 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1716 
 
 104 
 
 1742 
 
 1737 
 
 1742 
 
 1747 
 
 1760 
 
 1247 
 
 1465 
 
 1680 
 
 1723 
 
 1743 
 
 1750 
 
 1748 
 
 ““ 
 
 
 
 Sand pumps stopped at 8:00 o'clock, waiting for timber 
 [work. 
 
 8 
 
 9 
 
 10 
 
 12 
 
 13 
 
 54.77 
 
 54.77 
 
 54.77 
 
 54.77 
 
 54.77 
 
 54.77 
 
 55.06 
 
 55.00 
 
 55.06 
 
 55.06 
 
 55.06 
 
 55.06 
 
 55.06 
 
 54.42 
 
 54.42 
 
 54.42 
 
 54.42 
 
 54.42 
 
 54.42 
 
 54.42 
 
 54.71 
 
 54.71 
 
 54.71 
 
 54.71 
 
 54.71 
 
 54.71 
 
 54.71 
 
 54.74 
 
 54.74 
 
 54.74 
 
 54.74 
 
 54.74 
 
 54.74 
 
 0.08 
 
 0.00 
 
 0.00 
 
 0.00 
 
 0.00 
 
 0.00 
 
 0.00 
 
 28.26 
 
 28.26 
 
 28.26 
 
 76.10 
 
 76.00 
 
 75.80 
 
 75.30 
 
 75.10 
 
 75.10 
 
 88.10 
 
 88.40 
 
 88.30 
 
 88.30 
 
 87.70 
 
 88.00 
 
 88.30 
 
 87.70 
 
 87.50 
 
 86.80 
 
 86.90 
 
 86.70 
 
 86.90 
 
 89.70 
 
 91.50 
 
 88.80 
 
 88.90 
 
 88.30 
 
 88.90 
 
 88.30 
 
 85.40 
 
 85.85 
 
 84.92 
 
 84.85 
 
 84.45 
 
 84.72 
 
 84.67 
 
 30.66 
 
 31.11 
 
 30.18 
 
 30.11 
 
 29.71 
 
 29.98 
 
 93.10 
 
 93.50 
 
 93.40 
 
 93.50 
 
 93.60 
 
 93.90 
 
 38.36 
 
 38.76 
 
 38.66 
 
 38.76 
 
 38.86 
 
 39.16 
 
 500 
 
 544 
 
 566 
 
 587 
 
 47 
 
 47 
 
 48 
 
 51 
 
 52 
 
 53 
 
 2627 
 
 2853 
 
 2853 
 
 2853 
 
 2853 
 
 15 
 
 15 
 
 15 
 
 15 
 
 15 
 
 15 
 
 
 . 
 
 
 8189 
 
 3422 
 
 3497 
 
 3508 
 
 18.00 
 
 18.00 
 
 18.00 
 
 18.50 
 
 18.50 
 
 18.50 
 
 16.65 
 
 16.82 
 
 16.78 
 
 16.82 
 
 16.87 
 
 17.00 
 
 5151 
 
 5226 
 
 5070 
 
 5058 
 
 4991 
 
 5037 
 
 569 
 
 680 
 
 701 
 
 694 
 
 
 14 
 
 54.77 
 
 55.06 
 
 54.42 
 
 54.71 
 
 54.74 
 
 0.00 
 
 28.26 
 
 75.10 
 
 88.60 
 
 
 88 an 
 
 84.67 
 
 29.93 
 
 94.00 
 
 
 
 
 
 
 
 
 
 18.00 
 
 17.04 
 
 1764 
 
 1744 
 
 i-noa 
 
 694 
 
 
 
 15 
 
 54.77 
 
 55.06 
 
 54.42 
 
 54.71 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 15 
 
 
 
 
 
 
 
 
 16 
 
 54.77 
 
 55.06 
 
 54.42 
 
 54.71 
 
 54.74 
 
 0.00 
 
 28.26 
 
 74.60 
 
 85.60 
 
 85.20 
 
 87.70 
 
 
 
 
 
 587 
 
 
 
 
 
 
 
 
 
 
 
 
 4793 
 
 4943 
 
 729 
 
 702 
 
 
 
 17 
 
 54.77 
 
 55.06 
 
 54.42 
 
 54.71 
 
 54.74 
 
 0.00 
 
 28.26 
 
 70.00 
 
 86.50 
 
 85.60 
 
 88.60 
 
 84.16 
 
 29.42 
 
 94.20 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 18 
 
 54.77 
 
 55.06 
 
 54.42 
 
 54.71 
 
 54.74 
 
 0.00 
 
 28.26 
 
 76.40 
 
 88.30 
 
 86.00 
 
 89.20 
 
 84.97 
 
 30.23 
 
 94.50 
 
 39.76 
 
 587 
 
 53 
 
 3004 
 
 
 
 
 
 
 
 
 
 
 
 
 19 
 
 54.77 
 
 55.06 
 
 54.42 
 
 54.71 
 
 54.74 
 
 0.00 
 
 28.26 
 
 76.20 
 
 87.20 
 
 85.40 
 
 89.30 
 
 84.52 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1789 
 
 1870 
 
 5003 
 
 5053 
 
 5045 
 
 748 
 
 
 
 20 
 
 54.77 
 
 55.06 
 
 54.42 
 
 54.71 
 
 54.74 
 
 0.00 
 
 28.26 
 
 77.00 
 
 87.00 
 
 86.40 
 
 88.90 
 
 84.82 
 
 30.08 
 
 94.65 
 
 
 
 
 
 
 
 
 
 
 ia oa 
 
 
 
 
 21 
 
 54.77 
 
 55.06 
 
 54.42 
 
 54.71 
 
 54.74 
 
 0.00 
 
 28.26 
 
 77.10 
 
 87.10 
 
 86.40 
 
 88.50 
 
 84.77 
 
 30.03 
 
 94.70 
 
 39.96 
 
 
 
 
 17 
 
 
 
 
 3812 
 
 18.50 
 
 17.34 
 
 1795 
 
 2017 
 
 800 
 
 
 
 22 
 
 54.77 
 
 55.06 
 
 54.42 
 
 54.71 
 
 
 
 
 
 
 
 
 
 
 oi ~n 
 
 •■(I i,,' 
 
 aS7 
 
 
 
 
 
 
 
 
 23 
 
 50.74 
 
 50.47 
 
 50.38 
 
 50.11 
 
 50.42 
 
 4.32 
 
 32.58 
 
 76.70 
 
 86.70 
 
 86.90 
 
 87.90 
 
 84.55 
 
 34.13 
 
 94.70 
 
 44.28 
 
 
 
 
 
 
 
 
 
 ii'nn 
 
 
 inon 
 
 1822 
 
 5734 
 
 635 
 
 
 Pumping sand stopped at 15:50 o'clock, waiting for concrete 
 
 24 
 
 49.07 
 
 48.82 
 
 48.80 
 
 48.55 
 
 48.81 
 
 1.61 
 
 34.19 
 
 77.20 
 
 86 90 
 
 87.60 
 
 87.10 
 
 84.70 
 
 35.89 
 
 94.80 
 
 45.99 
 
 
 
 
 
 
 
 
 
 91 7E 
 
 in nit 
 
 unit? 
 
 
 25 
 
 49.07 
 
 48.82 
 
 48.70 
 
 48.51 
 
 48.79 
 
 0.02 
 
 84.21 
 
 76.10 
 
 87.10 
 
 87.00 
 
 86.60 
 
 84.35 
 
 35.56 
 
 94.90 
 
 46.11 
 
 
 
 3155 
 
 17 
 
 
 
 
 
 99 nn 
 
 20.01 
 
 9079 
 
 1-.-8 
 
 5974 
 
 595 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
25 
 
 APPENDIX 0— OourmuED. 
 RECORD OF SINKING CAISSONS. 
 PIER V— COSTOTXED. 
 
 Observations taken at 8 o’clock. 
 
 
 Elevations op Cutting Edge. 
 
 
 Elevations of Ground. 
 
 
 
 Depth 
 
 
 
 
 Weights. 
 
 
 AIR PBES8UBK. 
 
 Reaction 
 
 
 Surface 
 
 Average 
 
 Weight 
 
 footon 
 
 Matebial. 
 
 REMARKS. 
 
 
 
 
 
 
 
 i„.« 
 
 
 
 
 
 
 
 
 < s*. 
 
 wersed. 
 
 Caisson 
 
 
 Shafts’, 
 
 
 
 
 Indi- 
 
 
 
 Weight. 
 
 Contact. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Timber] 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Iron. 
 
 Crete. 
 
 
 
 
 
 
 
 
 
 
 
 
 1893 
 
 
 
 
 
 
 Ft. 
 
 Ft. 
 
 
 
 
 
 
 Ft. 
 
 
 Ft. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. I Tons. 
 
 Tons. 
 
 Tons. 
 
 Lbs. 
 
 Lbs. 
 
 Tons. 
 
 Tons. 
 
 Sq. Ft. 
 
 Lbs. 
 
 
 
 Jan. 26 i 
 
 49.07 
 
 48.82 
 
 48.76 
 
 48.51 
 
 48.79 
 
 0.00 
 
 34.21 
 
 74.80 
 
 87.10 
 
 87.70 
 
 85.70 
 
 83.82 
 
 35.03 
 
 94.90 
 
 46.11 
 
 624 
 
 54 
 
 3155 
 
 17 
 
 
 
 3850 
 
 22.50 
 
 20.01 
 
 2072 
 
 1778 
 
 5885 
 
 604 
 
 Medium Sand. 
 
 
 27 
 
 49.07 
 
 48.82 
 
 48.76 
 
 48.51 
 
 48.79 
 
 0.00 
 
 34.21 
 
 74.80 
 
 86.70 
 
 86.90 
 
 86.80 
 
 83.80 
 
 35.01 
 
 94.75 
 
 45.96 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 23.00 
 
 19.95 
 
 2066 
 
 1805 
 
 5S82 
 
 612 
 
 
 
 28 
 
 49.07 
 
 48.82 
 
 48.76 
 
 48.51 
 
 48.79 
 
 0.00 
 
 34.21 
 
 73.20 
 
 85.30 
 
 86.90 
 
 85.90 
 
 82.82 
 
 34.03 
 
 94.75 
 
 45.96 
 
 645 i 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 23.00 
 
 19.95 
 
 2066 
 
 1805 
 
 5717 
 
 631 
 
 
 
 29 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.24 
 
 34.45 
 
 74.50 
 
 84.00 
 
 86.20 
 
 84.20 
 
 82.22 
 
 33.67 
 
 94,60 
 
 46.05 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 23.00 
 
 19.99 
 
 2070 
 
 1801 
 
 5657 
 
 637 
 
 
 
 30 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 75.10 
 
 82.10 
 
 87.70 
 
 82.80 
 
 81.92 
 
 33.37 
 
 94.60 
 
 40.05 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 23.00 
 
 19.99 
 
 2070 
 
 1801 
 
 5606 
 
 643 
 
 
 
 31 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 75.20 
 
 81.70 
 
 85.60 
 
 82.60 
 
 81.27 
 
 32.72 
 
 94.45 
 
 45.90 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 23.00 
 
 19.92 
 
 2063 
 
 1808 
 
 5497 
 
 658 
 
 
 
 Feb. 1 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 74.60 
 
 80.00 
 
 87.50 
 
 81.10 
 
 80.80 
 
 32.25 
 
 94.30 
 
 45.75 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 23.25 
 
 19.86 
 
 2056 
 
 1815 
 
 5418 
 
 670 
 
 
 
 2 | 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 76.10 
 
 81.10 
 
 86.70 
 
 82.10 
 
 81.50 
 
 32.95 
 
 93.90 
 
 45.35 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 23.25 
 
 19.68 
 
 2038 
 
 1833 
 
 5536 
 
 662 
 
 
 
 3 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 76.50 
 
 81.50 
 
 87.00 
 
 81.80 
 
 81.70 
 
 33.15 
 
 93.70 
 
 45.15 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 23.00 
 
 10.60 
 
 2029 
 
 1842 
 
 5569 
 
 662 
 
 
 
 4 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 78.20 
 
 82.10 
 
 87.30 
 
 80.70 
 
 82.07 
 
 33.52 
 
 93.40 
 
 44.85 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 23.00 
 
 19.46 
 
 2014 
 
 1857 
 
 5631 
 
 060 
 
 
 
 5 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 75.10 
 
 81.60 
 
 87.40 
 
 80.90 
 
 81.25 
 
 32.70 
 
 93.50 
 
 44.05 
 
 045 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 22.50 
 
 19.51 
 
 2020 
 
 1851 
 
 5494 
 
 074 
 
 
 
 6 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 75.40 
 
 80.00 
 
 86.80 
 
 80.30 
 
 80.62 
 
 32.07 
 
 93.90 
 
 45.85 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 22.25 
 
 19.08 
 
 2038 
 
 1833 
 
 5388 
 
 680 
 
 
 
 7 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 75.60 
 
 80.60 
 
 87.70 
 
 80.20 
 
 81.02 
 
 32.47 
 
 93.80 
 
 45.25 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 22.00 
 
 19.64 
 
 2034 
 
 1837 
 
 5455 
 
 674 
 
 
 
 8 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 77.00 
 
 80.00 
 
 86.90 
 
 80.40 
 
 81.07 
 
 32.52 
 
 93.85 
 
 45.30 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 . 1 . 
 
 
 3871 
 
 22.00 
 
 19.66 
 
 2036 
 
 1835 
 
 5463 
 
 672 
 
 
 
 9 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 76.90 
 
 80.40 
 
 87.50 
 
 80.50 
 
 81.32 
 
 32.77 
 
 94.00 
 
 45.45 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 22.00 
 
 19.73 
 
 2043 
 
 1828 
 
 5505 
 
 664 
 
 
 
 10 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 77.30 
 
 80.80 
 
 87.30 
 
 80.50 
 
 81.47 
 
 32.92 
 
 94.20 
 
 45.65 
 
 645 
 
 54 
 
 3155 
 
 .. 
 
 
 3871 
 
 22.00 
 
 19.81 
 
 2051 
 
 1820 
 
 5531 
 
 658 
 
 
 
 n 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 76.40 
 
 81.40 
 
 87.80 
 
 80.80 
 
 81.60 
 
 33.05 
 
 94.20 
 
 45.65 
 
 645 
 
 54 
 
 3155 
 
 17 
 
 
 
 3871 
 
 22.00 
 
 19.SI 
 
 2051 
 
 1820 
 
 5552 
 
 656 
 
 
 
 12 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 77.10 
 
 79.60 
 
 86.70 
 
 78.70 
 
 80.52 
 
 31.97 
 
 94.20 
 
 45.65 
 
 645 | 
 
 54 
 
 3155 
 
 19 
 
 
 
 3873 
 
 22.00 
 
 19.81 
 
 2051 
 
 1822 
 
 5371 
 
 678 
 
 
 
 13 
 
 48.85 
 
 48.55 
 
 48.55 
 
 48.25 
 
 48.55 
 
 0.00 
 
 34.45 
 
 76.80 
 
 83.30 
 
 87.80 
 
 80.30 
 
 82.05 
 
 33.50 
 
 94.25 
 
 45.70 
 
 645 
 
 54 
 
 3155 
 
 19 
 
 
 
 3873 
 
 22.00 
 
 19.83 
 
 2053 
 
 1820 
 
 5628 
 
 647 
 
 
 
 14 
 
 48.83 
 
 48.54 
 
 48.51 
 
 48.22 
 
 48.52 
 
 0.03 
 
 34.48 
 
 70.50 
 
 80.40 
 
 88.50 
 
 80.40 
 
 81.45 
 
 32.93 
 
 94.45 
 
 45.93 
 
 645 
 
 54 
 
 3457 
 
 19 
 
 
 
 4175 
 
 22.00 
 
 19.93 
 
 2064 
 
 2111 
 
 5532 
 
 763 
 
 
 Sand pumps started at 15.30 o'clock. 
 
