THE BISMARCK BRIDGE 
 
 5 
 
 been collected to build a crib to weight down the mattress; and, as soon as 
 I was fully advised of the situation, I gave directions to build a crib only 
 three feet high, the whole length of this.,mattress, to fill this crib with boul¬ 
 ders, earth, or anything that could be obtained, to ramp the up-stream 
 side, so that it would not afford a hold for the ice to catch on, and to cover 
 this ramp with a slope of earth which should be wetted as it was made and 
 thoroughly frozen. Although the winter was exceedingly cold, there was 
 comparatively little wind, and a good two months’ work was done before 
 the 8th of March, when the rising water drove the men off the work and 
 flooded the dike. 
 
 From this time forward nothing could be done, the water continuing 
 unusually high through the whole month of March (see Plate 4). On 
 March 27th, the first signs of moving ice were observed. On the 28th, it 
 moved entirely across the river, but not any great distance. On the 29th. 
 it continued moving at intervals ; and on the 30th, came the grand rush from 
 above, the water rising, as already stated, to 1644.4, and flooding the whole 
 country. The flood was so high that the discharge of ice passed entirely 
 over the dike-work, doing it scarcely any damage. A short piece ol the 
 upper edge of the mat, near the center of the work, was turned over on to 
 the crib, and the whole of one end seemed to be undermined, but practi¬ 
 cally no harm was done. On the 4th of April, the gorge above Fort Abra¬ 
 ham Lincoln broke, and the water fell so as to expose the dike-work. 
 
 Although little harm had been done by the break-up, the situation was 
 as perplexing as ever ; the main channel was still between the dike and the 
 west shore. The water gradually cut away about 200 feet at the west end 
 of the mattress, where the crib had not been thoroughly filled with stone, 
 but the opening between the dike and the west shore did not pass the whole 
 discharge of the river, and the inclination of the dike seemed to have the 
 desired effect, in causing the flow of water on the east side gradually to in¬ 
 crease, at the expense of the discharge through the western opening. On 
 the 8th of April, slush ice began to run east of the mattress, and on the 
 18th, the east channel had become the better channel of the two, so that the 
 transfer steamer began to use it. The river was now working in the way 
 that we desired, but the open channel on the west side was a source of 
 very grave apprehension. 
 
 A short spur made of sand bags was built near the lower end of the dike 
 to check the action of an eddy, and, on the 4th and 5th of May, two clusters 
 of piles were driven at the east end of the dike, which should serve as 
 mooring piles, to handle barges of riprap from. Early in May, it seemed 
 
 to me expedient to make an attempt to close the west channel by driving a 
 pile bridge across it. I felt that the chances were very much against being 
 able to do this before the June flood, but I determined to make the attempt, 
 though not expecting to succeed. The driving of these piles was begun on 
 the 10th of May, but on the 22d one of the bents washed out. and on the 
 following day another; a week later, five more bents were carried out, and 
 on the nth of June nearly all the pile-work had been destroyed. The 
 piles, however, proved enough of an obstruction to help settle the main 
 channel on the east side, but their operation in this way was but slight, 
 and the failure which had been anticipated was realized. 
 
 As the dike-work was very low, the average elevation not being more 
 than 1624, a wall of sand bags was built on top of the crib-work, about 
 three feet high, which was expected to increase the deposit of the summer 
 flood. This wall was finished on the 28th of May, and it seemed to have 
 the desired effect, though the bags themselves were almost entirely destroyed. 
 Riprap stone was delivered on the east shore, below the bridge line, where 
 it was loaded on barges, which were towed up to the clusters of mooring 
 piles at the end of the dike, and there unloaded. The first barge-load was 
 taken there on the 27th of May; on the 17th of June, 1,000 tons of 
 riprap had been unloaded, and on the 25th of July, 2.025 tons. By 
 means of this riprap, the dike was held through the summer flood against 
 the most rapid current in the river, which scoured out the bottom to a depth 
 of 5o feet, and whirled around the end of the dike with the violence char¬ 
 acteristic of the Missouri in flood time. For three months the water off the 
 end of the dike was 5o feet deep. 
 
 On the 25th of July, the high water having receded enough to make it 
 safe to begin work again in the west channel, the driving of a pile bridge 
 was resumed. Early on the morning of the 3d of August, before daylight, 
 there came up a shower, which deluged the whole country, accompanied by 
 hail, which broke every window on the north or west side of every house 
 in Bismarck, and in this storm the pile-driver boat was wrecked; after a few 
 days’ delay, however, the boat was raised and pile-driving resumed. On the 
 2 5th of August, this pile bridge was completed, and the first load of riprap 
 stone was run out on the dike by this route; this continued to be the 
 method of receiving riprap for the dike until the completion of the work. 
 A transfer landing was built on the sand-bar below the bridge line, and 
 tracks laid from the dike track to this landing, thus making a short crossing 
 for the transfer boat, which was used till the river closed in November. 
 
 The opening west of the dike had been somewhat enlarged during the 
 
 summer flood, and the pile bridge was about 900 feet long. The low water 
 season was now at hand, and arrangements had been made to close the 
 opening entirely by willow mattress work, but it soon became evident that 
 the silting action of the water passing through the west channel was too 
 valuable to be lost, and I decided to do nothing towards closing this channel 
 until winter, expecting that during the fall a sand-bar would be formed 
 over nearly its entire width ; in this respect I was not disappointed. 
 
 On the night preceding Monday, November 14th, a gorge of slush ice 
 formed, which caused the river to fall about three feet, and stopped the run¬ 
 ning of the transfer. The construction of a temporary pile bridge across the 
 main channel, to serve as a winter bridge, was begun at once. On the 17th 
 of November the river finally closed for the winter, and on Saturday, the 
 19th, the first train crossed on this temporary bridge. The river was very 
 low, and the bridge only 600 feet long. This bridge, which was built in five 
 days, was kept in constant use for 132 days, being finally abandoned on the 
 30th of March, 1882. 
 
 During the winter the pile bridge at the west end of the dike was filled 
 with earth from the borrow pit in the bluff near Manclan, from which the 
 material for the embankment of the west approach was taken. The first 
 train-load was dumped December 7th, 188 r, and the whole bridge had been 
 filled on February 3d, 1882. In March the stringers were taken out, and 
 the track ballasted with scoria from the Bad Lands. 
 
 The west channel was now entirely closed, and the river at length 
 confined to the opening where the bridge was being built, but matters 
 were not yet entirely satisfactory; instead of crossing to the east shore, 
 about half a mile above the bridge, as had been expected, the channel con¬ 
 tinued to keep near the west shore, striking the end of the dike violently, 
 and then passing down stream between Piers II and III. A sand-bar had 
 formed, which reached from the eastern shore to the west side of Pier II, 
 so that the whole length of what is now the main channel span was over 
 dry land. This sand-bar was of no small assistance in the construction of 
 Pier II, and would have been of great assistance in the erection of the super¬ 
 structure, if the contractors had not been so far behindhand that they were 
 unable to take advantage of it; but it showed that the rectification works 
 had not yet done their full work. 
 
 The level of the track on the dike was about 1631. On the 5th of 
 April, when the ice broke up, the river rose to 1632.67 : and the ice swept 
 over the bank and carried off the track. The track was restored and the 
 embankment repaired ; a transfer landing was also built near the situation 
 
6 
 
 THE BISMARCK BRIDGE 
 
 of the one used in the preceding fall, and kept in use until it was washed out 
 on the 13th of June. 
 
 For some reason, which it was very difficult to explain, the channel 
 seemed still to follow the west shore, and, instead of crossing above the 
 bridge, it struck the dike about 5 oo feet from its easterly end, where the 
 current, turning to the east, ran parallel to the dike, and swept around the 
 end of the dike with quite as much violence as in the preceding year ; the 
 stone, however, with which the end of the dike had been covered, was 
 enough to make it secure, and, through two entire seasons, the dike stood 
 with a channel 5 o feet deep immediately off the end of it, and, in the second 
 season, with no perceptible settlement of the surface ; a better proof of the 
 permanency of our work could hardly be desired. At a point, however, 5 oo 
 feet from the end, where the current first struck the dike, the work was less 
 stable; the current undermined the upper edge of the mattress foundation, 
 which settled down, and was followed by the crib ; the crib, however, had 
 sufficient strength in itself to hold up for some time after the foundation mat 
 had settled, when it would settle suddenly for a considerable length. The 
 first settlement took place on the 17th of June, and caused a break in the 
 dike 60 feet long, this break being located about 280 feet from the end of 
 the dike.; the water poured through this opening and scoured a hole over 
 20 feet deep immediately below it, but soon spread out and began de¬ 
 positing, so that the effect of the break was to raise the general level of the 
 sand-bar and really do more good than harm. A second settlement took 
 place on the 19th of June, and a third on the 27th. A new opening occurred 
 on the 1st of July, and further settlements on the 17th, 18th, and 21st of 
 July, by which time the dike had settled for a total length of 335 feet. The 
 settlements seemed to be quite uniform in character, generally about 8 
 feet deep, and never to occur twice in the same place ; they were generally 
 accompanied by a raising of the lower ends of the crib logs, showing that 
 the wash was entirely on the up-stream side of the dike, the crib rocking 
 on a midway point. A track was laid across the settlement, on stringers 
 supported by blocking and small cribs, and communication restored across 
 the dike track, so that a transfer landing below the bridge line on the west 
 side was again put in use on the 5 th of August. Riprap stone, brought 
 down on cars, was then thrown in, and the settled portion of the dike 
 restored to its original level entirely with stone, since which time it has 
 seemed to be as permanent as could be desired. 
 
 As an additional precaution to provide against a current parallel with 
 the dike, a spur was built late in 1882, running up stream, from a point 
 
 about 200 feet from the end of the dike, and terminating in a round mattress 
 1 5 o feet in diameter. The position of this spur is shown on one of the maps 
 on Plate 2. This work was not finished till the winter of 1882-3, and 
 though it settled during the spring so as to be entirely out of sight, it seemed 
 to have had the desired effect. 
 
 It was not till the spring of 1883 that the channel finally assumed the 
 position which was desired, crossing gradually from the old upper landing, 
 on the west side, two miles above the bridge line, to strike the east bluff 
 about 5 oo yards above the bridge line, and then follow down the east shore, 
 so that the main, navigable channel lies between Piers I and II, and follows 
 the east shore in front of the old warehouse below the bridge line. The 
 channel seems now to have taken the position which it was originally de¬ 
 signed to force it into, and though local disturbances may occasionally 
 throw it over to Pier III, it is believed that it will generally be where it 
 should be, along the east shore. To provide against injury from the chan¬ 
 nel in this position, the eastern shore was trimmed to a true slope, on a 30' 
 curve (11,460 feet radius), for 900 feet above the bridge ; a track was laid 
 along the edge of the slope at an elevation of 1645, and the slope rip- 
 rapped with field boulders. In the future, the place which may require the 
 most attention will be the shore on the west side, above the old transfer land¬ 
 ing, where the river is now cutting into the bottom land towards Mandan ; 
 this cutting, however, can continue for several years without injury, as the 
 effect of the river’s cutting as much as half a mile into the bottom land would 
 only be to make a bend towards the west, which would throw the current 
 back towards the east bluff below, in the direction which it is desirable it 
 should follow. 
 
 In the construction of the dike there have been used 32,754 tons of rip¬ 
 rap stone, about 1,750 cords of brush, 20,100 cubic yards of earth, besides 
 the logs in the crib-work and the piles and other materials in the bridges 
 across the west channel, and the stringers used temporarily for the track. 
 The riprap is composed almost entirely of granite boulders, which were col¬ 
 lected from the prairies on the west side of the river, the specifications re¬ 
 quiring that none of these stones should weigh less than 5 o pounds, and at 
 least one-half of the whole amount should consist of stones weighing more 
 than 5 oo pounds. It is perhaps fair to state that the actual cost of com¬ 
 pleting the work, from the time it was placed in my hands, in January, 1881, 
 with the channel west of the work already done, has been greater than it 
 would have been to do the entire work from the beginning, with the river 
 in the condition it was when it was examined in the spring of 1880. 
 
 Y 
 
 SUBSTRUCTURE 
 
 The contract for the substructure was let, as already stated, on January 
 2 8th, 1881, to the firm of Saulpaugh & Company, this firm consisting of 
 Thomas Saulpaugh, George W. Saulpaugh and John Crubaugh. As Bis¬ 
 marck was situated in an unsettled country, being at that time i 5 o miles 
 beyond any settled agricultural country, and more than 400 miles from the 
 nearest labor market, it was thought important to keep the control of the 
 labor on the work in as few hands as possible, and so to place the whole 
 substructure, including foundations, in the hands of a single contractor. 
 The desired result was only partially attained. The contractors were men of 
 great experience in masonry and coffer-dam foundations, but had never done 
 any pneumatic work ; they therefore made an arrangement with the firm of 
 Rust & Coolidge, of Chicago, to build and sink the caissons for Piers II and 
 III. There was no fault to find with the manner in which these sub-con¬ 
 tractors carried out their part of the work, but, as the event proved, in the 
 matter of labor, there was no advantage gained in letting the substructure 
 contract to a single party. The specifications for the substructure are given 
 in Appendix B. Besides the four principal piers described in these speci¬ 
 fications, the substructure included a small abutment, which supports 
 the east end of the east approach span, and a pair of Cushing cylinders, 
 which support the iron bent which carries the west end of the west approach 
 span ; the little east abutment was built by Saulpaugh & Co., under a 
 special arrangement, and the Cushing cylinders were put in by day’s work. 
 The abutment at the east end contains 70 yards of masonry, and has a 
 foundation of concrete ; it is built of granite, with undressed beds, a small 
 portion which is visible above the ground having an ashlar face. This 
 little abutment and the Cushing cylinders are both shown on Plate 9. 
 
 At the time the substructure specifications were drawn and the contract 
 let, it was supposed that the hard material which had been found by the 
 borings was a soft species of rock ; further borings proved that this was 
 not the case ; it was a hard stratified clay, which, in the matter of strength 
 and behavior under strain, resembled a rock more than earth ; being almost 
 impervious to water, it seemed to be entirely indestructible under water; 
 when exposed to the air however this very hard clay rapidly slacked, and 
 after a few days could be picked to pieces, and, when once reduced to a 
 powder, it could be mixed into a soft puddle, like any other clay; so long 
 
THE BISMARCK BRIDGE 
 
 7 
 
 as it remained in position under water, it was a thoroughly good foundation, 
 better than some of the softer varieties of rock, though of course not equal 
 to a first-class, hard stone. This clay extends indefinitely over this whole 
 portion of Dakota; occasionally, thin layers of sandstone not much harder 
 than the clay, and veins of lignite are found in it, but neither the sandstone 
 nor the lignite is sufficiently extensive to make an important feature in the 
 great mass of clay. Near the site of Pier I, a hole was sunk into this clay 
 100 feet deep, which stood without tubing; at the site of Pier II, a hole 
 was sunk about 30 feet into this clay, which, 26 feet below the surface of 
 the clay, passed through a thin layer of sandstone ; this layer being at 
 some places within the area of the foundation less than 6 inches thick. 
 At a point in the city of Bismarck about a mile and a half from the 
 east end of the bridge, an attempt was made to sink an artesian well, and 
 a hole was drilled 1,300 feet, without finding water; the elevation of the 
 surface at this place was 1760; occasionally, very thin streaks of what ap¬ 
 peared like a soft rock were struck in drilling this well, but practically the 
 entire hole was run down through clay, the bottom of which had not been 
 reached when the boring was abandoned. Experiments were made to de¬ 
 termine the tensile strength of this clay, and the compressive strength of 
 small cubes unsupported at the sides, and also the bearing strength of sur¬ 
 faces in position ; the experiments in tension were made on briquettes cut 
 from solid pieces of clay, and similar in shape to those used in testing 
 cement; the experiments in compression were made on 1 -inch cubes, also 
 cut from solid pieces of clay ; the samples were kept under water, after they 
 were brought from the foundations, so as to avoid air slacking. The results 
 of these experiments are given in Appendix C. A large number of borings 
 were made to ascertain the position of this clay, besides those which were 
 made in 1880, before I took charge of the work. A full list of all these 
 borings is given in Appendix D ; they are all referred to the axis of the 
 bridge, and are described as north or south of such a station, Station o 
 being 75 feet east of the center of Pier I, and the points being described as 
 north or south of the points on the bridge line, these directions not being a 
 true north and south, but being taken at right angles to the axis of the 
 bridge. 
 
 The first actual work done at the bridge site was on the 12th of May, 
 1881, when ground was broken for the foundation of the east abutment; 
 little was done at that time, however, and the concrete foundation and 
 masonry of this little abutment were not put in till the following July. The 
 lower parts of the Cushing cylinders on the west side were put in in Decem¬ 
 
 ber, 1881, and January, 1S82, but the top sections were not put in till the 
 following May. 
 
 PIER I 
 
 Pier I was located on the east side of the river close to the edge of 
 the river bank, the ground here being at an elevation of about 1640; 
 ground was broken for this foundation on the 13th of May, 1881, but the 
 excavation was discontinued shortly thereafter till the 15th of July, when it 
 was resumed actively. An open pit was excavated and carried down to the 
 elevation 1600, or more than 20 feet lower than the surface of the river 
 along-side, without the use of a pump. The surface earth was soft, but very 
 soon the hard clay was reached; this clay had an irregular surface, and the 
 stratifications followed the contours of the surface; a few feet below the 
 surface, several large sandstone boulders were found embedded in the clay; 
 these boulders had no horizontal strata, but seemed to be built up by a 
 series of layers conforming in shape to the outer form of the boulders. 
 The material seemed entirely impervious to water; it was never necessary 
 to pump, and the only water which came in was a very strongly alkaline 
 spring water, which evidently did not come from the river, and which was 
 kept out without difficulty by baling. A derrick was set up along-side, and 
 the material was hoisted out; when enough water had come into the pit to 
 be inconvenient, a tub-load of water was lifted out. 
 
 The foundation pit was made 5o feet long and 24 feet wide. On the 
 15th of August, it had been carried down to an elevation of 1612.5; 
 although the material was entirely firm, it showed a tendency to slack off 
 on the surface and slide down, with an irregular vertical cleavage, and it 
 had been found expedient to put in waling timbers and sheeting, and to 
 brace across the pit. At this depth (1612.5) the pit was divided into three 
 sections, and the south section was carried down to the final depth first. 
 The excavation was suspended from the 20th to the 30th of August, and on 
 the 6th of September, the southern section had been carried to its full depth ; 
 on the same day the concrete filling of this section was begun, and com¬ 
 pleted on the 13th. The north section was next excavated; it was begun 
 on the 14th of September, finished on the 18th, and the concrete filling was 
 finished on the 21st. The center section was then excavated between the 
 two masses of concrete ; this excavation was completed on the 22d, and had 
 been filled with concrete on the 25th. The pit was now for its whole size 
 filled with concrete from the bottom (elevation 1600) to an elevation of 
 about 1612. Four feet more of concrete were then put in over the full size of 
 
 the pit, bringing the concrete filling to the elevation 1616. Two thicknesses 
 of 12 by 12 inch timber were then laid on the surface of this concrete, enclos¬ 
 ing a space 20 feet wide and 47 feet long, which was then filled with 
 concrete, bringing the surface of the concrete foundation to 1618. The 
 concrete filling was entirely finished on the 1st of October, 1881. 
 
 The masonry was begun on this surface of concrete, the first stone 
 being set October 4th. On the 30th of November, the pier was finished. 
 
 The concrete used for this pier was composed of Portland cement and 
 sand, generally in the proportions of three of sand to one of cement, which 
 was mixed in a machine consisting of a shaft with a spiral, similar to 
 conveyor shafts used in grain elevators, with teeth set between the flights 
 of the spiral, and running in a horizontal wrought iron trough ; while not 
 so perfect as some of the more expensive mixers, it did excellent ser¬ 
 vice. The concrete mixed by this machine was wheeled to the pit and 
 dumped in ; at the same time, a lot of rubble-stone, consisting generally 
 of small granite field boulders, weighing about 5o pounds, or less, were 
 thrown by hand into the mass of mortar, the throwing in of the stone and 
 the dumping of the mortar being carried on simultaneously. The result 
 was a thoroughly compact mass, which seemed to contain no voids whatso¬ 
 ever, about one-third of which was stone. It is believed that for large 
 masses, a much more perfect concrete can be made in this way than in the 
 usual method of mixing broken stone with sand and cement before putting 
 it in place. 
 
 There are in this foundation 779.3 cubic yards of concrete, and there 
 were used in it 1,275 barrels of Portland cement, being at the rate of 1,636 
 barrels per cubic yard. 
 
 The estimated weight and pressure upon the foundation of this pier is 
 as follows : 
 
 779.3 cubic yards concrete, at 3,510 lbs. - 2,735.343 lbs. 
 
 952.1 cubic yards masonry, at 4,330 lbs. - 4,122,593 “ 
 
 257 lineal feet of superstructure and moving 
 load, at 5 ,ooo lbs. - - - 1,285,000 “ 
 
 Total, - - - - 8,142,936 lbs. 
 
 Deduct 779.3 cubic yards of water, at 1,687 
 lbs. - - - - - 
 
 114.679 
 
 Leaving as net weight on the foundation, 6,828,257 lbs. 
 Area of base, 1,200 sq. feet. 
 
 Average pressure per sq. foot, 5,690 lbs. 
 
 “ “ “ inch, 39.5 “ 
 
 \ 
 
THE BISMARCK BRIDGE 
 
 Of course the actual weight on the foundation is the gross weight 
 (8,142,936 lbs.) plus the atmospheric pressure, but in determining the actual 
 labor of the foundation—that is, the increase in pressure caused by the con¬ 
 struction of the pier — the weight of the water displaced should be deducted. 
 As the water never falls to the extreme low water mark, excepting tempo¬ 
 rarily, when the river first closes with ice, at which time the water is never 
 very deep, and the pier receives a great deal of support from the lateral 
 friction of the sand around it, the low water stage for this calculation has 
 been taken at 1618, instead of the assumed extreme low water, 1616. As 
 the pier is situated back from the shore line, and the foundation is 40 feet 
 below the natural surface of the clay, it would be correct to make a further 
 deduction, corresponding to the weight of the clay excavated. The founda¬ 
 tion and masonry of Pier I are shown on Plate 5 . 
 
 PNEUMATIC WORK 
 
 Piers II and III are both founded on pneumatic caissons ; these cais¬ 
 sons are of the same size and similar in construction. The details of the 
 construction of these caissons are shown on Plate 11. They are built of 
 pine timber, sheathed on the outside with two thicknesses of 3-inch oak 
 plank, the working chamber being lined with one thickness of 3-inch pine 
 plank calked to render it air-tight. These caissons measure, outside of 
 the planking, 74 feet long by 26 feet wide and 17 feet high ; the walls of 
 the working chamber are inclined at an angle of 45°, thus making a V- 
 shaped space between the inner and outer walls of the caisson, and the 
 space above the roof of the working chamber is formed of an open crib- 
 work of pine timber. The timbers are bolted through at all points of inter¬ 
 section, and the side walls are well drift bolted besides. The V-shaped 
 spaces between the two walls, and the spaces in the crib-work above the 
 roof of the working chamber, were filled with Portland cement concrete, 
 which was generally made of sand and cement in the proportions of two 
 parts of sand to one of cement, rubble-stone being worked into the upper 
 portion of this filling in the same manner as at Pier I. The cutting edge of 
 the caisson was made of wrought iron. 
 
 The pneumatic machinery was mounted on a barge ico feet long, 26 
 feet wide and 5 feet 4 inches deep ; this barge is shown on Plate i 5 . The 
 machinery consisted of two No. 4 Clayton air compressors, each with two air 
 cylinders 14 by i 5 inches, and two steam cylinders 14 by i 5 inches, and a 
 No. 12 long stroke Cameron pump (old No. 8), to drive the Eads sand 
 pumps. Steam was furnished by two 6o-horse power boilers, which did the 
 
 work satisfactorily, but had no power to spare, though one of them was 
 ample to drive the air-pumps when the Cameron was not in use. I he same 
 boat contained a room for the use of the pressure men. 
 
 The air-lock used was a double lock, designed specially for this work. 
 It consisted of two chambers seven feet high, each of which was in plan 
 a half circle 6 feet in diameter, separated by two spaces 3 feet square ; 
 one of these intermediate spaces connected with the shaft leading into the 
 working chamber, and the other with the shaft leading to the top of the 
 masonry, the two semicircular chambers forming really two independent air¬ 
 locks. The air-lock was placed on top of the caisson and buried in the 
 masonry, the shell being left there when the work was completed, the doors 
 and all the fittings being removed. It proved exceedingly convenient, es¬ 
 pecially when it was necessary to take out clay through the lock. When 
 once put in position, it was fixed for the whole work; it was completely out 
 of the way, and was so situated that it was safe from any injury, either from 
 the swinging of stone in laying masonry or from any accident that might 
 occur in the caisson. The only objection to this form of air-lock is that the 
 shell of the lock is necessarily lost, but the value of this shell is more than 
 made up for by the increased convenience which it gives in the execution of 
 the work. This air-lock is shown in detail on Plate 14. 
 
 Each caisson was fitted with two supply shafts to pass the concrete fill¬ 
 ing through, the details ot which, and their connections, are shown on Plate 
 14. The air supply was received through a 4-inch pipe, and the water sup¬ 
 ply through a 5 -inch pipe. Two Eads sand pumps were used to excavate 
 the sand, the discharge of each of which was carried off through a 4-inch 
 pipe; these pumps were connected with the same water supply pipe, and 
 were never used at the same time. 
 
 In the prosecution of the work, it was found that the weight of the cais¬ 
 son and masonry was not sufficient to sink the caisson without relieving 
 the air pressure; rapid blowing off was never resorted to, but the pressure 
 was relieved to a sufficient extent to allow settlements, the men remaining 
 in the caisson all the time ; these settlements were usually about two feet, and 
 were accomplished in about five minutes. 
 
 PIER II 
 
 The caisson for Pier II was built on the east bank of the river, about 
 a thousand feet below the bridge line ; this caisson contains 133 M. B. M. of 
 timber including the oak plank, 58 , 5 oo pounds of wrought iron in bolts and 
 rods, 10,320 pounds of cast iron in washers, and 12,900 pounds of wrought 
 
 iron in the cutting edge. The erection of this caisson was begun on the 
 ,6th of June, ,88,; it was built broadside to the over, fitted with a false 
 bottom to float it, and launching ways were built supported by piles ; the 
 caisson was completed and ready for launching about the end of July 
 
 On the 30th of July, a cluster of anchor piles was driven above the s.te 
 of the pier, and also some piles to which the caisson was to be moored im¬ 
 mediately adjoining its position ; no other false works were provided for. 
 
 On the ad of August, arrangements were completed for the launch of 
 the caisson ; about half an hour before the time set for the launch, the cais¬ 
 son was observed to be straining its lashings, and one of the sub-foremen, 
 without considering the situation, ordered the lines cut at once and the cais¬ 
 son let go ; the result was that it started towards the river before the ways 
 were clear, the shoes struck the obstructions and were thrown sideways off 
 the ways, and the caisson stopped. One end of the caisson had moved farther 
 than the other, and it was necessary to straighten it around and jack it up, 
 so as to replace the shoes, before it could be launched; it was not considered 
 expedient to attempt to jack it back to its original position at the upper 
 ends of the ways. 
 
 Four days were lost by this unfortunate accident, and on the 6th of 
 August, the caisson was finally launched. As it did not have a run of the 
 full length of the ways, it did not acquire sufficient momentum to carry it en¬ 
 tirely clear of the ways when it struck the water, so that the side next to 
 the river settled into the water, while the shore side was still supported by 
 the ways ; it was. necessary to set some timbers against the side of the cais¬ 
 son and push it off with jacks, an operation which consumed several hours’ 
 time, but did no particular harm, and in the afternoon the caisson floated, 
 in good condition. 
 
 During these unfortunate delays, a sand-bar had formed opposite where 
 the caisson was launched, with only about three feet of water over it, and 
 this sand-bar extended up stream beyond the site of Pier II. The caisson 
 drew about five and a half feet, and it was out of the question to take it across 
 the bar to the site of the pier. To facilitate towing, it was fitted with a 
 false prow, and on the 9th of August, it was dropped down to the transfer 
 landing, about a quarter of a mile below where it was launched. 
 
 The 9th of August was a quiet, still day, the weather being admirably 
 fitted for handling a heavy tow like the caisson. The caisson was placed in 
 front of the bow of the transfer boat, and held straight by bridle lines on 
 each side; the transfer boat then moved out into the stream and attempted 
 to push the caisson against the current; but one of the bridle lines yielded 
 
THE BISMARCK BRIDGE 
 
 9 
 
 a little ; the caisson swung around, so that it was impossible to steer. The 
 boat returned to the shore and the bridle lines were readjusted, and the 
 boat, with her tow, moved again into the river; the engines of the boat 
 were taxed to their full capacity, and more than an hour's time was spent 
 in moving a half a mile against the current, but the feat was successfully 
 accomplished, and early in the afternoon the caisson grounded on the bar, 
 a little west of the site of the pier. I have always considered that Captain 
 R. F. Woolfolk, who commanded the Northern Pacific transfer steamer 
 No. i, was entitled to very great credit for the manner in which he handled 
 this heavy caisson on this occasion. 
 
 The caisson was then moored to the piles which had been driven for 
 the purpose, and by taking advantage of the scour which the current made 
 immediately around it, and with the assistance of a water jet, it was gradually 
 drawn into place ; on the 13th of August, it was in exact position. 
 
 The barge containing the pneumatic machinery was moored on the west 
 side of the caisson. On the i 5 th of August, the concrete filling was begun. 
 The air-lock was fitted in place, and on August 20th, air pressure was first 
 put on, and the removal of the false bottom begun. On the 26th, it was 
 discovered that the caisson had taken fire, smoke appearing around one of 
 the bolts near the north end. The air pressure was at once let off, and the 
 caisson flooded and kept flooded for 36 hours ; when the pressure was re¬ 
 stored, it was ascertained that no serious damage had been done by the fire, 
 and special care was taken to prevent a recurrence of the accident. On the 
 29th of August, the concrete filling was completed. 
 
 The first stone of the masonry was laid on the 1st of September. The 
 sand-bar, which had been forming east of this pier, was now dry for two- 
 thirds of the distance from Pier II to the east shore. Two loading derricks 
 had been set up on the shore of the river about 5 oo feet below the bridge 
 line, and arrangements made to take stone on barges to the site of this 
 pier ; this it was now impossible to do. A track of two feet gauge was laid 
 from the unloading derricks along the shore and thence across the sand-bar 
 to the south end of the pier, the narrow channel between the shore and the 
 sand-bar being crossed by a pile bridge. The stones were loaded by the 
 derricks on small cars and drawn out by a horse to the pier, one horse 
 being able to handle as much stone as the masons could lay up. The large 
 derrick boat (shown on Plate 16) had been moored at the lower end of the 
 pier, where there was water enough to float it, and with this derrick the 
 stones were lifted from the cars and laid in the masonry. 
 
 The laying of the masonry and the sinking of the pier was carried on 
 
 as rapidly as circumstances would admit of. Very serious difficulty was 
 experienced, however, in getting stone, the principal trouble being in the 
 transportation between the quarries and Bismarck. Several days’ time was 
 lost from this cause at the most critical period, and it was considered just to 
 give the contractors an additional allowance of $1,000 to reimburse them 
 for the actual loss incurred, owing to the failure of the railroad to transport 
 the stone. 
 
 No obstructions of any consequence were encountered in the descent 
 of the caisson, the material passed through being a very fine sand of quite 
 uniform character; it continued fine to within a few inches of the surface of 
 the clay, none of the coarse sand, which has generally been found below the 
 fine sand in the foundations of bridges on the lower Missouri, being en¬ 
 countered. 
 
 On the 29th of September, the south end of the caisson struck the clay 
 at an elevation of 1 58 1. The surface of the clay was quite uneven, the 
 extreme difference of elevation within the area of the caisson being 11 
 feet; about one-third of the surface was covered with boulders, which were 
 generally of sandstone, and the space between them was filled with a fine 
 gravel. The fact that the irregularities of the surface were repeated in the 
 strata of clay showed that these irregularities were in the original formation, 
 and not due to any wash of the river. The clay was all exceedingly hard, 
 but a black stratum which was found over the whole area of the pier, about 
 three feet below the surface, was especially so, and the whole foundation was 
 carried through, or into, this black stratum ; it was difficult to drive a pick 
 much more than an inch into this clay. At first the clay was worked by 
 picking it, and then breaking it over until it was reduced to a sort of 
 coarse clay gravel, which could be pumped out with the sand pumps. This 
 method, however, was abandoned on the 27th of October, and all the clay 
 excavated after that date was passed out through the air-lock in sacks, 
 which proved a more expeditious, as well as a much cleaner, method. 
 
 The masonry of the main shaft of the pier below the ice-breakers was 
 completed on the 17th of October, and on the 19th the laying of masonry 
 was suspended, five ice-breaker courses having been completed. 
 
 On the 9th of November, the cutting edge had reached the elevation 
 1 568 , and the sinking was discontinued. The cutting edge was nowhere 
 less than 4 feet below the surface of the clay except for a short distance at 
 the north-east corner, where a trench was excavated 2 feet deep and 3 feet 
 wide, and carried around the corner, so that no portion of the foundation 
 should be less than 4 feet below the surface of the clay. The position of 
 
 this trench and the natural surface of the clay as compared with the position 
 of the caisson is shown in perspective on Plate 12. 
 
