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WAR DEFARTMENT
construction Division of THE ARMY
office of THE constructing ouarterMASTER
ARMY SUFFLY EASE
NORPOLK, VIRGINIA October 1, 1919.
FILE . CR-C
FROM Constructing Quartermaster.
TO . Chief of Construction Division, Washington, D. C.
suBJECT: Completion Report.
1. In compliance with your instructions there is being forwarded
herewith completion report of this project.
2. In submitting same it is desired to express appreciation of the
close co-operation and valued assistance which has been received from your
office, and also of the efficient services as rendered by the Supervising
Engineer's and the General Contractor's organizations, and of the officers
and employees on the Constructing Quartermaster's staff, to whom is due the
credit for the successful completion of this project. *
3. It is also desired at this time to express our appreciation of the
valuable aid and co-operation of the City Administration, the officers of
the Fifth Naval District, the Railway Administration and other Governmental
departments. \\\\l.
Millard A. Butler,
Colonel, Quartermaster Corps,
Constructing Quartermaster.
MAB-LW

Chapter
CONT ENT S.
Paragraph
I. AUTHORIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
II.
III.
IV.
Preliminary Investigation and Reports.
Date of Authority.
Preliminary Options.
Assignment to Duty.
Location.
Area—Public Utilities.
Surface Soil and Underlying Strata.
Natural Conditions and Improvements.
Purchase, Requisition and Condemnation.
Description by Metes and Bounds.
Claims for Damage: (a) Incidental to Construction;
(b) Closing of Established Roads; (c) Disputed
Boundary.
ORGANIZATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Temporary Contractors.
General Contractors.
Sub-Contractors: Cost Plus, Lump Sum and Unit Price.
Contracts Taken Over From City.
Commissioned Personnel.
Civilian Staff. &
Employment Conditions.
Civil Service—Recommendations.
MATERIAL. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Principal Commodities.
Purchase Orders.
Gravel and Crushed Rock.
Storage.
Distribution.
V. LABOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Local Conditions.
Housing.
Sources.
Procurement.
Morale and Efficiency.
Turnover.
Commissary Operations,
UNIVERSITY OF MICHIGAN LIBRARIES
Page
1
19
30
35

I
Chapter
V. LABOR (Continued)
VI.
VII.
VIII.
IX. SANITATION
EQUIPMENT
PLANT PROTECTION
CONTENTS.–Continued.
Local Transportation:
Disputes and Strikes.
Wage Schedules.
Labor Battalions.
Liberty Loans.
Entertainment.
Recommendations.
(a) Change of Street Railway
Gauge and Construction of New Lines; (b) Power
House Breakdowns; (c) Passenger Train and Steamer.
Valuation and Rental Paid.
Principal Items.
Description of Special Plant.
Repairs and Repair Shops.
Motor Transport Corps, Truck and Car Operation.
Recommendations as to Use of Motor Transport Corps
Operation on Contract Work.
* * * * * * * * * * * * s is is a tº sº e º is e º ºr g º º e g º e º e g g g g º &
Charges for Motor Transport Corps Service.
Construction Period Organization.
Alarm System.
Fires.
Temporary Telephones.
Permanent Installation.
ATTITUDE OF LOCAL PEOPLE
Contractors Civilian Police.
Military Guard.
Military Intelligence.
Administration.
Housing.
Bedding.
Latrines.
Waste Disposal.
Stables.
Water Supply.
Concessions.
Mess.
Insurance and Hospital.
Sickness and Accidents.
tº $ tº $ tº g º & © $ º 'º º e g g g g g tº
† ſº º e º ſº tº º ſº e º sº e s ſº tº £ tº $ tº a ſº ſº e º 'º e º sº º
* * * * * * * s & e º e º e º e º e º e º e s s e º a tº e º e º e s e e s e a
Sanitary District—Public Health Service.
Paragraph
26
40
47
48
54
Page
35
58
66
68
7
2
II
CONTENTS.–Continued.
Chapter
X. ROADS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Local Highways.
Their Improvements on Recommendations of Board of
Control.
Temporary Roads.
Permanent Roads—Recommendations.
Overhead Viaduct.
Open Storage.
XI. RAILWAYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Trunk Lines.
Interchange.
Temporary Connections.
Double Tracking of Virginian Railway.
Permanent Tracks and Facilities.
Grading and Ballast.
Temporary Tracks.
Government Owned Track not on Reservation.
XII. WATER SUPPLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sources.
Unification.
Temporary Construction System.
Permanent System—Pumping Station--Storage—Distri-
bution.
Pressure and Fire Protection.
XIII. SEWER SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Change of Original Plans.
Capacity.
Pumping Stations.
Construction Difficulties.
Mains Laid—Recommendations.
XIV. ELECTRICAL SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . .
Virginian Railway and Power Company's Local Plant.
Breakdown in July, 1918, and Pro-rating of Power by the
Board of Control.
Construction of Suffolk-Petersburg Line and Other Gov-
ernment Aid.
Transmission Lines to Base and Local Sub-Station.
Distribution.
Battery Charging and Rotary Converting Stations.
Paragraph
65
69
77
86
92
Page
79
89
95
99
III
CONTENTS.—Continued.
Chaper Paragraph Page
XV. WATER FRONT DEVELOPMENT . . . . . . . . . . . . . . . . . . 98 104
City Pier.
Revision of Plans.
Termination of Contracts Entered Into by City.
Test Piles.
Timber Bulkheads.
Concrete Piles and Concrete Pile Casting Yard.
Concrete Pile Driving.
Timber Piles in Piers.
Piers and Pier Sheds.
Fire Protection, Lighting and Fuel Lines, Water Supply.
Depressed Tracks.
Ship Channels.
Dredging.
Class of Material Encountered and its Action in Fill.
Silting in of Capps Creek.
Fill Extending on the Limits of the American Chain
Company.
Recommendation for Avoiding Accumulations and De-
posits of “Soup.”
Recommendations as to Widening of the Channe Leading
to Main Ship Channel and Improvement of Fender
System Around Piers
Recommendations Regarding Installation of Gantry
Cranes and Other Operating Equipment.
Results of Following City Bulkhead Line and Recommen-
dations that Government Bulkhead Line be Used in
Future Work.
Probability of Erosion on North Side of Pier 2, necessi-
tating Construction of a Breakwater from the JN orth
End of North Quay Wall.
Possibility of Bulkheading Shallow Flats in Hampton
Roads to Form Receptacle for Future Dredging and
Eliminate Heavy Seas.
Recommending Change in Pier Plans.
Necessary Inspection.
YVI. BUILDINGS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 117
Wooden Buildings and Quarters Constructed Prior to
Letting of General Contract.
Buildings for Construction Purposes Built by the General
Contractor.
Barracks and Quarters.
Base Hospital.
Railway Buildings and Structures.
Warehouses.
Second Story Office. w
Battery Charging Room and Rotary Converter Station.
IV
CONTENTS.—Continued.
Chapter Paragraph Page
XVI. BUILDINGS (Continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119 117
Heating Plant.
Fire Station.
Construction Methods.
Settlement of Warehouse Floors.
XVII. MISCELLANEOUS CONSTRUCTION. . . . . . . . . . . . . . . . 130 126
Fencing.
Drainage.
Grading.
XVIII. TRANSFER TO COMMANDING GENERAL, PORT
OF EMBARKATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 128
XIX. PLANT CAPACITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 137
Basis of Design.
Equipment Provided for Permanent Operation.
Operation During Construction.
Commodities on Hand.
XX. AUDITING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 140
Plans.
Appropriation.
Material, General.
Material, Transportation.
Material Orders and Authorizations.
Material Invoices and Vouchers.
Material, Cost Data.
A PPEND IX.
PHOTOGRAPHS, MAPS AND CHARTS.
Photo No.
Vicinity Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.
Perspective. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.
General Lay Out. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.
General Lay Out—East of Maryland Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.
General Lay Out–West of Maryland Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.
Railroad Yards—East of Maryland Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.
Water and Sewer System—East of Maryland Avenue. . . . . . . . . . . . . . . . . . . . . 7.
Water and Sewer System—West of Maryland Avenue. . . . . . . . . . . . . . . . . . . . 8
V
PHOTOGRAPHS, MAPS AND CHARTS.–Continued.
Photo. No.
Electrical Distribution System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.
Fire Alarm System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . s a s s e s e 10.
Bulkheads and Filled Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.
Typical Section and Plan Pier One. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.
Typical Section and Plan Pier Two. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.
Typical Section and Plan—Warehouses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.
General Plan and Elevation Maryland Avenue Viaduct. . . . . . . . . . . . . . . . . . . 15.
Progress Map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.
Graphical Diagram of Progress. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.
Graphical Diagram of Receipt of Materials. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.
Weekly Labor Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.
Organization Chart—Constructing Quartermaster. . . . . . . . . . . . . . . . . . . . . . . . 20.
Supervising Engineer
- Field Auditor
Organization Chart—General Contractor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.
Panoramic View Warehouses and Open Storage. . . . . . . . . . . . . . . . . . . . . . . . . . 22.
Panoramic View Piers One and Two. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23.
Approach to Pier One. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.
Approach to Pier Two. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25.
Concrete Bulkhead. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26.
Typical View Depressed Tracks Between Warehouses. . . . . . . . . . . . . . . . . . . . . 27.
Typical View Roadway Between Warehouses. . . . . . . . . . . . . . . . . . . . . . . . . . . . 28.
Battery Charging Room, Warehouse Four. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29.
Rotary Converter Room, Warehouse Four. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30.
Open Storage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31.
Classification Yard. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32.
Engine House. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33.
Yard Office. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34.
Coal Chute and Cinder Pit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35.
Car Repair and Sand Houses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36.
Main Pumping Station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.
Interior Main Pumping Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38.
Electric Sub-station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39.
Switchboard Sub-station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40.
Oil Station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41.
Warehouse Heating Plant—Hospital Heating Plant. . . . . . . . . . . . . . . . . . . . .. . . 42.
50,000-Gal. Wood Water Tank—200,000-Gal. Steel Water Tank . . . . . . . . . . . 43.
Fire Stations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44.
Incinerator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Concrete Reservoirs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Bakery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Refrigerating Plant. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46.
Bungalow Types. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47.
PHOTOGRAPHS, MAPS AND CHARTS.—Continued.
Photo No.
Viaduct—Maryland Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48.
Laborers' Quarters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49.
Constructing Quartermaster's and General Contractor's Offices. . . . . . . . . . . . . 50.
Bachelor Quarters—Construction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51.
Construction Mess Hall, Post Office and Canteen. . . . . . . . . . . . . . . . . . . . . . . . . 52.
Construction Commissary Warehouse, Time Office and Equipment Office. . . . 53.
Typical 30 x 77 Officers' Quarters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54.
Typical 30 x 91 Officers' Quarters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54.
Division Storehouse. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55.
Post Exchange. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55.
Stables, 29 x 100. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.
Wagon Shed, 29 x 108. . . . . . . . . . . . . . . . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . . 56.
Hospital Garage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.
Typical Mess Hall. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57.
Hospital Administration Building. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.
Hospital Officers' Quarters. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59.
Hospital Isolation Ward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.
Hospital Single Ward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60.
Hospital Store House. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.
Hospital Mess. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61.
Hospital Laboratory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62.
Residence Commanding Officer—(Westbrook House) . . . . . . . . . . . . . . . . . . . . . 63.
Garage and Lodge—(Westbrook House) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64.
Residence—(Barrett House) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65.
Stucco House. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66.
Negro Houses on Reservation at Purchase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67.
Negro Houses on Reservation at Purchase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68.
Negro Houses on Reservation at Purchase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69.
Negro Houses on Reservation at Purchase. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70.
Cost Statements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71.
CHAPTER I.
AUTHORIZATION.
1. Shortly after the entry of the United States into the Great War, the necessity
of additional port terminals became apparent. The War Department and the Council
of National Defence began a series of investigations, with a view of determining what
new construction was necessary in order to keep pace with the shipbuilding and the
Army program, and where this construction should best be located, resulting in the
appointing of a “Depot Board,” with Brigadier General Charles B. Wheeler, Ordnance
Department, as President. This Board, consisting chiefly of military men, to which,
however, several civilians were attached in an advisory capacity, passed upon numer-
ous locations along the whole Atlantic seaboard and the Gulf of Mexico, with a view
of formulating a consistent program of distributing the improvements, so as to take
full advantage of available railway lines and existing deep water harbors.
The Chairman's report of July 14, 1917, recommended that the main terminal
for Hampton Roads District be located in the present location of the Army Supply
Base, options for the site of which, it appears, had been secured by the Chamber of
commerce and the City Administration of Norfolk and tendered to the War De-
partment. On August 4, 1917, in its report, the Board stated that these options had
expired, and recommended a location on the southern branch of the Elizabeth River
between the United States Navy Yard and St. Julien's Creek, which selection was fur-
ther confirmed in its reports of November 2nd and December 3rd, 1917.
2. Brigadier General Grote Hutcheson, Commanding General, Port of Em-
barkation, took an active part in these investigations, and strongly recommended that
the present site be chosen, it being obvious to him that it was not only much more
accessible to shipping, but that the apparent construction difficulties were much
1
less than those to be encountered on the St. Julien Creek site, and it was also suscep-
tible of quicker development. On December 19, 1917, in company with Brigadier
General Henry Jervey, Director of Operations, he made a joint inspection of the two
sites, resulting in the Director of Operations' memorandum to the Chief of Staff of
December 20, 1917, recommending the securing of the present site, then known as the
Bush Bluff location, and the construction of this terminal at an estimated cost of
$16,200,000. This recommendation was approved by Mr. Benedict Crowell, Assistant
Secretary of War, under date of December 21, 1917.
3. During this preliminary period Mr. Barton Myers of Norfolk, took an active
part in local negotiations, it being principally through his instrumentality that the
options on property were secured, and the City, which owned a portion of the necessary
property, was induced to either lease or sell its holdings to the Government.
4. In the meantime the Construction Division, then the Cantonment Division
of the Army, had been making studies of the development of the various sites pro-
posed, and Mr. Alan O. Leach, who had been acting as Supervising Engineer of con-
struction on the Thirteenth National Army Cantonment at Camp Dodge, Iowa, was
sent to Norfolk, arriving there December 21, 1917, for the purpose of making topo-
graphical surveys and outlining a plan of procedure.
The Constructing Quartermaster arrived in Washington on January 3, 1918,
and immediately proceeded to Norfolk in company with Colonel Junkersfeld, a con-
ference being held with General Hutcheson in Newport News on January 5th, and
with Colonel Evan Shelby, and Messrs. Barton Myers, Leach and others in Norfolk
on January 6th.
It was necessary for the Constructing Quartermaster to return to Des Moines
to complete paper work at Camp Dodge. Pending his return, Mr. Leach was instructed
to proceed with the clearing of the ground, laying temporary material tracks, con-
struction of warehouses for cement and other materials, the building of the necessary
2
Office and housing for labor, and the unloading and storing of construction materials
as they should arrive, completing some $80,000 worth of work before the return of the
writer, who arrived at Norfolk on January 19th and assumed duties as Constructing
Quartermaster.
CHAPTER II.
SITE.
ſºme
5. The Norfolk Quartermaster Terminal—later called the Army Supply Base—
is located on the eastern shore of Hampton Roads, immediately north of the mouth
of the Elizabeth River, and six miles from the center of the City of Norfolk. The
Roads and River at this point have a dredged channel 600 feet wide, 35 feet deep,
which channel is now being deepened to 40 feet. Immediately south of the Army
Supply Base the Lafayette River, or Tanners Creek, empties into the Elizabeth River,
and south of this point are the coal and merchandise piers of the Norfolk & Western
Railroad. North of the Army Supply Base are the American Chain Company, the
Standard Oil Company, the property purchased by the City for the construction of
municipal piers in lieu of those started by the City on the Army Base site, the coal
piers of the Virginian Railroad, and the United States Naval Operating Base and
Training Station.
Across the River at Newport News are the terminals of the Chesapeake & Ohio
Railroad, which was not only an important point for the shipping of supplies for over-
seas troops, but also an important point of embarkation.
Adjacent to the Army Supply Base on the east is the main line of the Virginian
Railroad leading to its coal piers. The Norfolk & Portsmouth Belt Line Railroad,
connecting up the eight trunk railroads entering Norfolk and Portsmouth, had run-
ning rights over this portion of the Virginian Railroad.
6. The site of the Base comprises 912.4 acres, of which 524 acres were dry land,
388.4 were riparian rights susceptible of filling, this area being divided into two nearly
equal parts by Maryland Ave., the main thoroughfare leading from Norfolk to the
Naval Operating Base and to the Sewalls Point Ferry, operating to Newport News.
4
On this street there was a double track street car line, on the easterly side of which
was a concrete highway. There was also located on this street two water mains, one
12" in diameter belonging to the Municipal system of the City of Norfolk, and one
8’’ in diameter belonging to the Norfolk County Water Company, a private corpo-
ration. The Virginia Railway & Power Company, operating the street car line, also
had an 11,000 volt transmission line, from which a limited amount of electrical current
was available.
7. The dry land portion of the property consisted of a very nearly level plain
from 12 to 16 feet above mean low tide, with a sand spit extending to the southward
between Tanners Creek and Hampton Roads. The main portion of this plain was cut
up by deep indentations or bayous running from Tanners Creek on the south
and from Boush Creek to the north and east. The surface soil of the entire area, with
the exception of that immediately adjacent to Hampton Roads and the Elizabeth
River, was Norfolk loam, the strip adjacent to the Roads and the spit being Galveston
sand. Underlying the Norfolk loam is a sand and fine gravel deposit from 25 to 35
feet in thickness, this sand in places approaching a quicksand in its nature. This in
turn lies upon a strata 4 or 5 feet thick of mixed sand and clay, under which there is
a heavy deposit of clay and marl. Log of well put down by the American Chain Com-
pany near the Base indicates that this deposit is approximately 85 feet thick, and
that it in turn, lies on other deposits of sands and marls of earlier formation. Bed-
rock is not encountered in this locality excepting at very great depths, having been
found in a Government well put down at Fort Monroe in 1902 at a depth of 2246 feet,
and not being encountered in depths of over 1700 feet in wells at Norfolk City Water
Works and at Lambert's Point, nor at a depth of 1360 feet in well put down by the
American Chain Company adjacent to the Base.
Throughout the entire area the ground water, of which there was a very con-
siderable quantity, was only from 1% to 3 feet from the surface.
5
8. With the exception of small portions of the area west of Maryland Ave.,
which were cleared and cultivated, and about 40 acres east of Maryland Ave., within
the limits of the Country Club golf course, the entire area was covered by a thick
second-growth, with dense underbrush. The bayous or indentations had very little,
if any, water at low tide; the bottoms were of very soft material, extending to from
6 to 28 feet below the surface. These bayous gave excellent opportunity for surface
drainage during construction.
By far the greater portion of the area included in the fillable water rights was
on the Hampton Roads side of the property; test piles indicated a uniformly hard
bottom.
Of the area west of Maryland Ave., 140.1 acres were purchased from the City
of Norfolk. Prior to date of this purchase the City had begun construction of a munici-
pal pier of creosoted timber and steel construction, 163 feet wide and 1840 feet long,
with a steel pier shed 139 feet by 500 feet, this pier extending into Hampton Roads
from a creosoted bulkhead, closely following the line of the present concrete quay.
Contracts had been let for this work, considerable material had been assembled, and
the work was well under way, all of which contracts and obligations were assumed
by the Government when purchasing the property.
Other than the above, excepting several negro shacks and fishermen huts, there
were no permanent improvements on the property purchased, with the exception of
three houses—a small stucco house, now designated as Building 205, located to the
east of Maryland Ave., in the present Barrack Group, valued at about $3,000; a
large brick dwelling house, valued at $25,000, now designated as Building No. 88,
together with its outbuildings, located on a point extending into a branch of Tanners
Creek, and at present occupied by the Commanding General as a residence; and a
frame dwelling, valued at approximately $15,000, now designated as Building No. 98,
6
together with its outbuildings, located on a point extending into Capps Creek, near
the southern boundary of the property.
9. Under date of January 31, 1918, the Constructing Quartermaster was desig-
nated as the officer to exercise options, contained in the contract which had been
executed by the Chief of Construction Division with the City of Norfolk under date
of January 7th for the purchase of its terminal property, and also to complete, on
behalf of the United States, the purchase of various other properties pursuant to the
terms of option contracts made with the various property owners by Mr. Barton
Myers. Accordingly the purchases were closed and deeds transmitted to Washington
under date of April 3, 1918, covering the following parcels:
A creage Ea:clusive Purchase 'tº a 2^*-
Parcel Original Owner of Riparian Rights Price $ 2
1 City of Norfolk. . . . . . . . . . . . . . . . . . . . . . . . 140. 11 >{- $1,059,879.01 750S
2 Boush Bluff Company. . . . . . . . . . . . . . . . . . 67.01 515,000.00 T 93ts
3 A. B. Schwarzkopf and wife. . . . . . . . . . . . . 2.05 8,000.00 to po
4 Wm. A. Belvin and wife. . . . . . . . . . . . . . . . 2.40 16,375.00 (, & Y3
5 Elizabeth Cox, et al. . . . . . . . . . . . . . . . . . . . 1.00 3,000.00 3 e o o
6 American Boulevard Corporation. . . . . . . . tº C 52.52 128,000.00 - 437
7 John D. Westbrook and wife. . . .P.----. * * g o e º 1.70 46,000.00 ----
8 Elizabeth Barrett and husband. . . . . . . . . . 2.05 25,000.00 ----
9 Richard D. Cooke and wife. . . . . . . . . . . . . .57 6,750.00
10 Norfolk Hampton Roads Co. . . . . . . . . . . . 195.74 × -- 332,500.00 no o
11 A. C. Hathaway and wife. . . . . . . . . . . . . . . 31.68 76,750.00 -41°
Total. . . . . . . . . . . . . . . . . . . . . . 496.83 , $2,217,254.01
yº, , ... if u q + º-, */
All titles being guaranteed by the Guaranty Title & Trust Corporation of Norfolk.
Meanwhile, on account of the poor and unfinished condition of the Norfolk &
Portsmouth Belt Railroad's line leading to the Base, it was necessary to provide some
suitable railway connection to handle the large amount of material arriving daily,
and after the decision to build the temporary connection with the Virginian Railway
it became necessary to arrange for a temporary right of way, the leasing of which was
also negotiated by Mr. Barton Myers, who arranged with the various property owners,
on a rental basis of 6% per annum on a valuation of $2,500 per acre, with an added
compensation of $15 per acre for surface damages.
7
It was afterwards decided to build a permanent connecting track and yard along
the route of this temporary connection, necessitating the securing of a permanent
right of way, and accordingly the Constructing Quartermaster was authorized to
secure options for the purchase of the necessary land. On May 18th, 1918, the de-
scriptions of the property were submitted to Washington together with prices, options
having been secured where possible and request was made for funds to be appropriated
and authority to purchase such pieces where prices could be agreed upon and for
requisition to be made on the balance. This authority had not been granted at the time
of the formation of the Real Estate Section of the Purchase, Storage and Traffic Divi-
sion, and it was not until the latter part of July that a representative of the Real Estate
Section visited Norfolk to go into the matter.
In the meantime the Government had taken complete possession of the parcels
in question, removing or demolishing homes or other buildings and proceeded with the
construction of the railway yard. On September 4th a complete description of all
property necessary to be secured was submitted to the Real Estate Section. On De-
cember 17, 1918, funds were appropriated and the Constructing Quartermaster was
authorized to proceed with the securing of the property, subject to the approval of the
Real Estate Section, and requisitions were filed on properties of Minton W. Talbot,
New Glencoe Links Corporation, Norfolk Country Club and American Boulevard
Corporation. It was not, however, until April 23, 1919, that final approval and author-
ity to close on the purchase of such properties where the title was satisfactory was
issued, and on July 21, 1919, recorded deeds accompanied by guaranty policies were
forwarded to the Real Estate Section at Washington, as follows:
Purchase
Parcel Original Owner Acreage Price
16 Louisa Cowell. . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 lots White Town $ 1,391.25
17 Stephen Woodhouse. . . . . . . . . . . . . . . . . . . . . . . 2% lots White Town 1,312.50
18 Richard Christian. . . . . . . . . . . . . . . . . . . . . . . . . 1% lots White Town 367.50
20 W. H. Scott. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 lots White Town 315.00
21 Adolphus Wright. . . . . . . . . . . . . . . . . . . . . . . . . Part of 2 lots 262.50
22 James H. White. . . . . . . . . . . . . . . . . . . . . . . . . . Part of 5 lots 735.00
Purchase
Parcel Original Owner A creage Price
23 Harriet Forest. . . . . . . . . . . . . . . . . . . . . . . . . . . . Part of 2 lots $ 525.00
25 Robert Travis. . . . . . . . . . . . . . . . . . . . . . . . . . . . .95 2,120.00
26 Fst. of Lambert Heirs and W. C. Cobb. . . . . & 7.14 18,921.00
27 Est. of R. Lambert. . . . . . . . . . . . . . . . . . . . . . . . 7.78 19,557.00
29 Est. of Henry Carr. . . . . . . . . . . . . . . . . . . . . . . . .39 1,144.00
33 Paul Bukva. . . . . . . . . . . . . . . . . . . . . . . . . . . . .79 1,191.75
34 Richard Lambert. . . . . . . . . . . . . . . . . . . . . . . . . 4.00 6,000.00
35 William H. Pearson. . . . . . . . . . . . . . . . . . . . . . . 2.82 5,978.00
36 louis Russell. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.05 1,113.00
37 Ann Cornick. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .71 752.60
39 Virginia Industrial Association. . . . . . . . . . . . . . 1.23 1,303.80
40 Tobert Mantley. . . . . . . . . . . . . . . . . . . . . . . . . . .33 349.80
41 Titus Town Corporation. . . . . . . . . . . . . . . . . . . 7.54 10,992.20
43 Titus Town Corporation. . . . . . . . . . . . . . . . . . . 1.42 1,505.20
44 S. L. Slover and H. M. Kerr. . . . . . . . . . . . . . . .08 84.00
As the Guaranty Title & Trust Corporation found the title to certain tracts so
involved that a good insurable title could not be secured without action in the Court,
condemnation proceedings were started June 28, 1919, on the following parcels:
Price
Parcel () riginal Owner A creage Agreed Upon
19 William Henry E. Scott . . . . . . . . . . . . . . . . . . . Lot in White Town $ 900.00
24 Est. of John Johnson. . . . . . . . . . . . . . . . . . . . . . .85 1,800.00
28 Noah Jones, et al. . . . . . . . . . . . . . . . . . . . . . . . . 4.70 7,477.50
30 John Tynes and wife. . . . . . . . . . . . . . . . . . . . . . 4.37 7,362.50
31 Louis Wyatt. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59 1,450.00
32 Est. of Frank Montague. . . . . . . . . . . . . . . . . . . .50 750.00
38 John E. Washington . . . . . . . . . . . . . . . . . . . . . . .19 190.00
These cases are now on the docket of the United States District Court for hearing
On November 3, 1919.
The parcels requisitioned are as follows:
Parcel Original Owner A creage
10 American Boulevard Corporation . . . . . . Lots 7–18 inclusive, Block 8, Lochhaven
15 Norfolk Country Club. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55.01
42 Minton W. Talbot. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27.17
requisitions being served upon the owners on December 11, 1918.
In addition to this, in view of the fact that the officials of Norfolk County re-
fused to grant permission for the construction of the overhead viaduct, requisitions
were also secured to cover the necessary portion of the street, and damages to abutting
property, being served on the Chairman of the Road and Bridge Department of Nor-
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9
folk County on March 13, 1919, and on the American Boulevard Corporation and
Norfolk Country Club, owners of abutting property on March 12, 1919. The Sewalls'
Point School property, being Parcel 14, and consisting of one acre of ground, with
brick school building thereon, was bid in at a public sale on behalf of the United States
of America, on June 24, 1919, at a price of $22,500, subject to the approval of abstract
and deed by the Attorney General. Abstract was forwarded to the Real Estate Sec-
tion on May 24, and deed to the same office on July 14, neither of which has as yet
been returned to the office of the Constructing Quartermaster. The Real Estate
Section of the Purchase, Storage and Traffic Division are handling direct all partic-
ulars in connection with the requisitioning, condemnation or public sale purchase,
none of which actions have been completed.
10. The detailed description of the exterior boundaries of the property as a whole
is as follows:
Reginning at the intersection of the westerly boundary of Maryland Avenue
and the center line between double main tracks of a connecting railway between the
Virginian Railway and the Army Supply Base, which intersection is S. 82°21' W. a
distance of 143.60 feet from a rail monument set in concrete at the intersection of
the easterly boundary of Maryland Avenue and aforesaid center line; thence S. 40°58'
W. on the westerly boundary of Maryland Avenue a distance of 183.47 feet to the
southeast corner of Block 8, as shown on the recorded plat of Lochhaven; thence S.
49°02' W. on the southerly boundary of Block 8, a distance of 300.00 feet to the south-
westerly corner of Block 8; thence N. 40°58' W. on the westerly boundary of Block 8
a distance of 150.00 feet; thence S. 49°02' W. a distance of 640.00 feet to the center
of Argyll Ave. which point is the beginning of a curve to the left; thence on the arc
of said curve a distance of 684.25 feet to the southwesterly corner of Lot 64, Block 18
of aforementioned Lochhaven, said curve having a radius of 3087.00 feet, a chord of
682.9 feet and a central angle of 12°42' and being tangent at its point of beginning
10
with last described course at its point of ending; thence N. 53°40' W. on the westerly
boundary of Lot 64, a distance of 150.05 feet to the southerly boundary of Common-
wealth Avenue; thence N. 70°05' W. a distance of 72.75 feet to the southeasterly cor-
ner of Lot 12, Block 19; thence N. 54°00' W. a distance of 300.15 feet to a point on the
southerly boundary of Fitzhugh Ave. which point is also the northeasterly corner of
Lot 1, Block 19; thence N. 48°17' W. a distance of 60.3 feet to a point in the northerly
boundary of Fitzhugh Avenue, which point is also the southeasterly corner of Lot
- 11, Block 20; thence S. 34°34' W. on the northerly boundary of Fitzhugh Avenue
to the center of Melrose Avenue a distance of 198.2 feet; thence S. 33°00' W. on
the northerly boundary of Fitzhugh Avenue to the southwest corner of Block 24,
a distance of 155.00 feet; thence N. 57°03' W. on the westerly boundary of said Block
24, a distance of 195.00 feet to the intersection with the line between Lots 12 and
13, Block 25, produced northeasterly; thence S. 66°32' W. on said line between Lots
12 and 13, Block 25, produced southwesterly, a distance of 826.36 feet to the inter-
section with a timber bulkhead across Capps Creek; thence S. 35°08'10’’ W. on said
timber bulkhead a distance of 259.44 feet to its intersection with the Government
Bulkhead line between the points I and Ia produced northeasterly, said Government
Bulkhead line being the same as shown on the Official Government Harbor Line Map,
y
bearing the title “Harbor Lines, Tanners Creek, Virginia,” and approved by the War
Department February 25, 1911; thence S. 10°30' W. on said Government Bulkhead
Line produced, and Government Bulkhead Line a distance of 3558.33 feet to the
point I; thence west on Government Bulkhead Line a distance of 1748.7 feet to the
point “O'” said Government Bulkhead Line being the same as shown on the Official
Government Harbor Line map bearing the title “Proposed Change In Harbor Lines,
Sheet No. 5, Sewalls Point Section, Elizabeth River, Virginia,” and approved by
the War Department July 15, 1910, said map being hereinafter referred to as ELIZ-
ABETH RIVER HARBOR LINES MAP, SHEET NO. 5; thence N. 7°39' W. on
11
Government Bulkhead Line a distance of 5388.00 feet to the Point P, as shown on
aforesaid Elizabeth River Harbor Lines Map, Sheet No. 5; thence N. 2°50'10" E.
on Government Bulkhead Line a distance of 1356.57 feet; thence S. 87°09'50'’ E.
a distance of 1732.9 feet to the intersection with the boundary line between the prop-
erties of the Army Supply Base and the American Chain Company, said point of inter-
section being at the mean low water line of the Elizabeth River and S. 76°48'30” W.
a distance of 76 feet from a point designated as “Hub A.” and which was established
jointly by the City of Norfolk and the American Chain Company; thence from afore-
said intersection N. 76°48'30’’ E. a distance of 2501.04 feet to a point on the westerly
boundary of Maryland Avenue; thence southeasterly on the westerly boundary of
Maryland Avenue on the arc of a curve to the left, a distance of 595.54 feet, said curve
having a radius of 2909.65 feet, a chord of 594.5 feet and a central angle of 11°43'38’’,
said chord bearing S. 35°06'11" E.; thence continuing on the westerly boundary
of Maryland Avenue S. 40°58' E. on a course which is tangent at its point of begin-
ning to last described curve at its point of ending, a distance of 2189.32 feet to the
point of beginning; the above described tract of land being situated in Tanners Creek
Magisterial District, Norfolk County, Virginia, and containing 561.57 acres.
Also beginning at a Rail Monument set in concrete, which is at the intersection
of the easterly boundary of Maryland Avenue and the center line between double
main tracks of a connecting Railway between the Virginian Railway and the Army
9
Supply Base, said center line hereinafter referred to as “Base Line,” said monument
being at Station 87-H29.9 of Base Line survey; thence N. 40°58' W. on the easterly
boundary of Maryland Avenue a distance of 2268.2 feet to the beginning of a curve
to the right; thence northerly on arc of said curve a distance of 1610.92 feet to a
stone monument, said curve having a radius of 2789.65 feet, a chord of 1588.62 feet
and central angle of 33°05'10" and being tangent at its point of beginning to last
described course at its point of ending; thence N. 86°00'30" E. a distance of 2854.5
12
feet to a stone monument; thence S. 22°13'30’’ E. a distance of 63.4 feet; thence
N. 77°19' E. a distance of 496.4 feet; thence S. 89°52' E. a distance of 539.95 feet;
thence S. 79°44' E. a distance of 468.05 feet; thence S. 26°45'30’’ E. a distance
of 1192.20 feet; thence S. 8°47'30" W. a distance of 369.85 feet; thence S. 26°43'30" W.
a distance of 133.75 feet; thence S. 1°38'30" W. a distance of 188.78 feet; thence
S. 25°51' E. a distance of 329.97 feet; thence S. 50°06' W. a distance of 166.42 feet;
thence S. 54°02'30’’ E. a distance of 89.15 feet; thence S. 37°46'30" W. a distance
of 86.40 feet; thence S. 51°35' E. a distance of 276.83 feet; thence S. 57°33' E. a dis-
tance of 216.45 feet; thence S. 22°11' W. a distance of 38.57 feet; thence S. 58°14' E.
a distance of 202.31 feet to the beginning of a curve to the left; thence southeasterly
on arc of said curve a distance of 212.15 feet to a point which is 100 feet distant north-
erly from and at right angles to the Base Line, said curve having a radius of 498.69
feet; a chord of 210.57 feet and a central angle of 24°22'30" and being tangent at its
point of beginning to last described course at its point of ending; thence N. 82°21' E.
on a line parallel with and 100 feet distant northerly from Base Line a distance of
1404.68 feet to a point which is on the southeasterly boundary line of Lot 9, Block 10
of North Titus Town as shown on the recorded plat thereof; thence N. 24°05'30’’ E.
a distance of 54.33 feet on said southeasterly boundary of Lot 9 produced to its inter-
section with the northeasterly boundary of North Titus Town, said intersection being
N. 66°01'30" W. a distance of 278.84 feet from a Rail Monument set in concrete on
Base Line at Station 138 plus 62.6 of Base Line survey; thence N. 66°01'30" W. a
distance of 7.22 feet to a point which is 150 feet distant northerly from and at right
angles to aforesaid Base Line; thence N. 82°21' E. on a line parallel with and 150
feet distant northerly from said center line a distance of 3083.68 feet to the center line
of a creek; thence S. 6°23' E. on the center line of said creek a distance of 75.02 feet
to a point which is 75 feet distant northerly from and at right angles to aforesaid
Base Line; thence N. 82°21' E. a distance of 269.01 feet to the intersection with a curve
13
to the left; thence on the arc of said curve a distance of 799.8 feet, said curve having
a radius of 428.34 feet and a chord of 688.57 feet, said chord making an included north-
easterly angle of 69°05'30" at its point of beginning with last described course at its
point of ending and bearing N. 13°15'30" E.; thence N. 49°46' E. a distance of 29.5
feet to a point on the westerly right of way boundary of the Virginian Railway; thence
S. 49°44' E. on said westerly right of way boundary a distance of 1299.58 feet; thence
S. 30°46' W. a distance of 29.5 feet; thence northwesterly on the arc of a curve to the
left a distance of 502.52 feet; said curve having a radius of 905.37 feet, a chord of
496.09 feet and a central angle of 31°48'06", said chord bearing N. 75°08'03" W.;
thence S. 7°06' W. a distance of 11.87 feet to a point 75 feet distant southerly from and
at right angles to aforesaid Base Line; thence S. 82°21' W. on a line parallel with
aforesaid Base Line a distance of 947.77 feet to the center line of aforementioned creek;
thence S. 29°25' W. on the center line of said creek a distance of 94.0 feet to a point
150 feet distant southerly from and at right angles to aforesaid Base Line; thence
S. 82°21' W. on a line parallel with aforesaid Base Line a distance of 2527.23 feet to
the intersection with the northwesterly boundary of Lot 26, Block 10, of North Titus
Town, produced northeasterly; thence S. 24°05'30" W. a distance of 138.69 feet to
the southerly boundary of Cross Street as shown on the recorded plat of North Titus
Town; thence N. 65°54'30" W. on the southerly boundary of Cross St. a distance of
11.12 feet to the southerly boundary of Lexington St.; thence S. 88°38'30" W. on the
southerly boundary of Lexington St. a distance of 1169.89 feet to the intersection
with the west boundary of North Titus Town; thence S. 2°11'30’’ E. on said west boun-
dary a distance of 116.64 feet to a point 250 feet distant southerly from and at right
angles to aforesaid Base Line; thence S. 82°21' W. on a line parallel with aforesaid
Base Line a distance of 2522.33 feet; thence S. 87°45'30" W. a distance of 129.24
feet to the intersection with the westerly boundary of Lot 10 of the Northerly Block
of White Town as shown on the recorded plat thereof; thence S. 23°59’W. on the west-
14
erly boundary of said Lot 10, a distance of 49.15 feet to the southerly boundary
of the northerly block of White Town; thence N. 66°01’ W. on said southerly boundary
a distance of 99.79 feet; thence S. 87°45'30" W. a distance of 241.72 feet to the inter-
section with the westerly boundary of the Glen Conway Road; thence S. 41°53' W. on
said westerly boundary a distance of 671.86 feet; thence S. 49°02' W. on said westerly
boundary a distance of 150 feet; to its intersection with the easterly boundary of
Maryland Avenue; thence N. 40°58' W. on said easterly boundary a distance of
865. 19 feet to the point of beginning; the above described tract of land being sit-
uated in Tanners Creek Magisterial District, Norfolk County, Virginia, and con-
taining 358.70 acres.