 15 
 
 46.73 
 
 46.47 
 
 46.56 
 
 46.30 
 
 46.51 
 
 2.01 
 
 36.49 
 
 78.30 
 
 80.20 
 
 92.80 
 
 81.80 
 
 83.27 
 
 36.76 
 
 94.95 
 
 48.44 
 
 645 
 
 54 
 
 3722 
 
 19 
 
 
 
 4440 
 
 23.00 
 
 21.02 
 
 2176 
 
 2204 
 
 6170 
 
 733 
 
 
 
 16 
 
 44.14 
 
 43.96 
 
 43.85 
 
 43.67 
 
 43.90 
 
 2.61 
 
 39.10 
 
 75.80 
 
 SO. 80 
 
 91.50 
 
 78.50 
 
 81.65 
 
 37.75 
 
 96.00 
 
 52.10 
 
 684 
 
 58 
 
 3722 
 
 19 
 
 
 
 4483 
 
 23.00 
 
 22.61 
 
 2341 
 
 2142 
 
 0242 
 
 086 
 
 
 
 17 
 
 40.43 
 
 39.97 
 
 40.09 
 
 39.64 
 
 40.03 
 
 3.87 
 
 42.97 
 
 77.20 
 
 78.70 
 
 90.70 
 
 79.70 
 
 81.57 
 
 41.54 
 
 97.10 
 
 57.07 
 
 091 
 
 59 
 
 3916 
 
 19 
 
 
 
 4685 
 
 25.50 
 
 24.77 
 
 2565 
 
 2120 
 
 6979 
 
 608 
 
 
 Sand pumps stopped at 11.35 o'clock waiting for concrete. 
 
 18 
 
 39.39 
 
 38.91 
 
 39.09 
 
 38.61 
 
 39.00 
 
 1.03 
 
 44.00 
 
 76.00 
 
 78.00 
 
 90.00 
 
 78.00 
 
 80.50 
 
 41.50 
 
 90.70 
 
 57.70. 
 
 091 
 
 59 
 
 3916 
 
 19 
 
 
 
 4685 
 
 26.50 
 
 25.04 
 
 2593 
 
 2092 
 
 0972 
 
 600 
 
 
 Sand pump started at 15.30 o'clock. [damage. 
 
 19 
 
 37.15 
 
 36.89 
 
 36.83 
 
 36.57 
 
 36. SO 
 
 2.14 
 
 46.14 
 
 75.00 
 
 79.00 
 
 90.70 
 
 77.70 
 
 80.60 
 
 43.74 
 
 96.65 
 
 59.79 
 
 091 1 
 
 58 
 
 4243 
 
 19 
 
 
 
 5011 
 
 27.00 
 
 25.95 
 
 2686 
 
 2325 
 
 7348 
 
 033 
 
 Sand pump stopped at 12.45. Ice moved out without 
 
 20 
 
 35.38 
 
 35.07 
 
 35.00 
 
 34.69 
 
 35.03 
 
 1.83 
 
 47.97 
 
 78.00 
 
 77.00 
 
 87.50 
 
 76.50 
 
 79.75 
 
 44.72 
 
 94.50 
 
 59.47 
 
 091 
 
 58 
 
 4370 
 
 20 
 
 
 
 5139 
 
 26.00 
 
 25.81 
 
 2672 
 
 2467 
 
 7513 
 
 657 
 
 
 
 35.38 
 
 35.06 
 
 35.00 
 
 34.68 
 
 35.03 
 
 0.00 
 
 47.97 
 
 76.10 
 
 75.10 
 
 87.20 
 
 77.20 
 
 78.90 
 
 43.87 
 
 94.90 
 
 59.87 
 
 691 
 
 58 
 
 4370 
 
 20 
 
 
 
 5139 
 
 27.00 
 
 25.98 
 
 2690 
 
 2449 
 
 7370 
 
 605 “ 
 
 
 22 
 
 35.38 
 
 35.06 
 
 35.00 
 
 34.68 
 
 35.03 
 
 0.00 
 
 47.97 
 
 76.20 
 
 73.20 
 
 86.90 
 
 75.90 
 
 78.05 
 
 43.02 
 
 04.70 
 
 59.67 
 
 691 
 
 58 
 
 4697 
 
 20 
 
 
 
 5406 
 
 27.50 
 
 25.90 
 
 2682 
 
 2784 
 
 7227 
 
 770 
 
 Pumping sand resumed at 18.30 o’clock. 
 
 
 35.24 
 
 34.84 
 
 34.85 
 
 34.45 
 
 34. S4 
 
 0.19 
 
 48.16 
 
 76.40 
 
 75.40 
 
 89.60 
 
 75.60 
 
 79.25 
 
 44.41 
 
 94.00 
 
 59.70 
 
 732 
 
 61 
 
 4097 
 
 20 
 
 .. 
 
 
 5510 
 
 27.50 
 
 25.94 
 
 2686 
 
 2824 
 
 7461 
 
 757 ; 
 
 
 
 31.90 
 
 31.50 
 
 31.50 
 
 32.10 
 
 31.50 
 
 3.34 
 
 51.50 
 
 77.60 
 
 74.60 
 
 89.60 
 
 76.60 
 
 79.60 
 
 48.10 
 
 94.80 
 
 63.30 
 
 755 
 
 69 
 
 4697 
 
 20 
 
 
 
 5541 
 
 30.00 
 
 27.47 
 
 2844 
 
 2097 
 
 8081 
 
 667 
 
 Timber work finished. 
 
 25 
 
 29.67 
 
 29.23 
 
 29.35 
 
 28.92 
 
 29.29 
 
 2.21 
 
 53.71 
 
 74.60 
 
 73.60 
 
 90.00 
 
 72.00 
 
 77.55 
 
 48.26 
 
 95.40 
 
 06.11 
 
 755 
 
 69 
 
 4898 
 
 22 
 
 
 
 5744 
 
 30.00 
 
 28.09 
 
 2971 
 
 2773 
 
 8108 
 
 684 
 
 
 26 
 
 26.42 
 
 25.99 
 
 26.08 
 
 25.65 
 
 20.03 
 
 3.26 
 
 56.97 
 
 72.30 
 
 70.30 
 
 84.30 
 
 
 73.80 
 
 47.77 
 
 95.95 
 
 69.92 
 
 755 
 
 69 
 
 5185 
 
 22 
 
 
 
 0031 
 
 31.00 
 
 30.35 
 
 3142 
 
 
 8025 
 
 720 
 
 
 
 27 
 
 22.05 
 
 21.83 
 
 21.73 
 
 21.50 
 
 21.78 
 
 4.25 
 
 61.22 
 
 74.80 
 
 70.80 
 
 83.40 
 
 71.40 
 
 75.10 
 
 53.32 
 
 95.80 
 
 74.02 
 
 755 1 
 
 69 
 
 5185 
 
 22 
 
 
 
 6031 
 
 32.50 
 
 32.12 
 
 3326 
 
 2705 
 
 8958 
 
 604 
 
 
 Pumping sand stopped at 13.15 o’clock. 
 
 28 
 
 21.49 
 
 21.25 
 
 21.19 
 
 20.95 
 
 21.22 
 
 0.56 
 
 61.78 
 
 74.00 
 
 75.00 
 
 81.00 
 
 72.00 
 
 75.60 
 
 54.28 
 
 06.20 
 
 74.98 
 
 755 
 
 69 
 
 5482 
 
 22 
 
 
 
 6278 
 
 32.50 
 
 32.54 
 
 3369 
 
 2909 
 
 9119 
 
 628 
 
 Concreting caisson finished. 
 
 Mar. 1 
 
 Ol AO 
 
 
 
 
 
 
 
 
 
 82.00 
 
 75.00 
 
 ™ as 
 
 55.54 
 
 96.85 
 
 75.71 
 
 7SS 
 
 69 
 
 5637 
 
 22 
 
 
 
 0483 
 
 32.00 
 
 32.86 
 
 3402 
 
 3081 
 
 9331 
 
 060 
 
 
 ( Pumping sand resumed at 14.00 o'clock, masonry com- 
 
 21.26 
 
 21.02 
 
 20.94 
 
 20.70 
 
 
 0.16 
 
 
 75.40 
 
 72.40 
 
 75.50 
 
 77.50 
 
 75.20 
 
 54.22. 
 
 96.90 
 
 75.92 
 
 755 j 
 
 69 
 
 5637 
 
 22 
 
 15 1. 
 
 
 6498 
 
 33.25 
 
 32.95 
 
 3412 
 
 3086 
 
 9109 
 
 678 
 
 
 
 19.10 
 
 19.02 
 
 18.83 
 
 18.75 
 
 18.93 
 
 2.05 
 
 64.07 
 
 74.80 
 
 72.80 
 
 82.60 
 
 71.60 
 
 75.45 
 
 50.52 
 
 90.80 
 
 77.87 
 
 755 
 
 69 
 
 5637 
 
 24 
 
 235 . 
 
 
 0720 
 
 34.00 
 
 33.80 
 
 3500 
 
 3220 
 
 9495 
 
 078 
 
 
 
 
 
 17.50 
 
 17.30 
 
 17.26 
 
 17.40 
 
 1.53 
 
 65.60 
 
 75.20 
 
 73.20 
 
 81.40 
 
 71.90 
 
 75.42 
 
 58.02 
 
 90.50 
 
 79.10 
 
 755 
 
 69 
 
 5637 
 
 24 
 
 457 . 
 
 
 6942 
 
 34.50 
 
 31.33 
 
 3555 
 
 3387 
 
 9747 
 
 695 
 
 
 
 
 15.00 
 
 15.00 
 
 14.78 
 
 14.78 
 
 14.89 
 
 2.51 
 
 08.11 
 
 70.90 
 
 71.90 
 
 79.40 
 
 72.40 
 
 73.65 
 
 58.76 
 
 90.40 
 
 81.51 
 
 755 , 
 
 69 
 
 5037 
 
 24 
 
 473 . 
 
 33 
 
 6991 
 
 36.00 
 
 35.38 
 
 3663 
 
 3328 
 
 9872 
 
 674 
 
 
 
 
 
 
 
 11.47 
 
 11.45 
 
 3.44 
 
 71 ss 
 
 74.40 
 
 71.40 
 
 82.00 
 
 71.50 
 
 74.82 
 
 63.37 
 
 96.25 
 
 84.80 
 
 755 
 
 69 
 
 5637 
 
 25 
 
 580 .... 
 
 106 
 
 7178 
 
 37.00 
 
 36.80 
 
 3810 
 
 3368 
 
 10646 
 
 633 
 
 
 
 7 
 
 
 10.51 
 
 10.56 
 
 10.55 
 
 10.54 
 
 0.91 
 
 72.46 
 
 77.00 
 
 71.90 
 
 81.30 
 
 73.30 
 
 75.87 
 
 65.33 
 
 95.95 
 
 85.41 
 
 755 
 
 69 
 
 5667 
 
 26 
 
 667 . 
 
 121 
 
 7275 
 
 38.00 
 
 37.07 
 
 3838 
 
 3437 
 
 10975 
 
 626 
 
 
 Scaling commenced at 16.00 o'clock. 
 
 
 
 
 
 9.39 
 
 1 it 
 
 
 70.80 
 
 75.80 
 
 79.70 
 
 70.20 
 
 75.62 
 
 66.23 
 
 95.80 
 
 86.41 
 
 755 
 
 69 
 
 5637 
 
 26 
 
 667 1 . 
 
 145 
 
 7299 
 
 38.00 
 
 37.50 
 
 3883 
 
 3410 
 
 11127 
 
 614 
 
 
 
 9 
 
 9.24 
 
 9.28 
 
 9.28 
 
 9.32 
 
 0.11 
 
 73.72 
 
 77.10 
 
 72.40 
 
 81.50 
 
 74.50 
 
 76.57 
 
 67.29 
 
 96.15 
 
 86.87 
 
 755 I 
 
 69 
 
 5637 
 
 26 
 
 667 . 
 
 156 
 
 210 
 
 7310 
 
 7364 
 
 3S.OO 
 
 38.75 
 
 37.70 
 
 3903 
 
 4005 
 
 3407 
 
 11305 
 
 11248 
 
 603 
 
 597 
 
 
 Pumping sand finally stopped at 15.50 o’clock. 
 
 
 9.23 
 
 9.26 
 
 
 9.30 
 
 
 
 
 
 
 
 
 
 
 
 
 
 0B3l 
 
 
 
 
 3359 
 
 
 
 13 
 
 9.23 
 
 9.24 
 
 9.28 
 
 
 9.26 
 
 0.01 
 
 73.74 
 
 77.70 
 
 
 fi| 7n 
 
 -T -n 
 
 -7 -n 
 
 
 na rv 
 
 on uo 
 
 9RR ' 
 
 69 
 
 TT 
 
 n P 
 
 re- 
 
 
 nn o 
 
 
 
 . 
 
 
 
 
 
 j Sealing finished at 16.00 o’clock March 12th. Air pumps 
 "j stopped at 6.40 o'clock March 13th. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 
 
26 
 
 APPENDIX D. 
 
 TIME, COST AND MATERIALS USED IN FOUNDATIONS. 
 PIER H. 
 
 Foremen. 1 Tenders. 
 
 8.50 3 
 
 3.50 8 
 
 ,7s| 5 
 
 Forward 197.50 147.C 
 
 9.00| 3 
 9. 00| 3 
 
 9.CO 3 
 7.50 3 ! 
 
 6.00.!.i 2 
 
 6.00 1 ..! 2 
 
 6.00 5 J 10.00| 2 
 6.00 33 
 
 6.00| 34 68.00 2 
 
 .00 2 I 
 
 6.00| 274 I 55-00. 2 ! 
 6.00 44 0.00 2 
 
 6.00 34 68.00 2 
 
 6.00 32 i 64.00 2 
 6.00.1. 1 
 
 1.001 10 20.00 1 
 
 4.00 24 I 48.00, 2 
 4.0ol 28 I 56.00 2 
 
 120.00 
 
 122.40 
 4.801 51 122.40 
 4.80 50 
 4.80 50 
 
 104.40 3 
 120.00 3 
 
 3.50. 
 
 8.50. 
 
 15.65 2 4.f 
 15.65 2 4.f 
 328.65 225.! 
 
 5 .25 
 
 1.02[ 7 .36 
 
 1.27; 6 
 1.27 6 .31 
 
 - 12 .60 
 r 7 .35 45 
 
 1 - 1 
 
 El 
 
 1.52| 8 .41 65 1.20 . 
 8 .40 95 1.76. 
 
 1.50 12! .61 46 .85. 
 
 3.23 2 
 3.23 2 
 3.23, 2 
 3.23 2 
 3.23 2 
 
 74.46 138.98: 
 
 Heli’ers. Firemen. 
 
 4.00 2 
 4.00 2 
 
 4.20 
 4.201 
 4.20 1* 
 
 5.5 16.74' 16 1.04 .. 
 
 16.2 40.29.. 
 
 .. 18.8 57.20.. 
 
 4.80 2 4.20 i 
 
 4.80 2 4.20 
 
 4.80 2 4.20 
 
 4.SO 2 4.20.. 
 
 . 22.3 50.54 ., 
 ,1 19.5 44.20 
 
 14.73.. 
 
 29.47.. 
 
 17.8 40.34 . 
 15.5 30.33. 
 
 16.3 40.75. 
 
 37.46 . 
 37.04 . 
 
 .1 16.6 85.13. 
 . 10.5 34.92. 
 
 
 
 
 xr _ . 
 
 
 
 ,„ r 
 
 Feet 
 
 Material. 
 
 
 
 
 REMARKS. 
 
 
 
 
 
 Each Day. 
 
 Day. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 - 
 
 
 .p 
 
 
 $ 59.91 
 
 (1.13 Coarsc sand. 
 
 9gg 
 
 38 
 
 21 
 
 Air pumps started at 15.40, sand pumps 
 
 139.22 
 
 2.43 
 
 
 24 
 
 49 
 
 30' 
 
 fat 19.10 o’clock. 
 
 165.05 
 
 3.42 
 
 
 28 
 
 54 
 
 27 
 
 
 155.15 
 
 2.50 
 
 
 163S 
 
 53 
 
 29ljStopped sand pinnp at 5.55 0VI; Jan. 22. 
 
 145.75 
 
 0.03 
 
 
 
 
 25 
 
 Working day from 8.00 o’clock to 8.00 
 
 
 
 
 
 
 
 o’clock next date). 
 
 50.57 
 
 0.00 
 
 “ 
 
 
 
 
 
 
 
 
 
 
 
 
 76.51 
 
 1.85 
 
 
 12f§ 
 
 49 
 
 
 Started sand pump at 19.35 o’clock. 
 
