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ornell University Libra

Documents governing the construction of
DOCUMENTS:
GOVERNING
“BRIDGE.
CONSTRUCTION

 

HOWARD.
DOCUMENTS GOVERNING
THE CONSTRUCTION OF A BRIDGE

INCLUDING

A Reprint of the Specifications, Proposal, Contract and Bond
of the Columbia River Interstate Bridge, a Description
of the Structure, and a Discussion of the

Function of Specifications.
BY

E. E. HOWARD

M. Am. Soc. C. E.
M. Am. Soc. M. E.

OF

HARRINGTON, HOWARD AND ASH

Consulting Engineers
Kansas City, Mo.

-

FIRST EDITION

NEW YORK:

JOHN WILEY & SONS
London: CHAPMAN & HALL, Limited
1916

ENV.
hae7Hi5

Copyright, 1916,
by
E, E. HOWARD
PREFACE

These Specifications with forms for Proposal, Contract and Bond are
reprinted in the present book with the thought that the general clauses
of each—if not the special clauses—may be of value in suggesting sat-
isfactory substance and arrangement for like documents. Engineers usually
prepare for their particular needs special specifications or clauses covering
specific materials or processes, or find them readily available; but the engi-
neer principally occupied with other work sometimes is at a loss to find
a guide which shows such various special items grouped together, in satis-
factory balance, with comprehensive general clauses.

Owing to the pressure under which the work of most engineers is done,
all specifications tend, through periods of years, to become principally a
collection of accretions to an original draft, with inconsistencies and use-
less matter, so that full abandonment of the old and complete rewriting
are at times essential. The specifications and accompanying papers for
the Columbia River Interstate Bridge now under construction from Port-
land, Oregon, to Vancouver, Washington, are wholly new and are not
collections of parts of any former specifications. They cannot, however,
be considered experimental or untried for they are written after many
years of active practice in the preparation of specifications for bridges
and in the direction of construction under them. Of necessity, they in-
corporate the thoughts and ideas of many of those specifications and the
results of the experiences inseparable from their administration. They
attempt to retain the desirable and satisfactory features of former speci-
fications; to eliminate unfair and useless provisions; to make clear ideas
that may have been obscure; and to crystallize the judgments and conclu-
sions from former experiences. They aim to be specific without being narrow;
to be definite without being captious; to require work of the highest char-
acter but without arbitrary idiosyncrasies of detail of questionable value
expensive to the owner and hopelessly irritating to the contractor; and to
provide that the owner shall get what he pays for and shall pay for what
he gets. They intend to provide for the best commercial products in every
feature. They do not accept the indifferent commercial article or work-
manship but neither do they require workmanship or materials beyond the
reach of good first-class commercial practice.

While in the main the language and expression are the author’s, the
specifications are the joint work of Mr. Harrington, Mr. Ash, and the
author. The general outline was selected and each clause, in turn, was pre-
pared, discussed, debated over, altered and rewritten, with some deliberation,
to meet all contingencies such discussion could suggest. The specifica-
tions are the product, therefore, of a variety of experiences; of technical
opinions and engineering judgments reached only after years of practice;
and of the combined and correlated views of the members of the firm. They
4

also reflect the views of many engineers who have been associated with
the firm both in the design and in the execution of work, of manufacturers,
of contractors, of public and private attorneys, the published experiences
and opinions of engineers in no way related to the firm, and the general
summaries of engineering reading and study. It is not expected that they
will meet the approval of every engineer, indeed, the three engineers jointly
responsible for them are not agreed upon every point, nor are they thought
to be immutable—there are, in fact, several variations in this reprint from
the original draft. But these specifications have been subjected to the
most stringent and, in some cases, unfriendly analysis, and to the critical
study of manufacturers and contractors, and even of ambitious political critics,
without material valid fault being found, and with very few misunderstand-
ings of import and meaning. The bids made under them were, for all classes
of work covered, closely competitive within narrow ranges, showing that
the various bidders interpreted the requirements very much alike. The prices
bid were as low or lower than those paid for any similar work in the same
general locality, the work so far completed is of high grade, and the owners
are assuredly receiving their money’s worth. It is a pleasure to add that
all of the eight contractors have reported that they are making profits.

In order clearly to appreciate the meaning of specifications, it is neces-
sary to understand the theories upon which they are founded, the relations
of persons involved, the methods of conducting the business they contem-
plate, and to know thoroughly the structure to be built. All of these facts,
as well as the design, and all or most of the plans are—or should be—in the
possession of the writer of specifications when he begins his work. There
will be given a brief discussion of the function of specifications and a
general description of the bridge.

Perhaps it would be well to amplify the oft-repeated caution that speci-
fications “must be interpreted upon the broad grounds of professional intel-
ligence and common sense” by pointing out that not common sense alone
is needed for interpretation, but common sense supported by mature engi-
neering experience and judgment. Many clauses in specifications cannot be
plucked out and interpreted as a unit, but must be taken in conjunction with
other clauses, and sometimes with the plans in order to be clearly understood.
CONTENTS

PAGE
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A Description of the Bridge...........................055 19
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THE FUNCTION OF SPECIFICATIONS

The word “Specifications” as employed by engineers, is not, unfortu-
nately, confined to one meaning, but must be accompanied by modifying
words to convey a definite idea. There may be for any structure, Speci-
fications for Design, a stipulation of loads to be carried, or purposes to be
accomplished, with a statement of working stresses and methods of pro-
portioning various parts; and distinctly apart, Specifications for Construc-
tion, a recital of the qualities required in materials and of methods and proc-
esses for combining them. Under the usual handling of construction work,
Specifications for Construction are always a part of a contract, while Speci-
fications for Design often are not. Only Specifications for Construction are
herein discussed; the questions of design are predetermined and are not
the concern of a contractor carrying out the work. The Specifications and
Contract, therefore, belong together; separate documents are common only
because of custom and convenience. All might be included in one docu-
ment, or certain clauses of each, with all propriety, included under the other.

A contract between two persons, to be just to each, must represent a
“meeting of minds.” There is difference of opinion and of desire, but each
must have the same understanding, the same interpretation, the same inten-
tion, which the words of the contract should reasonably express; otherwise
there is no agreement. But words are often ambiguous, points of view at vari-
ance, and even in very simple matters a meeting of but two minds is not
always easily expressed. As the subject in hand becomes more complex,
occasions for honest misunderstanding multiply indefinitely. The witty sug-
gestion has been made that the confusion of tongues at the time of the
construction of the Tower of Babel probably was occasioned by bickerings
and misunderstandings over the meaning of the plans and specifications.
With a small number of persons involved and with personal contact, it is
possible to incorporate into a contract the views of each; but when many
different persons are affected, the form of contract becomes a statement of
the desires of one person or group with which other persons are invited
to concur. Specifications form a part of this sort of contract.

Various methods have been used to accomplish the construction of
engineering structures from that most simple, where the designer builds with
his own hands and perhaps varies his plans as the work proceeds, to those
required for extensive works, where the ideas of the designer are carried
out by others often not at all in personal contact with him. The most fre-
quently followed and the method most approved today involves a purchaser,
an individual or corporation wishing to purchase the structure: an engineer
employed by the purchaser to provide the design, plans, specifications, su-
pervision and inspection; and contractors, who undertake to furnish labor,
materials, plant, tools and equipment, and to perform the work. Many
contractors are engineers, but as herein used the word “engineer” refers
ig 3

to the purchaser’s representative. These specifications contemplate such
a relationship of the parties involved: the engineer to make the plans and
to see that they are carried out, the contractor to perform the work, the
purchaser to receive and to pay.

The purchaser selects his engineer as he would select his lawyer or his
doctor and, if he is wise, calls his engineer as he should call his other pro-
fessional advisers—at the beginning of the case. The duties and func-
tions of the engineer are varied and comprehensive; a full recital will not
be attempted. This whole discussion of specifications may be considered
to bear upon the engineer’s relation to the work. Although employed
by the purchaser, and although supplying the technical and trade knowl-
edge to guide the purchaser in dealing with contractors and others having
more specialized information than the purchaser, the engineer is more than
an advocate. He really stands between the purchaser and the contractor
as a judge and referee. His broad and even arbitrary powers require an
attitude of judicial independence. Sometimes it is more difficult to compel
the purchaser to deal fairly by the contractor than to compel the contractor
to deal fairly by the purchaser.

After studying the needs and the possibilities, the engineer designs the
structure and he prepares plans and specifications to describe the structure he
has designed and to provide for its construction. Taken together these
should be complete and should so complement each other that the contractor
may know in advance just what is to be required of him. Usually there
are additional working drawings made by the contractor to enable him to
accomplish the work; but these are drawings of method, not of design.

There was a time when contractors prepared many designs, but on all
except small and inconsequential work, that condition has passed. The large
contractors, such, for instance, as the American Bridge Company, decline
under most conditions to submit designs. The contractor usually is not
equipped to give deliberate study to the design problems. He is almost
sure to over-emphasize the features having to do with construction, some-
times at the expense of the permanent service of the structure. However
conscientious, it is doubtful whether he can so free his mind from the con-
struction problem as to secure the design wholly most efficient instead
of the design most profitable in construction. The aesthetic and artistic
feeling, with a value recognized today by the most utilitarian of clients, does
not thrive where financial considerations are always uppermost. The wise
purchaser, therefore, calls upon his engineer to make the design and plans
most suited to his needs, and then makes arrangements with contractors
to carry out the plans, just as he calls upon his doctor for a prescription and
then goes to a druggist to have that prescription filled. And he views patent
engineering nostrums as he views patent medicine nostrums.

The plans and specifications are the engineer’s description of what his
client, the purchaser, wants to buy. It is assumed that the purchaser, or
the engineer for him, knows what he wants, and that the contractor is to
be paid for what he does and the risks he takes. This description should
make clear the relations of the parties, the work to he done, the times in
which it must be done, and the method of payment. It should be so com-
plete that the contractor may know in advance everything that is to be re-
quired of him so he can include a charge for every item in his bid. It is not
ent

the explicit specifications with imperative requirements that is unfair to the
contractor, but the indefinite requirement which may be overlooked and not
charged for in a bid. Both plans and specifications are needed for this
description. Many features are described:much more readily by the plans
than by specifications ; with very complete plans the specifications may be sim-
plified, with meagre plans the specifications must needs be in greater detail.
Generally. speaking, the features covered by the one are best omitted from
the other. Details which will affect various workmen who work directly
from the drawings but are not likely to read the specifications—such
as machine shop notes, etc—are given on the plans. Sometimes it is
convenient to find on the drawings notations covered by the specifications ;
as, for instance, the proportions of certain concrete, but no advantage is
gained from describing at length the general features easily grasped from
the drawings. The contractor’s working drawings, or drawings of method,
always give such specification details. A clause concerning drawings some-
times criticized, often misunderstood, makes the contractor responsible for
the engineer’s drawings as to dimensions and correlation of various parts.
This does not mean responsibility for adequacy as to design. It means simply
that the contractor intends to furnish a complete usable structure and he
undertakes to see that the various parts of it fit properly together.