The bearings used in the foregoing description refer to the True Meridian as
established by the United States Army Engineers in connection with Harbor Lines
Survey, Elizabeth River, Norfolk, Va., and approved by the War Department, July
15th, 1910.
11. While not properly included in the description of property, there are a num-
ber of claims of owners of surrounding property which have arisen as a result of the
construction operations at this Base. As these claims are being handled by the Real
Estate Section through Port Real Estate Board, appointed under General Order
No. 39 of the War Department of 1919, it is pertinent to mention them at this place.
(a) As the result of the deposit of silt or “soup" from dredging operations in
Capps Creek and Tanners Creek, various property owners abutting thereon interposed
serious objections to the continuation of the work, and there was some talk of securing
an injunction to stop the same. Several conferences were held at which the Construct-
ing Quartermaster explained his intent in so far as possible to restore the original
conditions after completion of the necessary dredging operations, and upon this rep-
resentation, and considering the emergency existing at the time, the various property
15
owners agreed to let the matter rest. Toward the end of this report there is described,
in detail, the attempts made to rectify the situation.
As the question of these damages was closely interwoven with the alleged conse-
quential damage to the residence district, due to the construction of the Base itself,
the various property owners have been referred to the Port Real Estate Board. It
is our understanding that the following individuals are making claims on this account:
Florence K. Sloane
John D. Gordan
Col. Raymond Dupuy
Floyd Hurst
William S. Graham, John D. Gordan, and Charles G. Hume, for-
merly the Marie C. Lawless property
The Estate of W. W. Woodward
Walter C. Maher
D. Frank Gill and wife
William S. Graham
W. R. Martin
American Boulevard Corporation
In addition to the above, lessees of oyster beds consisting of J. T. Jenkins, William
A. Belvin, J. T. Miller and H. K. Swann, as represented by Joseph I. Weller, an attor-
ney of Washington, and F. D. Lambert, Robert T. Nichols and Howard E. Robinson
each on his own behalf, have represented that their various beds have been destroyed
either totally or in part by the deposit of silt, and have also been referred to the Port
Real Estate Board.
(b) The construction of the connection between the main line of the Virginian
Railroad and the Army Supply Base, first with a temporary track, and later by per-
manent track and yard system, has cut off the usual line of communication between
property lying to the north of these tracks, and roads leading to the City of Norfolk,
and various property owners are claiming direct damages on this account. They are
also claiming direct damages on account of the alleged destruction of crops outside
of the area leased for temporary tracks during construction of the main yards. The
damage due to the closing of roads has been alleviated to a certain extent by the con-
16
struction of a concrete paved road leading from Ocean View Boulevard to the Naval
Training Station, paralleling and adjacent to the Virginian Railroad.
However, as there is little doubt as to the validity of a portion of these claims, the
various individuals presenting same have been referred to the Port Real Estate
Board as follows:
Joshua R. Cromwell, lessee, under Minton W. Talbot, for crop damages and
also for closing of road.
Richard R. Lambert. Crop damages, closing of access to approximately 35
acres of land.
William H. Pearson. For closing of roadways and for crop damages on 6
acres of land.
Titus Town Corporation. For the closing of access from the north to the plat
of Titus Town and the cutting of a part of the plat of Titus Town so that a
portion of same could not be reached by the Ruskin Road from the South.
Aydlett & Simpson. Claiming outlet was blocked for 65 acres of land.
Postal Square Corporation, claiming damages for closing Hardy Road.
John E. Washington
Louis Russell
Estate of Mary Gray
Mary Montague All for closing of egress and ingress to their prop-
Quiller Page erties through closing of Ruskin and Glencoe
George White Roads.
Jennie Foster
Mary Wilson
James Henry Taylor
(c) There are three known cases where the boundary lines of the Army Supply
Base as delineated in the metes and bounds description, and included within the fenced
or marked boundary line, are in dispute:
(1) Mr. J. A. Collins, the owner of approximately 13 or 14 acres of land at the head
of Boush Creek, contends that the line as established across the main bed of Boush
Creek north of the Base Hospital, is incorrectly located, in that it should be turned
southward and follow the thread of a narrow existing stream. This claim covers
slightly over 2 acres of ground; the line as established follows recognized surveys,
17
and the survey as made by the Norfolk-Hampton Roads Company, from whom the
Government purchased the property.
(2) Mr. Richard R. Lambert, as noted above, claims damages to approximately
35 acres, mainly due to the closing of usual route of access to same, also claims that
the line as established directly east of Building 502 of the Base Hospital group is in
error, in that there is included in the Government area approximately 9% acre belong-
ing to him. The boundary at this point follows a natural water way through a slough.
(3) While the contour of the shore between the Lafayette River and the Naval
Base is convex, rounding out into Hampton Roads, a condition which normally would
give a greater length of per head and bulkhead line than shore line, the facts are that
as now established the pier head and bulkhead lines between the Army Base and the
Naval Base are shorter than the shore line, and the City of Norfolk, the American
Chain Company, the Standard Oil Company, the Virginian Railroad, and the Norfolk
& Portsmouth Belt Line Railroad Company, owning the intervening property are
asking for an adjustment of the boundaries of the riparian rights.
The first of these two claims have been referred to the Port Real Estate Board;
it is our understanding that the matter of riparian rights is to be taken into the United
States District Court.
18
CHAPTER III.
ORGANIZATION.
12. In January, 1918, prior to the arrival of the General Contractor, the Super-
vising Engineer, acting under instructions from the Chief of Construction Division,
entered into emergency agreements with Mr. Herman Drinkwater for clearing of
ground, building temporary barracks and construction of temporary buildings; with
Silsbe-Lohr & Co., under date of January 21 for the erection of living quarters for office
and field employees, whom it was considered necessary to house upon the grounds, to
be available at all times for the proper protection of the property in case of an emer-
gency; with William A. Burckard under date of January 15th for the necessary elec-
trical work; and with Mr. James E. McCoy, Jr., under date of January 17th for plumb-
ing work.
13. General contract with Porter Brothers was let by the Chief of Construction
Division on January 21, 1918, using second edition form of contract for emergency
work. Mr. R. B. Porter of the firm, together with Mr. L. B. deWitt, General Manager
and Mr. William D. Keir, Auditor, arrived in Norfolk on January 27th, and remained
continuously during the active period of construction. Sub-contracts under Porter
Brothers were let during the progress of the work as follows:
14. Cost Plus Sub-contractors.
The Raymond Concrete Pile Co., New York City, February 8, 1918, Cast–
ing of concrete piles and construction of portion of concrete piers and
quay wall.
James E. McCoy, Jr., Norfolk, Va., February 18, 1918, Plumbing and heating.
Robert G. Lassiter & Co., Raleigh, N. C., April 4, 1918, Roads and concrete
paving, including a portion of warehouse floors.
19
H. P. Converse & Co., Boston, Mass., February 8, 1918, Completion of timber
portion of Pier 1 as begun by that firm under their contract with the City
of Norfolk.
George H. Howel, Detroit, Mich., February 18, 1918, Electrical work east
of Maryland Ave., principally in the barracks and quarters of troops
and the base hospital.
S. B. Batte, Norfolk, Va., April 24, 1918, Electrical work west of Maryland
Ave., principally on the piers, open storage yard and in the warehouses.
The Cement Gun Construction Co., Chicago, Ill., February 1, 1918, Guncrete
walls for six warehouses, also roof for a portion of the pier sheds and fire
curtains in same.
Atlantic, Gulf & Pacific Co., New York City, February 2, 1918, Hydraulic
dredging and filling.
Lump Sum Contractors.
Sparks ("rematory & Construction Co., Memphis, Tenn., September 16, 1918,
Furnishing material and installation of incinerator.
Powers Regulator Company, New York City, November 5, 1918, Material
and installation of temperature control.
United Iron Works, Springfield, Mo., August 23, 1918, Refrigerating plant
installed complete.
Chain Belt Company, Milwaukee, Wis., July 22, 1918, Coal handling machi-
nery erected.
Pittsburgh-Des Moines Steel Co., Pittsburgh, Pa., April 22, 1918, 200,000
gallon water storage tank erected on 75 foot steel tower.
Rust Engineering Co., Washington, D. C., July 16, 1918, 135 foot brick and
tile stack erected for heating plant.
S. B. Sexton Stove & Manufacturing Co., Baltimore, Md., May 23, 1918,
Hospital kitchen equipment.
Hubbard Oven Company, Chicago, Ill., February 13, 1918, Furnishing and
installing bake oven.
Lock Joint Pipe Company, East Orange, New Jersey, August 7, 1918, Sewer
pipe.
Unit Price Contractors.
Oden'hal-Monks Corporation, Norfolk, Va., July 24, 1918, Furnishing mate-
rial and installation of built up roofing for pier sheds.
20
Asbestos Roofing Company, Baltimore, Md., May 2, 1918, Furnishing mate
rial and installation of built up roofing for warehouses.
American Bridge & Iron Co., Pittsburgh, Pa., May 15, 1918, Erection of steel
for pier sheds.
General Fire Extinguisher Co., Charlotte, N. C., April 18, 1918, Furnishing
material and installation of automatic sprinkler system for warehouses
and pier sheds.
Kinnear Manufacturing Co., Columbus, Ohio, May 22, 1918, Furnishing
material and erection complete of pier shed doors.
Sanitary Flooring Company, Washington, D. C., May 7th, 1918, Furnishing
material and installation of composition flooring in portions of the ad-
ministration building.
15. In addition to the above, there was taken over from the City its contract
with H. P. Converse Company of Boston, Mass., dated July 2, 1917, covering the
erection of pier, dredging, etc.; with Alsop & Peirce of Newport News, dated July 2nd,
1917, covering the construction of timber bulkheads; and with the Dominion Metal
Products Company, and the Virginia Steel & Iron Company of July 25th, covering the
steel pier shed.
Pending the receipt of approved plans and arrival of Porter Brothers equipment,
H. P. Converse & Company and Alsop & Peirce were permitted to go ahead with their
work under the original contract, construction being confined to such areas as could
be incorporated in the Government's plans as approved. The H. P. Converse & Com-
pany contract was terminated as of February 8, 1918, at which time they entered
into sub-contract under Porter Brothers. Alsop & Peirce's contract was terminated
as of May 2, 1918, and such portions of their equipment as would be required for this
work were taken over by Porter Brothers on a rental basis, Alsop & Peirce receiving
no percentage consideration for the use thereof.
Fabrication of the steel for the City's steel pier shed was suspended and material
held subject to the orders of the War Department, until May 21, 1919, at which time
settlement was made with the Steel Companies, and the steel turned back to them.
21
16. Immediately following the arrival of the general contractor, conferences
were held, in view of determining the definite method of procedure of the work. In
order that there would be as little duplication as possible in the forces of the con-
tractor, Supervising Engineer and Constructing Quartermaster, it was determined
to follow in general the outline of procedure as set forth in the Constructing Quarter-
master's and Field Auditor's Manuals, with the exception that in order to facilitate
payments to the general contractor, and obviate the duplication of timekeeping forces,
it was decided that the Government should keep the time and prepare and audit the
payrolls, the contractor to keep a check of the time through his foremen. It was also
decided that all engineering matters, with the exception of the necessary surveying
and listing of material quantities should be handled by the Supervising Engineer, the
Supervising Engineer also to check the above mentioned quantities.
17. A detailed outline of the Constructing Quartermaster's, Supervising Engi-
neer's, Field Auditor's, and General Contractor's organizations is shown on charts
attached, the principal positions being filled by the following individuals:
Commissioned Personnel.
Date Date
Reported Relieved
Rank Name Corps for Duty from Duty Duty Assigned.
Colonel. . . . Millard A. Butler. . . Q.M.C. 1–19–18 . . . . . . . Constr. Q. M.
Major. . . . . J. R. Nankivell. . . . . M.C. 3–25–18 8–22–19 Sanitary Inspr.
Major. . . . . H. C. Brubaker. . . . . Q M.C. 3–26–18 4–11–18 Asst. to C.Q.M.
Captain. . . A. S. Ackerman. . . . .E.R.C. 1–11–18 4–21–18 Material Officer
Captain. . . D. L. Van Auken. . . Q.M.C. 1–11–18 1–25–19 Ex. Officer
Captain. . . Edward F. Spink. . . Q.M.C. 1–24–18 . . . . . . . Disburs. Officer
Captain . . . H. W. Easterly. . . . . Q.M.C. 2—23–18 5–9–18 Property Officer
Captain . . . A. H. Kennedy. . . . . Q.M.C. 2–23–18 12-11-18 Material Inspr.
Captain . . . C. S. Loper. . . . . . . . S.C. 5–14-18 11–4–18 Sanitary Engr.
Captain. . . James G. Browne. .. Q.M.C. 4–3–18 6–2–19 Admin. Officer
Captain . . . C. B. Ellyson. . . . . . . Q.M.C. 4–3–18 11-16-18 Officer in Charge of
Timekeeping
Captain. . . E. A. Rumfelt. . . . . . Q. M. C. 4–20–18 10–25-19 Property Officer
Captain. . . H. S. Drake . . . . . . . Q.M.C. 5–8–18 5–20–18 Officer in Charge of
Accounting
Captain. . . C. M. Krenson. . . . Q. M. C. 7–25–18 2–5–19 Personal Repres. of
C.Q.M. on Board
of Control, also
Member Board of
Control in charge
22 of labor.
Date
Reported
Rank .V. ame Corps for Duty
Captain . . . H. Tracy Rogers . . . Q.M.C. 2–12–19
Captain . . . E. G. Dyer. . . . . . . . . S.C. i 1–1–18
First Lieut. H. A. Taylor. . . . . . . Engrs. 1–1 – 19
Constructing Quarter master's Office.
Chief Clerk. . A. R. Taylor, Feb. 1 to Sept. 1, 1918. . . . . . . . .
Chief Clerk. E. E. McConnehey, Sept. 1, 1918, to completi
is s s a e e s s a s e s a s = e e º e o m e º e &
Supervising Engineer's Office.
A. O. Leach. . . . . .
A. W. Deuel
tº e º e ºs
R. F. Fisher. . . . .
W. F. R. Griffith .
G. F. Bowlus. . . . .
S. B. Horsfall . . . .
W. S. Cooper... .
C. T. Kennedy. . .
G. M. Garen. . . . .
H. W. Zolper... .
W. P. Nichols. . . .
Chief Clerk
Supervising Engineer. . . . . . . . . . .
Asst. Supervising Engineer. . . . . .
Office Engineer
Division Engineer, in Charge of
Water Front Development
Division Engineer, in Charge of
Buildings
Division Engineer, in Charge of
Roads
Division Engineer, in Charge of
Railroad Construction
Division Engineer, in Charge of
Sewers and Water
. . [Division Engineer, in Charge of
Bulkhead Construction
Division Engineer, in Charge of
Dredging
Date
Relieved
from Duty Duty Assigned
7–30–19 Personal Repres. of
C.Q.M. on Board
of Control, also
Member Board of
Control in charge
of labor.
-1-19 Sanitary Engineer.
8–1–19 M.T.C. Repres.
Home Address
. . . . . St. Paul, Minnesota.
on of
Boone, Iowa.
* * * * * * * * * * * *
Permanent Address
c/o Brooklyn Crozite Brick Corp.,
140 Cedar St., New York City.
Little Meadows, Penna.
1535 Grand Ave., St. Paul, Minn.
Army Supply Base, Norfolk, Va.
c/o Chief Engineer, G. N. Ry., St.
Paul, Minn.
c/o Brooklyn Crozite Brick Corp.,
140 Cedar St., New York City.
Kalispel, Mont.
708 Omaha Office Bldg., St. Paul,
Minn.
319 W. Churchill St., Stillwater,
Minn.
204 Second Ave. S. E., Aberdeen,
S. D.
1 109 36th St., Des Moines, Iowa.
23
H. W. Foote. . . . . Division Engineer, in Charge of 2703 Spring St., Cleveland, Tenn.
Electrical Installation
R. G. Royer... . . . . Chief Draftsman. . . . . . . .
Field Auditor's Department.
T. W. Glaze. . . . . . Field Auditor. . . . . . . . . .
J. A. Fitzmaurice. Field Auditor. . . . . . . . .
E. F. Knop. . . . . . Field Auditor. . . . . . . . . .
D. H. House. . . . . Chief Record Clerk. . . . .
J. C. Harris. . . . . . Chief Traffic Clerk. . . . .
P. Hart. . . . . . . . . . Chief Cost Clerk. . . . . . .
E. F. Knop. . . . . . Chief Voucher Clerk . . .
F. C. Riggs. . . . . . Chief Material Clerk. . .
E. J. Armbruster. Chief Material Clerk. . .
L. Kuchenbecker. Chief Mach. Clerk. . . . .
H. Thompson. . . . Chief Exten. Clerk. . . . .
A. R. Taylor. . . . . Chief Timekeeper. . . . . .
C. E. Scanlan. . . . Chief Timekeeper. . . . . .
J. E. Collins. . . . . . Chief Timekeeper. . . . . .
W. B. Flandrau. . Chief Commissary Clerk
E. M. Moran. . . . . Chief Commissary Clerk.
124 8th Ave., Spokane, Wash.
. Feb. 1, 1918, to May
24, 1918
. . May 24, 1918, to
Sept. 21, 1919
Sept. 22, 1919. . . . . .
Jan. 26, 1918, to
completion of work
. Feb. 4, 1918, to
completion of work
Sept. 13, 1918, to
completion of work
. May 8, 1918, to Sept.
21, 1919
. March 16, 1918, to
July 15, 1919
July 16, 1919, to
completion of work
. May 29, 1918, to
July 31, 1919
. Jan. 28, 1918, to
completion of work
. August 29, 1918, to
August 31, 1919
. Sept. 1, 1919, to
Sept. 8, 1919
. Sept. 9, 1919, to
completion of work
Jan. 21, 1918, to
March 31, 1919
April 1, 1919, to
August 31, 1919
Baltimore, Md.
Chicago, Ill.
Des Moines, Iowa.
New York City.
Chicago, Ill.
Ocean View, Va.
Des Moines, Iowa
Minneapolis, Minn.
St. Paul, Minn.
Duluth, Minn.
Milton, N. D.
St. Paul, Minn.
St. Paul, Minn.
St. Paul, Minn.
St. Paul, Minn.
St. Paul, Minn.
24
General Contractors' Organization. Permanent Address.
L. B. deWitt. . . . .
W. D. Keir . . . . . .
W. A. Burdick. . . .
V. K. Cullen. . . . .
Wm. Anderson. .
A. R. Dart. . . . . . .
R. McDonnell. . . .
W. J. Porter . . . . .
W. L. deWitt. . . . .
A. C. Beck. . . . . .
ID. Webster. . . . . .
T. T. Demers . . .
H. Gelineau. . . . .
J. M. Porter . . . . .
George Howell . . .
M. A. Young . . . .
C. J. McGonigal.
L. Y. Lowe. . . . . .
General Manager. . . . . . . . . . . . . . c/o Porter Brothers, Spokane, Wash.
Auditor. . . . . . . . . . . . . . . . . . . . . . . . c o Porter Brothers, Portland, Ore.
Chief Clerk. . . . . . . . . . . . . . . . . . . . Metropolitan Blog., Akron, Ohio.
Chief Clerk. . . . . . . . . . . . . . . . . . . . 67 N. 21st St., Portland, Ore.
Asst. Purchasing Agent-- Lumber.263 E. Lombard St., Portland, Ore.
Supt.-- Material Dept. . . . . . . . . . . Mason, Michigan.
Supt.--Material Dept. . . . . . . . . . . 18 Philadelphia Ave., Detroit, Mich.
Asst. General Supt. . . . . . . . . . . . . . c o Aronberg, Porter & de Witt,
Edgewater, N. J.
Asst. General Supt. . . . . . . . . . . . . . c O W. H. Bass, Metropolitan
Blag., Akron, Ohio.
. Supt.—Brick and Masonry. . . . . . . 155 W. 22nd St., New York City.
Supt.--Barrack Construction . . . . Carolton, Michigan.
. Supt.—Concrete Material Distrib.c/o Aronberg, Porter & de Witt,
Edgewater, N. J.
. Supt.—Concrete Material Distrib.21 Lake Ave., N., Duluth, Minn.
Supt.--Docks and Pile Driving . . co Porter Brothers, Portland, Ore.
Supt.--Electrical Dept. . . . . . . . . . co Hubbard Howell Electric Co.,
Battle Creek, Mich.
Supt.--Electrical Dept. . . . . . . . . . 131 E. Broadway, Toledo, Ohio.
Supt.——Garage and Motor Transp.460 Glynn Park Court, Detroit,
Mich.
Supt.—Heating Dept. . . . . . . . . . . . 124 N. Dewey St., Philadelphia,
Pa.
Master Mechanic. . . . . . . . . . . . . . . c/o Porter Brothers, Norfolk, Va.
25
James Knight. . . . Chief of Police. . . . . . . . . . . . . . . . . . Battle Creek, Mich.
A. Lewald . . . . . . . Supt.--Sewer Dept. . . . . . . . . . . . . . 5130-A Wells Ave., St. Louis, Mo.
W. S. Downes. . . . Supt.—Sheet Metal Dept. . . . . . . . 29 Douglas St., Pontiac, Mich.
J. H. LeBel. . . . . . Supt.—Storehouse. . . . . . . . . . . . . . 324 Seybourne Ave., Detroit, Mich.
L. A. Shiffer. . . . . . Supt.--Teams. . . . . . . . . . . . . . . . . . 682 Club Ave., Portland, Ore.
W. L. McCarthy. Supt.—Track Dept. . . . . . . . . . . . . c/o Porter & de Witt, Norfolk, Va.
A. W. Sherwood. . Supt.—Warehouse Construction. c/o Porter Brothers, Detroit, Mich.
J. A. Wolvin. . . . . Supt.—Warehouse Construction. . 1538 Gilpin St., Denver, Colo.
J. A. Harmer. . . . . Supt.—Warehouse Construction. . Galveston, Texas.
J. S. Lyell . . . . . . . Supt.—Water Dept. . . . . . . . . . . . . 205 S. 8th St., Wilmington, N. C.
A. E. Edinger. . . . Chief Accountant. . . . . . . . . . . . . . . c/o Porter Brothers, Portland, Ore.
C. D. Crichton. . . Commissary Supt. . . . . . . . . . . . . . . c ſo Porter Brothers, Portland, Ore.
C. F. Baker. . . . . . In Charge of Employment. . . . . . . 11 Gardner Place, Oneota, N. Y.
W. E. Leach. . . . . Chief Clerk–Equipment Dept. . .426 East Third St., Winona, Minn.
C. T. Westell... . . . Chief Estimator. . . . . . . . . . . . . . . . 379Manistique Ave., Detroit, Mich.
18. Of the commissioned personnel, Captains Spink and Rumfelt were trans-
ferred from the Thirteenth National Army Cantonment construction at Camp Dodge,
Iowa, Captain Spink having acted as Assistant Finance Officer and Captain Rumfelt,
then a Quartermaster Sergeant, as assistant to the Property Officer on that project,
Captain Rumfelt being commissioned at the inception of this work, in order that he
might be made Property Officer.
A considerable portion of the Constructing Quartermaster's and Field Auditor's
office forces, and the Supervising Engineer's field force were secured from the Engi-
neering and Auditing Departments of the Great Northern, Northern Pacific and other
railway organizations, a large number having served during the Camp Dodge construc-
tion work at Des Moines, Iowa, in 1917. As a rule these men were secured under
Q. M. Form 127–Contract for Personal Services. The Camp Dodge organization
26
was transferred to this work and was augmented by the addition of individuals having
special training for the work in hand.
A considerable portion of the Contractor's organization had been with the firm
for the past fifteen or twenty years, and came to Norfolk from Portland, Oregon;
Spokane, Washington; Wilkes-Barre, Pennsylvania; Detroit, Michigan; and Halifax,
Nova Scotia, at which points the firm maintains offices; a large number also came from
Battle Creek, Michigan, where they had been employed by Porter Brothers on the
construction of Camp Custer. At Halifax the firm had just completed a large dock and
pier construction project, making the part of the organization that came from this
place particularly desirable for this work.
19. While it was comparatively easy for the General Contractor and Super-
vising Engineer to secure a proper organization, as they were not limited by the hard
and fast rules which covered the securing of direct Government employees, the Con-
structing Quartermaster in building up his own, and the Field Auditor's organizations,
was at a great disadvantage, owing to peace time departmental rules governing the
securing of Government employees which did not seem to recognize the existence of
the emergency, the result being that it was practically impossible to obtain the approval
of rates for clerical help, timekeepers, material checkers and others, consistent with
the condition of the times, and rates which were being paid all other branches of labor—
the fact being that at times common labor was receiving compensation considerably
in excess of the authorized rates which we were permitted to pay material checkers,
time checkers and others, upon whom rested the responsibility of the proper accounting
of material and labor on this vast project.
The Civil Service, which at times certified a considerable number of names to this
project, was of little or no assistance, as the majority of those certified either did not
report, or if they reported, it developed that they were not properly trained, the result
being that there was only an inferior class of employees available. Attempts were made
27
to secure the proper class from the various railroads and commercial organizations in
this vicinity, but it was obviously impossible to secure the services of a competent
employee of a going concern for a temporary project under the existing salary condi-
tions. During the summer of 1918 the draft also took a considerable number of the
more competent civilian assistants, and it developed that owing to the lack of sufficient
number of competent employees, the cost of the work was being greatly increased, at
times it being necessary to hold cars under demurrage, due to lack of inspectors. In
many cases, when competent services were secured at an advanced rate and the matter
was reported, through channels, on the proper form with explanation as to the neces-
sity, it was months before action was taken thereon, and in cases employment was dis-
approved as much as six months after employee had left service.
Under the existing rules it was also found that it was practically impossible to
transfer an employee from one position to another, if this transfer called for a higher
class of duties, and a corresponding increase in salary, citing for example the case of
the position as Field Auditor, which was filled by Mr. T. W. Glaze, from February
to May, 1918. Mr. Fitzmaurice, his successor, prior to the War had a considerable
amount of experience in the Auditing Departments of railroads and other large con-
cerns in the Middle West. He acted in the capacity as Chief Clerk to the Field Auditor
during the construction of the Thirteenth National Army Cantonment at Camp
Dodge, Iowa, and prior to the appointment of Mr. Glaze was favorably considered
for Field Auditor on this project. It developed, however, that Mr. Glaze had already
acted as Field Auditor on two other projects, and was available at that time, conse-
quently Mr. Fitzmaurice remained as Chief Clerk. In May, 1918, Mr. Glaze left
service on less than twenty-four hours' notice, and request was made to promote Mr.
Fitzmaurice to the position of Field Auditor at the salary paid Mr. Glaze, which re-
quest was disapproved, correspondence connected therewith plainly indicating that
while the Constructing Quartermaster could have readily secured the approval of
28
services of a new man, of unknown qualifications, and with no knowledge of the emer-
gency accounting instructions or conditions, owing to a departmental rule Mr. Fitz-
maurice, the logical person for the position, not only as to personal qualifications,
but also because of his intimate knowledge of the work, could not be appointed to the
place. It was only after several personal trips to Washington, and a very considerable
amount of correspondence, and after Mr. Fitzmaurice had acted in the capacity of
Field Auditor for several months, that his appointment was finally approved.
20. This same condition held in respect to many of the other more important
clerical positions, the heads of which had been taken by the draft, or required filling
on account of individuals leaving the service. As this condition did not tend to the good
of the service, and in order that the Constructing Quartermaster might not only prop-
erly protect himself, but also the best interests of the Government, it was necessary
to take advantage of the contract under which the Supervising Engineer was working
and engage practically all material checkers on his payroll, and it is recommended
that this matter be so adjusted that on future work, those in charge of construction
will not be placed in a position of this kind, it being self-evident that a person qualified
to take the responsibility of a project entailing the expenditure of nearly $30,000,000
should also be regarded as competent to govern the selection of his office assistants,
and that he should not be burdened with a large amount of correspondence and personal
effort, which has been necessary in order to obtain and maintain a competent organi-
zation.
29
Material.
21.
CHAPTER IV.
MATERIAL.
There was used in the construction an aggregate of approximately 40,000
carloads of material, being received in 31,149 carloads, slightly over 22,000 less-than-
carload shipments, approximately 3,000 express shipments, 90 barge-loads and ten
rafts, the principal commodities being received and valued as follows:
No. of Cars
563
13 barges
1924
527
270
141
251
1906
3047
1714
17 barges
10 rafts
155
3
191
5552
101.75
70 barges
348
240
2590
2073
19
22.
|
|
|
First Car
Commodity Received
Brick. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–12–18
Cement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1– 9–18
Coal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–29–18
Ties. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–24–18
Cinders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–15–18
Feed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4— 4–18
Gravel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6– 8–18
Lumber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–15–18
Piling. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2— 7–18
Rail. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–27–18
Track Material. . . . . . . . . . . . . . . . . . . . . . . 1–27–18
Reinforcing Steel . . . . . . . . . . . . . . . . . . . . . 5— 7–18
Stone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1–21–18
Sand and Gravel. . . . . . . . . 7– 2–18
Sewer Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . 2– 4–18
Structural Steel. . . . . . . . . . . . . . . . . . . . . . . 8–25–18
Slag. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10– 4–18
Miscellaneous. . . . . . . . . . . . . . . . . . . . . . . . 1– 9–18
Commissary. . . . . . . . . . . . . . . . . . . . . . . . . . 5— 4–18
Total. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Total Cost
$ 119,275.83
915,738.95
154,748.88
120,228.35
8,266.00
176,052.44
101,095.22
1,688,476.17
443,338.91
445,142.88
121,166.60
690,030.86
399,842.00
196,274.55
39,557.83
485,890.38
121,193.37
2,685,576.94
85,849.14
$8,997,745.30
In addition to this a considerable quantity of material and supplies was pur-
chased in the local market and handled by truck, the total value of all materials and
supplies being nearly $9,500,000. Of this nearly 61% was mobilized and priced in
30
Washington, and purchased through confirmation orders of the local contractor, 31%
was purchased on Constructing Quartermaster's authorization, and 8% secured on
requisition from the Quartermaster Department or from other jobs in the Construction
Division.
In this connection we have had considerable difficulty owing to vendors consid-
ering the original Government mobilization order as an absolute order, and it would
appear that on all future work notation should be more clearly shown to the effect
that the Government sheet was simply an advance notice of an order which could be
expected from the Contractor, this order showing in detail price, time of delivery and
other pertinent information; it would also appear that this order should show infor-
mation as to the percentage of the original price which would be refunded to the Gov-
ernment, through the Contractor, in case all or part of the goods in question were re-
turned.
As a rule the best of co-operation was found among the manufacturers and vendors,
and in no case was it necessary to commandeer. In cases of local purchases, where their
price was in excess of the Government base price, plus freight, plus a reasonable profit,
it was found that the vendor was willing in all cases to make proper adjustment in price.
With the exception of a very few items, such as specials for large size cast iron pipe,
material was received with remarkable promptness, and at no time was the work se-
riously delayed owing to the non-receipt of same, in fact the mobilization of material
is considered to be one of the most outstanding features of the construction work.
23. On several occasions, due to congested freight conditions and the large
amount of Governmental work in this vicinity, together with the small available
supply and the long haul, we were threatened with a serious shortage of crushed rock
and gravel for road construction and other concreting, the nearest point where this
material was available being over 100 miles from Norfolk. A large number of pros-
pects were investigated and several new quarries or pits opened up. At the incep-
31
tion of the work, at which time there was no standard price for rock or stone, contracts
were let with various individuals at the best negotiable price. With the appointment
of the Price Fixing Committee of the War Industries Board, and the establishing of
a base price for this material and other standard commodities, all contracts, without
exception, were adjusted so that in no case was more than the established price paid.
In the apportionment of material as well as labor, the Board of Control, War Con-
struction Activities, Hampton Roads District, took an active part, in not only regu-
lating the distribution of the quantities used by the Government, but also passed upon
the priorities of all similar material requested for private construction, curtailing same
to the minimum necessary for carrying out work which was considered essential to the
welfare of the community from a military point of view.
24. The original plans of the Army Supply Base contemplated a main railroad
yard extending north and south along the Belt Line connection between the present
location of the warehouses and the open storage yard, with three warehouses between
the open storage yard and parallel to Maryland Ave. With this construction in view
a considerable number of temporary material tracks were laid, material sheds construct-
ed, and a trestle built for unloading crushed rock between the most easterly pro-
jected warehouse and Maryland Ave. A large amount of material was received and
unloaded according to this arrangement. On receipt of plans as finally approved
it was necessary to move considerable of this construction, especially the warehouses
in which cement was stored, and make an almost entire re-arrangement of the storage
plan. On account of this re-arrangement the temporary trestle was only available
for unloading rock for paving and macadamizing roads in its vicinity, and two ad-
ditional trestles were built for the unloading and storing of concrete materials, one
between Warehouses 3 and 4, and one north of Warehouse 8. The end of the original
trestle was remodelled providing storage bins for coal, so that same could be dumped
directly into locomotives and vehicles for distribution throughout the work. The
32
end of the trestle north of Warehouse 8 was provided with bins with a capacity of
about 2500 tons of stone and crushed rock, which permitted the dumping of these
materials directly into 1 }3 yard narrow gauge cars for distribution by means of dinkies
and narrow gauge track to all parts of the work.
The two authorized wooden quartermaster warehouses 60 x 167’ were provided
with bins and shelving and used for storing of plumbing, electrical and other supplies
which required careful housing and guarding. All cement was kept under
cover in either temporary warehouses or bays of the permanent warehouses after
same were completed.
It was evident that the greater portion of the material for construction of the
railroad yard tracks would be received before grading was completed, and in order
to provide a place where same could be unloaded quickly and cheaply, and be available
for use when required, arrangements were made whereby the Contractor leased about
ten acres adjacent to the Virginian Railroad at its junction with the temporary connec-
tion, and this space was used continuously for the storage of this material, also for the
storage of ordnance and other supplies received prior to the completion of the open
storage yard, until the expiration of the lease on January 1st, 1919.
25. In so far as possible the material was loaded and unloaded by machinery,
the General Contractor furnishing several locomotive cranes for this purpose. Gas-
oline operated conveyors were also built on the ground for loading and unloading the
smaller sizes of lumber, brick, piling, sewer pipe, etc. Some of these conveyors were
very economical and fast in their operation.
A large central sawmill was set up for cutting off and framing heavy timbers,
both for warehouses, piers and other purposes.
In both warehouse and pier construction the greater part of the material was
handled from stock piles directly to the site of the work by 24” narrow gauge cars
handled by both steam and gasoline dinkies. Standard gauge track was also run on
33
temporary trestle down the center line of both piers in order to facilitate handling of
heavy material and material which could be unloaded directly on the piers. In order .
to facilitate handling of stone, gravel, and other material a double track temporary
trestle was built out into the Roads about a quarter of a mile south of Pier 1. By means
of steel girders this trestle was provided with a 60 foot opening, and a dredged chan-
nel was excavated so as to allow free movement of dredges under the same, this ar-
rangement permitting the dumping of material as received directly on to barges.
Among the Government owned equipment were several new derrick lighters.
In order to handle the large amount of form timber necessary for pier construction,
saw rigs and other wood working machinery were placed upon the lighters, the ar-
rangement permitting of a very fast and economical placing of forms. The same light-
ers were afterwards used to a considerable extent in stripping the forms and reclaim-
ing timber.
34
CHAPTER V.
LABOR.
26. At the beginning of the War the Cities of Norfolk, Portsmouth, Newport
News, Hampton and Phoebus, surrounding Hampton Roads, had a combined esti-
mated population of 187,500 people, which under normal conditions furnished labor
for the U. S. Navy Yard at Portsmouth, the Newport News Shipbuilding & Dry
Dock Company, the eight trunk railroads entering the port, and for the numerous
small manufacturing concerns located in the various towns, and for oyster and other
fisheries. At the beginning of this work, in January, 1918, this urban population had
increased to about 344,800, which was still further increased to about 478,000 on Jan-
uary 1, 1919.
Surrounding these towns is a rich agricultural district, extensively used for truck
farming to a more or less intensified degree, the result being that even in normal times
there was very little surplus labor available for large construction.
During the year of 1917, after the declaration of war, there was authorized new
Government construction at Fortress Monroe, Langley Field, Camp Stuart, Camp
Alexander, Camp Harrison, Camp Abraham Eustis, U. S. Naval Base at Yorktown,
U. S. Ordnance Depot at Pig Point, U. S. Navy Yard at Portsmouth, and U. S. Naval
Operating Base at Norfolk, entailing an aggregate expenditure of well over $125,000,000,
the labor imported for the same, together with the increase in population incident
thereto having filled the cities to their entire capacity, the result being that there was
neither labor nor housing available for the construction of the Army Supply Base.
27. Arrangements were made to finish the authorized housing at the Base just
as quickly as possible, that this might be used for the housing of white labor and to
some extent the colored labor. Floors, windows and screens were placed on the author-
35
ized stables in order to make them available for similar purposes, and some 30 unau-
thorized buildings were constructed in addition thereto.
Through the General Contractor arrangements were made with the Titus Town
Corporation whereby temporary housing was provided for 1780 colored employees
in the colored settlement at Titus Town, this agreement providing for the sale, of
the various improvements made, to the owners of the property at an agreed upon price
on the completion of the work, proved to be most satisfactory, the fact being that due
to the presence of colored schools, churches, theatres, restaurants, etc., the turnover
of colored labor occupying these quarters was very light.