 169.14 
 
 3.74 
 
 “ 
 
 
 52 
 
 
 
 J 130.74 
 
 0.51 
 
 
 8§g 
 
 42 
 
 21 
 
 Stopped sand pump nt 16.52 o'clock. 
 
 44.94 
 
 
 
 
 
 
 
 0.03 
 
 
 
 
 
 
 
 
 
 
 
 
 58.33 
 
 
 
 
 
 
 
 
 
 
 
 
 
 41.18 
 
 0.19 
 
 
 
 
 20 
 
 
 
 
 
 
 
 
 
 90.31 
 
 0.12 
 
 « 
 
 
 
 21 
 
 
 164.33 
 
 2.18 
 
 “ 
 
 20‘g 
 
 50 
 
 26 
 
 Started sand pump at 11.45 o'clock. 
 
 177.69 
 
 2.25 
 
 “ 
 
 33 n 
 
 52 
 
 29 
 
 
 147.51 
 
 1.84 
 
 
 24 
 
 44 
 
 34 
 
 
 128.73 
 
 0.88 
 
 
 40 
 
 44 
 
 
 99.37 
 
 1.39 
 
 4 
 
 52 
 
 33 
 
 
 101.84 
 
 1.56 
 
 “ 
 
 24 
 
 46 
 
 25 
 
 [ Sand pump stopped at 16:35, air 
 
 123.75 
 
 1.57 
 
 sn 
 
 52 
 
 24 
 
 pumps at 20:45 o’clock, and stationary 
 
 
 
 
 
 
 
 [plant dismantled. 
 
 
 
 
 
 
 
 59.88 
 
 0.17 
 
 
 510 
 
 50 
 
 26 
 
 iortram moved to site of pier. Air 
 
 126.38 
 
 0.69 
 
 
 19JS 
 
 49 
 
 29 
 
 [pumps started at 13.10 o'clock, 
 
 144.22 
 
 2.92 
 
 
 24 
 
 38 
 
 25 
 
 land sand pump at 17.50 oclock. 
 
 153.67 
 
 1.92 
 
 
 24 
 
 30 
 
 31 
 
 
 166.50 
 
 2.53 
 
 
 24 
 
 37 
 
 33 
 
 
 156.41 
 
 3.40 
 
 
 23 a B 0 
 
 39 
 
 33 
 
 
 169.82 
 
 1 .SO 
 
 
 22 JS 
 
 32 
 
 29 
 
 
 181.62 
 
 1.75 
 
 
 21«7) 
 
 37 
 
 30 
 
 
 218.91 
 
 1.92 
 
 
 3188 
 
 40 
 
 28 
 
 
 221.77 
 
 1.62 
 
 “ 
 
 20J8 
 
 48 
 
 31 
 
 
 225.84 
 
 3.32 
 
 “ 
 
 24 
 
 48 
 
 32 
 
 
 , 231.43 
 
 3.56 
 
 
 3288 
 
 48 
 
 83 
 
 
 223.81 
 
 1.10 
 
 
 24 
 
 49 
 
 34 
 
 
 220.67 
 
 3.6 
 
 
 20A 
 
 5( 
 
 35 
 
 
 j 216.06 
 
 1.49 
 
 
 m 
 
 47 
 
 35 
 
 
 204.34 
 
 0.63 
 
 
 1188 
 
 38 
 
 89 
 
 
 219.26 
 
 1.21 
 
 
 46 
 
 32 
 
 
 213.91 
 
 0.6" 
 
 03 
 
 43 
 
 27 
 
 
 203.0! 
 
 0.7 
 
 : W 
 
 42 
 
 26 
 
 
 i 6131.66 
 
 
 
 r 
 
 
 
27 
 
 APPENDIX D.— CONTIHtrm 
 
 TI ME COST AND MATERIALS USED IN FOUNDATIONS. 
 PIER II— COMTIHUED. 
 
28 
 
 APPENDIX D. — Continued. 
 
 TIME, COST AND MATERIALS USED IN FOPNDATIONS. 
 PIER III. 
 
 MATERIAL. 
 
 Watkk ~ 
 
 REMARKS. 
 
 1.42 
 
 Medium sand. 
 
 [sand pump at 11:10. 
 30„V 38 20! Started air pump No. 1 at 0:23 o’clock; 
 
 2.85 
 
 
 2213 'I 31 
 
 Started air pump No. 2 at 21:30 o’clock. 
 
 
 
 ooll a--, 0 , 
 
 
 3.16 
 
 
 33gg 44. 19 
 
 
 2.34 
 
 Fine sand. 
 
 24 45 16! 
 
 
 1.87 
 
 Coarse sand. 
 
 21 JS ■» 20 
 
 
 1.07 
 
 
 2358 43 31 
 
 
 1.28 
 
 “ 
 
 23 jo 45j 23 
 
 
 2.23 
 
 “ 
 
 24 48 21 
 
 
 1.93 
 
 
 24 46 22 
 
 
 2.38 
 
 
 20 j’ 50 21 
 
 
 1.64 
 
 Fine sand. 
 
 2148 45 20 
 
 
 1.37 
 
 
 22 gS 45 25 
 
 
 3.15 
 
 (with clay lumps 
 
 24 45' 21 
 
 
 0.79 
 
 
 24 ' 44 20 
 
 
 1.31 
 
 
 23 42 20 
 
 
 
 
 2384 501 21 
 
 loth boilers fired. Wheels turned to 
 
 1.84 
 
 
 24 51 22 
 
 [wash out sand. Boiler damaged. 
 
 2.34 
 
 
 5JS 58 21' 
 
 Machinery stopped to clean boiler. 
 
 
 
 
 
 0.03 
 
 
 2,. r 0 47 37 [pumpsat 11:45and Bertram tak’n ashore 
 
 0.01 
 
 Medium sand. 
 
 5 50 42 Air pumps of stationary plant started at 
 
 0.07 
 
 
 9so 55 26 
 
 l.i :00 o clock; sand pumps at 19:00 o’clk. 
 
 2.68 
 
 « 
 
 19 54 28 
 
 
 1.73 
 
 
 24 55' 35 
 
 
 3.55 
 
 “ 
 
 3211 58 33 
 
 
 3.S6 
 
 Sand and clay. 
 
 28J* 54' 30 
 
 
 1.46 
 
 
 21! g GO 33 
 
 jog found in Caisson. 
 
 3.53 
 
 
 23 Jg 53! 28 
 
 
 0.01 
 
 
 OSS! J 1 341 Water pump stopped at 13:50 o’clock for 
 
 0.02 
 
 
 ....... 331 Wat er putn p sent awav for repairs. 
 
 
 
 
31 
 
 APPENDIX D. — Continued. 
 
 TIME, COST AND MATERIALS USED IN FOUNDATIONS. 
 PIER IX.—Con tintted. 
 
 1892 
 
 Brought 
 
 140.00 
 
 5.00 
 
 5.00 1 
 5.00 1 
 
 FOBEMAN. I FOBEMEN. i TF.NUKBS. 
 
 100.00 
 4.30 8 
 4.30l 8 
 
 4.50 8 
 4.50 8 
 
 4.50j 8 
 4.50] 8 
 4.50 8 
 
 4.50| 7 
 4.50 7 
 4.50] 8 
 4.50 8 
 4.50! 8 
 
 4.50 8 
 
 30.50] 2 
 30.50 2 
 
 80.50 2 
 
 30.50 2 
 
 27.25 2 
 27.25| 2 
 30.50 1 : 2 
 
 30.50 2 
 30.50: 2 
 
 34.50] 
 
 34.50] 
 
 39.00 2 
 39.75; 2 
 
 .23.20: 
 5.60 70 
 
 6.00] 72 
 6.001 73 
 
 6.00 69 
 6.00; 67.5 
 
 7.001 73 
 7.00] 08* 
 7.00 77 
 7.00 76* 
 
 7.00 75 
 7.00 75 
 7.00; 74* 
 7.00] 76* 
 3.50 34 
 08.501 
 
 2441.051 
 196.00 1 3 
 197.40] 3 
 190.00 3 
 216.00; 3 
 219.00 3 
 
 225.00 3 
 214.50 3 
 214.50 3 
 216.00 3 
 222. 00 ! 3 
 
 214.50 
 207.OOi 3 
 202. 50] 
 
 208.50 3 
 
 211.50 3 
 
 208.50 3 
 208.50 3 
 
 208.50 3 
 225.00! 3 
 239.00 
 
 253.16 
 
 255.50 
 240.33 
 
 269.50 
 267.10 
 
 21 . 01 | [ 
 
 .86 15 
 2.38 1 10 .49 
 
 105.00 
 5.25 
 5.2o! 
 
 5.25] 71 1.52] 5| 
 
 5.25! 10 2.17 10 
 5.25 12! 2.70 16 
 
 I I I 
 
 8i 1.89 10 .49 
 
 .64 16; .73 
 .63 10 .49 
 
 .64 10 .49 
 
 262.50 
 
 260.16 
 
 7 1.64 
 11 2. 
 
 10 2 , 
 
 15] .73 
 10 .49 
 10 .49 
 
 15 .73 
 
 15] .73 
 
 10. .48 
 15 
 10 
 
 15 .73 
 
 10 .48 
 
 J .73 
 
 
 as. 
 
 WICK. 1 
 
 lEATINO 
 JIO Ll>*. 
 
 LlXSBED 
 
 Vatcumen. 
 
 Ekoineeb. Enoikeeb. 
 
 
 
 
 1 J 
 
 ' -j 
 
 
 
 
 - 
 
 
 J 
 
 
 r I 
 
 J 
 
 
 
 g 
 
 • 
 
 . g | 
 
 
 | 
 
 2 
 
 i 
 
 « 
 
 § 
 
 S. 
 
 2 
 
 
 | 
 
 t 
 
 
 ij 
 
 j ! < 
 
 3 | < \ 
 
 £ 
 
 
 S 
 
 < 
 
 a 
 
 < 
 
 0 
 
 < 1 
 
 
 
 ~ 
 
 
 Q J ' 
 
 
 
 6.72 
 
 
 
 90.64 
 
 
 90.31 
 
 87.08 
 
 
 
 
 
 
 
 
 2 ! 3.42 
 
 ! 
 
 3.34 1 
 
 3.34 
 
 2 
 
 45 
 
 .oal—1—] 
 
 
 
 .23 
 
 
 2 3.42 
 
 1 
 
 3.84 1 
 
 3.34 
 
 s 
 
 
 20 1 
 
 
 2 
 
 .46 
 
 
 2 | 3.42 
 
 1 
 
 3.34 1 
 
 3.34 
 
 2 
 
 
 RO 
 
 
 2 
 
 .46 
 
 
 2 3.42 
 
 1 
 
 8.34 1 
 
 3.34 
 
 2 
 
 9 
 
 .2o|. 
 
 
 2 
 
 .46 
 
 
 
 2 
 
 3.42 
 
 1 
 
 3.34 1 
 
 3.34 
 
 2 
 
 
 .20. 
 
 
 2 
 
 .46 
 
 
 
 2 
 
 3.42 
 
 1 
 
 3.341 1 
 
 3.34 
 
 2 
 
 97 
 
 .56.... .... 
 
 
 2 
 
 .47 
 
 
 
 2 
 
 3.42 
 
 1 
 
 8.84 1 
 
 3.34 
 
 2 
 
 12 
 
 .24_1- 
 
 . 
 
 2 
 
 .46 
 
 
 
 2 3.42 
 
 1 
 
 3.34] 1 
 
 3.34 
 
 2 
 
 14 
 
 .30 
 
 
 
 2 
 
 .46 
 
 
 
 2 
 
 3.42 
 
 1 
 
 3.34 1 
 
 3.34 
 
 2 
 
 23 
 
 .44 
 
 
 
 2 
 
 .46 
 
 
 
 2 
 
 3.42 
 
 1 
 
 3.34 
 
 1 
 
 8.84 
 
 3 
 
 
 
 
 
 0 
 
 
 
 
 2 
 
 3.42 
 
 t 
 
 3.33 
 
 , 
 
 3.33 
 
 2 
 
 67 
 
 1.86 ........ 
 
 
 2 
 
 .46 
 
 
 
 2 
 
 3.41 
 
 1 
 
 3.33 
 
 1 
 
 3.33 
 
 2 
 
 76 
 
 00 
 
 
 
 1 
 
 
 
 
 •> 
 
 3.41 
 
 1 
 
 3.33 
 
 1 
 
 3.31 
 
 2 
 
 26 
 
 .54 
 
 
 
 3 
 
 .46 
 
 
 
 2 
 
 3.42 
 
 1 
 
 3.33 
 
 1 
 
 3.33 
 
 
 in 
 
 
 
 
 0 
 
 
 
 
 
 3.41 
 
 
 3 33 
 
 
 3.31 
 
 2 
 
 10 
 
 .22 
 
 
 
 
 .46 
 
 
 
 2 
 
 3.41 
 
 j 
 
 3.83 
 
 1 
 
 3.33 
 
 2 
 
 18 
 
 .38_ 1 _ 
 
 
 2 
 
 .46 
 
 
 
 2 
 
 3.41 
 
 1 
 
 3.33 
 
 1 3.33 
 
 
 
 
 
 
 
 
 
 
 3.4: 
 
 
 3.33 
 
 1 3.3; 
 
 2 
 
 18 
 
 .35.... ... 
 
 
 
 .4 
 
 .. 
 
 
 
 3.42 
 
 
 3.33 
 
 1 3.33 
 
 2 
 
 14 
 
 .28....... 
 
 
 2 
 
 .4 
 
 
 
 . 2 
 
 3.42 
 
 
 3.33 
 
 1 3.31 
 
 ' 
 
 ie 
 
 .32 
 
 
 
 
 .4 
 
 
 
 2 
 
 3.4 
 
 1 
 
 3.33 
 
 1 3.3 
 
 
 10 
 
 .32 
 
 
 
 2 
 
 .4 
 
 .. 
 
 
 2 
 
 3.4 
 
 
 3.33 
 
 1 3.3 
 
 
 1 
 
 , 
 
 
 
 
 
 
 
 
 8.4 
 
 
 3.31 
 
 1 3.3 
 
 
 24 
 
 .50 
 
 
 
 2 
 
 .4 
 
 .. 
 
 
 2 
 
 3.4 
 
 1 
 
 3.33 
 
 1 
 
 | 3.3 
 
 
 1 
 
 .36 
 
 
 
 2 
 
 .4 
 
 .. 
 
 
 2 
 
 3.4 
 
 
 3.33 
 
 1 
 
 1 3.3 
 
 
 1 
 
 .32 
 
 
 
 
 .4 
 
 . 
 
 
 3 
 
 3.4 
 
 1 
 
 3.33 
 
 1 
 
 3.3 
 
 
 
 .20 
 
 
 
 2 
 
 .4 
 
 .. 
 
 
 2 
 
 3.4 
 
 1 
 
 3.33 
 
 1 
 
 3.3 
 
 
 1 
 
 .4 
 
 
 
 .2 
 
 .4 
 
 .. 
 
 
 2 
 
 3.4 
 
 1 
 
 3.33 
 
 
 3.3 
 
 
 20 .50 
 
 10} .6 
 
 t -o 
 
 2 
 
 .4 
 
 4 
 
 
 1 3 
 
 3.4 
 
 1 
 
 3.33 
 
 
 3.3 
 
 
 
 .... 
 
 
 
 
 
 
 
 i 2 
 
 3. 4 
 
 1 
 
 3.33 
 
 
 j 3.3 
 
 
 
 21.5 
 
 .6 
 
 1 0 
 
 '19.621 
 
 _ .2_ 
 
 1 193.0 
 
 190.3 
 
 187.08, 
 
 5.00 3 
 5.00 3 
 
 7.20 2 4.20 
 
 7.20 2 I 
 
 17.60. 865.99 
 
 4.20 10.8, 27.57 ... 
 4.20 11.3 28.85 .. 
 4.20 14.3 38.51.. 
 4.20] 14.2 36.25].. 
 
 13.9 35.49]... 
 15.5 39.57.. 
 16.7 42.641.. 
 
 16.4 41.87.. 
 
 15.9 40.59.. 
 17.4' 44.42.. 
 10.8! 27.57.. 
 13.9' 85.49.. 
 
 25.27 .. 
 