The engineer should show by the plans and specifications not only the
structure as it is to be when completed, but, except where the work is so
usual that methods are well known and standardized, he should indicate
at least one method by which it can be constructed. The designing engi-
neer who asks for bids on unusual structures for which he suggests no
processes of construction, makes himself liable, except in very special cases,
to be criticized for laziness if not incompetency. The engineer who does
not know how his structure is to be built, and who could not at need secure
the plant, equipment, employ the labor and proceed to construct the work,
cannot fully and properly serve his client.

But more is required of contractors than merely the assistance of their
organizations in buying materials and employing men. The able contractor
is expert in construction methods. At the present time everyone pays the
same prices for materials and labor. and one contractor can do work for
lower cost than another only because of the intelligence, the brains, the
ability he puts into the scheming and management. In order to secure
to his client the full advantage of every construction method, the engineer
should not limit the contractor to the one method, but whenever possible,
should leave open the manner of accomplishing the results. Each con-
tractor may then offer the scheme for carrying out the work he thinks
most suitable. If specifications fix both results and processes, if they restrict
the contractor within too narrow limits in methods of accomplishing the
work, the contractor becomes merely an employer of labor and the advan-
tages of his special abilities are lost. Not his abilities of design, which
are likely to be limited, but his abilities of construction, which are likely to
be very expert.

The engineer should have sufficiently broad grasp of the general problem,
and sufficient practical knowledge and experience both to originate and to
pass intelligently upon construction ideas. The mere novelty of some con-
tractor’s scheme for accomplishing work should not condemn it; the engineer
should not be afraid of the new, but he must guard his client against the im-
—10—

practicable imaginings of inventive dreamers almost sure to result in dis-
aster, delays and expense. Contractors are increasingly becoming specialists
along narrow lines. The busy contractor is principally occupied with his
own work and his own method of doing it. The advantage which the ex-
perienced engineer has in coming into intimate contact with the work of many
contractors, and of learning something from the methods of each, can hardly
fail to give him a breadth of vision, and a general intelligent grasp of construc-
tion problems of every character, and of the methods and processes most
suitable in any given case.

These specifications call definite attention to methods of construction
by requiring contractors to submit with their bids a definite written program
for handling the work, and a list of plant and machinery proposed for use.
This assures, before work begins, an exchange of views and discussion of
construction methods between engineer and contractor. Instead of a cursory,
off-hand examination of the problem, which postpones the solution of each
difficulty until its occurrence, the contractor finds some real, definite prepara-
tory study necessary.

It is made clear also that these statements, with a citation of works of
similar character and quantity performed by the contractor making a bid,
are to be considered in part a measure of his ability. Bidding by contractors
wholly incompetent is likely to be at once discouarged and eliminated. Con-
tractors, perhaps competent but of limited experience, may fairly understand
that their time in preparing bids, even if low, may be wasted unless their
previous work has been of sufficiently important character to warrant their
employment. The engineer and the purchaser have the very real advantage
of a definite basis of comparison of different bidders. When bids are close,
or for any other reason the assigning of work becomes practically a matter of
selecting a contractor, it is not always easy to make a just choice. The state-
ments cannot fail to give indication of the abilities of the bidders; every bid-
der has fair opportunity to make the best possible presentation; and all
bidders must be treated alike.

There are instances where the engineer will find it necessary to devise
and describe the method by which the work should be done, or the equipment
to be used, as well as specify the results to be secured. At other times,
methods of construction seemingly most suitable may well be suggested.
The specifying of equipment must be done circumspectly. The same plant
and machinery will produce widely different results when handled in different
ways. One crew of men will do better work than another, or will succeed with
the same equipment and under the same conditions where the other crew will
fail. Adequate plant alone will not assure success.

The specification for jetting piles for the Columbia river piers may be
cited as an example of required specific method and equipment. The work
is unusual in scope, the practicability of sinking such piles to such depths
was questioned by so many contractors, that it was desirable to let bidders
know just what would be accepted as adequate plant. A specification merely
of “efficient jetting equipment” would not have meant to some contractors
the 2,000-gallons-per-minute pump capacity which the engineers deemed nec-
essary. The use of piles 125 feet long in these piers may also be cited as an
example of the facility with which the engineer may take advantage in his
design of special local conditions and materials. To serve the same purpose,
structures in various locations may be radically different. There are but few
locations where such piles can be supplied at low price and the advantage of
their use secured.

Suggestive, but not restrictive, methods of construction may be found in
these specifications, in the recommendations for erection of spans by floating,
and for construction of embankments by dredging. In both instances the work
has been carried out by the methods proposed, although bids were submitted
which contemplated erecting the steel upon falsework and building the em-
bankments by steam shovel and train haul. Although such suggestions may
not be followed, they help to lay before bidders all possible information ;
they generally represent the conclusions from perhaps months of study of
problems which bidders often have but brief time to consider; and while they
need not necessarily prevail against the opinion of the construction specialists,
are generally worthy of his respect.

Complete description to every inclusive detail, even with plans and speci-
fications together, is not possible; there must still remain that standard of
measure “satisfactory to the engineer.” As far as practicable, attempt is
made to eliminate such characterization, but it must be an important factor.
Even if every contingency could be forseen and described, the writing of
every degree of possible variation into specifications would make them bulky
and wordy beyond reasonable use. This standard or measure is as much for
the protection of the contractor as of the purchaser. In public work, par-
ticularly, cases are not unknown where the purchaser, especially if repre-
sented by some office holder with a ready ear for every curbstone-engineer-
taxpayer, will try to insist upon the literal wording of some clause without
the tempering of any engineering judgment.

Private and semi-private corporations are often with execration termed
“soulless corporations,” but everyone who has had broad experience with
public and private contracts will agree that generally the most “soulless”
are the public corporations or political units. Cities, counties, even States,
and the federal Government are much more likely to be without honor or
compassion in exacting the last drop of blood, in insisting upon a strained
technical phrasing of some clause, than are the great private corporations. A
contractor is fortunate in such cases to have in control a courageous and just
“engineer’s opinion.”

The specifications provide that the contractor shall carry out any in-
structions the engineer may give, but there is no provision that the engineer
must give any detailed instructions. The plans and specifications should
be so complete that a competent contractor can proceed without any further
instructions. Sometimes the engineer is called upon for instructions which
it is not wise for him to give. He may sacrifice some of his client’s rights
through detailed instructions lightly given.

There will be found among the clauses defining the purchaser’s rights
some which place in the hands of the engineers very full authority over the
contractor, even to the seizure and use of his plant and other property, and to
removing him personally from the work. Contractors sometimes complain
of these clauses, but it should be remembered that, after all, it is the pur-
chaser’s money; it is at the purchaser’s option that the money is spent. and
his rights should be fully guarded not only over what he has paid but over
what he is to pay. These clauses are of advantage to the legitimate con-
—]2—

tractor, who really has nothing to fear from them, because they have a strong
tendency to keep away the illegitimate trouble-makers who bring disrepute
upon the whole contracting business. The standard of business morals
today among men engaged in construction work, usually classified under
contractors, is as high or higher than in most other businesses. But there
are some men, as there are in other occupations, who must be guarded
against. On public work, the lowest bid is sometimes considered the only
necessary qualification for a contractor and such clauses serve to protect
other bidders, as well as the purchaser, from the misdirected efforts of in-
experienced optimists.

“Caveat emptor” may be good law, but it is not good engineering ethics ;
it may be respectable in business, but it is not the attitude of the better con-
tractors of today. This does not mean the abandonment of inspection; the
better contractors all welcome inspection, for in a large organization it is
not easy to make the action of every workman and employee reflect the em-
ployer’s attitude. At times the slighting of work that would cause a failure is
a greater damage and misfortune to the contractor than to the owner.

But, notwithstanding the general confidence with which the engineer
may be regarded, there should be some method provided so that either the
purchaser or the contractor, in case he may consider himself unfairly treated,
may require a reconsideration or rehearing of the engineer’s opinions. Speci-
fications that attempt to close all possibility of appeal against a decision
that may be unjust are obviously unfair. Only an engineer who is afraid of
his opinions and his ability to justify them, or who is temperamentally biased .
or prejudiced will object to any proper inquiry or reconsideration. These
specifications allow for the arbitration of the engineer’s decisions by an
arrangement that each party will select one arbitrator, and, if these cannot
agree, a third arbitrator is to be appointed by some disinterested person. The
engineer’s position really is made stronger by such a provision.

Although arbitration seems to be the best method that can be offered
for adjusting differences, it rarely turns out to be wholly satisfactory. Many
arbitrators consider themselves advocates of the claims of the party who
chose them and are not true, independent arbitrators. This merely transfers
the quarrel to men sometimes more stubborn than the principals, and leaves
to the third arbitrator the whole onus of decision. Other arbitrators take
the view that arbitration requires always and means only compromise.

If the parties to the contract, as well as the engineer, keep in mind the
just principle that the purchaser should pay for what he gets, and the con-
tractor should be paid for what he furnishes, there are likely to be few re-
quests for arbitration. Usually an engineer needs only be honest and rea-
sonable to have his decisions accepted without dispute, although they may
be grumbled at. There are a few almost professional contracting litigants,
but most business men are too busy to want to get into court with quarrels.
In some States the conclusions of an agreed arbitration are final and binding
but usually after an arbitration either party may still take the matter to the
courts. So with any reasonable decision, most contractors and most pur-
chasers are willing to take what they consider a little the worst of a decision
rather than either to arbitrate or to commence lawsuits.

At times questions arise involving mistakes made by engineers. It can
be said without conceit that, principally because of the almost universal cus-
—13—

tom of checking and verifying designs, drawings, and estimates, such mis-
takes are not common. But in spite of utmost care they sometimes occur.
The contractor should not be held responsible for the engineer’s mistakes.
The engineer’s relation to the purchaser is one of professional service. It is
not one of financial responsibility. If the engineer makes a mistake it is the
client’s loss. If a doctor makes a mistake, it is the patient’s loss. The drug-
gist is not held responsible for the doctor’s mistake. If a lawyer makes a
mistake it is the client’s loss. If he has been diligent, if he has used his best
judgment—even though that judgment be poor—the client cannot recover
damages for the failure. If the doctor, the lawyer, or, most particularly, the
engineer makes mistakes, he cannot continue practice, for his clients leave
him. The client must take the chances of such mistakes.

But the contractor’s relation to the purchaser is not one of professional
service. It is one of the bargain and sale. It does contain financial respon-
sibility. The purchaser wants to buy, the contractor to sell. The pur-
chaser has had written down what he wants to buy. It may be materials,
labor, service, legal responsibility, personal responsibility, risk, or even a
guarantee of service, or a combination of them all. No hardship is done a
contractor in asking him to bid an amount of money for each or for all.
And after he has entered into a bargain he should expect to carry it through.

The specifications and contract must be within the law, but cannot as-
sume to take the place of the law. Nearly always there will be found special
laws and statutes governing the contract and the contractural relations. It
is not desirable in the specifications to quote extensively, statutes, laws, or
ordinances. A general reference is usually preferable. All existing laws and
ordinances are, in legal phraseology, so read into the contract as though they
were cited at length. Something is almost sure to be omitted when a full
recital is attempted. The specification which purports to quote laws or statutes
fully, misleads if any one item is omitted. It is not the repetition in the
specifications of laws or ordinances that makes it necessary for the contractor
to comform to them, nor does the omission relieve him of the legal penalty
for illegal acts. But, as a courtesy, attention may be called to special or un-
usual legal provisions, so that a bidder may not neglect to secure proper
legal advice.