 The work of filling the working chamber with concrete was begun at 
 1 p. m. on the 13th of November. The weather had turned cold and a vio¬ 
 lent blizzard blew through the night, but a shelter was provided for the men, 
 and the work was continued day and night without interruption till 7 p.m. on 
 the 16th, when the filling was completed. The concrete was formed of Port¬ 
 land cement and sand, generally in the proportion of three parts of sand to 
 one of cement, and was passed in through the supply shafts and hoppers. 
 No stone was used in this concrete, it being considered that any economy 
 which might result from its use would be more than offset by the delays and 
 difficulties which would attend it. The air-lock was removed and the work¬ 
 ing shaft filled with concrete by the 21st of November. 
 
 The river had now closed for the winter ; a spur track, connecting with 
 the track leading to the winter transfer bridge, was laid on the east side of 
 the pier ; a derrick was erected, and on the 25 th of November, the laying 
 of masonry was resumed. The derrick had to be- raised twice to enable it 
 
 to finish the pier. On the 19th of November, the last stone was laid. In 
 
 February the steel nosing plate was put on. 
 
 As an extra precaution, about 607 tons of riprap were thrown in on 
 the east side of the pier, where the clay was lowest. After the completion 
 of the bridge, in the high water season of 1883, a much larger quantity of 
 
 riprap was thrown in on both sides of the pier, being dumped from the 
 
 track on the bridge with chutes. The total amount of riprap placed about 
 this pier is 5 ,200 tons. 
 
 The center of the caisson is north of the axis of the bridge; of the whole 
 74 feet of the length of the caisson, 24 feet 8 inches being south of the axis 
 of the bridge, and 49 feet 4 inches north of it, the difference being due to 
 the long rake of the ice-breaker of the pier. The weight per square foot on 
 the down-stream end of the caisson is therefore considerably greater than 
 the weight on the up-stream end; the greater penetration of the down-stream 
 end into the clay accommodates this condition. 
 
 The details of the masonry and foundation of Pier II are shown on 
 Plates 6 and 10. The daily rate of progress in sinking is shown graphic¬ 
 ally on Plate 13. 
 
 The weight of the pier and the pressure on the foundation for 
 the section south of the axis of the bridge, and the section north of the 
 axis of the bridge, and the whole assumed weight, are given in the follow¬ 
 ing table: 
 
 A 
 
THE BISMARCK BRIDGE 
 
 
 South of Axis 
 
 North of Axis 
 
 Whole Pier 
 
 Caisson and concrete filling. 
 
 1,193,000 
 
 2,395,000 
 
 3.588,000 
 
 Masonry, 2,704.43 cubic yards . 
 
 4 , 377.000 
 
 7 , 404,000 
 
 11,681,000 
 
 
 5 , 470,000 
 
 9,799,000 
 
 15,269,000 
 
 Superstructure and load, 400 ft at 5,000 lbs. 
 
 1,000,000 
 
 1,000,000 
 
 2,000,000 
 
 
 6,470,000 
 
 10,799,000 
 
 17,269,000 
 
 Deduct for immersion below elevation 1618. 
 
 1,446,000 
 
 3,064,000 
 
 4 , 510,000 
 
 
 5,024,000 
 
 7,735,000 
 
 12,759,000 
 
 Area of base . 
 
 640 sq. ft. 
 
 1,284 sq. ft. 
 
 1,924 sq. ft 
 
 Average pressure per square foot. 
 
 7,850 lbs. 
 
 6,024 lbs. 
 
 6,631 lbs. 
 
 Average pressure per square inch . 
 
 54.5 lbs. 
 
 41.8 lbs. 
 
 46 lbs. 
 
 PIER III 
 
 The sand-bar which had given so much trouble after the launch of the 
 caisson for Pier II rendered it inexpedient to build the caisson for Pier III 
 on the east side of the river; the material for this caisson was accordingly 
 taken across the river, and the caisson was built on the sand-bar west of 
 the site of Pier III. 
 
 The erection of this caisson was begun August 18th, 1881. It was 
 precisely like the caisson for Pier II, the only difference being some 
 slight changes in the lining plank of the air-chamber, where difficulty had 
 been experienced in making tight joints in the former caisson. While 
 this caisson was building, the channel shifted somewhat to the west and cut 
 away the edge of the sand-bar, so that on the 12th of September it was 
 necessary to move the caisson back a short distance. The first piles of the 
 mooring clusters were driven on the 27th of September, and the pile-driving 
 for the launching ways was begun on the 29th. The caisson was launched 
 on the 2 1st of October, the launch being in every respect successful. The 
 caisson was easily taken into position, and on the following day (October 
 2 2d) was accurately placed. 
 
 On the 26th of October, the work of putting concrete in the V-shaped 
 spaces between the walls and over the roof of the working chamber was 
 begun. Special directions had been given that the false bottom should be 
 made strong enough to resist the pressure due to the 13 feet of water, so 
 that the concrete might all be put in dry; but at five o’clock in the after¬ 
 
 noon of the 26th the false bottom broke in and the caisson settled and sank 
 in 13 feet of water. This accident would have done comparatively little 
 harm if the caisson had settled in position, but it swung around towards the 
 east and settled eight feet out of place. No attempt was made to raise the 
 caisson more than enough to clear the bottom of the river, so that it could 
 be moved into place. At first it was moved without much difficulty, but 
 the last two or three feet were accomplished very slowly, it being found 
 necessary to place a bent on the up-stream side of the caisson, resting on 
 the bottom of the river, and to lash heavy timbers to the top of the caisson, 
 and by jacking on these timbers from the bent to raise the caisson enough 
 to bring it into place. This operation consumed a week, and on the 2d of 
 November, the caisson was brought into true position on the axis of the 
 bridge, but was still a foot too far up stream. It was decided not to 
 attempt to move it any farther, and on the following day (November 3d) 
 the concrete work was resumed. The concrete was at first laid in the 
 water, and was laid with one part of sand to one of cement, instead of two 
 to one, to provide for the cement which would be washed out by the water. 
 The concrete, when it reached above the surface of the water at one end, 
 was carried around the caisson, filling the space next to the outer wall, but 
 not the middle space over the roof of the working chamber. When the con¬ 
 crete had been brought above the surface of the water entirely around the 
 caisson, the water was pumped out of the middle space ; the laitance, 
 which had thus been forced into the middle space, was taken out, and the 
 remainder of the concrete filling made in the same manner as was originally 
 intended. On November 12th, the concrete filling was completed, the air¬ 
 lock was put on, and the concrete machinery was taken over to be used in 
 filling the working chamber of Pier II. It was very fortunate that there was 
 no greater delay, as the weather turned cold on the afternoon of the 13th, the 
 ice began running, and on the' 14th the river became blocked. But the 
 machinery had been got in readiness for the work at Pier II, and no delay 
 was experienced. 
 
 During the week ending November 19th, the temporary winter transfer 
 bridge had been built; this bridge crossed from the sand-bar at Pier II to 
 the sand-bar west of Pier III, passing Pier III 44 feet below the axis of the 
 bridge; a spur track was built on piles connecting with this bridge, on 
 which stone was received for the masonry. The derrick boat, which had 
 already been taken from Pier II, was moored oh the west side of Pier III, 
 and as soon as the pressure was relieved at Pier II, the pneumatic 
 machinery boat was brought over and moored on the west side of Pier III. 
 
 Air pressure was first put on on the 24* of November, and the laying of 
 masonry was begun on the same day. 
 
 When the sinking began, the cutting edge of the caisson was at an 
 average elevation of 1607.8. The material through which the caisson 
 passed was entirely similar to that found at Pier II, being a fine sand 
 throughout. On the 16th of December, the south-east corner of the caisson 
 struck the clay at an elevation of i 58 i. It was decided not to attempt to 
 break up and pump out this clay, but it was all passed out in sacks through 
 the air-lock; the clay was of the same character as that found at Pier II, 
 but the surface was more nearly uniform, and the strata more regular and 
 horizontal. At an average depth of eight feet below the surface of the 
 clay, a hard layer of marly rock, about three-quarters of an inch thick, was 
 found, which extended over the whole foundation. On the 12th of January, 
 the final settlement was made, and the cutting edge brought to an elevation 
 of 1 569, <> r 1 foot higher than the cutting edge of Pier II. As the caisson 
 was a foot farther up stream than had been intended, and the greater weight 
 of the foundation was at the lower end, a channel was cut, 2 feet deep, across 
 the lower end of the caisson, which was chambered out 2 feet from the cut¬ 
 ting edge, thus increasing the length of the foundation 2 feet in this direction. 
 The position of this channel is shown on Plate 12. 
 
 The filling of the working chamber with concrete was begun at 9 a_m. 
 on the 14th of January, and prosecuted without interruption, night and day, 
 till 7 a. m. on the 17th, when it was completed. The working shaft was 
 removed and the space occupied by it was filled with concrete on the 19th. 
 
 The laying of masonry was resumed on the 3d of February, and con¬ 
 tinued till the 4th of March, when it was abandoned to get out of the way 
 of the ice break-up, the masonry having then been finished to the top of the 
 ice-breaker. The derrick boat was left on the west side of the pier, and 
 when the water rose on the 5 th of April, at the break-up, it was swung 
 around and moored below Pier IV, where it was left, hard aground, when 
 the water fell; it was floated on the i 5 th of April. On the i 5 th of May, 
 the laying of masonry was resumed, and on the 3d of June the last stone 
 was set, finishing the masonry of the Bismarck Bridge. The steel nose- 
 plate was not put on till January, 1883. 
 
 The details of the foundation and masonry of Pier III are shown on 
 Plates 7 and 12. The daily progress of sinking is illustrated graphically on 
 Plate 13. 
 
 The weight of Pier III is a trifle less than that of Pier II, the pier con¬ 
 taining 2 , 65 o cubic yards of masonry, whereas Pier II contains 2 , 704.4 cubic 
 
THE BISMARCK BRIDGE 
 
 yards ; the pressures on the foundation are essentially the same (though 
 not quite as great) as those of Pier II. 
 
 PIER IV 
 
 The situation of Pier IV, 200 feet west of the eastern end of the dike, made 
 it seem unnecessary to carry the foundation of this pier to the clay, which 
 was here found at an elevation of 1544.7, or 36.3 feet deeper than at Piers 
 II and III. The rectification of the river and the confinement of it between 
 the dike and the east shore is an essential part of the plan of the Bismarck 
 Bridge, and so long as this work is maintained there is no danger of scour 
 at the site of Pier IV. It was considered that a first-rate pile foundation, 
 thoroughly protected with riprap, would be ample for this pier, which in 
 reality does not stand in the river, but some distance back from the shore 
 line of the rectified river. 
 
 On the 1 5 th of September, 1881, an excavation was begun at the site 
 of this pier, which was carried down until the sand became too wet for 
 further work. On the 29th of September, the construction of a curb was 
 begun in this excavation ; the walls of this curb were built solid of 12 by 12 
 inch pine timber, and planked on the outside with one thickness of vertical 
 planking, the planking for 4 feet from each corner being of oak, and the re¬ 
 mainder'of pine ; this change from the specifications was adopted in conse¬ 
 quence of the difficulty of getting oak plank. This curb was finished on the 
 14th of October. A pump was rigged at the south-east corner of the curb, 
 and excavating was begun in it on the 18th of October; the sand was 
 placed on platforms resting on timbers laid across the top of the curb, so as 
 to get the necessary weight to force it down. This work was delayed by a 
 series of small mishaps, due principally to the fact that the greater import¬ 
 ance of other parts of the work at this time made it necessary to put foun¬ 
 dation IV in the hands of the least competent foreman. On the nth of 
 October, the sinking of this curb was completed, the cutting edge being at 
 an elevation of 1610 ; it afterward settled to 1609.4 during pile driving. 
 
 As the piles for this foundation had to be driven in the sand, it was de¬ 
 cided that too much delay would occur from the use of the ordinary pile 
 driver, and a steam pile hammer was purchased by the railroad company and 
 supplied to the contractors without charge for its use ; the boiler power fur¬ 
 nished to run this steam pile hammer proved insufficient, and steam was 
 supplied by a locomotive, which was stationed on a track laid aloncr-side. 
 The first pile was driven on the 21st of November, but five days were con¬ 
 
 sumed in attempting to use the small boilers on haud ; on the 26th, the pile 
 driving was fairly begun, with a locomotive to make steam, and continued 
 to the 30th, when this engine was taken away. A second engine was fur¬ 
 nished on the 3d of December, and the driving continued, without interrup¬ 
 tion, till the 20th, when the locomotive was disabled by the burning of the 
 round house at Bismarck, in which it was kept over night. Another loco¬ 
 motive was furnished on the 2 2d, and the pile driving was completed on the 
 27th of December. A full record of the driving of every pile in this foun¬ 
 dation was kept this record is given in Appendix E. 
 
 On the 1 5 th of December, the curb was pumped out, and the cutting 
 off of the piles was begun ; they were cut off at elevation 1612.8. It was 
 found necessary to drive some sheet piling in the north-east corner, to pre¬ 
 vent the flow of sand. The first timbers for the grillage were placed on the 
 1st of January, 1882, and the concrete filling in the grillage was begun on 
 the 7th of January ; the grillage and concrete were completed January the 
 nth. This concrete was made of Rosendale cement and sand in the 
 proportion of two of sand to one of cement. On the 19th of January, the 
 laying of masonry was begun. A derrick was set up on the west side of 
 the pier, and the stone was received on cars on a track laid on the west 
 side of the pier. After the masonry had been brought above the top of 
 the curb, the space between the masonry and the curb was filled with con¬ 
 crete ; this concrete was made of Rosendale cement and sand, with two 
 parts of sand to one of cement, and a quantity of rubble-stone was worked 
 into it; it was mixed in the same manner as the other concrete. The 
 laying of masonry was suspended on the 24th of March, so as to keep 
 clear of the ice break-up, and resumed on the 19th of April. The pier was 
 finished May 12th, 1882. 
 
 The details of the foundation and masonry of Pier IV are shown on 
 Plate 8. 
 
 The weight of Pier IV and the pressure upon the foundation are as 
 follows : 
 
 28,000 ft. B. M. timber in curb at 4 pounds, - - - 112,000 lbs. 
 
 1 5 ,ooo “ “ oak in grillage at 5 “ - - 75,000 “ 
 
 264 cub. yds. concrete at 3,5 10 “ - 926,640 “ 
 
 1093.3 “ “ masonry at 4,330 “ - - 4,733,989 “ 
 
 5.847.629 lbs. 
 
 257 feet superstructure and load at 5 ,ooo pounds, - - 1,285,000 “ 
 
 7.132.629 lbs. 
 
 Deduct for immersion below 1618, 11,390 cub. ft. 
 
 at 623 pounds, ------- 711,875 lbs. 
 
 Net weight, ----- - 6,420,754 lbs. 
 
 Number of piles, - - - - 161. 
 
 Average weight per pile, - - - 39,880 pounds. 
 
 As the concrete filling in the grillage is in direct contact with the sand 
 in which the piles were driven, the actual pressure per pile is considerably 
 less than these estimates show. 
 
 After the completion of Pier IV, 4,924 tons of riprap were placed around 
 it, the greater part of this being on the east side, the riprap finishing at the 
 elevation 1645, and being given a slope of two horizontal to one vertical 
 towards the river. The entire space under the west approach span, between 
 Pier IV and the Cushing pier, was filled with earth to the same elevation 
 (1645), the material for this embankment being borrowed from the sand-bar. 
 The slopes were riprapped to prevent any wash from water which might 
 overflow the bar, and to prevent wastage by winds; the up-stream side 
 was connected with a clay embankment built to protect the trestle, which 
 will be described in connection with the approaches. As the action of a 
 few summer floods will raise the level of this sand-bar until it becomes con¬ 
 verted into bottom land, it is not likely that it will be much exposed to the 
 action of the water, excepting during ice floods, when it will be frozen. 
 
 MASONRY 
 
 No stone suitable for masonry has been found anywhere in northern 
 Dakota, and the nearest available quarries were the granite quarries, in the 
 neighborhood of Sauk Rapids, in Minnesota. The stone furnished by 
 these quarries is of excellent character, and all that could be desired for 
 heavy work, like the piers of the Bismarck Bridge ; the principal objection 
 was the great distance (about 400 miles) from the bridge site. 
 
 The first stone used was quarried near Watab station ; this quarry 
 contained two varieties of granite, one red and one gray, both excellent 
 stone, the red being very handsome ; it proved, however, a very un¬ 
 satisfactory quarry to work, being badly broken up by“ cutters,” so that not 
 over one-third of the whole rock quarried was available for dimension work. 
 The stone from this quarry was used in the lower courses of Piers I and IV, 
 and in Pier II below the top of the ice-breaker ; that in Piers I and IV is all 
 below the ground, and the only Watab stone which is now visible (except a 
 
I 2 
 
 single stone on the east side of Pier I, and the stone in the east abutment) is 
 in the ice-breaker courses of Pier II. 
 
 It soon became evident that the Watab quarry would not furnish 
 stone for the work, and in June, 1881, a second quarry, known as the 
 “ Rock Island Quarry,’’ was opened a few miles below Sauk Rapids, 
 adjoining the track of the St. Paul, Minneapolis & Manitoba Railway. 
 This quarry proved of excellent character; the stone was a uniform blue- 
 gray granite, which quarried in good shape and,, though very hard, was 
 worked with little waste. All the dimension stone for the Bismarck Bridge, 
 excepting as already stated, was obtained from this quarry. 
 
 The dimension work was laid up in Portland cement mortar, generally 
 mixed in the proportions of two parts of sand to one of cement; the backing 
 was laid in Rosendale cement, mixed in the same proportions. The whole 
 work above ground or water was pointed with a Portland cement mortar, 
 consisting of two parts of fine sand to one of cement, which was driven into 
 the joints with a flat-edged calking-iron, and afterwards wetted down to 
 prevent drying out. 
 
 There were used in this work 7,649 barrels of Portland cement, and 
 3,198 barrels of American cement; of the Portland cement, 7,529 barrels 
 were of the brand manufactured by Alsen & Sons, of Itzehoe, near Ham¬ 
 burg, Germany, and of the American cement, 2,441 barrels were Rosendale 
 cement, manufactured by F. O. Norton. The greater portion of the Port¬ 
 land cement was used in concrete. The actual distribution of the cement 
 used is shown in Appendix F. 
 
 Piers I and IV, which are not in the current of the river, and are buried 
 in the ground to a height above the great ice flood of 1881, are without 
 ice-breakers; these piers measure 8 feet thick and 27 feet long between 
 shoulders, and have semicircular ends, finishing 35 feet over all, under the 
 coping ; they are built with a batter of \ inch to the foot, throughout. 
 
 Piers II and III, which are in the channel of the river, measure 10 feet 
 thick, 25 feet long between shoulders, and 35 feet long over all, under the cop¬ 
 ing; they are built with a batter of \ inch to the foot throughout, except on the 
 up-stream cut-water; on the down-stream end of the pier the semicircular 
 starling is carried from the top of the pier to the foundation, but the up¬ 
 stream side is built with a long raking ice-breaker, the section of the star¬ 
 ling being formed by two circular arcs, each having a radius equal to the 
 thickness of the pier, and the shoulder line being given a batter of 8 inches 
 in a foot; the entire ice-breaker is 30 feet high, and the rake on the 
 shoulder line 20 feet. All the dimension stones for the height of the ice¬ 
 
 THE BISMARCK BRID G E 
 
 breaker are doweled into those of the course below, with dowels of i s -inch 
 iron, extending 6 inches into each course. The cut-water is plated with a 
 plate of 1 -inch steel, extending 3 feet on each side of the nose; this plate is 
 fastened to the masonry by anchor bolts with countersunk heads, and has 
 a smooth, flush surface on the outside, all the splice plates being on the 
 underside; the space between this plate and the masonry of Pier II was 
 packed with Portland cement mortar carefully rammed, but the ice break-up 
 of 1882 destroyed this filling so that it worked out, and the space was subse¬ 
 quently packed with rust cement, which was also used in packing under the 
 plate on Pier III. 
 
 The total amount of masonry and concrete in the Bismarck Bridge is 
 shown in the following table : 
 
 
 Masonry 
 
 Concrete 
 
 Total 
 
 East Abutment . 
 
 70.0 
 
 23.0 
 
 93-0 
 
 Pier I . 
 
 953.1 
 
 779-3 
 
 V73I-4 
 
 Pier II . 
 
 2,704.6 
 
 847.1 
 
 3,551-7 
 
 Pier III . 
 
 2,653.0 
 
 859.5 
 
 3,512-5 
 
 Pier IV. 
 
 1,090.3 
 
 264.0 
 
 1,354-3 
 
 Cushing Pier. . 
 
 1.6 
 
 37-o 
 
 38.6 
 
 Total . 
 
 7,471-6 
 
 2,809.9 
 
 10,281.5 
 
 The plans of the masonry are given on Plates 5 , 6, 7, 8 and 9, these 
 plates showing the work as actually executed, every stone conforming in 
 size to the actual work. 
 
 VI 
 
 SUPERSTRUCTURE 
 
 The superstructure of the Bismarck Bridge consists of three through spans 
 and two short deck spans in the approaches, the western end of the west 
 deck span being supported on an iron bent, which is also included in the 
 superstructure. The entire superstructure was manufactured by the pound, 
 from designs prepared by the engineer of the bridge, complete detail shop 
 drawings being furnished to the contractor. 
 
 The three through spans are 400 feet long between centers of end 
 pins ; they are of the double intersection Whipple type. The two deck 
 spans are 113 feet long between centers of end pins ; they are of the in* 
 
 verted bowstring or fish-belly pattern, this peculiar form being adopted to 
 
 keep the iron-work out of the way of the slope of the embankments of the 
 approaches. 
 
 On the 17th of January, 1881, a circular was addressed to six promi¬ 
 nent bridge manufacturers, inviting them to bid on the construction of the 
 superstructure of the Bismarck Bridge. Printed specifications accompanied 
 the invitation. These specifications are given in Appendix G. 
 
 In response to this invitation, proposals were sent in by the four follow¬ 
 ing manufacturers : The Delaware Bridge Company, The Detroit Bridge 
 & Iron Works, Messrs. Kellogg & Maurice, The Keystone Bridge Com- 
 pany. 
 
 These proposals were opened in New York on the 2d of February, 1881. 
 There was little difference in the prices bid for the manufactured material, 
 the lowest bid being that of Messrs. Kellogg & Maurice. The bid for 
 erection, however, of the Detroit Bridge & Iron Works was much lower 
 than that of any other party, and the work was awarded to this company, as 
 the lowest bidder. 
 
 THROUGH SPANS 
 
 The trusses of the 400-feet through spans are divided into 16 panels of 
 25 feet each ; they are of the double system Whipple type, with inclined end 
 posts, are 5 o feet deep, and spaced 22 feet between centers ; they are in 
 many respects identical with the two spans of the same length in the Platts- 
 mouth Bridge, such modifications hawing been introduced as the experience 
 obtained during the construction of the Plattsmouth Bridge seemed to recom¬ 
 mend. The top chords, end posts, bolsters, rollers, bearing plates, pins and 
 the eye-bars in the ten central panels of the bottom chords are of steel; all 
 other parts are of wrought iron, excepting the heavy wall plates resting on 
 the masonry, the filling rings and washers and the ornamental work, which 
 are cast iron. The floor is placed above the bottom chord, the floor beams 
 being riveted to the vertical posts, thus increasing the vertical stiffness of the 
 structure and reducing the apparent height to about 45 feet. The main and 
 counter ties are made in two lengths and coupled on a pin, which passes 
 through the center of each vertical post, this arrangement sustaining the tie 
 from deflection and stiffening the vertical post against flexure. The end 
 posts are stiffened by a horizontal strut connecting them at the center with 
 
THE BISMARCK BRIDGE 
 
 13 
 
 the stiff center of the first vertical post, this horizontal strut being itself stiff¬ 
 ened by pin connections with the vertical suspender and the first set of main 
 ties. The vertical posts are connected transversely by struts which are at¬ 
 tached to the central pins by small pins which pass through the ends of the 
 strut and through the main pins, and on which is connected a set of transverse 
 diagonal rods, which reach to the top lateral struts. Each pair of vertical 
 posts is thus united into a stiff bent, with diagonal bracing in the upper half 
 and a rigid floor connection at the bottom. The inclined end posts are stiff¬ 
 ened by a wrought iron portal, consisting of an angle iron lattice-work above 
 the center, and with sides extending down the posts to the floor level. The 
 lateral rods are everywhere in pairs. The connections of the top lateral rods 
 and of the transverse rods are on small pins, which pass through the main 
 pins. The bottom lateral rods are connected on small pins, which pass 
 through lugs and plates riveted to the floor beams. 
 
 The top chords and end posts are formed of steel plates and angles, 
 each member consisting of two side plates, four angles, a cover plate and 
 two balance plates on the under side, while additional section is secured in 
 the central panels by filling plates on each side between the angles ; the 
 members are laced on the under side, the amount of steel in the balance 
 plates and lacing being almost exactly the same as in the cover plate. In 
 computing the strength of each member, the central portion of the cover 
 plate was considered as taking the place of a lacing, and only an amount of 
 the cover plate equal in section to the two balance plates was used in esti¬ 
 mating the amount of material available to resist compression ; thus the top 
 chord and end post pieces were practically symmetrical in section; the 
 pins were placed on the center line, and the useful material was the same 
 above and below ; this symmetrical form is considered very important in a 
 compression member. The vertical posts are formed of two channels with 
 the flanges turned outwards, laced ; the channels composing the nine central 
 posts are rolled in a single length ; those of the other four posts, which are 
 heavier, are in two lengths, spliced at the center. The lateral and interme¬ 
 diate struts are made of two channels, laced on both sides. The lateral con¬ 
 nections are all made on turned pins, and fitted with the same care and accu¬ 
 racy as the main pins. The connections of the end posts with the top chords 
 and with the bolsters are on pins, the material being so distributed that the 
 compression bearings on the two sides of the pins lap by each other, thus 
 relieving the pins from bending or shearing strains. The two panels at each 
 end of the bottom chord are made in a stiff member, composed of two 12- 
 inch channels, laced above and below, this form of chord being adopted here 
 
 to resist any possible compression which might be thrown into the bottom 
 chord by an over adjustment of the heavy lateral rods, and to support the 
 end post against any blow which it might receive from a derailed train. The 
 third panel from each end of the bottom chord is of iron eye-bars. The expan¬ 
 sion rollers run on bed-plates formed of steel rails riveted to a bottom plate 
 and faced to form a seat to receive the rollers, the spaces between the 
 heads of the rails allowing the dust to pass freely into the larger opening 
 below. The details of these spans are given on Plates 20 to 24. 
 
 It was thought best not to proportion this structure for the weight of 
 any particular locomotive or cars now in actual use, but for general condi¬ 
 tions, which, while including the heaviest class of rolling stock which is 
 likely to run over the bridge, should not be limited to precise types of 
 locomotives or cars that are liable to be changed at almost any time. 
 The three 400-feet spans are designed to carry a train weighing 2,000 
 pounds per lineal foot, preceded by two locomotives, each weighing i 5 o,ooo 
 pounds, on 5 o feet, the excess of weight of the locomotives over the 
 ordinary weight being supposed to be concentrated on the first and third 
 panel points covered by the load; that is, the trusses are proportioned 
 to carry a moving load of the following amounts on successive panel 
 points covered by the load, viz.: 100,000, 5 o,ooo, 100,000, 5 o,000, 5 o,ooo, 
 5 o,ooo, &c. The weights on a single truss would be 5 o,ooo, 2 5 ,000, 
 5 o,ooo, 25 ,ooo, 25 ,ooo, 25 ,ooo, &c. It will be observed that this throws 
 the entire excessive weight of the locomotives on the same system of 
 bracing in the web. This load is equivalent to a train of modern box cars 
 33 feet long inside, each weighing 25 ,000 pounds, and loaded with 45,000 
 pounds, preceded by two consolidation locomotives of the heaviest type, 
 with further provision for the concentration of locomotive weights in a 
 way that adds essentially to the strains oh the web. 
 
 The strain produced by this moving load, and the strain due to the 
 dead load of the structure, as computed from the actual shop weights, applied 
 at the several panel points, and not uniformly distributed throughout, are 
 shown in the strain sheet on Plate 26. The maximum strain produced by 
 this load was intended to be limited to i 5 ,ooo pounds per square inch on 
 the balanced section of the steel compression members of the top chord, 
 and to 14,000 pounds per square inch on the steel tension members of the 
 bottom chord, and on iron tension members to 10,000 pounds per square 
 inch. The weights of the superstructure were, however, a little more than 
 was expected, and under certain extreme conditions these strains are 
 exceeded, the excess, however, being never more than about 1,000 pounds 
 
 per square inch above that originally intended. In Appendix I the exact 
 strains are given in detail, those of the dead load being taken from actual 
 shop weights as applied at each panel point, and not from any assumed or 
 averaged weights. The same sheet shows what the strains would have 
 been under an extraordinarily heavy specification, such as has been used for 
 some later bridges. It will be seen that the strains produced by this ex¬ 
 traordinary condition are within usual limits, excepting in the central 
 panels of the chords, and that in these panels they do not exceed the work¬ 
 ing strains which have been sometimes recommended for steel members. 
 
 The pins for the main trusses are all of uniform section, 5 inches in 
 diameter. The packing was carefully studied out, so as in no instance to 
 produce a bending strain on the extreme fibres exceeding 20,000 lbs. per 
 square inch, the strains on each bar being supposed to be concentrated on 
 its center .* The maximum bearing strain allowed oh the pins is 20,000 
 pounds per square inch, where both surfaces are of steel. The greatest 
 length of pin outside of the post is 72 inches, or is times the diameter of 
 the pin. The expansion rollers are 2jjf inches in diameter, and the greatest 
 weight which they have to carry is 1,289 pounds per lineal inch; they are 
 set in frames which can be taken apart from the outside for cleaning. 
 
 The top lateral system is proportioned to resist a wind strain of 300 
 pounds per lineal foot, and the bottom lateral system a wind strain of 5 oo 
 pounds per lineal foot, the whole of each being taken as a moving load ; the 
 strains which these pressures are allowed to produce are one-half greater 
 than those'allowed to the weight carried, i 5 ,ooo pounds per square inch 
 being the maximum tension allowed on wrought iron. 
 
 pair ol bars which should have hceri outside being placed inside those which should have been inside; this 
 produces a theoretical bending strain of about 30,000 pounds to the inch for a length not exceeding the diameter 
 of the pin, the distance between the two center bars, as packed, being less than z inches. Experiments have 
 shown that steel pins are more than twice as strong to resist a permanent set from bending as iron pins, and this 
 
 which the bending of a pm can have (except in very extreme cases, where the pin is loosely packed) is to 
 
 bending strain exists for so short a distance that it can hardly have any effect in distorting the pin; and, more¬ 
 over, the arrangement of the bars, there being precisely the same section of bars on each side, outside and 
 inside, is such that it is hardly possible that the strain should be unequally distributed; beyond this, I have 
 become fully impressed, with the fact that the bending strains really existing in a well-packed pin, where several 
 bars, pulling in opposite directions, are in immediate contact with each other, are very much less than any 
 theoretical calculations of the kind named would show; in fact, the slightest bending of the pin must throw the 
 point of application of the two bars pulling in opposite directions, towards each other, until the strain on the 
 pin is reduced entirely to a shear, all bending being eliminated. As the error in these four pins is a theoretical 
 one purely, and the irregularities which it can produce are certainly no greater than those which would be 
 produced by the varying modulus of elasticity in different eye-bars, it was not thought expedient to change the 
 packing of the bars; this can be done now, if it is thought best, but I do not believe that any practical weakness 
 could be found at this point, even if the trasses were tested with a sufficient load to break them down. In the 
 
14 
 
 THE BISMARCK BRIDGE 
 
 The iron floor system of the through spans consists of two lines of 
 stringers, placed 9 feet between centers, attached to transverse floor beams 
 at each panel point. The attachment between the stringers and the floor 
 beams is by angle irons riveted to the web of each. The stringers also rest 
 on a wrought iron step built on the floor beam, this being an extra provision, 
 which is not considered in calculating the strength of the connection. The end 
 floor beams rest upon the bolsters and are riveted to them; the next set of floor 
 beams is suspended by long verticals from the pin at the top of the end post. 
 The other floor beams are riveted to the vertical posts, the connection being 
 made through angle irons which are also riveted to the webs of the beams ; 
 the beams also rest on top of the pin plates, being accurately fitted thereto, but 
 this bearing is not estimated in calculating the strength of the connection. 
 
 The stringers are proportioned to carry a moving load of 5.0,000 pounds 
 each, uniformly distributed over a length of 20 feet (100,000 pounds on 20 
 feet of the track), besides the weight of the timber floor and of the stringers. 
 Each stringer consists of a web plate 30 by I inches, and four angle irons, 5 
 by 33 by I inches. Each pair of stringers is stiffened at the center by a 
 riveted angle iron frame with diagonal bracing of i-inch rods, screwed up 
 against wrought iron skew-backs, this bracing being entirely independent of 
 and additional to the regular lateral bracing of the trusses. 
 
 Each pair of stringers, with these connections, weighs 6,800 pounds. 
 The estimated maximum bending strain on these stringers is less than 8,000 
 pounds per square inch of cross section in the extreme fibers, the stringer 
 being calculated as a beam on the principle of the moment of inertia. The 
 assumed moving load produces a strain 17 per cent, greater than that pro¬ 
 duced by the ordinary pattern of consolidation locomotive. Detailed calcu¬ 
 lations of the strength of these stringers are given in Appendix H. The 
 flanges of the stringers of the end panels, which are slightly longer than the 
 others, are made of angles T V of an inch thick. 
 
 The floor beams are formed of a web plate 39 by I inches, with four 
 angle irons 32 by 5 by 2 inches, and cover plates 12 by 1 inches, 14 feet long ; 
 on the end floor beams, which carry only half a panel length, the cover plate is 
 omitted. These floor beams are calculated to carry a moving load of 5 o,ooo 
 pounds at each stringer connection (100,000 pounds per floor beam), besides 
 the weight of the floor. The maximum bending strain on the extreme 
 fibers of these beams is less than 8,000 pounds per square inch. The de¬ 
 tails of this calculation are given in Appendix H. 
 