 5.00 3 
 5.00 3 
 5.00 3 
 
 7.20 2 
 7.20 2 
 
 4.20 11.4 29.10 
 4.20' 10.1 : 
 
 4.20; 10.4 26.65 
 
 4.20 8.8 : 
 
 4.20: 9.7 
 4.20 9.8 25.02 
 
 4.20 10.0] 25. 
 
 4.20! 8.8 22. 
 
 4.20 9.6! 24. 
 
 20 8.3 21.19 
 20: 8.3 21.19 
 20 9.2 23.49 
 20] 8.8] 22.47 
 20] 3.5 8.94.. 
 
 60 1756.581 
 
 $ 4914.82 
 
 311.55 1.65 Coarsesand. 
 
 344.45 1.451 
 
 346.08 1.91 
 341.01 1.33 
 342.76] 1.56 
 339.98 1.25i 
 
 349.5 
 
 335.40 
 
 314.73 
 
 331.52 
 
 321.04 
 
 320.45 
 
 320.43 
 
 305.44 
 
 365.49 
 
 352.19 
 
 185.1 
 [$15076.1 
 
 1.99 
 
 1658 
 
 2148 53 
 
 18& 49 
 2338 
 
 1384 51 
 21f8 
 
 1038 
 23J-J 
 0|8| 47 
 
 24 j 47 
 14ft| 44 
 
 Pumping sand finished 19.30. 
 Sealing commenced 12.30. 
 
 [taken off at 16.35 o’clock. 
 Sealing finished at 2.00 o'clock, and air 
 
 Other expenses charged to Sinking.. 
 
 . $ 2766.07 
 $17842.80 
 
32 APPENDIX D.— Continued. 
 
 TIME, COST AND MATERIALS USED IN FOUNDATIONS. 
 PIER V. 
 
 
 P 
 
 P 
 
 INC1PAL 
 
 
 
 Foremen. 
 
 Tenders. 
 
 Pressure 
 
 
 Coffee 
 
 SCAR. 
 
 Candles. 
 
 
 
 a 
 
 
 •s 
 
 
 S' 
 
 
 a 
 
 
 | 
 
 
 
 
 
 
 -• 
 
 
 I - 
 
 1892 
 
 I 
 
 1 
 
 a 
 
 ! 
 
 a 
 
 < 
 
 1 
 
 i 
 
 I 
 
 1 
 
 I 
 
 | 
 
 1 
 
 i 
 
 1 
 
 
 £ 
 
 3 
 
 Dec. 21 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 22 
 
 
 
 
 
 
 
 
 
 
 
 
 1 7 
 
 
 
 
 
 
 23 
 
 
 2 5 
 
 
 
 
 9.0C 
 
 2 
 
 5.6 
 
 24 
 
 48.0 
 
 2 
 
 3.5 
 
 
 
 2 
 
 1.1 
 
 
 .48 
 
 24 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 .31 
 
 25 
 
 
 2.5C 
 
 .. 
 
 
 
 4.5C 
 
 2 
 
 
 
 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 7.50 
 
 2 
 
 
 
 
 
 
 
 
 
 
 
 27 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 28 
 
 
 2.50 
 
 
 
 2 
 
 7.50 
 
 2 
 
 5.6C 
 
 7 
 
 15.0C 
 
 2 
 
 3.5C 
 
 
 
 
 
 10 .19 
 
 29 
 
 
 2.5i 
 
 
 
 3 
 
 9.0( 
 
 
 5.6C 
 
 24 
 
 
 2 
 
 
 
 
 
 
 
 
 80 
 
 
 2.50 
 
 
 
 3 
 
 9.00 
 
 2 
 
 5.60 
 
 25 
 
 50.00 
 
 
 3.50 
 
 
 3.6 
 
 
 
 24 .44 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 2C 
 
 
 
 
 1893 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 . 0 
 
 Jan. 1 
 
 
 
 
 
 
 
 2 
 
 5.60 
 
 
 
 2 
 
 3.50 
 
 
 
 
 
 10 .19 
 
 3 
 
 
 
 
 
 
 
 2 
 
 5.60 
 
 
 
 2 
 
 3.50 
 
 
 
 
 
 
 .16 
 
 3 
 
 
 
 
 
 
 
 2 
 
 5.6( 
 
 
 
 
 
 
 
 
 
 
 16 
 
 4 
 
 
 2.50 
 
 
 
 2 
 
 6.00 
 
 2 
 
 5.60 
 
 17 
 
 34.00 
 
 
 3.50 
 
 
 
 
 
 r 
 
 .31 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 15 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 „ 
 
 '1 
 
 
 
 
 
 1l 
 
 
 8 
 
 
 
 
 
 
 
 
 5.60 
 
 
 
 2 
 
 3.50 
 
 
 
 
 
 
 .16 
 
 9 
 
 
 
 
 
 
 
 0 
 
 
 
 
 
 
 
 
 
 
 
 
 10 
 
 
 
 
 
 
 
 3 
 
 5.60 
 
 
 
 3 
 
 3.50 
 
 
 
 
 
 16 
 
 .30 
 
 11 
 
 
 
 
 
 
 
 2 
 
 5.60 
 
 
 
 3 
 
 3.50 
 
 
 
 
 
 
 .16 
 
 12 
 
 
 
 
 
 
 
 2 
 
 5.60 
 
 
 
 2 
 
 8.50 
 
 
 
 
 
 
 .16 
 
 13 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 14 
 
 
 
 
 
 
 
 2 
 
 4.00 
 
 
 
 
 
 
 
 
 
 12 
 
 .22 
 
 15 
 
 
 
 
 
 
 
 2 
 
 4.00 
 
 
 
 
 
 
 
 
 
 13 
 
 .24 
 
 16 
 
 
 
 
 
 
 
 2 
 
 4.00 
 
 
 
 
 
 
 
 
 
 13 
 
 .24 
 
 17 
 
 
 
 
 
 
 
 2 
 
 4.00 
 
 
 
 
 
 
 
 
 
 12 
 
 .22 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 19 
 
 
 
 
 
 
 
 2 
 
 4.00 
 
 
 
 
 
 
 
 
 
 13 
 
 .24 
 
 20 
 
 
 
 
 
 
 
 2 
 
 4.00 
 
 
 
 
 
 
 
 
 
 14 
 
 .26 
 
 21 
 
 
 
 
 
 
 
 2 
 
 4.00 
 
 
 
 
 
 
 
 
 
 13 
 
 .24 
 
 22 
 
 i 
 
 2.50 
 
 
 
 1 
 
 3.0C 
 
 2 
 
 4.00 
 
 10 
 
 20.00 
 
 2 
 
 3.50 
 
 
 
 
 
 
 
 23 
 
 1 
 
 5.00 
 
 1 
 
 3.50 
 
 8* 
 
 7.50 
 
 2 
 
 4.00 
 
 264 
 
 53.00 
 
 
 .52 
 
 
 
 
 
 43 
 
 .80. 
 
 24 
 
 1 
 
 5.00 
 
 
 
 
 
 2 
 
 4.00 
 
 
 
 
 
 
 
 
 
 
 .09 . 
 
 25 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 
 
 4.00 
 
 
 
 
 
 
 
 
 
 4 
 
 .07 . 
 
 27 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 28 
 
 
 
 
 
 
 
 
 4.00 
 
 
 
 .. 
 
 
 
 
 
 
 4 
 
 .07 . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 30 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 31 
 
 
 
 
 
 
 
 2 
 
 4.00 
 
 
 
 
 
 
 
 
 
 13 
 
 .23. 
 
 Forward 
 
 
 37.50 
 
 | 3.50 
 
 
 11.00 
 
 
 00.60 
 
 
 538.00 
 
 
 79.27 
 
 
 0.98 
 
 
 2.13 
 
 
 0.51 
 
 Heatinc 
 
 
 Engineer 
 
 Engineer 
 
 5 
 
 Helpers. 
 
 Firemen. 
 
 PASSCS. 
 
 Boilers. 
 
 
 -! 
 
 
 -i 
 
 
 • 
 
 
 _ 
 
 
 j 
 
 
 j 
 
 
 • 
 
 
 - 
 
 
 - 
 
 S 
 
 1 
 
 
 
 
 jf 
 
 £ 
 
 | 
 
 s 
 
 § 
 
 » 
 
 | 
 
 £. 
 
 1 
 
 
 § 
 
 ? 
 
 I 
 
 - 
 
 < 
 
 - 
 
 
 w 
 
 
 - 
 
 
 a 
 
 < 
 
 a 
 
 < 
 
 a 
 
 
 a 
 
 •4 
 
 
 < 
 
 
 
 ; 
 
 3.5C 
 
 
 
 1 
 
 3.2 
 
 
 
 . 
 
 2.40 
 
 
 4.8 
 
 2 
 
 4.20 
 
 4. 
 
 10.67 
 
 
 
 2 
 
 3.50 
 
 1 
 
 3.2 
 
 1 
 
 2 
 
 4.80 
 
 l 
 
 2.40 
 
 2 
 
 4.8 
 
 2 
 
 4.20 
 
 9. 
 
 23.01 
 
 
 
 2 
 
 3.50 
 
 
 3.2 
 
 1 
 
 3.2 
 
 2 
 
 4.80 
 
 
 2.40 
 
 
 4.8 
 
 2 
 
 4.20 
 
 11.' 
 
 27.75 
 
 
 
 3 
 
 3.50 
 
 
 3.2 
 
 l 
 
 3.2 
 
 
 4.80 
 
 
 2.40 
 
 3 
 
 4.8 
 
 2 
 
 4.20 12.2 
 
 28.94 
 
 
 
 2 
 
 3.50 
 
 1 
 
 3.2 
 
 1 
 
 3.2 
 
 2 
 
 4.80 
 
 
 2.40 
 
 2 
 
 4.8C 
 
 2 
 
 4.20 
 
 7.5 
 
 17.79 
 
 
 
 2 
 
 3.50 
 
 1 
 
 3.2 
 
 i 
 
 3.2 
 
 2 
 
 4 80 
 
 
 2.40 
 
 2 
 
 4.8C 
 
 2 
 
 4.20 
 
 7.6 
 
 18.03 
 
 
 
 2 
 
 3.50 
 
 
 :: 2 
 
 1 
 
 3.2 r 
 
 
 4.80 
 
 l 
 
 2.40 
 
 2 
 
 4.80 
 
 
 4.20 
 
 11.0 
 
 26.09 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 2 
 
 3.50 
 
 1 
 
 3.22 
 
 
 3.22 
 
 2 
 
 4.80 
 
 l 
 
 2.40 
 
 2 
 
 4.80 
 
 
 4.20 
 
 14.0 
 
 33.21 
 
 
 
 
 3.75 
 
 1 
 
 3.22 
 
 l 
 
 3.22 
 
 3 
 
 4.80 
 
 1 
 
 2.40 
 
 2 
 
 4.80 
 
 3 
 
 4.20 
 
 13.5 
 
 32.02 
 
 2 
 
 .47 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.28 
 
 
 4.80 
 
 1 
 
 2.40 
 
 3 
 
 4.80 2 
 
 4.20 
 
 11.2 
 
 26.56 
 
 2 
 
 .47 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 
 3.23 
 
 2 
 
 4.80 
 
 1 
 
 2.40 
 
 2 
 
 4.80, 2 
 
 4.20 
 
 8.9 
 
 21.10 
 
 3 
 
 .71 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.23 
 
 2 
 
 4.80 
 
 l 
 
 2,40 
 
 2 
 
 4.80, 2 
 
 4.20 
 
 8.2 
 
 19.45 
 
 2 
 
 .48 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 l 
 
 3.23 
 
 2 
 
 4.80 
 
 l 
 
 2.40 
 
 2 
 
 4.80 2 
 
 4.20 
 
 11.5 
 
 27.28 
 
 
 .47 
 
 2 
 
 3.75 
 
 1 
 
 3.2; 
 
 i 
 
 3.2! 
 
 ■> 
 
 4.80 
 
 l 
 
 
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 3.75 
 
 l 
 
 3.23 
 
 ! 
 
 3.23 
 
 g 
 
 4.80 
 
 j 
 
 2.40 
 
 2 
 
 4.80 2 
 
 4.20 
 
 9.5 
 
 
 
 .48 
 
 2 
 
 3.75 
 
 1 
 
 3.2; 
 
 1 
 
 3.23 
 
 3 
 
 4 80 
 
 1 
 
 2.40 
 
 2 
 
 4.80 2 
 
 4.20 
 
 
 
 1 
 
 .24 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.23 
 
 2 
 
 4.80 
 
 l 
 
 2.40 2 
 
 4.80 2 
 
 4.20 
 
 
 
 3 
 
 .71 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.28 
 
 2 
 
 4.80 
 
 i 
 
 2.40 2 
 
 4.80 
 
 9 
 
 4 on 
 
 
 
 1 
 
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 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.23 
 
 3 
 
 4.80 
 
 1 
 
 2.40 2 
 
 4.80 
 
 2 
 
 4.20 
 
 9.5 
 
 22.54 
 
 2 
 
 .47 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.23 
 
 2 
 
 4.80 
 
 l 
 
 2.40 2 
 
 4.80 
 
 0 
 
 4.20 
 
 9.8 
 
 23.24 
 
 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.23 
 
 2 
 
 4.80 
 
 1 
 
 2.40 2 
 
 4.80 
 
 2 
 
 4.20 
 
 8.0 
 
 18.97 
 
 
 
 2 
 
 8.75 
 
 
 3.25 
 
 
 3.2S 
 
 
 
 
 
 
 
 
 
 
 2 
 
 .47 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.23 
 
 
 
 l 
 
 2.40 2 
 
 4.80 
 
 
 4 20 
 
 7.9 
 
 18.74 
 
 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.23 
 
 
 
 1 
 
 2.40 2 
 
 4.80 
 
 2 
 
 4.20 
 
 8.2 
 
 19.46 
 
 2 
 
 .48 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.23 
 
 
 
 1 
 
 2.40 2 
 
 4.80 
 
 2 
 
 4.20 
 
 7.0 
 
 16.60 
 
 
 
 2 
 
 3.75 
 
 1 
 
 3.23 
 
 1 
 
 3.23 
 
 
 
 i 
 
 2.40 2 
 
 4.80 
 
 2 
 
 4.20 
 
 7.5 
 
 17.79 
 
 
 
 2 
 
 3.75 
 
 ■ 
 
 3.23 
 
 1 
 
 3.23 
 
 
 
 i 
 
 2.40 2 
 
 4.80 
 
 2 
 
 4.20 
 
 6.8 
 
 16.14 
 
 
 
 2 
 
 3.75 
 
 1 
 
 3.22 
 
 1 
 
 3.22 
 
 
 
 l 
 
 2.40 2 
 
 4.80 
 
 2 
 
 4.20 
 
 6.0 
 
 14.23 
 
 
 
 2 
 
 3.75 
 
 1 
 
 3.22 
 
 1 
 
 3.22 
 
 
 
 1 
 
 2.401 2 
 
 4.80 
 
 3 
 
 4.20 
 
 3.9 
 
 9.26 
 
 2 
 
 .48 
 
 2 
 
 3.75 
 
 1 
 
 3.22 
 
 1 
 
 
 
 
 l 
 
 2.40! 2 
 
 4.80 
 
 a 
 
 4.20 
 
 4.5 
 
 10.67 
 
 
 
 2 
 
 3.75 
 
 1 
 
 3.22 
 
 1 
 
 3.22 
 
 i 
 
 .60 
 
 i 
 
 2.40 2 
 
 4.80 
 
 .» 
 
 4.20 
 
 10.2 
 
 
 3 
 
 .71 
 
 2 
 
 3.75 
 
 1 
 
 3.22 
 
 1 
 
 3.22 
 
 2 
 
 4.80 
 
 1 
 
 2.-10 2 
 
 4.80 
 
 a 
 
 4.20 
 
 7.5 
 
 17.73 
 
 
 .48 
 
 2 
 
 8.75 
 
 1 
 
 3.22 
 
 I 
 
 3.22 
 
 
 
 l 
 
 2.40 
 
 2 
 
 4.80 
 
 2 
 
 4.20 
 
 4.2 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 .48 
 
 2 
 
 3.75 
 
 i 
 
 3.22 
 
 ! 
 