The purchaser receives; he is to pay. He is to pay the engineer for his
services, he is to pay the contractor for the work done and for the risks taken.
The purchaser knows that something for nothing is worth about what it
costs, and does not expect to have plans furnished free, nor to have the
work done for less than cost, nor to have the contractor work without a
profit. There have been purchasers as there have been engineers, who
seemed to rejoice when a contractor had been caught in some snare and made
to perform work without compensation, but fortunately both are becoming
rare. As the purchaser pays, he may, of course, at his optinn, have the
engineer specify any superlative degree of work, and it is no hardship to
ask a contractor to bid upon such work. If purchaser and engineer both
should err in judgment, no harm is done the contractor provided he is paid
for the work done and for the risks taken. The specifications are at fault
if the purchaser has to pay money without return. The inclusion of drastic
requirements which will not, and perhaps cannot, be fulfilled, will waste
money, for the careful bidder must assume that time and efforts will be
demanded for experiments to attain the impossible. Capricious and eccentric
—14—

ideas have no place in specifications, where for every dollar spent there must
be value received.

The most equable method of payment for this class ui work is payment
by unit prices. The contractor is paid for what he supplies, the purchaser
pays for what he gets. If a lump sum is paid for a completed work, the
sensible bidder must add an amount for overrun contingencies, or the familiar
so-called “extras,” so that when quantities under-run, the purchaser pays for
something he does not receive—or at least he pays for a risk he had much bet-
ter assume himself. With unit prices, too, it is easy to make minor changes
without having to reconsider the whole contract, as at times becomes neces-
sary with a lump sum bid. In such negotiations the contractor has an ad-
vantage over the purchaser, for often it is not possible for the purchaser to
do other than permit the contractor to make his charges, which of necessity
deprives the purchaser of competition on the particular item.

Bidders should be advised as to the approximate times at which pay-
ments will be made. The excessively, and even ignorantly, cautious provision
that no payments will be made until the entire work is completed, only reacts
against the purchaser. It makes the contractor’s financing more expensive,
which, of course, must add to the purchaser’s cost, and tends to restrict com-
petition. No useful service is gained when there is a performance bond and
when the work is properly looked after by the engineer. Monthly partial
payments with a reserve of about ten per cent are ordinarily found to be
very satisfactory.

Even with unit price contracts, wide variations from estimated quan-
tities may be unfair to the contractor. In case quantities are reduced, the
percentage of the almost constant general overhead cost upon each unit will
increase and the contractor not be fully compensated. It is also possible, but
somewhat less probable, that an over-run of quantities may damage a con-
tractor. In a case where piers were carried several feet deeper than the plans
contemplated, it was evident that the excavation and, in less degree, other
operations for the lower portion cost more per unit than for the upper por-
tions. But as long as the costs do not become higher than the amounts paid,
the contractor still makes his gross profit on the whole job although his
profit per unit on the additional work may be less than on other units. The
specifications provide what seems a reasonable adjustment for such condi-
tions.

In order, therefore, to secure the advantages of reasonable competition
and to compare the ideas and abilities of various contractors, the specifica-
tions provide for the award of the work upon unit price payments, after
competitive bidding. For ease of comparison the bids must be uniform in
make-up. If every bidder is permitted to name conditions there can be no
reasonable or true comparison, as there is no standard of measure. There
should be given a form for bids ready to be filled in and signed. This form
is a proposal to do what the purchaser wants done. By its wording, attention
of bidders can be directed to some of the more special requirements to be met.
When brief, this can be included in the body of the specifications, or, as in
this case, made an appendage.

_ Bidders should be put to as little expense as practicable in the prepara-
tion of their bids. They bid more or less as a favor to the purchaser. There
is certain to be some expense, but it is not fair to require extensive expendi-

pans i
[5

tures unless payment is provided. For this reason the engineers give ap-
proximate quantities divided into several units under each class of work.
Frequently bidders will make for themselves additional sub-divisions, but
the greater work is saved, and they are not exposed to the ever-present fear,
when quantity estimates are made in a hurry, of making some large blunder
in quantities by forgetting to multiply by two, or some such easy error.

With the bids, there is required a certified check as a warrant of good
faith. Bidding bonds are sometimes used, and while of possible value, are evi-
dently not as certain and quick as the certified check. At rare intervals it is
very important to hold some bidder to his proposal, and quick action often
is essential. If the purchaser trusts to a bidding bond, he has the privilege
of arguing the matter over with the bonding company, perhaps in the courts.
If the purchaser has the actual money in hand, he can act immediately and
then rest secure while the bidder makes the argument to get it back. A cer-
tified check is a bird in the hand.

There are two other documents appended to the specifications, the ad-
vertisement and the performance bond. The requirements or advertise-
ments are well known and are often fixed by statute. The performance bond
is not only to protect the purchaser’s property, but also is a safeguard for
the contractor. It is wise for the purchaser to provide the form for the
bond. The forms supplied by bonding companies are naturally prepared
from their own point of view, and sometimes apparently to give the purchaser
principally the right to go to law if he doesn’t like what the company may
decide. Of course, any bond may require a law suit to enforce payment, but
it is just as well that the bonds be written from the point of view of the pur-
chaser.

In order to describe by plans and specifications a structure to be built,
the engineer must himself first know thoroughly what the structure is to be,
and how in one or several ways it may be constructed. If any part is obscure
in the mind of the engineer, he cannot avoid obscurity in that part of his
specifications. But more is required than merely knowledge of the given
structure. For the ultimate development of the best specifications, it is es-
sential that the writer should have personal contact with the work done under
them. Lack of personal experience with the daily difficulties of construction
is responsible for many of the extreme and unfair provisions sometimes en-
countered. The actual daily experience, the personal observation of the
working effect of the various clauses, is certain to temper and improve suc-
cessive specifications. This does not mean any lowering of standard—it may
mean making some requirements more rigid, but also making them more
definite, plain and workable.

The writer of specifications should consider them from various points
of view. He should assume that he is spending his own money; the thought
of having to pay for idiosyncrasy of idea is likely to make the requirement
more conservative; the thought of possible large money loss is likely to in-
sure the insertion of clauses safeguarding the work and controlling the pos-
sible unscrupulous contractor. He should assume that he is bidding on the
work; the feeling of perplexity of one attempting to master in a few days
not only the essentials, but also the details, of a large work will make for
clear and definite expression ; the attitude of the non-technical bidder, perhaps
eminently able to perform the work economically, will make for simplicity of
gees

language; the position of the large manufacturer who debates whether the
one job is sufficiently important to alter usual standards and methods will
tend toward the use and acceptance of commercial products where at all
suitable. He should assume that he is both a successful and an unsuccessful
bidder, and he will try to write his clauses so that from either view they may
appear fair and equable. And throughout he should assume and maintain
his attitude of judicial independence, weighing fairly between bidders, con-
tractors and purchaser, and dealing with justness toward all.

While attempt at literary polish may be out of place in specification
writing, gross disregard of grammatical form cannot be excused. At times
uncouth construction, sentences without verbs, and mistakes of carelessness
and ignorance are only amusing; at other times they are most serious; always
they detract from clearness and are apt to cause some apprehension as to the
general intelligence, if not the technical ability, of the writer. Frank, straight-
forward language with simple expression should be used. The specifications
must clearly and definitely show the meaning of the designer so that a reader
can have but one understanding, and every reader must have the same under-
standing. No one can go far in the interpretation of the specifications and in
the direction of work under them without a realization that even very simple
sentences can, with all honesty, be taken to have some other than the in-
tended meaning by the alteration of one word, or even by punctuation or
emphasis. The most exact language is capable of various interpretations,
and loose language is the cause of most contentions over construction matters.
Specifications cannot be too carefully prepared, even from a grammatical
standpoint.

The mechanical make-up of the specifications results from numerous
experiments and gradual alteration. The size, 8% by 11 inches, ordinary
letter size, will fit any ordinary letter file, and folded once vertically, will
fit into the pocket. The specifications are bound in book fashion so as to be
easily read. The paper is of tough, bond stock to stand rough usage in the field,
and to give good surface for signatures and notations. The small type is used
to save space; the bold face to make it distinctive and réadable. The specifica-
tions, proposal, contract and bond are bound together so that one or another
of the component parts of the whole cannot be lost or mislaid. In looking
over the records of past transactions of individuals, of private corporations,
and particularly of public corporations, the advantage of such a combination
will be evident. It very often develops that some document essential to a
full understanding has been abstracted, for an immediate pressing purpose
and not carefully returned to its original position. There is also the advantage
of the contractor having before him all the papers to which he is asked to sub-
scribe. Under present day organization of business, the sales department
is sometimes far removed from the legal department, so that even with
the exact form of contract shown in advance, the legal department will
often bring forward objections which the sales department has overlooked,
and if the contract form does not accompany the specifications, objections to
any form later submitted will be certain and vociferous. :

These, then, are some of the ideas with which the engineers approached
the preparation of these specifications. Should space permit, the occasion
for nearly every clause and provision could be illustrated from actual ex-
periences. Whether some special features are over-emphasized at the ex-
pense of others must be a matter of opinion. Perhaps some are carried to
=

extremes; perhaps less detail in certain cases would have sufficed. It is very
difficult not to linger upon the items most of interest at the particular mo-
ment. But they do represent an attempt to describe clearly and definitely
what is to be required; to provide that the purchaser should pay for what he
receives and should receive what he pays for; to enable contractors to bid
intelligently and at as small expense as practicable; to fix the results to be
secured but to leave as open as possible the methods and processes of con-
struction, and to afford a basis of fair and just dealing between purchaser
and contractors.
A DESCRIPTION OF THE BRIDGE

The following description will give the reader about the information that
bidders could secure by examination of all the plans, and by study of the
site and of other local conditions not covered by the specifications.

The Interstate Bridge over the Columbia River and Approaches will
extend across the Columbia River Valley from the city limits of Vancouver,
Washington, to the city limits of Portland, Oregon; a distance of about
three and one-quarter miles, and will include about five thousand linear feet
of steel bridge structure and twelve thousand feet of embankment, with a
secondary approach on the Oregon side for which, at the present time, an
embankment about six thousand feet long will be built. The Bridge and Ap-
proaches will provide a roadway for street traffic and for street cars, and
over the steel structures, will provide a sidewalk. The Columbia River at
times of extra high water covers the entire three-mile width of the valley
and extends from the city limits of Vancouver to the city limits of Portland.
The Vancouver end of the Bridge is located at the intersection of Washington
Street and First Street at a point which is said to be within a few yards
of the location of the old river dock of the Hudson Bay Company’s Post at
Vancouver, the first important settlement on the river. The Bridge and
Approaches form one of the most important and most expensive sections
of the series of highways included under the “Pacific Highway,” which, in
the course of a short time will make possible highway travel on the Pacific
coast from Burrard Inlet to the Gulf of California.