 The expansion rollers for the east and central spans are placed on 
 Pier II ; those for the west span on Pier III. 
 
 In proportioning the 400-feet spans, it was considered important to use 
 steel in all positions where reduction of dead weight would materially reduce 
 the strains in the structure, but it was known that the difficulties in procuring 
 a satisfactory steel were such that it was unwise to attempt to use any more 
 of this material than necessary. The experience with the Plattsmouth Bridge 
 had shown that a steel could be obtained, with comparatively little difficulty, 
 which was admirably fitted to resist compression in members of moderate 
 length, but we are still without accurate data to determine the strength of 
 steel compression members of such length that their yielding is a matter of 
 flexure rather than of compression. As regarded tension members, the fact 
 was established that steel eye-bars could be made which would show a very 
 uniform modulus of elasticity, within safe working limits, and an elastic limit 
 fully one-half higher per square inch than could be developed in iron eye- 
 bars of the same working strength, but it had not yet been found practic¬ 
 able to get steel eye-bars of a uniform ultimate strength, or which would 
 develop anything like a uniform elongation before fracture. Under these 
 circumstances, it was thought best to limit the use of steel in compression 
 to the end posts and top chords, where the length does not exceed sixteen 
 times the least transverse dimension, and to limit the use of steel in tension 
 to the ten central panels of the bottom chord, where there are never less 
 than four bars side by side, where the strains are applied slowly, and where 
 a high elastic limit and a uniform modulus of elasticity are needed, the 
 ultimate strength of the material being of comparatively little importance. 
 The excellent results which had been obtained on steel bearing surfaces and 
 in tests of steel pins, made it expedient to make all the pins in the structure, 
 as well as the rollers, bearing plates, etc., of steel. The difficulties which 
 were experienced in the manufacture of steel-work showed that these limita¬ 
 tions had been wisely made. 
 
 The weights of iron and steel in the 400-feet spans are as follows : 
 
 
 Three 
 
 Spans 
 
 Average per Span 
 
 
 Pounds 
 
 Pounds 
 
 Pounds 
 
 Steel . 
 
 Wrought Iron in Trusses. 
 
 “ “ Floor.. 
 
 1,335.755 
 
 466,591 
 
 1,046,390 
 
 348,797 
 
 Total Wrought Iron . 
 
 
 1,802,346 
 
 600,78, 
 
 Cast Iron ... 
 
 
 77,331 
 
 2 5,777 
 
 
 
 2,926,067 
 
 975,356 
 
 DECK SPANS 
 
 The two deck spans measure 1x3 feet between centers of end pins, 
 divided into seven panels of equal length. They are of the inverted bow¬ 
 string pattern, with a curved lower chord. The trusses are placed 9 feet 
 between centers, and the top chord is apportioned as a beam to carry the 
 weights of the floor between panel points. The ties rest directly on the top 
 chord, the distance between the chords being the same as that between the 
 stringers of the through spans. 
 
 The peculiar form of truss here used was adopted because there would 
 be no danger of the iron coming in contact with the slope of the embank¬ 
 ment ; it makes a very safe and serviceable truss, but as it is necessary to 
 put adjustments in all the diagonals, it is not a form of structure which 
 would generally be preferred. 
 
 The deck spans are proportioned to carry a moving load of 80,000, 
 40,000, 40,000. So,000, 40,000, 40,000 pounds on successive panel points. 
 The strain sheet for these trusses is given on Plate 26. 
 
 The details of these trusses are shown on Plates 17 and 18. 
 
 The west end of the west approach span is supported by an iron bent, 
 which is intended to be ultimately buried in the embankment when the timber 
 trestle of the west approach is filled. The truss is bolted rigidly to the top 
 of this bent, and the end on Pier IV has expansion rollers, the end pins at 
 the east end being connected with the end floor-beam of the western 
 through span by an arrangement which allows the necessary expansion for 
 changes in temperature, but which would hold the truss secure in case of 
 the iron bent being relieved of the longitudinal support which the wooden 
 trestle now gives it. 
 
 The weights of steel and iron in the deck spans are given in the 
 following table : 
 
 
 Two Spans 
 
 Average 
 per Span 
 
 i 
 
 Pounds 
 
 5,750 
 
 177,908 
 
 ”,37* 
 
 2 ,875 
 
 88,954 
 
 5,686 
 
 Wrniin-ht Tr™ 
 
 
 
 • 195,030 
 
 I3,5t4 
 
 ' 208,544 
 
 97,515 
 
 
 
 
THE BISMARCK BRIDGE 
 
 15 
 
 MANUFACTURE 
 
 With the exception of some of the plate iron which was rolled at Cleve¬ 
 land, the iron and steel for the Bismarck Bridge were rolled by different par¬ 
 ties in Pittsburgh ; the material was then shipped to Detroit and there 
 manufactured into finished shape at the shops of the Detroit Bridge & Iron 
 Works. 
 
 Two changes were allowed in the specifications relating to iron-work. 
 First: The wide plates for the floor beams were accepted when the test samples 
 developed an elongation of 8 per cent., instead of 10 per cent, as required 
 by the original specifications. Second : The contractor was allowed to use 
 iron eye-bars manufactured by the Kloman process, a series of special ex¬ 
 periments on full-sized bars having shown that an entirely satisfactory bar 
 could be made in this way. The manufacture of the steel proved a source 
 of very great trouble and delay, the difficulties being due in part to the in¬ 
 experience of the manufacturers, and in part to other circumstances which 
 were wholly inexcusable. 
 
 The contractors were very much behindhand in the manufacture of the 
 superstructure, and were not ready to begin the erection of the long spans 
 till the summer of 1882, or about a year and a half after the award of the 
 contract. 
 
 STEEL 
 
 On the awarding of the contract to them, the Detroit Bridge & Iron 
 Works arranged with Andrew Kloman, of Pittsburgh, to furnish the steel. 
 Andrew Kloman himself had died some months before, and the business was 
 then carried on by his two sons as “testamentary trustees." They proposed 
 to have the steel made by the Pittsburgh Bessemer Steel Company, Limited, 
 a new concern, whose works had been designed by Mr. Andrew Kloman 
 (who would have had charge of them if he had lived) ; and to roll the plates, 
 angles and eye-bars in their mill in the lower part of Allegheny City. 
 This source of steel supply proved entirely unsatisfactory. 
 
 The specifications required that a sample bar should be rolled from a 
 small ingot taken from every charge, and that if this sample failed to meet 
 the requirements of the specifications, the whole charge should be rejected. 
 The first lot of sample test bars was furnished to the inspector on April 20th, 
 1881. They proved to be very irregular in character, showing that the steel 
 was wholly unsuitable for the purposes for which it was intended. The next 
 set of samples, which was given to the inspector on May 5 th, 1881, proved 
 no better. Between April 20th, 1881, and November 14th, 1881, 235 sample 
 bars, made from 235 melts made by the Pittsburgh Bessemer Steel Company, 
 
 Limited, were tested, of which only 37 met the requirements of the specifica¬ 
 tions ; they showed very great irregularities, the elastic limit ranging from 
 49,010 to 109,766, and the ultimate strength from 71,970 to 161,986 ; more¬ 
 over these irregularities seemed in nowise dependent on the reported composi¬ 
 tion of the steel, a steel reported as an 0.18 steel giving an ultimate strength 
 of 161,986. A subsequent analysis of this sample showed that instead of 
 being an 0.18 carbon steel, as reported by the manufacturers, it was really a 
 o .56 carbon steel. Of the 37 melts which were accepted on the sample test, 
 34 were of the higher steel for compression, and 3 of the lower steel for 
 tension. A few of the accepted melts of the compression steel were rolled 
 into angles, but the low tension steel, which was accepted by the sample, 
 was rejected in the ingots, which were honeycombed with blow-holes and 
 very defective. The total amount of steel manufactured by the Pittsburgh 
 Bessemer Steel Company, Limited, and used in the Bismarck Bridge, was 
 58 tons. 
 
 The management of the Pittsburgh Bessemer Steel Company, Limited, 
 explained their failure to make the steel by an accident which occurred to 
 their chemist when the first charge was blown, and which completely dis¬ 
 abled him for several months. The concern was a new one, and to make a 
 uniform product of Bessemer steel, suitable for bridge purposes, requires no 
 ordinary skill; but it was evident that the company made little or no effort 
 to furnish the material according to specifications, finding that they could make 
 more profit by making steel rails. This fact was fully proved when, on in¬ 
 quiry, it was found that the ingots of a few melts which were accepted had 
 already been rolled into rails without waiting for the inspector’s report. 
 
 On the 22d of July. 1881, I met Mr. Willard S. Pope, president of the 
 Detroit Bridge & Iron Works, at Pittsburgh, and after a very amusing inter¬ 
 view with three of the directors of the Pittsburgh Bessemer Steel Company, 
 Limited, who successively explained their failure to make the steel on en¬ 
 tirely different theories, which were absolutely inconsistent with each other, 
 it was agreed that no further attempt should be made to make steel for the 
 tension members and pins by the Bessemer process, but that steel for these 
 purposes should be made by the open-hearth process. On this day, I ad¬ 
 dressed the following letter to Mr. Pope : 
 
 July 22, 1881. 
 
 Willard S. Pope, Esq., 
 
 President Detroit Bridge & Iron Works. 
 
 Dear Sir, —I will consent to the following modifications in the require¬ 
 ments for the steel for the Bismarck Bridge: 
 
 1st. The steel for eye-bars and pins shall be manufactured by the 
 open-hearth process, and shall agree in all respects with the requirements 
 of the specifications, except that in steel intended for eye-bars the elastic 
 limit shall have a range not exceeding 5 , 000 pounds, the minimum of which 
 range shall not be less than 40,000 pounds, and the maximum of which 
 shall not exceed 5 o,ooo pounds. 
 
 2d. On condition of the eye-bars and pin steel being made as above, 
 steel will be accepted for compression members which meets the following 
 requirements. The elastic limit shall not be less than 5 o,ooo pounds, nor 
 more than 60,000 pounds, and the ultimate strength shall not be less than 
 80,000 pounds per square inch; the test bar shall elongate at least 14 per 
 cent, uniformly before breaking, and shall have a reduced area of 30 per 
 cent, at the point of fracture; the modulus of elasticity shall not be less than 
 28,000,000 pounds, nor more than 30,000,000 pounds per square inch; the 
 other requirements to remain as in the specifications. These requirements 
 are not intended to exclude any steel which conforms strictly to the printed 
 specifications, but the right is reserved to reject any steel in which the 
 modulus is exceptionally irregular. 
 
 Yours truly, 
 
 Geo. S. Morison, 
 
 Eng. and Stipt. Bismarck Bridge. 
 
 At this time all the older steel works were full, and the orders for 
 open-hearth steel were placed with the Spang Steel & Iron Company, Lim¬ 
 ited, a new concern, whose works are located on the west bank of the 
 Allegheny River, at Etna Station, a short distance beyond the Pittsburgh 
 city limits. 
 
 The open-hearth plant of the Spang Steel & Iron Company, Lim¬ 
 ited, consisted of an ordinary Siemans-Martin furnace of 9 tons capacity, 
 and a Pernot furnace of 9 tons capacity. The first samples of steel were 
 given to the inspector on the 8th day of August. Although the rejections 
 still formed a considerable percentage of the whole amount of steel made, 
 the state of affairs was very different from that at the works of the Pitts¬ 
 burgh Bessemer Steel Company, Limited. The manufacturers were 
 evidently doing their best, and the delays were due to the starting of an 
 entirely new lot of machinery with, to some extent, untried hands. 
 
 The pretense of trying to' have the compression steel made by the 
 Pittsburgh Bessemer Steel Company, Limited, was continued till October 
 14th, when it was abandoned, and the order for this, as well as for the ten- 
 
 /t 
 
i6 
 
 THE BISMARCK BRIDGE 
 
 sion steel, was placed with the Spang Steel & Iron Company, Limited, the 
 whole to be made by the open-hearth process. 
 
 A full record of all the sample tests made was kept by the inspector. 
 A record of the tests of open-hearth steel is given in Appendix J. The 
 record of the tests of Bessemer steel, which was valuable simply as showing 
 how irregular a product can be made, is not given. Out of a total of i 52 
 melts of compression steel tested, 117 were accepted; from these accepted 
 melts 230.8 tons of finished material were accepted, being an average of 
 1.9 tons per melt. Of 120 melts of tension steel inspected 47 were 
 accepted. From these accepted melts 207? tons of finished product were 
 accepted, being an average of 4.4 tons for each accepted melt. 
 
 The angles were rolled by the Klomans at their mill in Allegheny; 
 the pin steel was hammered at the same mill, and the plates were rolled in 
 a universal mill, at the works of the Spang Steel & Iron Company, Lim¬ 
 ited. The ingots for the universal mill plates were cast in the shape of 
 large flat slabs of about the same width as the finished plate; much material 
 was wasted and time lost in ascertaining the best form of ingot molds, it 
 being found that ingots which had a draft of 5 an inch in their length would 
 not spread enough under the rolls to give smooth finished edges. The 
 first shipment of compression steel was made from Pittsburgh on June 13th, 
 1881, and the last shipment June 26th, 1882. 
 
 The eye-bars were rolled by the Kloman patent process in a 
 universal mill, which is specially designed for this work, the mill being 
 reversed while the metal is still between the rolls, leaving enlarged ends 
 which were subsequently hammered into shape. The class of steel selected 
 for the tension members was much lower than that which had previously 
 been used in steel bridges, and it was believed that this soft steel would not 
 require annealing. The specifications required the contractors to furnish 
 three additional bars of every size used in the bridge, which were to be 
 tested at such place as the engineer should select. These bars were not 
 furnished promptly, and after they had been selected by the inspector, the 
 first lot of them was held at Pittsburgh instead of being shipped promptly 
 to Watertown. A preliminary test had been made of some small steel bars 
 rolled specially for the purpose, which indicated that annealing would not be 
 necessary. The results of the tests at Watertown, however, showed that 
 annealing rendered the steel decidedly more ductile, and all of the largest 
 size of bars, 62 by if inches, were required to be annealed. This anneal¬ 
 ing was done by placing the bars side by side on small brick piers, build¬ 
 ing a wood fire under them, and covering the whole with sawdust; the bars 
 
 were heated to a uniform heat, and subsequently covered over and allowed 
 to cool slowly. 
 
 The whole number of bars tested in the Emery testing machine, at the 
 United States Arsenal at Watertown, Mass., was 1 5 , of which 5 broke in 
 the head ; they showed a very uniform modulus of elasticity, a reasonably 
 uniform elastic limit, but a decided variation in their ultimate strength ; while, 
 with one exception, the extension before breaking corresponded quite closely 
 with the ultimate strength. The exception was in bar No. 1822, which was 
 of a very high steel that had accidentally been rolled into an eye-bar; this 
 bar broke in the head, the strength of the material in the body of the bar 
 not being developed. Its behavior, however, within working limits was so 
 nearly uniform with the other bars as to show that an occasional high steel 
 bar can be placed among low steel bars without disturbing the workings of 
 the several bars in a bridge. A test (No. 1839) was made of a bar 
 one-half of which had been annealed ; this bar broke first in the unannealed 
 head, was again clamped in the machine and broke a second time in the 
 annealed part of the body of the bar ; was tested a third time, and broke in 
 the unannealed part of the body of the bar; it did not break at the center of 
 the bar, where the annealing terminated; it showed that before the elastic 
 limit was passed there was no material variation in the behavior of the an¬ 
 nealed and the unannealed portion, but that after the elastic limit was passed 
 the annealed portion stretched very much more rapidly than the unannealed 
 portion. 
 
 A full record of the tests made at the Watertown Arsenal is given in 
 Appendix K. Of the bars tested there, bars No. 18 and 1930 were annealed, 
 and bar No. 1839 was annealed for half its length. 
 
 Analyses were made for the six principal hardeners in each of the 
 eighteen bars tested at Watertown by two different chemists, and the results 
 of these analyses, together with a brief summary of the mechanical tests, are 
 given in Appendix L. All the sample tests were made by Mr. W. F. Zim- 
 mermann, who also inspected the iron and steel at the mills. The elonga¬ 
 tions under strain were measured with an electric micrometer, and curves 
 showing the behavior of every sample were plotted and preserved. 
 
 The tests of full-sized bars showed that the material did not conform, in 
 the matters of ultimate strength and elongation before breaking, to the re¬ 
 quirements of the specifications ; its behavior, however, below the elastic 
 limit was exceedingly satisfactory ; as the use of steel eye-bars had been 
 confined to positions in which the ultimate strength was of comparatively 
 little importance, the material was accepted. 
 
 ERECTION 
 
 The dirt which was wasted from the big cut in the east approach was 
 deposited so as to make a yard level with the grade on the bridge, between 
 the bluff and the bridge. A track connecting with the approach track was 
 laid along the face of the bluff and through this yard, forming a very 
 convenient place to receive the superstructure material. The iron and steel 
 for the superstructure and much of the false work material was run down on 
 the track through this yard, where it was unloaded on skidways. 
 
 The east approach span was erected in April, 1882, but not completed 
 till May 9th, the work being delayed by an error in one set of chord bars. 
 The false work for the west approach span was raised early in May, but was 
 blown down by a gale before any iron had been placed upon it; this span 
 was finished on the 3d of June. 
 
 The three main spans were erected with a traveler, without the use of 
 upper false work ; this traveler was built on the level ground of the material 
 yard, just back of the east abutment. It was erected in April, 1882. It was 
 61 feet 6 inches high over all, 30 feet long, and ran upon two lines of rails 27 
 feet 6 inches apart, spanning the entire iron-work ; at each end it was fitted 
 with a movable bracing of iron diagonal rods and cross timbers, which could 
 be taken out; while at work, this bracing was kept in at one side, but when it 
 became necessary to move it past the iron-work already erected, the entire 
 temporary bracing was removed. This traveler reached over one panel, 
 so that four posts could be erected and the top chord sections put on and 
 the couplings made, without moving it. The traveler was simply a derrick 
 which carried the attachments for the lines used in handling the iron and 
 steel, these lines being led to a pair of hoisting engines, which were placed on 
 a low flat car (Michigan Central Railroad car No. 3615), that ran on a track 
 placed on the false works ; this same track was used to run out material. 
 
 The false works used for the erection of the two easterly channel spans 
 consisted of three spans of Howe truss, supported by temporary timber 
 piers and resting on harnesses placed on Piers II and III. These trusses 
 were placed 25 feet between centers. The false works used for the westerly 
 span consisted of one span of Howe truss at the east end and 260 feet of 
 timber trestle, resting on piles. 
 
 The five temporary timber piers were designated as cribs A, B, C, D and 
 E, A being the easterly one. The original plan was to build them of piles, sur¬ 
 rounded by crib- work to hold the piles together and resist the scour of the 
 river; for this reason, and to distinguish them from the main piers, they 
 were designated as cribs. When the work was done, it was found neces- 
 
THE BISMARCK BRIDGE 
 
 1 7 
 
 sary to use this crib’-work only at B and C. Each temporary pier contained 
 32 piles, which were cut off a few feet above the water and surmounted by 
 timber bents. At B and C these piles were surrounded by crib-work of pine 
 plank laid flat and filled with sand-bags and riprap. 
 
 Pile driving for Crib A was begun on June 24th, 1882. At Crib B 
 it was found necessary to drive a cluster of anchor piles above; this was 
 begun on July 5 th, the pile driving for the pier being begun on the follow¬ 
 ing day. On the 13th, the crib-work around these piles was- begun. The 
 harness on Pier II was raised early in July. The easterly Howe truss span 
 was raised on pile false work, and finished July 7th. The central Howe 
 truss was raised on three barges ; these barges had been fitted with false 
 work while moored to the shore below the bridge site; on July 1 6th, they 
 were placed in position, and the central span of Howe truss was completed 
 on the 21st. On the following day the barges were floated around to the 
 westerly span, and this span was finished on the 25 th. 
 
 The first metal placed on the false work was the chord bars, the 
 first being run out on the 26th of July; the chord was connected through 
 on the 28th ; the traveler was placed at the center of the span, and on the 
 29th the two center posts, the two posts east of these, and two sections of 
 top chord were raised. The traveler was then worked eastward till the 
 easterly half of the truss was erected, then moved back to the center, and 
 the westerly half was erected. The connections were all completed by the 
 12th of August, and the span was swung off at 3.30 p. m. on that day.* The 
 truss was swung by placing four small jacks under each vertical post (104 
 jacks in all), manning all the jacks, and having them turned in unison by a 
 signal given with a whistle; the heavy truss was swung off very easily in 
 about half an hour of actual work. The trusses were so designed that no 
 field riveting was required before swinging, and when swung all the con¬ 
 nections of the main trusses and top lateral system were complete. The 
 first floor beams and track swingers were run out and placed on the 13th, 
 and on the 1 5 th, the entire floor was together. The timber floor was begun 
 on the 19th, and on the 21st the permanent track had been laid (though 
 not fully spiked) across the span. The two westerly Howe truss spans had 
 been floated out on the 18th and 21st, and on the 25 th Crib B was blown 
 out with dynamite, and a passage for steamboats afforded under the span 
 already erected. 
 
 Pile driving for Crib C, under the central main span, was begun on 
 the 25 th of July. On the 7th of August the current became very strong at 
 
 * A daily photographic record was kept of the erection of this span. 
 
 the site of this crib, and it required very active work for several days to 
 maintain the temporary pier from destruction; the crib was, however, 
 sunk into position and rendered secure with sand-bags and stone. The 
 harness on Pier III was begun on the 19th. The pile driving for Crib D 
 -was begun August 11th. On the 18th of August the Howe truss, which 
 had been used under the center of the easterly span, was floated around on 
 the barges which had been used for its erection and placed between Pier II 
 and Crib C, under the central span. On the 21st, the Howe truss, which 
 had been between Crib B and Pier II, was floated around to t ; ie space 
 between Cribs C and D. The barges were then placed between Crib D and 
 Pier III, and a fourth Howe truss was erected on them, this truss being 
 completed on the 27th. The first chord bars were run out on false work 
 on the 29th; the first post was raised on the 30th, and the truss was 
 swung off in the same manner as the preceding one at 4.1 5 p. m., Sep¬ 
 tember 9th, four weeks after the swinging of the first span. The floor 
 beams were placed on the 12th and 14th; the timber floor was begun on 
 the 17th and finished on the 19th. 
 
 Pile driving for Crib E was begun on the 17th of August. The false 
 work between this crib and Pier IV had been begun some time previously. 
 The Howe truss between Pier III and Crib E was erected on pile false 
 work; the truss that had been used next to Pier I was taken down and 
 erected in this position, being completed September 17th. The first chord 
 bars were run out September 25 th, and the first posts erected on the follow¬ 
 ing day. The last coupling was made October 6th, and the span swung off 
 at 3.30 p. m . October 7th, exactly eight weeks from the swinging of the 
 first span. The floor beams were placed on the 8th and 9th, and the ties 
 had been laid by the nth. The riveting of the floor connections was done 
 first; that of the joints in the top chord and the portals followed. The 
 riveting at first proceeded very slowly, owing largely to the lack of compe¬ 
 tent riveters ; it was, however, all completed, excepting some of the portal 
 work, before the 18th. The entire superstructure was raised under the 
 direction of Mr. John W. Stoughton, superintendent of erection for the 
 Detroit Bridge & Iron Works. 
 
 FLOOR 
 
 The floor on the superstructure consists of oak ties 9 inches square 
 and 1 5 feet long. They are spaced about i 5 inches between centers, or 20 
 to a panel. On the through spans these ties rest on iron stringers, which 
 are 9 feet between centers ; on the deck spans they rest on the top chords, 
 
 which are also 9 feet between centers. The track is laid with a 56 -pound 
 steel rail of the pattern in common use on the Northern Pacific Railroad. 
 Inside of the rails are placed two lines of angle iron 5 by 4 by 5 inches, laid 
 to an outside gauge of 3 feet 8 inches, with the broad side down, and bolted 
 to every tie with a i-inch bolt; these angle irons act as guard rails in case 
 of derailment, being placed far enough from the rails to allow a wheel to roll 
 between them ; they hold the ties at proper distances apart, and they dis¬ 
 tribute the excessive weight of a pair of overloaded driving wheels upon 
 several ties. This arrangement makes an elastic floor which can deflect 
 slightly under the passage of a train, thus relieving the iron-work from the 
 force of impact, and it distributes the weight thrown by the wheels on 
 a single point of the rail over several feet of iron stringer. At the ends of 
 the ties are placed pine ribbons 8 inches square, sized down 1 inch over 
 every tie, and bolted to every fourth tie; at intervals of about 2 5 feet are 
 placed light wrought iron stanchions, carrying a l-inch wire rope, which 
 forms a simple hand-rail for the security of the watchmen in bad weather. 
 This timber floor, including rails and guard angles, is estimated to weigh 
 45 o pounds per lineal foot. At each end of the bridge the guard angles 
 terminate in a point formed of 4-inch oak plank, plated on the outside with 
 iron, these points being designed to direct a derailed wheel into the space 
 between the guard angles and the rail. 
 
 TEST 
 
 The first train taken across the Bismarck Bridge left Bismarck at 
 4 p. m., October 18th, 1882. It consisted of 25 empty stock cars, drawn by 
 locomotive No. 88, which was handled by C. W. Rossiter. On the 21st of 
 October, the bridge was formally tested in the presence of a committee of 
 engineers. The test load consisted of eight Mogul locomotives, whose 
 aggregate weight was i,o 77 i 4 o° pounds, of which i,c 5 o,ooo pounds were 
 carried on a single span. The deflections of the six trusses were carefully 
 observed, and are shown on Plate 25 . The official report of the engineers 
 who observed this test is given in Appendix M. 
 
 The false works above the water were removed in October and No¬ 
 vember,’ but so great a deposit had formed around Cribs C and D that it 
 was impossible to remove them ; the'remains of these piers, however, were 
 swept out by the ice floods of the spring of 1883. In the spring of 1883 
 the superstructure was painted with two heavy coats of Cleveland Iron Clad 
 Paint (purple brand), put on with boiled linseed oil. 
 
THE BISMARCK BRIDGE 
 
 VII 
 
 APPROACHES 
 
 The east approach to the Bismarck Bridge departs from the old main 
 track of the Northern Pacific Railroad at the west end of the Bismarck 
 yard, opposite Camp Hancock. From the point of connection it curves to 
 the north with a 1° curve (5,730 feet radius) for a distance of 3,152 .5 feet, 
 and then runs on a straight line in a north-westerly course, 5,597.5 feet; it 
 then curves to the north on an 8° curve (716 feet radius) for a distance of 
 649 feet; then follows a tangent 213.2 feet long, from which it curves to the 
 west on a 12° curve (478 feet radius) for a distance of 866.7 feet, connecting 
 with the tangent which runs across the bridge on the approach span 75 feet 
 east of the center of Pier I. 
 
 The lowest point on this approach is near the east end, the elevation 
 of the bottom of the tie here being 1660. From this elevation the approach 
 ascends with a .5 per cent, grade (26.4 feet per mile) to a summit a little 
 east of the east end of the 8° curve, from which it runs level for 25 o feet, 
 and then descends with a .25 per cent, grade (13.2 feet per mile) to the 
 east abutment. 
 
 The approach crosses two drainage valleys with temporary timber 
 structures, and a ravine a little east of the 8° curve, where the drainage is 
 provided for by an 18-inch cast iron pipe well bedded in masonry at the 
 ends, and with joints secured by small masonry walls. There are no special 
 features on this approach, except the sharp curves and the deep cuts 
 near the east end of the bridge. The greater part of the 8° curve is 
 through a sand cut, which was so dry that the work had to be abandoned 
 at times on account of dust ; this cut was taken out with a 20-feet base, 
 with slopes 12 to 1. The 12 0 curve is in a deep clay cut, the clay being 
 the same hard material that is found at the bottom of the river; the excava¬ 
 tion ol this cut was as hard work as is ever found in material which is 
 properly classified as earth ; this cut has a maximum depth of 66.9 feet on 
 the bluff side ; it was taken out with a 27-feet base, the track being placed 
 1 5 feet from the foot of the higher slope, and the sides were given a slope 
 of 2 horizontal to 3 vertical. The line was purposely located so as to make 
 a short fill between these two cuts, for convenience in construction and also 
 in maintenance, it being considered that this might be of great assistance in 
 case of snow ; this location moreover gives trains approaching the bridge 
 from the east a full view of the structure before reaching it. Quite a large 
 portion of the material from both these cuts had to be wasted, and the 
 
 greater part of that from the clay cut was wasted between the slope of the 
 bluff and the river, in such a position as to form the level material yard 
 already referred to. The material track already mentioned was laid from 
 the opening between the two cuts along the face of the bluff, and through 
 this yard beyond the end of the bridge; it was also connected temporarily 
 with the track on the bridge, but this required curvature too sharp for 
 general use. 
 
 The total amount of material handled on the east approach was 138,107 
 cubic yards, of which 25,903 yards were taken from the sand cut, and 81,547 
 yards from the clay cut. 
 
 The east approach was graded in 1881, excepting the clay cut, which 
 was not finished till 1882. The track was laid from Bismarck to the mate¬ 
 rial yard in October and November, 1881. 
 
 The tangent on the bridge is continued 541.5 feet westerly from the 
 center of Pier IV, from which point the approach curves to the north with a 
 1° 10'curve (4,911 feet radius) for a distance of 4,834.3 feet, where it con¬ 
 nects with the tangent of the old track across the bottom land. 
 
 From a point 413.5 feet west of the center of Pier IV, the west ap¬ 
 proach descends with a 1 per cent, grade ( 52.8 feet per mile) from the ele¬ 
 vation 1590 (that of the track on the bridge) to 1534, the elevation of the 
 track across the bottom land ; the connection between this grade and the 
 level track at the east end is rounded off with a vertical curve. 
 
 From the iron bent at the west end of the approach span to the old 
 shore line, a distance of i, 5 oo feet, the west approach consists of a timber 
 trestle. This trestle is built in 20-feet spans, and is framed with packed 
 posts, each consisting of two pieces of 6 by 12’s, bolted together, with splices 
 for the joints and without mortise or tenon. The trestle is built of pine 
 with a foundation of oak piles; the stringers are covered with sheet-iron 
 oiled and painted. The floor consists of 6 by 8-inch oak ties, 12 feet long, 
 laid 16 inches between centers, with refuges every 60 feet, alternating on 
 the two sides. As a protection against fire, the entire trestle was white¬ 
 washed, and a foot- walk placed inside, about 20 feet below grade, for the 
 convenience of the watchmen. 
 
 An earth embankment was built along the up-stream side of this trestle, 
 the center line being placed 60 feet from the center of the trestle ; this em¬ 
 bankment finishes at an elevation of i 65 o, and is intended to shield the 
 trestle from the action of ice.- It is so located that it will come almost en¬ 
 tirely within the limits of a permanent embankment whenever the trestle is 
 filled. This embankment is built with material brought in on cars partly 
 
 from the borrow pit in the bluff near Mandan, and partly from a borrow pit 
 three miles west of Mandan ; a small portion of the lower part of the 
 bank was scraped in from the side. 
 
 The timber for the trestle was delivered in the winter of 1881-2, on the 
 east approach, where it was framed ; it was transferred in April, 1882, and 
 the piles were driven and the trestle raised in the spring and early summer, 
 the last bent being erected on the 24th of June. 
 
 Beyond the timber trestle, the west approach consists of an earth em¬ 
 bankment containing 213,760 cubic yards, of which 149,260 yards were 
 scraped from borrow pits at the sides, and the balance was brought from the 
 borrow pit near Mandan, the cars being dumped from a temporary cotton¬ 
 wood trestle furnished by the contractors. Work on this embankment was 
 begun in the fall of 1881, and was completed so that trains could run over it 
 on to the trestle early in September, 1882. The embankment settled con¬ 
 siderably as it was built and afterwards ; it is still in places somewhat be¬ 
 low grade. 
 
 The total amount of material handled in the west approach was 308,480 
 cubic yards, of which 213,760 yards were in the embankment west of the 
 trestle, and 94,720 yards in the protection embankment and the fill between 
 Pier IV and the Cushing pier. Of the whole amount, 170,453 cubic yards 
 were borrowed from the bottom land and sand-bar, 1 20,782 cubic yards were 
 brought from the contractors’borrow pit near Mandan, and 17,245 cubic 
 yards from the company’s borrow pit. 
 
 The contractors’ borrow pit near Mandan consisted of hard clay, simi¬ 
 lar to that found in the east bluff and in the bottom of the river; it was 
 worked successfully with a Wilcox & Stock steam shovel, but was as hard 
 a material as could be worked in this way. 
 
 The reasons for not raising the track across the bottom land beyond the 
 approach have been given in an earlier patt of this report. The importance 
 of leaving this low ground as a safety-valve in case of ice gorges must al¬ 
 ways be remembered. If it is thought expedient to raise it, it should either 
 be done on a light structure, which the ice will destroy if it runs heavily, 
 or on a more permanent structure, which will allow the ice to pass through 
 it; a solid embankment across this bottom land ought never to be built. 
 
Yin 
 
 COST 
 
 The circumstances under which the Bismarck Bridge was built were 
 not favorable to cheap construction. At that time Bismarck was practically 
 i 5 o miles from any settled country, and the nearest labor market was St. 
 Paul, 470 miles distant. At the same time, the construction of the North¬ 
 ern Pacific Railroad was being vigorously prosecuted farther west, and the 
 demand for labor very largely exceeded the supply. The general price paid 
 for ordinary laborers was $2.00 per day, and the wages of mechanics were 
 proportionately higher. This however was not the worst feature, as the labor 
 in this country was of an inferior character, and very difficult to control, the 
 
 THE BISMARCK BRIDGE 
 
 men generally being indifferent as to whether they worked or not, and en¬ 
 tirely ready to be discharged. It frequently happened that gangs of men 
 sent out from St. Paul to work on the bridge disappeared almost as soon as 
 they arrived. 
 