 3.22 
 
 
 
 j 
 
 2.40 2 
 
 4.80 
 
 
 4.20 
 
 4.5 
 
 10.68 
 
 3 
 
 .47 
 
 2 
 
 3.75 
 
 1 
 
 3.22 
 
 1 
 
 3.22 
 
 
 
 i 
 
 
 
 
 
 
 
 
 2 
 
 .48 
 
 2 
 
 3.75 
 
 1 
 
 H 91 
 
 1 
 
 3.22 
 
 
 
 
 
 
 
 
 
 
 2 
 
 .48 
 
 2 
 
 3.75 
 
 1 
 
 3.22 
 
 1 
 
 3.22 
 
 
 
 
 2.40 
 
 2 
 
 4.80 
 
 
 4.20 
 
 11.5 
 
 27.29 . 
 
 
 
 
 3.75 
 
 1 
 
 3.22 
 
 1 
 
 3.22 
 
 
 
 l 
 
 2.40 
 
 2 
 
 4.80 
 
 2 
 
 4.20 
 
 7.3 
 
 17.30 
 
 
 
 ’ 
 
 
 1 
 
 3.22 
 
 1 j 3.22 
 
 
 
 l 
 
 2.40 
 
 3 
 
 4.80 
 
 2 
 
 4.20 
 
 7.0 
 
 16.60 . 
 
 
 5.42 
 
 
 55.00 
 
 
 35.42 
 
 |l35.42 
 
 
 06.20 
 
 
 00.80 
 
 
 01.60 
 
 
 76.4ol 
 
 
 801.82 
 
 
 
 
 i Water 
 
 
 Totals 
 
 | Feet 
 
 
 
 
 
 Each 
 
 M, S „ K 
 
 
 
 
 2 / 
 
 I).". 
 
 Dai 
 
 
 11 
 
 =! 
 
 
 
 
 
 - 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 119.43 
 
 1.7S 
 
 “ 
 
 Ilf 
 
 3 
 
 20 
 
 
 3.34 
 
 
 «M 
 
 44 
 
 18 
 
 95.59 
 
 0.9C 
 
 
 m 
 
 48 
 
 19 
 
 67.99 
 
 0.00 
 
 
 
 
 14 
 
 
 
 
 
 
 - 86.52 
 
 1.44 
 
 iiH 
 
 42 
 
 18. 
 
 128.49 
 
 1.87 
 
 2083 
 
 42 
 
 36 
 
 . 135.09 
 
 2.67 
 
 m 
 
 43 
 
 44 
 
 . 128.38 
 
 1.3o! 
 
 ins 
 
 46 
 
 21 
 
 .'i 62.73 
 
 0.04 
 
 
 
 17 
 
 
 
 
 
 
 ■ ! 55.83 
 
 0.71 
 
 
 
 18 
 
 106.17 
 
 2.51 
 
 30 <18 
 
 45 
 
 22 
 
 121.88 
 
 8.08 
 
 2288 
 
 49 
 
 24 
 
 
 
 
 
 24 
 
 
 
 
 
 58.44 
 
 0.00 
 
 
 
 23 
 
 
 
 
 
 
 
 o.ool 
 
 
 
 23 
 
 59.44 
 
 0.00 
 
 
 
 23 
 
 55.11 
 
 0.00 
 
 
 
 22 
 
 
 
 
 
 
 46.69 
 
 0.00 
 
 
 
 22 
 
 45.79 
 
 0.00 “ 
 
 
 
 22 
 
 42.93 
 
 0.00 “ 
 
 
 
 22 
 
 44.09 
 
 0.00 
 
 
 .... 
 
 
 22 
 
 
 
 
 
 
 
 40.54 
 
 0.00 
 
 
 
 
 22 
 
 36.13 
 
 0.00 
 
 
 
 
 18 
 
 37.11 
 
 0.00 
 
 
 
 
 
 80.55 
 
 4.32 
 
 
 1088 
 
 49 
 
 21 
 
 119.15 
 
 1.61 
 
 
 7f* 
 
 50 
 
 21 
 
 41.67 
 
 0.02 
 
 
 
 
 18 
 
 40.37 
 
 
 
 
 
 
 36.82 
 
 0.00 
 
 
 
 
 18 
 
 26.12 
 
 0.00 
 
 
 
 
 17 
 
 
 
 
 
 
 17 
 
 53.59 
 
 
 
 
 
 
 43.75 
 
 
 
 
 
 
 43.45 
 
 0.00 
 
 
 
 
 15 
 
 $2830.08 
 
 
 
 
 
 
 Started air pumps at 11:30 o’clock. 
 Sand pump started at 20:10 o’clock. 
 Sand pumps stopped at 10:40 o’clock. 
 
 Sand pumps started at 20:00 o’clock. 
 
 Sand pumps stopped at 21:30 o’clock. 
 
 Sand pumps started at 15:35 o’clock. 
 Sand pumps stopped at 15:50 o’clock. 
 
APPENDIX D. —Continued. 
 
 TIME, COST AND MATERIALS USED IN FOUNDATIONS. 
 PIER V— CONTIHUED. 
 
 33 
 
34 
 
 APPENDIX E. 
 
 GENERAL. 
 
 1. The masonry will comprise one abutment and four piers. 
 
 2. The piers will be numbered from the St. Louis County shore to the St. 
 Charles County shore, the East or South Abutment being Pier I and the pier next 
 to the St. Charles County bank Pier V. 
 
 3. Pier I will be an abutment with square wing walls. 
 
 4. Piers II and IV will measure 12 feet thick and 34 feet long between 
 shoulders under the belting course. The ends will be round for the upper 38 feet 
 and pointed below. 
 
 5. Pier III will be precisely like Piers II and IV, except that it will be six 
 and one-half inches higher, this difference being added to the round ended portion. 
 
 6. Pier V will measure 9 feet thick and 37 feet long between shoulders under 
 the belting course, and will have round ends throughout. 
 
 7. Pier I will be built entirely of oolitic limestone from the quarries near 
 Bedford, Indiana. It is estimated to contain approximately 1300 cubic yards. 
 
 8. Piers II, III and IV will be built of Bedford limestone except that the 
 face stones of the entire piers for a height of 30 feet below the pointed copings will 
 be granite. Each of these piers will contain approximately 2800 cubic yards of 
 masony of which approximately 700 cubic yards will be granite. 
 
 9. Pier V will be built entirely of Bedford limestone and will contain 
 approximately 1300 cubic yardB of masonry. 
 
 10. The entire masonry shall be built according to detail plans furnished by 
 the Chief Engineer. 
 
 STONE. 
 
 11. The face stone must be strong, compact, of uniform quality and 
 appearance and free from any defects which in the judgment of the Engineer 
 may impair its strength or durability. The so-called blue stone which does not 
 stand quarrying in the winter shall only be used below the level of the granite 
 work or in backing. 
 
 12. No course shall be less than sixteen inches in thickness and no course 
 below the belting course shall be thicker than the one beneath it. 
 
 13. Each bed of every stone shall measure at least thirty-six inches in .each 
 direction, except that where the thickness of the course is less than twenty-four 
 inches the bed need not exceed one and one-half times the thickness of the stone. 
 
 14. The bottom bed shall always be the full size of the stone and no stone 
 shall have an overhanging top bed. 
 
 SPECIFICATIONS FOR MASONRY. 
 
 15. Stretchers shall not be less than four feet nor more than seven feet long, 
 and stretchers of the same width shall not be placed together vertically, but this 
 shall not apply to the ends of stretchers where headers come centrally between 
 stretchers. 
 
 16. Headers shall be at least five feet long and shall be at least three-quarters 
 their full width for the whole length. There shall be at least three headers on 
 each side of every course between the shoulders. 
 
 17. The backing shall be composed of stones of the same thickness as the face 
 stones, with beds cut in the same manner as required for the face stones and with 
 no overhanging top beds. The spaces between the large stones shall not occupy 
 more than one-fifth of the entire area of the pier inside of the face stones, and 
 these spaces shall be filled with good rubble masonry carefully laid up in full 
 mortar beds and well rammed. 
 
 CUTTING. 
 
 18. The face lines of each stone shall be true, and the rise as fixed by the face 
 lines shall not vary anywhere more than f of an inch from the true rise of the 
 course. 
 
 19. The upper and lower beds shall be truly parallel and cut to conform with 
 the requirements for the face lines. Depressions of more than one-quarter of an 
 inch below the true planes shall never exceed one-tentli of the area of the bed. 
 
 20. Joints shall be cut vertical and at right angles to the face of the stone 
 unless otherwise shown on special plans. The cutting for at least 12 inches back 
 from the face shall be the same as that required for the beds. 
 
 21. Joints shall be broken at least fifteen inches on the face. 
 
 22. The vertical joints shall not average more than three-eighths of an inch 
 and shall not exceed one-half inch. Thin, horizontal mortar joints will not be 
 insisted on, but every stone shall be set in a full bed of mortar and settled to a 
 proper bearing, no levelers being allowed. 
 
 23. The face of the granite cutwaters of Piers II, III and IV shall be fine 
 pointed work with no projections exceeding one-half inch. 
 
 24. The copings, including those over the pointed starlings, shall have the 
 upper surface, wash, face and the lower beds for a width of six inches back bush- 
 hammered with true lines and surfaces. The lower bed of the belting courses shall 
 be bush-hammered to the same extent. 
 
 25. The coping shall be cut with close joints throughout the whole pier and 
 according to special plans. 
 
 26. A four-inch draft line shall be cut on all vertical angles and around the 
 lower edges of the belting course below the coping. 
 
 27. All other portions of the piers shall have a rough quarry face with no pro¬ 
 jections exceeding three inches, the quarry face to average at least one and a half 
 inches from the pitch line of the joints and never to run back of such pitch line. 
 
 28. No grab holes shall be made in the face of the coping or on the pointed 
 work of the cutwater. 
 
 MORTAR. 
 
 29. All face stones shall be laid in Portland cement mortar, two parts of sand 
 to one part of cement. The backing shall be laid in American cement mortar, two 
 parts of sand to one part of cement. 
 
 30. "When masonry is laid up in freezing weather the backing shall be laid in 
 Portland cement, three parts of sand and one part of cement, and such other pre¬ 
 cautions taken against freezing as the Engineer may direct. 
 
 31. All stones must be carefully cleaned and wet before setting, and no mortar 
 beds shall be laid until the course below has been cleaned and wet. 
 
 32. The joints of the face stones shall be cleaned out to a depth of one and 
 one-half inches, and pointed in mild weather with a mortar composed of two parts 
 of sand and one part of Portland Cement, which shall be driven in with a calking 
 iron. 
 
 33. The cement will be furnished by the Railroad Company, but the contractor 
 will be held responsible for all waste or injury to the same. 
 
 IRONING. 
 
 34. The stones of the curved up stream starlings of Piers II, III and IV shall 
 be dowelled into those of the course below with one and one-eighth inch steel 
 dowels extending six inches into each course, these dowels to be placed about ten 
 inches back from the face and seven inches on each side of each joint. The stones 
 of the upper course shall be drilled through before setting, after which the hole 
 shall be extended six inches into the lower course, a small quantity of mortar shall 
 be put into the hole, the dowel dropped in and the hole filled with mortar and well 
 rammed. 
 
 35. The joints in the three courses below the coping in all piers shall be 
 cramped with cramps of one-inch round iron sixteen inches long, the ends put four 
 inches into each stone. 
 
TERMS. 
 
 36. The foundations will be prepared by the Railroad Company. 
 
 37. Pier I will be founded on rock above the level of high water. The neces¬ 
 sary excavation will be made and the foundation leveled up with concrete by the 
 Railroad Company. 
 
 38. Piers II, III, IV and V will be founded on pneumatic caissons, and the 
 contractor will be required to lay this masonry as the sinking proceeds and to 
 accommodate his tools and machinery to the requirements of the pneumatic work. 
 
 39. The contractor will be required to do without charge whatever hoisting 
 may be required at the pier in placing or removing the shafts and locks used in 
 the pneumatic work while masonry is being laid. 
 
 40. Preparations must be made on the supposition that one of the three piers 
 II, III and IV will be ready for masonry on August 1, 1892, that another will be 
 ready six weeks thereafter and that the third will be ready by November 1, 1S92. 
 
 41. The contractor must be prepared to lay at least two courses daily while the 
 sinking is in progress and will be responsible for any delays due to his inability to 
 lay up the masonry at this rate. 
 
 42. The contractor must be prepared to begin work on Pier V on January 1, 
 1893, and to begin work on the east abutment not later than March 1,1893. 
 
 43. Piers II, III and IV shall be finished in the order which the Engineer 
 
 APPENDIX E — ComiMUED. 
 
 35 
 
 may direct, and the entire masonry of the bridge shall be completed on or before 
 May 1, 1893. 
 
 44. The contractor shall provide a stone yard near the north end of the bridge 
 in St. Charles county and shall begin the delivery of stone at this yard as early as 
 possible and shall have a sufficient amount of stone to complete the granite work 
 of Piers II, III and IV delivered at this yard on or before Angust 1, 1S92. 
 
 45. The contractor shall furnish all tools, machinery and materials of every 
 kind except cement, and complete the masonry ready to receive the superstructure. 
 
 46. No work shall be paid for which does not form a part of the permanent 
 structure. 
 
 PAYMENTS. 
 
 47. Monthly payments shall be made to the contractor on or about the middle 
 of each month. These monthly payments shall be based on approximate estimates 
 made of the work performed up to the end of the preceding month, ten per cent, 
 being held back till completion of contract. 
 
 48. In these estimates material delivered ready for use but not yet in place in 
 the permanent structure shall be estimated at the following prices: 
 
 Limestone, including backing, cut, delivered and unloaded, ten dollars (§10) per 
 cubic yard. 
 
 Granite cut, delivered and unloaded, twenty dollars (§20) per cubic yard. 
 
 MISCELLANEOUS. 
 
 49. No free transportation will be furnished by the railroad nor will any tools 
 be supplied by the Railroad Company. 
 
 50. "Wherever the word Engineer is used in these specifications, it is under¬ 
 stood to be the Chief Engineer of the work. In the absence of the Chief Engineer 
 the Resident Engineer will be considered as his representative and instructions 
 coming from the Resident Engineer will be considered equivalent to those given by 
 the Chief Engineer. 
 
 51. All elevations mentioned in these specifications are referred to a datum 100 
 feet below the St. Louis city directrix. 
 
 52. In general it is understood that the work is to be done in a first-class man¬ 
 ner and that wherever these specifications admit of a doubt the interpretation which 
 makes the best work shall be followed. 
 
 March 4, 1S92. 
 
 GEORGE S. MORISON, 
 
 Chief Engineer. 
 
36 
 
 APPENDIX F. 
 
 A.— GENERAL DESCRIPTION. 
 
 1. The Superstructure will consist of four spans, 410 feet each, all built for 
 double track, the trusses being placed 30 feet between centers. Each truss will be 
 divided into eight panels of 55 feet each and will be 55 feet deep between centers. 
 The floor will be divided into sixteen panels of 27 feet 6 inches each, the inter¬ 
 mediate floor beams being suspended from the middle of each panel. 
 
 2. Each span is estimated to weigh approximately 2 800 000 pounds, including 
 fences and bearings. 
 
 3. The entire structure will be of M steel, subject to the provisions of the 
 Specifications permitting the use of HM and MS steel in details. Rivets, fences 
 and the lateral rods of the floor system will be of S steel. 
 
 4. The expansion and fixed bearings may be of forged Bessemer steel, except 
 such parts as are specified to be of cast steel. 
 
 5. The entire structure will therefore be of steel of one kind or another. 
 
 6. Full detail plans showing all dimensions will be furnished by the Chief 
 Engineer. The work shall be built in all respects according to these plans and 
 similar plans will be furnished to the inspector. The use of these plans will not 
 relieve the contractor from the responsibility of correcting errors, provided those 
 errors are of a manifest character which could be discovered by a careful inspection 
 of the plans. 
 
 7. Should the contractor desire to make his own shop plans, they will be for 
 his use only, and he will be held responsible for any variations between such plans 
 and those furnished by the Engineer. 
 
 B.— STEEL. 
 
 CLASSES. 
 
 1. Steel will be divided into four classes : HM, M, MS and S, of which M and 
 S will be standards, and IIM and MS intermediates. 
 