The construction of the Bridge is the result of a popular movement
originated by the Commercial Club of Vancouver, Washington, and the Com-
mercial Club of Portland, Oregon, carried forward with great enthusiasm,
gaining wide support both from the people of Washington and Oregon. An
attempt was made to have the structure built by the two States, but when
this was not successful, the two Counties, including the above two communi-
ties provided funds by issuing general County bonds, after an election voting
them almost unanimously. Multnomah County issued $1,250,000 of bonds
and Clarke County issued $500,000 of bonds. The Bridge is being constructed
under the direction of the Columbia River Interstate Bridge Commission,
comprising the Commissioners of Clarke County, Washington, and the Com-
missioners of Multnomah County, Oregon, with the Governor of Oregon
acting as a Commissioner of Multnomah County for certain purposes.

The Columbia River at the site is 3,500 ft. wide, with a maximum depth
of 30 ft. at extreme low water and with variation from extreme low to extreme
high water of 33 ft. The water rises each spring to about 20 ft., and about
once in four years to about 25 ft. So far as known it has reached 33 ft. only
once. The bed of the river consists of sand with small amounts of gravel,
extending to great depths. At the north shore very compact cemented gravel
is found a few feet below the surface dropping off to 100 ft. below at
—)0—

about 700 ft. from the north shore. Over the remainder of the river only sand
with some gravel was found to depths of more than 100 ft.

The Oregon Slough forms an important secondary channel particularly
for flood conditions. It is about 1,000 ft. wide and 25 ft. deep, and is separated
from the main river by an island about 1,500 ft. wide. The U. S. Government
has built a dike some distance above the bridge site and the island to divert
practically all of the low water flow down the main channel of the river, the
top of the dike being about 6 ft. above low water. The bed of this slough is
principally sand.

The Columbia Slough provides some drainage near the Oregon side
of the valley, is about 300 ft. wide and 20 ft. deep at low water. The bottom
is of clay and sand; hard and compact gravel is found about 80 ft. below
low water.

The average elevation of the ground across the river valley is from 12 to
15 ft. above low water, so that much of it is inundated at every high-water
period.

The roadway is 38 ft. wide between curbs, or 41 ft. between trusses, with
steel hand rails where required. Over the steel spans there is one sidewalk
5 ft. wide. Double track street-car tracks for both standard and narrow
gages are placed in the middle of the roadway, spaced 10 ft. 8% in. c. to ce.
The vertical clearance in trusses is 21.5 ft. The entire roadway, both on the
bridges and embankment, is to be paved with hard surface pavement. A
lighting system will be provided.

For entrance features there are placed at each end of the main river
bridge on the embankments portions of concrete hand rails terminating in
ornamental concrete columns about 22 ft. high, supporting lamps, and form-
ing the beginning of the steel hand rails.

The live loads for which the structure is designed are as follows:

For the floor system and for girders:

On Street Car Tracks—2 50-ton cars on each track.

On Roadways—12-ton motor truck, with special provisions for 24-ton
machinery truck or loads per linear foot for each line of traffic vary-
ing a loaded length from 812 pounds for 25 ft. to 735 pounds for
100 ft. ‘

On sidewalk—600 pounds per linear foot.

For impact allowance 50 per cent is added to all except sidewalk loads.
_ For trussses:
On Street Car Tracks—2 40-ton cars on each track.

On Roadways—Loads per linear foot for each line of traffic of about
500 pounds but varying with the loaded length. :

_ For impact allowances the following percentage of each load is added
to it.

»

230
For roadway loading—I = ———___- but not greater than fifty per cent.
NL-+300
: 180
For street car loading—I ———_ but not greater than fifty per cent.

NL +30
—2/—

Where I = percentage.
L = length of load on bridge producing maximum stress.

N=number of loaded tracks for street car loading, or number of
lines of traffic for highway loading.

The specifications for design employed have not been published, and the
working stresses used in the design are not exactly in accord with any gen-
eral specification now extant, but space does not permit inclusion here.

The Bridge over the Columbia River consists of a series of through
riveted truss spans with curved top chords; three spans 275 it. long and ten
spans 265 ft. long together with a small deck girder span at the Vancouver
end, making a total length of 2,531 ft. 574 in. between end shoes. Provision
for navigation on the river is made by a vertical lift span. The central of
the three 275 ft. spans is arranged to lift between towers on the other two,
so as to afford a channel 250 ft. wide at right angles to the current of the
river and 150 ft. high above ordinary high water.

For the through spans the trusses are spaced 41 ft. c. to c. with the
roadway between and the sidewalk beyond one truss. The floor is a rein-
forced-concrete slab 514 in. thick, and the sidewalk is also of reinforced
concrete. The arrangement of the beams and of the concrete slab for the
floor merits attention, as it is new and original. Between usual floor beams
are longitudinal stringers spaced about 9 ft. center to center. On top of the
stringers, extending entirely across the roadway, there are 8 in. I beams
spaced about 33 in. apart. These roadway cross beams are bent to conform
to the crown of the roadway, and the concrete slab rests immediately on top
of them. The six rails required for the two-gage, double-track, street-car
tracks rest immediately upon the roadway cross floor beams and are fas-
tened to them by standard Carnegie Steel Tie clips. The rails are 7 in. high,
so that there remains a space of 2 in. in depth above the top of the concrete
slabs to the top of the rail for the 2 in. special bituminous concrete surfacing
(Bitulithic) which forms the pavement. To afford a rail heading which could
be removed, if necessary, for access to the rails, or to the bonding, without
injury to the roadway slab, the space about 5 in. wide, on each side of each
rail, is filled with concrete to the top of the rails, a flangeway being provided
by forming this concrete.

A drainage intake with down-spot is placed at intervals of fifty feet
along each curb.

This arrangement of floor has the advantage of providing a concrete slab
longitudinal in the direction of travel, with comparatively short spans, and of
making the supporting steel beams of very simple shop work. It is expected
that the cross floor-beams will be formed to their curve by shimming up the
hot-beds to a proper curve, so that the beams may form while cooling. Owing
to the lateral stiffness of the floor as constructed, the lower laterals of the
spans are somewhat lighter than they would be for an open deck bridge.

Two fixed ends and two expansion ends of the spans are placed adjacent
so as to reduce the number of expansion joints to a minimum. The expansion
joints are made by the usual type checkered plates supported by and sliding
upon metal supports. The corresponding expansion joints for the rails
between the spans consist of manganese-steel castings placed beside the
webs of the rails, for which one side of the rail heads is planed off.
—77—

The towers supporting the lift span are of simple construction, riveted
throughout, so arranged that the front columns of the towers support all
the loads of the lift span and counterweights. The rear columns are bracing
members. The lift span is suspended from each of its four corners by six-
teen plow stéel wire ropes, 2 in. diameter, which pass up and over cast steel
sheaves 12 ft. in diameter, and are attached by a group of equalizing levers
to concrete counterweights built around a steel frame. These counterweights
are of the same weight as the span, as nearly as possible exactly to balance
it, so that the work to be done in operation consists of overcoming the fric-
tion and inertia, and of lifting the unbalanced portion of the ropes. The
span is guided in its ascent and descent by cast steel jaws which engage upon
tracks on the towers. At one end of the lift span these jaws guide both
laterally and longitudinally, but at the other end the span is guided only
laterally, thus allowing the expansion and contraction of the span and for
slight variation in position of the towers. Operation is effected by means of
operating cables, of which there are two pair at each corner of the span.
The operating machinery, which is placed upon the span at its center, just
above the roadway clearance, consists of four spirally grooved drums con-
nected by a train of gears to an electric motor. Each of these drums controls
the operating ropes for one corner of the span; one pair of operating ropes,
leading from the top of the drum, passes over a deflecting sheave at the corner
of the span, thence downward and connects near the bottom of the tower;
and a corresponding pair of operating ropes leading from the bottom of the
drum passes under a deflecting sheave at the corner of the span, thence up-
ward and connects near the top of the tower. All of the drums are similar-
ly connected so that when they are operated in one direction the ropes leading
to the tops of the towers are wound on the drums, and those leading to the
bottoms of the towers are payed off, lifting the span by the force exerted
upon the corner sheaves. The machinery for operation is thus exceedingly
simple, consisting of one transverse shaft extending across the span; one
pair of reduction gears in a frame inside of the house, and the back gears
upon the motor. An indicator and limit switch is provided by which the
current is automatically cut off and solenoid brakes applied to the motors
at near the upper and near the lower limit of the run of the span. For ordinary
operation there is a hand band-brake, which is equipped with a push button
switch, so that when the span is under control the operator can hold off the
pincipetiey brake, and bring the span to rest in the control of the hand

rake.

To provide for emergency operation, instead of the usual hand operating
capstan, the span is equipped with a 12-h. p. gasoline engine connected
through a speed reducer to the machinery, so that in case of failure of electric
current the operator will be able to move the span at slow speed without
having to seek outside assistance. There is a manually operated lock at each
end of the span in connection with a centering device so that the span may
be locked down. The solenoid brakes in connection with the down-haul
ropes also serve as a lock. Buss-bar trolleys are attached to the tower and
a sliding contact shoe is upon the lift span to supply current to the motors
during operation. The operating cables are attached at the tops of the
towers to small drums with worm gear connections so that adjustment for
the stretch of the operating cables can readily be made. When the span is
at its upper limit the counterweights are two feet above the floor level and
22293

a special arrangement of the trolley wires under the counterweight is made.
This consists of a swinging frame upon which the trolley wires are fastened,
which is pushed down by counterweights and returned to position eres
means of a small counter balance. The rail connections at the ends of the
movable span are simple scarfed joints so that the span lifts away from the
fixed rails and returns to them without any movable devices. The machinery
is designed with great care and nicety. Gears and pinions which operate
together are set in cast steel frames so that they will be adjusted and built
complete in the shops; the adjustment of parts of the machinery in the
field being reduced to a minimum. All of the gears are cast steel with cut
teeth. A duplicate motor equipment with either motor of sufficient size to
operate the bridge is provided.

At the ends of the fixed spans adjacent to the movable span there are
provided roadway gates of substantial design to make an effective barrier
across the roadway, and these are connected to derailing switches in the
street car tracks so that when the gate is closed across the roadway, the
derail is thrown. These gates will be manually operated and a small steel
and concrete cabin is provided at each for the gate tender.

Several types of movable spans to provide the necessary channel open-
ings for river navigation were considered, and the matter was narrowed to
the selection of either a swing span or a vertical lift span. The Commis-
sioners then desired to receive bids both upon the lift span and the swing
span, and plans were prepared for the structure containing both types of
movable span. The designs were made according to the same specifications
and as nearly duplicate in character as possible.

Application was made to the War Department and tentative approval
was received for either type of movable span, provided the swing span
should have two channels, 200 feet wide, or the lift span should provide one
channel 250 feet wide, with a vertical clearance of 150 feet above normal
high water. Bids were received on both types of structure and it developed
that the lowest bid for the bridge, including a lift span, was $70,000 less than
the lowest bid for the bridge including a swing span. The lift span as above
described was thereupon adopted—not only for the advantage of the lower
first cost, but also because judging from the experiences of Multnomah
County in operating bridges of both types, there will be continued advantage
in lower cost of operation and maintenance. It is likewise most advantageous
for river navigation, in that it provides a channel 250 ft. wide instead of
200 ft. wide, and the channel is not hampered by the long draw protection
that would be necessary with a swing span. As the main channel is very close
to the Vancouver shore, the necessary draw protection, about 500 ft. long,

would have been a serious detriment to the dock frontage adjacent to the
bridge.