28. Labor for the project averaged 65% white and 35% negro, and was re-
cruited from various states as far West as Texas and Minnesota, as far South as Flor-
ida, and as far North as New York. At various times both Porto Rican and Bahaman
labor were also considered, but owing to lack of transportation were never secured.
29. At the commencement of the work the General Contractor made an agree-
ment with an employment agency whereby the agency was to open up offices in six of
the most available labor centers and supply labor to the project for a recruiting charge
of $1 each, transportation being paid by the General Contractor, which arrangement
continued in force until August 1, 1918, working out very satisfactorily. Subsequent
to August 1st, 1918, all labor was recruited through the U. S. Employment Service,
Department of Labor, excepting that which was secured locally on the ground, and
in a down town office which the General Contractor maintained in Norfolk.
The average cost of delivering a man to the work, shipped in from outside points
from April 1, 1918, to September 30, 1919, is as follows: Transportation $23.04, Porter
Bros. recruiting expense $2.31, U. S. Employment Service (estimated) $4.19, feeding
men en route $0.36, a total average per man of $29.90. Vouchers for the transportation
36
of this labor, as approved by the U. S. Transportation Service, have not as yet all been
received, the total estimated cost of same being approximately $750,000.
About 1200 or 1500 mechanics and laborers followed the general contractor,
Supervising Engineer and Constructing Quartermaster to the work, without any cost
to the Government, the majority of these men being mechanics who follow general
construction, formed the nucleus from which the bulk of the foremen were secured
and around which the general organization was built up.
30. As a rule, the labor was the usual average on construction work, and its
morale and efficiency up to the signing of the armistice of the very best. After the
signing of the armistice a large number left for their homes throughout the country,
and there was a general decline in efficiency. In some of the skilled trades labor was
not up to the general standard, due to the fact that under stress of war conditions
they had taken into their various organizations, helpers and semi-skilled individuals,
who, under normal conditions, could not qualify as journeymen.
31. During the progress of the work there were 70,500 individual names on the
payroll, who averaged 33 days, a total of 2,326,500 man days; the largest number
of men on the work at any one time was 9,822, occurring during the week of September
18, 1918, the office and field employees of the Constructing Quartermaster, Supervis-
ing Engineer and Contractor's organizations bringing the total number of employees
during this time well over 10,000.
32. The commissary and mess hall operations were carried on by the general
contractor under terms of his contract without the aid of any outside catering firm.
Early in the work the great cost of securing labor was anticipated, and it was
considered that the Government could well afford to assume a considerable loss from
the commissary, if by so doing it was possible to make the camp attractive and create
a favorable reputation in the various labor markets, and by so doing reduce the turn-
over and cheapen the cost of securing labor. Accordingly under the arrangements
37
made, the Constructing Quartermaster retained complete jurisdiction over the quality
and quantity of meals as served.
The first mess hall was opened February 14, 1918, and the last one closed July
31, 1919, the total number of meals served being 2,760,332, of which 14,204 was the
largest number on any one day, the price of meals being 35 cents each, or 33 1/3 cents
in case books of $1 or more were purchased.
There was also operated in connection with the mess halls a canteen and a general
store, both of which showed a net profit, the total expenditures of the Commissary
operations being $1,487,290.04, the total receipts $1,331,206.31, showing a net loss
of $156,083.73, which in our opinion was much more than compensated by the small
labor turnover which was had as compared with other activities in this vicinity.
33. At the beginning of the work, the Virginia Railway & Power Company's
street railway system consisted of two different gauges, about 25% of their lines,
the greater portion of which were suburban, being 4' 8%", and the balance, compris-
ing the greater portion of their downtown lines, being 5' 2". Practically all their
summer, baseball and other emergency equipment was 5' 2" gauge. The line on
Maryland Ave., through the Army Base to the Naval Base was 4' 8%" gauge, was
poorly connected up, and already overloaded with traffic to the Naval Base. The
entire traction system, including a considerable number of dead or unused lines in
Norfolk, was made up of what was originally five independent systems, the present
company continuing to operate under the various franchises, and transfers not being
given between component parts of the system, or between lines of different gauge,
the result being that a laborer living in Brambleton would pay at least 20 cents fare to
reach the Army Base.
It was obvious that radical changes must be made in this system in order to
take care of the situation, and arrangements were made with the Power Company
whereby a temporary line was built on 25th St. between Omohundro Ave. and Church
38
St. at the joint expense of the Government and the Street Railway Company, and
five three-car trains were leased from the Norfolk Southern. These gave only tem-
porary relief, and were not satisfactory as the 4' 8%" line did not reach the portions
of Norfolk where the bulk of the labor lived. Accordingly the matter was taken up with
the Traction Company and the City, and an Ordinance secured providing for the
unification of all gauges in Norfolk, and the issuing of transfers at necessary transfer
points. As the Street Railway was not properly equipped to make the change in gauge
and other alterations incident thereto, arrangements were made with Admiral Harris,
Public Works Officer, Fifth Naval District, whereby he authorized the use of labor
from the contractor's force at the Naval Base in conjunction with labor from the Army
Base to change the gauge of some 15 miles of track, the entire operation being com-
pleted in less than 40 hours. The entire cost of this work was later reimbursed to
the Government, through the General Contractor, by the Street Railway Company.
Through the Board of Control priorities were secured on axles, necessary trucks
and other material needed for changing of the gauge of the cars to the wide gauge,
and additional equipment was ordered and secured for the Company. The situation
continued to improve until September, 1918, when a 12,500 K. W. unit in the main
power station of the Traction Company burned out, which was later followed by the
failure of one of the 5,000 K. W. units, leaving only two 5,000 K. W. units to carry
the entire load of Norfolk, Portsmouth and Suffolk. The dismantling of the dam-
aged equipment and shipping of same to Schenectady for repairs was handled by the
Supervising Engineer and the General Contractor of the Army Supply Base.
In the meantime arrangements were made whereby trains were run from the
Union Station over the Virginian Railroad to both the Army and Naval Bases for
transporting contractor's labor. These trains, however, did not reach the localities
where any considerable portion of the labor lived, and arrangements were made whereby
one truck company, equipped with 31 trucks, was secured and put in service, contin-
39
uing to haul from 1200 to 1600 men, and at times 2500 men, back and forth every
day. Later in the season, after the advent of the Motor Transport Corps, this company
was augmented by several other companies, and they continued to give uniformly
valuable service. While the hauling of labor in trucks was expensive, it was found
advisable to continue same, as trucks were able to reach the homes of the laborers and
deliver them to the work on time. Attempt was also made to haul labor from the
city by steamer, but on account of the cost of operation of the steamer, and the small
number of employees who would ride on same, it was found impracticable to continue
the service.
34. Throughout the progress of the work there were a great number of strikes
and disputes as regards wage rates. The Board of Control, War Construction Ac-
tivities, Hampton Roads District, of which the Constructing Quartermaster was
a member, established rates of wages for all classes of construction labor in the en-
tire port up to the time of the formation of the National War Labor Policies Board
in July, 1918, after which date all matters were handled by the latter Board, the Board
of Control securing data and acting in an advisory capacity and promulgating rates
as established by the War Labor Policies Board to the various activities. By means
of the Board's control of priorities on material and transportation it also attempted
to secure and keep the scale on private work down to the schedules as promulgated
by the War Labor Board. There was, however, a very large amount of small construc.
tion work throughout the City, and it was the tendency of the individual to offer
a rate above the Government scale. This increase, once established, spread, resulting
in a continued unsettled condition, as under the “Baker-Gompers” agreement it was
necessary to revise the rates whenever labor could establish the fact that the prevailing
union scale being paid on local work was in excess of the established Government rate
This condition was primarily responsible for practically every one of the strikes, a
40
throughout the work there was little if any complaint as to housing, mess or other con-
ditions. The strikes as they occurred are listed as follows:
Trade Date Returned to Work Reason for Strike
Plumbers. . . . . . Mar. 30, 1918. April 4, 1918. . Dissatisfaction with wage schedule
Electricians. . . . Mar. 30, 1918. , April 3, 1918. . Dissatisfaction with wage schedule
Sheet Metal
Workers. . . . . Mar. 30, 1918. April 3, 1918. . Dissatisfaction with wage schedule
Carpenters.. . . . Mar. 30, 1918. , April 2, 1918. . Dissatisfaction with wage schedule
Pile Drivers. . . . April 3, 1918. April 4, 1918. . Dissatisfaction with wage schedule
Riggers. . . . . . . . April 3, 1918. . New Crew on
April 8, 1918
Linemen. . . . . . . May 2, 1918. . May 3, 1918. . Misunderstanding of rates.
Bricklayers. . . . . May 3, 1918. . May 6, 1918. , Sympathetic, account low hod-carriers'
rate.
Hod Carriers. . . May 7, 1918. . May 12, 1918. . Dissatisfaction with wage schedule
Sheet Metal
Workers. . . . . May 19, 1918. . May 21, 1918. . Dissatisfaction with wage schedule
(Union Shop). . (Non Union Shop)
Tug Boat
Employees. . . July 15, 1918. . Only 3% day off. Shortage in pay, no pay, etc., misun-
derstanding.
Plumbers. . . . . . Aug. 21, 1918. . Sept. 23, 1918. . Dissatisfaction with wage schedule, on-
ly about one-half of force on strike.
Brickmasons. . . Dec. 2, 1918. , Dec. 6, 1918. . Dissatisfaction with wage schedule
Electricians. . . . Dec. 2, 1918. . Dec. 11, 1918. . Dissatisfaction with wage schedule
Plumbers and
Steam Fitters Feb. 3, 1919. . Mar. 19, 1919. . Dissatisfaction with wage schedule,
Started working $1.00 per hour demanded.
as individuals,
not as organiza-
tion.
Brickmasons
and Plasterers April 3, 1919. . May 12, 1919. . Dissatisfaction with wage schedule,
$1.00 per hour demanded.
In the majority of cases where there was no well founded ground for the conten-
tion that the local rates were higher than the Government rates, the Constructing
Quartermaster was able to settle the difficulties; in other cases where the Navy and
other activities were concerned, the matters were taken up by the Board of Control,
War Construction Activities, Hampton Roads District, for adjustment, and in ex-
treme cases, where the strikes were materially affecting the progress of the work,
or where it was evident that local contractors had so increased the scale that there was
ground for argument, the matter was referred to the War Labor Policies Board, and
41
settlement effected through the agency of that body. In several cases, as for instances
the sheet metal workers and electricians strikes, which occurred without the sanction
of the national organization and without apparent cause, the strikers were not rein-
stated as a body, those showing evidence of good faith being taken back as individuals,
and new labor secured and the work re-opened as a non-union shop, this latter having
a very good effect on conditions in general. The following is a complete statement
of the initial rates of pay and overtime conditions, together with all changes as author-
ized throughout the progress of the work:
AUTHORIZED WAGE SCHEDULES, ARMY SUPPLY BASE,
NORFOLK, VIRGINIA.
SHEET No. 1
O v E R T I M E
Week Sat. Sun-
Occupation Rate Day P. M. day Date Authorized
AUTO TRANSPORTATION:
Acetylene Welders. . . . . . . . . . . 59 1% 1 1% February 14, 1918
. 66 1% 1 1% April 9, 1918
.72% 1% 1 2 June 1, 1918
Auto Mechanics. . . . . . . . . . . . . 59 1% 1 1% February 14, 1918
.72% 1% 1 2 June 1, 1918
80 1% 1 2 October 23, 1918
Mechanic Helpers. . . . . . . . . . . .30 1% 1 1% February 14, 1918
.46 1% 1 1% June 1, 1918
. 54 1% 1 2 October 23, 1918
Truck Foremen. . . . . . . . . . . . . . 60 1% 1 1% June 1, 1918
. 65 1% 1 1% August 22, 1918
$175 Mo. 1 1 1 November 16, 1918
Auto Truck Drivers. . . . . . . . . .30 1% 1 1% February 14, 1918
.45 1% 1 1% August 22, 1918
.46 1% 1 1% November 14, 1918
$30 Wlk. 1 1. 1 December 19, 1918
Truck Drivers' Helpers. . . . . . .30 1% 1 1% February 14, 1918
. 35 1% 1 1% June 1, 1918
. 40 1% 1. 1% August 22, 1918
.46 1% 1 1% November 14, 1918
$110 Mo. © wº . March 20, 1919
42
Occupation
AUTO THANSPORTATION
(Continued):
Chauffeurs. . . . . . . . . . . . . . . .
BARN :
Foremen. . . . . . . . . . . . . . . . . . .
Barnmen . . . . . . . . . . . . . . . . . .
BRICK MASON:
Foremen. . . . . . . . . . . . . . . . . . .
Masons. . . . . . . . . . . . . . . . . . . .
Masons Apprentice. . . . . . . . .
Masons Helpers . . . . . . . . . . .
Hod Carriers. . . . . . . . . . . . . .
Mortar Mixers. . . . . . . . . . . .
BLACKSMITHS:
Foremen. . . . . . . . . . .
Rate
30
35
46
$25 W k.
40
.45
$175 MO.
. 35
. 40
.46
$110 MO.
8()
85
, ()()
. 75
75
.87%
. 30
. 40
. 46
. 30
. 40
45
46
50
. 36
45
50
50
. 40
. 55
. 55
.82%
.98
O v E R T I M E
Week Sat. Sun-
Day P. M. day
1} 2 1 1%
1 J/3 1 1%
1% l 1 J/3
I 1 I
1}3 l l J/3
1}3 1}^3
1}3 1 1 },
1}/3 1%
1 J/3 l 193
1} 3 l l ; 3
2 2 2
2 2 2
1}/2 1 1 %
2 2 2
2 2 2
1%. 1 1/3
1% 1 1%
1%. 1 1/3
1% 1 1 J/3
1)/3 1 1}^3
1% 1 1}/3
1% 1 1/3
1% l l ; 2
1% l l 12
1}/3 1 2
1% 1 1}^3
1%. 1 1 J/3
1% 1 1%
1% 1 1 J/3
1% 1 1%
1% | 2
1% 1 2
Date Authorized
February 14, 1918
August 22, 1918
November 14, 1918
December 19, 1918
February 14, 1918
August 22, 1918
December 1, 1918
February 14, 1918
August 22, 1918
November 14, 1918
March 20, 1918
February 14, 1918
June 1, 1918
August 22, 1918
3 February 14, 1918
June 1, 1918
August 22, 1918
February 14, 1918
August 22, 1918
November 14, 1918
February 14, 1918
June 1, 1918
August 22, 1918
November 14, 1918
December 19, 1918
February 14, 1918
June 1, 1918
3 August 22, 1918
December 19, 1918
June 1, 1918
August 22, 1918
December 19, 1918
June 1, 1918
October 23, 1918
43
O v E R T I M E
Week Sat. Sun-
Occupation Rate Day P. M. day Date Authorized
BLACKSMITHS e
(Continued):
Blacksmiths. . . . . . . . . . . . . . 54 1% 1 2 February 14, 1918
, 59 1}3 1 2 April 9, 1918
.72% 1}3 1 2 June 1, 1918
. 80 1}3 1 2 October 23, 1918
Blacksmiths, 2nd Class. . . . . 72 1}3 1 2 October 23, 1918
Helpers. . . . . . . . . . . . . . . . . . . 30 1 Jº 1 1}3 February 14, 1918
.46 1% 1 1}3 June 1, 1918
. 54 1% 1 2 October 23, 1918
BOILERMAKERS:
Foremen. . . . . . . . . . . . . . . . . . 82} 3 1}3 1 2 June 1, 1918
.98 1 J/3 1 2 October 23, 1918
Mechanics. . . . . . . . . . . . . . . . 6434 1}3 1 2 April 9, 1918
.72% 1}3 1 2 June 1, 1918
. 80 1% 1 2 October 23, 1918
Mechanics, 2nd Class. . . . . . . 72 1% 1 2 October 23, 1918
Helpers. . . . . . . . . . . . . . . . . . . 30 1% 1 1}3 April 9, 1918
.46 1% 1 1}3 June 1, 1918
. 54 1 J/3 1 2 October 23, 1918
CAR REPAIRERS:
Foremen. . . . . . . . . . . . . . . . . . 82% 1% I 1% June 1, 1918
Labor. . . . . . . . . . . . . . . . . . . 50 1}/3 1 1% June 1, 1918
(“ARPENTFRS:
Dock Foremen . . . . . . . . . . . 80 1943 1 1}^3 February 14, 1918
. 85 1% 2 2 August 1, 1918
House Foremen. . . . . . . . . . . . 62% 1% 1 1% February 14, 1918
.72% 1% 1 2 June 1, 1918
. 85 1% 2 2 August 1, 1918
Pusher. . . . . . . . . . . . . . . . . . 63 1% 1 1% April 9, 1918
.67% 1}/3 1 2 June 1, 1918
80 1% 2 2 August 1, 1918
Dock Carpenter. . . . . . . . . . 58 1% l 1% April 9, 1918
.62% 1% 1 2 June 1, 1918
75 1% 2 2 August 1, 1918
House Carpenter. . . . . . . . . . 53 1}^3 I 1% February 14, 1918
. 58 1% I 1}3 April 9, 1918
.62% 1 }/3 1 2 June 1, 1918
. 75 1% 2 2 August 1, 1918
44
O v E R T I M E
Week Sat. Sun-
Occupation Rate Day P. M. day Date Authorized
CEMENT GUNMEN:
Nozzle Foremen. . . . . . . . . . $200 Mo. 1 1 1 April 9, 1918
60 1% 1 1% June 1, 1918
.72% 1% 1 1}% August 22, 1918
.85 1% 1 1% October 10, 1918
Nozzlemen. . . . . . . . . . . . . . . $125 to $150 Mo. . . . tº e - April 9, 1918
. 55 1% 1 1% June 1, 1918
. 60 1% 1 1}3 August 22, 1918
. 75 1% 1 1% October 10, 1918
Gunmen. . . . . . . . . . . . . . . . . 50 1% 1 1% June 1, 1918
. 55 1% 1 1%
Reinforcing Foremen. . . . . . $175 Mo. 1 1 1 April 9, 1918
70 1% 1 1% June 1, 1918
.72% 1% 1 1% August 22, 1918
Reinforcing Labor . . . . . . . . 30 1% 1 1% April 9, 1918
.45 1% 1 1% June 1, 1918
. 46 1% 1 1% November 14, 1918
$110 Mo. . . . † = ** March 20, 1919
CONCRETE MEN:
Foremen. . . . . . . . . . . . . . . . . . 62% 1% 1 1% February 14, 1918
. 65 1% 1 1% June 1, 1918
. 70 1% 1. 1% August 22, 1918
. 75 1% 1 1% December 19, 1918
Foremen Paving. . . . . . . . . . .80 1% 1 1% December 19, 1918
Pushers. . . . . . . . . . . . . . . . . . .45 1% 1 1% June 1, 1918
. 50 1% 1 1% December 19, 1918
Concrete and Cement
Finishers. . . . . . . . . . . . . . 60 1% 1 1% February 14, 1918
. 65 1%. 1 1% August 22, 1918
Finishers Helpers. . . . . . . . . .37% 1% 1 1% February 14, 1918
.42% 1% 1 1% August 22, 1918
.46 1% 1 1% November 14, 1918
Laborers. . . . . . . . . . . . . . . . . .30 1% 1 1% February 14, 1918
. 35 1% 1 1% June 1, 1918
. 40 1% 1 1% August 22, 1918
.46 1% 1 1% November 14, 1918
$110 Mo. . . . to e e March 20, 1919
Reinforcement Erectors... . .40 1% 1 1% April 9, 1918
.45 1% 1 1% June 1, 1918
. 50 1% 1 1% August 22, 1918
45
Occupation
CONCRETE MEN
(Continued):
Reinforcement Laborers. . .
Concrete Handlers. . . . . . . .
COMMISSARY:
Steward, Day. . . . . . . . . . . .
Steward, Night. . . . . . . . . . .
Waiters and Kitchen Men.
DREDGE PIPING:
Foremen. . . . . . . . . . . . . . . . .
Rate
. 40
.45
.46
. 50
. 30
. 35
.40
.45
.46
. 50
$125 MO.
$145 Mo.
$165 MO.
$100 Mo.
$125 MO.
$135 MO.
$100 Mo.
$135 MO.
$150 Mo.
$90 Mo.
$110 Mo.
$125 MO.
$ 75 MO.
$ 75 to $100 Mo. . . .
$ 90 to $115 Mo. . . .
55
$175 MO.
.45
. 50
$140 Mo.
O v E R T 1 M E
Week Sat. Sun-
Day P. M. day
1% 1 1%
1% 1 1%
1% 1 1%
1% 1 1%
1% 1 1%
1% 1 13%
1% 1 1%
1% 1 1%
1%. 1 1%
1% 1 1%
1 1 1
1 1 I
1 1 1
I 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1 1 1
1% 1 1%
1% 1 1%
1 1 1
1% 1 1%
1% 1 1%
1 1 1
Date Authorized
June 1, 1918
August 22, 1918
November 14, 1918
December 19, 1918
February 14, 1918
April 9, 1918
June 1, 1918
August 22, 1918
November 14, 1918
December 19, 1918
February 14, 1918
June 1, 1918
September 26, 1918
February 14, 1918
June 1, 1918
September 26, 1918
February 14, 1918
June 1, 1918
September 26, 1918
February 14, 1918
June 1, 1918
September 26, 1918
February 14, 1918
June 1, 1918
September 26, 1918
February 14, 1918
May 9, 1918
September 26, 1918
October 17, 1918
June 1, 1918
August 22, 1918
January 22, 1919
June 1, 1918
August 22, 1918
January 22, 1919
46
(ſecupation
IDIREI) GE PIPING
(Continued):
Pipe Handlers. . . . . . . .
ELECTRICAL:
Foremen. . . . . . . . . . . . . . . . .
Electricians, 1st Class. . . .
Electricians, 2nd Class... . . .
Helpers. . . . . . .
ENGINEERS:
Large Cranes. . . . . . . . . . . . .
Small Cranes, Steam
Shovel . . . . . . . . . . . . .
Steam Concrete Mixers. . . .
Gas Engines. . . . . . . . . . . . . .
Rate
40
.45
46
$120 MO.
62%
80
85
$204 MO.
. 56
. 60
70
75
$180 Mo.
.45
.45
.46
50
$120 MO.
. 30
. 37
. 40
.46
50
$120 Mo.
.72%
. 90
60
. 65
.72%
. 85
.95%
. 65
.72%
50
. 55
O v E R T 1 M E
Week Sat. Sun-
Day P. M. day
1 J3 1 1 3/3
132 1 1%
1%. 1 1}3
1 1 1
1}3 1 2
1 J & 1 2
2 2 2
1 V3 1 2
1}; 1 2
1 J/2 1 2
2 2 2
1%. 1 2
2 2 2
2 2 2
2 2 2
1%. 1 2
1%. 1 2
1%. 2 2
1% 2 2
1%. 2 2
1%. 1 1%
1%. 1 1 %
1%. 1 1 %
1% 1 1%
1%. 1 1 }}
1%. 1 1%
1% 1 1%
1% 1 1%
1}% 1 13%
1% 1 1%
1% 1 1%
Date Authorized
June 1, 1918
August 22, 1918
November 14, 1918
January 22, 1919
February 14, 1918
June 1, 1918
August 1, 1918
March 20, 1919
February 14, 1918
April 9, 1918
June 1, 1918
August 1, 1918
March 20, 1919
February 14, 1918
August 1, 1918
November 14, 1918
December 19, 1918
March 20, 1919
February 14, 1918
June 1, 1918
August 1, 1918
November 14, 1918
December 19, 1918
March 20, 1919
April 9, 1918
August 22, 1918
February 14, 1918
April 9, 1918
June 1, 1918
August 22, 1918
December 19, 1918
April 9, 1918
December 19, 1918
February 14, 1918
April 19, 1918
47
O v E R T I M E
Week Sat. Sun-
()ccupation Rate Day P. M. day I)ate Authorized
F. N (; IN E E RS
(Continued):
Pile Drivers. . . . . . . . . . . . . . . 65 1}^3 l 2 June 1, 1918
85 1 Jº I 1 3 August 22, 1918
Large Trench Machines.. . . .90 1 J3 1 1 J 3 December 19, 1918
Small Trench Machines . . . . 85 1 ! 3 | 1923
Stationary, Steam (Hospi-
tal, Septic Tank, Fire
Tug, etc.). . . . . . . . . . . . . 72} 3 1 3 l 1 ! 3 April 9, 1918
$174 MO. . . . - « g is March 20, 1919
Gasoline (Operators at Wa-
ter Pumping Station). $192. Mo. . . . g e ºf ºs March 20, 1919
FENCE MEN :
Foremen. . . . . . . . . . . . . . . . . . 75 1% I 1 3 June 1, 1918
Fencemen. . . . . . . . . . . . . . . . . 45 1}3 1. 1}3 June 1, 1918
.46 1} 3 1 1 3 November 14, 1918
50 1}^3 1 1 2 December 19, 1918
Fence Laborers. . . . . . . . . . . 35 1}^3 1 1 3 June 1, 1918
40 1}3 | 1}3 August 22, 1918
46 1 J3 } 1 J 3 November 14, 1918
* * $110 MO. . . . s * * * March 20, 1919
G LAZIERS:
Glaziers. . . . . . . . . . . . . . . . . . 62% 1 3 1 1 || 3 June 1, 1918
75 1}2 1} 2 2 August 1, 1918
GRADING:
Foremen. . . . . . . . . . . . . . . . . . 55 1% 1 1 J 2 February 14, 1918
. 65 1}^3 1 1}3 August 22, 1918
HARN ESS M A KER:
Harness Maker. . . . . . . . . . . . 62% 1% 1 1}3 June 1, 1918
HORSES :
Horses. . . . . . . . . . . . . . . . . . . . 80 day 1 1 1 February 14, 1918
1. 10 day 1 1 1 April 9, 1918
Saddle Horses. . . . . . . . . . . . 25 day 1 1 1 February 14, 1918
1. 10 day 1 1 1 April 9, 1918
4 horse team and driver . . . 1.75 hour . . . g s & 9 February 3, 1919
6 horse team and driver . . . 2. 50 hour (no overtime) May 1, 1919
48
Occupation
JANITOR:
Janitor. . .
LABOR (Common ) :
Foremen. . . . . . . . . .
Pushers. . . . . . . . . . .
Laborers. . . . . . . . . . . . . . . . .
LATHERS:
Foremen. . . . . . . . . . . . . . . . .
Lathers. . . . . . . . . . . . . . . . .
MACHIN ISTS AND ME-
CHANICS:
Foremen. . . . . . . . . . . . . . . .
Mechanics, 1st Class. . . . .
Mechanics, 2nd Class . . . . .
Helpers. . . . . . . . . . . . . . . . .
Rate
30
35
. 40
.46
$100 MO.
$100 M1 O.
. 70
.82%
.98
. 59
.72%
. 80
. 72
. 33
.46
. 54
O v E R T I M E
Week Sat. Sum-
Day P. M. day
] 1 j
I 1 1
1 1 1
1 1 |
I | 1
1}3 1 1 3
1 2 1. 1 2
1 2 l 1 3
1 32 1 1} 2
1 J/3 l l ; 3
1 }; 1 1 }º
1} , 1 1 } 3
1}^3 1 1} 9
1} , 1 1 } 3
1}º. 1 1 } 3
1} 0 1 1 },3
1}^3 1 1}^3
1 } @ 1 1 }^3
2 2 2
1}3 1 1} 3
2 2 2
1% 1 1}^3
1}3 1 2
1}3 1 2
1%. 1 1 } 3
1}3 1 2
1 J/3 1 2
1
J.
3
1
2
1}3 1 1%
1%. 1 1%
1% 1 2
1) ate A uthorized
February 14, 1918
June 1, 1918
August 22, 1918
October 23, 1918
November 21, 1918
IDecember 19, 1918
February 14, 1918
June 1, 1918
August 22, 1918
I}eceni ber 19, 1918
.jure 1, 1918
August 22, 1918
N Gven ber 14, 1918
I ecen, ber 19, 1918
February 14, 1918
June 1, 1918
August 22, 1918
November 14, 1918
June 1, 1918
August 22, 1918
June 1, 1918
August 22, 1918
February 14, 1918
June 1, 1918
October 23, 1918
February 14, 1918
June 1, 1918
October 23, 1918
October 23, 1918
February 14, 1918
June 1, 1918
October 23, 1918
49
Occupation
PAINTERS:
Foremen. . . . . . . . . . . . . . . . .
House Painters. . . . . . . . . . .
Sign Painters. . . . . . . . . . . . .
PILE DRIVERS:
Foremen. . . . . . . . . . . . . . . . .
Pile Drivers. . . . . . . . . . . . .
Cutoff Men and Straight-
PIPE COVERERS:
Foremen. . . . . . . . . . . . . . . . .
Coverers. . . . . . . . . . . . . . . .
PLASTERERS:
Foremen. . . . . . . . . . . . . . . . .
Plasterers. . . . . . . . . . . . . .
Rate
. 57
. 70
85
.45
52
. 60
. 75
. 55
. 60
. 75
. 80
. 85
. 53
. 58
.62%
. 53
.62%
. 40
.45
.46
. 65
. 75
. 55
. 62%
.75
. 80
.85
. 70
. 63
. 70
. 75
O v E R T I M E
Week Sat. Sun-
Day P. M. day
1%. 1 1 %
1%. 1 1 },
1% 11%. 2
1% I 1%
1% 1 1}^3
1% 1 1923
1% 1 /3 2
1% 1 1%
1% 1 1%
1% 1}3 2
1%. 1 1 %
1% 2 2
1% 1 1%
1% 1 1%
1% 1 1%
1% 2 2
1% 1 1%
1%. 1 2
1% 1 1%
133 1 1%
1% 1 1%
1%. 1 1%
1% 1 1%
1%. 1 1%
1% 1 1%
1%. 1 1%
1%. 1 1%
2 2 2
1% 1 1%
1%. 1 1%
1%. 1 1 %
2 2 2
Date Authorized
February 14, 1918
June 1, 1918
August 1, 1918
February 14, 1918
April 9, 1918
June 1, 1918
August 1, 1918
February 14, 1918
June 1, 1918
August 1, 1918
February 14, 1918
August 1, 1918
February 14, 1918
April 9, 1918
June 1, 1918
August 1, 1918
June 1, 1918
August 22, 1918
June 1, 1918
August 22, 1918
November 14, 1918
June 1, 1918
December 19, 1918
June 1, 1918
December 19, 1918
February 14, 1918
June 1, 1918
August 1, 1918
February 14, 1918
April 19, 1918
June 1, 1918
August 1, 1918
50
Occupation Rate
PLUMBERS:
Foremen. . . . . . . . . .67%
.82%
. 85
$204 MO.
1 : 10
Plumbers, 1st Class. . . . . . . .62%
.72%
75
$180 MO.
1 : 00
Plumbers, Helpers. . . . . . . . . 30
. 37}/3
.37%
46
. Y()
Police. . . . . . . . . . . . . . . . . . . . 40
.45
$13.5 MO.
$13.5 MO.
RIGGERS:
Foremen. . . . . . . . . . . . . . . . . . 65
.72};
.68%
. 53
.62%
.72%
. 85
Riggers. . . . . . . . . . . . . . . . . .
ROOFERS:
Foremen. . . . . . . .
.62%
. 75
Roofers. . . . . . . . . . . . . . . . . .
SANITARY DEPARTMENT:
Laborers. . . . . . . . . . . . . . . . . .30
.37%
45
46
silo Mo.
O v E R T I M E
Week Sat. Sun-
Day P. M. day
11%. 1 2
2 2 2
2 2 3
1 } @ 1 2
1% 1 2
2 2 2
2 2 2
1}/3 | 1}^3
1)/3 l 1}3
2 2 2
2 2 2
2 2 2
1}3 1 1 } 3
1%. 1 1 } 3
1 1 1
1 }3 1 2
1 J/3 1 2
1%. 1 2
1% 1 2
1%. 1 2
1% 1 2
1% 2 2
1% 1 2
1% 2 2
1% 1 1%
1% 1 1%
1}^3 1 1%
1% 1
1%
Dale A uthorized
February 14, 1918
June 1, 1918
August 1, 1918
March 20, 1919
June 30, 1919
February 14, 1918
June 1, 1918
August 1, 1918
March 20, 1919
June 30, 1919
February 14, 1918
June 1, 19 i S
August 1, 1918,
|November 14, tº jS
I}ecember 19, 19 S
June 1, 1918
August 22, 1918
November 16, 1918
IDecember 19, 1915,
June 1, 1918
August 22, 1918
February 14, 1918
April 9, 1918
August 22, 1918
June 1, 1918
August 1, 1918
June 1, 1918
August 1, 1918
February 14, 1918
June 1, 1918
August 22, 1918
November 14, 1918
March 20, 1919
51
Occupation
SANITARY DEPARTMENT
(Continued):
Foremen. . . . . . . . . . . . .
SEWERS:
Foremen. . . . . . . . . . . . .
Pipe Layers. . . . . . . . . .
Pipe Tenders. . . . . . . . . . . . .
Strikers. . . . . . . . . . . . . .
Laborers. . . . . . . . . . . . . . . . .
STEAM FITTERS:
Foremen. . . . . .
Fitters. . . . . . . . . . . . . . . . . . .
Rate
. 50
. 55
. 60
65
O v E R T J M E
sisé Mo.
. 62%
. 65
. 80
. 50
. 60
. 50
. 60
. 50
. 60
. 50
.45
. 50
. 35
. 40
.45
. 46
. 30
. 35
. 40
.46
.67%
82%
.82%
85
$204 Mo.
1 : 10
. 62%
.72%
. 75
$180 Mo.
1.00
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1}3
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
2
2
2
1%
1%
2
2
Week Sat.
Day P. M. day
:
1
1
.::
2e
1
Sun-
1%
1%
1%
1 J/3
1%
º
|
J.J
Date Authorized
February 14, 1918
June 1, 1918
August 22, 1918
December 19, 1918
March 20, 1919
February 14, 1918
June 1, 1918
August 22, 1918
June 1, 1918
August 22, 1918
June 1, 1918
August 22, 1918
June 1, 1918
August 22, 1918
June 1, 1918
June 1, 1918
August 22, 1918
February 14, 1918
June 1, 1918
August 22, 1918
November 14, 1918
February 14, 1918
June 1, 1918
August 22, 1918
November 14, 1918
February 14, 1918
June 1, 1918
August 1, 1918
December 19, 1918
March 20, 1918
June 30, 1918
February 14, 1918
June 1, 1918
August 1, 1918
March 20, 1919
June 30, 1919
52
O v E R T 1 M E
Week Sat. Sun-
Occupation Rate Day P. M. day Date Authorized
STEAM FITTERS
(Continued):
Helpers. . . . . . . . . . . . . . . . . . . 37% 1% 1 1% February 14, 1918
.37% 2 2 2 August 1, 1918
.46 1% 1 1% November 14, 1918
. 50 2 2 2 December 19, 1918
Sprinkler Fitters. . . . . . . . . . . 72% 1% 1 2 June 1, 1918
. 75 2 2 2 August 22, 1918
STRUCTURAL IRON WORKERS:
Foremen. . . . . . . . . . . . . . . . . . 90 2 2 2 August 22, 1918
1.05 2 2 2 December 19, 1918
Iron Workers. . . . . . . . . . . . . . 80 2 2 2 August 22, 1918
.92% 2 2 2 December 19, 1918
STEAM SHOVEL:
Foremen. . . . . . . . . . . . . . . . . .82% 1% 1 1% June 1, 1918
85 1% f 1% August 22, 1918
Engineers. . . . . . . . . . . . . . . . . 65 1% 1 1% April 9, 1918
.85 1% 1 1% August 22, 1918
.95% 1% 1 1% December 19, 1918
Firemen. . . . . . . . . . . . . . . . . . 53 1% 1 1% December 19, 1918
$127 MO. . . . g in e tº March 20, 1919
Firemen (stationary boiler). .42 1% 1 1% June 1, 1918
.46 1% 1. 1% November 14, 1918
. 50 1% 1 1% December 19, 1918
$120 Mo. March 20, 1919
SHEET METAL WORKERS:
Foremen. . . . . . . . . . . . . . . . . . 60 1% 1 1% February 14, 1918
. 80 1% 1 1% June 1, 1918
. 80 2 2 2 August 22, 1918
. 85 2 2 2 September 26, 1918
Metal Workers. . . . . . . . . . . . 53 1% 1 1% February 14, 1918
. 59 1% 1 1% April 9, 1918
. 70 1% 1 1% June 1, 1918
. 70 2 2 2 August 22, 1918
. 75 2 2 2 September 26, 1918
Helpers. . . . . . . . . . . . . . . . . . .35 1% 1 1% February 14, 1918
.37% 1% 1 1% June 1, 1918
.37% 2 2 2 August 22, 1918
.46 1% 1 1% November 14, 1918
. 50 2 2 2
December 19, 1918
53
Occupation
SAW FILERS:
Saw Filers. . . . . . . . . . . . . . .
TEAM FOREMEN:
Foremen. . . . . . . . . . . . . . . . .
TRACK MEN :
Foremen. . . . . . . .
Track Layers and Spikers .
TRAIN MEN:
Engineers. . . . . . . . .
Engineer Hostler. . . . . . . . . .
Firemen. . . . . . . . . . . . . . . . .
Conductors. . . . . . . . . . . . . .
Brakemen. . . . . . . . . . . . . . . . .
WATER BOY:
Water Boy. . . . . . . . . . . . . . .