 2. Class M will be known as Medium Steel and will be used in those portions 
 of every member which constitute the calculated section. 
 
 3. Class S will be known as Soft Steel and will be used for rivets, fences and 
 the lateral rods of the floor system. 
 
 4. HM and MS steel will be accepted for details and parts which do not form 
 portions of the calculated.sections. 
 
 MANUFACTURE. 
 
 5. Steel shall be made by the open hearth process, and no steel shall be made 
 at works which have not been in successful operation for at least one year ; but this 
 
 SPECIFICATIONS FOB SUPERSTRUCTURE. 
 
 provision shall not be held to exclude new furnaces erected in connection with old 
 works. 
 
 6. If made in an acid furnace, the amount of phosphorus in the finished pro¬ 
 duct shall never exceed eight one-hundredtlis of one per cent., this being a maximum 
 and not an average requirement. 
 
 7. If made in a basic furnace, the amount of phosphorus shall never exceed 
 four one-hundredths of one per cent., this being a maximum and not an average 
 requirement, and being considered necessary to show a proper amount of work in 
 the furnace. 
 
 8. The finished product shall be perfect in all parts and free from irregularities 
 and surface imperfections of all kinds. All steel must be free from piping. 
 
 9. The cross sections shall never differ more than 24 per cent, from the ordered 
 cross sections as shown by the dimensions on the plans. 
 
 10. Steel for pins more than four inches in diameter shall be hammered. 
 
 11. Every finished plate, bar or angle shall be stamped on one side, near the 
 middle, with a number identifying the melt, and this stamp shall be surrounded 
 with a heavy circle of white paint. Steel for pins shall have the melt numbers 
 stamped on the ends. Rivet steel and small pieces which do not form part of the 
 calculated section of members may be shipped in bundles, wired together, with the 
 melt number on a metal tag attached. 
 
 TESTS. 
 
 12. A sample bar not more than two inches wide, and having a cross section of 
 one square inch when the material is not less than one-half inch thick, shall be cut 
 from the finished product of every melt. When taken from metal more than two 
 inches thick this sample may be a turned, round bar. The laboratory tests shall be 
 made on this sample bar in its natural state without annealing. 
 
 13. When a melt is rolled into several varieties of material, each variety shall be 
 separately tested. A variety shall consist entirely of one of the following shapes: 
 Sheared Plates, Universal Mill Plates, Angles, Z’s, Channels, I beams Flats, 
 Rounds, Squares, Pin Steel and Eyebar Steel. Flats will include all flats not 
 intended to be forged into eyebars. Where several sizes of the same variety are 
 rolled, the cross section of the largest size shall not be more than twice that of the 
 smallest size, and the sample shall be taken from the size which comes nearest to a 
 mean. 
 
 14. In the laboratory tests, measurements to determine elongation shall be made 
 on a length of eight inches. 
 
 15. A piece of each samjfle bar shall be bent 180 degrees and closed up against 
 itself. In no case shall any crack appear until the circle around which the bar is 
 
 bent becomes less than the thickness of the bar. Except when the sample is taken 
 from a pin, the sample bar shall close up against itself without showing any crack 
 or flaw on the outside of the bent portion. 
 
 16. The sample bar shall be tested in a lever machine and the following 
 requirements fulfilled: 
 
 CLASS OF STEEL. 
 
 HM. M. 
 
 Ultimate Strength, lbs. per square inch 70 000 66 000 
 
 Elastic Limit, “ “ “ “ 35 000 33 000 
 
 Percentage of Elongation in 8 inches.. 18 22 
 
 “ “ Reduction at Fracture.. 36 44 
 
 MS. 
 62 000 
 31 000 
 24 
 48 
 
 S. 
 
 58 000 
 29 000 
 26 
 52 
 
 17. Where the sample is taken from a pin, the elongation and reduction will be 
 reduced to 15 and 30 per cent, for the I1M steel and to 18 and 36 per cent, for the 
 M steel. 
 
 18. The entire fracture shall be silky. 
 
 19. The requirements for ultimate strength are means, and steel will be accepted 
 when the ultimate strength does not differ more than 4000 lbs. from the require¬ 
 ments of the table. 
 
 20. The requirements for elastic limit, elongation and reduction are minimum 
 requirements, and no steel will be accepted which falls below these conditions. 
 
 21. The elastic limit will be observed by the falling of the beam of the testing 
 machine. 
 
 22. Duplicate tests may be made when the first sample tested fulfills four of the 
 five requirements. If the second test and also the average of the two tests meet all 
 the requirements, the melt may be accepted. Cases in which the tests are thought 
 not to give fair indications of the character of the material, shall be referred to the 
 Engineer. 
 
 23. Analyses shall be made showing the amount of phosphorus and carbon in 
 every melt, the drillings for these analyses being taken directly from one of the 
 ingots. Besides this, a set of analyses of phosphorus, carbon, silicon and manga¬ 
 nese shall be made from every ten melts, the drillings to be taken from a sample 
 test bar. 
 
 INSPECTION. 
 
 24. The mill inspection shall be performed at the expense of the manufacturer 
 by an inspector accepted by the Engineer. It will be the duty of this inspector to 
 send the notices required below. 
 
 25. The acceptance of material by such inspector will not be considered final, 
 but the right is reserved to reject material which may prove defective or objection¬ 
 able at any time during manufacture and erection. 
 
26. Two notices of the acceptance of each melt shall be mailed on the day of such 
 acceptance, stating the number of the accepted melt and quality of steel. One of 
 these notices shall be sent to the Engineer and one to the shop inspector. 
 
 27. Two notices of the shipment of manufactured material, identifying the melts 
 and dimensions, shall be mailed on the day after such shipments are made, in the 
 same manner as the notices of the acceptance of material. 
 
 28. Weekly reports in full detail, including reports of chemical analyses, for 
 whatever reason made, and certified by the mill inspector, shall be sent to the Engi¬ 
 neer not later than the end of the week succeeding the week in which such tests are 
 made. 
 
 D.—GENERAL SHOP REQUIREMENTS. 
 
 1. The work shall be done in all respects according to the detail plans furnished 
 by the Engineer. 
 
 2. Where there is room for doubt as to the quality of work required by the 
 plans or specifications, the doubt shall be decided by using the best class of work 
 which any interpretation would admit of. 
 
 3. All workmanship, whether particularly specified or not, must be of the best 
 kind now in use. Past work done for the same Engineer will never be recognized as 
 a precedent for the use of other than the best kind of work. 
 
 4. All material shall be cleaned, and if necessary, scraped, and given one 
 heavy coat of Cleveland Iron Clad Paint, purple brand, put on with boiled linseed 
 oil before shipment. This applies to everything except machine-finished surfaces. 
 
 5. The same paint shall be used wherever painting is required. 
 
 6. All machine surfaces shall be cleaned, oiled and given a heavy coat of white 
 lead and tallow before shipment. The inspector must see that this is a substantial 
 coat, such as is used on machinery, and not a merely nominal covering. 
 
 7. All small bolts, all pins less than six inches in diameter, the expansion rollers 
 and everything with special work on it, shall be carefully boxed before shipment. 
 
 E.—RIVETED WORK. 
 
 1. All plates, angles and shapes shall be carefully straightened at the shop 
 before they are put together; mill straightening will not be considered as meeting 
 this requirement. 
 
 2. If the rivet holes are marked from templets, these templets shall lie flat 
 without distortion when the marking is made. 
 
 3. The size of rivets shown on the plans is the size of the cold rivet before 
 heating. 
 
 4. The diameter of the finished rivet hole shall not be more than -fa inch 
 greater than the diameter of the cold rivet. The heated rivet shall not drop into 
 
 APPENDIX E.—Continued. 
 
 the hole, but require a slight pressure to force it in ; the relative size of the rivet 
 and rivet hole must be such as to meet this requirement. 
 
 5. In all cases where riveting is to be done in the field, the parts so to be 
 riveted shall be fitted together in the shops and the rivet holes reamed out while 
 they are so assembled, or an iron templet at least one inch thick shall be made and 
 both parts reamed to fit this templet. 
 
 6. All surfaces in contact shall be cleaned and painted before they are put 
 together. 
 
 7. The rivets shall be driven by power wherever this is possible. The manu¬ 
 facturer will be required to procure special riveting machines to meet special posi¬ 
 tions. This applies specially to four web chords. 
 
 8. All rivets shall be regular in shape, with hemispherical heads concentric 
 with the axes, absolutely tight, and shall completely 'fill the holes. Tightening by 
 calking or recnpping will not be allowed. This applies to both power-driven and 
 hand-driven rivets. 
 
 9. The angles of stringers must be square and straight. The web-plate must 
 not project above the angles, and the outside edges of the top angles must never be 
 above a ti - ue plane and never more than -fa inch below a true plane coincident with 
 the roots of the angles. 
 
 10. The outside angle at the root of the angles connecting stringers with floor 
 beams, floor beams with posts, or in other like details, shall never be less than a 
 right angle, and the excess over a right angle shall never be greater than -J inch in 
 the longer leg of the angle; the angle shall be perfectly straight. 
 
 11. These angles shall be so fitted that the length, measured to the root of any 
 one of the angles, does not vary more than ^ inch from the true length. The 
 effect of these requirements will be to prevent more than inch reduction of area 
 at the root of the angle by facing and to secure a ti-ue surface for the whole width 
 of the connection, which will require no strain in the rivets to draw the parts 
 together. 
 
 12. All sheared or rough edges shall be carefully planed off. 
 
 13. The material may be punched with holes •£• inch smaller than the size of the 
 rivets shown on the plans, except as provided below. 
 
 14. When the thickness of the metal is greater than a thickness -J- inch less than 
 the diameter of the rivet, the punched hole shall be \ inch smaller than the diame¬ 
 ter of the rivet. 
 
 15. When the thickness of the metal is greater than a thickness -J inch more 
 than the diameter of the rivet, no punching will be allowed, but the holes must be 
 drilled. 
 
 16. After the several pieces have been punched, or drilled, they shall be assem¬ 
 bled. The holes shall then be reamed to the diameter required by the size of the 
 rivets, while the pieces are together. 
 
 37 
 
 17. After reaming, every hole shall be entirely smooth, showing that the reaming 
 tool has everywhere touched the metal. In special cases where this fails, the 
 Engineer may authorize the hole to be reamed to a larger size and larger rivets used. 
 
 18. A reamer shall be run over the outer edges of every hole so as to remove 
 the sharp edges and make a fillet of at least inch under each rivet head. 
 
 19. After the reaming is completed the several pieces shall be taken apart and 
 cleaned. 
 
 20. The surfaces in contact shall then be painted, the parts assembled while the 
 paint is fresh and riveted up according to the foregoing requirements. 
 
 21. The fences which are made of S steel may be punched and riveted without 
 reaming. 
 
 F.—FORGED WORK. 
 
 1. The heads of eyebars and enlarged screw-ends shall be formed by upsetting 
 and forging into shape by a process acceptable to the Engineer. No welds will be 
 allowed. 
 
 2. After the working is completed, the bars shall be annealed in a suitable 
 annealing furnace by heating them to a uniform dark red heat and allowing them 
 to cool slowly. 
 
 3. The form of the heads of steel eyebars may be modified by the contractors to 
 suit the process in use at their works, but the thickness of the head shall not be 
 more than -jiy inch greater than that of the body of the bar, and the heads shall be 
 of sufficient strength to break the body of the bar. 
 
 4. Eyebars shall be bored truly and at exact distances, the pin-holes to be exactly 
 on the axis of the bar and at exactly right angles to the planes of the flat surfaces. 
 
 5. When six bars of the same billed length are piled together, the two pins 
 shall pass through both pin-holes at the same time without driving. Every bar 
 shall be tested £or this requirement. 
 
 6. Pin-holes shall be bored with a sharp tool that will make a clean, smooth 
 cut. Two cuts shall always be taken, the finishing cut never to be more than 
 inch. Roughness in pin-holes will be sufficient reason for rejecting bars. 
 
 7. The full number of bars of each billed size shall be made at one time, and 
 one more bar shall be made than the number required for the structure. When the 
 bars are finished, one bar of each lot shall be selected by the inspector for testing. 
 This will require 14 full-size test bars in all. 
 
 8. No bars known to be defective in any way shall be taken for test bars, but 
 the bars shall be selected as fair average specimens of the good bars which 
 would be accepted for the work. 
 
 9. The test of full-size eyebars Bkall be made in the large testing machine at 
 Athens, Pa., unless some other machine is specially accepted by the Engineer. 
 
 10. These bars will be required to develop an average stretch of twelve per 
 
38 
 
 APPENDIX P— CONTINUED. 
 
 cent., and a minimum stretch of ten per cent, before breaking. The elongation 
 shall be measured on a length of not less than twenty feet, including the fracture. 
 
 11. The bars will be required to break in the body. 
 
 12. They 6hall also show an elastic limit of not less than 32 000 pounds, and 
 an ultimate strength of not less than GO 000 pounds, as indicated by the registering 
 gauges of the testing machine at Athens. 
 
 13. In case of bars too long for the machine, the test bar shall be selected 
 before the bars are annealed ; the bar selected shall then be cut in two, each half 
 shall be reheaded, and both halves shall be annealed, bored and tested, the two 
 tests, however, to count as a single bar. 
 
 14. In the test of full-size bars, a failure to meet the required elongation will 
 be considered fatal and be a sufficient cause for condemning the bars represented 
 by the bar so tested ; but the engineer shall examine carefully into the cause of the 
 breakage of any bar which does not meet the requirements and may order addi¬ 
 tional tests if he sees lit. 
 
 15. When a bar breaks in the head, but develops ten per cent, elongation 
 before breaking, a second bar shall be selected from the same lot of bars. If this 
 bar breaks in the body, and the two bars develop the average stretch of twelve per 
 cent., the bars of this lot may be accepted; provided, however, that if more than 
 one-third of the total number of bars tested break in the head, the entire bill of 
 eyebars may be rejected. 
 
 G.— MACHINE WORK. 
 
 1. The planing, drilling and reaming required under the provisions for riveted 
 work shall always be performed. 
 
 2. The ends of the chord sections shall be faced so as to be perfectly true after 
 they are riveted up complete, excepting only the projecting splice plates. A special 
 riveting machine will be required to rivet on the splice plates of the four web 
 chords after facing. 
 
 3. When four chord pieces are fitted together complete in the shop, there shall 
 be no perceptible wind in the length of the four sections. 
 
 4. All chord sections shall be stamped at each end on the outside with letters 
 and numbers designating the joints in accordance with a diagram furnished by the 
 Engineer. 
 
 5. All pin-holes and holes for turned bolts passing through the whole width of 
 a riveted member, shall be bored or drilled after all other work is completed. 
 
 6. Pin-holes shall be bored truly and at exact distances, parallel with one 
 another, and at exactly right angles to the axis of the member. 
 
 7 . Pin-holes shall be bored with a sharp tool which will make a clean, smooth 
 cut. Two cuts shall always be taken, the finishing cut never to be more than -J- 
 inch. Roughness in pin-holes will be sufficient reason for rejecting a whole member. 
 
 8. Pin-holes shall be bored to fit the pins with a play not exceeding inch. 
 These requirements apply to lateral connections as well as to other pins. 
 
 9. The plans show the distance between the centers of pin-holes. Shop meas¬ 
 urements shall be made between the bearing edges of tension or compression mem¬ 
 bers, with a proper allowance for the diameter of the pin. An iron standard of the 
 same temperature as the piece measured shall always be used. 
 
 10. All pins shall be accurately turned to a gauge and shall be of full size 
 throughout. 
 
 11. The ends of stringers and of floor beams sball be squared in a facer, as 
 shall also all other similar connections. 
 
 12. All bearing surfaces shall be truly faced. 
 
 13. All surfaces so designated on the plans shall be planed. 
 
 14. All screws cut on steel shall have a truncated Y thread, United States 
 standard, eight threads to the inch. 
 
 H.—BEARINGS. 
 
 1. The Expansion Bearing will consist of five parts : 1, the Base Plate; 2, 
 the Rollers; 3, the Bearing Plate; 4, the Rocker Plate; 5, the Top Plate. 
 
 2. The Fixed Bearing will consist of three parts: 1, the Support ; 2, the 
 Rocker Plate ; 3, the Top Plate. The Rocker Plate and the Top Plate will be 
 precisely like the Rocker Plate and the Top Plate of the Expansiou Bearing. 
 