SUBSTRUCTURE.

The river at the site of the bridge is subject to a certain amount of scour,
but inspection of the soundings taken for many years past fail to disclose
any indication of scour to extreme or unusual depths, although the river
both for some distance up stream and some three miles down stream, is
deeper than at this site. The exceptional facilities for securing piles of great
length at a very reasonable cost, was a considerable factor in determining
—24—

upon the exact type of piers to be used. The piers are to be constructed of
concrete, containing and resting upon piles sunk by means of water jets to
a depth of about 110 ft. below low water. Open cribs of timber, braced by
transverse trusses, and forming permanent parts of the pier bases, will be
sunk to depths of about 20 to 25 ft. below the river bed and the piles jetted
down inside the cribs, averaging about one pile to ten sq. ft. area of crib.
Concrete will then be deposited through the water in sufficient quantities
to seal the bottom of the crib, and after this concrete has hardened, the crib
will be pumped out, the piles will be cut off a short distance below low water,
and the remainder of the concrete for the pier placed in the open. A certain
amount of heavy stone rip-rapping will be placed about the piers, and will
be replenished, if necessary, during the first two years after the completion
of the structure. The piles used will thus be about 120 feet long in single
sticks, about 10 or 12 in. in diameter at the top, and about 22 in. at the butt.
No followers will be used in driving, but the necessary cut-offs will be
wasted. Piles of this length can be purchased at the bridge site for about 12c
per linear foot. In the average piers under the 265 ft. spans there are ninety
piles.

The upper ends of these piles are therefore embedded into the concrete
of the bases of the piers from 15 to 20 ft., so that the pile forms a definite
portion of the pier. It is evident that even though some unusual scour
should, on some extraordinary occasion, extend below the bottom of the base,
the pier would still be perfectly stable, owing to the great depth of penetra-
tion of the piles and to the rigidity of their upper support. The occurrence
of ice in the Columbia River in sheets or floes of large size is very rare,
so that the concrete piers need no special protection of steel or stone facing.

_ The shafts of the piers above the base are comprised of two cylindrical
battered columns, one placed under each pair of shoes. These columns are
joined by a vertical diaphragm and by a horizontal coping at the top, both
of which are reinforced with steel. This design saves considerable weight
which otherwise would require supporting piles, and eliminates a large
amount of concrete unnecessary for any structural purpose.

SLOUGH CROSSINGS.

The bridges over the sloughs consist of deck spans providing a roadway
and floor of the same type and character as previously described, except that
the girders are placed 23 ft. apart transversely and a portion of the roadway
and sidewalk is carried on -cantilever beams, and there are other minor de-
tails of differences, such as necessary trolley poles, etc. These spans rest
on concrete piers supported by piles of the same general type as described
for the main river. The piles will be sunk to about the same depths, but as
the likelihood of scour is much less in the sloughs, the bases are not carried
as far below the river bed.

The bridge over the Oregon Slough consists of ten deck girder spans
100 ft. long, and one span 115 ft. long, making the total length, 1,137 ft. 6 in.
At the present time there is no navigation in the Oregon Slough above the
site of the bridge, but as there is possibility of navigation being developed
above the site, 1t was necessary to provide for some type of movable span
to furnish the necessary channel openings for vessels. Permission was
secured from the engineers of the War Department to build the structure
—25—

with all fixed spans at the present time, with the provision that one span is
so arranged that at any time in the future, when it may become necessary, it
can be converted into a movable span by providing towers at each end, and
by equipping it with machinery, counterweights, etc., so that it may be
operated as a vertical span. The 115 ft. span, above mentioned, is ar-
ranged for such possible use and will afford a channel 100 ft. wide. This
provision and arrangement saves the Commission an expenditure of the pres-
ent time of about $30,000, and permits a movable span to be provided when
necessary without discarding any parts of the present structure and without
interrupting traffic. ;

The bridge over the Columbia Slough consists of four deck girder spans
of the same general type as described for the Oregon Slough, each 75 ft.
long. After the first tentative approval of the plan for this Slough bridge was
given by the engineers of the War Department, the status of this Slough was
changed so that there has become a remote possibility that it may at some
time be considered navigable. It has therefore been agreed that should such
development occur, one of these 75 ft. spans will be made to lift in the same

manner as above described, providing a clear channel opening of 60 ft. in
width.

EMBANKMENTS.

In the main approach on the Oregon side there will be about 1,000,000
cubic yards of embankment and on the secondary approach there will be about
500,000 cubic yards. The embankments will be made of sand dredged, prob-
ably from the Oregon Slough. The material will be lifted by suction dredges
and will be transported to position through pipes. For the main fill there
is being installed a 24 in. suction dredge with electrically operated pumps,
which will deliver the material about 5,000 ft. At this point there will be
installed a booster pump, also electrically operated, so that for the extreme
end of the approach, the material will be carried through about 10,000 ft. of
pipe. The embankments are to be 42 ft. wide on top with side slopes of
two to one, and average 20 to 25 ft. high. The up-stream side of the embank-
ment will be protected to an elevation of about 20 ft. above low water by
concrete slabs laid on the slope of the finished embankment. These slabs are
to be 4 in. thick, reinforced with wire. mesh and in strips of about 8 ft. wide,
extending continuously up and down the slope. The overflow water which
at times inundates most of the river valley, is largely back water and has very
little perceptible current, except that caused by its out flow from the river
over the land as the river rises, and that caused by its return flow to the
river as the river falls. The period of the most rapid current with correspond-
ing danger of erosion, is at the time when the water is just rising above the
surface of the ground and at the time when it is falling to its lowest point.
The concrete protection part way up the slopes will therefore guard against
erosion at these periods. It is planned to sow the remainder of the slopes with
grass seed, in an attempt to develop a compact sod covering the sides. At
the foot of the slopes it is probable there will be planted a row of ever-green
blackberries, a hardy indigenous shrub, which will be of considerable value
in preventing erosion. Around the ends of the embankment at the buried
piers, the concrete slope protection extends entirely over the slope of the
embankment to its upper edge, thereby entirely encasing the end of the
—26—

embankment. The embankment across Hayden Island is more exposed than
the other embankments and the engineers of the War Department require
that some revetment or slope protection extend entirely over both sides up to
five feet above the elevation of normal high water.
THE

PACIFIC HIGHWAY
INTERSTATE BRIDGE OVER THE COLUMBIA RIVER
and APPROACHES

FROM

VANCOUVER, WASHINGTON, to PORTLAND, OREGON

FOR

MULTNOMAH COUNTY, OREGON,
CLARKE COUNTY, WASHINGTON

*WADDELL & HARRINGTON
E. E. HOWARD, L. R. ASH
Associate Engineers

CONSULTING ENGINEERS

Kansas City, Missouri January 4, 1915

*This firm has been dissolved and the work has been carried out by Mr. Harrington and Mr. Howard
THE

PACIFIC HIGHWAY
INTERSTATE BRIDGE OVER THE COLUMBIA RIVER
and APPROACHES

FROM

VANCOUVER, WASHINGTON, to PORTLAND, OREGON

FOR

MULTNOMAH COUNTY, OREGON,
CLARKE COUNTY, WASHINGTON

NOTICE TO CONTRACTORS

Bids received until February 23, 1915.
COLUMBIA RIVER INTERSTATE BRIDGE.
Portland, Oregon.

Sealed proposals will be received by the Columbia River Interstate Bridge Commis-
sion on February 23, 1915, at two p. m., in room 201 of Multnomah County Court
House, Portland, Oregon, for the furnishing of all materials and performing of all work
for the construction of the Columbia River Interstate Bridge and Approaches. The
bridge and approaches are for highway and street car traffic and comprise about 5,000
linear feet of steel structure and 12,000 linear feet of embankment; including about
9,500 tons of steel, about 1,000,000 cubic yards of embankment, and about 29,000
cubic yards of concrete. Contracts will be let under several sections to one or more
bidders for a part or for the whole of the work. Payments will be in cash upon monthly
estimates.

Proposals and bids shall be subject to all requirements of the specifications, plans,
contract, contractors’ bonds, and proposal forms; and shall be made upon blank forms
prayided in the specifications. The bidder to whom a contract may be awarded shall
promptly execute a formal contract and shall furnish a penal bond with good and
sufficient sureties satisfactory to the Commissioners in an amount equal to the total
contract price, for the faithful performance of said contract and all provisions thereof.

To all bids there shall be attached a certified check of the bidder, certified to by a
responsible bank, made payable to Wm. N. Marshall, Secretary, of an amount of ten per
cent of the total bidding price, and the bidder who has a contract awarded to him and
—30—

who fails promptly and properly to execute said contract, or bond, shall forfeit said
check. The said check shall be taken and considered as liquidated damages and not a
penalty for failure of such bidder to execute said contract and bond. Upon the execu-
tion of said contract and bond by the successful bidder, the said check shall be returned
to him. The checks of unsuccessful bidders shall be returned to them after the contract
and bond with the successful bidder are duly executed.

The contract will be awarded to the lowest responsible bidder, but the Commission
reserves the right to reject any and all bids and to waive informalities. Multnomah
County provides five-sevenths and Clarke County two-sevenths of the funds for payments.

Plans and specifications are on file in the office of the County Clerk of Multnomah
County, Oregon, in the office of the County Clerk of Clark County, Washington, and in
the office of the State Commissioner of Highways at Salem, Oregon. Copies of the
plans and specifications may be secured from the Secretary of the Interstate Bridge
Commission at Vancouver, Washington, or from the Consulting Engineers, Waddell and
Harrington, at Kansas City, Missouri, by depositing twenty-five dollars. The amount of
the deposit will be refunded upon the return of the plans in good order accompanied
by a bid; or one-half the amount of the deposit will be refunded upon the return of
the plans in good order without a bid.

WM. N. MARSHALL, Secretary,

County Court House.
THE

PACIFIC HIGHWAY
INTERSTATE BRIDGE OVER THE COLUMBIA RIVER
and APPROACHES

FROM
VANCOUVER, WASHINGTON, to PORTLAND, OREGON

FOR

MULTNOMAH COUNTY, OREGON,
CLARKE COUNTY, WASHINGTON

SPECIFICATIONS

1. LOCATION.

The bridge and approaches described in these specifications ‘will extend from Van-
couver, Washington, to Portland, Oregon, across the Columbia River, Hayden Island,
the Oregon Slough, the Columbia Slough, and certain lands within Multnomah County.

2. OWNERSHIP AND FUNDS.

Multnomah County, Oregon, will pay all of the cost of the Oregon approach and
three-fifths of the cost of the bridge over the Columbia River. Clarke County, Wash-
ington, will pay two-fifths of the cost of the bridge over the Columbia River. The
bridge and its approaches will be constructed by the Columbia River Interstate Bridge
Commission, which is composed of the Commissioners of Multnomah County, Oregon; the
Governor of Oregon, acting as a commissioner of Multnomah County; and the Commis-
sioners of Clarke County, Washington.