 The cost of the bridge is shown in the table on the following page. 
 This gives the entire cost of the work from the time it was placed in my 
 charge, in January, 1881, to the time when it was turned over to the "oper¬ 
 ating department, August 1st, 1883. It does not include the work done on 
 the dike and elsewhere prior to January, 1881, and does not include any 
 expenditures for real estate or right of way. 
 
 In this statement the charges for freight are exclusively for transporta¬ 
 tion on the Northern Pacific Railroad, the amounts paid for freight on ma¬ 
 terial before it reached the Northern Pacific Railroad being included in the 
 first column. In comparing the cost of this bridge with other structures, the 
 
 >9 
 
 cost exclusive of freight on the Northern Pacific Railroad is the most cor¬ 
 rect measure to go by. 
 
 The report made in July, 1880, estimated the cost of this bridge and 
 approaches at $700,000, exclusive of freight on the Northern Pacific Rail¬ 
 road. In this report the cost of the bridge proper, not including freight, was 
 estimated at $ 5 oo,ooo, to which an addition of $ 25 , 000 was made in Decem¬ 
 ber, 1880, making $ 525 ,ooo ; the increase of cost has therefore been almost 
 entirely in the approaches and protection work. A small portion of this 
 increase is accounted for by the fact that only i, 5 oo feet of trestle-work were 
 used in the west approach, instead of 3,000 feet, as originally contemplated. 
 But the principal increase is due to the great change in the value of labor 
 and materials between the summer of 1880 and the time when the work 
 was executed, this increase being more than one-third, and about corre¬ 
 sponding to the actual increase in the cost of the work. 
 
20 
 
 THE BISMARCK BRIDGE 
 
 East Abutment 
 Pier I. 
 
 Foundation.. 
 Concrete.... 
 Masonry.... 
 Riprap. 
 
 Foundation.. 
 Concrete .... 
 Masonry.... 
 Riprap. 
 
 Foundation.. 
 Concrete.... 
 Masonry.... 
 
 Pier IV. Foundation. 
 
 Concrete.... 
 Masonry .... 
 Riprap. 
 
 Cushing Pier.. 
 
 Total Substructure .. 
 
 Three 400-foot Spans.. 
 Two 113-foot Spans... 
 Iron Bent. 
 
 Erection.. 
 Floor.... 
 Painting. 
 Sundries.. 
 
 Total Superstructure. . 
 Total Bridge Proper ... 
 
 East Approach.... 
 West Approach.. 
 Permanent Track.. 
 
 Engineering and Inspection.. 
 
 Office Expenses. 
 
 Building and Tools . 
 
 Cost, exclusive of Freight Charges 
 
 $2,555 85 
 8.926 33 
 19,092 84 
 6,330 76 
 
 §40,452 80 
 14.448 09 
 54,625 80 
 9,498 67 
 
 8,646 60 
 2,458 56 
 
 1,816 51 
 0,017 30 
 
 8,083 29 
 
 0,475 40 
 
 730 40 
 
 42.938 97 
 1,394 86 
 
 §179,289 
 
 
 
 00 
 
 9,816 
 
 37 
 
 3,586 
 
 92 
 
 358 
 
 90 
 
 $8,569 
 
 87 
 
 78,203 
 
 22 
 
 $37,843 
 
 05 
 
 126,786 
 
 
 21,653 
 
 49 
 
 
 
 622 
 
 
 3,9'2 
 
 97 
 
 Freight Charges 
 
 $452 
 
 78 
 
 1,646 
 
 54 
 
 H,i99 
 
 46 
 
 940 
 
 39 
 
 $7,429 
 
 39 
 
 2,952 
 
 13 
 
 40,220 
 
 44 
 
 i,495 
 
 
 
 
 3,088 
 
 
 39,769 
 
 “5 
 
 
 
 783 
 
 
 16,814 
 
 87 
 
 ',494 
 
 12 
 
 
 
 688 
 
 58 
 
 47 
 
 71 
 
 §614 
 
 59 
 
 17,239 
 
 17 
 
 52,097 
 
 77 
 
 49,962 
 
 42 
 
 22,433 
 
 09 
 
 274 
 
 70 
 
 
 88 
 
 .4,158 
 
 53 
 
 3,°'3 
 
 35 
 
 70 
 
 
 
 57 
 
 $',394 
 
 33 
 
 15,977 
 
 38 
 
 $3,354 
 
 63 
 
 
 46 
 
 4,625 
 
 96 
 
 $487 
 
 42 
 
 791 
 
 33 
 
 $223,103 91 
 
 Total Cost, including Freight Charges 
 
 $3 j °°8 63 
 
 10,572 87 
 33.292 3° 
 
 §47,882 19 
 17,400 22 
 94 846 24 
 10,994 48 
 
 §44,654 65 
 16,905 07 
 94,240 50 
 
 $11,987 57 
 3,241 69 
 38,631 38 
 
 $178,415 8 
 11,163 5 
 778 1 
 
 ,55,8a, 
 
 22 
 
 65,372 
 
 06 
 
 1,669 
 
 56 
 
 $i9 0 ,357 
 
 97 
 
 56,694 
 
 53 
 
 12,829 
 
 72 
 
 3,656 
 
 
 365 
 
 47 
 
 $9,964 
 
 
 94,180 
 
 60 
 
 $4i,i97 
 
 68 
 
 152,119 
 
 43 
 
 26,279 
 
 45 
 
 $36,041 
 
 01 
 
 823 
 
 34 
 
 4,704 
 
 30 
 
APPENDIX A 
 
 LIST OF ENGINEERS, EMPLOYES AND CONTRACTORS 
 
 ENGINEERS AND COMPANY’S EMPLOYES 
 
 NAME AND OCCUPATION TIME OF SERVICE 
 
 Geo. S. Morison, Engineer and Superintendent. 
 
 H. W. Parkhurst, First Assistant Engineer. 
 
 ...Jan. i, 
 
 881 
 
 to June 
 
 12. 
 
 1882. 
 
 B. L Crosby, Assistant Engineer. 
 
 
 
 “ Aug. 
 
 I, 
 
 1883. 
 
 Geo. A. Lederle, Assistant Engineer and Draughtsman.. 
 
 ...July 16, 
 
 
 “ Nov. 
 
 I, 
 
 1882. 
 
 David R. Alden, Leveler. 
 
 ... Feb. 5, 
 
 
 “ Sept. 
 
 1. 
 
 1881. 
 
 C. C. Schneider, Assistant Engineer of Superstructure.... 
 
 ...Jan. i, 
 
 
 “ Oct. 
 
 '• 
 
 1882. 
 
 W. F. Zimmermann, Inspector of Steel and Iron. 
 
 ....Mar. 3, 
 
 
 •* Aug. 
 
 8, 
 
 
 James S. Sanderson, Inspector of Shop Work. 
 
 ...May i, 
 
 
 “ Aug. 30, 
 
 
 Robert Ross, Inspector of Masonry. 
 
 ...July 13, 
 
 
 “ June 
 
 5. 
 
 
 B. S. Sawyer, Inspector at Quarries . 
 
 ■June.,, 
 
 
 “ Apr. 
 
 3°. 
 
 
 F. S. Svlvester, Inspector of Transportation. 
 
 ....Oct. 26, 
 
 
 “ Sept. 
 
 
 
 John A. McKeen, Foreman in charge of Borings. &c.... 
 
 
 
 “ Dec. 
 
 6, 
 
 1881. 
 
 John McGee, Foreman of Laborers. 
 
 ...Jan. i. 
 
 
 “ Apr. 
 
 
 
 R. P. Stitt, “ “ . 
 
 
 
 “ July 
 
 1, 
 
 18S3. 
 
 Wm. L. Bechtel, Foreman of Superstructure. 
 
 ..., Nov. 21, 
 
 188 
 
 , " Aug. 
 
 
 
 CONTRACTORS 
 
 Saulpaugh & Company...Substructure. 
 
 J. Crubaugh, Resident Partner and Superintendent. 
 
 Patrick Durack, Foreman of Masons. 
 
 Oliver Davis, Foreman of Stone Cutters. 
 
 Rust & Coolidge, Subcontractors for Pneumatic Work. 
 
 Detroit Bridge & Iron Works . Superstructure. 
 
 John W. Stoughton, Superintendent of Erection. 
 
 Bellows, Fogarty & Company. 
 
 Winston Brothers. 
 
 Charles W. Thompson. 
 
 . Earthwork on Approaches. 
 .Trestle-work, West Approach. 
 . Riprap Stone. 
 
22 
 
 APPENDIX B 
 
 SPECIFICATIONS FOR SUBSTRUCTURE 
 
 The substructure will be understood to include the masonry and foundations of the 
 bridge proper. 
 
 There will be four piers, numbered from the east to the west, the east pier being 
 No. I, and the west No. IV. 
 
 PIER I 
 
 Pier I will stand back of the shore line on the east side. 
 
 An open pit about 50 feet long and 20 feet wide shall be excavated to such depth as may 
 be necessary to reach a bottom of solid rock, or of such material as may be satisfactory to the 
 Engineer. This excavation shall be filled with concrete to an elevation not lower than three 
 feet below low water. 
 
 The masonry shall be started on the surface of the concrete, and the pit shall be filled 
 with earth and rammed around the masonry to the elevation of the natural surface of the 
 ground. 
 
 PIERS II AND III 
 
 Piers II and III will be in the channel of the river. 
 
 Each of these piers shall be founded on a pneumatic caisson, which shall be sunk to the 
 underlying bed-rock, and to such depth into the rock as may be determined by the Engineer. 
 
 The caissons shall be constructed according to the plans furnished by the Engineer. The 
 frames shall be of pine timber; the outside sheathing shall consist of two thicknesses of three- 
 inch oak plank, the planks of the inside course to be inclined at an angle of 45°; the working 
 chamber shall be lined with three-inch pine plank, jointed and calked, and shall be painted 
 with two heavy coats of Cleveland Iron Clad Paint (purple brand) before sinking. Each 
 course of timber in the sides shall be fastened to the course below with drift bolts not more 
 than three feet apart, these drift bolts to be' £ of an inch square and to reach through two 
 courses of timber and six inches into a third course, being, generally, 30 inches long. The oak 
 sheathing shall be spiked with wrought iron boat-spikes, 7 inches long by § of an inch square, 
 at least two spikes to each square foot of each course of planking. The corners of the caisson 
 shall be plated on the outside with boiler-plate, the plates to be 30 inches wide and [5 ff of an 
 inch thick, bent to a quarter circle and fastened with 7 by $-inch wrought iron boat-spikes, at 
 distances not exceeding six inches apart on a line one inch back from each edge. All timber shall 
 be thoroughly sound and strong. The wrought iron used shall be of a tough, fibrous character, 
 as tested by cutting and bending. The workmanship throughout shall be thorough and 
 satisfactory to the Engineer. 
 
 The caisson shall be filled above the working chamber with concrete, the surface of which 
 shall always be kept above water.' Such opening shall be left in the concrete filling as may be 
 necessary for working and supply shafts. 
 
 The caisson shall be sunk by the plenum pneumatic process, the sand being removed by 
 the Eads sand pump, or by such other apparatus as may be approved by the Engineer. 
 Blowing off will not be permitted, but the air pressure shall at all times be maintained in the 
 caisson, which shall be forced down by the weight of the concrete and masonry above. The 
 contractor will be required to furnish two independent air compressors, each of which shall be 
 of sufficient capacity to provide a full supply of air for the caisson, without assistance from the 
 
 The position of the caisson will not be allowed to vary more than 18 inches in any 
 direction from the true position of the pier, as located by the Engineer, at any time during the 
 progress of the sinking. The caisson shall not be allowed to vary more than 18 inches from a 
 true level in its length, nor more than six inches in its width, and shall be brought to a true level 
 when the sinking is completed. 
 
 When the sinking is completed, a joint shall be made between the cutting edge of the 
 caisson and the bed-rock, either by cutting away the rock or by ramming bags ol concrete into 
 
 the spaces between the cutting edge and the rock, as may be directed by the Engineer; the 
 sand and mud shall be cleaned from the surface of the rock, and the entire working chamber 
 shall be filled with concrete, special pains being taken to ram the concrete thoroughly against 
 the roof. 
 
 The masonry shall be begun when the concrete filling is ready for it, on the level of the 
 top of the caisson, and shall be built with openings for working shafts conforming to those in 
 the concrete. The surface of the masonry shall be kept above water as the sinking progresses. 
 When the filling of the working chamber is completed, the shafts in the concrete and masonry 
 shall be filled with concrete and the masonry shall be finished. 
 
 PIER IV 
 
 Pier IV will stand on the sand-bar on the west side of the river, south of the dike. 
 
 This pier will have a pile foundation. 
 
 An excavation shall be made on the site of the pier to a depth about six feet above low 
 water. In this excavation an open caisson or curb shall be built; it shall be 28 feet wide, 55 
 feet long and 12 feet high, built of 12 by 12-inch pine timber, the sides being pinned together 
 with oak treenails and planked on the outside with one course of three-inch oak plank; it shall 
 be sunk by excavating inside till the lower edge is six feet below low water. In this curb 160 
 piles shall be driven ; the piles shall be of oak, not less than 10 inches in diameter at the small 
 end, nor less than 16 inches at the large end ; they shall be driven with a hammer weighing 
 not less than 3,500 lbs. The average penetration below the bottom of the curb shall not be 
 less than 28 feet, and no pile shall be driven less than 25 feet The piles shall be cut off square 
 and level, four feet below low water, and shall be capped with two courses of 12 by 16-inch oak 
 timber, the lower course being fastened to each pile with a one-inch square drift bolt 30 inches 
 long, and the timbers of the second course fastened to those of the first course with jj-inch square 
 drift bolts 22 inches long. The space around the piles and between the timbers shall be filled 
 with concrete, on the surface of which the masonry shall be started. 
 
 About 1,000 cubic yards of riprap, consisting of field boulders or other suitable stone, 
 shall be piled around this pier, in a manner satisfactory to the Engineer. 
 
 CONCRETE 
 
 Concrete shall be formed of cement and sand or gravel, in proportions varying from two 
 to four parts of sand or gravel to one of cement, as may be directed by the Engineer, for 
 different parts of the work. It shall be mixed in a machine mixer, of such pattern as may be 
 approved by the Engineer, with as small an amount of water as is consistent with thorough 
 moistening of the mass. It shall be laid under the direction of the Engineer, and when 
 required thoroughly rammed with a 40-pound ram. Rubble-stone of irregular size and shape 
 shall be thrown in with the mass, in as large quantities as is consistent with a complete bond¬ 
 ing of the concrete mass around every stone, the stones being handled separately, and bedded 
 in the soft concrete mass. The grouting of quantities of loose stone will not be allowed. 
 
 The concrete used to fill the working chamber will be entirely of cement and sand or 
 
 MASONRY 
 
 The masonry will be first-class rock-face work, laid in regular courses, to be built of 
 granite from quarries in Minnesota. The piers shall conform in all respects to the plans 
 furnished by the Engineer. 
 
 No course shall be less than 16 inches thick, and no course shall be thicker than the 
 course below it The upper and lower beds of every stone shall be at least one-half greater in 
 both directions than the thickness of the course. 
 
 In general, every third stone of each course shall be a header, and there shall be at least 
 two headers on each side of each course between the shoulders. No stone will be considered 
 a header that measures less than five feet back from the face. The headers shall be so arranged 
 
 as !o form a bond entirely through the pier, either by bonding agarnst a face-stone ,n the op¬ 
 posite side of the conrse, or by bonding with a piece of backing not less than three feet square, 
 which shall bond with a face-stone on the opposite side. In all cases the tntenor bonding shall 
 be further secured by placing in the course above a stone at least three feet square over the 
 interior joints. Special care shall be taken with the bonding of the ice-breaker cut-water, the 
 stones of which shall be so arranged that the (ace-stones are supported from behind by large 
 pieces of backing. 
 
 All joints shall be pitched to a true line and dressed to one-quarter of an inch for at least 
 12 inches from the face. Beds, both upper and lower, shall be pitched to a true line and dressed 
 to one-quarter of an inch. Joints shall be broken at least 15 inches on the face. 
 
 The ice-breaker starling of Piers II and III shall have a smooth, bush-hammered face. 
 There shall be a draft line three inches wide around the lower edge of the belting course below 
 the coping. The coping over the whole pier shall have a smooth, bush-hammered surface and 
 face. All other parts of the work shall have a rough quarry face, with no projection exceeding 
 two inches from the pitch lines of the joints. 
 
 The stones in the coping under the bearings of the trusses shall be at least lour feet wide, 
 and shall reach back six feet from the lace. They shall have good beds for their entire size, and 
 shall have a full bearing on large stones with dressed beds in the belting course below the 
 coping. 
 
 The large stones used in the backing to bond with the headers, and to support the ice¬ 
 breaker face-stones as above described, shall be of the same thickness as the face-stones and 
 shall have dressed beds. The remainder of the backing shall be formed of good rubble-stone, 
 thoroughly bedded in mortar. 
 
 Ail stones shall be sound, free from seams or other defects. 
 
 All stones shall be laid in full mortar beds; they shall be lowered on the bed of mortar, 
 and brought to a bearing with a maul. No spalls will be allowed, except in small vertical 
 openings in the backing. Thin mortar joints will not be insisted on, but the joints shall be 
 properly cleaned on the face and pointed in mild weather. 
 
 The face-stones of each course in Piers II and III for a height of 30 feet, beginning 
 about three feet below low water, shall be doweled into those of the course below, with round 
 dowels of i^-inch iron extending six inches into each course ; the dowels shall be from eight to 
 twelve inches back from the face, and six inches on each side of every joint; the stones of the 
 upper course shall be drilled through before setting, after which the drill-hole shall be extended 
 six inches into the lower course ; a small quantity of mortar shall then be put in the hole, the 
 dowel dropped in and driven home, and the hole filled with mortar and rammed. 
 
 The mortar will be composed of cement and clean, coarse sand, satisfactory to the 
 Engineer, in proportions varying from one to three parts of sand to one of cement, as may be 
 directed by the Engineer for different parts of the work. When stone is laid in freezing weather, 
 the contractor shall take such precautions to prevent the mortar freezing as shall be satisfactory 
 to the Engineer. 
 
 TERMS 
 
 The Railroad Company will furnish free transportation for the contractor’s tools and men 
 on the lines of the Northern Pacific Railroad, and free transportation of stone from the quarries 
 to the bridge site. 
 
 The Railroad Company will furnish the cement for the masonry, which must be unloaded 
 and stored by the contractor, he to be responsible for it afterwards. 
 
 The contractor will be required to furnish all boats, barges, derricks and tools of every 
 description, both at the quarries and on the works. The stone shall be cut at the quarries. 
 The Railroad Company will furnish no tools nor material except cement. 
 
 No material shall be measured or included in the estimate, which does not form a part of 
 the permanent structure. 
 
APPENDIX C 
 
 RECORD OF TESTS OF CLAY 
 
 COMPRESSION TESTS 
 
 November i8 
 October 24 
 
 South Secti 
 Middle 
 
 1568. 
 
 1569. 
 
 6 5 
 
 55 
 
 5°i 
 
 Clay of bluish color, with consider¬ 
 able sand intermixed with it. Sam- 
 | pies from elevation 1600, Tests 
 made on i-inch cubes. 
 
 143 Dark-brown clay. 
 
 Dark-blue clay, north end. 
 
 Bluish clay, south end. 
 
 Brown clay, north end. 
 
 Northerly 60 feet of foundation of same 
 character, bluish-gray clay, with 
 ' j sandy spots, quite small, scattered 
 through it. 
 
 Southerly 12 feet of foundation. 
 
 Brown clay, with lignite. 
 
 TENSILE TESTS 
 
 
 
 
 Breaking 
 
 Remarks 
 
 
 from 
 
 of Specimen 
 
 Strain—Lbs. 
 
 1881. 
 
 September 8 
 “ 25 
 
 Pier I. 
 
 i square inch. 
 
 7 
 
 Sample from elevation 1600. 
 
 2 5 
 
 October 24 
 «. 3 , 
 
 Pier II. 
 
 
 25 
 
 “ “ >573- 
 
 TESTS MADE WITH LEVER APPARATUS ON CLAY IN FOUNDATIONS 
 ON NATURAL SURFACE 
 
 Location 
 
 Bearing 
 
 St Lbs. 
 
 Depression 
 
 Remarks 
 
 Pier I. 
 
 2" by 2" 
 
 500. 
 
 A" in 10 min. 
 
 Bearing not uniform. 
 
 
 
 
 A" " 5 “ 
 
 A “ >° “ 
 
 Soft spot. 
 
 
 ."by 
 
 
 •i". “ - “ 
 
 
 
 
 Lever slipped. 
 
 
 
 
 A" 5 “ 
 
 Dry spot. 
 
 Pier II, N. E. corner in trench 
 
 
 320 
 
 
 Bluish clay. 
 
 Black “ 
 
 “ N. end in trench 
 
 
 475 
 
 A 
 
 “ S. “ in center 
 
 
 345 
 
 
 
 
 
 300 
 
 A" 
 
 Dark-brown clay. 
 
 
 
 600 
 
 X" 
 
 
 “ West side on lignite 
 “ East side, sandy clay 
 “ N. end, W. side, at first beam 
 
 
 800 
 
 540 
 
 75° 
 
 A, 
 
 !" 
 
 Scarcely visible mark. 
 
24 
 
 APPENDIX D 
 
 LIST OF BORINGS AND TEST PITS 
 
 Boring No. i, made February 14th—18th, 1881, 150 feet south of Station 4 + 87. 
 
 Top of sand . 1619.7 
 
 Through fine sand 22 feet to coal at . 1597-7 
 
 “ coal . 3 feet to coarse sand at. *597-4 
 
 “ coarse sand and pebbles 15.4 feet to. 1582. 
 
 Water rose and drove men away, so that sounding could not be completed. 
 
 Boring No. 2, made March 3d-7th, 1881, Station 4 + 87. 
 
 Top of sand . 1617. 
 
 Through fine sand 33.8 feet to coal at .,. 1 583- 2 
 
 “ coal .7 feet to sand at . 1582.5 
 
 “ sand 4.65 feet to bluish clay at. 1577-85 
 
 “ bluish clay 17.85 feet to softer clay at . 1560. 
 
 “ softer clay 1 foot to bluish clay at . 1 559. 
 
 “ bluish clay 7.3 feet to rock at.. 155*• 7 
 
 Into rock .8 feet to . *55°-9 
 
 Test Pit No. t, made January 10th to March 7th, 1881, 150 feet south 
 of Station 0 + 85. 
 
 Top of ground .. 1637.2 
 
 Through frost 3.5 feet to sandy clayat ... 1633.7 
 
 “ sandy clay 16 feet to silt at . 1617.7 
 
 “ silt 3 feet to blue clay at . 1614-7 
 
 “ blue clay 5.5 feet to clay and sand stratified at . 1609.2 
 
 “ clay and sand stratified 9 feet to . 1600.2 
 
 At this depth the pit was declared unsafe, and the boring machine was set up and a 
 
 2 i” pipe driven down to . 159 2 -5 
 
 Then a 2" drill and the sand pump were run to . 1 5®3- 2 
 
 Test Pit No. 2, made February 1st to March 10th, 1881, Station o + 85. 
 
 Top of ground . 1639.4 
 
 Through clayey sand 18 feet to . 1621.4 
 
 “ clayey sand and pieces of sandstone 4.5 feet to compact clay and sand at.. 1616.9 
 
 “ compact clay and sand 2 feet to large piece of sandstone at. 1614.9 
 
 “ large piece of sandstone 1 foot to clay and sand at. 1613.9 
 
 “ clay and sand 3.3 feet to sand (with water) at .. 1610.6 
 
 “ sand (with water) 3 feet to brittle clay at. . 1607.6 
 
 “ brittle clay 2.4 feet to coal at. 1605.2 
 
 “ coal .3 feet to tough clay at . 1604.9 
 
 “ tough clay 9.5 feet to coal at . *595-4 
 
 “ coal 2 feet to clay at . 1 593-4 
 
 “ clay by running down a i£" drill to . • I 539-7 
 
 Boring No. 3, made April 23d-26th, 1882, 13.5 feet south of Station 4 -(- 85.25. 
 
 Top of sand . 2617.5 
 
 Through sand 42.5 feet to clay at . 1575- 
 
 “ clay 22.5 feet to rock at . . I55 2 -5 
 
 “ rock 1.1 feet to clay at . I55 x .4 
 
 “ clay 10.7 feet to rock at . 1540-7 
 
 “ rock .35 feet to clay at. 1 540-35 
 
 Then drilled into clay 29.5 feet to elevation ... 1 5 10 - 5 
 
 Boring No. 4, made April 26th-28th, 11.5 feet north of Station 4 + 89.75. 
 
 Top of sand . 1616.8 
 
 Through sand 40.8 feet to blue clay at . 1576. 
 
 “ blue clay 23.5 feet to rock at . I55 2 - 5 
 
 “ rock 1.25 feet to clay at. 1551.25 
 
 Into clay 8.25 feet to elevation . 1543- 
 
 Boring No. 5, made April 28th-30th, 26.1 feet north of Station 4 + 62.5. 
 
 Top of sand . 
 
 Through sand 44.6 feet to clay at . 
 
 Into clay 17.4 feet to elevation . 
 
 At this depth, the waves from the transfer steamer broke the pipe, and 48. 5 feet of 
 it were lost. This pipe was afterwards recovered when the caisson for Pier II 
 was sunk. 
 
 1622. 
 
 1577-4 
 
 Boring No. 6, made April 30th to May 4th, 35.2 feet north of Station 5 + 59.5. 
 
 Top of sand . 1 
 
 Through sand 33.8 feet to blue clay at . 1 
 
 “ blue clay 35.2 feet to rock at . 1 
 
 “ rock 2.2 feet to clay at. 1 
 
 Into clay 1.3 feet to . 1 
 
 1621.5 
 
 .587.7 
 
 1549- 
 
 Boring No. 7, made May 4th-6th, 44-7 feet north of Station 5 + 09.6. 
 
 Top of sand ... 
 
 Through sand 41.8 feet to sandstone at .. . 
 
 “ sandstone 1.1 feet to blue clay at.. 
 
 Into blue clay 36.2 feet to . 
 
 1619.7 
 •577-9 
 
 1576.8 
 1540.6 
 
 Boring No. 8, made May 7th-9th, 53.3 feet north of Station 4 +79-*5- 
 
 Through sand to coarse pebbles at . 1 585- 
 
 “ coarse pebbles 1 foot to fine sand at. 1584- 
 
 “ fine sand with a little coal to a log at . 1 5^3- 
 
 “ log 1 foot to sand at. *58 2 - 
 
 “ sand 13.7 feet to clay at . 1568.3 
 
 “ clay 15.1 feet to rock at. 1 553- 2 
 
 “ rock .35 feet to clay at . 1 55 2 -85 
 
 Into clay 7. 15 feet to . *545-7 
 
 Boring No. 9, made August i6th-24th, Station 13 + °°- 
 
 Top of sand . 1624.8 
 
 Through fine sand mixed with coal and pebbles 59 feet to coal at. 1565.8 
 
 « coal mixed in lower part of strata with lumps of clay and sand 3 feet to 
 
 coarse sand at .. 1562.8 
 
 “ coarse sand 3 feet to fine sand at . *559-8 
 
 “ fine sand mixed with some coal 18.8 feet to blueclay at . *54*- 
 
 Into blue clay 10.8 feet to . i53°- 2 
 
 Boring No. 10, August 24th to September 12th, Station 12 + 86.5. 
 
 Top of sand . I()24 ‘ b 
 
 Through fine sand 30 feet to coarse sand, etc., at . 1594-8 
 
 “ coarse sand with large pebbles and coal 35 feet to very fine sand at. *559-8 
 
 “ very fine sand 15 feet to coal at . *544-8 
 
 “ coal . 1 feet to blue clay at . *544-7 
 
 Into blue clay 10.3 feet to . *534-4 
 
 Boring No. 11, made August 24th to September 12th, Station 12 4- 73. 
 
 Top of sand . 1624.8 
 
 Through fine sand 30 feet to coarse sand, coal, etc . 1594-8 
 
 “ coal, coarse sand and pebbles, with a little yellow clay at bottom, 28 feet to 
 
 coarse sand at . 1566.8 
 
 “ coarse sand and pebbles 23 feet to blue clay at . *543-8 
 
 Into blue clay 3.4 feet to . *540.4 
 
 Boring No. 12, made September i3th-22d, Station 10 -f 97.5. 
 
 Top of sand . l( ’ 2 5- 
 
 Through fine sand 28 feet to coarse sand and coal at . *597- 
 
 Through coarse sand and coal 14 feet to coal . 
 
 “ coal 1 foot to coarse sand and pebbles at.. 
 
 “ coarse sand and pebbles 7.4 feet to dark clay at . 
 
 “ dark clay 1 foot to coarse pebbles at .. 
 
 “ coarse pebbles 15- 2 fee* to fine dark sand at. 
 
 “ fine dark sand 3.1 feet to blue clay at. .. 
 
 Into blue clay 15.9 feet to . 
 
 Boring No. 13, made September 23d to October 3d, 20 feet south 
 of Station 10 4- 97.5. 
 
 Top of sand . 
 
 Through fine sand 28 feet to gravel at . 
 
 “ gravel 2 feet to fine sand at . 
 
 “ fine sand with a little coal 19 feet to coal, etc., at. 
 
 “ coal and small balls of clay .8 feet to coarse sand, etc., at. 
 
 « coarse sand, gravel and coal 10.2 feet to fine black sand at . 
 
 « fine black sand . 2 feet to coarse gravel, etc. 
 
 « coarse gravel and fine sand 9.2 feet to blue clay at. 
 
 Into blue clay and a few pieces of sandstone to . 
 
 Boring No. 14, made October 4th-6th, 43 feet north of Station 8 -|- 74-35- 
 
 Top of sand . 
 
 Through sand and gravel 25. 1 feet to black sand at . 
 
 “ black sand . 1 feet to sand and gravel at.. 
 
 “ sand and gravel 6.2 feet to blue clay at. 
 
 Into blue clay 16.9 feet to . 
 
 *583- 
 
 1582, 
 
 *574-6 
 
 *573-6 
 
 1558.4 
 
 *555-3 
 
 *539-4 
 
 1625. 
 
 *597- 
 
 *595- 
 
 1576. 
 
 * 575- 2 
 
 *565- 
 
 1564.5 
 
 1555.6 
 1540.2 
 
 1606.5 
 1581.4 
 .581.3 
 *575-* 
 1558.2 
 
 Boring No. 15, made October 7th-nth, 40.3 feet north of Station 8 + 93.85. 
 
 Top of sand . 1606.5 
 
 Through sand and giavel with a little coal 31.3 feet to black clay at. *575- 2 
 
 “ black clay . 1 feet to blue clay at . *575-* 
 
 Into blue clay 1 5.2 feet to . *559-9 
 
 Boring No. 16, made October I2th-I3th, 25 feet north of Station 8 + 75. 
 
 Top of sand . 1606.5 
 
 Through sand, coal and pebbles 31 feet to dark clay at . *575-5 
 
 “ dark clay . 1 feet to blue clay at. *575-4 
 
 Into blue clay 15.1 feet to.. .. . *560.3 
 
 Boring No. 17, made October .4th-i8th, 18 feet south of Station 8 + 75.5. 
 
 Top of sand . * 607.5 
 
 Through sand, gravel and coal 29.2 feet to blue clay at . *578.3 
 
 Into blue clay 14-* feet to . 1564. 2 
 
 Boring No. 18, made October i8th-20th, 20.75 feet south of Station 9 4. 07. 
 
 Top of sand . 1608.1 
 
 Through sand, gravel and coal 29.3 feet to blue clay at . 1578.8 
 
 Into blue clay 5.3 feet to. . *573-5 
 
 Boring No. 19, made November 26th-30th, 74.8 feet north of Station S -|- 70.25. 
 
 Top of sand . 1610.7 
 
 Through fine sand and gravel 17.6 feet to coal at. 1593.1 
 
 “ coal .9 feet to sand and gravel at. 1592.2 
 
 “ sand and gravel 4.1 feet to fine black sand at . 1588. 1 
 
 “ fine black sand 3 feet to gravel at . *585.1 
 
 “ gravel 5 feet to black sand and gravel at . 1580.1 
 
 “ black sand and gravel 4.5 feet to clay at . *575-6 
 
 Into clay 4.7 feet to.. . *570.9 
 
APPENDIX D — Continued 
 
 25 
 
 Boring No. 20, made December 2d~5th, 61.8 feet north of Station 9 + 1! 
 
 Top of sand . 1607.1 
 
 Through coarse sand and gravel with a little coal 17.1 feet to fine sand at . 1590. 
 
 “ fine sand 5 feet to coarse sand and gravel at. 1585. 
 
 “ coarse sand and gravel 6 feet to fine sand at. 1579. 
 
 “ fine sand 4.8 feet to clay at . 1574-2 
 
 Into clay 4 feet to . 1570.2 
 
 Boring No. 21, made November 7th-8th, Station 4 + 28.25. 
 
 Top of sand . 1623.7 
 
 Through find sand 47.4 feet to clear gravel at . 1576-3 
 
 Into clear gravel 2. 2 feet to hard boulder at ... 1574.1 
 
 (Could not get through this boulder, so hole was abandoned.) 
 
 Boring No. 22, made November 3d—5th, 74.3 feet north of Station 4 4. 40.25. 
 
 Top of sand. 1622.8 
 
 Through fine sand and a few small stones 51.8 feet to blue clay at. 1571. 
 