O v E R T 1 M E
Week Sat. Sun-
Rate Day P. M. day
. 53 1% I 1%
58 1}} 1 1%
. 62% 1}3 l 2
75 1% 2 2
. 50 1% 1 1}^3
. 60 1}^3 1 1%
. 70 1% 1 1%
. 55 1% 1 1%
. 75 1% 1 1}%
. 80 1% 1%
. 40 1% I 1}%
.45 1% 1 1%
.46 1% 1 1}^3
. 50 1}^3 1 1%
$110 MO. - - • e a
721, 3 1% 1 2
6334 1% 1 1%
.72% I}% 1 2
.38% 1% I 1%
. 37% 1% I 1%
.42 1% 1 1%
. 53 1% 1 1%
. 56% 1% 1 1%
60 1% 1 1%
. 37% 1% 1 1%
.42 1% 1 1%
. 53 1% 1 1%
. 37% 1% 1 1%
. 42 1% 1 1%
. 53 1% 1. 1%
. 16 1% 1 1%
$50 Mo. & a & Cº
Date A uthorized
February 14, 1918
April 9, 1918
June 1, 1918
August 1, 1918
February 14, 1918
June 1, 1918
August 22, 1918
June 1, 1918
August 22, 1918
December 19, 1918
June 1, 1918
August 22, 1918
November 14, 1918
December 19, 1918
March 20, 1919
February 14, 1918
June 1, 1918
February 14, 1918
June 1, 1918
February 14, 1918
April 9, 1918
June 1, 1918
August 22, 1918
February 14, 1918
June 1, 1918
February 14, 1918
June 1, 1918
August 22, 1918
February 14, 1918
June 1, 1918
August 22, 1918
February 14, 1918
December 5, 1918
54
O v E R T 1 M E
- Week Sat. Sun-
(Jecupation Raše Day P. M. day Date A uthorized
WATER SUPPLY :
Pipe Layer Forem en . . . . . . . (55 1) : 1 1} 3 June 1, 1918
S() 2 2 2 August 22, 1918
85 2 2 2 December 19, 1918
$204 Mſ O. . . . & • * * March 20, 1919
Caulkers, 1st ('lass. . . . . . . . 40 1}3 | 1} 3 February 14, 1918
45 11.3 I 1} 3 June 1, 1918
75 1 3 | | | | August 22, 1918
Cauikers, Helpers . . . . . . . . . 6() | 1 , l 1 lo August 22, 1918
Bottorn Men . . . . . . . . . . . . . 50 1 2 I 1 2 June 1, 1918
Pipe Layers. . . . 50 1}^3 I 1}3 June 1, 1918
60 1% 1 1 J/3 August 22, 1918
Maulers. . . . . . . . . . . . . . . . . 5() 1% 1 1}3 August 22, 1918
Bank Riders . . . . . . . . . . . . . . .45 I J3 I 1} 3 August 22, 1918
46 1 1/6 1 1}3 November 14, 1918
WHEELW RIGHTS:
Wheelwrights. . . . . . . . . . . . . 3 1} % 1 1% February 14, 1918
59 1}3 1 1% April 9, 1918
.72% 1% 1 2 June 1, 1918
75 1% 2 2 August 1, 1918
WE I, i, Ij R , i, EIRS:
Foremen . . . . . . . . . . . . . . . . . .95 1}3 I 1% December 19, 1918
Drillers. . . . . . . . . . . . . . . . . . . 85 132 I 1% I)ecember 19, 1918
Helpers. . . . . . . . . . . . . . . . . . . 65 1 3/3 I 1}3 December 19, 1918
After December 4, 1918, there was no overtime work, except in cases of extreme
necessity, where it was necessary to do so in order to save life or property, and no
Saturday afternoon or Sunday work except in so far as same was necessary to feed men
and animals, maintain sanitation, etc.
36. On September 16, 1918, Companies A and B of the 405th Reserve Labor
Battalion arrived, being assigned to the Constructing Quartermaster for duty. These
two companies totaled approximately 500 men, remained until near the close of the
55
year, but were of very little value, due to the fact that practically all of them were either
venereals or men incapable of performing an actual day's work, on account of their
physical disabilities. As a rule they were used for policing the grounds, unloading cars
of Overseas quartermaster's supplies after same began to arrive, and some other duties
where they could be given a fixed task which they were advised must be completed
within a stipulated time.
37. Throughout the period of active construction noonday meetings were held
several times each month, in view of maintaining and improving the morale of labor,
also for stimulating their interest in the Liberty Loans, Red Cross Drives, etc. These
meetings were addressed by members of the Constructing Quartermaster's and con-
tractor's organizations, by speakers from the City of Norfolk and the Construction
Division in Washington, and on several occasions by members of the United States
Senate and House of Representatives, and were of inestimable value and should be
continued on a l similar projects.
The results of the three Liberty Loan and Red Cross drives were as follows:
Third Liberty Loan . . . . . . . . . . . . . . . . . . . . . . . $1,027,350.00
Fourth Liberty Loan . . . . . . . . . . . . . . . . . . . . . . 450,000.00
Victory Loan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16,800 00
Red Cross Drive. . . . . . . . . . . . .. . . . . . . . . . . . . . 8,467.27
38. In order to provide suitable entertainment for labor, the General Contractor
built an arena capable of seating 3,500 people, in which were given a series of concerts
and boxing and wrestling matches. It was found that labor was much more appre-
eative when there was a reasonable admission charge, and not inclined to patronize
free entertainment, the result being that all entertainments were on a self-supporting
basis, and that the arena at the time it was turned over to the Commanding Officer
was entirely paid for, with the exception of $500, which was borne by Mr. R. B. Porter
personally. In this same connection, at various times Mr. Porter also offered cash
56
bonuses to pile driving and other crews who made the best weekly showing, this pro-
cedure tending to greatly speed up the work.
39. Considering the number of strikes and many difficulties encountered, and
the problem of not only securing men but also getting them to stay on the job after
being shipped here at a great expense to the Government, together with the unrest
which undoubtedly was caused by the un-uniformity of wages in neighboring cities
or districts having common living conditions, it would seem that on future emergency
work that labor, including skilled mechanics, foremen, supervisors, clerks, and in fact
all persons necessary for a military program, should be conscripted, and placed on a
non-competitive basis throughout the country, or that the country as a whole should
be divided into districts, having common living and other governing conditions, each
under the control of a body similar to the Board of Control, War Construction Activ-
ities of the Hampton Roads District, having jurisdiction over all activities, estab-
lishing and maintaining uniform wage conditions, and who in turn would report to a
Central Labor Director having charge of the priorities of all labor passing between
the different districts, and general jurisdiction over the entire situation.
CHAPTER VI.
EQUIPMENT.
40. General Contractor and sub-contractors placed 1721 individual pieces of
equipment on the work having a total valuation of $4,675,908.35. There is included
therein 5 dredges employed under a special form of sub-contract, having a valuation
of $1,850,000. All the balance of the equipment was put on the work under general
rental clause of the contract, $898,247.64 having been paid thereon in rental. Of this
equipment the rental paid on 568 pieces having a valuation of $176,415.34, either
equaled the rental or so approached same that the option of the Government to take
same over under terms of the general contract was exercised. In addition to the equip-
ment furnished by the Contractor, 183 pieces of Government owned equipment, having
a value of $470,815 were shipped to this work from other projects. 200 pieces having
a value of $43,223.75 were purchased locally and 58 pieces were built upon the work at
a cost of $8,115, the total value of all plant, excepting automobiles and trucks, operated
by Motor Transport Corps, being $5,315,137.44.
41. During the month of October, 1918, the peak of construction activities was
reached, more equipment being used in that month than at any other time, the prin-
cipal items in use at that period being as follows:
12 Standard Gauge locomotives
200 Standard Gauge Cars
6 Standard gauge locomotive cranes
10 Steam shovels
60 Trucks and automobiles
62 Scows and lighters
5 Tugs
61 Concrete mixers
85 Power Pumps
252 Wagons
26 Power Saws
18 Pile Drivers
10 Cement Gun outfits
7 Dinky locomotives
85 Narrow gauge cars
5 Suction dredges
58
42. The standard gauge locomotives used were of the six-wheeled Baldwin
Switcher type, of approximately 55 tons on drivers, cylinder size 17’’ x 24'', fitted with
Extra Westinghouse Air Brake Pump for use in dumping the Western Air Dump Cars.
The standard gauge cars consisted in part of flat cars rented from the various
steam railroads centering in Norfolk, and approximately 130–16 yard standard gauge
Western Air Dump Cars, dumping apparatus controlled from cab of locomotive by
triple valve.
Locomotive cranes consisted of one 150 ton capacity Industrial Crane, manufac-
tured at Bay City, Michigan; two 25 ton Industrial cranes manufactured at Bay City,
Michigan; two 25 ton Ohio cranes, manufactured at Elmira, Ohio, and one 15 ton
Browning crane. All of them gave excellent service, the 150 ton crane being especially
valuable on account of its being used in the second pile casting yard to take the place
of a gantry, during the day time, while making piles, and at night could be moved
under its own power to any part of the work, making heavy lifts that were in excess of
the ability of the other cranes.
The steam shovels used consisted of one Marion 76 ton steam shovel, with four
yard bucket, used principally in excavating sand at Cape Henry; one Model 20-B Bucy-
rus revolving shovel, mounted on caterpillar traction, carrying a 3 yard bucket; six
“B” Erie Revolving Shovels, mounted on traction wheels, carrying 34 yard bucket;
one Osgood shovel, mounted on traction wheels, with 34 yard bucket. All of these
revolving shovels gave excellent service, especially in the digging of foundations for
warehouses, and in the excavation of the depressed tracks. Two of these shovels
were constantly maintained on gravel and sand piles which were dumped through
the trestles.
All scows, lighters and tugs used in the construction were leased from various
owners in Baltimore, Norfolk and Belhaven. Equipment of this class seemed to be
59
very scarce and hard to procure, necessitating the Contractor taking practically
anything that was offered or could be found.
Concrete mixers used on the work were of all kinds and sizes, the large number
required making it necessary that the Contractor purchase them wherever available.
The most satisfactory class of mixers were as follows:
In the one yard class we found the Rex Chain Belt Mixer of one yard capacity,
mounted on steel trucks, with a Novo gas engine of eight horse power to give excellent
service.
The half yard mixer made by the same people also gave excellent satisfaction,
as did the half yard Ransome mixer of Oshkosh, Wisconsin, fitted with a Novo six
H. P. gas engine.
The pumps and gas engines purchased were of any brand or class that were avail-
able and suitable for the work required. The Fairbanks and Novo gas engines were
purchased in the greater numbers.
Wagons used included the Studebaker, Auburn, Winona, Eagle, Acme, Weber,
etc., all of which the Contractor sold at the completion of the work, considering that
practically ninety percent of the value contained in them had been used up.
The steam pile drivers used on the work were mostly of the Union pattern, ranging
in weight from the light No. 6 hammer for driving timber sheet piling to the heavy
special hammers furnished by the Raymond Concrete Pile Company, weighing 12,800
pounds each. A few Vulcan hammers belonging to H. P. Converse & Company were
also used.
The narrow gauge locomotives used were of the Saddle Tank Type, Vulcan and
Davenport makes, all being the same size, namely, weighing approximately seven
tons, with a cylinder size of 7’’ x 12". The Vulcan engine is made by the Vulcan
Iron Works of Wilkes-Barre, Penna. The Davenport engine is made by the Daven-
port Locomotive Works of Davenport, Iowa. Both of these firms make locomotives
of standard quality. 60
The narrow gauge cars employed were of three kinds, namely, the Lakewood
all steel, two-way, 1% yard capacity dump cars; the Western composite, wood and
steel, 1% yard capacity, two-way dump cars; and a double truck, two way dump car
built at Porter Brothers own shops, of 3}.3 yard capacity. The double truck car gives
much the appearance of a miniature standard gauge car, and holds the track in a much
more secure manner than the four wheeled car of the other makes. The success of
of this car is so apparent that the contractor, has made up fifty additional cars of this
type since construction work ceased, to be used on future contracts.
The suction dredges were furnished by the Atlantic, Gulf & Pacific Company
under a special form of sub-contract. These machines are owned by individual firms
as follows: P. Sanford Ross of New York City, the Bowers Southern Dredging Com-
pany, the United Dredging Company, and the Atlantic, Gulf & Pacific Company.
These machines performed uniformly satisfactory service, the “Catt” owned by the
Atlantic Gulf & Pacific Company deserving special mention, this dredge having pump-
ed 4,800 yards per day through a pipe line 8,950 feet long, without the aid of a booster.
The gantry cranes used in the pile casting yard had a total span of 82 feet, and
were constructed on the ground, using the trucks, boiler, engine and standards which
the Raymond Concrete Pile Company had previously employed on similar work.
These were connected up by a girder formed from “I” beams riveted together on the
job. Under the main girder there was placed a bridle girder for equalizing lifting
strains, the same being provided with necessary tongs and chains for handling of con-
crete piles, reinforcing baskets, etc. By means of a horizontal shaft or jib on the
main girder, power was furnished simultaneously to both ends of the lifting bridle,
also to both trucks for propelling the gantry. For handling the concrete piles from
car to dredge, a large steel floating derrick was provided, having a capacity of 35 tons.
For concreting the piers Contractor furnished several floating concrete plants, con-
sisting of barge equipped with a large boiler, clam shell, concrete mixer, elevator and
61
distributing spouts. These machines gave uniformly good service, placing as much
as 360 yards in one day.
43. In connection with the equipment, three well equipped machine shops were
installed by the Contractor, a main locomotive and heavy repair shop, consisting
of a blacksmith and machine room where necessary running repairs were made
to both the Contractor's and Government owned equipment. In this shop there
was installed the greater portion of the machinery purchased for use in the permanent
railway shop constructed in connection with the engine house, the use of this equip-
ment permitting the handling of all work, excepting the heaviest locomotive repairs.
Second, a very complete portable machine shop, installed in Contractor's permanent
outfit cars, was furnished as part of the Contractor's grading and construction outfit;
this equipment being mobile was spotted at various places along the water front and
proved very valuable. Third, a well equipped automobile repair shop, in which
was handled practically all maintenance and repairing of motor driven equipment,
practically no garage bills of any kind being incurred in Norfolk, resulting in a very
large saving to the Government. During the entire construction period 49 Government
and Contractor owned automobiles were in use (outside of those operated by the
Motor Transport Corps) working a total of 10,961 days at a cost, including purchase
price, rentals, repairs, chauffeurs' wages, gasoline, oil and tires of $37,353.88, an average
cost per day of $3.41.
44. On January 1, 1919, the Motor Transport Corps took over the operation
and maintenance of all Government owned automobiles and trucks and opened a
repair shop in Compartment “A” of Warehouse 3, a resume of their truck operations
being as follows:
Number Miles Gallons of Gallons of
Month of Trucks Traveled Gasoline Cylinder Oil
January. . . . . . . 50 29, 180 10,792 320
February. . . . . . 55 27,126 10,292 326
March.... . . . . . . 50 24,226 9,275 296
62
N wºmber Miles Gallons of Gallons of
Month of Trucks Traveled Gasoline Cylinder Oil
April. . . . . . . . . . 45 24,946 9,876 297
May. . . . . . . . . . 45 26,492 9,246 247
June. . . . . . . . . . 35 22,492 7, 196 190
July . . . . . . . . . . 15 7, 176 1,776 60
August. . . . . . . . 7 2,500 650 40
September. . . . . 6 2,500 640 35
Total number of miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144, 146
Total gallons of gasoline... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59,743
Total gallons of cylinder oil.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,811
Total cost of gasoline and oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $13,197.69
Total maintenance and repair cost... . . . . . . . . . . . . . . . . . . . . . . . 28,210.00
Total wages enlisted men, and civilian drivers. . . . . . . . . . . . . . . 18,370.00
Other incidental expenses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,310.00
Grand total cost... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $64,087.69
Average cost per mile. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44C
Average cost per truck per day... . . . . . . . . . . . . . . . . . . . . . . . . . . $ 11.48
This service as performed under the direction of Lieut. H. A. Taylor, has been
very satisfactory, and combined with the use of the few trucks which Porter Brothers
still owned, and which were retained in service during this period, a very effectual
and economical operation was obtained, which, however, cannot be said of the Passen-
ger Car Service, as furnished by the Motor Transport Corps during the same time.
While this service may be susceptible of proper operation for organized military units,
it is so encumbered by rules, restrictions and regulations that it was impossible to
obtain proper service for carrying out the construction program. During the period
from January 1st to June 1st an average of 18 cars was furnished, which number
gradually decreased until only one is in use at the present time. The following is a
resume of passenger car operation for the period January to September, 1919:
63
Number Miles Gallons Gallons of
Month of cars Traveled of Gasoline Cylinder Oil
January. . . . . . . . . 18 3,780 253 25
February. . . . . . . . . 18 3,880 261 26
March.... . . . . . . . . 19 3,980 266 29
April. . . . . . . . . . . . 17 3,410 225 22
May. . . . . . . . . . . . | 7 3,002 200 20
June. . . . . . . . . . . . 9 1,890 123 17
July * & © tº $ 4, & 7 1,470 97 9
August. . . . . . . . . . 7 1, 195 67 8
September. . . . . . . 4 800 53 5
Total number of miles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23,407
Total gallons of gasoline... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,545
Total gallons of oil. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Total cost of gasoline and oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 401.05
Total wages of drivers, enlisted and civilian... . . . . . . . . . . . . . . . 6,810.84
Total cost of tires. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 755.00
Repairs and maintenance.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400.30
Other incidental expenses.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,300.00
Grand total cost. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $10,667. 19
Cost per car, per day. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $ 3.35
Cost per mile... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
45. It would appear that some arrangements should be made whereby the Con-
struction Division would receive an assignment of sufficient cars to properly handle
each construction project, these cars being handled, maintained and repaired by the
Motor Transport Corps, but susceptible of such use and at such times as may be
essential to the proper conduct of the work.
46. While the use of this Government owned transportation did not in any way
affect the fee of the General Contractor or sub-contractors under the standard form
of sub-contract, nevertheless at various times during the work it was found necessary
to use the Government equipment in assisting lump sum and unit price contractors,
and arrangements were made to charge $20 a day for Packard and other trucks having
64
a capacity of 3% tons or over, $15 per day for Garford and other similar trucks, and
$10 per day for passenger automobiles, and Ford, Dodge and Reo light trucks, the
amount deducted from Contractors under this arrangement being as follows:
Lump Sum Contractors:
Kinnear Manufacturing Company . . . . . . . . . . . . . . . . $72.81
General Fire Extinguisher Co.. . . . . . . . . . . . . . . . . . . . 18, 54
Unit Price Contractors:
American Bridge Company.. . . . . . . . . . . . . . . . . . . $1,036. 10
Asbestos Roofing Company. . . . . . . . . . . . . . . . . . . 399 . 44
On the Norfolk Water Supply work $4,817 was also charged against the cost of
the work for similar service.
65
CHAPTER VII.
ATTITUDE OF LOCAL PEOPLE.
47. Throughout the entire period of construction, the City of Norfolk was prob-
ably more congested and the prices of necessities of life as high, if not higher, than
any other city in the country, and numerous complaints were made of profiteering
and graft. While there was never a real shortage of food, nevertheless on several
occasions, on account of congestion of transportation, due to embarkation of troops
from Newport News, and the construction of various war industries and consequent
embargoes in this section, there was a scarcity of necessities, which tended to aggravate
the situation, and many of the profiteering charges were well founded. However,
it is a fact that the Chamber of Commerce, the City Administration, and the respon-
sible portion of the City's population lent every possible aid for facilitating the work;
they allowed the commandeering of their homes and property lying within the neces-
sary area without condemnation, and have been very patient in waiting for com-
pensation, which in many cases has not yet been received by them.
In bringing about the Unification of the gauge of the street railway system, the
Unification of the Norfolk County-Norfolk City water Systems, etc., considerable
difficulty was encountered in securing the necessary ordinances, due to a division of
opinion as to the best method of bringing about the desired result, rather than to any
lack of desire to co-operate. In this connection it should be understood that the City,
under the State law was working under a limit of bonded indebtedness based upon
the 1910 assessed valuation, and in consequence on account of the great number of
Municipal requirements, due to the expansion of the City itself, the City had reached
the limit of legal indebtedness, and was not in a position to legally render all of the
assistance that it would have desired.
66
The County Administration was practically in the same position but would
have been able to obtain funds through an appropriation which was passed by the
Legislature, if it had actually desired to obtain this aid. As the portion of the County
in this vicinity abutting on Hampton Roads had to a very considerable extent been
bought up by the Army or Navy, or City of Norfolk, and as the balance of the terri-
tory was apparently about to become a part of the City, the County authorities were
very chary about spending money in this vicinity, the fact being that even road main-
tenance was left to the Government to a considerable extent.
At the time the Board of Control assumed jurisdiction over the electric power
situation and pro-rated same, there was a great deal of complaint by some individual
firms and persons on account of their being cut off from the use of current. However,
as a whole the people appreciated the situation and were more than willing to comply
with the regulations as promulgated by the Board.
There was little, if any evidence of sabotage or alien enemy activities in this
vicinity. During the summer of 1918 during the ice famine, an attempt was made to
lay the trouble, which was purely local, to the military authorities.
Shortly after the beginning of construction of the Base the desirability of keeping
the neighborhood free of concessions and similar activities was realized, and property
owners were very willing to carry out this desire, even though in some cases they could
have received a large monetary consideration if they had seen fit to lease their property
for purposes of this kind.
CHAPTER VIII.
PLANT PRO'TECTION.
48. In order to protect the property from fire during construction small hose
houses were placed at various points on the property, these houses being provided
with 45 gallon chemical tanks on wheels. In addition water barrels and pails were
liberally distributed throughout all areas where wood or timber construction was in
progress.
Shortly after construction was commenced a temporary fire station was con-
structed and equipped with a small chemical apparatus manned by a fire department
organized by the General Contractor. This was later reinforced by a Howe-Ford
engine.
In addition to the office telephones at various points throughout the grounds
a number of fire telephones were located. These were hung in red boxes, and together
with all other telephones available at night were designated by red lights. All tele-
phones were connected with the Constructing Quartermaster's switchboard which
was operated 24 hours a day.
A frame building in the barracks section was built and as soon as ready for
occupancy two large motor driven LaFrance machines were purchased and installed.
The construction of the brick fire station near the warehouses was held up on account
of the softness of the fill where this was located, and not completed until near the end
of the work, at which time an additional large motor driven engine was secured and
put in operation.
In August 1918, Captain Koerner, Fire Marshal, Port of Embarkation, was
designated as Fire Marshal for this post, and the Contractor's civilian employees
were discharged, and the fire protection operation was taken over by a regularly organi-
zed military unit.
68
A permanent fire alarm system was installed as construction work progressed.
The material for this system was purchased by the Construction Division and dis-
tributed by the Constructing Quartermaster. All other work, with the exception
of the underground conduits, which likewise were handled by the Constructing Quarter-
master, were installed under a contract let direct by the Signal Corps.
The system as completed comprises twelve fire alarm boxes, seven gongs and
sixty-two combination watch and fire alarm boxes.
49. During the entire construction period from January 1918 to September
1919, only four fires of any consequence occurred. They were as follows:
On September 3, 1918, the westerly 200 feet of the wooden apron of Pier 1 caught
fire and was damaged to the extent of $21,000.
On January 23, 1919, Barrack No. 153 located in the Guard Section, caught
fire and was almost entirely destroyed. This building had been turned over to the
Commanding General, Port of Embarkation, and at the time of the fire was being
used by troops for an infirmary. Very recently the Utilities Officer has undertaken
the re-building and repairing of this building.
Building No. 140 being used by the Contractor for storing blankets and mattresses
was completely destroyed by fire on May 28th, 1919. Under instructions this building
was not rebuilt.
On July 28, 1919, the temporary machine shop and engine house, being used by
the Contractor, took fire and before it was extinguished it was almost completely de-
stroyed. Two locomotives owned by the Contractor, together with a considerable
quantity of miscellaneous tools were badly damaged, the total estimated loss by this
fire being $12,000.
50. As soon as construction work was started a switchboard was installed in
the Constructing Quartermaster's office, which was connected by nine trunk lines
with the main switchboard of the Chesapeake & Potomac Telephone Company, and
69
to this local board there were connected from 75 to 100 telephones located at various
construction offices and other convenient locations throughout the grounds.
As previously stated, fire telephones were also connected to this switchboard.
In order to facilitate communication between the office of the Chief of Con–
struction Division at Washington, and the Constructing Quartermaster, arrangements
were made with the Chesapeake & Potomac Telephone Company for the exclusive
use of a private wire for three half-hour periods during the day. As the work pro-
gressed this was cut down to two, and later to one period, service being entirely dis-
continued on July 1, 1919.
The Bell Telephone Company, under a contract with the Signal Corps of the
Army, installed a permanent six position switchboard in the second story of Ware-
house 4. This board has ten trunk lines connecting with the main exchange of the
Telephone Company in Norfolk, four trunk lines connecting with the Port of Em–
barkation, Newport News, and four trunk lines to Washington direct. To this Board
are connected the telephones serving the various offices used in connection with the
operation of the Army Supply Base.
51. Immediately after the beginning of actual construction General Contractor
organized a civilian police force under the direction of a Chief of Police, who had had
previous experience in this class of work, the Chief and his subordinate officers being
sworn in as deputy sheriffs. This force assisted the various departments in handling
of labor, bedding and commissary supplies, located stolen articles and maintained a
careful surveillance over the entire premises. These men were of special value in
obtaining information regarding labor unrest, and the causes for same, the force at its
maximum consisting of 35 men. Not only did the amount of material actually re-
covered repay to a very considerable extent the cost of the Department, but the moral
effect, had a far reaching influence over the work.
Military Guard.
70
On April 5, 1918, a detachment of the 48th Infantry arrived for guard duty.
This number was gradually increased until there was a full batallion on duty. In
August the 48th Infantry was ordered abroad and their place was taken by limited
service fire and guard batallions, three companies of which reported for duty. Near
the close of the year, with the mustering out of this class of troops, they in turn, were
succeeded by a batallion of the 12th Infantry, later additions bringing the total up to
two full batallions, which number remained here practically continuously until October
18th, 1919, when they were ordered to New York for strike duty and were replaced
by a fire and guard detachment, and civilian police under the direction of the Intelli-
gence Officer, Port of Embarkation. I)uring active construction period the military
maintained a general guard over the entire project, special attention being given to
posts or details requested by the Constructing Quartermaster, and through the control
and viseing of passes insured the safe-guarding of the premises.
53. Immediately after the beginning of the work Captain D. L. Van Auken
was appointed Intelligence Officer, continuing in that capacity until near the end
of 1918, at which time the duties were turned over to a representative of the Port
Intelligence Officer. This department working in close conjunction with the Con-
tractor's civilian police, the military guard and the Department of Justice, was in-
strumental in disclosing numerous attempts to defraud the Government, and brought
about a proper adjustment of many claims, the correctness of which were open to
question or suspicion.
71
CHAPTER IX.
SANITATION.
54. The conduct of general sanitation of the entire Base during the construction
period was administered by the General Contractor through a well organized Sani-
tary Department, operating through several sub-divisions, each with its own force
and foremen, the whole under a general superindendent. The operation of this De-
partment as well as the comprehensive subject of sanitation affecting the Army Supply
Base, both as regards the contractor's employees, Constructing Quartermaster's em-
ployees, fire and guard units, and other military organizations have been under the
general supervision of Major James R. Nankivell, Medical Corps, U. S. A., on the
staff of the Constructing Quartermaster, and a Sanitary Engineer detailed from the
Sanitary Corps, U. S. A.
55. Bachelor laborers were housed in standard barrack buildings and stables
which had been floored and remodeled for their use. Under instructions provision
was also made for housing some 70 families on the reservation; quarters were also
constructed for housing about 1800 colored laborers in Titus Town.
The Surgeon General's office military regulations were followed in limiting the
number of employees housed in a building, so as to provide the necessary cubical
air content space, etc. All barracks were carefully screened, floors kept clean, swept,
mopped and oiled—well ventilated in summer, and well heated in the winter with
wood and coal stoves provided for that purpose, the same care and attention being
paid to labor housed in stables, either built specifically for housing purposes or altered
for the temporary housing of men.
56. Beds supplied were Army steel cots, straw mattresses, comforts and cotton
blankets. Blankets were at first sent to the laundry in Norfolk for washing; this
72
was found both expensive and unsatisfactory on account of the overworked condition
of all local laundries, and a laundry for cleaning blankets was established in camp
by the general contractor. This laundry operated as part of our commissary opera-
tions and had a capacity of 200 blankets per day. In connection there with there
was established also two small fumigating rooms, in which all suspicious unwashable
articles of bedding were treated either with formalin, or with sulphur fumes.
57. Labor was required to use the regulation type of latrine and was encouraged
to make full use of the hot water shower baths provided. Temporary sewer and
water lines were put into all temporary structures requiring same—in fact every en-
deavor was made to keep the camp sanitary and healthful.
The contractor carried out every instruction of the Sanitary Officer, it being
considered that it was not only essential to the proper conduct of the camp to rigor-
ously enforce the sanitary rules, but that the resulting good reputation of the can p
would be very beneficial in that it would cut down the turnover of labor, and thus
save a very material amount of labor transportation.
During the period when barracks were being constructed, and later in a portion
of the reservation where construction work was in progress and permanent lavatories
were not yet available, portable latrines, using galvanized iron tubs and can urnals
were in use, these being emptied daily, the contents taken by barge to the deep water
in Hampton Roads and dumped. At all times when in use these cans were supplied
with sufficient crude oil to properly cover the contents.
58. Kitchen waste, camp garbage, etc., was collected in galvanized iron cans
and brought to a central point, the incinerator, after segregation was completed parts
having value were delivered to Contractor for sale and removal, the remaining portion
was burned.
Tin cans were burned and hauled to a dump near the bulkhead across Boush Creek;
waste paper and other similar material was baled and sold by the Contractor during
73
the earlier part of the work; afterwards it was turned over to the Salvage Officer.
59. Stables, which were located on leased land, immediately north of the
reservation on the westerly side of Maryland Ave., were kept in unusually good con-
dition. All manure and refuse was removed daily and sold to farmers about three
miles away, the proceeds of these sales being reimbursed to the Government. The
Contractor provided a veterinary, and with the exception of a few cases of glanders,
which were carefully handled under the instructions of the Port Veterinary Surgeon,
very little sickness occurred among the animals. Owing to the nature of the work,
however, a large number were injured, and a few killed.
60. During the early stages of the work, water was secured from both the City
of Norfolk and the Norfolk County Water Company's systems, which systems were
unified during the progress of the work, all water now being furnished by the Norfolk
Municipal system. The water receives alum treatment and chlorination to the
extent of .45 parts per million at the Water Company's pumping plant. Since the
completion of the local pumping station at this Base an additional .25 parts of chlorine
per million is added locally by means of a Wallace & Tiernan apparatus.
Bacteriological examination of the water is made every two days by the City
Board of Health Laboratory, and for a time following the tapping of the Norfolk
system with the new mains to the Army Supply Base, by the Embarkation Hospital
laboratory; reports of both examinations gave low bacterial count and rarely showed
presence of gas formers.
During the summer of 1918, before mains were completed in the warehouse and
pier sections, many cases of diarrhea among the workmen were traced to the use of
water from several shallow driven wells formerly used by fishermen residents in that
section, which on account of its coldness was preferred by the workmen to the warm
iron stained water obtainable through the temporary pipe lines; the use of these wells
was prohibited, pumps demolished, and cold water provided by means of several large
74
tank wagons, taking water from City mains, and adding sufficient ice to temper same
for use.
61. No concessions of any kind were allowed on the reservation during the con-
struction period; all necessary adjuncts, such as barber shop, news stand, canteen,
general store, etc., for employees being operated by General Contractor through the
commissary department, organized under terms of the general contract; careful sani-
tary supervision was made of all these enterprises.
62. Food furnished through the Contractor's Commissary was abundant, and
of good quality. This was sold to employees through a central commissary store,
also supplied to various Contractor's messes, of which there have been at various
times eight in number, capacity 780 men each, and one having a seating capacity of
1800 men. Kitchens were arranged with large hotel ranges, facilities provided for
abundance of hot water, galvanized iron sinks, galvanized iron covered tables, etc.,
and each provided with large cooler chambers for food storage and refrigeration.
Queensware and white enameled table ware were used with tin plated table cut-
lery. Meals were served at mess halls at the rate of 33 1-3C. per meal, were of sub-
stantial and appetizing character, well cooked, nutritious, and generally satisfactory.
All kitchens and mess halls were carefully screened, mess halls were provided
with screened vestibule entrances, and screened concrete floored and drained garbage
retention rooms, with hot and cold water connections for washing garbage cans.
63. General Contractor and Supervising Engineer, through a special form of
contract containing full medical coverage, arranged with the United States Fidelity
Guaranty Company for the necessary medical and hospital service for their employees,
the Insurance Company maintaining an infirmary and hospital, providing sufficient
beds to take care of all requirements. One resident physician and surgeon, two nur-
ses, two orderlies and one cook were in ordinary attendance. During the prevalence
of influenza, however, this force was more than trebled, the hospital extending by
75
using four regular barrack buildings, with two adjacent mess halls, and as the situa-
tion became acute, the military establishment permitted the temporary use of several
wards of the Base Hospital.
The following tabulated data summarized from the
Civilian Hospital records relative to incidence of disabling diseases and fatalities re-
sulting therefrom are submitted:
While every endeavor was made to guard against accident, and machinery in
so far as possible provided with safety devices, owing to the nature of the work itself
there was a considerable number of accidents, classified as follows:
Wounds. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Fractures... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Dislocations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Burns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Minor and Miscellaneous....... . . . . . . . . . . . . . . . . . . . . . . . . . . 285
Total 544
There were 16 fatalities, of which 7 were from drowning.
Date A v. monthly Disabling Morbidity rate Deaths from
1918 employment Diseases per 1,000 Disease
number cases
Feb. 1909 (no report) tº ſº tº 0
Mar 2420 10 4. 13 0
Apr.. # tº t e & 3288 32 9.7 ()
May. . . . . . . . . . 5 167 30 5. 8 ()
June. . . . . . . . . . 7539 37 4.9 I
July s & a tº º 9168 98 10.6 2
Aug. . . . . . . . . . . 7896 94 11.9 1
Sept... . . . . . . . . . 88.33 110 12.4 2
Oct. . . . . . . . . . . 6319 36 5, 6 3
Nov s ſº a 4 + 5593 27 4, 8 I
Dec. . . . . . . . . . . 4340 17 3.9 1
1919
Jan. . . . . . . . . . . 4466 11 2.4 0
Feb. 4639 14 3.2 0
Mar. 3770 9 2. 3 0
Apr. # * * * * 31 24 S 2.5 ()
May. . . . . . . . . . 175] 8 4.5 ()
June. . . . . . . . . . 1126 7 6.2 0
July 612 0 0 O
Total deaths . . . 11
Average monthly employment... . . . . . . . . . . . . . . . . . . . . 47.58 |
Average monthly morbidity per thousand. . . . . . . . . . . . 6. 7 &
Total number cases disabling sickness. . . . . . . . . . . . . . . 548 For entire period.
Total number deaths from illness. . . . . . . . . . . . . . . . . . . 11
76
Cases of influenza occurring during epidemic September to November, 1918, are
not included in this table. There were in all 1109 cases with total fatalities, direct
and secondary, of 45 cases. No deaths from sickness since January 1, 1919.
Vaccination against smallpox was administered free to all employees. Typhoid
prophylaxis with fresh triple typhoid serum obtained from the Army Medical School,
also was administered free, and both vaccinations urged, and their benefits elucidated
by means of dodgers and handbills distributed throughout the Camp.
But two cases of Typhoid confirmed by Widal, occurred during the period. These
were sent to St. Vincent's Hospital, Norfolk, for treatment.
Five cases of smallpox occurred at as many different times; prompt removal
of cases to City Pest House was had in each instance, with vaccination and retention
in isolation of all known contacts; no communication of the disease occurred in any
C8,S63.
Several cases diagnozed malaria—36 in all—were reported during 1918; investiga-
tion showed that in almost every instance the subject was a recent arrival from a
malarious district. No well authenticated case of malaria developed within the reser-
vation from local infection.
64. Immediately after the inception of the work the Constructing Quarter-
master and Sanitary Inspector got in touch with the local officials of the Public Health
Service, also with the Sanitary Department of the Naval Base, located about two
miles north, and the City Health Department, and arrangements were made whereby
the Sanitary Belt of the Public Health Service established around the Naval Base,
was extended so as to include the Army Base—in fact the entire area bounded by
Hampton Roads, Willoughby Bay, Mason Creek and Tanners Creek was included
in this district. The Public Health Service, working in close connection with the
Sanitary Officer in the ditching and oiling of sloughs and bayous; the portion of this
work off the reservation was handled by the Public Health Service in a very efficient
77
manner. On the reservation, under the immediate direction of the Sanitary Engi-
neer, approximately 13,000 feet of drainage ditch were constructed early in 1918.
The sanitary squad under the same direction used about twenty barrels of oil on pools
and undrained collections.
Very few mosquitoes were seen on any part of the reservation during 1918.
During the summer of 1919, some additional drainage ditches were dug at the lower
end of the reservation, and maintenance work of oiling systematically carried on.
Up to the present time not a single case of malaria has occurred in 1919, and the health
of the Camp is excellent.
78
CHAPTER X.
ROADS.
65. In the fall of 1917, through action of the Navy, arrangements were made
whereby the City of Norfolk assisted Norfolk County in financing the pavement
leading from the City of Norfolk, by way of Colonial Avenue, Colley Avenue, James-
town Boulevard or Maryland Avenue, through the site of the Army Base to the Naval
Base.
On Maryland Avenue this paving only occupied a portion of the street on the
easterly side of the street railway tracks, and the paved portion was so narrow that
it could not safely handle the large amount of traffic resulting from the construction
of this Base and the Naval Base, and the question of paving the other side of the
street and opening up a new road to the City of Norfolk, via Atlantic Boulevard,
and Meyers Ave., was taken up with the City Administration early in February, 1918.
At this time both the City and County were very short of funds and little progress
was made in these negotiations. Early in the summer, the matter was brought to
the attention of the Board of Control, and on August 13, 1918, this road improvement
was made part of the joint recommendation which was sent to the Secretary of War,
Secretary of Navy and the Chiefs of other departments in Washington, resulting
in the establishment of a system of military highways for this district and the appro-
priation of Government funds for the paving of same; among these roads was the
last above mentioned leading to Norfolk by way of Meyers Ave. This work was under-
taken under a separate operation and separate Constructing Quartermaster, and will
be the subject of an independent completion report.
66. At the beginning of construction there were no usable roads on the site
of the Army Base radiating from the main highway, and on account of the bayous
79
and the large areas of low ground which required filling, it was not practicable to begin
the construction of the necessary road system on the westerly side of Maryland Ave.,
until practically all the dredging and filling incidental thereto had been completed,
resulting in the construction of a large amount of purely temporary roads, consisting
either of macadam or corduroy. This was very expensive, and if at all possible as a
practice, it should be avoided. On the easterly side of Maryland Ave., in the Barracks
Section and the Base Hospital, conditions were different, and road construction was
one of the first parts of the work undertaken.