3. GENERAL DESCRIPTION.

The bridge over the Columbia River will consist of a number of through riveted
truss spans and one girder span resting on concrete piers which are supported on piles.
To provide for passage of river traffic there will be included either a swing span with
its pivot pier and timber protection or a vertical lift span. Plans have been prepared
and tenders will be received for both types of movable span, and selection will be made
after bids are considered.
La3h

The bridge over the Oregon Slough will consist of a number of deck plate girder
spans resting on concrete piers which are carried on piles. One span is arranged for
the addition of the machinery necessary to make it operative in case the War Department
should at any time, for the interests of navigation, require a movable span. The bridge
over Columbia Slough will be of the same character as that of the Oregon Slough, but
without a movable span.

Embankments will be constructed at the Vancouver end of the Columbia River
Bridge, across Hayden Island, between Oregon Slough and Columbia Slough, and from
Columbia Slough to Columbia Boulevard at the intersection of Union Avenue.

The steel structures will have reinforced concrete slab floors, bituminous pavement,
one concrete sidewalk, and track rails for both narrow and standard gauge electric
railways.

The embankments will provide a roadway, but no sidewalks except in Vancouver.
The roadway throughout will be thirty-eight feet wide between curbs, and the electric
railway tracks will be placed in the middle.

Certain piers will be rip-rapped or otherwise protected, and portions of the embank-
ments will be rip-rapped, paved, or otherwise protected.

The tracks on embankments, the overhead trolley construction throughout, the
lighting brackets, and other lighting equipment for the roadways, will not be included
under these contracts, but connections for trolley poles, light brackets, etc., are to be
provided.

The total length of steel structure is about five thousand feet; the total length of
embankments about twelve thousand feet; making the whole length of structure about
seventeen thousand feet.

4. ACCOMPANYING DRAWINGS.

The following Engineers’ drawings accompany and supplement these specifications.
In case of disagreement between these drawings and the specifications, the specifications
shall govern:

Sheet

1. General Map.

2. Map Vancouver and Hayden Island before Improvement.

3. Map Vancouver and Hayden Island after Improvement.
4. General Plan and Profile with Swing Span.

5. General Plan and Profile with Lift Span.

6. Profile and Embankments.

7. Details of Floors on Spans.

8. Floor System and Shoes.

9. 261-foot, 1114-inch Span—Trusses—L° to L3,
10. 261-foot, 111%4-inch Span—Trusses—L?! to L5.
11. 271-foot, 91-inch Span—Trusses—-L° to L?.
12. 271-foot, 94-inch Span—Trusses—L?i to L5.
13. 271-foot, 94%-inch Lift Span—Lifting Girder.
14. Towers, Top Section.

15. Towers, Third Section.

16. Towers, Second Section.

17. Towers, Bottom Section.

18. Stairs, Walkways and Ladders—Lift Span.

19. Operator’s House and Beams—Lift Span.

20. Gates and Handrails.

21. 48-foot Girder Span.

22. Counterweights.

23. Substructure, Bridge with Lift Span, Piers 1 to 13.
24. Substructure, End Piers, Columbia River.
—33—

25. Substructure, Oregon Slough.

26. Floor System, Oregon Slough.

27. Girders, Oregon Slough.

28. Lift Span Girders, Oregon Slough.

29. Substructure, Columbia Slough.

30. Girders, Columbia Slough.

31. 224-foot, 9 3-16-inch Span.

32. 480-foot, 6-inch Swing Span—Trusses L° to L?.

33. es L8 to L®.

34. “ at L7 to L%,

35. “e % Tower.

36. a a Supporting Girders.

37. 480-foot, 6-inch Swing Span—Drum.

38. “ od Drum Bracing, Rock, Tracks, Rollers, etc.

39. “ ss Machinery House and Beams, Operator’s House.
40. at “6 Floor System.

41. Substructure, Bridge with Swing Span—Piers 1 to 14.

42. Draw Protection for Bridge with Swing Span.

43. Track Layout, Vancouver.

44. Ornamental Concrete Posts, Lamp Brackets, Gate Tenders’ Houses.
45. Gauge Readings—Mats and Rip-Rap—Loadings.

46. Miscellaneous.

Tower Sheave and Bearings—Lift Span.

Equalizers and Ropes—Lift Span.

General Arrangement Machinery—Lift Span.

Indicator and Miscellaneous Details—Lift Span.

Street Car Trolley Breaker—Lift Span.

Marking Diagram—Lift Span.

Span Locks—Lift Span.

Details of Operating Machinery—Swing Span.

End Lift Machinery—Swing Span.

End Lift Machinery and General Arrangement of Machinery—Swing Span.
Mechanical Indicator and Miscellaneous Details.

fens

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=SPRrnagn

5. RIVER CONDITIONS.

The U. S. Engineers’ Corps maintains a gage at the mouth of the Willamette River,
and the Weather Bureau maintains a gage at the foot of Columbia Street in Vancouver.
Records of the readings can be secured from the offices in Portland. Tables shown on
the drawings are abbreviated from the official record. As may be noted, the highest
waters usually occur in June, and the periods of low water are from September to Febru-
ary, but there are years in which there are exceptions.

In preparing tenders, each Contractor is to be governed by his own judgment of
probable river conditions, and the actual resulting conditions will in no way be considered
as unforseen.

6. PLANT AND PROGRAM OF CONSTRUCTION.

Before beginning work the Contractor shall prepare a program of construction,
which shall be made satisfactory to the Engineers, and shall show the order and time
in which the various parts of the work are to be done, the progress of the work, month
by month, and the methods of construction to be employed. This program may be
modified only with the approval of the Engineers, and carrying out the work in accord-
ance with it shall be considered an obligation of the contract.
34

The Contractor shall supply plant, tools, and equipment of every kind, ample in
quantity and capacity, in good working order, and suitable in character, to carry on
the work according to program. Promptly upon entering into contract to do the work,
the Contractor shall submit to the Engineers for their approval a full inventory of the
equipment to be employed, but approval by the Engineers of program or of plant or of
equipment or of both shall modify none of the Contractor’s obligations.

7. WORKING DRAWINGS.

The Contractor shall prepare all detailed working drawings required to enable
him to fabricate, erect and construct all parts of the work in strict conformity with the
Engineers’ drawings and with these specifications.

These working drawings shall include, in addition to the necessary shop drawings,
camber diagrams and erection diagrams which show clearly: the marks and positions of
each member.

For reinforced concrete construction, the working drawings shall show the dimen-
sions and shape, or bending diagrams, for all reinforcement, locating its position in the
work, special details and connections of reinforcement, and all forms and the means of
supporting them.

For substructure and all general construction the working drawings shall show all
minor and special details which are left open to the Contractors’ choice of methods of
construction or which for any reason are not fully shown on the Engineers’ drawings.

For all construction the Contractor’s working drawings shall show details of false-
work, rigging, and all other temporary structures, and sizes, capacities and other char-
acteristics of all machinery and plant employed.

Working drawings shall be submitted to the Engineers in duplicate; one set will be
returned to the Contractor approved, or showing the changes or corrections required;
duplicate copies shall be resubmitted after correction, until they receive the Engineers’
approval. Working drawings shall be corrected or revised whenever and however the
Engineers direct, but no approved working drawings shall be altered and the Engineers’
drawings shall not be deviated from without the written consent of the Engineers.

The Contractor shall carefully check all drawings, the Engineers’ as well as his own,
and if any errors be found they shall be reported to the Engineers who will make or
approve the necessary corrections. The Contractor having undertaken to construct a
structure complete for the purpose intended, and having checked all plans, shall be
responsible for the correctness of all drawings, as to dimensions, elevations, and mutual
correlation of various parts; and it is expressly understood that the Engineers’ approval
of the drawings does not in any measure relieve the Contractor from full responsibility
for such errors.

Payment for working drawings shall be included in the prices for materials named
in the contract. For minor revisions of completed and approved working drawings no
extra payment will be made; for material revisions for which, in the Engineers’ opinion
the Contractor is fairly entitled to extra compensation, the Engineers will fix the amount
that the Purchaser shall pay and the Contractor accept as full payment for such revisions.

The Contractor shall furnish without additional charge two complete sets of cloth

and as many sets of paper blue print copies of the working drawings as the Purchaser
and the Engineers may desire.

8. REPORTS OF MATERIALS AND MEN.

The Contractor shall deliver to the Engineers as soon as they are prepared, duplicate
copies of all bills of material designed for use in the permanent structure, in falsework,
or in plant; and the Contractor shall make duplicate daily reports to the Engineers of the
amount and description of all materials received, all materials his advices show to be
shipped, and of the number and classification of men employed upon the work. Prices
of materials and the rates of pay of men need not be given.

9. MATERIALS AND WORKMANSHIP.

The nature and spirit of these specifications and of the contracts are to provide tor
the work enumerated to be fully completed and suitable in every detail for the purpose
se

designed, and it is hereby understood that the Contractor in accepting the contract
agrees to furnish anything and everything necessary for the construction, even though
not specifically mentioned in the drawings or specifications. Wherever not explicitly
specified, it is the general intent of these specifications to provide for first-class materials
and workmanship of everv class in all parts of the structure.

The Contractor shall employ workmen, mechanics, and tradesmen, and other em-
ployees, trained and skilled in their various occupations.

The Contractor shall perform his work in proper sequence in relation to the work
of other Contractors as may be directed by the Engineers and shall properly join his
work to existing or new constructions.

10. ENGINEERS’ DIRECTIONS AND INSPECTION.

The work shall be carried out and the construction completed according to the
plans and specifications, and according to the instructions of the Engineers.

The Contractor’s proceedure and methods of construction may be of his own selec-
tion provided they secure results which fully satisfy the requirements of the plans and
specifications, but they must be made to meet the approval of the Engineers.

Any directions or instructions which the Engineers or their representatives may give
shall be followed and conformed to by the Contractor, his employees and agents of
every kind.

On request of the Contractor or his representatives any verbal directions given by
the Engineers or their representatives will be repeated in writing. Upon direction of the
Engineers, the Contractor skall discharge immediately and shall not re-employ on the
work any superintendent, foreman, employee, or agent of any kind whose presence the
Engineers shall deem in any way prejudicial to the work.

Sub-contractors or agents of any kind of the Contractor are agreed to be employees
of the Contractor and must conform to the directions and supervision of the Engineers
in the same way as all other employees.

All materials and every process and operation of manufacture, construction and
erection shall be subject to the inspection of the Engineers at all times, and the Engineers
and their representatives shall have free access to all parts of any factories or plants in
which any ‘materials are being manufactured or prepared, and to all parts of the work
of construction and erection. Every facility for inspecting the workmanship and testing
the qualities of materials desired by the Engineers or their representatives shall be fur-
nished by the Contractor without any additional charge except the price payments for
completed construction provided in the contract. The Engineers shall have the right to
take such samples of all materials as they consider necessary for testing or examination,
and all required tests for materials, other than cement, are to be made by the Contractor
without extra charge.

Rejected materials or supplies must be removed at once from the site or the vicinity
of any process or work, and from the right-of-way; and workmanship or processes
deemed to be faulty must be corrected immediately upon request.