 3. The Base Plate will consist of a plate 1£ in. thick, to which are riveted a 
 number of steel rails, these rails to be Pennsylvania Steel Company, Section 78, 
 5 in. high, with heads 2g- in. wide, the rails placed 3 in. between centers. The 
 base of the rails shall be planed off in the manner shown on the plan and the rails 
 riveted to the plate. The bottom of the plate shall then be planed, after which the 
 plate shall be placed on a planer and the tops of the rails and the outside faces 
 of the two outside heads shall be planed. The top bearing surface shall then be 
 polished to such an extent that the tool marks cannot be seen. The side edges of 
 the bottom plate shall also be planed. 
 
 4. The Rollers will be of forged steel. The ends and parallel sides shall be 
 planed. The rolling surfaces shall be turned and polished. The hollow faces of 
 the sides may be left rough. The pins at the ends of the rollers shall be screwed 
 into the rollers and keyed with a -J- in. key If in. long, the key seat being bored 
 through the threads of the screw. The side plates shall be drilled to fit the pins 
 with a play not exceeding in. All screws on pins shall have truncated V 
 threads, eight threads to the inch. 
 
 5. The Bearing Plate shall be of cast steel. The side edges shall be planed, 
 and the bearing surface shall be planed and polished. When this surface is finished, 
 there shall be no blow-hole visible exceeding one inch in either dimension, nor 
 exceeding one-half square inch in area. The length of blow-holes cut by any straight 
 
 line laid in any direction, shall never exceed one inch in any one foot. The hollow 
 cylindrical surface of the socket shall be turned true and polished; there shall be no 
 blow or sand hole on this surface exceeding one-half an inch in either direction, nor 
 exceeding one-sixteenth square inch in area, and the total area of holes shall not ex¬ 
 ceed two per cent, of the entire surface; the sides of the socket shall be turned true. 
 
 6. The Rocker Plate shall be a steel forging. The four sides shall be planed 
 and fit the sides of the socket within -fa inch; the cylindrical surfaces shall be 
 turned and polished to fit the corresponding surfaces of the sockets exactly. 
 
 7. The Top Plate sball be a steel casting, the upper surface being planed and 
 having the same requirements as to blow-holes as the lower surface of the Bearing 
 Plate. The hollow socket shall be subject to the same requirements as the socket 
 of the Bearing Plate. 
 
 8. The Support will be a steel casting. The bottom shall be planed and the 
 requirements as to blow-lioles shall be the same as for the bottom of the Bearing 
 Plate of tlie Expansion Bearing. The requirements for the socket shall also be the 
 
 9. The Base Plate, the Rollers including side plates, and the Rocker Plate, 
 may be of Bessemer steel of the same quality as the best Bessemer rail steel, the 
 finished pieces to be free from all surface defects and entirely free from piping. 
 
 10. Every steel casting shall be cast with a coupon for testing, which coupon 
 shall be cut off after annealing, and the test shall be made on a in. round turned 
 from this coupon. When tested this test piece shall show an ultimate strength of 
 at least 70 000 lbs., an elastic limit of at least 40 000 lbs., an elongation of at least 
 15 per cent, in two inches and a reduction of 20 per cent, at the point of fracture. 
 
 11. The workmanship shall all be first-class, and when the bearing is set up 
 there shall be no visible break of contact between the polished surface of the 
 rollers and that of the plates, either above or below. 
 
 I.—ERECTION. 
 
 1. The Chicago, Burlington and Quincy Railroad will transport the material 
 from Chicago to the bridge site, delivering it on a side track where it can be 
 unloaded conveniently on the north side of the river. No other transportation or 
 switching will be furnished. 
 
 2. The contractor will be expected to receive all material as it arrives on the 
 cars, to unload this material and store it in a material yard until ready for erection. 
 
 3. He will be held responsible for the custody and care of all superstructure 
 material after its arrival. 
 
 4. A track will be laid to a convenient position for unloading material and no 
 switching will be done after the material has once been unloaded. 
 
 5. The contractor will be required to keep all the material in good condition, 
 
39 
 
 and in ease of its becoming dirty or rusty, will be expected to clean it before 
 erecting. 
 
 6. The contractor will be required to paint all surfaces which will be inaccessi¬ 
 ble for painting after erection, the paint being furnished by the Railroad Company. 
 
 7. The contractor will be required to furnisli all tools, barges and false work 
 of every description. 
 
 S. The contractor will be required to remove all work which he may put in 
 the river, so that there will be nothing left either to interfere with navigation or to 
 catch drift. 
 
 9. No holes shall be drilled or bolts placed in the piers without the express 
 permission of the Engineer. All bolts so put in shall be removed and the holes 
 carefully filled with Portland cement mortar, and any damages done shall be 
 charged to the contractor. 
 
 10. The setting of the wall plate castings, including the drilling of holes in 
 masonry for the anchor bolts, the packing of rust cement under the castings, if 
 used, and all other work connected therewith is to be done by the contractor. 
 
 11. The contractor will be required to erect the superstructure complete in 
 every respect including riveting ready to receive the timber floor. 
 
 12. The erection shall include the placing and riveting of the fence and the 
 ladders over the piers. 
 
 13. The provisions as to riveting given under the head of Riveted Work, will 
 apply to riveting done during erection. 
 
 14. Rivets connecting the floor beams with the posts shall be driven by power, 
 and, if necessary, the contractor must procure a special machine for this purpose. 
 
 APPENDIX F— Continued. 
 
 K—TERMS. 
 
 1. The work will be paid for by the pound of finished work loaded on cars 
 and delivered to the Chicago, Burlington & Quincy Railroad, at Chicago, the cars 
 to go through without transfer at Chicago. 
 
 2. No material will be paid for that does not form a part of the finished structure. 
 
 3. All cost of testing shall be borne by the contractor. 
 
 4. The contractor will be required to furnish the field rivets for erection, fur¬ 
 nishing twenty per cent, in excess of each size over and above the number actually 
 required, but this excess will not be estimated, but considered as taking the place of 
 the work which is not done on these rivets. The contractor for erection will be 
 required to provide whatever rivets may be needed in excess of this surplusage. 
 
 5. The contractor will be required to furnish pin pilots, two for each size of 
 pin, these pin pilots to be paid for at the same price per pound as the rest of the 
 work and to belong to the Railroad Company. 
 
 6. Approximate estimates shall be made at the end of each month of material 
 received and work performed up to that time. 
 
 7. In these estimates material received at the shops but not manufactured, will 
 be estimated at 60 per cent, of the contract price for finished material. 
 
 8. Material manufactured but not shipped shall be estimated at 80 per cent, of 
 the contract price. 
 
 9. Material completed and shipped shall be estimated at the full contract price. 
 
 10. The erection shall be paid for at a fixed price per span, no estimate to be 
 made on account of any span until that span is self-sustaining. 
 
 11. Payments shall be made on or about the middle of each month, on the 
 
 basis of the estimates made of work performed up to the end of the preceding 
 month, deducting therefrom ten per cent., which will be held as security until the 
 completion of the entire contract. 
 
 12. The four several spans shall be delivered complete in Chicago on or before 
 the following dates: 
 
 First Span.January 1st, 1893. 
 
 Second Span.February 1st, 1893. 
 
 Third Span.July 1st, 1893. 
 
 Fourth Span.August 1st, 1893. 
 
 13. It is expected that the masonry will be ready for the first span on or before 
 January 1st, 1893; for the second span on or before February 1st, 1S93; and for 
 the other two spans on or before July 1st, 1893. 
 
 14. The erection shall follow the delivery of the material, if the river is in a 
 suitable condition to permit of it, and the entire erection shall be completed so that 
 the track can be laid across the bridge on or before October 15tli, 1S93. 
 
 15. These dates are of the essence of the contract, and no monthly estimates 
 will be paid to the contractor while he is in arrears in deliveries or erection ; and 
 in case of the failure of the contractor to have the work completed so that the 
 track can be laid across the bridge by October 15th, 1893, he will be held respon¬ 
 sible for all expenses and other damages which the railroad company may be put to 
 by reason of such delay. 
 
 May 23d, 1892. GEO. S. MORISON, 
 
 Chief Engineer, St. Louis Extension. 
 
40 
 
 APPENDIX G-. 
 
 TEST OF STEEL EYE BARS. 
 
 
 TESTS ON PULL SIZE EYE BARS. 
 
 
 
 Dl 
 
 IESBIOX 
 
 s, Iscm 
 
 8. 
 
 
 
 
 
 lie 
 
 ULT8 or 
 
 Mecitax 
 
 oai. Tests. 
 
 Original. 
 
 After l'Bst. 
 
 Rcduo 
 
 Per 
 
 
 Elastic 
 
 Maxi- 
 
 Lbs. per 
 sq.Inch 
 
 Place of Fracture. 
 
 Nominal. 
 
 Actual. 
 
 
 Thick 
 
 Length 
 
 Lengtl 
 
 Width 
 
 
 MB 
 
 
 Inches 
 
 
 sq. inch 
 
 
 7 
 
 
 136.29 
 
 96 
 
 7.12 
 
 1.06 
 
 5.75 
 
 0.81 
 
 38.3 
 
 10.6 
 
 11.1 
 
 37 03f 
 
 73 380 
 
 Bodv. 
 
 
 
 1A 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 7 
 
 i • 
 
 239.92 
 
 204 
 
 
 1.37 
 
 5.50 
 
 1.01 
 
 42.2 
 
 40.4 
 
 19.8 
 
 36 756 
 
 65 675 
 
 Body. 
 
 
 10 
 
 2 
 
 239.97 
 
 192 
 
 10.15 
 
 2.00 
 
 7 68 
 
 1.40 
 
 47.0 
 
 37.0 
 
 19.3 
 
 32 450 
 
 59 3S0 
 
 
 second hall. 
 
 10 
 
 8 
 
 132.37 
 
 84 
 
 10.15 
 
 2.00 
 
 8.10 
 
 1.53 
 
 39.0 
 
 
 23.8 
 
 
 
 
 
 10 
 
 
 239.37 
 
 192 
 
 9.9~ 
 
 1.75 
 
 8.12 
 
 1 39 
 
 35.3 
 
 20.0 
 
 13.5 
 
 33 660 
 
 66 040 
 
 
 second halt .. 
 
 10 
 
 lit 
 
 132.17 
 
 84 
 
 9.95 
 
 1.75 
 
 7.78 
 
 1.33 
 
 40.5 
 
 18.8 
 
 22.4 
 
 33 290 
 
 
 
 
 7 
 
 IrV 
 
 241.57 
 
 204 
 
 7.07 
 
 1.06 
 
 5.38 
 
 0.76 
 
 45.4 
 
 42.1 
 
 20.6 
 
 33 500 
 
 61 810 
 
 
 second half . 
 
 7 
 
 Dr 
 
 136.97 
 
 108 
 
 7.07 
 
 1.06 
 
 5.55 
 
 0.70 
 
 48.2 
 
 20.5 
 
 19.0 
 
 34 855 
 
 
 
 
 10 
 
 
 238 77 
 
 192 
 
 10.06 
 
 1.73 
 
 7.95 
 
 1.32 
 
 30.7 
 
 40.0 
 
 20.8 
 
 33 660 
 
 66 111 
 
 
 second half. 
 
 10 
 
 lj 
 
 132.37 
 
 84 
 
 10.06 
 
 1.75 
 
 8.17 
 
 1.36 
 
 36.9 
 
 20.1 
 
 23.9 
 
 33 930 
 
 67 180 
 
 
 Bar 47.15 ft long cut in two pieces, tlrst half. 
 
 9 
 
 H 
 
 232.07 
 
 192 
 
 9.00 
 
 1.25 
 
 6 82 
 
 0.88 
 
 46.7 
 
 48.6 
 
 25.3 
 
 33 540 
 
 61 640 
 
 
 second half . 
 
 0 
 
 H 
 
 237.12 
 
 192 
 
 
 1.25 
 
 7.00 
 
 0.92 
 
 43.0 
 
 
 
 33 780 
 
 
 
 
 :o 
 
 
 279.97 
 
 240 
 
 10,0. 
 
 1 9.5 
 
 9.07 
 
 1.09 
 
 21 2 
 
 40.4 
 
 16.9 
 
 36 24( 
 
 68 741 
 
 
 second half. 
 
 10 
 
 
 280.47 
 
 240 
 
 10.05 
 
 1.25 
 
 7.96 
 
 0.97 
 
 3S.5 
 
 45.3 
 
 18.9 
 
 34 910 
 
 66 900 
 
 
 
 7 
 
 if 
 
 239.97 
 
 204 
 
 7.17 
 
 1.37 
 
 5.52 
 
 1.00 
 
 43.8 
 
 40.5 
 
 19.9 
 
 43 620 
 
 71 140 
 
 
 Bar 54.97 ft. long cut in two pieces, first half. 
 
 10 
 
 
 284.17 
 
 240 
 
 10.05 
 
 2 33 
 
 9 78 
 
 2 28 
 
 4.8 
 
 10.9 
 
 4 5 
 
 32 310 
 
 51 811 
 
 Not broken* 
 
 second half. 
 
 10 
 
 
 283.17 
 
 240 
 
 10.03 
 
 2.34 
 
 9.82 
 
 2.29 
 
 4.2 
 
 10.0 
 
 4.2 
 
 32 680 
 
 52 500 
 
 " * 
 
 Bar 54.97 ft. long cut in two pieces, first half. 
 
 10 
 
 
 281.17 
 
 240 
 
 10.05 
 
 2.63 
 
 9.85 
 
 2 56 
 
 4.6 
 
 9.3 
 
 3.9 
 
 30 480 
 
 47 070 
 
 .« .. . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 second half. 
 
 10 
 
 3| 
 
 280.77 
 
 240 
 
 10.06 
 
 2.63 
 
 9.94 
 
 2.60 
 
 2.3 
 
 7.1 
 
 3.0 
 
 33 150 
 
 47 020 
 
 Not broken.* 
 
 Bar 52.97 ft. long cut in two pieces, first half. 
 
 10 
 
 
 268.47 
 
 228 
 
 10.01 
 
 2.50 
 
 9.80 
 
 2.43 
 
 4.9 
 
 9.0 
 
 3.9 
 
 31 210 
 
 48 890 
 
 “ “ * 
 
 Above piece planed for 10 ft. to area equivalent lo 75 percent of original. 
 
 
 
 278.77 
 
 108 
 
 6.97 
 
 2.43 
 
 5.53 
 
 1.90 
 
 41.0 
 
 23.1 
 
 21.4 
 
 31 SIC 
 
 63 30i 
 
 Broken in planed section.f 
 
 second half. 
 
 10 
 
 
 268.57 
 
 
 10.01 
 
 2.50 
 
 9.78 
 
 2. 13 
 
 4.9 
 
 10.3 
 
 4.5 
 
 31 82C 
 
 49 361 
 
 Not broken.* 
 
 Above piece planed for 10 ft. to area equivalent to 75 per cent of original. 
 
 
 
 280.67 
 
 108 
 
 7.02 
 
 SMS 
 
 5.22 
 
 1.73 
 
 49.7 
 
 19.6 
 
 18.2 
 
 31 820 
 
 59 700 
 
 Broken in planed section.! 
 
 Bar 52.97 ft. long cut in two pieces, first half. 
 
 10 
 
 
 269.97 
 
 228 
 
 10.04 
 
 2.3S 
 
 9.82 
 
 2.33 
 
 4.3 
 
 8.4 
 
 3J7 
 
 30 890 
 
 49 330 
 
 Not broken.* 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 second half . 
 
 10 
 
 8 f 
 
 269.47 
 
 228 
 
 10.02 
 
 2.37 
 
 9.75 
 
 2.31 
 
 5.2 
 
 11.0 
 
 4.8 
 
 32 290 
 
 50 930 
 
 Not brokeu.* 
 
 Bar 38.87 ft. long cut iu two pieces, first half... 
 
 10 
 
 3.» 
 
 238.67 
 
 192 
 
 10.06 
 
 2.63 
 
 9 88 
 
 2.57 
 
 4.0 
 
 6.1 
 
 3.2 
 
 99 H99 
 
 46 170 
 
 '* « * 
 
 second half . 
 