Even a casual examination of the paved streets in Norfolk indicated that the
road situation was one which required most careful study and the closest supervision,
and arrangements were made whereby a sub-contract covering all of this work was
let to R. G. Lassiter & Company of Raleigh, North Carolina.
Bearing in mind the style of vehicles which would be used, and after a series of
experiments made with macadam roads over the filled areas, resulting in their being
found impracticable for heavy traffic, due to unstable nature of the soil, it was de-
termined to construct the roads east of Maryland Ave., in the housing section where
the traffic would be comparatively light, with waterbound macadam 6 inches thick
and 18 feet in width, special care being taken to provide ample side ditches for drainage.
3.5 miles of this type of road were constructed. West of Maryland Ave., where the
traffic through the Open Storage Yard and to the Warehouses and Piers would be
the heaviest—a considerable portion of the vehicles used being heavy army trucks,
tractors, etc.—it was determined to use concrete roads, even though it was realized
in places settlement would be considerable. The greater portion of the roads as con-
structed were re-inforced, re-inforcing being made specially heavy through the areas
traversed which had been recently filled. The width varied from 18 feet in the Open
Storage Yard to 38 feet between the Warehouses, and as a rule, at the sides were 6
inches thick and varied from 7 to 9 inches in the center. A mixture of 1-2-3 was used
80
throughout and expansion joints of 3/3" “Elastite” were placed at approximately 50
foot intervals.
The total length of concrete roads constructed is 7.2 miles, the surface area being
103,075 square yards. Foote paving mixers were used throughout this work, the
material being handled by teams from the nearest cement warehouse and rock trestles.
Since construction of the roads, settlement of the filled areas has amounted to as
much as 1} 2 feet in places, resulting in the separation of expansion joints and in some
places, cracking of concrete; the expansion joints and cracks have been kept filled
with “Tarvia X”. Irrespective of the settlement, all roads are in first class condition,
and the use of this type of construction fully justified.
67. During the construction period the necessity of separation of grades be-
tween Maryland Ave., and the tracks of the Army Supply Base railroad yards became
more and more apparent, and on February 24, 1919, authority was finally received
for constructing a timber viaduct at this place. The County authorities refused to
give permission for this construction, and consequently it was necessary to requisition
the necessary portion of the street, this requisition being served on March 7, 1919.
Negotiations were also carried on with the Virginia Railway & Power Co., resulting
in the entering into of the following contract:
“MEMORANDUM OF AGREEMENT, Made and entered into this 24th day of
February, 1919, by and between Virginia Railway and Power Company, a corpora-
tion organized and existing by and under the Laws of the State of Virginia, party of the
first part, and the UNITED STATES OF AMERICA, acting through and by Colonel
M. A. Butler, Q. M. C., U. S. A., Constructing Quartermaster, party of the second part:
WITNESSETH: That the party of the first part hereby agrees that the party
of the second part may erect a viaduct along its present tracks in the County of Nor-
folk and the State of Virginia, over the tracks now operated by the said party of the
second part leading from the Virginian Railway to the Army Supply Base, and that
81
it, the said party of the first part, will occupy and use the said viaduct during the
pleasure of the said party of the second part. And the said party of the second part
hereby promises and agrees to erect and maintain said viaduct according to the plans
and specifications shown on a blue print hereto attached and made a part of this agree-
ment entitled “Overhead Crossing at Maryland Avenue”, dated January 20th, 1919,
and to make the necessary changes to carry the present tracks and overhead work
of the said party of the first part over the said viaduct at its own cost and expense
and without any charge to the said party of the first part; and the said party of the
second part further promises and agrees to maintain said viaduct at its own cost and
expense, except that the rails, rail fastenings and rail bonds and the overhead work,
consisting of poles, cross arms or brackets, wires or other electrical appliances thereon,
after they shall have been changed from the ground to the viaduct, shall be main-
tained by the party of the first part, all other expenses of erection and maintenance
to be borne by the party of the second part, and in the event that the said party of the
second part, or its assigns, shall ever desire to terminate this contract and have the
party of the first part abandon the use of said viaduct, then in that event, the said
party of the second part, or its assigns, shall remove said viaduct and all structures
thereon, and restore the tracks, roadbed and overhead work of the party of the first
part to its condition before this contract was made.
It is further mutually understood and agreed that all temporary tracks, over-
head lines and structures necessary to change the tracks of the party of the first part
from the ground to the viaduct shall be made at the cost and expense of the party of
the second part.
It is further mutually understood and agreed that the said party of the second
part will save harmless and indemnify the said party of the first part from any and
all loss and damage which it may sustain during the construction of said viaduct
growing out of such construction.
82
IN TESTIMONY OF ALL OF WHICH, the parties hereto have caused these
presents to be signed by their duly authorized representatives, the day and year first
above written.
VIRGIN IA RAILWAY AND POWER COMPANY.
Witnesses: (signed) G. B. Williams, By (signed) Thos. A. Wheelwright,
Secretary. President.
A. T. Herrman.
UNITED STATES OF AMERICA.
Witnesses: (signed) F. G. Fernald, By (signed) Millard A. Butler,
E. A. Rumfelt. Constructing Quartermaster.
68. Immediately West of Maryland Avenue there was constructed an open
storage yard for the storage and handling of railroad car bodies, trucks, tractors,
etc. This yard consists of six parallel pairs of railroad tracks, and seven parallel
concrete roads, the intervening space between the roads and tracks being 58 feet in
width, and being paved with a slag and stone macadam 6'' deep, bound with sand
and thoroughly rolled. The macadamized storage space in this yard totals 1,600,000
square feet, and is sub-drained by a system of sewers.
Even with the limited amount of traffic east of Maryland Ave., in the Barrack
Section, it is found that macadamized roads will not stand up under automobile and
truck traffic, and it would appear that a very thorough investigation should be made
before any more roads of this type are built.
S3
CHAPTER XI.
RAILWAYS.
69. The Cities of Norfolk and Portsmouth are served by eight railway systems,
six of which, the Atlantic Coast Line, Southern Railway, Seaboard Air Line, Nor-
folk Southern, Norfolk & Western, and the Virginian Railroad enter the cities proper
over their own tracks; the Chesapeake & Ohio Railroad maintains a freight and pas-
senger terminal in the City of Norfolk, which is reached by means of car floats and
ferries from the main terminus of their road at Newport News; and the New York,
Philadelphia & Norfolk Railroad, which likewise reach their terminals in Norfolk by
the same means from the Southern terminal of their system at Cape Charles, the yards
of all systems being connected up by means of the Norfolk & Portsmouth Belt Line
Railroad, the main line of this railway swinging in a long curve from the N. Y. P. & N.
terminals in Port Norfolk, around Portsmouth and Berkley and thence by means of
running rights over the Virginian Railroad to near the site of the Army Base, where
this system again branches from the Virginian Railroad, serving the Standard Oil
Company, American Chain Company, the Army Base and other activities. This line
forms a very economical and quick method of interchange between the various systems.
70. At the time this property was purchased, it was served by the last mentioned
branch line of the Belt Line, which entered the westerly portion of the property on
its northern boundary midway between Maryland Ave. and the water front, and
extended south-westerly to the point where the City of Norfolk had begun the con-
struction of its municipal pier. This line was very poorly built, unballasted, and
it was obvious that it was not in physical shape to handle the large volume of traffic
which this construction would require, and it was determined to construct a tempo-
rary line, following the course of the present yard, and connecting with the Virginian
84
Railroad at the present junction. The necessary easements for right of way for
construction of this line were secured by Mr. Barton Myers and the Chamber of Com-
merce. The economy of having the main yard on a long tangent was so self-evident
that the plans were revised soon after, and the permanent yard construction in its
present location was authorized.
71. Simultaneously with the construction of this temporary connection with
the Virginian Railroad, there was also commenced construction of a large system
of temporary standard gauge tracks for the handling of material, the total amount
of temporary construction throughout the progress of the work totaling 13 miles.
72. In considering the question of putting in the above connection with the
Virginian Railroad, and in order to secure proper entrance for a large amount of
freight, the question of transporting labor to and from Norfolk via the Virginian
Railroad was taken into consideration and a study of the situation indicated that the
single track of the Virginian, which not only handled almost the entire business of their
whole line to their coal piers at Sewall's Point, the switching to the Naval Base, and
a considerable portion of the Belt Line business, but also the passenger train move-
ment of some 80 trains per day, was not capable of handling the additional load which
the construction of this Base and the operation thereof would impose upon it.
The matter was taken up with the officials of the Railroad Company, the Rail-
way Administration, and Mr. Samuel Felton, Director General of Military Railways,
and arrangements were made whereby the Constructing Quartermaster at the Army
Supply Base and his contractors proceeded with double tracking of some nine miles
of this railroad. This work was carried out as rapidly as possible, using such forces
as the Contractor could spare from the emergency work at the Army Base, all costs
of the work incurred by contractors being promptly reimbursed by the Virginian
Railroad, and either deducted from the contractor's vouchers or re-deposited to offi-
cial credit, the Railroad Company through a direct agreement with the Contractor
85
reimbursing him for any overhead, and other expenses incurred therewith outside
of his forces employed on the Government work.
73. Construction according to the approved plan began May 6, 1918, and the
work was completed April 21, 1919. The work between the Virginian Railroad and
Maryland Avenue consists of six receiving tracks, each 4,000 feet in length; four out-
bound tracks each 3700 feet in length; a twin classification yard consisting of two
units of twelve tracks each, each track being 1200 feet long; necessary rip-tracks,
together with wye at the Virginian Railroad connection, and a wye behind the engine
house with a tail track extending to serve the heating plant at the Base Hospital;
a track to serve battalion storehouses and incinerator, also the necessary switch tracks.
Facilities in this yard include a five stall brick engine house, 92' x 134', with a brick
machine shop 35' x 40', a 100 ton coal chute, 80 foot cinder pit, a 50,000 gallon wood
stave water tank on a 20 foot tower, with two 8" stand pipe outlets, a two story stucco
yard office 25' x 36, a sand drying house and sand bin, a double frame hand car house
and a frame tool house.
At Maryland Avenue there is a throat 4 tracks wide; West of Maryland Ave.,
there is a six track holding yard for Pier 1, a five track holding yard for Pier 2, and
the necessary tracks for serving the open storage yard, the total length of permanent
tracks being 46.93 miles. The following is the car capacity of the tracks:
East of Maryland Avenue:
Receiving Yard . . . . . . . . . . . . . 511 cars
Outbound Yard. . . . . . . . . . . . . 320 cars
Classification Yard. . . . . . . . . . 500 cars
Miscellaneous Tracks. . . . . . . . 143 cars
Total East of Maryland Ave. . . . . . . . 1474 cars
86
West of Maryland Avenue:
Open Storage Yard. . . . . . . . . . 550 cars
Holding Yard–Pier No. 1 . . . 120 cars
Holding Yard–Pier No. 2. . . 90 cars
Pier 1 Tracks.. . . . . . . . . . . . . . 215 cars
Pier 2 Tracks.. . . . . . . . . . . . . . 150 cars
Warehouse Tracks. . . . . . . . . . 500 cars
Belt Line Yard . . . . . . . . . . . . . 33 cars
Yard south of Main St. . . . . . 104 cars
Miscellaneous Tracks.... . . . . . 260 cars
Total West of Maryland Ave...... . . . 2022 cars
making a total of all tracks of 3496 cars, leaving all switching and running tracks open
for use.
74. Due to the nearness of the ground water to the surface and the unstable
nature of the soil, it was considered inadvisable to lay railway yards directly upon
same, also on account of the presence of this ground water it was considered inadvisable
to make side borrows to any extent, and arrangements were made to secure necessary
filling material from the Cape Henry sand dunes, located on the Norfolk Southern
Railway, about eighteen miles from the Army Rase, which appeared to be the most
feasible source from which material could be quickly secured. At Cape Henry the
Government owns a large area purchased for the Chesapeake Bay coast defense; a
steam shovel pit was opened on the same, from which approximately 160,000 yards
of material was excavated, which was transferred by contractors in 16 yard air dump
cars to the site of the work, under a trackage agreement made with the Norfolk South-
ern and Virginian Railroads, the contractor operating his own sand trains. By means
of this sand it was possible to lay the grade high enough above the average ground
surface to ensure a perfectly dry road bed.
All tracks were given at least a 6'' raise with slag ballast, excavation for the de-
pressed tracks between piers and warehouses being carried sufficiently deep so that
not less than 12" of ballast was placed under the ties at those places.
On account of the shortage of labor, mechanical equipment was used as far as
87
possible, 16 yard air dump cars handling all excavated material. Ballast was un-
loaded direct from hopper bottom cars in which it was received, and spread by a Jor-
dan spreader, which machine was also used for the spreading of Cape Henry sand to
great -advantage, the wings being extended to such a distance that it was possible
to widen the bank sufficient for laying a second track without recourse to moving
of any material by hand or teams.
. 75. Temporary tracks consisting of 82,900 feet of standard gauge, and 20,600
ft. of 24" gauge, were laid with rail furnished by the General Contractor, or secured
from various railroad companies in this vicinity. The permanent line was all laid
with 67% pound “Russian” rail, using 32” joint bars, #" x 4}" bolts, and ;" x 6''
spikes, the ties being 6" x 6" x 8", of Georgia Pine. The joint bar for the Russian rail,
designed to give a trussed suspended joint, was provided with two lugs at either end,
which were evidently to act as “anti-creepers.” As these lugs interfered materially
with rapid and economical construction, and made the proper lining of the track
very difficult, they were all cut off at the Contractor's machine shop.
76. The Virginian Railroad put in the necessary turnouts in their track, ex-
tending same to their right of way line, all track at their connection on their right
of way belonging to them, and all track on Government property belonging to the
Government.
At the Belt Line connection, the Belt Line Railroad is constructed down the
center of a public thoroughfare 200 feet wide, known as Terminal Avenue, and in
order to obtain a proper approach to the north end of the Open Storage Yard, the
Government owned tracks have been extended along Terminal Avenue connecting
with the Belt Line tracks north of the Government property line, a total of 1683 feet
of Government owned track and three Government owned turnouts lying off the
limits of the reservation.
88
CHAPTER XII.
WATER SUPPLY.
77. Upon arrival on the ground to take charge of this work, in looking over
the local situation with regard to labor, housing and various utilities, it was immedi-
ately apparent that there would be a shortage of water, not only for construction pur-
poses, but also for the permanent operation of the Base and other Governmental pro-
jects in this vicinity.
The City of Norfolk was dependent upon the Municipal system, and a system
owned by the Norfolk County Water Company, a private corporation, the sum total
of their supply being dependent on a runoff from approximately 30% square miles
of flat watershed, with a total reservoir capacity of 3,020,000,000 gallons, giving a
safe daily yield of not more than 12,700,000 gallons.
The City's pumping plants were old, and had a total pumping and filtering capa-
city of approximately 12,000,000 gallons per day, the amount of water actually pumped
having increased from slightly over 8,000,000 gallons per day early in 1917, to an
average of 11,500,000 gallons per day in the closing months of the year. On February
8th, 1918, the matter was taken up with the City officials and arrangements made
whereby two additional electrically driven high pressure pumps with a daily capacity
of 6,000,000 gallons each were added to the Municipal station, and their filtering
plant expanded from its normal capacity of 10,000,000 gallons to 14,000,000 gallons
per day. Arrangements were also made for extending the 16” line from the City of
Norfolk, through the Army Base by way of Maryland Avenue to the Naval Base,
all of which work being rapidly carried to completion.
78. In the meantime the Board of Control, War Construction Activities, Hamp-
ton Roads District, had also taken the matter up, the result of their investigation
89
being a recommendation for the unification of the two water systems, which would
bring about an additional available daily supply of some 4,500,000 gallons per day,
due to the fact that while both systems had approximately the same area of water
shed, the City had a large reservoir system, whereas that of the County Company
was small and the greater portion of their runoff lost. This unification would also
give a direct connection to the Naval and Army Bases through a 16" main leading
across country from the Norfolk County plant about one mile north of the City's
pumping plant.
Necessary ordinances for this unification were secured and the matter handled
under a joint contract between the United States of America, the City of Norfolk
and the Norfolk Water Company, this work being handled by the Constructing Quarter-
master of the Army Supply Base under a separate authorization, ar d is the subject
of a separate completion report under heading “Norfolk Water Supply.”
79. Throughout the construction period practically all water was secured from
the Norfolk County Water Company’s main. On account of low pressure it was
necessary to install booster pumps to draw all available water from same. This was
distributed by means of 85,000 lineal feet of wrought iron pipe, ranging in size from
34” to 5" in diameter. During the summer months of 1918 the supply was so limited
that additional temporary boosters were put upon the City mains, notwithstanding
during which there were times at which it was necessary to discontinue part of the
construction work on account of lack of fresh water.
80. The system as installed is connected with three mains on Maryland Avenue
near the northerly boundary line in such a manner as to secure the maximum supply.
It is measured by a 16" x 8" Simplex Venturi meter located at the main Army Base
pumping station. There has also been installed a connection whereby the Army
Base pumps may be used to boost water pressure in the 8' main leading north to
the Naval Operating Base, and the coal piers, the water so boosted being measured
90
by a 6" x 394." Simplex Venturi Meter, installed for that purpose. This arrangement
was made in order to take care of the Glenwood Housing project which was contem-
plated by the U. S. Housing Bureau, just north of the Army Supply Base, and any
other local building which might take place between the Army Pase and the Naval
Base, an agreement being entered into by the Chief of Construction Division and the
City of Norfolk whereby the City is to pay the complete cost of this additional pumping.
81. The main pumping station 35' x 68', constructed of brick, is equipped with
one 6'-1000 gallon per minute, 125 foot head single stage direct connected, electric
motor driven pump; two 6'-1000 gallon per minute two stage, 230' head, direct
connected electric motor driven pumps, and two 6'-1000 gallon per minute, 3 stage,
230 foot head pumps, direct connected to 6 cylinder 6' x 6'' Van Blerck gasoline
motors, type L-6. All pumps and electric motors were manufactured by the Allis
Chalmers Company. The water is treated with free chlorine by two Wallace & Tier-
nan, Manual Control, Direct Feed Type B Chlorinators.
82. Storage is provided near the pump house by two reinforced concrete reser-
voirs 150 feet in diameter with 9 foot wałłs, each having a capacity of 1,360,000 gallons.
The plans for the reservoirs as received April 18, 1918, were remodeled so as to obviate
the necessity of extending the foundations for any considerable distance below the
surface of the ground water. The first reservoir was put in operation August 10,
1918. Additional storage is provided by one 200,000 gallon steel tank on a 75 foot
tower, located just east of Pier 1, and two wooden railroad tanks each of 50,000 gallons
capacity, one of which is located near the engine house east of the Classification yards,
and the other at the junction of the tracks to the Piers and the Warehouses, near
Fire station No. 10. The total storage capacity at the Army Supply Base is
3,020,000 gallons.
East of the main pumping station is a 12 inch altitude valve set on a bypass on
the main supply line, which reduces the pressure so that water can rise only to such
91
a height as will fill the reservoirs, under normal conditions. When these reservoirs
are full the altitude valve closes until the water elevation on the surface of the reser-
voirs falls again. While the altitude valve is closed the pumps take their supply
direct from the reservoirs. In cases of increased pressure of the City mains or periods
when very little water is used at the Base, valves can be so manipulated that the
City pressure will be supplied to the Base direct without the use of pumps, or in such
a way that the pumps may take their supply direct from the City mains.
83. The distribution system as a whole has been installed in accordance with
the usual standard practice, in addition to which, in order to provide adequate pressure
for the sprinkler system, there has been installed an additional set of mains serving
the same, this service being connected with the 200,000 gallon steel tank on the 75
foot tower by means of a 12” steel pipe riser, inside a 4 foot riser, the former termina-
ting at a point midway between the bottom and the top of the tank so that the lower
100,000 gallons can only be drawn off through the 4 foot riser, which is connected to
the sprinkler system. A 6 inch altitude valve, which is located on the supply line
to the tank to prevent overflowing, is controlled electrically from the pumping station,
and a check valve between the tank and the 12 inch riser pipe prevents water entering
the tank from the sprinkler system. The sprinkler systems are connected with the
main distribution system at only two points, the east end of Warehouse No. 1 and
the east end of Warehouse No. 8, where check valves divide the systems but permit
water under high pressure from the pump house being available in case of fire.
84. The quantities entering into the construction of the water supply system
are as follows:
Water Mains
16'' Class C. . . . . . . . . . Cast Iron Pipe . . . . . . . . . . . . . . 7,573 Lin. Ft.
12" Class C. . . . . . . . . . Cast Iron Pipe . . . . . . . . . . . . . . 12,866 Lin. Ft.
10’’ Class C. . . . . . . . . . Cast Iron Pipe . . . . . . . . . . . . . . 4,692 Lin. Ft.
8’’ Class C. . . . . . . . . . Cast Iron Pipe . . . . . . . . . . . . . . 33,884 Lin. Ft.
6'' Class C. . . . . . . . . . Cast Iron Pipe . . . . . . . . . . . . . . 2,163 Lin. Ft.
8". . . . . . . . . . . . . . . . . Wrought Iron Pipe.... . . . . . . . . 5,782 Lin. Ft.
92 Total. . . 66,960 Lin. Ft.
Service Pipe
4” Wrought Iron Pipe........ . . . . . . . . . . . . . . . . . . . . . . . . 192 Lin. Ft.
3’’ Wrought Iron Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,227 Lin. Ft.
2}'' Wrought Iron Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,024 Lin. Ft.
2” Wrought Iron Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,948 Lin. Ft.
1}'' Wrought Iron Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,840 Lin. Ft.
1}” Wrought Iron Pipe ........ . . . . . . . . . . . . . . . . . . . . . . 1,410 Lin. Ft.
1’’ Wrought Iron Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,375 Lin. Ft.
#” Wrought Iron Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Lin. Ft.
#” Wrought Iron Pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Lin. Ft.
*-*-º-º-º-º-º-
Total. . . 15,200 Lin. Ft.
182 Hydrants
14 16" Hub End gate valves
25 12” Hub End gate valves
1 10’’ Hub End gate valves
66 8’’ Hub End gate valves
27 6’’ Hub End gate valves
61 8" Post Indicator valves, hub end
12" Flange gate valves
6" Flange gate valves
12” Hub end check valves
12'' Flange check valves
8’’ Hub end check valves
Ship connections on piers
Fire connections on piers
:
85. The entire system was installed with Class C Cast Iron Pipe, and calked
with lead, in view of making the pipes available for high pressure duty in case of fire,
at which time all pumps in the main station could be operated if necessary, practically
obviating the necessity of fire engines. In accordance with this plan of establishing
permanently installed pumps for fire purposes, the mains and hydrants in the Barrack
section of the camp were located in the alleys between the buildings, rather than in
the streets, the result being that hydrants are in many cases more or less inaccessible
to portable fire fighting apparatus, which condition should be corrected in future work.
The fire alarm system is so installed that simultaneously with the ringing of an
alarm at the fire station an alarm is also rung in the main pumping station. this in order
that the pumper on duty may immediately put such additional pumps in service as
may be required to deliver the required amount of water, and instructions should be
93
issued to the end that careful watch be kept of pressure gauges and that the pressure
not be raised higher than 100 pounds at the station at any time. In carrying out
the construction care has been taken to well block the sharp turns and all hydrants
and dead ends.
94
CHAPTER XIII.
SEWER SYSTEM.
86. The sewer system as originally planned by the Office of the Chief of Con-
struction I}ivision contemplated three entirely separate systems, one a sanitary system
serving the Base Hospital, emptying into a septic tank, the effluent being discharged
directly into Boush ("reek, the second a sanitary System serving the barrack section
east of Maryland Ave., emptying into a septic tank, effluent being discharged directly
into Boush Creek, and the third a combined sanitary and storm system serving the
warehouses and open storage section, West of Maryland Ave., emptying into the
Elizabeth River, the latter system being so designed that the outlets would be located
at low tide and have a comparatively steep grade, permitting the use of small size
pipe. This system also contemplated the running of only three trunks leading to the
Elizabeth River through the Warehouse section. balance of the sewerage being carried
to the same by laterals running under the warehouses.
Prior to the receipt of these plans a sewer had been constructed between the
Belt Line Railroad and the Elizabeth River along our north property line, and the
difficulties encountered owing to great quantity of ground water and the unstable
nature of the subsoil, which was in the nature of a quicksand, clearly indicated the
excessive cost which would be entailed in the placing of the grade of the sewer system
low enough so that the outlets would be at low tide, and accordingly the entire system
West of Maryland Ave., was revised, in view of raising the grade of the outlets to
plus 3.5 carrying the lines back from the water front on very flat grades and the pro-
viding of the necessary large size pipe to carry the runoff on the flat grades used.
87. The system as installed was designed to carry the ordinary runoff from
the large area of roof and pavement in the warehouse district. Local records, how-
95
ever, show that on occasions they have storms where the quantity of water precipi-
tated in a short time is so great that it was not considered practicable to use pipe
large enough to insure the handling of same. As these storms only occur at long
intervals it was considered that it would be better to depend on the paved roadways
between the warehouses, which are on a 1/10 of 1% grade, and the track depression
between the warehouses to take care of an emergency of this kind.
88. While this work was in progress the Navy received authorization for in-
creasing the size of the Naval Base, to care for approximately 20,000 additional men,
this construction extended across Boush Creek and for some distance up its east bank.
In connection with which development, they also planned the establishment of a small
boat harbor and a life saving training station in the mouth of Boush Creek, conse-
quently the disposal of our sewage in this creek, the flow of which was very small,
was objectionable, and plans were so revised that the sewage from both the Base
Hospital and the Barrack Group would be carried to the Elizabeth River by means
of two pumping stations, remodeling the septic tanks for use as sumps. At the Hospital
station are two 5''-35 foot head centrifugal sewage pumps manufactured by the
Hill Pump Company, each with a capacity of 500 gallons per minute, one being opera-
ted by a 10 H. P. vertical, direct connected electric motor with automatic float switch
control, manufactured by the Burke Electric Company, the other, for emergency
use, being driven by a 10 H. P. Fairbanks-Morse gasoline engine, belt connected.
At the sewage pumping station for the Barrack Section there is installed two
6'-1,000 gallon per minute, 35 foot head centrifugal pumps, manufactured by the
Lawrence Company, one being operated by a 15 H. P. direct connected vertical elec-
tric motor with automatic float switch control manufactured by the Burke Electric
Company. The other, for emergencies, is driven by a 15 H. P. Fairbanks-Morse
gasoline engine, belt connected.
96
89. Considering the fact that over three-quarters of the warehouses, and a
very considerable amount of the open storage yard are on filled ground, and the wet
and unstable nature of the underlying stratas of the original high ground, the sewer
construction was one of the most difficult pieces of the work. Sheeting had to be used
throughout, even when pipe was being laid very near the surface. In many cases
excavation was carried two or three feet below grade, and a bed of solid material
dumped in the trench, pipe being laid upon same. Other places, where the lines were
being carried across new fills on top of the soft bottoms of the filled bayous, the lines
were supported by piling. In other places a timber grillage was put in to carry same.
On account of the shortage of necessary labor and the congestion of work in the Ware
house district during the time construction was at its peak, it was impossible to install
a sewer system before the building floors were laid. On this account, and also on ac-
count of using of the flat grade, it was determined to put in a sewer line between each
warehouse, this construction necessitating the laying of lines under the tracks between
Warehouses 2 and 3, 4 and 5, and 6 and 7. Special reinforced 24" concrete pipe was
used for these lines, which were laid midway between the parallel tracks, the grade
being low enough so that there was about 18" of fill and ballast on top of the pipe
and below the grade of the bottom of the ties.
90. Early in the work a considerable amount of wood stave pipe had been
ordered, with the intention of using it on the Norfolk Water Unification. As pressure
pipe of some kind was necessary to handle the sewage from the pumping stations, it
97
was determined to use the 12" wood stave pipe which was on hand. The quantities of
pipe involved in the construction of the sewer system is as follows:
24" Concrete pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5,799 ft.
4''. Vitrified pipe... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,893 ft.
6'' Vitrified pipe... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17,717 ft.
8’’ Vitrified pipe... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,086 ft.
10’’ Vitrified pipe... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,651 ft.
12" Vitrified pipe... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,938 ft.
15'' Vitrified pipe... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,690 ft.
18'' Vitrified pipe... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,020 ft.
20’’ Vitrified pipe... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,595 ft.
24" Vitrified pipe... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8,485 ft.
6" Cast Iron pipe........ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 ft.
8" Cast Iron pipe............. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,491 ft.
12" Cast Iron pipe. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326 ft.
12'' Wood Stave Pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,619 ft.
Total.... . . 84,494 ft.
91. On account of the sandy nature of the surface soil, erosion is very rapid and
from time to time large quantities of material would be carried into the sewer system.
On account of the flatness of the grades, careful inspection should be maintained at
all times, sewers should be flushed at stated intervals, and after heavy storms, special
attention being paid to districts where sewers traverse the filled areas of Capps Creek,
the fact being that it is not at all improbable that the settlement across these stretches
will be so great that in the course of time it will be necessary to either raise the sewer
to its established grade or construct new lines entirely across the settled portions of
these fills.
98
CHAPTER XIV.
ELECTRICAL SYSTEMS.
92. At the beginning of the work, in January, 1918, the Virginia Railway &
Power Company had one 11,000 volt, 3 phase, 60 cycle, 2,500 K. W. Transmission
line on Maryland Ave., practically the entire capacity of this line being taken up in
supplying their street railway system, the coal piers of the Virginian Railroad, and
the Naval Operating Base, with power and light.
Early in the year the question of additional power for both construction and
permanent operation of the Base was taken up with the Power Company, resulting
in the construction of an additional 1 1,000 volt, 3 phase, 60 cycle line, having a capac-
ity of 3,000 K. W., this line extending through the Army Base to the Naval Base.
The Power Company was furnishing all commercial current used in Norfolk, Ports-
mouth and Suffolk, which was manufactured in their Reeves Ave. station, by a steam
plant consisting of three 5,000 K. W. units and one 12,500 K. W. unit, all units being
operated by turbines supplied by boilers equipped with automatic stokers.
The various Governmental activities and the increase in population of the cities
had increased the load from a peak of about 12,000 K. W., to a peak of 25,000 K. W.
In the fall of 1917, the Power Company, realizing the increased demand which would
be made upon them for power, arranged for the construction of an additional hydro-
electric unit in Richmond and the building of a transmission line between Petersburg
and Suffolk, a distance of approximately 66 miles, in order to connect up their various
units and make available for use in Norfolk, Portsmouth and vicinity their surplus
power from Richmond. The capacity of the existing transmission line between Nor-
folk and Suffolk was 4,000 K. W.; as Suffolk at this time was using approximately
99
3,000 K. W., the construction of the transmission line to Petersburg would actually
make 7,000 K. W. more current available for use in Norfolk.
The Power Company's local plant was well laid out, and had been well main-
tained. The Company, however, like many other corporations was slow to realize
the necessity of increasing the wage rates to conform with those paid by other activi-
ties, the result being that a large portion of their older employees left their service,
which caused a rapid decline of the plant's condition and efficiency.
93. The Constructing Quartermaster, early in 1918, realizing that the situation
was becoming really serious, arranged for priorities covering the necessary copper,
and steel towers for the transmission line. Throughout June and July, owing to
boiler trouble, there were many times when there was not sufficient current to supply
local demand, and on July 26, 1918, the situation became acute by the burning out
of the Company's 12,500 K. W. unit. At this time owing to labor troubles, the Power
Company was very short handed, and it was necessary for the Supervising Engineer
of the Army Supply Base to take over the supervision of the work of dismantling
this unit and shipping of same for repairs, also for the re-installation of same after
its return. He also continued to supervise the operation of the plant until the time
when the Board of Control, War Construction Activities, took over the supervision.
The Board of Control in taking this matter up, issued instructions whereby a
large number of more or less unessential industries were closed down entirely, and
the use of electrical current by others was so curtailed that a supply was available
for most of the absolutely essential purposes. Street cars, however, did not run for
several days, and for nearly three weeks there was very limited service.
A few days afterwards the situation was still more complicated by the burning
out of one of the 5,000 K. W. units, due to overloading, leaving only two 5,000 K. W.
units to carry the entire load of this vicinity. This latter unit, however, was quickly
repaired In the meantime rotary convertors were secured so that the small amount
100
of surplus current from the Norfolk Southern Electric System could be made available
for use, and still more stringent rules were promulgated by the Board of Control for
limiting the use of current.
94. Delivery was secured on the necessary material for the Petersburg-Suffolk
transmission line, and it was determined to push this construction with all possible
speed, arrangements being made whereby Porter Brothers, General Contractors,
under the direction of the Supervising Engineer, and using forces and equipment
taken directly from the Army Supply Base work, undertook its construction, the entire
project being completed in a little over three weeks, the Power Company reimbursing
the contractors and the Government, the entire cost of building same.
At this time, in connection with other recommendations for improvements of
utilities in this district, the Board of Control also recommended and secured appropria-
tion for assisting the Power Company for repairing and enlarging its power station,
in providing additional street cars, improvements and enlargements in their gas—
manufacturing plant, etc.
95. The current as received at the Army Supply Base from both of the 11,000
volt lines on Maryland Avenue is delivered at a sub-station located just west of the
Avenue near the northerly property line, where it is stepped down to 2,300 volts by
three 500 K. W. Packard transformers; an additional 500 K. W. transformer is avail-
able for emergencies. The sub-station is of the outdoor type, consisting of re-inforced
concrete pole and channel iron structure, and a concrete switchboard house 17' x 21’.
101
The distribution system is composed of seven circuits controlled by switchboard panels
in the sub-station. Their characteristics are as follows:
K. V. A.
No. of Size of Connected Trans-
Circuit Wires Wires Phase Cycle Voltage former Capacity
Lighting East of Mary–
land Ave . . . . . . . . . . . . 3 No. 4 3 60 2300 220
Power East of Mary–
land Ave... . . . . . . . . . . 3 No. 4 3 60 2300 142
Hospital. . . . . . . . . . . . . . . 3 No. 2 3 60 2300 52
Lighting West of Mary–
land Ave... . . . . . . . . . . . 3 250,000 c. m. 3 60 2300 898%
Power West of Mary-
land Ave... . . . . . . . . . . 3 No. 0000 3 60 2300 1075
Street and R. R. Yard. .
Lighting. . . . . . . . . . . . . 3 No. 6 3 60 2300 60
Pumping Station... . . . . . 3 No. 6 3 60 2300 200
Total . . . . . . 264.7%
There are four street lighting circuits of the constant current, 6.6. ampere series
type, equipped with 100 C. P. lamps spaced approximately 250 feet apart, and two
railroad yard lighting circuits of the same type equipped with 8%.” Holophane bowl
refractors and 400 C. P. lamps, mounted 35 ft. above the tracks and spaced from 225
to 325 feet apart.
1000 watt flood lights are used to light the Open Storage Yard; the railroad tracks
between Warehouses 3 and 4, and 5 and 6 are lighted with 400 watt floods. &
All interior wiring is in accordance with the “National Electrical Code”, knob,
cleat and tube work being installed in the barracks, and conduits throughout the Ware-
houses and Piers.
There are three systems of conduits in each warehouse. These start from as
many transformer vaults, which have a spacing of 560 feet. Each transformer vault
supplies four warehouse compartments, each of which has a lighting and power dis-
102
tribution cabinet. Each lighting cabinet controls the circuits for sixty 100 watt
lamps spaced 20 feet apart, and each power cabinet the circuits for thirteen receptacles.
There are two systems of conduits on each pier. One starts at a centrally lo-
cated transformer vault and supplies lighting cabinets and power receptacles, each
lighting cabinet controlling the circuits for sixty 100 watt lamps spaced 20 feet apart.
The other system supplies 600 volt D. C. power secured from the Rotary Converter
station to sixty-two 2 wire power receptacles.
97. There are three battery charging stations located in the westerly compart-
ments of Warehouses Nos. 2, 4 and 7. Each station is equipped as follows:
4–20 K. W. motor generator sets supplied by 3 phase, 60 cycle, 2300 volt, ser-
vice, and delivers 40–80 volt D. C. 3 wire service.
4–Generator Panels.
4–Battery Circuit Panels, 6–40 and 6–80 volt circuits.
2–Battery racks with twenty alternate 40 and 80 volt circuits.
1–Monorail with 14 ton triplex block for lifting batteries on and off rack.
4–80 volt post circuits.
In the battery charging room in Warehouse No. 4 there are also four 40 volt
wall circuits.
The rotary converter station is located in Compartment M of Warehouse No. 4.
The equipment consists of two 500 K. W., 600 volt, 6 phase, 1200 r. p. m. rotary con-
verters, two 500 K. W., 3 phase, 60 cycle transformers, and 1 complete switchboard.
103
CHAPTER XV.
WATER FRONT I) EVELOPMENT.
98. In July, 1917, the City of Norfolk began the construction of a municipal
pier on that portion of the Army Supply Base property which it then owned. Authori-
zed construction contemplated the building of a creosoted timber bulkhead parallel
to and S40 feet in shore from the established Government bulkhead line, beginning
at the northerly boundary of the City—now Army Base property, and extending
southerly about 2,600 feet to a point opposite the end of Warehouse 3, together with
the necessary untreated mud fences running in shore at either end, to provide filling
of area behind this bulkhead. Extending from this bulkhead there was also authorized
a pier 163 feet wide and 1,540 feet long, the inshore 840 feet of same to consist of a
solid pier 90' x 840', enclosed by creosoted bulkheads with creosoted timber aprons
on either side, the outer 700 foot portion being open construction creosoted timber
and having thereon a pier shed 139 x 500 feet.
Alsop & Pierce, Newport News, Virginia, had the contract for the bulkhead work
and H. P. Converse & Company, of Boston, Mass., the contract for the pier construc-
tion. As soon as it was definitely determined that the Government would purchase
the property, arrangements were made whereby these contractors were continued
on the work, their activities being confined to the portions of same which were in the
nearest state of completion, with the idea of incorporating any work done in what-
ever permanent plan would finally be adopted.