The Contractor, upon being so directed by the Engineers, shall remove, reconstruct,
or make good as may be directed, without charge, any work which the Engineers may
consider to be defectively executed. The fact that materials or workmanship so con-
sidered defective had been previously accepted by the oversight or error of judgement
of the Engineers’ inspectors or other representatives shall not relieve the Contractor from
the obligation to remove, correct, or make good such defects.

Metal will be inspected at the mills and shops. Inspection and tests will be made
as soon as practicable after it is rolled or cast and inspection of workmanship at as early
a period as possible as the manufacture of material progresses. Ample notice shall be
given the Engineers of beginning the operations to allow for arrangement for inspection.
Complete copies of mill orders shall be furnished to the Engineers in advance of mill work.

All other materials, processes, and workmanship than metal work and its manufac-
ture, will be inspected at the site of the structure, but if the Contractor desires that any
of them be inspected elsewhere, the Engineers shall inspect them at the place designated
by the Contractor, but all expenses incurred in making such inspection shall be borne
by the Contractor and shall be paid monthly or shall be deducted from the monthly esti-
mates by the Purchaser and paid to the Engineers.
25Ge=

When the structure is ready for final inspection, the Contractor shall notify the
Engineers in writing that his work is so ready. The Engineers will make such final
inspection either in person or by competent representatives. After defects or omissions
noted by such final inspection are made good the work will be accepted and paid for in
full, except where there are provisions to the contrary.

11. POSITION, GRADIENT AND ALIGNMENT.

The entire structure and each part thereof must be constructed in the position
required, the finished surface of the roadway must conform exactly to the elevations and
gradient specified, and all parts of both substructure and superstructure must be in exact
alignment and properly adjusted. The Contractor must provide all frames, forms,
falsework, shoring, guides, anchors, and temporary structures that may be required to
insure these results; and the prices stated in the contract cover and include all such
work, materials and constructions.

Contractors will be given bench marks and points at various intervals throughout
the structure, but they will provide their own men and instruments for determining
alignment, elevations, and positions for all construction between such points, subject to
the check and correction of the Engineers. The Contractors shall furnish without extra
charge such assistance as the Engineers may require in placing of points, stakes, and
determining lines and elevations.

12. CHANGE IN AMOUNT OF WORK.

The Engineers shall have the power to vary, extend, increase or diminish the quantity,
to change the order or type of work or dispense with a portion thereof at any time with-
out impairing the contract, without changing the unit prices to be paid, without in any
way impairing the bond or releasing the sureties thereof; and no payment of any kind
will be made on account of work not done. In case of reduction of amount, if the total
sum paid to the Contractor for the whole work done on the given contract is as much as
ninety per cent of the sum which would have been paid if no change had been made, no
allowance will be due except payment for actual amounts done; but if the total amount is
less than ninety per cent, an allowance will be made, and will be paid by the Purchaser, on
account of administration and plant costs, such amount to be fixed by the Engineers.
In case of increase of amounts of work, payment for the whole quantities at the unit
prices bid for the work of the classes so increased, shall be full and complete compensa-
tion for the work done, no matter how much increased. In case the change involves the
execution of work of a class not herein provided for, the Contractor shall, on direction of
the Engineers, perform same as provided for in the clause Unclassified Work.

13. DAMAGES AND ACCIDENTS.

The Contractor shall assume and be responsible for, and shall indemnify and save
harmless the Purchaser against all claims and demands of all parties whatsoever for
damages or for compensation for injuries or accidents to persons, animals and materials
due either directly or indirectly to his operations until the final acceptance of the
structure.

The Contractor shall bear all loss or damage, from whatever cause arising, which
may occur to the works or to any portion of them, until the same are fully and finally
completed and delivered to and accepted by the Purchaser; and if any such loss or
damage occur before such final acceptance, the Contractor shall immediately, at his own
expense, repair, restore, and re-execute the work so damaged, so that the whole work may
be completed within the time limit.

The Contractor shall place sufficient and proper guards for the prevention of
accidents, and shall put up and maintain at night suitable and sufficient lights.

14. LEGAL RESTRICTIONS, PERMITS, ETC.

The Contractor shall procure all necessary licenses and permits, and shall give
due and adequate notices to those in control of all properties which may be affected by
his operations. The Contractor shall conform to all laws, regulations, or ordinances
with regard to labor employed, hours of work, and his general operations.
a a

_ The Contractors are requested to give particular attention to the provisions of
statutes of both Washington and Oregon relative to the employment of labor on public
works; and to the provisions of the Workmen’s Compensation Acts, and similar laws.

15. OFFICES FOR COMMISSIONERS AND ENGINEERS.

The Contractor for Substructure shall provide without extra charge at or near the
site of the works, as may prove acceptable, for use until the completion of the bridge,
an office room with table and chairs, for the use of the Engineers and their representa-
tives; and an office room with table and chairs for the use of the Interstate Bridge Com-
mission and their Secretary.

16. INTERFERENCE WITH TRAFFIC.

The Contractor and his employees shall so conduct their operations that they shall
not close any thoroughfare nor interfere in any way with traffic on the railways, high-
ways, or the water, without the written consent of the proper authorities, or as other-
wise provided in these Specifications.

17. FERRY ON RIVER.

The clause of Interference with Traffic applies especially to the ferry operated by
the Portland Railway Light and Power Company. At the south side of the river a
portion of new runway to the ferry slip will have to be constructed before the embank-
ment over the present runway is built. The buried pier there shall be built without
seriously interfering with roadway traffic. At the north side of the river the present slip
and runway will be abandoned and a temporary slip and runway built. The present
slip and runway shall be kept in operation as long as is reasonably possible, and until
the penne of the embankment and of the buried pier shall make the approach un-
serviceable.

18. REMOVAL OF DEBRIS.

Upon completion of the structures, all surplus material, temporary structures, and
debris resulting from construction, reconstruction, or removal of old structures, and
timbers, cofferdams, sheeting around piers, pedestals, and abutments, shall be removed,
and the premises shall be left in neat, orderly condition. Falsework timbers and piles
are to be removed to the level of the ground, or level of the riverbed, or as directed. The
river and channel must be cleared of all piles, falsework and debris to the satisfaction
and acceptance of the Engineers of the War Department; and such acceptance must be
secured in writing by the Contractor before removing his equipment from the site. No
special payment will be made for the removal of debris, its cost and value being covered
by the prices paid for construction in place.

19. METAL.

Metal not othewise specified shall be medium steel. Rivets and bolts shall be of
rivet steel; rolled shafts and pins of machinery steel; forgings of the steel hereinafter
specified for forgings; bushings of bronze, unless otherwise specified; washers on timber
of malleable iron; and castings of cast steel unless otherwise specified. All steel shall be
manufactured by the open hearth process.

20. CHEMICAL COMPOSITION OF STEEL.

The phosphorus and sulphur shall not exceed the percentages as follows:
Rivet Steel Medium Steel Steel Casting Machinery

Forging Steel Steel
Phosphorus ‘
(Basic: 0.04 per cent 0.04 per cent 0.05 per cent 0.04 per cent
(Acid: 0.04 per cent 0.06 per cent 0.08 per cent. 0.06 per cent

Sulphur .................-.....--- 0.04 per cent 0.05 per cent 0.05 per cent 0.05 per cent

»
ey

21. CHEMICAL DETERMINATION OF STEEL.

Chemical determinations of the percentages of carbon, phosphorus, sulphur, and
manganese, shall be made by the manufacturer from a test ingot taken at the time of the
pouring of each melt of steel, and a correct copy of such analysis shall be furnished to the
Engineers. Check analysis shall be made from finished material if called for by the
Engineers, in which case twenty-five per cent in excess of the above limits will be allowed.

The ultimate tensile strengths of steel shall be within the following limits:

22. PHYSICAL REQUIREMENTS FOR STEEL.

 

 

 

 

Rivet steel oe 46,000 pounds to 54,000 pounds
Steel for forgings......... = not less than 80,000 pounds
Medium steel...............0..2.2220222222eeeeeeeeeeeeeeeee eee 60,000 pounds to 70,000 pounds
Machinery steel. s 70,000 pounds to 80,000 pounds
Cast steel not less than 65,000 pounds

 

The elastic limit shall be not less than fifty-five per cent of the ultimate strength;
excepting steel for forgings for which the elastic limit shall be fifty per cent of the ulti-
mate strength.

‘All fractures must be silky and of uniform color, except that a fine granular fracture
will be permitted in cast steel.

For rivet steel and medium steel the percentage of elongation in eight inches as
determined on the test specimens shall be not less than 1,500,000 divided by the ultimate
tensile strength, except that for material less than 5-16 inch and more than % inch in
thickness the following modifications will be allowed:

For each 1-16 inch in thickness below 5-16 inch, a deduction of 2.5 will be allowed
from the specified percentage.

For each 4 inch in thickness above 34 inch, a deduction of 1 will be allowed from
the specified percentage.

For pins and rollers over 3 inches in diameter a deduction of 5 will be allowed from
the specified percentage.

For steel for forgings, the elongation in two inches shall be not less than twenty-two
per cent. For machinery and steel and for steel castings, the elongation in two inches shall
be not less than eighteen per cent.

23. TESTS FOR PHYSICAL REQUIREMENTS OF STEEL.

The tensile strength, elastic limit, and elongation shall be determined by loading to
the point of rupture a specimen of not less than one-half square inch in section and not
less than one-quarter of an inch in thickness, cut and planed or turned from a full-size
section to a uniform section at least one inch longer than the length for which elonga-
tion is to be measured. The test specimens shall be cut by the mill from finished material
selected by the Inspector, and shall be so selected that the different sizes and shapes in
the order shall be as nearly represented as possible. Every melt from which material is
furnished must be represented by the tests.

Specimens of medium steel cut from material less than one inch thick shall bend
when cold without fracture 180 degrees and close down flat upon themselves without
showing signs of cracking. Full-size material for eye-bars and other steel one inch thick
and over, tested as rolled, shall bend cold 180 degrees around a pin, the diameter of which
is equal to twice the thickness of the bar, without fracture on the outside of the bend.
Angles three-fourths inch and less in thickness shall open flat, and angles one-half inch
and less in thickness shall bend shut, cold under blows of a hammer without sign of frac-
ture. This test will be made only when required by the Inspector.

Rivet steel specimens shall bend through 180 degrees flat upon themselves without
cracking on the outside of the bent portion. Rivet rods shall be tested as rolled.

Specimens of cast steel and machinery steel shall bend cold ninety degrees around
a pin whose diameter is three times the thickness of the specimen without showing signs
of cracking.

Specimens of steel for forgings one inch by one-half inch in cross section shall bend

when cold one hundred and eighty degrees around a bar one inch in diameter, without
fracture on the outside of the bent portion.
aa Pre

For pins and rollers, specimens shall be cut from the finished roller, or forged bar
ie such manner that the center of the specimen shall be one inch from the surface of the
ar.

Medium steel shall be so ductile that drifting rivet holes, punched within two inches
of a sheared edge, till their diameters are increased fifty per cent shall not crack the
metal. Machinery steel shall not crack when similarly tested till the rivet hole is increased
twenty-five per cent in diameter.

At least two tensile tests and two bending tests shall be made on specimens from
different ingots of each melt, except in the case of small melts, for which the number may
be reduced to one. A bending test shall be made with each tensile test, if required, and
may, if desired, be made on the broken test pieces of the tensile tests.