 “ blue clay . 5 feet to coarse gravel at . 15 70.5 
 
 “ coarse gravel. 9 feet to hard blue clay at . 1569.6 
 
 Into hard blue clay 5 feet to . 1564.6 
 
 Boring No. 23, made November 5th-7th, 75 feet north of Station 4 4 65. 
 
 Top of sand. 1622.2 
 
 Through fine sand with a few pebbles "40 feet to coarse gravel at . 1582.2 
 
 “ coarse gravel with a little coal 10 feet to blue clay at . 1572.2 
 
 “ blue clay .2 feet to fine sand at . 1572. 
 
 “ fine sand 5.6 feet to dark clay at . 1566.4 
 
 Into dark clay, which turned into blue clay after a slight depth, 4.1 feet to . 1562.3 
 
 Boring No. 24, made November 9th—1 ith, 50 feet north of Station 4 4 40. 
 
 Top of sand. 1623.1 
 
 Through fine sand 33 feet to coarse sand and gravel at. 1590. 1 
 
 <l coarse sand and gravel 11 feet to fine black sand at. 1579. r 
 
 “ fine black sand . 5 feet to coarse sand and gravel at . 1578.6 
 
 “ coarse sand and gravel 10 feet to clay at. 1568.6 
 
 Into clay 3.9 feet to . 1564. 7 
 
 Boring No. 25, made November i2th-26th, Station 4 4 53. 
 
 Top of sand . 1624. 
 
 Through sand and pebbles 53.3 feet to clay at . 1570.7 
 
 Into clay 4. 2 feet to . 1 566.5 
 
 Boring No. 26, made November i2th-26th. Station 4 4 28. 
 
 Top of sand . 1623.75 
 
 Through fine sand and pebbles 50.2 feet to clay at. 1573-55 
 
 Into clay 4-4 feet to. 1569.15 
 
 Boring No. 27, made November i2th-26th, Station 3 4 74- 
 
 Top of sand . 1623. 
 
 Through sand 33 feet to coal at . 1590. 
 
 “ coal 1 foot to sandstone at . 15S9. 
 
 “ sandstone 1.4 feet to fine black sand at . 1587.6 
 
 “ fine black sand 4.5 feet to clay at . 1583.1 
 
 Into clay 5 feet to. . 1578.1 
 
 Boring No. 28, made November i2th-26th, Station 3 4 28. 
 
 Top of sand. 1622.4 
 
 Through fine sand 26 feet to sandstone at . 1 596.4 
 
 “ sandstone . 9 feet to black sand at. >595-5 
 
 “ black sand . 5 feet to clay at . 1595. 
 
 Into clay 4 feet to . 1 591- 
 
 Boring No. 29, made November I2th-a6th, Station 2 4 78. 
 
 Top of sand . 1621.95 
 
 Through fine sand 22.9 fe^t to clay at . >599-°5 
 
 Into clay 4- 5 feet to . >594-55 
 
 Boring No. 30, made November i2th-26th, Station 2 4 28. 
 
 Top of sand . 1620.8 
 
 Through fine sand 19.6 feet to clay at . 1601.2 
 
 Into clay 4.5 feet to . >596-7 ■ 
 
 Boring No. 31, made November i2th-26th, Station 1 4 78- 
 
 Top of sand . 1620.5 
 
 Through fine sand 18.7 feet to clay at . 1601.8 
 
 Into clay 5 feet to ... 1596-8 
 
 Boring No. 32, made December 27th-28th, Station 5 4 28. 
 
 Top of sand . 1619.8 
 
 Through fine sand with some coal and gravel 35.2 feet to coarse sand at. 1584.6 
 
 “ coarse sand and gravel 2 feet to clay at. 1582.6 
 
 Into clay 5 feet to . >577-6 
 
 Boring No. 33, made December 30th, 1881, to January 2d, 1882, 
 
 Station 5 + 78. 
 
 Top of sand . 1616.7 
 
 Through fine sand with some coal 27 feet to coarse sand, etc., at.. >589-7 
 
 “ coarse sand and gravel 7.5 feet to small boulder at. 1582.2 
 
 (At this depth a stone became fixed in end of pipe, so that boring had to be 
 abandoned.) 
 
 Boring No. 34, made January 2d-4th, Station 5 4 88. 
 
 Top of sand . 1616.5 
 
 Through fine sand 22.5 feet to coal at. >594- 
 
 “ fine sand and coal 7 feet to coarse sand at . >587- 
 
 “ coarse sand and gravel 4 leet to gravel at . • ■ - >583* 
 
 “ gravel 2.5 feet to clay at. 1580.5 
 
 Into clay 5 feet to. >575-5 
 
 Boring No. 35, made January 5th-9th, Station 6 4 *8. 
 
 Top of sand. >615. 
 
 Through fine sand with a little coal 27 feet to coarse sand at . 1588. 
 
 “ coarse sand and gravel 6.4 feet to sandstone at . 1581.6 
 
 “ sandstone 1.8 feet to clay at . >579-8 
 
 Into clay 3.5 feet to. .-•• >576-3 
 
 Boring No. 36, made January 9th-1 ith, Station 6 4 78- 
 
 Top of sand . 1612.6 
 
 Through fine sand 23.8 feet to coarse sand, etc., at .:. 1588.8 
 
 “ coarse sand and coal 6 feet to gravel at. 1582.8 
 
 “ gravel 2 feet to coarse sand, etc., at. 1580.8 
 
 “ coarse sand and coal 1.8 feetto blue clay at. . >579- 
 
 Into clay 5.4 feet to . >573-6 
 
 Boring No. 37, made January 1 ith—14th, Station 7 4 2 8- 
 
 Top of sand . 1612.4 
 
 Through fine sand and a little coal 25.4 feet to coarse sand at . 1587- 
 
 “ coarse sand and gravel 9.1 feet to blue clay at. >577-9 
 
 Boring No. 38, made January i4th-i8th, Station 7 4 78. 
 
 Top of sand . >609.6 
 
 Through fine sand and coal 22.2 feet to gravel and coal at. >587-4 
 
 Through gravel and coal 9.5 feet to blue clay at . >577-9 
 
 Into clay 5 feet to . >57 2 -9 
 
 Boring No. 39. made January 2ist-24th, Station 9 -f 83. 
 
 Top of sand . 1607.7 
 
 Through fine sand and coal 23 feet to coarse sand and gravel at. >584.7 
 
 “ coarse sand and gravel 9.3 feet to fine sand at. >575-4 
 
 “ fine sand and coal 2 feet to blue clay at. >573-4 
 
 Into blue clay 5.5 feet to.. . >567-9 
 
 Boring No. 40, made January 25th to February 1st, Station 10 4 33- 
 
 Top of sand. 1607.3 
 
 Through fine sand and coal 24.5 feet to gravel at . 1582.8 
 
 “ gravel 4.2 feet to blue clay at . >578-6 
 
 “ blue clay .8 feet to fine sand at . >577-8 
 
 “ fine sand 6 feet to gravel at. >578 
 
 “ gravel and coal 8.5 feet to blue clay at. >5 6 3-3 
 
 Into blue clay 6 feet to. >557-3 
 
 Boring No. 41, made February ist-8th. Station 10 4 83. 
 
 Top of sand . 1612.7 
 
 Through fine sand and coal 35 feet to gravel at. >577-7 
 
 “ gravel with lumps of dark clay 13.5 feet to fine dark sand at . 1564.2 
 
 “ fine dark sand 4.3 feet to blue clay at . >559-9 
 
 Into blue clay 5.7 feet to . > 554- 2 
 
 Boring No. 42, made February 9th-i6th, Station 11 4 33- 
 
 Top of sand. >624-5 
 
 Through fine sand with coal and gravel 36.2 feet to coarse sand at . >588.3 
 
 “ coarse sand 11 feet to gravel at . >577-3 
 
 “ gravel 2.2 feet to blue clay at . > 575- > 
 
 “ blue clay. 8 feet to fine dark sand at. >574-3 
 
 “ fine dark sand 13 feet to coarse sand at. >561.3 
 
 coarse sand 5.5 feet to coarse gravel at . >555-8 
 
 “ coarse gravel 3.2 feet to clay at . >55 2 -6 
 
 Into clay 6.5 feet to . > 546.1 
 
 Boring No. 43, made February 16th to March 8th, Station 11 4 83. 
 
 Top of sand . 1625.4 
 
 Through fine sand and«coal 34.7 feet to coarse sand, etc., at . >59°-7 
 
 “ coarse sand and gravel 17.3 feet to fine sand at. >573-4 
 
 “ fine sand 4.3 feet to coarse sand at . 1569.1 
 
 “ coarse sand and gravel 19.3 feet to blue clay at . >549-8 
 
 Into blue clay 4.7 feet to. >545- > 
 
 Boring No. 44, made March 9th-29th, Station 12 4 33. 
 
 Top of sand . 1625.1 
 
 Through fine sand 26,1 feet to coal at . 1599. 
 
 “ coal 1.2 feet to coarse sand at . >597-8 
 
 “ coarse sand and pebbles 16.5 feet to fine sand at . >581.3 
 
 “ fine sand and coal 4-5 feet to coarse sand at . >576-8 
 
 “ coarse sand and pebbles 3.4 feet to blue clay at . 1573.4 
 
 “ blue clay . 6 feet to fine dark sand at. >57 2 -8 
 
 “ fine dark sand 11 feet to coarse sand, etc., at. 1561.8 
 
 “ coarse sand and gravel 9 feet to fine sand au. >55 2 -8 
 
 “ fine sand and coal 6 feet to blue clay at. 1546.8 
 
 Into blue clay 1.5 feet to . >545-3 
 
26 
 
 PLAN OF PILES 
 
 Piles Numbered in Order of Driving 
 
 «9 zo 21 22 
 
 3 6 35 34 33 
 
 37 3 s 39 40 
 
 25 26 27 
 
 30 29 28 
 
 43 43 
 
 45 
 
 54 53 52 51 50 49 48 47 4fi 
 
 55 56 57 58 59 60 • 61 62 63 
 
 72 71 70 69 68 67 66 65 64 
 
 West 73 74 75 76 77 78 79 80 81 East 
 
 90 89 88 87 86 85 84 83 82 
 
 91 92 93 94 95 96 97 9 8 99 
 
 108 107 106 105 104 103 102 101 100 
 
 109 no hi 11 2 113 114 115 116 ri7 . 
 
 126 125 124 123 122 121 120 1 19 118 
 
 127 128 129 130 131 132 133 134 135 
 
 144 143 142 141 140 139 138 137 136 
 
 145 147 149 « 5 ° ' 5 1 > 5 2 <53 154 155 
 
 146 148 156 157 158 159 160 161 * 
 
 APPENDIX E 
 
 RECORD OF PILE DRIVING. PIER IV 
 
 Depth driven 
 1612 —Feet 
 
 Actual Time 
 of Driving- 
 Minutes 
 
 Penetration 
 iu last ten 
 blows—Feet 
 
 Number of 
 Pile 
 
 Length 
 of Pile—Feet 
 
 Depth drive: 
 below 
 
 1612—Feet 
 
 Actual Time 
 of Driving- 
 Minutes 
 
 Penetration 
 iu Inst ten 
 blows—Feet 
 
 Number of 
 Pile 
 
 Length 
 of Pile —Fee 
 
 Depth driven 
 below 
 1612-Feet 
 
 Actual Time 
 of Driving - 
 Minutes 
 
 Penetration 
 in last ten 
 blows -Feet 
 
 
 
 
 38 
 
 0 
 
 ”5 
 
 37- 
 
 30.6 
 
 41 
 
 •15 
 
 .05 
 
 .08 
 
 69 
 
 70 
 
 36-5 
 
 42. 
 
 27.7 
 
 33-2 
 
 50 
 
 ■T 
 
 116 
 
 117 
 
 118 
 
 42. 
 
 42. 
 
 31-5 
 
 32.5 
 
 32 
 
 3 6 
 
 
 
 
 
 .08 
 
 119 
 
 35-8 
 
 
 29 
 
 
 
 
 
 35 
 
 .08 
 
 120 
 
 37-7 
 
 
 
 0 
 
 74 
 
 41.2 
 
 
 67 
 
 f*3 
 
 02 
 
 HI 
 
 37-5 
 
 26. 
 
 46 
 
 1° 
 
 
 
 
 
 .02 
 
 123 
 
 37-5 
 
 
 
 
 77 
 
 78 
 
 41. 
 
 42. 
 
 41.8 
 
 23.5 
 
 3°-4 
 
 47 
 
 3> 
 
 .04 
 
 124 
 
 125 
 
 126 
 
 36- 
 
 42.1 
 
 34.8 
 
 36-4 
 
 5' 
 
 35 
 
 -03 
 
 .08 
 
 .08 
 
 80 
 
 38.2 
 
 
 
 -03 
 
 127 
 
 42.2 
 
 
 2(1 
 
 • lo 
 
 81 
 
 41 . 
 
 32.S 
 
 
 . IO 
 
 128 
 
 4i-7 
 
 
 28 
 
 . IO 
 
 82 
 
 
 
 
 . IO 
 
 129 
 
 36.7 
 
 29.5 
 
 
 
 83 
 
 
 
 
 O 
 
 130 
 
 37-3 
 
 3'- > 
 
 
 . 18 
 
 84 
 
 
 
 
 .02 
 
 ■ 3 1 
 
 41. 
 
 27.8 
 
 50 
 
 0 
 
 85 
 
 
 
 61 
 
 O 
 
 132 
 
 35-4 
 
 27.5 
 
 2/ 
 
 . ■ 10 
 
 86 
 
 
 26. 
 
 
 O 
 
 133 
 
 3 fi - 
 
 27- 
 
 22 
 
 . 10 
 
 87 
 
 
 28.7 
 
 
 . lb 
 
 134 
 
 37-8 
 
 27. 
 
 24 
 
 •05 
 
 88 
 
 36- 
 
 
 
 -'5 
 
 135 
 
 41. 
 
 32- 
 
 5° 
 
 .06 
 
 89 
 
 
 28.3 
 
 3' 
 
 .05 
 
 136 
 
 41.S 
 
 33-8 
 
 50 
 
 
 42.2 
 
 
 30 
 
 .06 
 
 137 
 
 41- 
 
 33 - 1 
 
 
 . 1.0 
 
 9' 
 
 41 -S 
 
 
 29 
 
 .16 
 
 '38 
 
 41.9 
 
 30.2 
 
 l 5 
 
 0 
 
 
 
 2S.4 
 
 5° 
 
 .07 
 
 139 
 
 37-6 
 
 
 43 
 
 0 
 
 
 40.7 
 
 
 45 
 
 0 
 
 140 
 
 41-7 
 
 34-6 
 
 3 1 
 
 .07 
 
 
 36. 
 
 
 28 
 
 . 10 
 
 141 
 
 42.7 
 
 34-2 
 
 40 
 
 .05 
 
 95 
 
 
 28. 
 
 18 
 
 .20 
 
 142 
 
 41-7 
 
 30.7 
 
 28 
 
 .02 
 
 
 41-5 
 
 
 
 • 04 
 
 143 
 
 41- 
 
 34.6 
 
 3° 
 
 •05 
 
 
 36.3 
 
 28. 
 
 26 
 
 •'5 
 
 144 
 
 42. 
 
 36- 
 
 38 
 
 .05 
 
 98 
 
 38.. 
 
 29-3 
 
 
 . 12 
 
 145 
 
 41.7 
 
 34-7 
 
 39 
 
 -05 
 
 99 
 
 41 • 
 
 29.8 
 
 28 
 
 . 10 
 
 146 
 
 42. 
 
 35-8 
 
 32 
 
 .Ob 
 
 42. 
 
 3«-8 
 
 21 
 
 .22 
 
 147 
 
 36- 
 
 28.9 
 
 3° 
 
 •15 
 
 101 
 
 41.9 
 
 33-6 
 
 21 
 
 •15 
 
 148 
 
 41 • 
 
 34-2 
 
 ■9 
 
 . to 
 
 102 
 
 37-6 
 
 30.1 
 
 
 . IO 
 
 149 
 
 37-7 
 
 23-5 
 
 23 
 
 0 
 
 103 
 
 42. 
 
 34-3 
 
 45 
 
 .08 
 
 150 
 
 37- 
 
 30.1 
 
 62 
 
 . 10 
 
 104 
 
 3^- 
 
 3°- 
 
 23 
 
 . IO 
 
 '5' 
 
 42.5 
 
 26.5 
 
 56 
 
 0 
 
 105 
 
 36.2 
 
 28.5 
 
 17 
 
 •'5 
 
 152 
 
 36.2 
 
 26. 
 
 75 
 
 0 
 
 106 
 
 40.2 
 
 33-7 
 
 '5 
 
 . 20 
 
 '53 
 
 25.2 
 
 27 
 
 0 
 
 107 
 
 36- 
 
 29.1 
 
 20 
 
 . IO 
 
 >54 
 
 36- 
 
 27.6 
 
 25 
 
 . 20 
 
 108 
 
 40.8 
 
 3°-5 
 
 P 
 
 .08 
 
 J 55 
 
 37- 
 
 
 34 
 
 . IO 
 
 109 
 
 
 34-i 
 
 .08 
 
 156 
 
 42. 
 
 28. 
 
 110 
 
 O 
 
 no 
 
 36-4 
 
 3°-5 
 
 
 .20 
 
 *i57 
 
 41.7 
 
 
 
 O 
 
 111 
 
 37- 
 
 3 r -i 
 
 24 
 
 .12 
 
 *158 
 
 
 14-8 
 
 76 
 
 O 
 
 11 2 
 
 4i-7 
 
 33- 
 
 3° 
 
 • l 5 
 
 159 
 
 40.8 
 
 
 
 O 
 
 1 *3 
 
 35-6 
 
 29-3 
 
 12 
 
 •25 
 
 160 
 
 41-5 
 
 32.1 
 
 40 
 
 .04 
 
 114 
 
 40.4 
 
 32.2 
 
 27 
 
 .20 
 
 161 
 
 36.2 
 
 27.4 
 
 32 
 
 .IO 
 
 SUMMARY OF DRIVING 
 
 Total time, Nov. 21, 1881, to Dec. 27, 1881, 
 
 Less delays on account of boiler power, - 
 
 “ “ “ “ steam connections, 
 
 “ *■’ “ “ repairs of hammer, 
 
 “ “ “ “ hoisting machine, - 
 
 “ “ “ “ piles springing, &c. } - 
 
 “ “ “ “ miscellaneous, short hours, &c.. 
 
 Actual time of driving and moving driver for 161 piles, 
 
 33d. sh. 12m. 
 
 9d. 8h. 7m. 
 
 9h. 43m. 
 
 2d. 9h. 36m. 
 
 4 h. 45m- 
 
 4d. 4h. 52m. 
 
 i6d. ih. om. 
 
 Average time on one pile, - - - 
 
 Time spent in moving machinery, per pile, ------- 
 
 “ “ “ actual driving, 
 
 Equivalent to about 1,870 blows of ram to each pile. 
 
 * These would not drive, although straight and sound. 
 
 2 7^m. 
 
 32^m. 
 
27 
 
 APPENDIX F 
 
 ACCOUNT OF CEMENT USED 
 
 PORTLAND CEMENT 
 
 AMERICAN NATURAL CEMENT 
 
 Manufactured by Alsen & Sons, Itzehoe 
 
 Masonry 
 
 East abutment, . . .84 bbls. 
 
 Pier I, .- 226 “ 
 
 Pier II, - -- -- -- -- 398 “ 
 
 Pier III, --------- 625 “ 
 
 Pier IV, - - -.267 “ 
 
 Total in masonry, --1,5244 bbls. 
 
 Concrete 
 
 Pier I, - -- -- -- -- 1,275 bbls. 
 
 Caisson, Pier II, before sinking, ----- 1,426 “ 
 
 Working chamber, shafts, &c., ----- 854 “ 
 
 Caisson, Pier III, before sinking, ----- 1,357 “ 
 
 Working chamber, shafts, &c., ----- 857 “ 
 
 Cushing Pier, ----- - - 77 “ 
 
 Total in concrete, - - - -5,846 bbls. 
 
 Miscellaneous, shortage and balance left over, - - >584“ 
 
 F. O. Norton's Rosendale Cement 
 
 Masonry, Pier I, . 366 bbls. 
 
 “ Pier II, ------- - 996 “ 
 
 “ Pier III, ------- 827 ■■ 
 
 “ Pier IV,.252 " 
 
 Total in masonry, - -2,441 bbls. 
 
 Concrete, Pier IV,. 469 “ 
 
 Shortage and miscellaneous,. 190 “ 
 
 Total, Norton cement, - - 3, too bbls. 
 
 Milwaukee Cement 
 
 Total, Alsen cement. 
 
 K. II. & S. Cement 
 
 Masonry, Pier III, ------ - 57 bbls. 
 
 “ Pier IV, - - - - - - - 54 “ 
 
 Shortage, - -- -- -- - 9“ 
 
 - 120 bbls. 
 
 - 7,649 bbls. 
 
 East abutment, ------ 
 
 Miscellaneous, ------ 
 
 Total, Milwaukee cement, - 
 Total, American cement, 
 
 96J bbls. 
 
 ii “ 
 
 -98 bbls. 
 
 -3,198 bbls. 
 
 Total, K. B. & S. Cement, 
 
 Total, Portland cement purchased. 
 
 Total cement used, 
 
 5,847 bbls. 
 
APPENDIX G 
 
 GENERAL DESCRIPTION 
 
 There will be three spans of through bridge, each 400 feet long between centers, and two 
 spans of deck bridge, each about 125 feet long. 
 
 In the through spans, the top chord, the end posts, the ten central panels of the bottom 
 chord, the bolsters, rollers and bearing plates, and all pins of every description will be of steel; 
 the other parts will be of wrought iron except the pedestal castings, the filling rings and portal 
 ornaments, and the washer plates on lateral struts, which will be of cast iron. Each span will 
 contain approximately 330,000 pounds of steel and 580,000 pounds of iron. 
 
 The deck spans will be entirely of wrought iron, except the pins, which will be of steel. 
 
 PLANS 
 
 Full detail plans, showing all dimensions, will be furnished by the Engineer of the 
 bridge. The work will be built in all respects according to these plans. No allowance will 
 be made to the contractor for any fitting of parts during erection, but he will be required to 
 satisfy himself, by inspection of the plans, what fittings will be required. 
 
 The detail plans of the through spans will be ready for delivery to the contractor on the 
 award of the work. The detail plans of the two deck spans will be ready on or before July 1st, 
 1881, and the Railroad Company reserves the right to change the length and other dimensions 
 of these two spans at any time prior to that date, provided that the length shall not exceed 150 
 feet 
 
 MATERIALS 
 
 All materials shall be subject to inspection at all times during their manufacture, and the 
 Engineer and his inspectors shall be allowed full access to any of the works in which any 
 portion of the materials are made. 
 
 The steel may be manufactured by the open-hearth process or by the Bessemer process, 
 and laboratory tests shall be made of a sample bar rolled from a small ingot taken from every 
 charge, and if this bar fails to meet the specifications the whole charge shall be rejected. Steel 
 used in the compression members, bolsters, bearing-plates, pins and rollers shall contain not 
 less than -jYa, nor more than of one per cent, of carbon and less than ^ of one per cent, 
 of phosphorus. A round sample bar not less than §- inches diameter shall bend 180 0 around 
 its own diameter without sign of crack or flaw. The same bar tested in a lever machine shall 
 have an elastic limit of not less than 50,000, nor more than 55,000 pounds, and an ultimate 
 strength of not less than 80,000, nor more than 90,000 pounds per square inch; it shall 
 elongate at least 12 per cent, before breaking, and shall have a reduced area of 20 per cent at 
 the point of fracture. 
 
 Steel for rivets and eye-bars shall contain not less than -j^, nor more than of one 
 per cent, of carbon, and less than , J lT of one per cent of phosphorus. A round sample bar not 
 less than §- inch diameter shall bend 180 0 , and be set back on itself without showing crack or 
 flaw; when tested in a lever machine it shall have an elastic limit of not less than 40,000, nor 
 more than 45,000 pounds per square inch, and an ultimate strength of not less than 70,000, 
 nor more than 80,000 pounds per square inch. It shall elongate at least 18 percent., and 
 
 SPECIFICATIONS FOR SUPERSTRUCTURE 
 
 shall show a reduction of at least 30 per cent, at the point of fracture. In the finished full-sized 
 bars, this steel shall have an elastic limit of at least 35,000 pounds per square inch, and an 
 ultimate strength of at least 65,000 pounds per square inch, and shall elongate 10 per cent, 
 before breaking. 
 
 Facilities for testing the sample bars shall be furnished by the contractor at a point 
 convenient to the steel works, the test to be made at the expense of the contractor and under 
 the direction of the Engineer of the bridge. 
 
 The iron used in the eye-bars and other tension members shall be double-rolled refined 
 iron, or iron of at least equivalent character. It shall have an ultimate strength of 50,000 
 pounds per square inch, and an elastic limit of at least 26,000 pounds per square inch ; it shall 
 elongate at least 15 per cent., and show a reduced area of at least 25 per cent, at point of 
 fracture. Small samples having a minimum length of at least 6 inches, which shall be prepared 
 by the contractor, shall give the foregoing results. When tests are made of full-sized bars, a 
 reduction of from 5 to 10 per cent., according to the size of the bars, will be allowed, provided 
 the character of the iron as shown by the fracture and by a uniformity of stretch is satisfactory. 
 The fracture shall be of uniform fibrous character, free from any crystalline appearance. 
 
 Iron used in shapes, plates and other miscellaneous forms, when tested in small samples, 
 which shall be prepared by the contractor, having a minimum length of 6 inches, shall show an 
 elastic limit of at least 24,000 pounds, and an ultimate strength of at least 47,000 pounds per 
 square inch, shall elongate at least 10 per cent before breaking, and shall show a reduction of 
 at least 15 per cent, in area at the point of fracture. 
 
 Cast iron shall be of the best quality of tough grey iron. 
 
 WORKMANSHIP 
 
 In riveted steel work the steel shall be punched with holes not larger than § inch dia¬ 
 meter, the several parts of each member shall then be assembled, and the holes shall be reamed 
 to 1 inch diameter, at least inch being taken out all around. The sharp edge of the reamed 
 hole shall be trimmed, and the parts shall be riveted together without taking apart. All rivets 
 in steel members shall be of steel; they shall be of such size that they will fill the hole before 
 driving, and, whenever possible, shall be driven by power. All bearing surfaces shall be 
 truly faced; the beveled surfaces on the end posts and end chord sections shall be truly faced 
 so as to allow inch play in erection. The chord pieces shall be fitted together in the shop 
 in lengths of at least five panels and marked; when so fitted together, there shall be no percept¬ 
 ible wind in the length laid out. The pin-holes shall be bored truly, so as to be equally distant, 
 truly parallel with one another and at right angles to the axis of the member. 
 
 All wrought iron work shall be punched to accurate templets with holes inch larger 
 than the size of rivet, and when put together a cold rivet shall pass through every hole without 
 reaming. So far as possible all rivets shall be driven by power. The holes for the rivets con¬ 
 necting the floor beams with the posts and with the bolsters, which must be driven after erection, 
 shall be accurately reamed to a templet. 
 
 The steel eye-bars shall be rolled by the Kloman process, unless some other process of 
 manufacturing heads is approved by the Engineer. The contractor will be required to furnish 
 
 three additional bars of every size without charge, these bars to be tested at such place as the 
 Engineer may select. If the tests are satisfactory, the expense attending them shall be paid by 
 the°Railroad Company. If the tests are unsatisfactory, the whole lot of bars shall be rejected. 
 If, however, the tests indicate that the defect is one which can be removed by annealing, a 
 second set of bars shall be annealed and then tested; if the tests of the annealed bars are 
 satisfactory, then the whole set of bars shall be annealed. All steel bars shall be tested to 20,000 
 pounds per square inch before shipment. If contractors desire to made use of some other 
 process they will be required, at their own expense, to satisfy the Engineer of its excellence by a 
 series of tests, such as he shall direct. 
 
 The heads of the iron eye-bars and the enlarged ends for screws in laterals shall be formed 
 by upsetting and forging to shape or by forging with a plate welded on the side. The character 
 of the work must be such that the enlarged head or end will break the body of the bar. An 
 extra number of bars, not exceeding six in all, shall be furnished for testing, besides small 
 samples. 
 
 All pins shall be accurately turned to a gauge and shall be of full size throughout. All 
 pin-holes shall be bored to fit the pins with a play not exceeding ^ inch. These clauses apply 
 to all lateral connections as well as the main connections of the truss. 
 
 All workmanship, whether particularly specified or not, must be of the best kind now in 
 use in first-class bridge work. Flaws or surface imperfections or irregular shapes will be suffi¬ 
 cient ground for rejection of material. 
 
 All iron and steel work shall be painted with one coat of Cleveland Iron Clad Paint 
 (purple brand) before it leaves the shop. 
 
 TERMS 
 
 The Railroad Company will furnish free transportation for men, tools and materials from 
 St. Paul or from Duluth to Bismarck, and from Bismarck on completion of the work to either of 
 these points. 
 
 The contractor will be required to furnish all false work and tools of every description, 
 and to erect the bridge superstructure. 
 
 The contractor will be required, under a penalty of $250 a day, to have the work com¬ 
 pleted and ready for the tiack on or before July 1st, 1882. 
 
 PRICES 
 
 Proposals for this work should be by the pound for three classes of materials delivered at 
 the bridge site, namely : She! per pound, wrought iron per pound, cast iron per pound ; the 
 prices to include all patterns and other work of every description. Cast iron includes the large 
 pedestals and filling rings and portal plates; the cast washer plates riveted to the lateral struts 
 will be classed as wrought iron. 
 
 Also a single gross sum for the erection of the entire superstructure. 
 
 No material will be paid Tor which does not/orm a part of the permanent structure. 
 
 The right is reserved to accept any proposal for material delivered at the bridge site with¬ 
 out erection. 
 
29 
 
 APPENDIX H 
 
 DESCRIPTION AND STRENGTH OF FLOOR SYSTEM 
 
 The iron floor system consists of the cross floor beams placed at the panel points, or 25 
 feet between centers. Thirteen of these floor beams in each span are riveted to the vertical 
 posts; two are suspended from the pins at the tops of the end posts, and two rest upon pedestals 
 back of the end posts. Between the floor beams are placed two longitudinal stringers, spaced 9 
 feet between centers; these stringers are riveted through the web plates of the cross floor beams. 
 
 STRENGTH OF STRINGERS 
 
 Each track stringer is composed of a web plate 30 by £ inches, and four angles 5 by 3£ 
 by £ inches, the depth over all being 3 o£ inches. These stringers are designed to carry 100,000 
 pounds (50.000 pounds on each stringer) on a length of 20 feet, besides their own weight and 
 the weight of the floor, with a maximum strain in the extreme fibers not exceeding 8.000 
 pounds per square inch of gross section, or 9,000 pounds per square inch of net section after 
 deducting the rivet holes. The calculations of these strains are as follows: 
 
 A uniformly distributed load of 5,000 pounds per lineal foot on a length of 20 feet, or a 
 load of 50,000 pounds on 20 feet of each stringer, will produce a bending moment at the center 
 M, = 2,250,000. 
 
 The weight of one stringer is 3,4co. 
 
 One-half the weight of track and floor, 225 lbs. per foot, makes the total dead weight 
 carried by one girder 9,025 pounds, and the bending moment produced by the dead weight 
 
 9,025 X 300 
 
 M d =-- 338,437. 
 
 8 
 
 The total bending moment is 
 
 M m =M + M d = 2, 588,437. 
 
 The moment of inertia of the 
 /= A [(|X 3 o>) + > 
 The moment of resistance is 
 
 ;ross section of the stringers is 
 > (3°i* — 2 9l‘) + ii ( 2 9i“ - 
 
 i5± 
 
 The maximum si 
 
 n per square inch on extreme fibers is 
 M m „ 
 
 -- 8,064. 
 
 R 
 
 If we deduct the rivet holes, we have 
 
 4 = 4,888-* OK^- 
 
 and the moment of resistance becomes 
 
 R 4 ’ 393 2' 
 
 2 5*’)] =4,393. 
 
 The tensile strain per square inch of net section on extreme fibers 
 of bottom flange is 
 
 The end stringers in the end floor beams are 26 feet 2 inches long between bearings, and 
 the flanges are composed of angle irons 3£ by 5 by |J inches. 
 
 STRENGTH OF FLOOR BEAMS 
 
 Each of the thirteen intermediate floor beams consists of a web plate 39 by £ inches, four 
 angles 3 £ by 5 by £ inches, and two cover plates 12 by- £ inches and 14 feet long. 
 
 Thesefloor beams areassumed to carry a moving load of 100,000 pounds, which is transferred 
 to the beams by the stringers at points 9 feet apart, besides the weight of the stringers and floor 
 upon them and the weight of the floor beam itself. The length of the floor beam is estimated 
 at 21 feet, which is 2 inches more than the greatest distance between posts. For convenience 
 in calculations the weight of the floor beams is supposed to be concentrated at the points where 
 the attachments to the stringers are made, a supposition which, though not strictly accurate, is 
 as nearly correct as to suppose the weight uniformly distributed. The weight of one pair of 
 stringers and the floor upon them is 18,050 pounds, and the weight of one floor beam is 
 estimated as 2,750 pounds, making a total dead load of 20,800 pounds. 
 
 4 = I— (39i a — 38 3 )] = 9.733- 
 The moment of resistance becomes 
 
 The tensile strain 
 of the bottom flange is 
 
 9-733 
 
 49°- 
 
 per square inch of net section 
 
 the extreme fibers 
 
 4,348, 800 
 
 - 8,875. 
 