99. Early in April, notice was received that we could expect to build one pier,
which would be enclosed by concrete sheet piles, and the Raymond Concrete Pile
Company was instructed to proceed with the construction of the necessary casting
104
yard. This was located on the sand spit running south through the center of the area
now occupied by Warehouses 1, 2 and 3.
The several different plans under discussion at this time were referred to the
Director of Purchase, Storage and Traffic, and through him to Mr. John Cresson,
Consulting Engineer, of New York City, the adopted plan being approved April 26,
1918.
At the same time revised plans were received changing the entire layout. Con-
struction was stopped on warehouses which had been commenced parallel to and just
westerly of Maryland Avenue, material tracks changed, the pile casting yard moved,
and the organization lined up for building the plant as now authorized, the moving
of the pile casting yard alone entailing an expense of nearly $100,000.
100. Arrangements were also made whereby the City of Norfolk contracts with
Converse & Company and Alsop & Pierce were terminated; Converse and Company
were retained as sub-contractors under Porter Brothers under standard form of sub-
contract, and Alsop & Pierce ceased to be contractors, and made arrangements on
their behalf whereby they leased a considerable portion of their equipment to the
General Contractor, which was used throughout the work without any added per-
centage compersation.
101. A large nun, ber of test piles were driven around the outer limits of the
proposed pier, from which it was determined that 70 feet would probably be the maxi-
mum length of concrete piles required, and the new yard was constructed accord-
ingly, provision being made that a maximum length of 77 feet could be cast in
case of necessity.
On May 2nd, authorization was received for constructing a second pier, and
arrangements were made for doubling the capacity of the pile casting plant, as it was
evident that the casting and driving of these piles would, to a very considerable extent,
measure the progress of the entire pier work.
105
102. In the meantime a considerable portion of the bulkhead as planned by
the City had been completed, and the balance of this work was hurried all possible,
together with an extension of the same, running southerly along the sand pit.
As the dredging of the necessary channels required approximately 5, 179,000
cubic yards of excavation in order to provide proper ship channels, it was necessary
to extend the bulkhead construction a total distance of 14,268 feet in order to provide
sufficient space for retaining the excavated material. The details of the bulkhead
constructed are as follows:
Type or
Bulkhead Length Norfolk Dates
Number Feet Plan No. Treatment Constructed
1 946 Mud Fence Untreated March 1918–May 1918
2 2,324 150–3 Treated August 1917–April 1918
3 756 150–3 Treated Sept. 1917—March 1818
4 88 150–1 Treated March 1918–March 1918
5 756 150–3 Treated August 1917—March 1918
5—a 356 230–2 Treated June 1918—August 1918
6 862 150–3 Untreated July 1917—March 1918
7—a 171 150–3 Treated July 1917—March 1918
7–b 739 170–1 Untreated April 1918–May 1918
7–C 1,001 150–3 Untreated May 1918–July 1918
9 1, 133 150–6 Untreated August 1918–Sept. 1918
9–Ext 2,344 150–6 Untreated Dec. 1918–April 1919
10 863 170–2 Untreated May 1918–May 1918
12 770 Mud Fence Untreated May 1918–May 1918
14 651 Mud Fence Untreated June 1918–July 1918
15 486 160–6 Treated July 1918—August 1918
16 198 Earth Embankment August 1918—August 1918
Total . . . . . . 14,444
The construction of the bulkheads listed above required the following material:
Treated Piling. . . . . . . . . . . . 1,628 pieces. . . . . . . . . . . . 93,425 Lin. Ft.
Untreated Piling...... . . . . . . 3,224 Pieces. . . . . . . . . . . . 164,353 Lin. Ft.
Treated Timber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 600,036 F. B. M.
Untreated Timber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,291,953 F. B. M.
Iron.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175,792 lbs.
103. Construction of these bulkheads permitted the immediate undertaking of
the dredging. In the meantime authority had been received to construct a concrete
quay along that portion of the bulkhead opposite the warehouses, thus greatly in-
106
creasing the number of concrete piles that would be required. In all a total of 7,459
concrete piles were made, of which 4,622 were sheet piles, 18 x 22" in section, with
lengths varying from 40 to 75 feet and 2,837 bearing piles, 18 x 18" in section, lengths
varying from 50 to 75 feet. Special sheet piles were also cast for corners, also several
wedge piles narrowing from 18'' at the top to 9'' at the bottom, to ensure plumb corners.
There was used in these piles a total of 35,300 cubic yards of concrete, varying
from 1-1}3-3 to 1-2%-3 mixture, depending upon the aggregate used. The maximum
number of piles cast in ten hours was 141. The casting yard was in two parts, on
either side of a central railway and bin system for the handling and distributing of
cement aggregate. Both yards were spanned by traveling concreting bridges, by
which the mixed aggregate was distributed throughout the length of the forms from
a traveling car; the easterly yard, constructed by the Raymond Concrete Pile Com-
pany was served by two traveling gantries spanning the yard, also by electrically
driven cars for handling unmixed aggregate directly from the bins to the mixers;
the mixers, of which there were two in each yard of 34 yard capacity, were mounted on
independent trucks, the entire plant being movable and susceptible of being placed
for serving each form.
The west yard, which was constructed using equipment which the General Con-
tractor had on hand at the time the second pier was authorized, was in some respects
inferior to the east yard, in that the electrically driven cars for handling aggregate
were not available, and it was necessary to use more labor, and wheel a considerable
portion of the aggregate. For handling piles out of the West yard, the General Con-
tractor furnished a 165 ton locomotive crane, having a capacity of 70 tons on a 40
foot radius; this machine easily handling the heaviest piles without out-riggers, was
also used for placing reinforcing steel. Both yards were operated by the Raymond
Concrete Pile Company as sub-contractors.
107
The reinforcing steel was fabricated on special racks in the sheds alongside the
pile yards. In the easterly yard, the fabricated steel was handled on push cars
to a space in the casting yard and then picked up and distributed by the gantries.
In the west yard the large crane handled the forms by means of a standard railway
flat car.
Considering the fact that the locomotive crane was much quicker in operation
than the gantries, and in addition could be used for re-handling the piles in the curing
yard when they were to be driven, on future work a combination of the two types
is recommended, using the economical features of the east yard as regards distribution
of the aggregate, with the locomotive crane for handling instead of the gantries.
The approved plan for the concrete piles provide for a jetting pipe in the center
of each pile. As this would require about 75 miles of pipe, the idea was abandoned,
and arrangements made to jet at the side of the piles, which in our opinion, is the
proper way to handle this. In the former practice it has been customary to allow
the reinforcing rods to project out of the head of the piles and provide a follower, with
holes properly spaced to admit of driving the piles without interfering with the rods.
All piles used on this work were cast with solid heads, the concrete extending 6" over
the end of the steel. In some of the first piles the rods were left exposed for 1% feet
when the pile was first cast, and 2 feet of concrete afterwards poured as a separate
operation, a strip of building paper being put in between to prohibit a bond between
the two sections. This was slow and not considered satisfactory, and the majority
of the piles were made in one operation, four narrow strips of thin wood being placed
around the edge of the form two feet from the head, which gave an outlet to cracks
in the case of spauling and prohibited damage to the rest of the pile. In the two feet
of concrete above these strips there was placed three 2'' timber dowls running trans-
versley through the concrete, with the idea that these could be bored out and used
for shooting. In actual practice, however, it developed that this was not practicable,
108
as it was found that the piles could not be driven to a regular cut-off line, and com-
pressors were installed and arrangements made for chipping out a small portion of
the concrete at the desired elevation, and drilling necessary holes for shooting off the
heads. While this practice is more or less expensive, it is considered the best for
work of this kind.
104. The casting yard was located about a mile from the water front, where
it did not interfere with other operations. All piles were allowed to cure not less
than 28 days before driving, being kept wet continuously throughout this period,
in order to insure proper setting. From the casting yard they were handled to drivers
by means of standard flat cars and large floating derricks and lighters. Special float-
ins drivers were equipped with steel reinforced leads and 12,800 pound steam ham-
mers; the leads were reinforced to protect from abrasion and additional sheaves were
provided so that they could pick up piles directly from the lighter without assistance
... from the derrick scow, this resulting in the saving of time and equipment. The two
drivers used were worked in continuous shifts, day and night, 163 piles being the
greatest number driven in one day.
With the exception of a few concrete piles in the quay wall driven to minimum
safe load of 20 tons, the greater number were driven to safe load of 32 tons and many
to refusal, there being driven in all 406,300 lineal feet of concrete piles.
105. In connection with the concrete pile system there was also driven 978,771
feet of wood piling in the tie back system and for supporting the pedestals for the
pier sheds.
106. The piers as constructed are each 300 feet wide by 1,328 feet long, with
35 foot ship channels. There was also constructed along the line of the timber bulk-
head a concrete quay with 20 foot dredge channel. The quay wall south of Pier
No. 1 is 735 feet in length, between Piers 1 and 2, 450 feet, and north of Pier No. 2,
878 feet.
109
On Pier No. 1 is a steel pier shed one story in height, 1,280 feet in length and
228 feet in width. In the center of this pier shed are three depressed tracks, and on
each side two tracks at floor level. Tracks for gantry cranes to operate over the two
pairs of outside tracks have been provided. The shed on pier No. 2 is 257 feet wide,
and 1,280 feet in length. There are no tracks on the south side of this pier, the shed
being constructed within 7 feet of the face of the dock. Gantry rail tracks are also
provided on the north side of this pier. The easterly 500 feet of the shed on Pier
No. 2 is two stories in height, the upper floor being designed for use as a hospital re-
ceiving station.
107. When the Government purchased the property from the City of Norfolk
in January, 1918, the City had under construction a timber bulkhead and pier. The
piling which had already been driven was utilized in the construction of Pier No. 1 in
the form of a creosoted pile apron on the south side of the Pier, 53 feet in width and
1,062 feet in length.
With the exception of the timber apron mentioned above, the substructures of
Pier No. 1 and No. 2 were constructed by driving a reinforced concrete tongue and
groove sheet pile wall of piles 18' x 22". Outside of this sheet pile wall was con-
structed an apron of reinforced concrete piles, four piles to a bent, and the bents spaced
on ten foot centers. Back of the sheet pile wall reinforced concrete tie beams were
constructed on ten foot centers supported by timber piles, and every third tie-
beam was extended the entire width of the dock from wall to wall. The space enclosed
by the sheet pile wall was filled with material dredged from the channels.
After the concrete sheet and bearing piles were driven, the concrete tie beams,
longitudinal girders and the collision wall were poured. Reinforced concrete floor
slabs were suspended from tie beam to tie beam extending 68 feet back from the face
of the dock. The balance of the floor system, composed of two courses of three inch
or two inch and four inch, planking laid on 6" x 8" sills spaced two feet centers,
110
rested on the filling secured from dredging operations. The total amount of con-
crete poured on the two piers and the north and south quay wall equalled 65,930 cu-
bic yards.
On Pier No. 1 there was erected a one story steel pier shed 1,280' x 228/. This
shed was provided with steel bi-fold doors 18' x 18', furnished by the Kinnear Manu-
facturing Company, with the exception of the center end doors, which were of the
rolling type. The shed is equipped with the Grinnell Automatic Sprinkler System,
and is lighted with 100 watt lamps spaced on twenty foot centers. Hung on the
outside of the shed are 500 watt lights for illuminating the aprons and channels.
Direct current power is also available, outlet plugs being provided at frequent inter-
vals. The side walls and the roof over that portion of the shed occupied by tracks
is constructed of Guncrete two inches thick, reinforced with wire mesh. The roof
over that portion of the shed not occupied by tracks is composed of three ply, built-up
roofing with a wearing surface of slag and gravel. Along the face of the pier is a six
inch fuel oil line laid in a trench, and covered with steel plates, ship connections being
provided every 240 feet. This fuel oil line is connected to the Standard Oil Com-
pany's storage tanks located one-half mile north of the Army Supply Base. Water
for ships and fire protection is provided with outlets at frequent intervals.
Pier Shed No. 2 is of the same general type as No. 1, and has the same facilities,
with the exception that it is 257 feet in width and has a second story on the easterly
end, 500 feet in length, which was designed for a hospital receiving station. A timber
approach leads from this second story to the ground east of the pier. Rolling steel
doors are provided for the second story openings.
108. The three center tracks on both piers were originally constructed flush
with the floor surface on the piers. After the signing of the Armistice, when it was
evident that the piers would be used for both incoming and outgoing business, au-
thority was received for depressing these tracks.
111
109. The piers are served by ship channels and slips 35 feet deep, the slip be-
tween the piers being 450 feet wide, and the channel to the north of Pier 2, and south
of Pier 1 being 300 feet wide; channels 300 feet wide and 20 feet in depth are also
provided to serve the quay walls.
The excavation of these channels and slips required a total dredging of 5,179,382
cubic yards of material. In addition to this yardage, there was also excavated a
channel in Capps Creek involving the moving of 603,000 cubic yards of material,
making a total of 5,782,382 cubic yards dredged. This material, which reclaimed
232 acres of ground, was deposited behind the bulkheads previously mentioned,
special attention being given to the filling in of the bayous or arms of Boush Creek
and Capps Creek, in such a way as to leave proper surface drainage, and obtain cor-
respondingly good sanitary conditions.
The dredging sub-contract was let upon recommendation of the Emergency
Dredging Committee to the Atlantic, Gulf & Pacific Company of New York City,
there being employed on the work five suction dredges having a guaranteed daily capa-
city of 28,000 yards, special form of contract being used, whereby each dredge was
employed at a stipulated rental, in consideration of which they guaranteed to deliver
a certain yardage, and to work an average of 22 hours out of 24 hours, for all working
days during the month; provision was also made for a bonus in case of increased out-
put and a penalty was provided in case of output below the guarantee, or in case a
dredge was shut down more than the average allowable time.
110. The material encountered in dredging operations was a mixture of sand
and soft blue clay, with occasional oyster shells, and as a rule very excellent filling
was obtained.
In filling the upper reaches of Capps Creek a considerable amount of fine material
was carried in suspension over the spillway into the lower portion of the Creek, out-
side of the Government property, silting in the area in front of the adjacent property
112
in Lochhaven. Prior to these operations this property faced upon a sandy beach
having from one to three feet of water at low tide; after dredging was completed the
“soup’’ or silt extended to an elevation of approximately one foot above low tide.
In attempting to remove this silt a bulkhead was constructed along the sand spit
on the Westerly side of Capps Creek in the Spring of 1919, a dredge was run up the
Creek, taking out more than equal the cubical contents of silt deposited, it being the
opinion that after this channel was excavated that the material would run as the
result of tide action, and equalize. However, this was not the case, the material
having so solidified that although it was of a pasty composition it would not flow.
The work was continued until all available space behind the bulkheads was entirely
filled, and the shore line in front of a small portion of the property nearest the Army
Base was cleaned out in good shape. When the bulkhead was filled, on account of
the lack of funds, and the possibility of property owners not being satisfied with the
results, operations were discontinued.
111. A branch of Capps Creek extended clear across the Army Base property
and well up into the property of the American Chain Company to the north, and the
filling in of the Army Base portion would have tended to form a fresh water pond
on the American Chain Company’s property, unless the sewer was built low enough
to drain the same; this matter was carefully investigated and it was found that it
would be much cheaper to extend filling operations to include the portion of the bayou
on the Chain Company's property than it would have been to construct a sewer deep
enough to have drained the same, and the Constructing Quartermaster authorized
this filling, on this account.
112. Throughout the progress of the dredging work it was necessary to construct
temporary mud fences so as to confine filling to certain portions where it was decided
to go ahead with warehouse building, and it was found that there was a tendency
for the deposits of soup or soft material to accumulate behind them. The same ten-
113
dency was also found where branches of bayou from Capps Creek were filled
near their mouth, and the filling operations carried toward the head, and on future
work, where it is desired to make quick use of filled areas great care should be taken
to keep all filling operations headed towards the spillway, in order to do away with
the possibility of any deposit of this kind.
113. Experience with the berthing of ships indicates that the bottle neck of
the channel leading to the piers is too small, and the turn too sharp, and arrangements
should be made whereby this channel will be so widened that a ship coming from
the Roads can head in under her own steam to all berths, excepting those on the north
side of pier 2, without having to be warped in by tugs. The fender system around
the piers permits the corner of a barge at low tide to enter between and under some
of the timbers. This should be so remodeled that this is eliminated, as under the present
plan not only are a number of the timbers torn away in smooth weather, due to action
of the tide, but in rough weather there has been considerable damage to scows.
114. The six gantry cranes as ordered, two for either side of Pier 1, and two
for the north side of Pier 2, should either be secured or duplicates ordered immedia-
tely and installed without delay. The piers as designed in connection with these
cranes are susceptible of very economical operation, which cannot be obtained by
makeshift equipment now in use, or by use of the ships tackle for handling cargo.
The portable electric hoists provided should also be put in service.
115. The Government bulkhead line, as established along the front of this prop-
erty, was evidently the result of a very careful study of the situation on the part of
the United States District Engineer's Office, and provided sufficient areas behind
the same for the depositing of all materials which it would be clearly necessary to
dredge in order to provide the proper channels for piers from same to the Govern-
ment pierhead line. In following the bulkhead line established by the City it is now
apparent that we made a serious error, in that our dredging has been so increased and
114
the available area for deposit so decreased, that in providing channels for the two
piers we have practically filled in all available filling area on the water front, with
the exception of a small area on the West side of the sand pit, and it is now our opinion
that the extending of the work to the Government bulkhead line would not have
materially reduced the speed of construction or materially increased the cost of same.
116. On account of the location of the Boush Rock or Shoal and consequent
impounding of the tide, and increased flow near the north end of the north quay wall,
there has commenced a more or less rapid erosion of the River bottom immediately
north of the end of dredging operations, and it is apparent that unless there is a break-
water built between the end of this quay wall and the Shoal that this erosion will
cause a serious silting in of the channel on the north side of Pier 2. It would also appear
that a plan of bulkheading and filling in the large area of shoals extending from Craney
Island and Pig Point out into the Roads opposite the Army Base, should be given serious
consideration, as this would not only provide a receptacle for material from future
dredging operations which may be necessary to provide channel, anchorage or slips.
but would also do away with the heavy sea to which this portion of the Roads is sub-
jected whenever there is a strong north-west wind blowing down the James River.
117. If future construction of similar character is contemplated, it is recom-
mended that further study be given the plan, with a view of both leaving out both
the reinforced concrete ties running clear across the piers and in reducing the amount
of concrete in the shock beams and tie back system, and supporting the same on only
three bearing piles per bent, or by eliminating the apron entirely, placing the shock
beam directly on the line of sheet piles. Inasmuch as there is some elasticity in the
apron it is probable that this latter would not be desirable.
118. There are two items in the piers as constructed which will require careful
inspection at least three times a year, first, the surface of the bearing and sheet piling
should be examined above low water to determine if any spauling has commenced,
115
due to the corrosion of the imbedded rods, and if started the loosened matter should
be removed at once and the whole area encased in a rich mixture of concrete, not less
than 6 inches thick; second, the tie back system behind the sheet piles; this inspection
should be carried out by means of the inspection passageway which has been provided
and in case any portion of the fill has either settled or washed out through the sheet
piling to such an extent as to endanger the surface of the fill settling below the con-
crete, thus exposing the wood piles to the action of toredos, the holes, if any, should
be stopped by creosoted timber or other means, and the fill restored to its original level.
116
CHAPTER XVI.
BUILDINGS.
119. On January 5, 1918, H. Drinkwater, a local contractor, was employed to
clear the land and construct several buildings for construction purposes pending the
selection of a general contractor. Drinkwater's contract was terminated on February
11, 1918, by which time the following buildings had been finished:
Building
Number
101—Office of Constructing Quartermaster.
102—Office of Porter Brothers.
103—Sleeping Quarters, Office Force.
104—Sleeping Quarters, Engineers.
105—Lavatory, Office Force.
113—Mess Hall.
116—Barrack, Sleeping Quarters.
117–Barrack, Sleeping Quarters.
118–Barrack, Sleeping Quarters.
119–Barrack, Sleeping Quarters.
122–Lavatory.
Cement Sheds (10).
Silsbie, Lohr & Co., local contractors, constructed, for the use of officers and
division engineers, six one story bungalows, 27' x 36. and three two-story houses 26’
x 52'.
120. In addition to the above the following buildings for construction purposes
were built by the General Contractor:
Building
Number
81—Detachment Barrack for Waterfront Guards
82—Storehouse for Guards
83—Detachment Barrack for Waterfront Guards
84—Equipment Warehouse
85—Freight Warehouse
86—Machine Shop
107—Administration Building used as a Civilian Hospital
108—Apartments for Employees
109—Apartments for Employees
110—Apartments for Employees
117
Building
Number
111–Apartments for Employees
112—Apartments for Employees
120–Apartments for Employees
121—Lavatory
131–Apartments for Employees
132—Apartments for Employees
196—Apartments for Employees
197—Apartments for Employees
198—Apartments for Employees
199—Apartments for Employees
200—Apartments for Employees
206—Administration Building, Norfolk City-County Water Unification
207—Civilian Hospital
208—Blue Print Room
271 to 290, both inclusive—-Stables, used as sleeping quarters for laborers
401—Mess Hall
402—Oil Station
403—Mess Hall
404—Mess Hall
405—Mess Hall
406—Mess Hall
407—Mess Hall
408—Post Office
409—Retail Store
410—Employment Office
411—-Paymaster’s Office
412—Commissary Store
413—Instrument House
414—Garage
415—Garage Shed
On January 31, 1918, instructions were received to construct tent platforms
for the housing of one battalion of Guards. These were completed February 15,
1918, but never used.
On leased land, immediately north of the property west of Maryland Avenue,
the following buildings were built and demolished on the completion of the work:
Stables
Horse Hospital
Grain Sheds
Bunk House
Shelter Sheds
Latrine
Machinery Sheds
Blacksmith Shed
Hay Shed
118
For housing negro laborers 178 stucco houses 20' x 24', and five lavatories 20' x
35", were built on leased land between the railroad yards and Sewall's Point Road,
east of Maryland Avenue. On the completion of the work these houses were sold
to the owner of the land.
121. The following buildings were constructed for the housing of two battalions
of Guards and one regiment of Stevedores:
Number of Buildings
Type of Building Size Guards Stevedores
Barrack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30’ x 60' 43 -
Barrack. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30’ x 50' - 49
Waiters' Barrack... . . . . . . . . . . . . . . . . . . . 20' x 21 ' - 1
Waiters' Barrack . . . . . . . . . . . . . . . . . . . . . 20' x 28’ 1 -*
Mess Buildings. . . . . . . . . . . . . . . . . . . . . . . 20’ x 49' - 1
Mess Buildings. . . . . . . . . . . . . . . . . . . . . . . 20’ x 105’ 1 -
Mess Buildings. . . . . . . . . . . . . . . . . . . . . . . 20' x 126' 1 ---
Mess Buildings. . . . . . . . . . . . . . . . . . . . . . . 20' x 133' - 12
Mess Buildings. . . . . . . . . . . . . . . . . . . . . . . 20’ x 154' 8 -
Mess Buildings. . . . . . . . . . . . . . . . . . . . . . . 20’ x 175' 1 -
Officers Mess. . . . . . . . . . . . . . . . . . . . . . . . . 20’ x 63' - 1
Officers Quarters. . . . . . . . . . . . . . . . . . . . . . 30' x 56' - 3
Officers Quarters...... . . . . . . . . . . . . . . . . . . 30’ x 91' 2 -
Administration Bldg. . . . . . . . . . . . . . . . . . 20' x 84' 1 1
Guard House. . . . . . . . . . . . . . . . . . . . . . . . . 30’ x 80' 1 -
Guard House. . . . . . . . . . . . . . . . . . . . . . . . . 20’ x 56' - 1
Post Exchange . . . . . . . . . . . . . . . . . . . . . . . 32’ x 91' 1 1
Medical Infirmary. . . . . . . . . . . . . . . . . . . . 30’ x 77' - 1
Div. Storehouse . . . . . . . . . . . . . . . . . . . . . . 60' x 168' 2 -
Bakery. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30' x 70’ 1 -
Fire House. . . . . . . . . . . . . . . . . . . . . . . . . . . 24' x 77' 1 -
Lavatory. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14' x 14' I 1
Lavatory. . . . . . . . . . . . . . . . . . . . . . . . . . . . 14' x 20' - 2
Lavatory. . . . . . . . . . . . . . . . . . . . . . . . . . . . 20' x 28’ 2 -
Lavatory. . . . . . . . . . . . . . . . . . . . . . . . . . . . 20’ x 35’ 1 -
Lavatory. . . . . . . . . . . . . . . . . . . . . . . . . . . . 20’ x 42' 3 --
Lavatory. . . . . . . . . . . . . . . . . . . . . . . . . . . . 20’ x 49' 8 12
Stables. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29' x 100' 10 -
Wagon Sheds.... . . . . . . . . . . . . . . . . . . . . . . 29' x 108' 5 -
Stable Guards. . . . . . . . . . . . . . . . . . . . . . . . 20' x 21’ 3 -*.
Shops. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20’ x 42' 1 -
Water Troughs... . . . . . . . . . . . . . . . . . . . . . 2' 3’’ x 9’ 4 -
Corral Fence. . . . . . . . . . . . . . . . . . . . . . . . . 2500 ft. 1 -
Medical Infirmary. . . . . . . . . . . . . . . . . . . . 30’ x 63' 1 -
Officers Mess.......... . . . . . . . . . . . . . . . . . . . 20' x 77' 1 -
Refrigerator Plant. . . . . . . . . . . . . . . . . . . . 32’ x 48' 1 -
Incinerator.... . . . . . . . . . . . . . . . . . . . . . . . . 16' x 137' 1 -
119
The quarters for Stevedores were first located east of Maryland Avenue near
the brick school house and ten barracks were about 50% completed, when on February
15, 1918, the Washington office ordered work stopped and the location changed owing
to a revision in plans of the railroad layout.
The construction of housing for Guards and Stevedores was completed September
25, 1918.
122. The following buildings for a Base Hospital were constructed near the
easterly boundary of the property:
Building
Number Kind Size
501 Officers Quarters, Mess and Kitchen... . . . . . . . . . . . . . . . . . . . . . 24 x 156'
502 Laboratory.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . * * * * * * * * * * 24 x 156'
503 Administration Building... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 x 154'
504 Single Ward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 x 156'
505 Single Ward.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 x 156'
506 Single Ward.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 x 156'
507 Single Ward.... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 x 156'
508 Isolation Ward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 x 156'
509 Mess Hall and Kitchen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 x 168'
510 Storehouse. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 x 150'
511 Mess Hall and Kitchen. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 x 60'
512 Barrack. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 x 156'
513 Lavatory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 x 36'
514 Boiler House and Covered Coal Storage. . . . . . . . . . . . . . . . . . . 62 x 67'
515 Garage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 x 24'
The Base Hospital is heated throughout with steam furnished by two 150 H. P.
boilers installed in a brick boiler house 43' x 46', equipped with an 80' steel stack.
Work on the Base Hospital was started June 1, 1918, and completed December
15, 1918.
In the construction of the foregoing buildings methods followed on the National
Army Cantonment construction were employed, and require no special comment.
120
123. The following structures were built in the Railroad Yards east of Mary-
land Avenue:
Building
N wºmber Kind Size Type
601 Yard Office . . . . . . . . . . . . . . . . . . . . 26’ x 36' Two story frame and
StucCO
602 5–Stall Engine house and repair
shop . . . . . . . . . . . . . . . . . . . . . . 135' x 146' Brick and frame
603 100 ton Coal Chute. . . . . . . . . . . . . 30’ x 31' Timber
604 Hand Car House... . . . . . . . . . . . . . . 18' x 24' Frame
605 Tool House. . . . . . . . . . . . . . . . . . . . 18' x 40' Frame
606 Car Repair House... . . . . . . . . . . . . 18' x 40' Frame
607 Sand Drying House...... . . . . . . . . . 16' x 42' Frame
609 80 foot Cinder Pit. . . . . . . . . . . . . . . . . . . . . . Concrete
The bulk of the machinery and equipment installed in Repair Shop attached
to Building 602 was secured early in the work and used by the General Contractor
in his general equipment repair shop, thus making a very considerable saving to the
Government in the cost of equipment repairs.
124. For the storage and classification of supplies there were constructed eight
warehouses, three of which are 160' in width and 1,400' long; the other five 160' x
1,680'. All of these warehouses are one story construction, with the exception of
the easterly four bays of Warehouse No. 4, which is two stories, the upper floor being
used for offices. On the roadway side of each warehouse is a covered platform
20 feet in width, and on the track side a 20 foot platform with a 6 foot canopy hung
on the warehouse walls. As shown by the plans, the warehouses are provided with
13 inch brick fire walls spaced 140 feet apart. All floors are of concrete 5 inches thick
and reinforced over filled ground. The roofs are of two inch plank laid on rafters
spaced on 6' 8" centers and covered with “built up” roofing consisting of three ply
15 pound asphalt saturated felt with a tar and gravel surface, all warehouse roofing
having been placed by the Asbestos Roofing Company of Baltimore under a ten year
guarantee. This contract, it is believed, being the largest individual roofing contract
which has ever been let.
121
The buildings are lighted throughout with 100 watt lamps spaced 20 foot centers,
and power outlets are provided at frequent intervals. The Grinnel Automatic Sprink-
ler System has been installed in each warehouse.
Where no filling was required the concrete footings for the walls and the pedestals
for the posts were placed on the natural ground; where the warehouses were constructed
over reclaimed land wood piling from 40 to 80 feet in length was driven to support
the walls and pedestals, and were cut off at 3.5 feet above mean low water, the point
of saturation. A total of 12,766 piles was used in the foundation for the eight ware-
houses.
The walls of six of the eight warehouses, Nos. 1, 2, 3, 6, 7 and 8, are constructed
of “Guncrete” 2 inches thick, reinforced with steel mesh. The sand and cement
for constructing these walls were shot on with cement guns, using compressed air,
against removable wooden forms.
Warehouse No. 4, which is of one story construction, except the easterly 560
feet, which is two stories, the upper floor of which is used for offices, has 13 inch brick
walls, and is heated throughout. The portion of this warehouse used for offices is
equipped with a fan ventilating system. Warehouse No. 5, which is also heated,
has side walls of hollow tile 6 inches thick over which “Guncrete” 1 inch thick was
placed.
125. Battery charging rooms are located in Warehouses Nos. 2, 4 and 7, and a
shop for repairing tractors and trailers in Warehouse 4. A rotary convertor station
for supplying D. C. power for the piers is located in the westerly bay of Warehouse
No. 4.
126. To provide heat for Warehouses Nos. 4 and 5, a brick boiler house, 62’ x
142' with a 125 foot brick stack, was constructed immediately east of Warehouse 5.
Installed in this boiler house are four batteries of two 150 H. P. boilers, together with
necessary water feed and vacuum pumps. The supply and return mains from the
122
boiler house to the warehouses are carried in reinforced concrete tunnels. The total
radiation provided equals 60,500 square feet.
127. In the vicinity of the warehouses a stucco tile fire station 31’ x 90', two
stories in height, was constructed. This station, which is steam heated, has accom-
modations for a fire department of twenty men and two large fire apparatus. All
alarms and watchmen's signals from the automatic fire alarm system are received
at this station.
128. Owing to the similarity of plan of various warehouses and the fact that
the forms could be used over and over again, and due to the fact that very little labor
is required for this class of work, it was determined to use “Guncrete” walls on the
warehouses. In this climate, where there is very little frost, it is believed that this
type of construction will last for many years. However, on account of the numerous
sand pockets which occur, great care should be taken that only uniform grade, thorough-
ly dry sand is used, in fact the process should not be adopted except in cases where the
closest inspection can be given.
As over three quarters of the area occupied by the warehouses is filled ground,
and as construction from necessity had to follow immediately upon the filling, arrange-
ments were made whereby practically all materials were delivered by a narrow gauge
track, cars and dinkies.
In most cases the driving of piles was started within a day or so after the com-
pletion of the filling and in many cases concrete floors were being poured on the area
filled within two weeks after the fill was placed. Many fast piles driving records
were made, the best weekly record being made by Driver No. 3, which drove slightly
over 22,000 lineal feet of actual penetration in six working days of ten hours each,
an average per day of 71 piles, the greatest number driven in any one day being 123
on July 23, 1918, with a total actual penetration of 5,962 lineal feet. The entire
work was carried out using a definite schedule of progress as follows:
123
First, piling was driven. Necessary excavation was made by means of sheet
piling so that same could be cut off at the line of saturation.
Second, concrete footings were poured.
Third, sewer and water lines were installed.
Fourth, concrete doors were poured.
The floors were cast in alternate strips, 20 feet wide, being belt finished, the same
way as the paved roads. Building paper was placed between the floor slabs and con-
crete footings so as to separate floor slab from footing, allowing the floor to settle
with the contraction of the fill. Floor slabs were divided into 10 x 10' squares by
means of a #" sand joint extending to width 1 %" of the surface, the surface being
marked so as to confine the cracks to the straight line.
The finishing of these floors gave a dry surface from which the balance of the
structure could be erected and undoubtedly not only facilitated in speeding up the
work, but also cheapened same to a considerable extent.
Timbers were framed in a central sawmill and distributed by narrow gauge rail-
ways. Bents were erected on the floor and the whole lifted into position by small
travelers, the fire and side walls being carried up after the bulk of the timber was in
place, and completed while the rafters and roof boards were being placed. In order
to provide means of access between the various compartments and allow continuous
operation of narrow guage railways in transporting material, two uniform door openings
were left in each fire wall until the building was practically completed, when these
openings were bricked up in a substantial manner.
129. Of the portion of the warehouses on filled area, by far the greater percentage
is on the westerly or river end. In this district no settlement of floors has occured,
with the exception of the westerly compartment of Warehouse 1. This settlement
while unsightly, is not serious, and was caused by the fact that floor was laid within
two weeks after fill was completed, and apparently the initial drying out of the filled
124
material had not taken place. The present floor is usable for ordinary purposes,
and if a smoother surface is required a new floor should be laid on top of the old one
at some future date, after it is determined that the settlement has ceased.
In the easterly compartments of Warehouses 4, 6 and 7, there has been a con-
siderable settlement of floors inside of the warehouse and of the adjacent pavement.
The walls of the building are intact, and in good condition. The solid dredged fill
in these areas is about 16 feet thick and rests on a soft mud bottom of the old bayous,
and in cases there has been some settlement of post pedestals due to the heavy fill
starting the piling. This condition should be watched and care taken to put in corbels
or longer posts, as may be necessary in order to keep the roofs in good condition, and
the office floor above the compartment in Warehouse 4 level, the ground floors to be
covered by a new concrete floor after settlement has ceased.
125
CHAPTER XVII.
MISCELLANEOUS.
130. The entire property is enclosed with an 8 foot woven steel wire fence,
supported by 2 inch steel angle posts, 10 foot on center, set in concrete pedestals.
Gates are provided for highway entrances, and openings left for cattle guards at rail-
road tracks. The total amount of fencing constructed was 35,330 lineal feet.
131. In order to do away with the mosquito breeding sloughs to the northeast
of barrack group occupied by labor, the Constructing Quartermaster, acting in con-
junction with the Public Health Service, authorized an expenditure of some small
sums of money in dredging and draining, the items undertaken being construction
of tide gates in Boush Creek about a quarter of a mile north of north line of reser-
vation, and putting in additional culverts through County road to facilitate runoff.
132. On account of the tendency for the accumulating of “soup” deposits, it
was found impracticable to leave any portion of the filled area in the Warehouse Dis-
trict below the sub-grade for the warehouse, and on this account, and from the fact
that a considerable portion of the sand spit was from 4% to 6 feet above the sub-grade
of the floors, a very considerable amount of excavation was necessary, not only for
obtaining the correct grade of the buildings themselves and the necessary foundation
excavations, but also for depressed track ways, heating plant foundations, etc., the bulk
of this grading, with the exception of foundation excavation being handled by steam
shovels using both 3% yard narrow gauge cars drawn by dinkies, and teams and
wagons for disposal of material. This material being distributed over the filled areas,
gave a dry solid surface, the total quantity of steam shovel yardage being 152,440.
While steam shovels were also used to some extent in trenching, by far the bulk of
126
the excavation for cutting of piles, and placing concrete for buildings and piers, was
hal, d work, the excavation equaling 77.36() cubic yards, and the backfilling incidental
their tua iiiig 12 .500 (! it ii. yards
CHAPTER XVIII.
TRANSFER TO COMMANDING GENERAL,
PORT OF EMBARKATION.
133. Acting under instructions, as rapidly as buildings in the Barrack Section
were completed, they were used by the General Contractor and Constructing Quar-
termaster for the housing of labor and other emplyees, the result being that in many
cases several months elapsed between completion of construction and date of its turn-
over to the military authorities.