 10 
 
 2 § 
 
 131.27 
 
 84 
 
 10.06 
 
 2.63 
 
 9.90 
 
 2.57 
 
 3.9 
 
 3.1 
 
 3.7 
 
 29 900 
 
 46 480 
 
 .. * 
 
 Bar 38.S? ft. long cut in two pieces, first half. 
 
 10 
 
 23 
 
 238.37 
 
 192 
 
 10.00 
 
 2 35 
 
 9.70 
 
 2.26 
 
 6 7 
 
 11.0 
 
 6.0 
 
 31 070 
 
 50 430 
 
 “ “ * 
 
 second half. 
 
 10 
 
 2j- 
 
 130.47 
 
 84 
 
 10.00 
 
 2.35 
 
 9.76 
 
 2.29 
 
 4.9 
 
 4.1 
 
 2.9 
 
 33 500 
 
 49 300 
 
 .. .. * 
 
 Bar 52.97 f:. long cut in two pieces, first half. 
 
 10 
 
 
 
 
 10.08 
 
 2.37 
 
 7.86 
 
 1.72 
 
 43.3 
 
 O.Q O 
 
 12.2 
 
 32 530 
 
 66 900 
 
 Body. 
 
 
 10 
 
 2“ 
 
 292.75 
 
 252 
 
 10.06 
 
 2.37 
 
 7.98 
 
 1.78 
 
 40.4 
 
 29.4 
 
 11.7 
 
 33 365 
 
 69 500 
 
 Bar 32.97 ft. loug cut in two pieces, first half. 
 
 10 
 
 
 9.80 an 
 
 240 
 
 10.08 
 
 2.47 
 
 8.10 
 
 1 88 
 
 38 8 
 
 30.1 
 
 12.6 
 
 32 350 
 
 67 600 
 
 
 second half .. 
 
 10 
 
 21 
 
 280.85 
 
 240 
 
 10.08 
 
 2.50 
 
 7.85 
 
 1.85 
 
 42.4 
 
 31.2 
 
 13.0 
 
 31 570 
 
 64 300 
 
 
 Bar 54.97 ft. long cut in two pieces, first half. 
 
 10 
 
 os 
 
 303.05 
 
 9,59 
 
 10.09 
 
 2.31 
 
 7.70 
 
 1.59 
 
 47 S 
 
 85.5 
 
 14.1 
 
 31 670 
 
 61 800 
 
 
 second half. . 
 
 10 
 
 8 A 
 
 303.95 
 
 204 
 
 10.09 
 
 2.31 
 
 7.78 
 
 1.70 
 
 43.2 
 
 36.7 
 
 13.9 
 
 82 550 
 
 62 400 
 
 
 Bar 54.97 ft. long cut in two pieces, first half.. 
 
 10 
 
 
 289.35 
 
 240 
 
 10.06 
 
 1.26 
 
 7.95 
 
 0.95 
 
 40.5 
 
 32.3 
 
 13.5 
 
 33 460 
 
 61 280 
 
 
 second half.. 
 
 10 
 
 
 290.30 
 
 240 
 
 10.06 
 
 1.26 
 
 8.30 
 
 
 35.2 
 
 32.3 
 
 13.5 
 
 33 940 
 
 64 020 
 
 
 second half . 
 
 III 
 
 8 f 
 
 292)15 
 
 252 
 
 lo)(16 
 
 1)63 
 
 7.80 
 
 1.98 
 
 41.6 
 
 35)5 
 
 141 
 
 32 220 
 
 01200 
 
 Body. 
 
 Bar 54.97 ft. long cut in two pieces, first naif. 
 
 10 
 
 
 282.63 
 
 240 
 
 10.02 
 
 2.30 
 
 7 83 
 
 1.78 
 
 39.5 
 
 31.3 
 
 13.0 
 
 31 900 
 
 61 800 
 
 
 
 10 
 
 
 279.28 
 
 240 
 
 10.00 
 
 2.30 
 
 7.83 
 
 1.75 
 
 40.4 
 
 47.9 
 
 20.0 
 
 83 300 
 
 62 100 
 
 
 Bar 54.97 ft. long cut in two pieces, first half .. 
 
 10 
 
 
 280 40 
 
 240 
 
 10.01 
 
 1 24 
 
 9.54 
 
 1.16 
 
 10.8 
 
 9.9 3 
 
 9.3 
 
 36 700 
 
 69 900 
 
 Body (slight flaw). 
 
 
 10 
 
 i? 
 
 280.40 
 
 240 
 
 10.02 
 
 1.25 
 
 8.18 
 
 
 37.3 
 
 43.6 
 
 18.2 
 
 37 600 
 
 71400 
 
 Body. 
 
 
 7 
 
 if 
 
 239.87 
 
 204 
 
 7.00 
 
 1.37 
 
 Area= 
 
 5.67 
 
 41.1 
 
 31.7 
 
 15.6 
 
 36 080 
 
 67 550 
 
 
 
 7 
 
 U 
 
 239.87 
 
 204 
 
 7.00 
 
 1.87 
 
 “ == 
 
 5.15 
 
 44.3 
 
 42.3 
 
 20.7 
 
 34 036 
 
 62 530 
 
 
 
 9 
 
 H 
 
 566.14 
 
 528 
 
 8.86 
 
 1.23 
 
 6.92 
 
 0.92 
 
 41.6 
 
 64.0 
 
 12.1 
 
 33 580 
 
 66 330 
 
 
 
 7 
 
 1A 
 
 466.54 
 
 420 
 
 7.08 
 
 1.04 
 
 5.62 
 
 0.80 
 
 38.9 
 
 42.9 
 
 10.2 
 
 35 870 
 
 65 220 
 
 
 
 10 
 
 8 f 
 
 466.46 
 
 420 
 
 10.02 
 
 2.52 
 
 7.50 
 
 1.67 
 
 50.4 
 
 85.9 
 
 20.4 
 
 29 700 
 
 56 300 
 
 
 
 10 
 
 8 f 
 
 466.42 
 
 420 
 
 10.08 
 
 2.36 
 
 7.90 
 
 1.81 
 
 39.9 
 
 48.0 
 
 11.0 
 
 30 900 
 
 60 780 
 
 
 
 10 
 
 if 
 
 406.46 
 
 420 
 
 10.03 
 
 1.72 
 
 7.43 
 
 1.06 
 
 54.3 
 
 54.8 
 
 13.0 
 
 30 430 
 
 56 170 
 
 “ 
 
 Bar 54.97 ft. long cut in two pieces, first half. 
 
 10 
 
 8 ! 
 
 279.64 
 
 240 
 
 10.06 
 
 2.60 
 
 7.52 
 
 1.94 
 
 44.2 
 
 44.5 
 
 18.5 
 
 28 440 
 
 54 470 
 
 
 
 
 n 
 
 280.12 
 
 240 
 
 10.07 
 
 2.61 
 
 8.06 
 
 
 35.9 
 
 42 4 
 
 17.7 
 
 30 250 
 
 58 220 
 
 
 Bar 54.97 ft. long cut in two pieces, not reannealed 1 first half. 
 
 10 
 
 s i 
 
 
 959 
 
 
 
 
 9 09. 
 
 98 7 
 
 
 
 
 
 
 after forging new heads. f second half. 
 
 10 
 
 
 
 
 
 
 
 2.60 
 
 1 R 
 
 
 
 
 
 
 Second half of above reheaded nnd reannealed. 
 
 10 
 
 n 
 
 225.04 
 
 180 
 
 9.97 
 
 2.59 
 
 7.57 
 
 1.88 
 
 44.9 
 
 27.9 
 
 15.5 
 
 33 460 
 
 59 370 
 
 
 S SAMPLE BARS PROM SAME MELTS. 
 
 70 255 
 ■ 8 854 
 
 256 
 
 I* 
 
 [ 70 280 
 70 257 
 |11 745 
 
 ■ 70 25 
 
 9 115 
 
 ■ 14 215 
 
 ■ 11 198 
 11 195 
 11 169 
 70 319 
 11 169 
 11 691 
 
 . 10 130 
 
 
 39 600 62 100 
 38 700 64 870 
 38 640 65 110 
 
 39 730) 62 390 
 
 36 370 62 040 
 
 40150 63 0 
 39 900 68 0: 
 
 38 350 62 8: 
 
 34 950 67 200 
 
 39 550 63 780 
 
 39 350 64 230 
 
 37 7101 63 700 
 41 050 63,900 ! 
 
 38 640 05 570; 
 
 40 000) 07 910 
 
 39 730 07 440 
 
 38 930 66 110 
 
 J 
 
 37 570 64 000 
 
 40 5G0 06 610 
 40 780 67 190) . 
 
 40 000 67 030 
 
 39 9001 67 190 ( 
 
 41 930 68 110: 
 
 36 710 62 480| 
 41 930 
 
 37 810 
 
 38 850 
 
 40 360 
 34 640 
 
 40 560 
 
 Basic Open Hearth 
 
 .013 ^ 
 
 • 014 j 
 .015 | j «“ 
 .029 j 
 ■ 025 j 
 ■057 j A ° id 
 
 .019 -J % ,io 
 j Acid 
 ( “ 
 
 .016 \ B if io 
 
 Keystone Bridge W'ks. 
 
 Keystone Bridge W 
 
 Keystone Bridge W’ks. 
 
 Union Bridge C 
 
 Union Bridge C 
 
 j II. B. Co. lo limit of mad 
 j Phomii Br. Co. to fatru 
 PhtEnix Bridge C 
 
 Keystone Bridge W 
 Phmnix Bridge C 
 
 * Results from highest strain to which bar was subjected. 
 
 ■f Combined results of two tests. 
 
'STL K.&.N.W.R.R. 
 
 Belle fontaine BRIDGE 
 
 General Elevation, Plan, and Pmttlr. 
 
 .Srn/e 
 
 eJC. 
 
 
 
 profujE. 
 
Iff &.NWF; R 
 
 BEllefontaine BRIDGE 
 
 PierIV. Pier It simitar. 
 
 
 
 
 Plan. 
 
 End Elevation. 
 West. 
 
 mte 4 
 
 Side Elevation. 
 South. 
 
Philo 6 
 
 Caisson IV 
 II and III similar. 
 
 End Elevation. Section at CD. 
 
 Find FJevation Section at <' I) 
 Caisson V. 
 
 STL.K.&N.W.R.R. 
 
 Bellefontaine Bridge 
 
 Caissons. 
 
 Scale C/C. 
 
 Side Elevation. 
 
 Plan. 
 
 Plan. Concrete removed. 
 
 Section at AB, 
 
 Side Elevation. Section atAB. 
 
 
l’l.ile 7. 
 
 STL.K.&N VV.R.R. 
 
 Bellefontaine bridge 
 
 Diagram shaming rate of progress in sinking caissons. <? . 
 
 
STLK.&N.W.R.R. 
 
 Bellefontaine bridge 
 
 Water Gaur/e Record. 
 
 
 
 Datum i? 100 feet below StLnuis CUyDireeirtx. 
 or 313.731 feel above menu tide at Biloxi. 
 
 
Plain 9 
 
 STL K &.N.W.R.R. 
 
 Bellefontaine bridge 
 
 4400 Span. General Elevation,. 
 
 _i Peel, 
 (fjllel/vs. 
 
 c/.y 
 
 
 IC'doer Plate did 
 2Web Plates 2.-!.)'/(inside) 
 2 Web Plates Zfi'f (outside) 
 Singles Gte'/ 
 
 4 Plate Oil' 
 
 27-'oi,' --f 27-6& 
 
 lower Plate -IP a 
 2 T\M Plates 201, kt '(inside) 
 2 Web Plates Zili'-l (o/dside) 
 ■:/‘/Hide Plates /2*u 
 Sslngles 6'-d*)‘ 
 
 OPlate d‘*l" 
 
 27-6.t - -Z7-6& 
 
 Ktoeer Plate 4tt' i _ 
 
 2 Web Plates 2SAO (inside) 
 2 Web Plates 2Si‘-£ '(outside) 
 dilute Plates 12 ' 
 cS ’A/tgles 6‘O‘j 
 
 Opiate d'l 
 
 \ 
 
 PLAN. 
 
 EI_EVATION. 
 
 
Plate 10 
 
 ST. L.K.&N.W.R.R. 
 
 Belleeontaine bridge. 
 
 440-0 Span. End, Elevation and Section. 
 
 7 
 
 ROBPRT A WtLCMC PHOT- UTHJJ« WIUJAM ST.1.V. 
 
ST. LK&N.WR.R. 
 
 Bellefontaine Bridge. 
 
 440-0Span. Panel Points O, 1 and 8. 
 
 A 
 
 27 : SH 
 
 SAng/esO’G’S 
 
 T' 
 
 2Anj/es6-6r& 
 
 / Cover Plt/lp 43 • i 
 2 m-i Ila/es 2S-foutside 
 2 ytoPMe* C'P,'.i inside 
 
 8Angies G 
 
 4 Flats 4'*/' 
 
 
Plate 12 
 
 / ('tn'trPlafe 43' A 
 
 am Plata asi'-r 
 
 X DA, Plates ISA 3 ' 
 
 KJorerPlale 43'-f M 
 it /Hi/fates 4343 'inside 
 a HelB/ates Sii -}''mrtfajStgls 
 
 <SAngles 6''4 : i' 
 
 4Flats ■/'■/' 
 
 -— tpe# 
 
 ■440-0Span 
 
 sl-hujles O'-r-i ' 
 4 plats -/'■/' 
 
 - 
 
 /Angle 6'6'‘ £" 
 
 /Angle 6'- 6’-$" 
 
 S'PinS'Si’tg. 
 
 
 iltr-if 
 
 !/ ‘Pm 34i 'long' 
 
 
 9'Pin3 : 0i"l’g. V 
 
 7'PinO-7j'ltmg 
 
 / iVedP/ateSO'l 
 4Angles 5-S'A' 
 
 •i 4„„7* c v ■ 
 
 ■/Bail to- at 
 
 4Sar\/0'-/r. 
 
 Za fugles 7Wf'9'Pin-ftJ/gPAngles 4'6'A’i 
 
 4 Bars 10 "Zi: 
 
litj lilt n'si tin' 
 
 /slnc/le 6^6 
 
 /Angle 6 " 0 ‘- 
 
 /Angle 6’6' 
 
 9"Pln ; 3-£f 
 
 9'Pih . 1 '' Zi'l'g. 
 
 
 4Angles 
 
 /Channel & l/lfaper A. 
 /A,uAc 3‘3'i 
 
 QOSS 
 
 , 7"Pin 0'-7i'lung 
 
 mi’l Plate Jk 
 -/Angles S'S '' 
 
 4Pars lO •//:". 
 4Pan Z0‘ It: 
 
 /Angle 6“ 6" s’. 
 
 /■li/g/e6"6~K S'Pin4l6lg. O'PinlA /’g. e‘Piu4'l0/g. 
 
 t 1 41, hilts 14 ■/;. 
 
 L 8 AJ/iuHsiA-H 
 
 'Angles O'0 : j,9Pin PSi '/’g. 
 


 Plate 14 
 
 STL.K.&N.W-R-R. 
 
 Belleeontaine Bridge 
 
 440 O Span. Strain Sheet. 
 
 
 41L -420342.? fflt -4494875 4)L -4588425 
 
 
 
 
 
 
 ,5 is' 
 
 \ 
 
 
 
 
 
 
 
 
 
 g 
 
 
 1 
 
 
 <T | 
 
 
 
 
 'try' 
 
 
 
 
 
 UPPER LATERAL BRACING. 
 
 226875 378425 _ 408875 _ 499425 
 
 
 
 
 
 
 tit' 
 
 
 
 \ 
 
 
 | 
 
 
 ^ .2 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 \ ? 
 
 
 
 
 
 
 
 
 ,4^ 
 
 
 
 LOWER LATERAL BRACING. 
 
 

30 '- 4 ~ -» 
 
 B 
 
 Detail of Expansion Joint. 
 
 © 
 
 © 
 
 ® o 
 
 © © 
 
 
 
 © 
 
 © 
 
 © © 
 
 
 
 — - 14 - 3 ' 
 
 SIDE ELEVATION 
 
 SIL.KAN.WR.R. 
 
 Bellefontaine bridge 
 
 Waduct, Superstructure. 
 
 SECTION AB 
 
 t m fiieellidfPin. 
 ~0 Bronase Key