 490 
 
 To make these calculations correct for the suspended floor beams, the length of the floor 
 beam should be taken as 22 feet instead of 21 feet, and the distance from application of load to 
 end supports as 78 inches instead of 72 inches. The increased bending moment due to this 
 increase of length is provided for by making the cover plates 12 inches by £ inch and 16 feet 
 long, the other dimensions being the same as in the intermediate floor beams. 
 
 The end floor beams carry only one-half a panel of floor instead of a whole panel. The 
 greatest possible moving load which can be thrown upon them under the above supposition is 
 
 The maximum bending moment produced by the live load is 
 M, = 50,000 X 72 = 3,600,000. 
 
 The maximum bending moment produced by the dead load is 
 M d — 10,400 x 72 = 748,800. 
 
 The total bending moment is 
 
 M ma , = M, + M d = 4,348,800. 
 
 The moment of inertia of the cross section of the floor beam is 
 /= * [(£ X 39 3 ) + ' 2 (39t*— 39 3 ) + *0 (39* — 3®*) + (38 s — 32')] .= 10,890; 
 and the moment of resistance is 
 
 10,890 
 
 R = -== 548. 
 
 »9* 
 
 The strain per square inch on the extreme fibers of gross section is 
 -7. 936- 
 
 In deducting the rivet holes in the flanges, the rivet holes of the cover plates only should 
 be deducted, as these rivets alternate with those connecting the angles with the web. The 
 moment of inertia then becomes 
 
 16.2 
 
 100,000 pounds x -= 61,832 pounds. 
 
 26.2 
 
 In these floor beams the cover plate is omitted, the web and angles being the same sis 
 in the other beams. 
 
 STRENGTH OF CONNECTIONS 
 
 The connections between the stringers and the cross floor beams are made through angle 
 irons riveted to the webs of the stringers and of the floor beams; there are thirteen rivets in the 
 connection between the angles and the web of the stringer and fourteen rivets, seven on each 
 side, in the joint made with the web of the floor beam. The greatest shearing strain on the 
 rivets occurs on those passing through the web of the floor beam when the moving load occu¬ 
 pies the 20 feet of the stringer next the floor beam. The load then transferred by each joint is 
 34,512 pounds, or 2,465 pounds per rivet. These rivets being £ inches in diameter, the shear¬ 
 ing section is 0.601 per rivet, making the shearing strain 4.100 per square inch. The greatest 
 crushing strain on the rivet holes occurs in the web of the floor beam when the maximum 
 moving load is transferred by this joint to the floor beam, the weight transferred by one joint 
 being then 59,025 pounds, which distributed on fourteen rivets is 4,216 pounds per rivet, and 
 the crushing surface is £ by £ inches, or ££ inches, making the crushing strain per square inch 
 12,849 pounds. 
 
 The connection between the floor beams and the posts is made through angle irons, 
 which are riveted to the web of the floor beam with seventeen rivets, and to the post with 
 eighteen rivets, the holes for the latter being carefully reamed to 1 inch diameter after erection 
 and before driving the rivets. The total weight transferred by each of these joints is 60,100 
 pounds. The greatest shearing strain occurs on the riveted connection of the beam to the post, 
 being 3,361 pounds per rivet, which is equivalent to 4,282 pounds per inch on rivets of. 785 inch 
 section. The greatest crushing strain occurs in the web of the floor beam, being 3,559 pounds 
 per rivet, equivalent to 10,846 pounds per square inch, the bearing surface of the rivet being 
 ££ inches. 
 
APPENDIX J 
 
 SAMPLE TESTS OF STEEL 
 
 LOW, OR TENSION, STEEL MANUFACTURED BY THE SPANG STEEL & IRON COMPANY, LIMITED 
 
 31 
 
32 
 
 APPENDIX J— Continued 
 
 HIGH, OR COMPRESSION, STEEL MANUFACTURED BY THE SPANG STEEL AND IRON COMPANY, LIMITED 
 
 Number Per 
 Heat Carbon 
 
 us 
 
 Areas—Square Inches 
 
 Per Cent. 
 
 39-05 
 32-47 
 2 5 - 7 * 
 
 35- 7® 
 3228 
 3 <?.S 5 
 
 36 - 85 
 
 36. So 
 
 3280 
 39-46 
 39.82 
 33 5® 
 32-54 
 35 67 
 
 37-93 
 38.45 
 3627 
 
 34- 79 
 19.32 
 
 35- 42 
 25-94 
 30.48 
 
 Elastic Limit - 
 
 23.500 
 
 24.500 
 
 23.500 
 
 23,500 
 
 23.500 
 
 23.500 
 
 55,800 
 
 53.930 
 
 53,620 
 
 53,640 
 
 59,890 
 
 51,010 
 
 52,210 
 
 49,820 
 
 53,050 
 
 52,490 
 
 50,400 
 
 52,650 
 
 55,46o 
 
 53U9o 
 
 55,250 
 
 54,150 
 
 5 o,Sio 
 
 48,530 
 
 49,992 
 
 47,280 
 
 53,6io 
 
 50,660 
 
 5',370 
 
 53,270 
 
 48,430 
 
 48,430 
 
 50,040 
 
 53.330 
 
 52,800 
 
 51,400 
 
 49.730 
 54,960 
 54,15° 
 58,570 
 57,160 
 53,040 
 55. ”0 
 55,530 
 59,030 
 55,25° 
 59,830 
 
 55.4oo 
 
 Maximum Load- 
 
 38,540 
 
 40,250 
 
 39,420 
 
 34,460 
 36,940 
 33,5 >o 
 40,350 
 36,550 
 37.250 
 
 27,400 
 
 38.810 
 
 39,240 
 
 39,59° 
 
 39,400 
 
 35,6oo 
 
 39.320 
 
 38,490 
 
 42,530 
 
 41,930 
 
 “5,340 
 
 85,080 
 
 90,37° 
 
 82,740 
 
 87,730 
 
 85,770 
 
 83.570 
 
 85,650 
 
 83,360 
 
 90.430 
 
 84,880 
 
 64,570 
 
 79,890 
 
 94,72° 
 
 9 S! 57 ° 
 
 84,990 
 O',. S 40 
 §5,330 
 
 7 S, 6 So 
 
 86,450 
 
 94^000 
 
 87,730 
 
 92,250 
 
 gi, 8 gj 
 
 91,360 
 
 Extension—Inches 
 
 <0 Accepted. 
 » Accepted. 
 
 10 Ac, ep'.cd. 
 10 Accepted. 
 
 29,990,000 
 
 29,540,000 
 
 29.070,000 
 
 29,180,000 
 
 9,960,000 
 S, 200,000 
 29,500,000! 
 
 29,950,000; 
 
 ag.sSo.ooojAi 
 
 29,730,000; 
 
 29.990,ooo| 
 29,190,000 A, 
 
 
 
 
 Diameters— 
 
 AREAS 
 
 —Square Inches 
 
 ! Elastic Limit — 
 Pounds 
 
 Maximum Load- 
 Pounds 
 
 Extens 
 
 
 Inches 
 
 
 Number 
 
 Per 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Carbon 
 
 ( 
 
 
 Frac¬ 
 
 tured 
 
 O 
 
 
 Frac- 
 
 Per Cent. 
 
 Reduction 
 
 Actual 
 
 s zr 
 
 
 Inch 
 
 In 8” 
 
 Cent, 
 in 8" 
 
 Uniform 
 
 Jan., 1882 
 
 2JD 
 
 
 
 7590 
 
 .6580 
 
 
 
 24.86 
 
 
 
 42,970 
 
 94,970 
 
 '•39 
 
 '7 
 
 37 
 
 14-75 
 
 
 
 
 S 3 
 
 
 .6noo 
 
 
 
 ;S 
 
 
 26,000 
 
 
 45,120 
 
 
 
 
 25 
 
 
 
 61 X 
 
 
 
 7660 
 
 
 
 460S 
 
 41.66 
 
 
 4S.S20 
 
 
 78,720 
 
 1.64 
 
 
 3° 
 
 16.25 
 
 
 
 
 
 
 .6640 
 
 
 
 
 
 
 
 45,060 
 
 9 S ,550 
 
 '■45 
 
 
 62 
 
 
 
 253 
 
 
 45 
 
 
 
 
 
 
 
 
 44,580 
 
 96,990 
 
 1.25 
 
 ■5 
 
 '3-5° 
 
 
 
 
 
 7620 
 
 
 
 
 
 
 
 
 38.140 
 
 '•59 
 
 
 
 
 
 
 
 
 
 
 
 
 .306S 
 
 
 26,000 
 
 
 
 93.640 
 
 '•5' 
 
 
 87 
 
 
 
 274 
 
 
 
 
 
 
 
 
 
 
 
 
 38,900 
 
 84.190 
 
 '5° 
 
 
 75 
 
 '5-37 
 
 
 
 
 
 
 
 
 
 
 
 
 
 54,390 
 
 
 88.790 
 
 
 
 37 
 
 17.25 
 
 
 276 
 
 
 3° 
 
 
 7050 
 
 
 
 
 .2846 
 
 3807 
 
 
 
 86,830 
 
 
 
 
 ‘7-37 
 
 
 
 
 37 
 
 
 
 
 
 
 •3328 
 
 
 
 
 
 S7.990 
 
 ‘•37 
 
 ■; 
 
 
 
 
 278 
 
 
 37 
 
 
 76.30 
 
 
 
 4572 
 
 
 
 
 52,490 
 
 37,9°° 
 
 82,890 
 79,3»o 
 
 
 ‘5 
 
 25 
 
 ■4-50 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 37 
 
 
 
 
 
 40 
 
 
 7640 
 
 
 
 4584 
 
 
 29.82 
 
 25,500 
 
 55,620 
 
 42,520 
 
 92,750 
 
 1.38 
 
 '7 
 
 23 
 
 14.25 
 
 Feb., “ 
 
 326 
 
 
 35 
 
 
 
 ,6210 
 
 
 
 
 
 
 
 
 
 1.61 
 
 20 
 
 12 
 
 * 17.12 
 
 
 327 
 
 
 36 
 
 
 739° 
 
 6360 
 
 
 4325 
 
 
 
 
 54,180 
 
 39,58o 
 
 87,480 
 
 '-3° 
 
 16 
 
 
 
 
 328 
 
 
 35 
 
 
 7590 
 
 
 
 4525 
 
 -3257 
 
 
 24,500 
 
 54,150 
 
 38,9'° 
 
 S6,ooo 
 
 87,890 
 
 >■35 
 
 
 87 
 
 i6'62 
 
 
 329 
 
 
 33 
 
 
 755° 
 
 6330 
 
 
 4477 
 
 •3'47 
 
 29-75 
 
 24,500 
 
 54,72° 
 
 39,35° 
 
 1.52 
 
 [I 
 
 
 
 33° 
 
 
 
 
 
 
 
 
 
 26.21 
 
 
 
 41,660 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 332 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 i£ 
 
 
 14.87 
 
 
 333 
 
 
 
 
 75S0 
 
 
 
 431.3 
 
 
 
 27,000 
 
 
 
 94,620 
 
 1.40 
 
 
 5° 
 
 ■5-25 
 
 
 334 
 
 
 36 
 
 
 759° 
 
 .6820 
 
 
 4325 
 
 -3653 
 
 19.27 
 
 25,500 
 
 56,360 
 
 41,230 
 
 91,120 
 
 1.15 
 
 '4 
 
 37 
 
 '3-5° 
 
 Mar., “ 
 
 
 
 39 
 
 
 .6110 
 
 
 
 
 
 
 
 
 
 1.44 
 
 18 
 
 00 
 
 14.62 
 
 
 336 
 
 
 37 
 
 
 7650 
 
 
 
 4396 
 
 •3217 
 
 
 22,500 
 
 
 
 S 9 ,I20 
 
 ‘•43 
 
 
 87 
 
 
 
 337 
 
 
 38 
 
 
 759° 
 
 
 
 -1525 
 
 
 
 
 
 
 
 
 
 
 
 
 339 
 
 
 
 
 7570 
 
 •574° 
 
 
 45°i 
 
 
 42.5' 
 
 22,500 
 
 
 t6,Sqo 
 
 81,970 
 
 1.70 
 
 
 
 
 
 
 
 39 
 
 
 
 
 
 4537 
 
 .30S8 
 
 
 24,000 
 
 
 
 
 
 
 87 
 
 
 
 341 
 
 
 37 
 
 
 7640 
 
 
 
 4584 
 
 •3494 
 
 
 
 
 
 
 
 
 
 ■3-37 
 
 
 342 
 
 
 
 
 755° 
 
 .6490 
 
 
 
 •33oS 
 
 26.11 
 
 24,500 
 
 5-1.72° 
 
 41,800 
 
 
 ' °5 
 
 
 
 
 343 
 
 
 
 
 753° 
 
 •6540 
 
 
 4477 
 
 
 
 25,000 
 
 
 43-960 
 
 
 
 
 
 
 
 
 
 34 
 
 
 737° 
 
 .6490 
 
 
 1501 
 
 
 
 
 
 
 
 
 
 
 
 345 
 
 
 36 
 
 
 
 .6590 
 
 
 4608 
 
 -3411 
 
 24.22 
 
 
 
 46,850 
 
 
 ‘•'5 
 
 
 
 
 
 
 
 
 
 
 .6790 
 
 
 
 
 26,500 
 
 
 101,650 
 
 
 
 
 
 
 
 
 
 
 
 .7030 
 
 
 
 ■ 3SS1 
 
 
 
 
 45,810 
 
 
 
 
 
 
 
 34S 
 
 
 13 
 
 
 
 .6910 
 
 
 
 •375° 
 
 1S. 62 
 
 ar 
 
 
 
 
 1.16 
 
 
 
 
 
 349 
 
 
 
 
 
 .7420 
 
 
 
 
 
 
 
 8S,66o 
 
 
 
 
 5-37 
 
 
 35° 
 
 
 38 
 
 38 
 
 
 7670 
 
 
 
 4620 
 
 •3098 
 
 
 26,000 
 
 
 
 
 
 16 
 
 
 
 352 
 
 
 
 
 
 
 1560 
 
 
 
 
 
 
 
 
 
 
 
 
 353 
 
 
 37 
 
 
 
 
 1536 
 
 .2S09 
 
 3S.07 
 
 23,000 
 
 
 
 86,780 
 
 
 
 
 
 
 
 
 37 
 
 
 759° 
 
 11 
 
 
 1324 
 
 • 2 9 go 
 
 3390 
 
 
 
 
 
 
 
 
 
 
 35 | 
 
 
 1° 
 
 
 
 
 1548 
 
 •3'67 
 
 31.07 
 
 23.500 
 
 51,670 
 
 39,' 10 
 
 
 1.58 
 
 
 
 
 
 
 
 
 
 755° 
 
 
 4477 
 
 .3000 
 
 32-99 
 
 24.500 
 
 54.750 
 
 41,150 
 
 91,690 
 
 1.40 
 
 ■7 
 
 5° 
 
 14.62 
 
 April, “ 
 
 3§3 
 
 
 34 
 
 
 7610 
 
 .6170 
 
 
 4548 
 
 .2990 
 
 34-25 | 
 
 22,500 
 
 
 
 
 1.66 
 
 70 
 
 75 
 
 
 
 
 
 
 
 
 -575° 
 
 
 
 .2597 
 
 
 
 
 
 
 
 
 
 
 
 
 IS 
 
 
 
 .5910 
 
 
 348 
 
 • 27 15 
 
 
 
 
 
 Si,680 
 
 
 
 
 
 
 377 
 
 
 36 
 
 
 7670 
 
 
 
 
 •3'°7 
 
 32-75 1 
 
 
 
 
 
 
 
 
 
 
 3«8 
 
 
 |6 
 
 
 7650 
 
 
 
 4S9 
 
 .2990 
 
 33-39 1 
 
 22,500 
 
 
 
 
 1.60 
 
 
 
 
 
 
 
 
 735° 
 
 .5890 
 
 
 
 •2925 
 
 39-'3 1 
 
 22,500 
 
 
 38,940 
 
 S6, 9 So 
 
 
 
 5 
 
 
 
 
 
 •7 
 
 
 749° 
 
 5920 
 
 
 .406 
 
 ■2753 
 
 37-52 1 
 
 23,000 
 
 
 
 
 
 ' 
 
 
 
 
 
 
 
 754° 
 
 
 
 465 
 
 -2S75 
 
 
 
 
 
 
 
 7 
 
 
 
 
 
 39 
 
 
 757° 
 
 
 
 •5°' 
 
 •3039 
 
 
 
 
 
 
 
 
 
 
 
 
 34 
 
 
 7650 
 
 -5930 
 
 .5690 
 
 
 45S4 
 
 4596 
 
 .2762 
 
 •2543 
 
 39 74 
 44-67 | 
 
 2L5°° 
 
 47,990 
 
 35.34° 
 
 77,090 
 
 
 ' 
 
 0 
 
 J5-37 
 
 
 381 
 
 
 
 
 
 
 
 
 
 
 
 
 
 85,300 
 
 
 
 5 
 
 >3-75 
 
 
 
 35 
 
 
 7630 
 
 
 
 ■S/2 
 
 -2753 
 
 
 
 
 
 1.60 
 
 
 
 379 
 
 
 •0 
 
 
 76.30 
 
 .6260 
 
 
 3/2 
 
 .307S 
 
 32.68 
 
 
 
 38,800 
 
 
 
 
 
 
 
 
 
 
 /650 
 
 
 
 4596 
 
 .3098 
 
 32-59 
 
 24,500 
 
 53.300 
 
 40,000 
 
 87,030 1 
 
 ‘-44 
 
 18 
 
 
 '5-87 
 
 May. ■* 
 
 415' 
 
 
 42 
 
 
 7520 
 
 .5S60 J 
 
 
 444' 
 
 .2697 
 
 39-27 
 
 
 
 
 
 
 „ n 
 
 nn 
 
 ,5 ,, 
 
 
 
 
 
 
 
 
 
 454 
 
 
 47-99 ] 
 
 20,000 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 463 
 
 -309S 
 
 
 24,000 
 
 
 
 88,560 
 
 |-5° 
 
 
 
 16.75 
 
 
 
 
 
 
 
 :^7°, 
 
 
 
 .2903 
 
 34.98 
 
 
 
 
 78,790 
 
 80,490 
 
 
 
 
 420 
 
 — 
 
 42 
 
 
 754° 
 
 
 4465 
 
 .2990 
 
 33-°3 
 
 22,500 
 
 50,390 1 
 
 35,94° 
 
 '•35 
 
 16. S7 
 
 '4-37 1 
 
 Modulus 
 
 TICITY— 
 
 Pounds 
 
 29,980, 
 
 29,680, 
 
 29,990, 
 
 29,870,' 
 
 2S, 530,000 
 29,970,C‘ 
 29,570,c 
 
 29,990, 
 
 29.980, 
 
 29,970’, 
 
 30,450, 
 
 '",460,000 
 
 30,940,000 
 
 29,990.0 
 
 ’.7,500.0 
 
 19,980,0 
 
 18,450,000 
 
 29.990.1 ■ 
 30,oSo,< 
 
 28.620.1 
 
 29,730,0 
 
 29,990,0 
 
 29,970,0 
 
 29,990,, 
 
 2 -,. S -,I - . 
 29,960,000 
 28,930,000 
 29,950,000 
 
 29,94°! 01 
 29 , 44 °,o< 
 
 Accepted. 
 
 Accepted 
 Accepted. 
 
APPENDIX K 
 
 DETAILED REPORT OF TESTS MADE OF FULL-SIZED STEEL EYE-BARS AT UNITED STATES ARSENAL, WATERTOWN, MASS.f 
 
 Watertown Arsenal, Mass., Feb. 6, 1882. 
 
 Test — Tensile. 
 
 Material —Steel eye-bare. 
 
 For whom —Geo. S. Morison, 52 Wall Street, New York. 
 
 Bars stamped “ Kloman Patent Process, 1881.” 
 
 No. of Test, 1820. 
 
 Sectional area, - - - - - - - 6.73 sq. in. 
 
 Gauged length, -------- 260" 
 
 Diameter of pins, . - - - - - - -4.98" 
 
 Loads applied 
 
 Square P Inch 
 
 Elongation 
 
 Set 
 
 Remarks 
 
 6,930 
 
 1,°3° 
 
 
 
 
 34.650 
 
 5-149 
 
 .0418" 
 
 
 
 69,300 
 
 10,297 
 
 .0900" 
 
 
 
 
 1,03° 
 
 
 .0016" 
 
 
 103,950 
 
 15.446 
 
 •'371" 
 
 
 
 124,740 
 
 
 
 
 
 138,600 
 
 20,594 
 
 .1841" 
 
 
 
 
 1,030 
 
 
 .0035" 
 
 
 144,000 
 
 
 .1920" 
 
 
 
 150,000 
 
 
 .2005' 
 
 
 
 156,000 
 
 
 . 20S9 
 
 
 
 162,000 
 
 
 .21S0" 
 
 
 
 168,000 
 
 
 .2261" 
 
 
 
 173. z 5 0 
 
 25,743 
 
 •233 8 '' 
 
 
 
 
 1,030 
 
 
 -0072 
 
 
 177,000 
 
 
 
 
 
 180,000 
 
 
 .2438 
 
 
 
 183,000 
 
 
 .2480' 
 
 
 
 186,000 
 
 
 
 
 
 189,000 
 
 
 .2570" 
 
 
 
 192,000 
 
 
 .2616" 
 
 
 
 
 
 .2666" 
 
 
 
 
 
 
 
 
 201,000 
 
 
 .2763" 
 
 
 
 204,000 
 
 
 
 
 
 207, 9OO 
 
 30,891 
 
 . 2880" 
 
 
 
 
 1,030 
 
 
 .0158" 
 
 
 
 
 
 
 
 213,000 
 
 
 
 
 
 216,000 
 
 
 ■ 3028' 
 
 
 
 219,000 
 
 3 2 ,540 
 
 .3098" 
 
 
 Elastic limit. 
 
 222,000 
 
 
 •3174 
 
 
 
 225,000 
 
 
 - 33 1 
 
 
 
 228,000 
 
 
 •3430 
 
 
 
 234,000 
 
 
 .522" 
 
 
 Rested 8 minutes. Micrometer removed. 
 
 237,000 
 
 
 •54 
 
 
 
 240,000 
 
 
 
 
 
 242,550 
 
 36,040 
 
 •9i 
 
 
 
 263,340 
 
 39,'29 
 
 4.40 
 
 
 
 277, 200 
 
 41,1 88 
 
 
 
 311>85° 
 
 46,337 
 
 8.00" 
 
 
 
 392,000 
 
 
 
 
 
 
 0 
 
 
 
 Rested 10 minutes. 
 
 406,800 
 
 60,445 
 
 
 
 Ultimate strength. 
 
 ° 
 
 0 
 
 26.05" 
 
 
 10% 
 
 Elongation c. to c. of eyes, 29.31" = 9.8 %. 
 
 “ of eyes, A .68", B .52". 
 
 “ “ 10" sections on stem of bar: .96", 2.18"*, 1.78", .92", .69", .91", .99", 
 
 1.00", 1.02", 1.02", 1.00", .97", .95", .96", .94", .94", .92", .90", .90", .94", .95", 
 .95", .91", .90", .85", .66", .89", .79". 
 
 Area at fracture, 5.89" X .84" =4.95 sq. in. 
 
 Contraction of area, 28.6%. 
 
 Fractured 29" from center of eye B. 
 
 Granular' appearance radiating from dull spot at center. Broke square across. 
 
 Reduced dimensions 5" either side of fracture, 6" X .85" and 5.99" X .86". 
 
 Pins examined after fracture of bar; no permanent deflection observed. 
 
 No. of Test, 1821. 
 
 Sectional area. -------- 6.49 sq. in. 
 
 Gauged length, -------- 260’ 
 
 Stem of bar has ragged edges. 
 
 Loads applied 
 
 Square Si 
 
 Elongation 
 
 Set 
 
 Remarks 
 
 6,490 
 
 1,000 
 
 
 
 
 32.450 
 
 
 .0420" 
 
 
 
 64,900 
 
 
 .0880" 
 
 
 
 97,350 
 
 15.OOO 
 
 .1321" 
 
 
 
 116,820 
 
 18.000 
 
 
 
 
 129, 800 
 
 20.000 
 
 .1770" 
 
 
 
 
 1.000 
 
 
 
 
 162,250 
 
 25,000 
 
 .2230" 
 
 
 
 
 1,000 
 
 
 .0043" 
 
 
 
 
 . 2266" 
 
 
 
 168,000 
 
 
 .2311" 
 
 
 
 171,000 
 
 
 • 2 356 
 
 
 
 174,000 
 
 
 .2398" 
 
 
 
 177,000 
 
 
 .2445 
 
 
 
 180,000 
 
 
 ■ 249 1 ' 
 
 
 
 183,000 
 
 
 .2538" 
 
 
 
 186,000 
 
 
 .2580" 
 
 
 
 189,000 
 
 
 
 
 
 192,000 
 
 
 .2682" 
 
 
 
 195,700 
 
 30,000 
 
 .2744" 
 
 
 
 
 1,000 
 
 
 
 
 198,000 
 
 
 .2780" 
 
 
 
 200.000 
 
 
 .2820" 
 
 
 
 202,000 
 
 
 .2860" 
 
 
 
 204,000 
 
 
 .2892" 
 
 
 
 206,000 
 
 
 
 
 
 208,000 
 
 
 .2972 
 
 
 
 210,000 
 
 
 .3020' 
 
 
 
 2 I 2,000 
 
 
 .3060' 
 
 
 
 214,000 
 
 
 .3104 
 
 
 
 216,000 
 
 
 .3160" 
 
 
 
 2 20’, OOO 
 
 33,898 
 
 .3262" 
 
 
 
 222,000 
 
 
 •3340" 
 
 
 
 224,000 
 
 
 •3407' 
 
 
 
 226,000 
 
 
 
 
 
 227,150 
 
 35,000 
 
 .3780" 
 
 
 
 
 1,000 
 
 
 '° 7 “ 
 
 
 “ “ 10" sections: 1.53", 2.32"*, 1.14", .90", .98", 1.50", 1.51", 1.77", 
 
 2.19", 2.11", 1.60", 1.57", 1 • 5°"> i-4o", 1.39". 1-3 s ". 1 - 39'% i-35". i-39". ’-31", 1.31", 
 1.28", 1.25", 1.16", 1.08", .80", .76", .50". 
 
 Area at fracture, 5.36" X .75' = 4.02 sq. in. 
 
 Contraction of area, 38.1 %. 
 
 Reduced dimensions 5’from fracture, 5.98" X .SS" and 6.23" X .92". 
 
 Reduced dimensions 92" from c. of eye B, 6.03" X .89". 
 
 Fractured 26" from c. of eye B. 
 
 Appearance: granular 50 %, silky 50 %. Laminated appearance of silky section. 
 
 Bar well drawn down at fracture, also considerable reduction at three other places. 
 
 Time occupied by test, 2 hours. 
 
 No. of Test, 1822. 
 
 Sectional area, - - - - - - - - 7.25 sq. in. 
 
 Gauged length, - -- -- -- - 260" 
 
 Bar not straight along edge. Chalk line mark from c. to c. of eyes passes .46" from 
 middle of stem at middle of bar. 
 
 Loads applied 
 
 Square Inch 
 
 Elongation 
 
 Set 
 
 Remarks 
 
 7,250 
 
 1,000 
 
 
 
 
 36,250 
 
 5,000 
 
 0450" 
 
 
 
 72.500 
 
 10,000 
 
 .0925' 
 
 
 
 
 1,000 
 
 
 .0009" 
 
 
 108,750 
 
 15,000 
 
 ■1377" 
 
 
 
 130,500 
 
 
 .1646" 
 
 
 
 145.000 
 
 20,000 
 
 ..829" 
 
 
 
 
 1,000 
 
 
 .0019" 
 
 
 181,250 
 
 25,000 
 
 •2290' 
 
 
 
 
 1,000 
 
 
 .0034" 
 
 
 184,000 
 
 
 .2328" 
 
 
 
 .87,000 
 
 
 .2369" 
 
 
 
 190,000 
 
 
 .2410" 
 
 
 
 193,000 
 
 
 • 2450" 
 
 
 
 196,000 
 
 
 .2488" 
 
 
 
APPENDIX K— Continued 
 
 Loads applied 
 
 Square P lnch 
 
 Elongation 
 
 Set 
 
 Remarks 
 
 199,000 
 
 
 2-,." 
 
 
 
 202,000 
 
 
 
 
 
 205,000 
 
 
 .2605" 
 
 
 
 208,000 
 
 
 
 
 
 2 11,000 
 
 
 .2689" 
 
 
 
 214,000 
 
 
 .2728" 
 
 
 
 217,500 
 
 30,000 
 
 .277S" 
 
 
 
 
 1,000 
 
 
 
 
 2 20, OOO 
 
 
 
 
 
 222.000 
 
 
 .2841" 
 
 
 
 2 24,000 
 
 
 .2871” 
 
 
 
 226,000 
 
 
 .2898" 
 
 
 
 228,000 
 
 
 .2925" 
 
 
 
 230,000 
 
 
 .2950" 
 
 
 
 232,000 
 
 
 .2980" 
 
 
 
 234.000 
 
 
 .3005 
 
 
 
 236,000 
 
 
 
 
 
 238,000 
 
 
 .3062" 
 
 
 
 
 
 •3°9?" 
 
 
 
 242,000 
 
 
 •3i>8" 
 
 
 
 244,000 
 
 
 ■3-45" 
 
 
 
 246,000 
 
 
 
 
 
 248.OOO 
 
 
 .3200" 
 
 
 
 250,000 
 
 
 ■323°' 
 
 
 
 252,000 
 
 
 -3257" 
 
 
 
 253.75° 
 
 35,000 
 
 .3282" 
 
 
 
 
 1,000 
 
 
 
 
 256,000 
 
 
 • 33 20 ’ 
 
 
 
 258.OOO 
 
 
 •3347 
 
 
 
 260.OOO 
 
 
 
 
 Pin-hole A stretched about .08" under 
 
 262,000 
 
 
 .3408" 
 
 
 this load. 
 
 264,000 
 
 
 
 
 
 266,000 
 
 
 •346i ' 
 
 
 
 
 
 •349°" 
 
 
 
 270,000 
 
 
 •35i5„ 
 
 
 
 272,000 
 
 
 •3545 
 
 
 
 274,000 
 
 
 ■3578" 
 
 
 
 2 76,000 
 
 
 .3606" 
 
 
 
 278,000 
 
 
 
 
 
 280,000 
 
 
 .3668" 
 
 
 
 282,000 
 
 
 •3695" 
 
 
 
 
 
 
 
 
 
 
 
 
 288,000 
 
 
 .3786" 
 
 
 
 290,000 
 
 40,000 
 
 .3816" 
 
 
 
 292 OOO 
 
 
 -3®53 ' 
 
 .u_,_ 
 
 
 294,000 
 
 
 ■3882” 
 
 
 
 296,000 
 
 
 •39”,; 
 
 
 
 
 
 .3940 
 
 
 
 300,000 
 
 
 .3978'' 
 
 
 
 302,000 
 
 
 
 
 
 304,000 
 
 
 •4037' 
 
 
 
 306,000 
 
 
 
 
 
 308,000 
 
 
 .4100 
 
 
 
 
 
 .4140" 
 
 
 
 
 
 .4168" 
 
 
 
 314,000 
 
 
 ■4197" 
 
 
 
 
 
 
 
 
 318,000 
 
 
 .4270" 
 
 
 
 
 
 •43°°" 
 
 
 
 
 1,000 
 
 
 
 Micrometer removed. 
 
 
 5°.345 
 
 
 
 Rapid stretching began. 
 
 
 74,869 
 
 
 
 Ultimate strength. 
 
 
 ° 
 
 4.37" 
 
 
 1 • 7 %■ 
 
 Elongation c. to c. of eyes, about 5.45" =1.8 %. 
 
 “ of eyes: A . 15", B about .20". 
 
 “ “ 10" sections: .11", -12", .10", ,20", .23", .22", .20", .18''. .19", .22", 
 
 - 14", 15". -15" 
 
 Fractured head B, detached four pieces. 
 
 Appearance of fracture in Iront of eye B granular, radiating from outside of head. Granula¬ 
 tion fine at outside of head; one-half inch from outside of head the granulation becomes coarser 
 in appearance and continues comparatively uniform thence to the eye. General appearance of 
 the side fractures the same as above. 
 
 After fracture the stem had straightened so that now the chalk mark showed a curvature: 
 V. sine about 4". 
 
 Time of test, 2^ hours. 
 
 Pin A deflected about .006" at middle. 
 
 “ B “ “ .013" “ “ 
 
 Pins run on centers when the permanent deflections were measured. 
 
 The shock of recoil when the bar fractured buckled the bar near end A, giving the stem a 
 wavy line. 
 
 No. of Test, 1823. 
 
 Sectional area, - - - - - - - - - 6.89 sq. in. 
 
 Gauged length, -------- 260" 
 
 Some kinks in bar. 
 
 Loads applied 
 
 ■sSSffi, 
 
 Elongation 
 
 6,890 
 
 1,000 
 
 
 34.45° 
 
 5.000 
 
 .0430" 
 
 68.900 
 
 
 .0917" 
 
 i°3-35° 
 
 15,000 
 
 
 137,800 
 
 2 °’^ 
 
 .18.3" 
 
 172,250 
 
 25’.°°° 
 
 .2285" 
 
 176,000 
 
 
 -2341" 
 
 
 
 .2382 
 
 182.000 
 
 
 
 
 
 . 2468" 
 
 188,000 
 
 
 .2510" 
 
 191,000 
 
 
 .2551 
 
 194,000 
 
 
 
 197,000 
 
 
 
 200,000 
 
 
 . 2680 
 
 203 000 
 
 
 •2735 
 
 206,700 
 
 30,000 
 
 -2779" 
 
 208.000 
 
 
 .2S05" 
 
 
 
 .2832" 
 
 212,000 
 
 
 .2863" 
 
 214,000 
 
 
 
 216,000 
 
 
 
 218,000 
 
 
 .2950 
 
 220,000 
 
 
 .2980" 
 
 222,000 
 
 
 .3009 
 
 224.000 
 
 
 -3°39 
 
 226,000 
 
 
 ■3°7° 
 
 35 
 
 Bar broke at eye A. Snapping sounds were heard a few seconds before final fracture took 
 place. The fracture in front of the eye had a dark seam about §■” long at the outside of the 
 head; the rest of the fracture had a granular appearance, fine through the center and coarse 
 edges, radiating from the outside of the head. The side fractures were granular, radiating from 
 the eye. Time of test, hours. 
 