As regards the warehouses, piers and other permanent structures, many were
practically complete for a considerable length of time before formal turnover was
made, this turnover being deferred until all minor installations were complete, for
example in the case of Warehouse 3; while this building was practically complete and
was turned over to the Commanding General of the Port for use, under cover of the
Constructing Quartermaster's letter of September 16, 1918, the building was not
completed in all respects until December, final transfer papers bearing date of De-
cember 7th, with acceptance as of December 14, 1918. At the time Warehouse 3
was turned over for operation in September there were also available two berths on
the south side of Pier 1. However, inasmuch as their use would have delayed con-
struction operations, the Port officials did not avail themselves of use of same. The
various buildings and other units were transferred as follows:
128
Blag. Date Date Date Inspected
No. Kind Completed Transferred and Accepted
1 Warehouse. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12–31–18 9–24–19
2 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12—11—18 9–24–19
3 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12– 7–18 9–24–19
4 § 6 (8 compartments). . . . . . * * tº a a s g º & 2–27–19 . 2–27–19
4 & (Complete). . . . . . . . . . . . . . . . . . . . . 4— 2–19 9–23–19
5 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4– 9–19 9–23–19
6 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4— 9–19 9–23–19
7 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4–25–19 10– 1–19
8 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5– 8–19 5– 9–19
9 Warehouse Heating Plant. . . . . . . . . . . . . . . . . . 7–29–19 10– 1–19
10 Fire Station. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6–11–19 6–18–19
13 Unloading Platform. . . . . . . . . . . . . . . . . . . . . . . 4–10–19 4—11—19
21 Bungalow. . . . . ... . . . . . . . . . . . . . . . . . . . . . . . . . . 8–15–19 8–23–19
22 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–15–19 8–23–19
23 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9– 4–19 9– 9–19
24 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–12–19 7–24–19
25 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–12–19 7–24–19
26 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7–12–19 7–24–19
27 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9– 4–19 9– 9–19
28 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9– 3–19 9–26–19
29 " . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9– 2–19 9– 9–19
44 & 4 Electric Sub-Station. . . . . . . . . . . . . . 8— 6–19 9–13–19
81 Detachment Barrack. . . . . . . . . . . . . . . . . . . . . . 1–25–19 1–25–19
82 Storage. . . . . . . . . . . . . . . . . . . . . . . . . . . tº e º ºs e tº e º º 1–25–19 1–25–19
83 Detachment Barrack. . . . . . . . . . . . . . . . . . . . . . 2–10–19 2–11–19
84 Equipment Storehouse. . . . . . . . . . . . . . . . . . . . . 9– 3–19 9–26–19
85 L. C. L. Freight Whse. . . . . . . . . . . . . . . . . . . . . . 8– 2–19 8— 8–19
88 Residence (Westbrook). . . . . . . . . . . . . . . . . . . . 8–18–19 9–15–19
89 Garage (Westbrook). . . . . . . . . . . . . . . . . . . . . . 8–16–19 9—15–19
90 Gate Lodge. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8–16–19 9–15–19
91 Chemical House. . . . . . . . . . . . . . . . . . . . . . . . . . 12–31–18 12–31–18
92 " . . . . . . . . . . . . . . . . . . . . . . . . . 12–31–18 12–31–18
93 “ . . . . . . . . . . . . . . . . . . . . . . . . . 12–31–18 12–31–18
94 " . . . . . . . . . . . . . . . . . . . . . . . . . 12–31–18 12–31–18
95 " . . . . . . . . . . . . . . . . . . . . . . . . . 12–31–18 12–31–18
96 " . . . . . . . . . . . . . . . . . . . . . . . . . 12–31–18 12–31–18
97 " . . . . . . . . . . . . . . . . . . . . . . . . . 12–31–18 12–31–18
98 Residence (Barrett). . . . . . . . . . . . . . . . . . . . . . . 1–30–19 1–30–19
99 Garage (Barrett). . . . . . . . . . . . . . . . . . . . . . . . . . 1–30–19 1–30–19
101 Office (C. Q. M.) . . . . . . . . . . . . . . . . . . . . . . . . . 9–22–19 9–26–19
102 Office (Porter Bros.). . . . . . . . . . . . . . . . . . . . . . . 9–22–19 9—26–19
103 Officers' Quarters. . . . . . . . . . . . . . . . . . . . . . . . . 9–22–19 9–26–19
104 é & " . . . . . . . . . . . . . . . . . . . . . . . . 9–22–19 9–26–19
105 Lavatory. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9–22–19 9–26–19
106 Medical Infirmary. . . . . . . . . . . . . . . . . . . . . . . . 7–17–19 7–24–19
107 Administration. . . . . . . . . . . . . . . . . . . . . . . . . . . 12–12–18 12–31–18
108 Apartment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9– 3–19 9– 9–19
109 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9– 3–19 9– 9–19
110 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9– 3–19 9– 9–19
111 “ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9– 3–19 9– 9–19
Blag.
No.
1 12
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
1.59
160
161
162
Kind
Apartment. . . . . . . . . . . . . . . . . . . . . . .
Mess Hall. . . . . . . . . . . . . . . . . . . . . . . .
Officers' Quarters. . . . . . . . . . . . . . . . .
{ %
* * * * * * * * * * * * * * * s e
* * * * * * * * * * * * * * * * * * * * * * e s a
* * * * * * * * * * * * * * * * * * * e s e e s a
* * * * * * * * * s • e º 'º e s e º e e s a s e e
Apartment. . . . . . . . . . . . . . . . . . . . . . .
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
{ {
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barrack. . . . . . . . . . . . . ., - - - - - - - - - - -
& 4
s is s # * * * * * * * * * * * * * * * s e º e s e
& 4
s s a t + i e º 'º e º & e º º ſº e º 'º e s a s gº a
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
Apartment. . . . . . . . . . . .
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
& 4
& &
s e º a s a tº t t e º 'º e º sº e º is a tº º is a º a
is is a s is a º is e s m e º a tº º ſº e s s a e s tº º
* * tº tº º is a g º ſº tº 45 tº ºn e º & º g º e º tº $ º º ſº p
tº gº tº º e º is e º is ºn tº tº e º 'º dº º ſº a tº e º e º & E &
is a 45 tº ſº º is tº E tº gº º ºs º º is e e º ſº e º ſº ſº º $ tº 4s
Mess Hall. . . . . . . . . . . . . . . . . . . . . . . .
Barrack. . . . . . . . . . . . . . . . . . . . . ... • * * *
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
$ 4
{ {
* * * * * * * * * e e s ſº g g g º ºs e e º v e º e
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
4 &
tº e º g g g g º e º e e º tº tº w e º 'º e º ſe e º e
u e e º e s s p tº e e º e º s e s ∈ s s tº e s is e
tº tº e º e º ſº gº g g g g g g º is a tº º e º 'º e º e
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Fire Station. . . . . . . . . . . . . . . . . . . . . .
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
Date
Completed
ſº tº e s º e º &
& e º e a < e s
$ $ tº ſº tº e g º
tº º e is a ſº tº e
# * * * g g g a
* & © tº gº tº º tº
* * * * * * g tº
tº ſº tº ſº e º 'º g
tº º is © tº gº g ºn
* † tº # 4 p. g. v.
gº tº º ſº tº ſº tº º
e e º e º s tº e
s g g g º e º º
gº w tº e º 'º o is
s & tº s tº a tº º
© tº w w w y º gº
tº tº tº g g w tº
Date
Transferred
9–3–19
7–31–19
8–15–19
7–30–19
9–3–19
5–6–19
7–31–19
5–6–19
9–3–19
8–15–19
8–15–19
12–31–18
12–31–18
8–8–19
8–14–19
8–6–19
8–6–19
8–6–19
7–22–19
9–3–19
9–3–19
5–6–19
8–6–19
8–2–19
5–28–19
6–19–19
6–19–19
8–15–19
5–21–19
12–31–18
11—25–18
11–25–18
7–10–19
9–4–19
9–4–19
11–25–18
11–25–18
11–27–18
11–27–18
11–27–18
11–27–18
11–27–18
11–27–18
11–27–18
7–22–19
12–31–18
5–21–19
12–3–18
11–23–18
11—23–18
Date Inspected
and Accepted
9–9–19
8–8–19
8–23–19
8–8–19
9–9–19
5–9–19
8–8–19
5–9–19
9–26–19
8–23–19
8—23–19
12–31–18
12–31–18
8–8–19
8–23–19
8–8–19
8–8–19
8–8–19
7–24–19
9–26–19
9–26–19
5–9–19
8–8–19
8–8–19
5–30–19
7–6–19
7–6–19
8–23–19
5–30–19
12–31–18
12–3–18
12–9–18
7–24–19
9–9–19
9–9–19
12–31–18
12–3–18
12–31–18
12–31–18
12–3–18
12–3–18
12–3–18
12–3–18
12–3–18
7–24–19
12–31–18
5–30–19
12–3–18
12–3–18
11–28–18
Blag.
No.
163
164
165
166
167
167
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196
197
198
199
200
201
202
203
204
205
206
207
208
209
251
252
253
Kºnd
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
$ 6
é &
Post Exchange. . . . . . . . . . . . . . . . . . .
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
$ 6
tº e º ſº tº e º e º ºs e º ſe e g g g g g g g g g º s
* * * * * * * * * * * * * * * e g s e º a º º a e
* * * * @ e º 'ºt tº gº º ºs e g g g & s e g º e s
* * * * * * e º ſº tº e g º E tº e º e º ºs e º tº e e g º e
s & tº e s tº * s s e º e s ſº e s = e º s s e º e s e s =
s s s as e º 'º e s sº a s is is s s is e e s sº e g g º e º e
* & Q & dº e º ºr e > * * > * > * * * * * * * g g g g º º
& 4 s a º is a 4 & & a s e º e º e º g º m º º is a e e
* * * * * * * e º ºs e in tº e tº e s ſº tº e º & g º m
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
6 &
* - g a s s a tº e g º e º e g g g g º e º 'º - g e
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
6 &
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
Mess Hall. . . . . . . . . . . . . . . . . . . . . . . .
Apartment. . . . . . . . . . . . . . . . . . . . . . .
tº a sº e º e º e º se e o sº e s = e e º s vs as
tº gº ºn g g g g e g º gº tº º º ſº tº Q dº º º ſº a
© e s & sº s º º g º g g º a tº s s s & e º g
w º e º 'º e º 'º tº g º e º is e º te ſº tº s e
Refrigerating Plant. . . . . . . . . . . . . . .
Incinerator. . . . . . . . . . . . . . . . . . . .
Residence (Stucco). . . . . . . . . . . . .
Administration. . . . . . . . . . . . . . . . . . .
Medical Infirmary Annex. . . . . . . . . .
Blue Print Room. . . . . . . . . . . . . . . . .
Athletic Arena, Open Air. . . . . . . . . .
Stable Guard. . . . . . . . . . . . . . . . . . . . .
Date
Completed
tº & s a s g º sº.
& © g º g g tº gº
*… º ºs º a gº ſº gº
tº e º 'º e º g tº
a g º ſº tº e º 'º
e Q & gº sº gº tº º
& & © is g g g g
& de à gº tº º º de
tº 9 e º 'º e º º
tº e º e º e º ºs
gº º ſº e g º & ©
tº s a s tº sº º s
* g e g º gº º ºs
Date
Transferred
Date Inspected
and Accepted
11–23–18
12–31–18
12–31–18
11–27–18
12–31–18
12–31–18
12–31–18
11–25–18
11–25–18
11–30–18
11–27–18
11–23–18
11–27–18
11–25–18
11–27–18
11–27–18
11–27–18
11–25–18
11–25–18
11–25–18
11—25–18
11—25–18
11–25–18
11–25–18
11–25–18
11–25–18
I 1–25–18
11—25–18
11–25–18
11–25–18
11–23–18
11–22–18
7–16–19
9–3–19
9–3–19
8–15–19
8–15–19
9–3–19
7–10–19
12+13–18
2–3–19
3–10–19
7–11–19
7–3–19
7–17–19
9–22–19
5–10–19
6–23–19
4–28–19
4–29–19
11–25–18
12–31–18
12–31–18
12–3–18
12–31–18
12–3–18
12–31–18
11–25–18
11—25–18
12–3–18
12–3–18
12–3–18
12–9–18
12–3–18
12–3–18
12–3–18
12–31–18
11–25–18
11–25–18
12–3–18
11–25–18
11–25–18
12–3–18
11–25–18
11–25–18
11–25–18
11–25–18
11–25–18
11—25–18
12–3–18
11–25–18
11–22–18
7–24–19
9–9–19
9–9–19
8–23–19
8–23–19
9–9–19
7–24–19
12–28–18
2–3–19
3–10–19
7–24–19
7–6–19
7–24–19
9–26–19
5–10–19
7–6–19
5–16–19
5–6–19
Blag.
No.
254
255
256
257
258
259
260
261
262
263
264
265
266
267
268
269
270
271
272
273
274
275
276
277
278
279
280
281
282
283
284
285
286
287
288
289
290
301
302
303
304
305
306
307
308
309
310
311
312
313
Kind
& © tº $ & © tº £ tº 8 & # & s e º ſº e º s e º 'º gº & g e
* * * * * * * g e º e º e a s e e º gº & e º & e º e
Wagon Shed . . . . . . . . . . . . . . . . . . . . .
Stable. . . . . . . . . . . . . . . . . . . . . . . . . . .
tº a s \ & 4 º' tº $ tº gº & G tº E & ſº º & tº t e º g g g
* * * * tº e º e º e º a s is a a tº a sº a 4 tº dº ſº tº º
# * * * * * * * * * * * * * * g º & tº g g º 'º e º g
# tº g g g g º º $ tº a g º ſº & © tº dº e g º g g g g g
s tº e º is is tº a tº º sº e º is a tº s is a dº º e º a tº
s & Q tº $ tº ſº º ſº tº c is ſº tº ſº tº £ tº º e º a g º a g
* † tº e º 'º e s tº e s 6 s is s tº ſº e s a ſº º is tº gº is
* * * * * * * * * * * * * tº £ tº ſº º tº º tº E tº tº ſº tº
* † ºn tº ºf G iſ ſº º 'º º º 'º tº º ſº e º º º iſ ºr e º ſº.
* * * * * * * * > * * * * * * : * * * * * * : * * *
tº ſº tº tº ſº tº dº e º ºs e º & e º e º g ſº g tº º is tº ſº º
& is e e º 'º º is e º 'º e º 'º e º e º is e º is º is º is
* g º º ºr 4 ºr y º gº º $ tº s \ } g º g º ºr g º e g g
fº g º is is ſº tº gº tº ſº tº e º & ſº tº tº ſe g g g g g º º g
•º s º ºs e º 'º e º sº º e º ºs e º ſº tº e º is sº ſº e º sº
tº º ſº. 45 tº a tº tº º ºs º ºs º is tº G & 9 tº gº tº ſº tº 45 tº º
& is a e º sº e º is a tº * * * * * * * * * * * * * * >
a s g º s ºn tº g s is a s is g ºn s is a º a m + e s º s
& 4
Officers' Quarters. . . . . . . . . . . . . . . . .
6 &
& 4
& 4 & 6
tº t e º g g g g g g g tº g tº tº º ſº
Officers' Mess. . . . . . . . . . . . . . . . . . . .
Guard House. . . . . . . . . . . . . . . . . . . . .
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barrack. . . . . . . . . . . . . . . . . . . . . . . . .
Medical Infirmary. . . . . . . . . . . . . . . .
Administration. . . . . . . . . . . . . . . . . . .
Officers' Mess. . . . . . . . . . . . . . . . . . . .
Waiters' Barracks. . . . . . . . . . . . . . . . .
Lavatory. . . . . . . . . . . . . . . . . . ... • * * * * *
Date
Completed
fe & © tº ſº e º 'º
tº ſº e º ºs e g º
tº º º dº ſº tº º tº
* * * g g ſº tº tº
© & © tº & tº g º
& º ſº tº g g g g
tº ſº tº c is º is º
ſº tº 0 is º ºs º gº
* ºn e º 'º tº € $
# 6 º' tº e º gº tº
* is tº tº º is tº ſº
tº g º 'º g º ſº gº
tº ſº tº m tº gº tº wº
© ſº e º ſº tº g sº
tº tº p & © tº ſº. v.
tº e º e g º v is
a s e º º e s e
Date
Transferred
4–29–19
4–29–19
4–29–19
4–29–19
4–29–19
4–29–19
4–29–19
4–29–9
4–29–19
4–29–19
4–29–19
12–31–18
12–31–18
2–5–19
4–4–19
1–27–19
12–31–18
6–16–19
6–23–19
6–30–19
6–16–19
6–16–19
6–16–19
6–16–19
8–7–19
8–7–19
6–16–19
7–22–19
8–2–19
8–2–19
6–16–19
7–3–19
7–3–19
6–1 6–19
6–16–19
6–26–19
8–15–19
3–17–19
12–31–18
11–27–18
3–21–19
6–30–19
5–29–19
5–29–19
5–29–19
11–27–18
4–23–19
11–27–18
11–27–18
11–27–18
Date Inspected
and Accepted
5–6–19
5–6–19
5–6–19
5–6–19
5–6–19
5–6–19
5–6–19
5–6–19
5–6–19
5–6–19
5–6–19
12–31–18
12–31–18
2–5–19
4–10–19
1–28–19
12–31–18
6–18–19
7–6–19
7–6–19
6–18–19
6–18–19
6–18–19
6–18–19
8–8–19
8–8–19
6–18–19
7–24–19
8–8–19
8–8–19
6–18–19
7–6–19
7–6–19
6–18–19
6–18–19
7–6–19
8—23–19
3–17–19
12–31–18
12–9–18
3–21–19
7–6–19
5–30–19
5–30–19
5–30–19
12–9–18
5–1–19
12–9–18
12–9–18
12–9–18
132
Blag.
No.
314
315
316
317
3.18
319
320
321
322
323
324
325
326
327
328
329
330
331
332
333
334
335
336
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
352
353
354
355
356
357
358
359
360
361
362
363
Barracks. . . . . . . . . . . . . . . . . . . . . . . .
6 &
& 4
e & G s - e º 'º e > * > * * * * * * * s s • * - -
Lavatory. . . . . . . . . . . . .
Barracks. . . . . . . . . . . . . . . . . . . . . . . .
{ {
g g º e º 'º º is 9 º' & & tº e º 'º - e º ſº tº º v c -
e tº G - - - -
Mess. . . . . . . . . . . . . . . . . . . . . . . . . . .
{ {
a e e e s m s tº e s - e. e º s e < * * * * * s is s a • *
e e s e e s a s = e s = e s = e = * * * * * * * * * * *
& 4
s = e º g º ºs e º s m & © tº 6 & & s is a e º 'º -
Barracks. . . . . . . . . . . . . . . . . . . . . . . .
& 4
e e e e e º 'º a e º a s s is a • * * * * * * * *
e is a s a e e º e º e e s m = e s s e is e º º e -
Barracks . . . . . . . . . . . . . . . . . . . . . . . .
& &
• e º sº e º e g c e º e s - a - w w = e º a ſº º -
m e º e a e e s e e s º a tº e º e º 'º e s & © in º
& 4
Barracks. . . . . . . . . . . . . . . . . . . . . . . .
• a s a s a sº e < * * * * * * * * * * * * * * * *
e e e s a e s - e s & e º ºn tº º e º 'º a s = < * *
• e º e s = • * * * * * * * * * * * * * * * * * *
Barracks. . . . . . . . . . . . . . . . . . . . . . . .
6 &
e e s e a e s e e º e e s e º 'º e s e e º 'º - * *
e - a . e. e. e. e. e. e. e. e. e. e. e º sº tº e s tº e º 'º -
6 &
a e º e s = e s e s sº e º e º a º - sº e º e º 'º -
Barracks. . . . . . . . . . . . . . . . . . . . . . . .
& &
Date
Completed
tº tº s & © tº o o
tº e º e e º 'º -
a sº s is e - w &
g g g e º e º º
is * s s - w - -
• a s a y º º -
• a a s e a s -
e s gº a e s - -
& e º º s e º 'º
tº e º 'º - - - -
tº e e º & tº ºn as
e tº e º 'º - - -
e e a e e º e º a tº e º e º 'º - e º e º e º & © a
e e e a tº a e e s is e s e º e o e s = * * * * * *
a s e a e e º e a e e a e s e s • e º e º e o a 9
Date
11–27–18
11–27–18
6–30–19
6–5–19
6–4–19
6–19–19
5–6–19
6–28–19
6—26–19
6–4–19
6–28–19
6–28–19
11–27–18
11–27–18
11–27–18
11–27–18
4–23–19
5–19–19
4–23–19
4–23–19
12–31–18
12–31–18
12–31–18
4–23–19
5–29–19
6–28–19
6–19–19
4–28–19
4–28–19
6–23–19
6–28–19
4–23–19
6–19–19
12–31–18
12–31–18
12–31–18
5–15–19
5–15–19
4–28–19
5–6–19
6–28–19
6–28–19
6–28–19
6–24–19
4–28–19
6–28–19
5–6–19
5–29–19
4–23–19
4–28–19
Date Inspected
Transferred and Accepted
12–9–18
12–9–18
7–6–19
6–18–19
6–18–19
7–6–19
5–9–19
7–6–19
7–6–19
6–18–19
7–6–19
7–6–19
12–9–18
12–9–18
12–9–18
12–9–18
5–6–19
5–30–19
5–6–19
5–6–19
12–31—18
12–31–18
12–31–18
5–1–19
5–30–19
7–6–19
7–6–19
5–6–19
5–6–19
7–6–19
7–6–19
5–1–19
7–6–19
12–31–18
12–31–18
12–31–18
5–17–19
5–17–19
5–6–19
5–9–19
7–6–19
7–6–19
7–6–19
7–6–19
5–6–19
7–6–19
5–9–19
5–30–19
5–1–19
5–6–19
Blag.
No.
364
365
366
367
368
369
370
371
372
373
374
375
376
377
378
379
380
381
38
383
384
385
386
387
388
401
402
403
404
405
406
407
408
409
410
411
412
413
414
415
501
502
503
504
505
506
507
508
509
510
Kind
e e º e a º e s a s • * * * * * * * * * * * * * * * * *
• * * * * * * * * * * * * * * * * * * * * * * * * * * *
* * * - - - - a tº e - - - - e.
• e º e º a 4 & a tº s a o tº e º e º 'º e º a s m = e º e
e e - © e s a s a º e º e e s tº e < * s = a a e s e a e
{ {
a s is g e e º e º s a w w e º 'º e a º e º is a s º
© e g º e º e º 'º e º is tº dº º in a é º is a s - © tº
• a s a n e º 'º - e. e. e s • * * * * * * * * * * *
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barracks. . . . . . . . . . . . . . . . . . . . . . . .
& 4
• * * * * * * * * * * g a o 'º - w is s º is e º a s
* * * is e s - tº tº a s = * * * * * * * * * * * * *
* * * * * * * * * * * * * * * * * * * * * * * * *
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Barracks. . . . . . . . . . . . . . . . . . . . . . . .
{ %
• * * * * * * * * * * * * * * * * * * * * * * * *
* * * * a v * * * * * * * * * * * * * * * * * * *
a e º ſe º p * * * * * * * * * * * * * * * * * * *
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Post Exchange . . . . . . . . . . . . . . . . . . .
Chemical House. . . . . . . . . . . . . . . . . .
§ { {
Mess Hall. . . . . . . .
Station. . . . . . . . . . . . . . . . . . . . . . . . .
Mess Hall. . . . . . . . . .
• * = e º ºs e º 4 s = e º 4 º' tº * * * * * * *
- * e s - - - - tº * * * * - - - - - - - - - -
tº g º gº tº 4 º’ e º s m is 4 tº º q = * * * * * *
* * g s a e º a º s e º 'º - º ºs e s s a s m tº
Post Office. . . . . . . . . . . . . . . . . . . . . . .
Canteen. . . . . . . . . . . . . . . . . . . . . . . . .
Employment Office. . . . . . . . . . . . . . . . .
Paymaster's Office. . . . . . . . . . . . . . . .
Commissary Store. . . . . . . . . . . . . . . .
Instrument House. . . . . . . . . . . . . . . .
Garage Shed. . . . . . . . . . . . . . . . . . . . .
Officers' Quarters, Kitchen and Mess
Laboratory. . . . . . . . . . . . . . . . . . . . . . .
Administration. . . . . . . . . . . . . . . . . . .
Single Ward. . . . . . . . . . . .
6 & ( &
Isolation Ward. . . . . . . . . . . . . . . . . . .
Mess and Kitchen. . . . . . . . . . . . . . . .
Storehouse. . . . . . . . . . . . . . . . . . . . . . .
Date
Completed
* - - - - e. e. e.
• * * * * * * *
* * * * * e s a
* * * * tº e º g
* - e º -> * * *
* * * * * * * *
* - - - - e. g. s
* * * * s gº tº º
e - - - - -
* - - - - g º º
is - - - - 4 º' s
* + - - - - tº e
m e º e e a ſº º
* * * * * * * *
* - - - - - a s
* - - - - - - -
* - - - - - a s
• * * * * * * *
e - - - - - s a
e - - - - - - º
tº e º e º a tº e
s s e º 'º - c s
* tº e º ºs e º ºs
* * * * * * * *
Date
Transferred
* * * * * * * *
s e s - © tº a tº
5–15–19
4–23–19
4–23–19
4–23–19
4–23–19
4–23–19
4–23–19
5–15–19
5–6–19
5–29–19
4–28–19
6–23–19
4–28–19
6–23–19
5–6–19
6–19–19
6–23–19
6–5–19
6–5–19
4–28–19
5–6–19
5–15–19
2–4–19
12–31–18
12–31–18
7–18–19
9–5–19
6–26–19
6—26–19
5–28–19
9–4–19
7–3–19
7–22–19
8–16–19
9–4–19
8–14–19
8–15–19
8–15–19
9–4–19
9–4–19
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
Date Inspected
and Accepted
5–17–19
5–6–19
5–6–19
5–6–19
5–6–19
5–6–19
5–6–19
5–17–19
5–9–19
5–30–19
5–6–19
7–6–19
5–6–19
7–6–19
5–9–19
7–6–19
7–6–19
6–18–19
6–18–19
5–6–19
5–-9–19
5–17–19
2–4–19
12–31–18
12–31–18
7–24–19
9–9–19
7–6–19
7–6–19
7–6–19
9–9–19
7–6–19
7–24–19
8–27–19
9–9–19
8–27–19
8–27–19
8–23–19
9–26–19
9–26–19
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
12–31–18
Blag.
No.
511
512
513
514
515
516
517
518
601
602
603
604
605
606
607
608
609
610
Date
Kind Completed
Officers' Kitchen and Mess. . . . . . . . .
Barracks. . . . . . . . . . . . . . . . . . . . . . . .
Lavatory. . . . . . . . . . . . . . . . . . . . . . . .
Boiler House. . . . . . . . . . . . . . . . . . . . .
Garage. . . . . . . . . . . . . . . . . . . . . . . . . .
Chemical House. . . . . . . . . . . . . . . . . .
tº dº e º e º ſº tº
* @ e º ſº tº e gº
• * * * * * * * *
tº e º G & Cº e =
e ‘º e º ſº º e &
as a tº e º e º a
& © tº e g tº e >
e - e º e º 'º dº
fe is & º ſº ſº is tº
Engine House. . . . . . . . . . . . . . . . . . . .
“V” Type Coal Handling System. . .
Hand Car House. . . . . . . . . . . . . . . . . .
Tool House. . . . . . . . . . . . . . . . . . . . . .
Car Repair House. . . . . . . . . . . . . . . . .
Sand Drying House with Storage Bin
Wood Water Tank. . . . . . . . . . . . . . . .
Cinder Pit. . . . . . . . . . . . . . . . . . . tº tº $
Concrete Septic Tank. . . . . . . . . . . . .
& © tº e e º 'º º
tº e º º ſº e º &
s ºn g s a s a tº
tº tº tº g tº g º g
tº s & e º ſº º ºs
tº v is is a tº g º
E is u º 'º - e >
& tº ſº tº $ tº º
sº tº e º º ºs º º
Pier No. 1, including Pier Shed No. 1
Pier No. 2, including Pier Shed No. 2.
is is a e º 'º e >
North and South Bulkhead . . . . . . . .
Maryland Avenue Viaduct. . . . . . . .
Hospital Layout. . . . . . . . . . . . . . . . . .
Fire Alarm System. . . . . . . . . . . . . . . . . . . . . . . .
Highway System East of Maryland
Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Highway System West of Maryland
Avenue. . . . . . . . . . . . . . . . . . . . . .
Railroad Yards East of Maryland
Avenue. . . . . . . . . . . . . . . . . . . . . .
e & © e g g tº e
Railroad Yards West of Maryland
Sewer System East of Maryland
Avenue. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sewer System West of Maryland
Avenue. . . . . . . . . . . . . . . . . . . . . .
Sewer System for Hospital Layout .
Date
Transferred
12–31–18
12–31–18
12–31–18
1–28–19
12–31–18
12–31–18
2—11—19
2–11–19
1–29–19
4–7–19
4–7–19
4–2–19
4–2–19
4–2–19
4–2–19
4–2–19
4–2–19
4–2–19
6–25–19
8–4–19
7–3–19
6–19–19
12–31–18
7–17–19
3–8–19
7–17–19
4–4–19
7–12–19
3–10–19
4–28–19
Date Inspected
and Accepted
12–31–18
12–31–18
12–31–18
5–17–19
12–31–18
12–31–18
2–11–19
2—11—19
1–30–19
4–10–19
4–10–19
4–10–19
4–10–19
4–10–19
4–10–19
4–10–19
4–16–19
4–10–19
6–28–19
8–9–19
7–23–19
8–27–19
12–31–18
9–24–19
3–11–19
7–23–19
5–9–19
7–23–19
8–9–19
5–3–19
3–10–19
9–4–19
135
Bldg.
N 0.
Kind
Sewer Discharge Main. . . . . . . . . . . . .
Water System Fast of Maryland
Avenue. . . . . . . . . . . . . . . . . . . . . .
Water System West of Maryland
Avenue. . . . . . . . . . . . . . . . . . . . . .
Water System for Hospital Layout. .
Electrical Distribution and Outside
Lighting System West of Mary-
land Avenue . . . . . . . . . . . . . . . . .
Railroad Yard Lighting System. . . . .
Electric System East of Maryland
Date
Completed
* * * * is a 4 tº
Date
Transferred
9–9–19
3–8–19
5–16–19
3–8–19
8–4–19
7–29–19
3–8–19
3–8–19
Date Inspected
and Accepted
9–15–19
4–1()–19
8–9–19
4–10–19
9–13–19
8–27–19
8–27–19
4–10–19
A separate transfer letter was written covering each building or structure, this
letter being so formed as to give data for the Utilities Office in maintaining the struc-
tures, and furnish necessary historical information, as required under Adjutant
General's letter of November 1, 1917.
136
CHAPTER XIX.
PLANT CAPACITY.
134. Preliminary investigation developed the fact that the railroads entering
Norfolk had a normal capacity of 500 to 750 carloads per day over and above the max-
imum tonnage which they were handling at the time, or which the then existing water
terminals could handle, and in outlining the general plan of the Army Base, provision
was made to accommodate this additional tonnage.
135. On June 12-14, 1918, Mr. N. W. Williams, Consulting Engineer, New
York City, made a rather complete report covering the plan of operation and recom-
mendation as to equipment necessary to handle the normal business at the Base,
and in accordance therewith there were secured 10 locomotives; 26 locomotive cranes;
80 electric storage battery tractors with 40 extra batteries; 1,600 trailers, caster wheel
type, platforms 3 x 6% feet, 300 pounds capacity; 400 two wheel hand trucks; 20
sets electrical portable conveyors, individual capacity 300 pounds, speed 80 feet per
minute, reversible type; 24 railroad gravity conveyor sections with right angle turns;
30 four wheel lifting platform hand trucks of 3 tons capacity; 300 platforms for use
with lifting platform trucks; 16 portable platform scales of 1,000 pounds capacity,
self-registering; 8 tiering machines vertical type, power operated of 800 pounds
capacity, lifting to height of 10 feet; 20 portable electric single drum cargo winches,
with distant control; and 1 jib type steam operated power slewing floating crane of
45 tons capacity.
In addition to this, there were ordered 6 portable gantry cranes of 6 tons capacity,
2 to be placed on either side of Pier 1, and 2 on the north side of Pier 2. As none of
these cranes has been received, if operation on any considerable scale is to con-
137
tinue, endeavor should be made to have the order re-instated and the cranes installed
without delay, in order to insure proper and economical operation.
A large number of caterpillar tractors, originally consigned here for overseas
shipment, have also been put in use for handling and parking the large quantity of ord-
nance which has been returned from overseas. At the present time the warehouses
are practically filled to capacity, the Open Storage is entirely full, and a considerable
amount of this class of storage has been piled up on dunnage along the railroad right
of way.
136. On June 20, 1918, there were received 192 cars of trucks and tractors for
overseas shipment. Nothing further was received until December 4, 1918, when
forage began to arrive in quantity, being stored in Warehouse 3, and on December
19, 1918, a consignment of 224 tractors arrived for the Open Storage.
Early in April, rail shipments began to arrive in quantity, and on May 1st, with
the closing of the Engineers Depot at Lambert's Point, the first ship, the “U. S. S.
Rijndam,” arrived at the Piers.
Since April 1, 1919, the operation of the plant has averaged about 25% capacity,
there having been received carload shipments as follows:
April. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,015 cars
May. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,055 cars
June. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,407 cars
July. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3,041 cars
August. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,110 cars
September. . . . . . . . . . . . . . . . . . . . . . . . . . . 5,063 cars
Total. . . . . . . . . . . . . . . . . . . . . . . . . . 22,691 cars
IDuring the same period there was also shipped out from the Base a total of 5,313
carloads. In the period from May 1 to September 30, 1919, 75 ships discharged cargo,
17 discharged troops, 7 loaded cargo, and 4 loaded troops. Of the 75 ships which
discharged cargo, 18 were also dismantled and repaired for turning back to original
OWIlerS.
138
137. The principal commodities in the warehouses are foodstuffs and other
Quartermaster's stores, the Open Storage containing a large amount of both our own
and captured ordnance as returned from overseas, together with a considerable quan-
tity of French Government material consisting mostly of car bodies, trucks, and other
railroad equipment.
139
CHAPTER XX.
AUDITING.
138. In the development and construction as outlined in previous chapters, the
instructions as promulgated in the Field Auditor's and Constructing Quartermaster's
manuals, and supplemented by various circulars, were carried out, with the exception
of timekeeping and some other departments, which were re-organized with special
regard to the local situation, the routine and inter-relation of departments being as
follows:
139. The general layout plans based upon preliminary surveys made in the
field, together with a portion of the detail plans, were prepared by the Engineering
Branch of the Construction Division in Washington, which also made up a prelim-
inary schedule of materials. These plans, together with material schedules and all
correspondence, were forwarded through the Office of the Supervising Constructing
Quartermaster, who formed the medium of communication between the field forces
and the Office of the Chief of Construction Division. Upon receipt of the plans in
the field they were turned over to the Supervising Engineer for checking and such
alterations as might be required to meet conditions on the ground, and for the prepa-
ration of such additional working detail plans as might be required, together with a
careful re-survey of materials. Copies of plans and material schedules were then for-
warded by him to the General Contractor with necessary instructions as to the pro-
cedure of the construction work. General Contractor upon receipt of plans and sched-
ules made an additional survey of materials and upon proper authorization placed
orders for same. He also furnished such working plans to superintendents and sub-
departments as were necessary for the proper conduct of the work.
140
Appropriation.
140. The original appropriation is based upon an estimate of cost prepared
by the Engineering Branch of the Construction Division in Washington from the pre-
liminary plans. Allotments are then made to the Constructing Quartermaster for
carrying on the work. Additional allotments are made from time to time as required
by the Constructing Quartermaster, based upon revised estimates for the new work,
changes in plan and to cover the increased cost of both labor and material.
Material
141. The material required for construction purposes is determined from the
plans of the project, and is specified by the Engineering Branch in Washington or
the Supervising Engineer and referred to the Contractors, whose estimating depart-
ment makes material survey of same, checks requirements against the material or-
dered by Washington, and makes up lists of deficiencies. These deficiencies are checked
by Supervising Engineer and orders placed to cover.
All orders placed by the Constractor are authorized either by Washington or by
the constructing Quartermaster through his Procurement Officer, who maintains files
for information as to prices and markets, and checks the prices on all orders.
142. The Contractor, through his material department and purchasing depart-
ment, keeps in touch. with the movement of material from shipper. He is assisted in
this by a representative of the Inland Traffic Service, who is stationed in this office.
When notice of shipment is given to this representative of the Inland Traffic Service,
he immediately begins expediting same to its arrival in Norfolk. The car is then taken
care of by the Joint Agent representing all railroads delivering here, and who has his
office on the grounds. The Joint Agent notifies the Supervising Engineer, whose
traffic department attends to the ordering from Norfolk to the work, and specifies
such cars as are to be given priority. When the material arrives at the work, the
cars are spotted and unloaded by the Contractor. The Field Auditor, through his
141
material department, maintains a field organization for the purpose of checking the
receipt of all material upon its arrival, it being understood that no unloading will take
place unless a Government checker is notified. These receiving reports are turned
in to the Field Auditor's office, where they are compared with the invoices of the
shipper and approved for payment to the Contractor. The same procedure is applied
to L C L shipments received in storehouse. The material ordered from local merchants
is delivered by trucks to the storehouse and handled in the same manner as L. C. L.
shipments. The distribution of material from point of receipt to the various divisions
of the work is done by the Contractor under supervision of the Supervising Engineer.
The traffic matters pertaining to the handling of material have been organized
under four distinct heads, viz.:
Inland Traffic Service Representative.
Joint Agent.
Supervising Engineer's Traffic Department.
Field Auditor's Traffic Department.
The functions of these are clearly defined, and in no way conflict or duplicate
one another. The Joint Agent represents all railroads delivering freight to the project.
Traffic matters are greatly simplified by this arrangement, which eliminates the many
difficulties encountered in having to deal with several interests on the same ground.
The representative of the Inland Traffic Service handles all shipments from point
of origin to the “hold” yards in Norfolk.
The Supervising Engineer's traffic department handles all shipments from the
Norfolk yards to their delivery at the project, and is responsible for their release to
avoid demurrage.
The Field Auditor's traffic department checks the arrival and departure of all
cars for purposes of accounting and accomplishing of freight bills; also is responsible
for the payment of only such charges as are properly authorized.
142
Orders and Authorizations.
143. In this organization, a distinction is made between “Purchase Orders” and
“Authorizations to Purchase.” Purchase Orders are divided into three classes, viz.:
(1) Contractors Purchase Orders issued for material bought locally—these
are covered by Constructing Quartermaster's authorization designated
as “A. S. B. Series B.’’
(2) Constructing Quartermaster's Purchase Orders issued by the Construct-
ing Quartermaster's office for material needed by his organization upon
which the Contractor does not receive fee. These are designated as
“A. S. B. Series D.”
(3) Washington Purchase Orders, issued by Washington to cover equipment
for permanent installation upon which Contractor does not receive fee.
These are designated as “A. S. B. Series C.”
Authorizations to Purchase are divided into three classes, viz.:
(1) Orders placed by Washington for confirmation by Contractor, designated
as “A. S. B. Series A.”
(2) Constructing Quartermaster's authorization of Contractor's purchase
order, designated as “A. S. B. Series B.”
(3) Shipping authorization received from Washington covering transfer of
Government property from one project to another.
All purchase orders and authorizations to purchase are received in the Con-
structing Quartermaster's office, where eleven copies are made and first sent to
the Supervising Engineer's office, where they are checked as to quantity and con-
formity to the plans, marked as to purpose and given cost accounting distribution
number. The Supervising Engineer retains two copies, one for his file and the other
for his division engineer in charge of the particular section of the work. The remaining
copies are returned to the Constructing Quartermaster's office, where one copy is re-
tained for his file, the balance being distributed to the Field Auditor and Contractor.
The Field Auditor receives three copies, one of which is passed to the distribution
clerk, who enters the amount in the proper cost account. The other copies are used
by the material department for checking and accounting.
143
Invoices and Vouchers.
144. When invoices are received from the vendors either by the Constructing
Quartermaster's or Contractor's office, they are sent to the chief clerk in the Field Au-
ditor's office, who stamps their receipt with time stamp and passes them to the chief
voucher clerk. In this department the invoices covering Government purchases are sepa-
rated from those covering Contractor's purchases. Government invoices are then passed
to the recording department for check as to duplication and registry. The invoices
covering, Contractor's purchases are forwarded to the Contractor, passed through his
purchasing department for verification, and then to his accounting department, which
returns five copies to the Field Auditor's office under the Contractor's transmittal
number.
Upon receipt of five copies of the Contractor's invoices in the Field Auditor's
office, they are recorded and checked as to duplication.
After checking and registry, all copies of both Government and Contractor's
invoices are then held by the recording department with the exception of one copy,
which is sent to the material department and an extra copy sent to the Supervising
Engineer's traffic department, where it is retained. The material department then
certifies its copy as to receipt of material. It is then passed through the traffic depart-
ment, price department and extension department and returned to the recording
department. The recording department then copies all notations on all copies held
by them, returning the original copy to the voucher department, where the Government
invoices are vouched for payment, and the Constructors' invoices are approved to
them for payment.
Upon receipt of the invoices in the Contractor's office, a draft is prepared and
invoices attached and mailed to vendor. When these are returned through the bank
they are vouchered by the Contractor and forwarded to the Field Auditor for reim-
bursement. Actual practice has proven that this method has enabled the vendor to
144
receive payment promptly and the Government to secure discounts that otherwise
would be lost.
In connection with discounts, it may be interesting to know that by handling
invoices as mentioned above, it has been possible for this office to take advantage of
discounts to the amount of $65,000 to date.
Cost Data.
145. After all vouchers are entered in the voucher register each month separately,
a recapitulation is made showing distribution of expenditures account of General
Contractor and sub-contractors. Under this distribution the amount chargeable to
respective accounts is entered and booked according to cost classification.
Construction Work–Contractor's Operations.
Upon being awarded the contract, the General Contractor, with the assistance of
the Constructing Quartermaster and Supervising Engineer, immediately arrange to
assemble the necessary labor and equipment required to carry out the work as outlined
by the preliminary plan, the necessary field superintendents and organization being
distributed to the necessary parts of the work.
As the labor situation is handled at present, it is necessary for the General Con-
tractor or the Constructing Quartermaster to make known his wants to the United
States Employment Service, and when the men directed by that Bureau begin to
arrive they are turned over to the Contractor, who prepares an arrival statement as
follows:
Report of Men received at Army Supply Base:
Classification
Number previous report
Number received during past 24 hours
Total for the current month
Total for the previous month
Grand total
145
Equipment.
The equipment required to properly carry on the work is determined by the Con-
structing Quartermaster and the Supervising Engineer. The Contractor is expected
to furnish all necessary equipment, and upon the arrival of various pieces of equipment
they are checked by representatives of the Contractor and the Field Auditor and tagged
with a serial number. A full description is taken and the Contractor declares the
valuation. This valuation is accepted or revised by the Constructing Quartermaster,
who also determines the rate of rental to be paid. The Field Auditor's office keeps a
check on equipment to determine the time for which rental is to be paid. When equip-
ment can be dispensed with, the Contractor is notified by the Constructing Quar-
termaster and rental ceases.
Timekeeping.
The Government employees of the Timekeeping Department keep and audit
all time earned, turning over to the Contractor each Friday certified payrolls for period
ending previous Wednesday. The Contractor prepares bank checks for the pay-offs,
which take place on Saturday afternoon of each week. Reimbursement to the Contrac-
tor is made upon receipt of his voucher attached to the payrolls.
It is our contention that the above method of timekeeping and payrolls, while
not strictly in accordance with the plan outlined in the Field Auditor's Manual, has
been most effective at this project. The time of reimbursement to the Contractor
depends upon himself as to how quickly he can voucher the rolls after listing un-
claimed and photographing Saturday night. Vouchers covering all payrolls are ready
for payment within three hours after being turned over to the Accounting Department
of the Field Auditor's office. The Manual especially requests that the Contractor be
reimbursed promptly and correctly. This plan accomplishes both desires, according
to Contractor's expression of opinion.
146
Engineering and Supervising.
The actual construction work is carried out by the Contractor under the direct
supervision of the Engineering Department. Division Engineers are assigned to the
different departments of the work and act in conjunction with the Contractor's field
superintendents assigned to the same departments. Each Division Engineer has the
necessary field force, consisting of assistant engineers, inspectors and field parties.
147
IND EX.
(Numbers Indicate Paragraphs.)
A.
Agreement, Virginia Ry. & Power Co., 67.
Allotments, 140.
Alsop & Peirce, 14, 98.
American Bridge & Iron Co., 14, 46.
American Chain Co., 5, 7, 11, 111.
Appropriations, 140.
Asbestos Roofing Co., 14, 46, 124.
Atlantic, Gulf & Pacific Co., 14, 109.
Attitude of Local People, 47.
Auditing, 138, 139, 140, 141, 142, 143, 144, 145.
Automobiles, 45, 46.
B.
Bacteriological Examination of Water, 59.
Baker-Gompers Agreement, 34.
Ballast, 74.
Barracks (see Buildings).
Base Hospital, 11, 86, 122.
Batte, S. B., 14.
Battery Charging Station, 97, 125.
Beds, Bedding, etc., 56.
Belt Line, 5, 9, 11, 24, 69, 76, 86.
Berthing, Ships, 112.
Board of Control, War Construction Activities,
23, 33, 34, 39, 65, 78, 92.
Boiler House, 126.
Boush Creek, 7, 11, 86, 109.
Brick, 21.
Buildings, 8, 119, 120, 121, 122, 123, 124, 125,
126, 127, 128, 129, 133.
Bulkheads, 8, 98, 101, 103, 115.
Burckard, W. A., 12.
Bush Bluff Site, 2.
C.
Capps Creek, 9, 11, 91, 109, 110, 111, 112.
Cars, Dump, 74, 42.
Cement, 21, 24.
Cement Gun Construction Co., 14.
Chain Belt Co., 14.
Chesapeake & Potomac Telephone Co., 50.
Chlorinators, 81.
Chamber of Commerce, 1.
Channel, 24, 106, 107, 109, 116.
Cinders, 21.
City Administration, 1, 3, 6, 8, 9, 107.
City Water System, 77.
Claims, Property, 11.
Classification Yards, 73, 82.
Clerical Help, 19.
Coal, 21.
Commanding General, 8.
Commissary, 21, 32.
Concessions, on Reservation, 61.
Concrete Mixers, 42, 103.
Concrete Piles, 103, 104, 105.
Condemnation Proceedings, 9.
Construction Division, 4, 9, 80, 86, 139.
Constructing Quartermaster, 4, 9, 11, 16, 17, 92,
111, 141.
Contractors, General, 13, 15, 19, 22.
Contractors, Lump Sum, 14.
Contractors, Sub, 14.
Contractors, Unit Price, 14.
Converse, H. P. & Co., 14, 15, 98, 42.
Converters, Rotary, 96, 97.
Cost, Data, 145.
Council of National Defense, 1.
Cranes, 24, 42, 103, 106, 114.
Crowell, Asst. Secretary of War, 2.
Current (see Electrical System).
D.
Depot Board, 1.
Depressed Tracks, 106.
Derrick Lighters, 25, 42, 104.
Description, Property, 10.
Discounts, 144.
Drainage, 131.
Dredges, 40, 42.
Dredging, 109, 110, 115, 131.
Drinkwater, H., 119.
Dump Cars, 42, 74.
E.
Electrical System, 92, 93, 94, 95, 96, 97.
Emergency Dredging Committee, 109.
Employment, 29, 145.
Engine House, 73.
Entertainment, 38.
Equipment, 40, 41, 42, 43, 44, 45, 46, 145.
Erosion of Soil, 91, 116.
Excavation, 109.
Feed, 21.
Felton, Samuel, 72.
Fences, Mud, 112.
Fencing, 130.
Fender System, Piers, 113.
148
INDEX.—Continued.
(Numbers Indicate Paragraphs.)
Field Auditor, 16, 17, 19.
Fill, from Cape Henry, 74.
Fire, Protection, 48.
Equipment, 48, 85.
Marshal, 48.
Alarms, 48.
Reports of, 49.
Station, 127.
Fitzmaurice, J. A., 19.
Floors, 128, 129, 132.
Food, Commissary, 62.
Ci.
Gantries, 42, 103, 114, 135.
General Fire Extinguisher Co., 14, 46.
Glaze, T. W., 19.
Gravel, 21.
Grinnell Automatic Sprinkler System, 114, 107.
Guaranty Title & Trust Corporation, 9.
Guard, Military, 52.
Guncrete, 124, 128.
H.
Hammers, Steam, 104.
Harris, Admiral, 33.
Horses, 59.
Housing, 120, 121.
Hutcheson, Brig. Gen. Grote, 2, 4.
Health (see Sanitation).
Hoists, Electric, 114.
Housing, U. S. Bureau, 80.
Howell, Geo. H., 14.
Hubbard Oven Co., 16.
Hydro-Electric Units, 92.
Incinerator, 73.
Inland Traffic Service, 142.
Inspection Passageway, 118.
Insurance, 63.
Intelligence Department, 52, 53.
Invoices, Handling (see Auditing).
J.
Jervey, Brigadier General Henry, 2.
Junkersfeld, Colonel, 4.
Joint Agent (see Traffic).
K.
Kinnear Manufacturing Co., 14, 107.
L.
Labor, 26, 27, 28, 29, 30, 31, 32, 33, 34, 145.
Labor, 405th Reserve Battalion, 36.
Lassiter, Robt. G. Co., 14, 65.
Latrines, 57.
Laundering, 56.
Leach, A. O. (see Supervising Engineer).
L. C. L. Shipments, 142.
Lighting (see Electrical).
Lock Joint Pipe Co., 14.
M.
Macadam (see Roads).
Machine Shop, 44, 73.
Material, 21.
Material, Open Storage, 137.
McCoy, Jas. E., Jr., 12, 14.
Military Guard, 52.
Mosquitoes, 64, 131.
Motor Transport Corps, 40, 44, 45, 46.
Myers, Barton, 3, 4, 9, 70.
N.
Nankivell, Major Jas. R., 54.
National War Labor Policies Board, 34.
Naval Base, 5, 6, 11, 88, 92.
Norfolk (see City).
Norfolk County, 9.
Norfolk County Water Co., 6, 7, 59, 77, 78, 79.
O.
Oden'hal.-Monks Corporation, 14.
Open Storage Yard, 68, 76, 86, 89, 96.
Orders, Purchase, 143.
Organization, 12.
P.
Passageway, Inspection, 118.
Paving (see Roads).
Paving Mixers, 66.
Pay, Rates of, 34.
Piers, 98, 101, 106, 107, 108, 109, 113, 114, 117,
118.
Pier Shed, 106, 107.
Pile Casting Yard, 104.
Piling, 21, 101, 103, 104, 105, 118, 124, 128.
Piles, Test, 8.
Pile Drivers, 42.
Pipe, Water, 84.
Pipe, Wood Stave, 90.
Plans, 139.
149
INDEX.—Continued.
(Numbers Indicate Paragraphs.)
Plant, Capacity, 134.
Plant Equipment, 135.
Police System, Civilian, 51.
Porter Brothers (see Contractor).
Powers Regulator Co., 14.
Pittsburgh-Des Moines Steel Co., 14.
Population, Surrounding Cities, 26.
Property, Description of, 10.
Profiteering, Charges of, 47.
Price Fixing Committee, 23.
Procurement Officer, 141.
Public Health Service, 64, 131.
Purchase Orders, 143.
Purchase, Storage and Traffic Division, 100.
Pumps, Water, 77, 88.
Quays, 103, 106, 116.
R.
Rail, 21, 75.
Rail Fastenings, etc., 75.
Railways, 69, 70, 71, 72, 73, 74, 75, 76, 123.
Raymond Concrete Pile Co., 14, 42, 99, 103.
Real Estate Section, Purchase, Storage and Traffic
Division, 9, 11.
Recommendations—
Labor, 39.
Use of M. T. C., 43.
Permanent Roads, 68.
Sewer System, 91.
Avoiding Accumulation “Soup” Deposits, 110.
Bulkhead Line, 114.
Pier Plans, 117.
Inspection Piers, 118.
Reinforcing Steel, 21, 103.
Roads, 65, 66, 67, 68.
Rock, Crushed, 21, 23.
Roofing, 124.
Rumfelt, E. A., Capt., 17, 18.
Rust Engineering Co., 14.
S.
Sand and Gravel, 21, 74.
Sanitary Flooring Co., 14.
Sanitation, 54, 55, 56, 57, 58, 59, 60, 61, 62, 63, 64.
Sawmill, Central, 25.
Schedules, Construction, 139.
Septic Tanks, 86.
Sewer Pipe, 21.
Sewer System, 86, 87, 88, 89,90, 91.
Sexton Stove Company, 14.
Shelby, Colonel Evan, 4.
Ships, Berthing, 110.
Arrival of, 136.
Shoals, 116.
Shovels, Steam, 142.
Sickness Among Employees, Animals, etc., 59.
Silsbe, Lohr & Co., 12, 119.
Site, 5, 6.
Slag, 21, 74.
Soup, 110, 113.
Sparks Crematory Construction Co., 14.
Spink, Capt. E. F., 17, 18.
Sprinkler System, 83.
St. Julien's Creek Site, 1, 2.
Stables, 59.
Standard Oil Co., 5, 11.
Stone, Building, 21.
Storage (see Water).
Street Car System (see Virginia Ry. & Power Co.).
Strikes, List of, 34.
Supervising Engineer, 4, 12, 17, 18, 20, 33, 92,
143, 145.
Survey Materials, 139, 140, 141.
T.
Tanks, Septic, 86.
Tanners Creek, 5, 7, 11.
Taylor, Lieut. H. A., 44.
Telephones, 50.
Ties, 21.
Timekeeping, 145.
Titus Town, 11, 27.
Track Material, 21.
Tracks, 73, 108.
Track, Capacity, 73.
Traction Company (see Virginia Ry. & Power Co.)
Traffic Dept., 142.
Transformers, 95.
Transmission Line, 6.
Trucks (see Automobiles).
Turnouts, 76.
Turnover, Buildings, 133.
U.
Unification (see Water).
U. S. Employment Service, 29, 145.
U. S. Fidelity & Guaranty Co., 63.
U. S. Transportation Service, 29.
United Iron Works, 14.
V.
Van Auken, Capt. D. L., 53.
Virginian Railroad, 5, 11, 24, 69, 71, 72, 73.
Virginian Ry. & Power Co., 33, 67, 92.
Viaduct, Overhead, 9, 67.
Vouchers, 144.
Vulcan Iron Works, 42.
150
INDEX.—Continued.
(Numbers Indicate Paragraphs.)
W.
Wages, 34.
Wagons, 42.
Wallace & Tiernan, Chlorinators, 81.
Warehouses, 24, 83, 86, 87, 89, 96, 124, 125, 126,
127, 128, 129.
Water Supply, 6, 7, 59, 77, 78, 79, 80, 81, 82, 83,
84, 90
Water Shed, 77.
Water Pipe, 84.
Water Front Development, 98, 99, 100, 101, 102,
103, 104, 105, 106, 107, 108, 109, 110, 111,
112, 113, 114, 115, 116, 117, 118.
Waste, Kitchen, 58.
Paper, 58.
Wheeler, Brig. Gen. Chas. B., 1.
Williams, N. W., Consulting Engineer, 135.
Wood Stave Pipe, 89.
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NDRFOLK. VIRGINIA.
1918 - 1919.
constructing
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CONSTRUCTION DIVISION. WAR DEPARTMENT.
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1918-1919.
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\, ',
Form 21-A * construction Division of THE ARMY
July is isºs i STATUS OF AUTHORIZATIONS & OBLIGATIONS
- totals #, as ºr a I&P S&SF N. S. &.D
1 AMT. AuTHORIZED BY SEC'Y OF WAR 28857343.00 loooooo. 230760-00 || 2631.6583.0 300000.00
zºneºuse-rºorººoºººoºs Ezengº.99 _|_| 586.739-99 ||
a cross total 183384082.9° 10000.00|230760.00 || 3:34.3322.99 E300000.00
4 DecessFºruxansfers ºpes * .… –** – I-1–
s ºr total authorized *384039-11 10000-00 |230757.12| 26843328.93|_2300000.00
s Total purchase orders - 11422748.65| 10000.00 104891.64 | 9007857.01 2300000.00
7 paid on purchase orders 114221.59-12 10000.001104891-64] 2007267.48 E300000.00
8 unpaid ON PURCHASE ORDERS 589.53 589 •53. - =+-
9 - TOTAL PAY ROLLS – 12390.972.16 - loºsa.gº posing.” -- -
10 PAID ON PAY ROLLS 1233,1284.79 109841.39 12321444.39
11 unpaid on pay Rolls - - 59587.38 - - 52687.38 -
12 + contRACTOR'S FEE - - 67653.27 - 676831.37 --
is paid on FEE tº --- | 651831.37 ---
14 UNPAID ON CONTRACTOR'S FEE 25000-00 - -- 25000-00 --- -
15 ToTAL other CHARGES 4435629.54|| icoº.cº __4419605-45
16 PAID ON SAME 3963888-09 | 16024.09 E946861.00 -
17 - UNPAID ON OTHER CHARGES - 472744. 45. | - 472744.45 |-tº-
is total cost to date (sº 2 is º 10000.002207-7.12 26338424.80 £300000.00
is total paid to date (7 to is is 283esleo.38 loooo.cozzows”.12 assºoz.a. 2300000.00
20 total unpaid to baſe (e-1-14 tº £53031-36, ***
21 unobugated BALANCE (5 LEss 18) - 457898.39 - 457898.39 l
22 creen ealance (s less is or 2012) - 1015919.75 - - 1015919.75 -
- - - - \, "t
correct ºf 2 ºne venor APPROVED \\ *.
7 - Vºwſ
--- - - -- --~~ -- --- - tº. \
JOB --- sº-Prº B-si-. Iſo-cL:,72. FOR WEEK ENDING November 30th, 1919


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------
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construction Division
cost---Port
-
- Project, ºr stºr Base Location. -------- Week Ending -Cº-º-º-º-o-tº-lalº sº-----
- -------- --------- --------- ------- * I
- - I - | -
- - - - º - º - - - * - --- l - - | - --- - --- -
- - — I
T
-ounts brought forward- -5-6 sº asas-sº estases º -86.525 - 6461854 is
- -
- 1221 P-R -- -
15 Carpentry assiº l 278239 sº so.62 ± 2°2781 to 501-7-->
17 Painting 21775-ºs. 5960-6 as a 1894 ho 7-5-79 - - -
is lºs isses": 12782, sº 7sºt lease so ºf
- -t---------anti-ators **ge ſº : * * * * essess.
-- -------------- * 3--> # 17501 tº º sus ps 23621-66
- - - - 28-6-5-
24 sº Light- 50132- 3580 º -07 2-58-51 - -
--- - -
25 | Electric Lighting - 24ooop # * * * * * * sessess
-- structural steel - 5-80 ºne sess 72. Prise 412534 18 | || 41562290 -
ºb sprinkler system (Fire Protº-tion) -----|35 15928 ºf * ſoºn as mostles
41 isoelianeous Iron work - -- +- ne", 24 #" 129-57 2010-51
-- Roof ºvering 330- sºrs 6928 sº pe 559-9 no sessºrs -
- - -
59 approach to Receiving statiºn **** º: B310 º: lººse
5- - ------------ - -19-5-58 ussess set gº asssia Pºs gososs 59 eosaries
tº Re-intereins useh for studes ----- 57.591119 l-59 a 10869 º | | 684.6019 -
* ------ - ~09- 53136, 32 1.72 - 42087 B3 95.1947s
º Equip"t Rental-operation - ºre- ----- º - issºu ho - 18777ss"
- --------- 9-67-- 38-2-5- *::::: º
- - ----------- -- l - 15944, 12 +–º-BE 19--- :
Total Cost-Piº Gºds -735-15- 27867 tº 5-06 1 Llºilº ºt l 19587-19-
*****Bºlº statiº-º-º- º ----
15 Carpentry sterºs, assess si-ºo º ºstes ºf Soº-o-º-º
---
-- Painting * * *sos 72 -47 ----- ------- -
18 Plumbing 155-- 1915 os i.is ------ ------
- ------------------- uses sº assº as - ------ : 7-
-- - --------or- sts - - 792 as 2.12 * ----- : :
25 | Electric Lighting sºoo tº *** *** ------ º
& structural steel 913, rdes os Priºs 104.316 as *:::: :
- - ----------------- 17 º e- g 4s-es: ions as
- º Equip"t Rental-operation --pre- - - 5085, sº 19- s: - ----- :
----------- -----> 1-8--- -º-º:
- ----------- **- ----- -ºo-º-º: - -
I . - -
- --------- - sºlos 1738-9 -5 -------> - - - -
------o-t--- + easos sº ---> -º-º-º-
2926 PIER + 1.-Lº-Loss-- :
a squiº's sental, operation a tºrs. easies 3-9. 1105 on -
º --------- to 56 26 ºa 9-55 |
- ---------- — - ****B- --~~ ---->
º . retal costirres- lººse loss | 21208 sº ------ associº-
-
ºf lºsion ºuse ºn-ſºlº- -
----------- -----> -1.7-91.
º Equip"t Rental-operation - ºre- 103-15 1297,74
º --------- 15-95. ***
- --------- + - - --- lºsiº - l
total cost; Exterior ºils alie ºlº º- signize
-
- -
- l - -
total ------- 4988981-87 | | *****
- | | | || I -




















------- - ºr * "º dº ºr "
- construction Division
------ort
Prºject, ºn suº Base Location. -------- - week ending tº 30th 1919 SEE--->
-T- ------ ---------- - -------- ---------------
H - -- - - -- - -º- --- º: - - - *- -º- --- ----- - - * º - --- -
- * T T - — I _
-ounts brought forward- 30324/40 -º-º-º-o sº * 498895.1 sº 8696.388.18
256 -aloº --OU Bººl-- - | -
-- --------- ---8000 35625 & 23.47 1494.2 16- - 50-57-75
a Equip"t Rental-operation - Rºrs- 1824, 33 nose mail 833-05.
- ---------- - lossels- 4025 T5 | || 14561.37 -
* ----------- - - | 85 + -o-º- ------
Total costi-loº Balºr ºils - | 26.232 53 7507-131
* Bºtºloa-ºcuse tº dou-ºº- - | -
75 Re-inforcing -esh for stucco ----- #. -- -84 + "st sº asoºses -
7- -t--> - 23590 - 4503655 --99 - 31860-24 | | "esselso | | | |
R -uip"t Rental-operation - Rºrs- 5-3. -ooº-oº: 25.255.42
- ---------- mºsº | 429s ºf | | 1588919
- ---------- __ - ----- l 5te ool - --1-12
Total cost; lºº ºdºº a Lºs T - 85-1 sess ºf 142sºlº
258 Lºcuses, seneral- T - - -
---------- 1270 298789 as 2.54 * | | *****
------------ - - | | | | - º 148.771 6s. 74.39 50258-84 | | 1990solº
-ixing - Placing Concrete - easts ºs slotºs ºf 7.64 i. -30104 80 sace's les - -
Re-inforcing - sociate isºsiesel.4 # atoeo ps | 4845261 -
------tº- - 11- esols2 24 se.74 a scºso ps ---------
Painting - -5000 - 23.792-17 -es 1920-37 257ness -
Plu-in- .# tº 47051 : --80 49-67-88 26-1973.
steam Ea-ting - º, sº * * * * 12176404
Boiler House tº eating Plant) - ite sº ----- ---8-8-5 ----- 37. 5-8- --8-8 sº -------
cheet -et---or- - --~~~ "sets 75 3.49 tº ºnce, sº loºse--
-----ºntº - iioiso. inos 93 as # 27553 sº *****
-le-tric Lighting - -loo 4 or soºoooºº sette & Hi + 89570 : 18814348
-------- eassoooºk 14ssisoo ea.75 × insees 79 | | *****
Tile doping 16500 -->t 31.50 Ed is ºt 1053 40 - ------
-----ºnarcing ------- - 5769, 43 exces as ------5
-------------- - sºle sq. º. 1 sº . -------
--------------- 5846976, ------- *:: geºsis 46 --------
------------- - - 1-77 -5 - 1877-15
------------------or- 277 rode 15331 site-se i iseos 24 3-53-75
ºf -o-º-ins leasel et Hazel 27 esºn #. 295ss, sº sº lensors 1------- -
--- Pi-ins Poundation sostoº lºsses tº sº tº mess sº ease so *
--------------------- ----- sº 15745-7 32 + 291-86. ------- - -
--------- - - ----- ----- º ** 579-6-47- sºlº
-----'t -------------------- - 72927 as 28295.7 & . assesses -
---------- iiniis, sº *ense ºf assessee -
---------- - - 32.17 26 1 *issolae
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No.1s.I.A.I.C. N.O.L.On-SNOO
------

-----
--------------
construction division
-----
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- Pre- -º- ºr ºut- L- --------------
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----------------- - --- - 400--> -ss ----- sºlº | | |
---------ins ----- - ---a - ---- : --- ------ iszolºs
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---> --------- - ------ *** ---- *::: : ------ -
-º-, -si- or acai E--- --- *** * - --------
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a sºain't seatai.operation = *re- 33-7-38. lºsses *:::: --
- ---------- - —tº i asse-ee- TTº
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real-satiº – - assa º lºses. ---sºº icºn is ºss | | |
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m -
- -
------ * Fºr on soºn stees: *
construction DIVISION
--> --
rº-, * surrºr as Location ------ - week-Ending ºf ºth 1919 sº--e.
- ------ ------- ------ ---------------
- - - - - - -
sº- -- - --- * - - - -- T- - -º- - --- - T - --- T -º- --- I o-- -
T -T - - I -
-ounte brought for-ri- its so ------ --------- soverse as sisº be 17257555148
*** *º anºe Liaº- - -
- --ring - ºr----- - 1107 58 110758
- ------------ - - sº sº, º ºse is sco io ------ -
15 Carpentry icº sists belso...a . 39998 tº ----->
- --------------on-or- as rena 452 so 1742 cºe co- -----
- Pol----------or ----------------, tº-ea - -----
44 stringing wire * - - - - º 8- ºl 566-19- - ------ - -
sh wood Pine roundation tradiuses ariving asons” 5925 -- 25 4547 ºn iiate 4s
98 Laying ºra-ke ºn Ti-inst †. 1979 to as ille in ------- - | | | |
150 -e-porary sou----it- ---- H 415 so i-º- ------ - 78-8-5- | | | |
ise -oving 7-By - Power co-e ºraºke - Bower º ------ t ------ ------ -
* -uip't ºutal-ºperation - ºre 325e B2 itseo -6. 1588-18 - |-
- --------- seat ei 3144-23 | list444 |
- ---------- __ 15-0--0. 35_7-1 issues -
—cº-ºesºtatºet— T —ººl-ºl- tº is —lºlººlºº.
lºt ºr cº-ºr- - * Lie seed pol - E-55 --> lºode 178
--- -------------- | ------ ------- -------
* -----'t sent-i-operation - ºre es-e- ---- 101-15 -
- - ------ - she so lens sº ----->
- - ------ no hal --- 1-64
tººl ºn t--------------- | - ----- º ºg sº is sº sel -------
--> ------------- - | 4857 tº sº a issºs, -
* -ºn't ºntº-operation - ºre ºn as see hº | **** - -
- -------- ---- - --- ------ - -
* --------- 104 is –5 le. - -----
------------------- _ | - last ſº sº. is ºn sº sets a -------
--- ------------ also asº is nº sºlºs is sºlse se ---------
* -------------------tiºn - ºre ------ essee ºs 35-3-33 -
- ---------- - est-2 54 losiº se seaso ce.
* ---------- - - _ ------ slº st- ------ -
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- -------------- - ----- ----- lºsiº. 55 -------- --------
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so oc asses sº assº a assissi as assiºns as --------- -
- - - - -
- - - - - - -- - - - - -




------ -------------------- -
construction Division
co-º-º-o-
- prºse aſſº surrºr Base Lee-tº- ºr * week endins soºn ºth 1919 sº---
- - --- --------- -------- --------------
- - - | - |- - t - - | - * - •- - - | - º - --- -
— __
— - -
-ounts brought for-ra- so co --tº-3- -------- assissi-44 ºssiysses isessess!"
º ------------- - - - i
------------------ - - ----- assos of -56 ºt 11759-53 --------
-840 -ater -aine (service Line) - ------- sº tº as --- * -----
------------ --- 5134 35 sº ------ -----
--~~~. ------------------- - --- 44-38 11 * -- al 69/19 -
--8-of-i-e Supplie--------- - siss alsº
----------------- - ----- ----- -
------------- assº slas "d ess it slasos ----->
R. Equip"t Rental, operation - ºre - 29-5 5- ------ --------
----------- 1877 tº 50--- -----
------------ l l 1382. 31. l ----- ------
l_ ºcial-desti-Glº Peº- I T- seas assie ------
2-33 --------- - 39--- ------ - 89.30-50 sºsoloo - -
---> --> - sroºk-a-s-s- --> sº ----- 421392 40 | 4:1392.40 tºurned over to Prºperty officer for alsposition
- - - ºric- ------ - - + - lºº-º- + ilºlº, - - º - - - -
TOTAL EVE OF Bºsº Iº --~~ 2227s548 -------> Tºſs | 10460862 so T1575±15-77 .
Less -paid -ee- 5-61 - --- grazºil . | *****
rotº sº soa consºrror | ----- 2227s548 -------> setsess-as Rossoses so lººsases sº | | |
----- Pºº-sº º Laº — ------ lº-ºl --9559-92 -->559-19- | | |
---------------------- 384 el -------> -------- 897:555-43 - 12756480 as airsoletºn
* gºes-a-sir-I-C-E-s asses sº ------- -------- ºte- 2574.501-54 1 500-8&ºlº | | ||
- - - | liséso.es ºsses 1 -------- – tººl. 2 -------- —eºlº -
- - -
sº-ou-------------------> -- -- - -
-ash -eposite to official Credit - 25800-24 -------- seemsa as -
| ". - * ----------ºr-surer * 5d -88-10 -385-50 -
By -pºropriation--------- ess is zººls
Pai----out Laaberts Point Fire Eviraats | ------ 1473,03
- - ----------------------- - 7 --5 ---- --- esses
- - U-S-Eousing Bureau;-orfolk-a- -- --
- - - Uhlen Contracting Co-pany * - ------- ** -
* by ºther case eſs waterials treestered as listed selesset is, tele resert: l —lºº ºl 10-3-310
- ------------ _ --5 arossºs --------- £392-6-7: -
- -
----------------------- --- -- -
Cash rºund of - ** * * * ---|-- -
| - - - - - - le --7 a.4 --- :
º | - - * -press - - . - - - - - zo sº. --- -
- * - Freight - * * i: +a+pment. - -- - - ---- - -
|-- - - - - - * * * *russia steel cºe shipients - -º- º: ** * *
- - - - - - |- * u-t-shippins he ----- zsea 7- º
cash receipts from asbestos Roofins Co-pany for --- series perforted by Hetºr ºransºrt Corp- -** * * -----
cºnter shºrses paid by General cºntreetor Hºt *** * - ºil. - - Z----- wºr-º-º:
---------------terials t -- º - –52 and _* o ºr a
------------------- 42 of ºa 4. a zºo
| -
------------- -------- ºlesales-ºs hºosests.'ss ºs.sºs.soss

























-------- --- -
-----
construction Division
---
Prº--sº-º-º: L- -o-o-- - w-e- ºr ºth *** --->
- --- ---------- - -------- --------------
- -- - - - | - - º - - - * - --- - - - *
arºus ransºn re-crºss ºstrate tº cº-º-º-ºº-ºº-ºººººººº- -
- - -
-- -bert-Point- - - *4.89 *****
- - Fayetteville.--> 194 so 19450
- --port ------ - eams po 287soo -
- Charleston-º-º: - 4ts-ºs- assºs
--port news Port of -barration - - --- so lesso
P-to- -- - -- - -- ---- - lil-5- -
P----------- - - - - ----- ---- - - -
------------------ - ------ 1799-175 - - - - -
-------- | | | | ess to ------ -
-------------- - - --- 344co
-ort shari---- - - - 26 po - --~~ -
Philadelphi-P- - - -- º ---
Langle----------to- | - ------ ------- -
Denbigh- isi-so ------ - -
Columbus-3- 455 po ----
------------ - - 1957 64 ------
Big Bethel water Develope-ent-º-ton--- - - - - - asso sel ------ -
camp Grant; Roartori, iii. ºver po ----- -
Fort ---gar----- - - - - ico co- -----
Georgeto----> - - | | loco po -o-o-o-
Port ---her-on--- - -- loopo --- - - -
------- Pro-i- ºr----- - ºpe ------
Port -e-er-Roslyn- - - se po --~~
C-E-------- ----- 1780.4
Port E--------- - - ----- -----
--------------------- - ------ - ----- -
Depot -uarter-ter------our-h-e- ----- soºned - -
Ports-outh -ater Develope-ent-suffºlk--- --- - - sisoo.
" cap ºpton.-- --- - isoloo.
Port -------------- - ---- le-tº- -
ºtº ºve-º-º-º-º- - -------- ------- - -
herºs use tº sº º ºs-º-º-º-º-º- -
cº-o-º-º-º-º-º-º-º-º-º-º-º-º:- -
---------------- - - ---- º: ------
Larehurst.--- . | ---- --~~ -
----------port ----- ---- ----- -
-ing--il----------- *** ---
ºil-ºrt-au- – --- ---> - - -
-º-, -º-º-º- ºr __-_-_ _------ -
- -
- - - -
- - - - -
- - - -
- - - -
- - - -- - - -
| | | | | | | | | | |
- - - - - - -
--- IT | - T
- --- --- - -


--------
- ºr- on ºn-
construction Division
prºject. Amºr surrºr Bass- Locatio- ------- - w-E-ºne normºsa soºn is is sº-->
- ------ --------- --------- --------------- -
- T º- T T
--- - - | --- *] * | *. - Q- - I -º- - --- - - - -º- - - --
__ - -
- ------ I T
ºrus ºn DRIPRODUCED ºr Coºroº -
------------ -
o - º
72 Building sº .i.2°rt sasolos 85668-12
151b Diamantling Plant * 1438-47 -tsº- ---8--- -
R - Equip"t Rental-operation - assels 1390442 17272 so
O --------- 74-188- ----> 1024 27 - -
- ºr--------- —l —trº-ºº: ------ lºse ºf
Tot------------------ aceº fºssº Rºſº 4900284 | | 121sº ºn -
T - — - -
1211 -º-º-º- ºr ~~~~ -- - -
- 10 ------------- - sºlº isºl - measles | 132681 03
13 Mixing - Placing Concrete - 180228.32 **- 19-º-º: -------
-
14 Re-inforcing steal - - 57264.09 18°- seizºoloo 451soº ps
111 operation of Gantry ºrane ------> logº- ------ 37.875 59
- Equip"t Rental-operation - apra | 32867193) ------> - -59998 5-
O re-ser---- - 1506-74 --~~ 1877-7-
- 7 -- -
- - ---------- T -7--> ------ - 79
Total coet--------- PLLE_1_Nuºrº. - - gº ºn Rºssesses º Tuasºs
- T T T
|roral -o-----------L-- 1 -º-º-º-º-º: 337888-152. 2 (This amount has been +1-tributed to account +1-de-52
T- - - -
151-Loading Care 57.1455. | 21917 pi -
- 152-operation of Equipment - - 1151.69 li 13470-80
153-Repairs to Equipment - 752-37 ºl --------
- -
155-Rental of Equipment - 855-27 355-27 -
156--Tools - Repairs to Toole sº is e-E-3- 95-1-
157--Temporary Lightinº - Po-er- 18-30 ---
159-º-Temporary Buildings 1971.47 15-a--- sº so
153-ºuarie - watch-en º | stess -----
164--anitation Expaneº- - ---- ----
-
169-a-Liecellaneous supplies - - - 50-48 50-48
-7-------------------- | * is nº ---
18------------------------ assoºn essºn -
182-ºxpensee. " - - ºn 250 ----- *** *
194-ºxpenses of -----. Force - ----- ----- loºoo-
184—e office supplies ºxpenses - - *** ---
196-a freigºt sharges paid by contractor - ----- 85-93
-
197------------ - - 229. 65 -----
2-7----------- - E---> E--->
351--oo------- - - - -----57 3.28 23 ----->
150--- Railroa- ºr----- - ------ - ----5 -----
1502- - Laying tracks . | | | ------- — liºs º- ------
Toºl Co-º-º-º- ºr --- Pºº-ul-IQ- - ------- ------ 885-2 tº 1---------------------------------------
T T -
- -
| | | | |
-----
- -










----
CONSTRUCTION Division
-------------------------------
protect, ºr ------- - Location. -------- - - - - ---End- ------------
--- -------- ------------ ------------------- |
- - T
-- - - - --- I - - - -- -- - - -- - -
— º - -
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- 1430 - 1430-33 -85 - 31273-75 40-50-2
* : --- 4-40 idoos ºf -------------- ------- ------>
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tº- - - -oo. Esse--- -97.7636 -------
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- --------- 49-3754 5678-1- | -------- -
- -- ---------------> | 263-98.35
--- - 15550-27- 2651-45 ------- -
-
º -º- --- --- e- ------- ------
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------- 22-36-00 -
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- --- 3088 - ----- ------ ------- esomeos
- ---------- ---- - ------------ 1292.9545
- cº------ 1245 - ------ -------- ------>
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UNIVERSITY OF MICH IGAN
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3 9015 08025 1 120
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