 Second Test —After 42 days’ rest. 
 
 End A held by holder jaws. 
 
 “ B “ pin. 
 
 Rapid stretching of stem began at 360,000 lbs. 
 
 Ultimate strength, 436,600 lbs. = 63,367 lbs. per sq. in. 
 
 Elongation of stem (total), 26.ro" in 260" = 10 %. 
 
 '• “ eye B (total), 1.06". 
 
 “ “ 10" sections (total): .93", 1.09", -Si", .70", .76", .77", .87", .85", .83", 
 
 .80", .99", .99", .82", .87", .99", .89", .94", .94", • 9 1 -84", -86", .80", .98", 1.29", 
 2.23", 2.15"*, 1.22". End section covered by holder jaw. 
 
 Area at fracture, 5.33" x .82" = 4.37 sq. in - 
 
 Contraction of area, 36.6%. 
 
 Appearance of fracture: at the middle, silky 50%; sides have an appearance between silky 
 and granular, radiating from center, and faces square and at right angles to face of stem. The 
 silky section has face inclined to that of stem. 
 
 When the fractures are brought together the sides meet, leaving an opening .03" ± at the 
 middle. 
 
 Broke 45" from c. of eye A. 
 
 The fractured ends were very hot when bar broke; one end was slightly blued. 
 
 No. of Test, 1824. 
 
 Sectional area, - - - - - - - - 8.38 sq. in. 
 
 Gauged length, -------- 260" 
 
 Stem of bar not straight; line through centers of pin-holes shows stem to be . 20" out of 
 line at middle. Kink in bar 4' from eye A. 
 
36 
 
 APPENDIX K—Continued 
 
 Loads applied 
 
 
 Elongation 
 
 Set 
 
 Remarks 
 
 8,380 
 
 
 
 
 
 
 
 .0415' 
 
 
 
 83,800 
 
 10,000 
 
 .0866" 
 
 
 
 125,700 
 
 15,000 
 
 
 
 
 167,600 
 
 20,000 
 
 .1784 ' 
 
 
 
 
 1,000 
 
 
 .0056 
 
 
 209,500 
 
 25,000 
 
 .2267' 
 
 
 
 
 1.000 
 
 
 .0105 
 
 
 215,000 
 
 
 .2340" 
 
 
 
 219.OOO 
 
 
 .2392 
 
 
 
 223,000 
 
 
 .2440' 
 
 
 
 227,000 
 
 
 .2488" 
 
 
 
 231,000 
 
 
 .2540" 
 
 
 
 235 OOO 
 
 
 
 
 
 239,000 
 
 
 .2641" 
 
 
 
 243,000 
 
 
 .2690" 
 
 
 
 247,000 
 
 
 .2740" 
 
 
 
 251,400 
 
 30,000 
 
 .2800" 
 
 
 
 
 1,000 
 
 
 .0203" 
 
 
 254,000 
 
 
 
 
 
 
 
 .2878" 
 
 
 
 
 
 ,29.8" 
 
 
 
 263,000 
 
 
 
 
 
 266,000 
 
 
 .3000" 
 
 
 
 269,000 
 
 
 .3042 
 
 
 
 272,000 
 
 
 
 
 
 
 32,8.6 
 
 .3140" 
 
 
 Elastic limit. 
 
 278,000 
 
 
 .3196" 
 
 
 
 
 
 .3270' 
 
 
 
 284,000 
 
 
 
 
 
 2S 7 ,OO0 
 
 
 •3458" 
 
 
 
 290,000 
 
 
 .4340" 
 
 
 
 293,300 
 
 35,000 
 
 .6500" 
 
 
 
 
 36^000 
 
 
 
 
 301,680 
 
 
 
 
 318,440 
 
 38,000 
 
 
 
 
 494,000 
 
 
 
 
 
 0 
 
 0 
 
 
 
 Rested 8 minutes. 
 
 529.400 
 
 
 
 
 
 
 0 
 
 
 
 Rested 8 minutes. 
 
 520,000 
 
 63,230 
 
 
 
 Ultimate strength. 
 
 0 
 
 0 
 
 •3705" 
 
 
 >4-2%. 
 
 Elongation c. to c. of eyes, 40.33" =13.4 %. 
 
 “ of eyes: A 56", B 90". 
 
 “ “ io"sections: .80", .84", .99", 1.09", 1.25", 1.48", 1.37", 129", 1.25", 
 
 1.38", 1.50", 1.46", 1.46", 1.46", 1-30", 117". i-55" 1-78", 1-52", i.6o", 1.85", 
 
 2• 68"*, 2.13", 1.30", 1.04". 1.10", .78" 
 
 Area at fracture, 5.65" X 1. 04'' =5.88 sq. in. 
 
 Contraction of area, 29.S". 
 
 Fracture occurred 66J" from center of eye A. 
 
 Centre D has silvery color; presents a face about 45 0 to plane of stem. Sides of fracture 
 granular, radiating from the center. 
 
 Time of test, 2J hours. 
 
 Note.— The pins for this bar were so placed as to straighten the permanent deflection 
 recorded after test No. 1822. 
 
 Pins now deflected in their new position : A .006", B .005". 
 
 Sectional area, - 
 Gauged length, 
 Bar not straight ; 
 
 No. of Test, 1825. 
 
 t of line at middle. 
 
 7,870 
 
 39.350 
 
 78,700 
 
 T I 8,050 
 157,400 
 
 256,000 
 2 58JDOO 
 
 282,000 
 
 284,000 
 
 286,000 
 
 288,000 
 
 290,000 
 
 294,000 
 
 296,000 
 
 298,000 
 
 300,000 
 
 306,93° 
 
 314,800 
 
 330,540 
 
 485,000 
 
 493.000 
 
 2655" 
 
 2746" 
 
 2 7 82" 
 
 1965" 
 
 3037 
 
 3060" 
 
 3082" 
 
 3190 
 
 3220 
 
 3 2 45" 
 
 3582" 
 
 3665 
 
 Micrometer removed. 
 
 Rested 8 minutes. 
 Ultimate strength. 
 
 Elongation c. to c. of pin-holes, 24.48" = 8.2%. 
 
 “ of eyes: A 55", B 64". 
 
 . “ “ io"sections: .75", .77", .87", .95", -99”, -9 2 ''. -86", .77", .75'. .81', 
 
 .97", .82", .87", .91", .94", .90", .85", .84", -82", .85", .78", .90", 1.20"*, .80", .68", 
 
 Area at fracture, 6.16" X • 08" = 6.65 sq. in. 
 
 Contraction of area, 15.5". 
 
 Fractured 74" from center of eye A. 
 
 Appearance of fracture : silky for about 2" at center; slightly spongy; on either side fine 
 granular, radiating from center, with slight lamination. 
 
 The behavior of the bar between loads 335,000 and 350,000 lbs. showed that stretching was 
 not progressing uniformly; that section by section of the stem which varied in area was being 
 stretched rapidly. 
 
 Time of test, 3 hours. 
 
 No. of Test, 1826. 
 
 Sectional area, 
 Gauged length, 
 
 Loads applied 
 
 Square^Incli 
 
 Elongation 
 
 Set 
 
 
 
 1.000 
 
 
 
 
 
 5,000 
 
 
 
 
 74,000 
 
 
 .0840" 
 
 
 
 III. OOO 
 
 1 5,000 
 
 .1292" 
 
 
 
 148,000 
 
 20.000 
 
 •1743 
 
 
 
 
 
 
 .0020 
 
 
 
 2 i!ooo 
 
 
 .OO56" 
 
 
 189,000 
 
 
 .2270" 
 
 
 
 192.OOO 
 
 
 .2310" 
 
 
 
 
 
 •*350" 
 
 
 
 iyS,ooo 
 
 
 .2390' 
 
 
 
 201,000 
 
 
 ■ 243°'' 
 
 
 
 204,000 
 
 
 .2470" 
 
 
 
 207,000 
 
 
 .2515" 
 
 
 
 210,000 
 
 
 
 
 
 
 
 
 
 
 216.000 
 
 
 • 2 635'' 
 
 
 
 219,000 
 
 
 .2674" 
 
 
 
 222,000 
 
 30.000 
 
 
 
 
 
 1,000 
 
 
 .0130" 
 
 
 224,000 
 
 
 •2754' 
 
 
 
 226,000 
 
 
 •2783 ' 
 
 
 
 228.000 
 
 
 . 2816 
 
 
 
 230,000 
 
 
 .2850" 
 
 
 
 232,000 
 
 
 -2S75" 
 
 
 
 234.000 
 
 
 -2910' 
 
 
 
 236,000 
 
 
 •2945 
 
 
 
 238,000 
 
 
 .2979' 
 
 
 
 240,000 
 
 
 •3°°5" 
 
 
 
 242,000 
 
 
 
 
 
 244.000 
 
 
 .3089" 
 
 
 
 246,000 
 
 
 •3130" 
 
 
 
 7 
 
 .40 sq. in. 
 60" 
 
 Remarks 
 
APPENDIX K— Continued 
 
 37 
 
 applied 
 
 Lbs. per 
 Square Inch 
 
 Elongation 
 
 Set 
 
 Remarks 
 
 248,000 
 
 33.513 
 
 ■3177" 
 
 
 Elastic limit. 
 
 250,000 
 
 
 ■3285" 
 
 
 
 252,000 
 
 
 -355° 
 
 
 
 254,000 
 
 
 •3940 
 
 
 
 
 
 
 
 
 259,000 
 
 35,000 
 
 .5980' 
 
 
 
 
 
 
 .3020" 
 
 Micrometer removed. 
 
 266.400 
 
 36,000 
 
 
 
 
 281,200 
 
 38,000 
 
 
 
 
 
 40,000 
 
 
 
 
 408,000 
 
 
 
 
 
 O 
 
 0 
 
 
 
 Rested S minutes. 
 
 442,000 
 
 59.730 
 
 
 
 Ultimate strength. 
 
 0 
 
 0 
 
 34.98" 
 
 
 ■35%- 
 
 Elongation c. to c. of eyes, 40.99" = 13.6 %. 
 
 “ of eyes: A .95", B 1.00". 
 
 “ “ 10" sections: 2.62"*, 1. 66", 1.66", 1.81", 1.45", 1.46", 1.50", 1.65", 
 
 1.80", 1.45". 142", 1-24", 1-34". 1.21", i.2S", 1.34", 1.21", 1.20", 1.26", 1.35", 
 1.20", 1.13", 1.15". i-14", 1.0S", .93", 1.02", .90". 
 
 Area at fracture, 5.06" X -So" = 4.05 sq. in. 
 
 Contraction of area, 45 -3 %• 
 
 Fracture occurred 211" from center of eye B; metal well drawn down. Appearance: silky 
 at middle 60 %, granular at sides 40 %. 
 
 Time of test, 2 hours. 
 
 No. of Test, 1S27. 
 
 Sectional area (minimum), - - - - - - - 8.37 sq.m. 
 
 Gauged length, - - - - - - - 260" 
 
 “ of eyes: A .86", B .77". 
 
 “ “ ro" sections: .97", 1.05", 1.03", 1.05", 1.00", .87", .91", .99", .98", 
 
 1.00",.89", .91", .96", .90", .93", .S8", .95", .99", 1.00", .98", .95", .90", .90", .90", 
 t oo", i.fio", 3.65"*, 1.36". 
 
 Area at fracture, 5.08" X .95" = 4- 83 sq. in. 
 
 Contraction of area, 42.3%. 
 
 Bar fractured 30" from center of eye A. 
 
 Appearance: silky 90 %; the rest of the fracture has appearance intermediate between silky 
 and granular. 
 
 Time of test, 2 hours. 
 
 Before fracture occurred, the load on the bar had fallen below 500,000 lbs. 
 
 Pins examined ; deflections: Pin A .012", B .010". 
 
 No. of Test, 1828. 
 
 Sectional area (minimum), ------ 10.77 sq. in. 
 
 Gauged length, ....... 260" 
 
 Load, applied 
 
 Square P Inchj 
 
 Elongation 
 
 Set 
 
 Remarks 
 
 10,770 
 
 53.850 
 
 ! 
 
 000 
 
 
 
 
 5 
 
 
 ■0370" 
 
 
 
 1 07, 700 
 
 10 
 
 000 
 
 .0S20" 
 
 
 
 161,550 
 
 ■i 
 
 000 
 
 
 
 
 215,400- 
 
 20 
 
 
 .0028" 
 
 
 
 269,250 
 
 25 
 
 z 
 
 .2044" 
 
 — .0082" 
 
 
 278,000 
 
 
 000 
 
 
 —.0082" 
 
 
 
 
 
 .2160" 
 
 
 
 28S,OO0 
 
 
 
 .2200" 
 
 
 
 
 
 
 
 
 
 
 
 
 .22SS" 
 
 
 
 308,000 
 
 
 
 -2332" 
 
 
 
 
 
 .2365" 
 
 
 
 313,000 
 
 
 
 .2419 
 
 
 
 318.000 
 
 
 
 -2465 ' 
 
 
 
 323.100 
 
 30,000 
 
 .2510" 
 
 
 
 
 
 
 
 
 
 
 
 
 ■2550" 
 
 
 
 333.000 
 
 
 
 .,6oo' 
 
 —0040" 
 
 
 338,000 
 
 
 
 .2645" 
 
 
 
 343,000 
 
 
 nnn 
 
 .,690" 
 
 _ nn, 
 
 
 346,000 
 
 
 
 .2720" 
 
 
 
 349.000 
 
 
 
 .2748" 
 
 
 
 352,000 
 
 
 
 
 
 
 
 
 
 .2802“ 
 
 
 
 . 358.000 
 
 
 
 -2832" 
 
 
 
 
 
 
 .’860' 
 
 
 
 364,000 
 
 
 
 .2890" 
 
 
 
 367,000 
 
 
 
 -292O 
 
 
 
 370,000 
 
 
 
 •2955" 
 
 
 
 373,000 
 
 376,950 
 
 
 
 .2985" 
 
 
 
 35,000 
 
 3O22" 
 
 
 
 380,000 
 
 1 
 
 000 
 
 •3058" 
 
 .0030" 
 
 
 383,000 
 
 386,000 
 
 480.000 
 
 
 
 -3O90' 
 
 •3 ,2 5" 
 
 -3'69 
 
 .3206" 
 
 
 
 
 36,397 
 
 
 Elastic limit. 
 
 395,000 
 
 
 
 .3288" 
 
 
 
 398,000 
 
 
 
 • 3362 
 
 
 
 401,000 
 
 , 
 
 000 
 
 •5570' 
 
 2430" 
 
 Micrometer removed. 
 
 409,260 
 420,030 
 
 
 
 2.06" 
 
 
 
 430,800 
 
 
 
 336" 
 
 
 j Yielding continued slowly under this 
 ( load. 
 
 
 j 
 
 000 
 
 
 
 Rested 5 minutes. 
 
 641,300 
 
 59.545 
 
 
 
 Ultimate strength. 
 
 0 
 
 
 
 14.01" 
 
 
 5-4 %■ 
 
3» 
 
 APPENDIX K —Continued 
 
 Elongation c. to c. of eyes, 16.44" = 5.5 %. 
 
 “ of eyes: A .50", B .57". 
 
 “ “ 10" sections: .50", .48", .49", .49", .50", .50", .50", .51", .49", .53", 
 
 -55"> -5 8 " -6o", .60", .60'', .55", .58'', .55", .60", .59", .57", .60", .62**, .57", .56", 
 ■55", -50", -45"- 
 
 Area at fracture, 6.44" x 1.56"= 10.05 sq. > n - 
 Contraction at area, 6.7 %. 
 
 Fractured 64^" from center of eye A. 
 
 Appearance: granular, radiating from small (A" X i") spongy center; spongy spot about 
 i” out of center of fracture. Broke square across bar. 
 
 Time of test, 2i hours. 
 
 No. 
 
 Watertown Arsenal, Mass., Feb. 20, 1882. 
 of Test, 1839. 
 
 End B [annealed] painted, end A [not annealed] not painted. 
 
 Gauged lengths of 80" each were laid off on the stem, one on the annealed end, and one on 
 the unannealed end, these sections beginning 40" each side of the middle of the bar. Stem 
 head. 
 
 gauged length, 6.52" X .97" = 6.32 sq. in. 
 gauged length, 6.44" x .97" = 6.25 sq. in. 
 
 laid off into 10" sections from head 
 End A, minimum sectional 
 End B, minimum sectional 
 
 
 End A 
 
 
 Lbs. per 
 Sq. Inch 
 
 
 Set 
 
 1,000 
 
 
 
 5.000 
 
 .0160" 
 
 
 10.000 
 
 .0300" 
 
 
 1,000 
 
 
 
 15.000 
 
 0431 
 
 
 20.000 
 
 .0562 
 
 
 1.000 
 
 
 0 
 
 25.000 
 
 .0700' 
 
 
 
 .0725" 
 
 .0740" 
 
 .0752'' 
 
 .0766" 
 
 .0780" 
 
 !0806" 
 .0819" 
 
 
 30.000 
 
 .0834" 
 
 
 1,000 
 
 .0845" 
 
 .0858" 
 
 .0874" 
 
 .0S80" 
 
 .0890" 
 
 .0900" 
 .0910" 
 .0919' 
 .0928" 
 
 
 
 .0938 
 
 .0947' 
 
 
 0160" 
 
 0303" 
 
 0730' 
 
 0750" 
 
 0760" 
 
 0773" 
 
 0788" 
 
 0800'' 
 
 0862" 
 0874" : 
 0883" 
 0892" ; 
 
 0910" 1 
 °9>9" I 
 0934" 
 0943" | 
 
 
 
 End li 
 
 Remarks 
 
 applied 
 
 Lbs. per 
 Sq. Inch 
 
 Elongation 
 
 Set 
 
 Sq. Inch 
 
 Elongation 
 
 Set 
 
 
 2 2 6.3 20 
 
 35-000 
 
 - 09 57" 
 
 .0975" 
 
 .0984' 
 
 .0037" 
 
 
 •° 95 2 " 
 
 .0960" 
 .0970" 
 .0975" 
 
 .0010" 
 
 
 
 
 2 24,000 
 
 
 .1000" 
 
 
 
 .0985" 
 
 
 
 2 26,000 
 
 
 .1008" 
 
 
 
 ■0995" 
 
 .1018" 
 
 
 
 
 
 .1017" 
 
 
 36,480 
 
 
 ilastic limit—End B. 
 
 230,000 
 
 
 • 1030 
 
 
 
 .1042 ' 
 
 
 
 232,000 
 
 
 . 1040" 
 
 
 
 .1060" 
 
 
 
 234,000 
 
 
 .1050" 
 
 
 
 •'075" 
 
 
 
 236,000 
 
 
 . 1062 
 
 
 
 .1126" 
 
 
 
 238,000 
 
 
 - 1075 " 
 
 
 
 ■'590" 
 
 
 
 240,000 
 
 
 . 1092 
 
 
 
 . 209' 
 
 
 
 242,000 
 
 244,000 
 
 38,610 
 
 .1105" 
 
 
 
 
 
 Elastic limit—End A. 
 
 246,000 
 
 
 
 
 
 
 
 
 248,000 
 
 
 .1250" 
 
 
 
 
 
 
 250,000 
 
 
 
 
 
 
 
 
 252,000 
 
 
 .1665" 
 
 
 
 
 
 
 6,320 
 
 1.000 
 
 
 
 
 
 
 tested 1 hour. 
 
 255,000 
 
 260.000 
 
 347,500 
 
 54,980 
 
 •32" 
 
 
 -00 
 
 .96" 
 
 
 Jltimate strength. 
 
 
 O 
 
 0 
 
 2.40" 
 
 
 0 
 
 •98" 
 
 
 ilongation: A 3 %, 
 
 
 
 
 
 
 
 
 B 5 %■ 
 
 Time of test, 24 hours. 
 
 Fractured in head A. 
 
 Elongation of 10" sections, beginning at end A: .43", .44", .40", .39", .37", .35", .21", 
 .23", .21", .24", .25", .24", .42" (annealing begins), .38", .37", .35", .40", .35", .40", 
 ■53", -50", .51", -56", .58", .50", .54", .55"- 
 
 Elongation of eyes: A about .19", B .66". 
 
 Area at middle of bar, 6.58" X 1.1" = 6.64 sq. in. 
 
 Elongation c. to c. of eyes, 12.07" = 4 %. 
 
 Rapid stretching, end B, began at the neck, 12" from center of eye. The scale at this end 
 was not generally disturbed till 240,000 lbs. total load was reached. 
 
 Broke through eye A. 
 
 Side fractures fine granular, radiating from the pin-hole. 
 
 Fracture in front of eye, not extending to the outside of head, granular radiating from 
 pin-hole. 
 
 Bar again placed in the testing machine. 
 
 End A clamped in holder. 
 
 “ B held by pin. 
 
 Ultimate strength, 396,500 lbs. = 63,440 lbs. per sq. in. on end B. 
 Fractured 514" from center of eye B. 
 
 Elongation of 10" sections, beginning at end A (first section covered by clamp of holder) : 
 1.00", .89", .77". .71", .68", .42", .44", .41", -45", -46", .4S", .90" (annealing begins), 
 .72", .69", .64", 74", .64", -66", .84", 1.40", 1.27", 1 4o", 1.71", 3-37"*> i-37", 
 1.69", T.79". 
 
 Area at fracture, 5.09" X 74" = 3-77 sq. in. 
 
 Contraction of area, 39.7%. 
 
 Elongation of eye B, l .08“. 
 
 Appearance of fracture: silky, with slight lamination and occasional bright spots. When 
 fractured ends are brought together and in line, contact is made on one edge, the other edge 
 remaining open -35". 
 
 The stem of the bar now cut in two at the middle, nicked with a cold chisel § off, and 
 broken by bending. This developed lamination more conspicuously than the tensile test had 
 
 After the bar had rested 36 hours (Saturday till Monday), it was placed in the testing 
 machine, each end being held by the holder clamps. 
 
 Ultimate strength, 422,700 lbs. = 66,880 lbs. per sq. in. for end A.- 
 
 Elongation of 10" sections, beginning at the second section, end A: 3 .07"*, 1 .42", 1.10", 
 1. 00", .94", .59", .60", .56", .60". 
 
 Area at fracture, 5.25" x .77" = 4.04 sq. in. 
 
 Contraction of area, 36.1%. 
 
 Broke 25" from center of eye A. 
 
 Fracture granular 60 % at the sides, radiating from the center. Central part of the fracture 
 silky 40 %, wedge-shaped at one end, with a corresponding recess in the other end. 
 
 Load on bar at time of fracture, 388,000 lbs. 
 
 Rested 26 days and again tested. 
 
 Ends secured in holder jaws. 
 
 Rapid stretching began at 440,000 lbs. 
 
 Ultimate strength, 448,000 lbs. = 65,400 lbs. per sq. in. on the original section of (6.65" X 
 1.03") 6.85 sq. in. 
 
 Area at fracture, 5. 88" x . 74 * = 4. 3 5 sq. in. 
 
 Contraction of area (from original), 36.5 %. 
 
 This fracture occurred 180" from center of eye B, hence was within the section where the 
 change from annealing to unannealing was made. The rapid stretching was confined mostly at 
 the fracture, and did not extend from this point beyond 30" towards end B. 
 
 Appearance: silky 85 %; granular 15 % at one side; laminated metal. 
 
 To get a fracture wholly within the annealed section, the bar was again placed in the testing 
 machine and broken. 
 
 Ultimate strength, 440,000 lbs. = 70,400 lbs. per sq. in. on original section of 6.25 sq. in. 
 Bar broke 69" from center of eye B without further elongation, except the drawing down at 
 the point of fracture. 
 
 Area at fracture, 5.42" x .81" = 4.71 sq. in. 
 
 Contraction of area (from original), 24.7%. 
 
 Appearance : at middle silky 40 %, granular 60 % radiating from center. 
 
APPENDIX K— Continued 
 
 39 
 
 March 15, 1882. 
 
 No. of Test, 1884. 
 
 Sectional area (minimum), - - - - - - 10.79 sqi 
 
 Gauged length, 2 6o" 
 
 Loads applied 
 
 
 Elongation 
 
 
 Remarks 
 
 1 0,790 
 53-95° 
 
 5,000 
 
 .0344" 
 
 
 
 107,900 
 
 
 .0787' 
 
 0 
 
 
 161,850 
 
 
 
 
 
 215,800 
 
 
 • 1675" 
 
 
 
 225,000 
 
 
 .1756" 
 
 
 
 *35,000 
 
 
 . 1840 
 
 
 
 245.000 
 
 
 .1930 
 
 
 
 255,000 
 
 269,750 
 
 25,000 
 
 .2018" 
 
 .2150" 
 
 .0030- 
 
 Rested over night 15 hours. 
 
 
 
 
 .0019 
 
 Per. set found in morning. 
 
 
 10,000 
 
 .0812 
 
 
 
 
 25,000 
 
 .2123" 
 
 
 
 273,000 
 
 
 
 
 
 278,000 
 
 
 .2.96" 
 
 
 
 
 
 .223S" 
 
 
 
 288,000 
 
 
 .2282" 
 
 
 
 
 
 
 
 
 298,000 
 
 
 ■2385 
 
 
 
 303,000 
 
 
 ■2435' 
 
 
 
 308,000 
 
 
 .2490 
 
 
 
 313,000 
 
 
 ■2543' 
 
 
 
 3.8,000 
 
 
 •2595" 
 
 
 
 323,700 
 
 30,000 
 
 . 2660 
 
 
 
 
 
 
 
 
 326,000 
 
 
 .2688" 
 
 
 
 328,000 
 
 
 .2712' 
 
 
 
 
 
 .2740' 
 
 
 
 332,000 
 
 
 .2769' 
 
 
 
 
 
 • 2795 
 
 
 
 336.000 
 
 
 . 2829 
 
 
 
 
 
 •2855" 
 
 
 
 340,000 
 
 
 
 
 
 342,000 
 
 
 
 
 
 
 
 .2948" 
 
 
 
 
 
 .2980 
 
 
 
 348,000 
 
 32,250 
 
 .300 5 " 
 
 
 Elastic limit. 
 
 350,000 
 
 
 .3060^ 
 
 
 
 354,000 
 
 33.ooo 
 
 .3200" 
 
 .3320" 
 
 
 Slight snapping sound once. 
 
 366,860 
 
 34,000 
 
 2.42 
 
 
 
 
 35.000 
 
 3-25 
 
 
 
 388,440 
 
 36,000 
 
 3-7° 
 
 
 
 
 38,000 
 
 4.75" 
 
 
 
 43t, to 
 
 40,000 
 
 
 
 
 *• 
 
 
 
 After carrying load 5 minutes. 
 
 
 50,600 
 
 
 
 Ultimate strength. 
 
 0 
 
 0 
 
 lz '°° 
 
 
 4.6%. 
 
 Time of test, 2 J hours. 
 
 Elongation c. to c. of eyes, 13. 66" = 4. 6 %. 
 
 “ of eyes: A .44", B .42". 
 
 “ “ 10" sections: .35", .37", .41", .46", .46", .50", .51", .50", .50", .30“, 
 
 .50", .50", .50", .48", .4S", .50", .49", .49", -49", .49", .49", -49“, 48", .47", -43", 
 .40", .38", .38". 
 
 Broke across head B. 
 
 Appearance ol fracture: granular, radiating from pin-hole; open, porous appearance. At 
 the outside of the head one fracture had silvery appearance about . 15" deep. 
 
 No. of Test, 1887. 
 
 Sectional area, - - - - - - . . 7.42 sq. in. 
 
 Gauged length, ------- 2 6o" 
 
 Stem has short sharp kinks in it. 
 
 Time of test, hours. 
 
 Elongation c. to c. of eyes, 14.59" = 4 -9 %• 
 
 “ of eyes : A about .40", B .38". 
 
 “ “ 10" sections: .39", .31", .40". .54", .51", -57", .57", .58", .58", .58", 
 
 •57". -57", -56", -57", -57", -52". -48", .48", .49". -55". -49". -49"- -49"- -45". -43", 
 ■38", -35", -33"- 
 Broke across head A. 
 
 Appearance granular, radiating from pin-hole. 
 
 Second Test —After 22 hours’ rest. 
 
 End A secured in holder jaws. 
 
 “ B “ by pin. 
 
 Ultimate strength, 465,500 lbs. = 62,736 lbs. per sq. in. 
 
 Elongation of eye B (total), . 50". 
 
 “ “ 10" sections: .44", .38", .50”. -7°", -73"*. -74", -75". -72". -75". -75"- 
 
 •75", -76". -74", 80", .76", .71", .63", .63", .65", .72", .63", .64". .63", .60", .58". 
 .49", .44", .41". 
 
 Area at fracture, 6.39" x 1.08" = 6.9 sq. in. 
 
 Contraction of area, 7 %. 
 
 Elongation of original gauged length, 17.25" = 6.4%. 
 
 Fractured 62" (rom center of eye A. 
 
 Granular appearance, radiating from center. 
 
 Rapid stretching of stem began at 445,000 lbs. tension. 
 
 April 24, 1882. 
 
 
 No. of Test, 1930. 
 
 
 
 [.Annealed Bar .] 
 
 
 Sectional area, 
 
 
 10.69 sq. in. 
 
 Gauged length, 
 
 
 - - 260" 
 
 Bar not straight from end t. 
 
 0 end; about .42" deflection a 
 
 t middle, perpendicular to plane 
 
 
40 
 
 APPENDIX 
 
 K —Continued 
 
 Loads applied 
 
 Square Inch 
 
 Eons,,,'.. 
 
 Set 
 
 Remarks 
 
 10-fi , 0 
 
 1,000 
 
 
 
 
 5,000 
 
 •0375" 
 
 
 
 10,000 
 
 .0825" 
 
 
 
 1,000 
 
 
 .0029 
 
 
 160,350 
 
 15,000 
 
 
 
 
 
 
 •‘555 
 
 
 
 213,800 
 
 20,000 
 
 • 1 73 1 
 
 
 
 
 1,000 
 
 
 .0050" 
 
 
 227,000 
 
 
 .1850" 
 
 
 
 237,000 
 
 
 ■ 1930" 
 
 
 
 
 
 . 2011 
 
 
 
 
 
 .2096 
 
 
 
 
 25,000 
 
 .2180" 
 
 
 
 
 1,000 
 
 
 .0065" 
 
 
 280,000 
 
 
 .2290" 
 
 
 
 
 
 • z 375 
 
 
 
 300,000 
 
 
 .2460 
 
 
 
 
 
 .2540" 
 
 
 
 
 30,000 
 
 .2632 
 
 
 
 
 
 
 .00S0' 
 
 
 324,000 
 
 
 . 2665" 
 
 
 
 
 
 • 2707' 
 
 
 
 334.000 
 
 
 .2748 
 
 
 
 339,000 
 
 
 .2790 
 
 
 
 344,ooo 
 
 
 .2832 
 
 
 
 349.000 
 
 
 
 
 
 354,ooo 
 
 
 .2922 
 
 .2965 
 
 .3006" 
 
 
 
 364,000 
 
 34,050 
 
 
 Elastic limit. 
 
 
 
 3.600" 
 
 
 Load sustained 25 minutes. 
 
 374,150 
 
 35,ooo 
 
 3 • 7°" 
 
 
 “ “ 5 “ 
 
 384,840 
 
 36,000 
 
 4.08" 
 
 
 “ “ 5 “ 
 
 395,530 
 
 37,000 
 
 4.72 
 
 
 “ “ 5 “ 
 
 406,220 
 
 38,000 
 
 5- 2 5' 
 
 
 “ “ 4 “ 
 
 416,910 
 
 
 5-75' 
 
 
 “ ” 5 
 
 427.600 
 
 
 6.36' 
 
 
 “ “ 5 
 
 
 
 abt. 21.00" 
 
 
 
 
 
 
 
 Rested 1 2 minutes. 
 
 630,000 
 
 
 
 
 
 
 
 
 
 Rested 5 minutes. 
 
 638,800 
 
 
 
 
 Ultimate strength. 
 
 
 
 
 
 Load at time of fracture. 
 
 
 0 
 
 45.8” 
 
 
 17-6 %■ 
 
 Elongation c. to c. of eyes, 49.56" = 16.5 %. 
 
 “ of eyes: A .66", B .92". 
 
 “ “ 10" sections: .83", 1.10", ‘ 1.30", 1.71", 2.24", 3.70"*, 1.90", 2.01", 
 
 1.64", 1.43", 1.41", 1.46", 1.50", 1.51", 1 .70", 1.62", 1.62", 1.64", 1.74", 1 - So", 2.04", 
 1.64", 1.58", 2.34", 2.31", 1.50", 1.50". 119"- 
 Area at fracture, 5.00" x 1.14” = 5-70 sq. in. 
 
 Contraction of area, 46.7 %. ■ 
 
 Broke in stem 70" from c. of eye A, 
 
 Fracture silky, laminated at sides. 
 
 Time of test, 3 hours. 
 
 May 3, 1882. 
 
 No. of Test, 1945. 
 
 Sectional area, - - - - - - - - - 9.08 sq. in. 
 
 Gauged length, -------- 260" 
 
 Short kinks in stem near 
 
 Loads applied 
 
 Square'inch 
 
 Elongation 
 
 - Set 
 
 
 9,080 
 
 1,000 
 
 
 
 
 45,400 
 
 5.000 
 
 ■0535 
 
 
 
 90,800 
 
 10,000 
 
 
 
 
 
 1,000 
 
 
 .0060' 
 
 
 
 
 -'43'" 
 
 
 
 163,440 
 
 18,000 
 
 .1696" 
 
 
 
 
 an non 
 
 . 1S64 
 
 
 
 
 i non 
 
 
 .0065" 
 
 
 187,000 
 
 
 . 1920" 
 
 
 
 197,000 
 
 
 .2010 
 
 
 
 207,000 
 
 
 .2100" 
 
 
 
 217,000 
 
 
 . 2200 
 
 
 
 227:000 
 
 
 -2292 
 
 
 
 
 1,000 
 
 
 .0070" 
 
 
 237,000 
 
 
 -2395" 
 
 
 
 247,000 
 
 
 . 25OO 
 
 
 
 
 
 •2.595 
 
 
 
 267,000 
 
 
 .2698 ' 
 
 
 
 272,400 
 
 30.000 
 
 .2756 
 
 
 
 
 1,000 
 
 
 .0104 
 
 
 
 
 . 2800" 
 
 
 
 280,000 
 
 
 .2840" 
 
 
 
 282,000 
 
 
 .2862" 
 
 
 
 284,000 
 
 
 .2885" 
 
 
 
 286,000 
 
 
 
 
 
 288,000 
 
 
 
 
 
 
 
 . 2960 
 
 
 
 292,000 
 
 
 .2980' 
 
 
 
 294,000 
 
 
 .3000" 
 
 
 
 296,000 
 
 
 .3022" 
 
 
 
 298,000 
 
 
 .3050" 
 
 
 
 300,000 
 
 
 -3075" 
 
 
 
 302,000 
 
 
 .310°" 
 
 
 
 304,000 
 
 
 .3122 
 
 
 
 306,000 
 
 
 •3*48' 
 
 
 
 308,000 
 
 
 .3172" 
 
 
 
 310,000 
 
 
 •3197' 
 
 
 
 L/nnn 
 
 
 
 
 
 
 
 .3280" 
 
 
 
 
 
 - 33 1 
 
 
 
 320,000 
 
 
 •3340_ 
 
 
 
 322,000 
 
 
 •3370 
 
 
 
 
 
 
 
 
 3 26,000 
 
 35-900 
 
 -3435" 
 
 
 Elastic limit. 
 
 330,000 
 
 
 
 
 
 ^ 7 nnn 
 
 
 
 
 Still yielding under this load. 
 
 
 1.000 
 
 
 .0404" 
 
 Rested iL hours. 
 
 
 1,000 
 
 
 •0385" 
 
 
 
 
 ■3740" 
 
 
 
 
 
 
 
 
 
 
 .4560" 
 
 
 
 345-040 
 
 38,000 
 
 .58" 
 
 
 
 
 
 .66" 
 
 
 
 
 40,000 
 
 
 
 Load sustained 5 minutes. 
 
 468,000 
 
 
 
 
 Slight snapping sound. 
 
 
 61,410 
 
 
 
 Ultimate strength. 
 
 0 
 
 0 
 
 18.00" 
 
 
 6.9%. 
 
 Elongation of 10" sections: .50", .62", .68", .78", .80", .77", -75"*’ -7 2 ”, •7 2 "> -7 2 "• 
 .71", .71", .71", .72", .71", .71", .69", .70", .70", .70", .70", .68", .69", .63", .61", 
 •63", .64", .55"- 
 
 Elongation c. to a of eyes, 20.57" = 6.S %. 
 
 “ of eyes: A .28", B .52". 
 
 Area at fracture, 6.35" X 1.33" = 8.44 sq. in. 
 
 Contraction of area, 7 %. 
 
 Broke 84" from c. of eye A square across stem. 
 
 Appearance: granular, radiating from center. 
 
 Snapping sounds first heard at 46S,ooo lbs., were repeated at 520,000 lbs. 
 Time of test, 2^ hours. 
 
 No. of Test, 1946. 
 
 Sectional area, - - - - - - * ' 9.11 sq. in. 
 
 Gauged length, ------- 260 
 
 Pin-holes bored central with stem. 
 
 Loads applied 
 
 Square'inch 
 
 Elongation 
 
 Set 
 
 Remarks 
 
 9,110 
 
 45,550 
 
 5,000 
 
 .0380" 
 
 
 
 91,100 
 
 10,000 
 
 •o 835" 
 
 
 
 
 1,000 
 
 
 
 
 136,650 
 
 15,000 
 
 .1288" 
 
 
 
 163,980 
 
 iS.ooo 
 
 ■'555 
 
 
 
 
 20,000 
 
 .1732" 
 
 
 
 
 1,000 
 
 
 
 
 187,000 
 
 
 .1790" 
 
 
 
 
 
 
 
 
 
 
 ..9S0" 
 
 
 
 217,000 
 
 
 . 2082 
 
 
 
 227,750 
 
 25,000 
 
 •2190" 
 
 
 
 
 1,000 
 
 
 .0041 ' 
 
 
 237,000 
 
 
 .2295 
 
 
 
 247,000 
 
 
 .2400" 
 
 
 
 257,000 
 
 
 .2500" 
 
 
 
 267,000 
 
 
 .2612" 
 
 
 
 273,300 
 
 30,000 
 
 .2685" 
 
 
 
 
 1,000 
 
 
 .0097" 
 
 
 
 
 
 
 
 280,000 
 
 
 .2762' 
 
 
 
 285,000 
 
 
 
 
 
 290,000 
 
 
 .2875" 
 
 
 
 295,000 
 
 
 .2965" 
 
 
 
 300,000 
 
 
 -3030" 
 
 
 
 305,000 
 
 
 .3100" 
 
 
 
 
 
 
 
 
 315,000 
 
 34,580 
 
 .3290" 
 
 
 Elastic limit. 
 
 318,850 
 
 35,000 
 
 •3970" 
 
 
 
 
 
 
 ■0937' 
 
 
 327,960 
 
 36,000 
 
 ■45" 
 
 
 
 
 37,000 
 
 
 
 
 346,180 
 
 38,000 
 
 3-53" 
 
 
 
 364,400 
 
 40,000 
 
 4.70 
 
 
 
 5 O 
 
 , 0 
 
 
 
 Rested 5 minutes. 
 
 564,900 
 
 62,010 
 
 
 
 Ultimate strength. 
 
 0 
 
 
 29,30" 
 
 
 1 1 ■ 3 %• 
 
 Elongation of 10" sections: 1 .39", 1.64", 1.28", 1.10", 1.28", 1.15", 1.09", 1.20"*, 
 1.20", 1. 21", 1.20", 1.23", 1.22", 1.22", 1.28", 1. 19", 1. 19", 1.20", 1.13", 1.11", 1.07", 
 1.05', .91", .95", .81", .71", .65", .57". 
 
 Elongation c. to c. of eyes, 33.76"= 11.3 %. 
 
 “ of eyes: A .80", B .54". 
 
 Area at fracture, 6.24" x 1 ■ 29" = 8.05 sq. in. 
 
 Contraction of area, 11.6%. 
 
 Broke 96" from c. of eye A, square across stem. 
 
 Appearance: granular, radiating from center. 
 
 Time of test, hours. 
 
 head A. 
 
APPENDIX K— Continued 
 
 41 
 
 No. of Test, 2534. 
 
 Bar stamped “ 
 Sectional area, 
 Gauged length, 
 
 Kloman Patent Process," 
 
 S.9tsq. in. 
 
 Loads applied 
 
 Square Inch 
 
 Elongation 
 
 Set 
 
 Remarks 
 
 S,9io 
 
 1,000 
 
 o 
 
 
 
 
 5,000 
 
 
 
 
 89,100 
 
 10,000 
 
 .0873" 
 
 
 
 
 1,000 
 
 
 
 
 
 
 
 
 
 
 18,000 
 
 .1588" 
 
 
 
 178,200 
 
 20,000 
 
 .1770” 
 
 
 
 
 1,000 
 
 
 .0039 
 
 
 222,750 
 
 25,000 
 
 
 
 
 
 
 
 .0040" 
 
 
 227,000 
 
 
 .2259' 
 
 
 
 231,000 
 
 
 
 
 
 235,00° 
 
 
 •2335" 
 
 
 
 239,000 
 
 
 - 2 37l' 
 
 
 
 243.000 
 
 
 .2415 
 
 
 
 247,000 
 
 
 
 
 
 251,000 
 
 
 .2496 
 
 
 
 
 
 .2540 
 
 
 
 
 
 . 2580 
 
 
 
 
 
 
 
 
 267,300 
 
 
 .2665" 
 
 
 
 
 
 
 .0064" 
 
 
 270,000 
 
 
 2699" 
 
 
 
 
 
 .271S 
 
 
 
 274,000 
 
 
 .2738" 
 
 
 
 
 
 • 2759 ' 
 
 
 
 278,000 
 
 
 .27S0" 
 
 
 
 280,000 
 
 
 .2800" 
 
 
 
 282,000 
 
 
 .2824" 
 
 
 
 284,000 
 
 
 .2848" 
 
 
 
 286,000 
 
 
 
 
 
 288,000 
 
 
 .2890" 
 
 
 
 290,000 
 
 
 .2915 
 
 
 
 292,000 
 
 
 .2940 
 
 
 
 294,000 
 
 
 .2960" 
 
 
 
 296.000 
 
 
 .2985" 
 
 
 
 298,000 
 
 
 •3 OI °" 
 
 
 
 300,000 
 
 
 -3°33, 
 
 
 
 302,000 
 
 
 .3060 
 
 
 
 304,000 
 
 
 • 3090" 
 
 
 
 306,000 
 
 
 .3110" 
 
 
 
 308,000 
 
 
 3135 
 
 
 
 
 
 - 3 1 61 
 
 
 
 312,000 
 
 
 • 3I9 °» 
 
 
 
 314,000 
 
 
 .3220 
 
 
 
 
 
 3250 
 
 
 
 
 .3280 
 
 
 320,000 
 
 35,9 10 
 
 - 33 1 5 
 
 Elastic limit. 
 
 322,000 
 
 
 ■3355 
 
 
 
 
 
 •3720 
 
 
 
 329,670 
 
 
 •38t5 
 
 
 
 
 -3904 
 
 
 
 '338,580 
 
 38,000 
 
 .414' 
 
 
 
 356,400 
 
 40,000 
 
 .67" 
 
 
 
 
 
 
 
 
 
 0 
 
 
 
 Rested 5 minutes. 
 
 
 
 
 
 Ultimate strength. 
 
 
 
 
 
 Load at time of fracture. 
 
 O 
 
 0 
 
 28.87" 
 
 
 11 ■ 1 %• 
 
 Elongation c. to c. of eyes : 31.60" =10.5 %. 
 
 “ of eyes : A . 61", B .60". 
 
 “ “ 10" sections: .77". .97", 1.17", 2.65" (at fracture), .80", 1.07", 1.24", 
 
 1.34", 1.24", 1.21", 1.30", 1.30", 1.28", I.20", 1-15"., 1.14", 117“. ' I?’'. 102", 
 
 .72", .78", .82", .74", .S5", .81", .70", .59". 
 
 Area at fracture, 5.50" X 1 .07" = 5. 885 sq in. 
 
 Contraction of area, 33.9 %. 
 
 Broke 50" from c. ot eye A. Appearance granular, sides 50% radiating from center of 
 bar, square break ; center silky 50 %, oblique fracture. 
 
 No. of Test, 2535. 
 
 Sectional area, - - - - - - - - 9.16 sq. in. 
 
 Gauged length, ------- - 260" 
 
 Loads applied 
 
 Lbs. per 
 
 Elongation 
 
 s « 
 
 Remarks 
 
 
 1,000 
 
 o 
 
 
 
 45,800 
 
 
 .0360" 
 
 
 
 91,600 
 
 
 .0816" 
 
 
 
 
 
 
 
 
 
 15,000 
 
 .I26S" 
 
 
 
 164,880 
 
 
 
 
 
 .83,200 
 
 Z °-°^ 
 
 • '715 
 
 
 
 229,000 
 
 25^000 
 
 .2162" 
 
 
 
 
 
 
 
 
 234,000 
 
 
 .2212 
 
 
 
 
 
 
 
 
 
 
 
 
 
 264,000 
 
 
 .2505" 
 
 
 
 274,000 
 
 30,000 
 
 . 2614 
 
 
 
 
 
 
 
 
 276,000 
 
 
 .2632" 
 
 
 
 
 
 • 2654 
 
 
 
 280,000 
 
 
 .2676 ' 
 
 
 
 282,000 
 
 
 .2697' 
 
 
 
 2S4,000 
 
 
 .2717 
 
 
 
 286,000 
 
 
 .2740 
 
 
 
 288,000 
 
 
 . 2760 
 
 
 
 290,000 
 
 
 ■*lK 
 
 
 
 
 
 . 2805 
 
 
 
 294,000 
 
 
 .2830" 
 
 
 
 296,000 
 
 
 .2850" 
 
 
 
 
 
 .2872" 
 
 
 
 
 
 .2S94" 
 
 
 
 302,000 
 
 
 .2919 
 
 
 
 304,000 
 
 
 .2940 
 
 
 
 306,000 
 
 
 .2962' 
 
 
 
 308,000 
 
 
 . 2988 
 
 
 
 
 
 .3010" 
 
 
 
 
 
 .3040" 
 
 
 
 314,000 
 
 
 .3065" 
 
 
 
 316,000 
 
 
 .3090' 
 
 
 
 318,000 
 
 
 
 
 
 320000 
 
 
 .3160" 
 
 
 
 322,000 
 
 
 .3200" 
 
 
 
 
 
 
 
 
 
 35,59° 
 
 .3287" 
 
 
 Elastic limit. 
 
 328,000 
 
 
 •3344" 
 
 
 
 
 
 ■345 z ' 
 
 
 
 
 
 .3607' 
 
 
 
 338,920 
 
 37,°°° 
 
 •395°" 
 
 
 
 348,080 
 
 
 2.05 
 
 
 
 366,400 
 
 40,000 
 
 2.94' 
 
 
 
 ■;7s.ooo 
 
 
 
 
 
 
 0 
 
 
 
 Rested 5 minutes.* 
 
 604,800 
 
 66,030 
 
 
 
 Ultimate strength. 
 
 0 
 
 ° 
 
 3°-35 
 
 
 n-7%- 
 
 Elongation c. to c. of eyes, 32.68"= 10.9%. 
 
 “ of eyes: A .58", B .40". 
 
 “ “ 10" sections: .65", .76", .54", -5 6 " -74". -87", 1.14". 1.12", 1.20", 
 
 1.25", 1.29", 1.32", 1.36", 1.14", 1.65", r.72", 1.72", 1.97" (at fracture), 1,62", 1.65", 
 1 .61", 1.28", .79", .91", .87", .62", .70", .56". 
 
 Area at fracture, 6" x 1.22" =7 .3 2 sq. in. 
 
 Contraction of area, 20.1 %. 
 
 Broke 128" from center of eye B. 
 
 Appearance of fracture, granular, radiating from center; at center of fracture were found 
 several smail round spots, the largest of which was about diameter; these spots had a fine 
 granular appearance, bordering on a silky appearance. 
 
 August 29, 1882. 
 
 No. of Test, 26o5. 
 
 {Annealed Bar.] 
 
 Sectional area, - - - - - - - - 10.64 sq. in. 
 
 Gauged length, ------- 260" 
 
 Loads applied 
 
 Lbs. per 
 Square Inch 
 
 Elongation 
 
 Set 
 
 Remarks 
 
 lnfif 
 
 1 nnn 
 
 Q 
 
 
 
 
 5,000 
 
 .0358" 
 
 
 
 
 10,000 
 
 .0S10" 
 
 
 
 
 1,000 
 
 
 0 
 
 
 159,600 
 
 15,000 
 
 .1260" 
 
 
 
 191,520 
 
 18,000 
 
 .1528' 
 
 
 
 2 1 2,800 
 
 
 . 1702' 
 
 
 
 
 
 
 .0015 ' 
 
 
 226,000 
 
 
 ..8.5" 
 
 
 
 236,000 
 
 
 
 
 
 246,000 
 
 
 . 1982 
 
 
 
 
 
 .2068" 
 
 
 
 266,000 
 
 25,000 
 
 .2150" 
 
 R" 
 
 
 279,000 
 
 
 .2260" 
 
 
 
 289,000 
 
 
 -2344 ' 
 
 
 
 299,000 
 
 
 ■ 2430" 
 
 
 
 309,000 
 
 
 .2515' 
 
 
 
 319,200 
 
 30,000 
 
 .2603 ' 
 
 
 
 
 
 
 .0044 
 
 
 
 
 .2647'' 
 
 
 
 329,000 
 
 
 .2694 ' 
 
 
 
 334,°°° 
 
 
 .2740" 
 
 
 
 
 
 .2790 
 
 
 
 
 
 .2834" 
 
 
 
 
 
 .2883" 
 
 
 
 
 
 .2936 
 
 
 
 359,000 
 
 
 .2985 
 
 
 
 364,000 
 
 
 •3040 
 
 
 
 
 
 • 3090'' 
 
 
 
 374,000 
 
 35,150 
 
 .3147" 
 
 
 Elastic limit. 
 
 379,000 
 
 
 .3210 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 3 S,ooo 
 
 3.60" 
 
 
 
 
 
 
 
 Ultimate strength. 
 
 
 0 
 
 9-47 
 
 
 3-6%. 
 
42 
 
 Elongation c. to c. of eyes, 10.49" = 3 • 5 %■ 
 
 “ of 10' sections: .28", .34", .29". -3 2 "> ■ 35'% -35". -34". -35". -3 8 " -3 6 "- 
 38", .36", .39", .41", .40", .40", .40", .39", .39", .40", .40", .40", .39", .39", .33", 
 32", -33"- - 2 9" 
 
 Elongation of eyes: A .30'', B about .30". 
 
 Broke across head B. 
 
 Appearance, granular, radiating from pin-hole. 
 
 Outside edge of fracture has hard appearance. 
 
 September 13, 1882. 
 
 Supplementary Test of No. 26 o 5. 
 
 End A secured by its pin through eye. 
 
 End B secured in jaws of holder between flat friction plates. 
 
 APPENDIX K— Continued 
 
 53,570 Stretching began. 
 
 55,450 Rapid stretching began. 
 
 58,220 -Slipped in jaws of holder ti", accompanied by report loud a 
 when bars of this size fracture. 
 
 Load on bar after slipping took place. 
 
 REMARKS 
 
 Two sheets of emery cloth No. 90 placed above and below eye-bar, also two sheets between 
 each flat plate. The slipping occurred between the sheets of cloth used next the eye-bar. 
 Co-efficient of friction at time of slipping, .309. 
 
 Toad, 27,000 lbs. per square inch on friction surfaces. 
 
 Total elongation of eye A, . 50". 
 “ “ “ 10" sections: 
 
 .58". .56", .55", .59", .59", 
 
 .50", .47", .49”. o'". -5 1 ". • 5 1 "> -5 s ". -59"- -59". 
 5 8 ", -57". -5°". -5°". -50". -4i". 
 
43 
 
 APPENDIX L 
 
 ANALYSES OF BARS TESTED AT WATERTOWN 
 
44 
 
 APPENDIX M 
 
 REPORT OF TESTING COMMITTEE 
 
 Bismarck, Dakota, Oct. 21, 1882. 
 
 To Geo. S. Morison, Esq., 
 
 Chief Engineer, Bismarck Bridge. 
 
 Dear Sir : 
 
 Having been present as a committee to witness the testing of the Bismarck Bridge, we sub¬ 
 join the following 
 
 REPORT 
 
 The Bismarck Bridge, across the Missouri at this place, is a single track bridge, and affords 
 a passage for the traffic of the N. P. R. R. across that river. 
 
 It consists of three through spans and two deck spans, in the following order: 
 
 Beginning near the foot of the bluff, on the east side of the river, the first span is an in¬ 
 verted bowstring 113 feet long. 
 
 The second, third and fourth spans are of the Pratt truss principle, each 400 feet long and 
 50 feet deep, center to center of pins. The fifth span is of the same dimensions as the first. 
 For the remaining distance across the flat land, the rails are temporarily carried on wooden 
 trestle-work. The work of filling in around this trestle to form a permanent embankment 
 approach is now in progress. 
 
 The material in each main span consists of 348,797 lbs. of steel, 600,950 lbs. of wrought 
 iron, 25,777 lbs. of cast iron, distributed as follows: 
 
 Upper chords, end posts (all but three panels at each end of the lower chords), and all the 
 pins are of steel. The bed-plates on the piers are of cast iron. The remaining portions are 
 of wrought iron. 
 
 The following tables give the sections of the various members of the main spans. [See 
 Plate 19.] 
 
 METHOD OF THE TEST 
 
 The load used in testing the spans consisted of eight Mogul locomotives, with their tenders, 
 coupled together. 
 
 The weight of each, in the order in which they came upon the bridge, was as follows: 
 
 «- 
 
 Manufacturer’s Name 
 
 No. 
 
 Weight of Engine 
 
 Weight of Tender 
 
 Total Weight 
 
 ISt 
 
 Baldwin 
 
 1 '3 
 
 82,600 
 
 59.400 
 
 rwi 
 
 2d 
 
 
 108 
 
 83,800 
 
 58,500 
 
 142,300 
 
 3d 
 
 
 106 
 
 
 60,800 
 
 142,900 
 
 4lh 
 
 
 79 
 
 83. IOO 
 
 62,000 
 
 
 5 th 
 
 
 102 
 
 81,900 
 
 43.100 
 
 
 6th 
 
 “ 
 
 104 
 
 81,900 
 
 37.400 
 
 
 7th 
 
 “ 
 
 105 
 
 81,900 
 
 48,000 
 
 I29.9OO 
 
 8 th 
 
 
 '34 
 
 81,900 
 
 49,000 
 
 130,900 
 
 Aggregate weight of eight engines, 1,077,400 lbs. 
 
 As the above train of engines covered a distance of over 400 feet, probably the actual load 
 on each span was not more than 1,050,000 lbs., which, if uniformly distributed, would give an 
 intensity for live load of ~’ °^ ) ° Q ° = 2,625 lbs. = 1.3125 tons per foot run. 
 
 The deflections were accurately determined (by means of leveling instruments) at each post 
 of each truss, and the elongations of the lower chords noted carefully, with the results shown in 
 the following diagrams. [See Plate 25.] 
 
 While the live load was on, the camber was not all taken out, and when the load was re¬ 
 moved the spans regained their original camber and the lower chords their former length. 
 
 The engines passed on from the west end at 10.45 A - M -, and the above test lasted about 
 fifty minutes. At 11.50 a. m. the train of engines started from the east side, and ran over the 
 bridge at the rate of about ten miles per hour. 
 
 In conclusion, we take pleasure in stating that, in our opinion, the arrangement of the 
 materials and the character of the workmanship in these spans, and the quality of the masonry 
 of piers and abutments, as well as the results of the above tests, are eminently satisfactory. 
 
 Signed, 
 
 L. L. Buck, 
 
 J. B. Clough, 
 Fredk. W. Gilbert, 
 F. N. Finney, 
 
 A. J. Merritt, 
 
 Wm. Watson. 
 
Plate 1 
 
 NORTHERN PACIFIC RAIL ROAD. 
 
 BISMARCK BRIDGE. 
 
 Elevation. 
 
 PROFILE 
 
 Pi ^ 
 
Plate 2. 
 
 JL. ■■ 
 
 Aug. 1883 . 
 
 NORTHERN PACIFIC RAILROAD . 
 BISMARCK BRIDGE. 
 
 
 Maps showing position op Sand 
 
 baps and Channel 
 
Plate 4 
 
yh. 
 
oi: y/7. 
 
Plate 7. 
 
 Photo*lith-by Robert A.Welcke 178 William51 N.Y 
 
 
Longitudinal Elevation. 
 
 E nd Eievation. 
 
 NORTHERN PACIFIC RAIL ROAD. 
 
 BISMARCK BRIDGE. 
 
 Fast Abutment and Foundation Jbr Trestle Bent. 
 
 SCALE 
 
 W-H- H"! — - T T — "— 
 
 EAST ABUTMENT. 
 
 Plate 9. 
 
 FOUND A TION for TRESTLE BENT. 
 
 
 
 Photo-lith.by Robert A-Welcke, 178 William St N.Y, 
 
Plate 10. 
 
 
 Soutr/r 
 
 -Bolllctt n 
 
 
 Find Elevation. 
 
 nt‘f iS r 1 r// l< /,. 
 
 ludinal Elevalii 
 
 BISMARCK B RID CL 
 
 FO UN DA T10 N OF PIER II. 
 
 SCALE 
 
 dndinal Section 
 
 Shouiin 
 
 ■ ft l aw ore 
 
 lowinf f> 
 
 Pholo-litK by Robtrt A W'Jcko j/3VVillianSt.N V. 
 
Plate 11. 
 
 Longitudinal Elevation 
 
 End Elevation 
 
 Sec>ion on C~l). 
 
 noB th^ pacific 
 
 BISMARCK BRIDGE 
 
 CAISSON FOR PIER IP. 
 
 £~y^ o aS 
 
 Pholo-Mh.by RoberlA.Welcke 178 William SI.N Y. 
 
Peer I. 
 
 Plate 12. 
 
 Pholo-lith byRobertA Welcke 178 Will 1am SI N V. 
 
Plate 13 
 
 NOB THE BBT PACIFIC BAILB OAD , 
 
 BISMARCK BRID GE. 
 
 DIAGRAM SHOWING RATE OF PROGRESS IN SINKING CAISSONS . 
 
 ^£.0 
 
 Photo-lith.by Robert A.Welcke. 178 William St N.Y. 
 
Sect 
 
 on D-E 
 
 Plate 14. 
 
 *TH^ PAC1F,CR ^« 0 ^ 
 
 BISMARCK BRIDGE 
 
 ȣ,. J. 
 
 <£.*- ■, Jy*- 
 
 Hopper on Supply Shaft 
 
 ^ polij 
 
 Section of 
 Supply Shaft. 
 
 Photo-lith.b/ Robert A.Welcke.178 William St NX 
 
 of Supoly S kaf I. 
 
Plate 15. 
 
 PAC,FIC 
 
 B ISM A RCK B RID QE 
 
 MACHINERY BARGE 
 
 S MS- 
 
 Pholo-lith-by Robert A.WsIcke 178 William St NY 
 
 End Elevation 
 
 L o ncji tad in at Etc uatidn 
 
 Plan 
 
Plate 18. 
 
 • Iith.ly RobertA.WeIcIre,I?S William St-N Y. 
 
Plate 20 
 
 End Elevation 
 Sliding End 
 
 [ o '\ 6 \ 
 10: ;0 • 
 io' :uj 
 :o | ■y. 
 
 S :;oi 
 -< ' ;0; 
 •ojiiyj 
 
 .a Q: 
 
 Scaler. 
 
 1. a. 3FEET 
 
 NORTHERN PACIFIC RAILROAD. 
 
 BISMARCK BRIDGE. 
 
 1. Web - PLATE- 39 Vs " 
 4 Aisles 3//*5* •/■>." 
 
 Details OP 4ooft Span 
 
 IWebplatIe 30 r * y &" 
 4ANGLES |3V*5V "hb’ 
 
 2^8*dmt 
 
 Side Elevation 
 FixedEnd Sliding End 
 
 Panel Point □ 
 
Plate 21. 
 
 /he 
 
 
 Panel Point, II. 
 
 PKnel Point, I. 
 
 NORTHERN PACIFIC RAILROAD. 
 
 BISMARCK BRIDGE. 
 
 Details OF 1 4oo pt bPAi: 
 
 
 5 pin 
 
 1WEBPLATE 39* V 
 4ANGLES 3'A-xSl/A" 
 lZjtHixHo 
 
 D l'oIc,-liIi' by Robert A.WetcIte 173 Wi 
 
Plate 2 2. 
 
 NORTHERN PACIFIC RAILROAD. „ - A 
 
 BISMARCK BRIDGE. A., ,. -a. a 
 
 Details □ 3* 400 ft Span. 
 
 B^nel, Point ED. B^jmel Point IV 
 
 2 V pin 
 
 1 1 %drat. 
 
 W 1 /i'dml 
 fe-8“CHANNELS 
 A. 4oiS? EYD. 
 
 jV lk dml 
 
 (©Wj n 
 
 
 2-7'CHANNELS a 3S%S?P.YD. 
 
 ! s a' pin 
 
 lVVpin 
 
 SCALE. 
 
 
 j 
 
 } 2'ctmt 
 
 Z/e'clmt 
 
 jb 0 Q 0 0 0 0 q;G-Q 7 i 5 aQ; 
 
 00 o~o”o"o - o‘' 
 
 
 °a( 
 : ; 
 
 © 0 | c 
 0 0 
 
 \ 0 
 
 0 c 0 
 
 G O 
 
 O G 
 
 O G 
 
 O G 
 
 O O 
 
 w.o_o_o.o 000 
 
 0 '»-Q,Q 
 
 ©T9 © © 9 o 0 
 
 O O ~ O O G O al.g'.T Q.N O O' O' s' O' C - -j - -j I 
 
 
 9 
 
 3 
 
 3 (Tj|) 
 
 'goo 
 
 
 lAAA~a..° a a si 
 
 TA 9 0. 
 
 0. -s) . 0 o.o. 0001 
 
 
 
 ; 
 
 0 
 
 
 p 
 
 0 
 
 1 
 
 0 
 
 
 o 1 
 
 
 b 
 
 
 o' 
 
 !] 
 
 b 
 
 
 0“ 
 
 
 0 
 
 
 Q 
 
 
 0 
 
 
 O 
 
 
 b 
 
 r 
 
 ~6 
 
 |T 
 
 0 
 
 
 o' 
 
 
 b 
 
 
 0 
 
 ij 
 
 > u 
 
 
 
 
 Photo-litb.by RobertA.Welcke,178William St.N.Y. 
 
Plate 23. 
 
 lA pin 
 
 
 i '/tf’dmt 
 
 I 4*dmt 
 
 2-6 CHANNELS 
 | A 40^1? P. YD. 
 
 1 'A-'dmt 
 
 iVtimV 
 
 irewend 2 ^ dint 
 
 sttfswend 1%'dmt 
 
 2-7"CHANNELS A.p'^KYD. 
 
 
 ojj|o 
 
 
 1 i^adtni 
 
 1 ' 4 'dmt 
 
 l 3 4*dmt! 
 
 1 / 2 ’drrit 
 
 - 
 
 O O O O’OOQ O-Q'G f'O OO O O ~ O ~ O “ O 
 
 O O O O 
 
 O 
 
 OOOO 
 
 0 0 
 0 V 0 
 
 G Q Q G G 
 
 O' 
 
 G G G O Q | 
 
 G Q DO 0 .j 5 -< 3 - 0 --.Q 00 0 O ~ G w O ^ 0 “ 
 
 Q O G O 
 
 G 
 
 | G G O O 
 
 °o P 
 
 0 0 0 
 
 ■CO 
 
 000 
 
 0 0 .0 0 0 cj 
 
 ° 1 
 
 0 g 0 0 o a 
 
 ? GO 0 J 
 
 !G-G..@ 0’'0 O 0 G V G 1 
 
 : 
 
 > ill \ x 
 
 > \ 
 
 PAnel Point' V 
 
 NORTHERN PACIFIC- RAILROAD 
 BISMARCK BRIDGE 
 . Details or 4 -oqft Span 
 
 SzL.A'.Mk. 
 
 Cj : 1 
 
 1- 
 
 pANE.T Pi 11 NT VI 
 
 Wwlo-lith.by Robert A.Welcke. 178 William St.N.V. 
 
EKnel. Point VIII. 
 
 ’oint 
 
 1 kid ml 
 
 1 ‘ 4 'dmt . 
 
 ^CHANNELS 
 
 »4oi2?PR:YD 
 
 
 1/Vd.mt. 
 
 screwend 2%'dml 
 
 PR YD 
 
 
 -lith.br Robert A.W«lckeJ»3Wiltnm St MY. 
 
 NORTHERN PACIFIC RAILROAD 
 
 BISMARCK BRIDGE 
 
 Details dp 4ooft Sian 
 
 
Plate 25. 
 
 Vertical Scute 3 /s I''uil 1 Sis 
 
 NORTHERN PAGIFIC RAILROAD 
 
 BISMARCK BRIDGE 
 
 Deflection of Trusses 
 Under Test-Load of 8 Mosul Locomotives 
 ■ Spat i A. 
 
 ■Span B 
 
 Span C 
 
 -- 
 
 
 
 
 
 
 
 North 
 
 Chord ' 
 
 
 
 — 
 
 South 
 
 Chord 
 
 
 J “ER* 
 
 Note, A strong Norik wind during the lost diminished, the accuracy of Che, 
 instrumental work in determining the deftedious qf Ike North, chords. 
 
 Blcke,l78 William St H 
 
Plate 26 
 
 NORTHERN PACIFIC RAILROAD 
 
 BISMARCK BRIDGE 
 
 Assumed Live Load - 400 ft span 
 
 ldQOOO-5QQOO-10QOOO-SQQOO-500D0 ETC: ON SUCCESSIVE PANELPOINTS 
 
 Strain Sheets 
 
 113TT SPAN 
 
 Lateral System 
 
 -113 ft Span 
 
 ER PANEL PER TRUSS 
 OOO ETC. ON SUCCESSIVE 
 
 PanelPoints 
 
 c-jzL, cS. 
 
 6X,or- 
 
 / 
 
 c 
 
 Photo-lilh. by Robe 
 
 iSt.N.Y. 
 
,v