If material for various shapes is to be made from the same melt, the specimens for
testing are to be so selected that they represent the different shapes rolled from such melt.
Lots for testing shall not exceed twenty tons in weight; and plates rolled in universal mills
or grooves, or sheared plates, shall constitute a separate lot, as shall also the angles,
channels, or beams.

The number of tests of steel castings will depend upon the character and importance
of the castings. Specimens shall be cut from coupons moulded and cast on some portion
of one or more castings from each melt or from sink heads, if the heads are of sufficient
size. The coupon or sink head so used shall be annealed with the casting before it is
cut off.

For forgings, one test specimen shall be made for each ten forgings of each kind; but
not less than two specimens shall be made for any single kind of forgings. Test speci-
mens shall be cut cold from the forging or a full size prolongation of the same, made
parallel to the axis of the forging. The specimens shall be taken half way between the
center and the outside, and shall be cut parallel to the direction in which the metal is
most drawn out or worked.

The inspector will be permitted considerable latitude in respect to the number of
tests required, reducing it when the metal runs uniformly and increasing it when it does
not. Every melt from which material is furnished must be represented by the tests.
Material which is to be used without annealing or further treatment shall be tested in the
condition in which it comes from the rolls. When material is to be annealed, or other-
wise treated for use, the specimens for tensile tests representing such material shall be
cut from properly annealed or similarly treated short lengths of the full section of the bar.

Material which, subsequent to the above tests at the mills, and its acceptance there,
develops weak spots, brittleness, cracks, or other imperfections, or is found to have injuri-
ous defects, will be rejected at the shop and shall be replaced by the manufacturer at his
own cost.

24. FINISH OF ROLLED STEEL.

Finished material, as it comes from the rolls, shall be free from seams, flaws, cracks,
defective edges, or other defects, and have a smooth, uniform, workmanlike finish. Plates
thirty-six inches in width and under shall have rolled edges.

25. PLATES.

Plates rolled on the universal mill may be rolled from slab ingots, but all other plates
shall be rolled from slabs made by rolling an ingot and cutting off the scrap. The ingot
shall have at least twice the cross-sectional area of the slabs made from it, and the slabs
shall be at least six times as thick as the plates made from them.

26. FORGINGS.

Forgings shall be free from cracks, flaws, seams, or other injurious imperfections,
shall conform to the dimensions shown on the drawings, and shall be made and finished
in a workmanlike manner. All forgings shall be annealed. No forging shall be done
at less than red heat.
—40—

27. STEEL CASTINGS.

Steel castings shall be free from injurious blow holes, true to pattern and of work-
manlike finish. All steel castings shall be thoroughly annealed, sufficient time being
taken to insure annealing throughout.

When the bearing surface of any steel casting is finished, there shall be no blow
holes visible exceeding one inch in either dimension nor exceeding one-half square inch
in area. The length of blow holes cut by any straight line laid in any direction shall
never exceed one inch in any foot.

The correction of defects in castings by welding electrically, by thermit, or by similar
processes will not be permitted.

Castings shall be properly cleaned, and all fins, seams and other irregularities shall
be removed, so that they shall have clean, smooth surfaces.

28. IRON CASTINGS.

Except where chilled iron is specified, all iron castings shall be of tough gray iron,
with not more than 0.10 per cent sulphur. They shall be true to pattern, out of wind,
and free from flaws and excessive shrinkage. They shall be substantially of the thick-
nesses required by the plans, and they shall have sharp and clean angles, lines, mouldings
and filleted corners.

Tests shall be made on a round bar, one and one-quarter inch in diameter and fifteen
inches long. The transverse test shall be made on a length of twelve inches with a load
at the middle. The minimum breaking load so applied shall be 2,900 pounds with de-
flection of at least one-tenth inch before rupture.

29. PINS AND SHAFTS.

Pins and shafts up to six inches in diameter, unless otherwise specified, may be
rolled; those of greater diameter shall be forged. The rounds from which the pins and
shafts are to be turned must be true, straight, and free from all injurious flaws or cracks.
All forged pins and shafts shall be reduced to size from a single bloom or ingot until per-
fect homogeneity is secured throughout the whole mass. The blooms or ingots shall have
at least three times the cross-sectional area of the finished pins or shafts made from them.

Pins five inches and greater in diameter for equalizing levers and bars connecting
suspending cables to structural parts shall be of forged steel; corresponding pins less than
five inches diameter shall be made of rolled machinery steel.

30. BRONZE BUSHINGS.

Bronze bushings shall be composed of bronze of composition: Copper 79.7 per
cent, Tin 10.0 per cent, Lead 9.5 per cent, Phosphorus 0.8 per cent.

The amount of tin shall not be less than nine per cent nor more than eleven per
cent. The amount of lead shall not be less than eight per cent nor more than eleven per
cent. The amount of phosphorus shall not be less than seven-tenths nor more than one
per cent. The amount of ingredients other than copper, tin, lead and Phosphorus shall
not exceed one-half of one per cent.

31. MACHINERY.

Unless otherwise indicated on the drawings, cast portions of th hi hall b
made of cast steel and rolled shafts and pins shall be made of machtacey: fel, peace

The machinery shall be finished and machined according to the best machine shop
practice, to the satisfaction of the Engineers; and the limits of accuracy which the Con-
tractor desires to observe in machining the work and the allowances for taper-shrinkage,
or pressed fits, shall be placed on the Contractor’s working drawings, but the approval
of said drawings by the Engineer shall not relieve the Contractor from full responsibility
for the satisfactory construction and operation of the machinery. The Contractor shall
furnish the Purchaser with guarantee satisfactory to the Purchaser to replace, and shall
replace free of charge, erected and adjusted in the structure, any and every part which
may fail or otherwise prove to be defective within one year of the date on Which the
—4]—

bridge is put in service. If the Contractor have any objection to any features of the
machinery, as designed, he must state his objection immediately, before any parts are
manufactured, in writing to the Engineers; otherwise his objections will be ignored, if
offered as excuse for defective or broken machinery.

Parts of the machinery in contact with other parts or with its supports shall be
machined so as to provide true bearing; and surfaces in rotating or sliding contact with
other surfaces shall be finished true to dimensions and polished. All bearings shall be
provided with oiling devices satisfactory to the Engineers. Bushings shall be oil grooved
and scraped to a true fit on the journals. Other surfaces shall be left in a neat and
workmanlike condition, but need not be machined for the sake of appearances. Bear-
ings shall be attached to their supports with turned bolts and dowels shall be added if
the Engineers require them. Drainage holes of adequate size shall be drilled in all places
where water is likely to collect.

Journals shall be turned with a fillet at each end, unless otherwise called for on the
drawings, and shall have a good, workmanlike fit in their bearings. Hubs of wheels,
pulleys, couplings, etc., shall be bored to fit close on the shaft or axle. If the hub per-
forms the function of a collar, the end next to the bearing must be faced. Holes in hubs
of toothed gear wheels must be bored concentric with the pitch circle. Gears shall be
made of cast steel and shall have cut teeth of the involute type having twenty degrees
obliquity. Bearings shall be bushed, as shown in the drawings. Pinions shall be made
of forged steel and shall have their teeth cut from the solid metal.

The principal parts of the machinery on the movable span, and the portions of the
structural steel work which support it, shall be assembled in the shop, and all holes, for
connection of the machinery to the steel work shall be drilled while the parts are thus
assembled. Bolts for connecting the various parts of the machinery to other parts or to
the steel work shall be turned to a driving fit wherever shear may come upon them. Un-
finished bolts may have ua play of one-sixteenth inch in bolt holes. All turned bolts shall
have the diameter of the shank at least one-sixteenth inch greater than the diameter of
the threaded portion, and unless otherwise called for on the drawings, they shall have
a driving fit in the bolt holes.

32. TOWER SHEAVE BEARING CONNECTIONS.

Each pair of bearings for the main sheaves at the tops of the towers shall be
assembled, aligned and adjusted to correct relative positions with their shafts placed in
them, on a steel plate not less than one-quarter inch thick, and holes shall be drilled
through the plate corresponding to the holes for bolts in the bearings. The plate shall
then be placed and exactly aligned on the tops of the columns and the corresponding bolt
holes drilled. A separate plate shall be used for each pair of bearings, and the plate
shall be not shorter than the total length of the shaft nor narrower than the total width
of the bearings.

33. TRACK AND DRUM ROLLERS.

The segments for both upper and lower tracks shall be planed on both upper and
lower surfaces and at the joints. The surfaces on which the rollers bear shall be planed
to the true bevel and have the correct center line for the rollers plainly scribed thereon.
The segments of the rack shall be accurately fitted to the track, particular care being
taken to make the ends abut properly and to have the pitch of the teeth accurate at the
joints. The teeth may be cast but the periphery and the upper ends of the teeth shall
be planed and the latter shall have pitch line scribed thereon. The track and rack
segments shall be adjusted so as to have the pitch line of the rack exactly concentric with
the center line of the track. The rollers shall be accurately turned to exact diameters
and bevel, and the center line of the roller corresponding to the center line of the tracks
shall i: plaaly scribed thereon. The hubs shall be accurately bored and shall be faced
at each end.

34. ASSEMBLY OF DRUM AND SUPPORTS.

The transverse and longitudinal loading girders, the drum and everything below
them, including tracks, racks, center pivot and attachments, and machinery shall all be
—42—

assembled and adjusted at the shop. All parts shall be match-marked so they may be,
and they shall be, erected at site in the same positions.

35. WIRE ROPE AND SOCKETS.

A. All wire rope shall be made by John A. Roebling’s Sons Company, or some
other manufacture specifically approved in writing by the Engineers.

B. The counterbalance ropes shall be made of plough steel wire and shall consist
of six strands of nineteen wires each, laid around a hemp center.

C. All ropes shall be laid up in the best possible manner and shall be thoroughly
soaked in an approved lubricant during the process of manufacture.

D. The ropes shall be made from wire which has been tested in the presence of an
Inspector designated by the Engineers and which, for sizes 0.076” to 0.150” in diameter
(the limiting values used in counterbalance ropes) exhibits the following physical proper-
ties:

a. The tensile strength per square inch shall not be less than 225,000 Ibs. for wire
0.150” to 0.126” nor less than

230,000 Ibs. for wire 0.125” to 0.101” diam. nor less than

235,000 lbs. for wire 0.100” to 0.076” diam.

b. The total ultimate elongation measured on a piece 12” long shall not be less
than 2.4 per cent.

c. The number of times a piece 6” long can be twisted around its longitudinal axis
without rupture shall not be less than 1.4 divided by the diameter in inches.

d. The number of times the wire can be bent 90 degrees and straightened alter-
nately to the right and to the left over a radius equal to twice its diameter without frac-
ture shall be not less than six. This test shall be made in a mechanical bender so con-
structed that the wire actually conforms to the radius of the jaws and is subjected to as
little tensile stress as possible.

E. Each rope shall, if possible, be made in one piece. Its breaking strength, as
determined by test described in paragraph G, shall not be less than

5,000 lbs. if 14” diameter 148,000 Ibs. if 134” diameter
12,000 lbs. if 3%” diameter 173,000 lbs. if 114” diameter ’
21,000 Ibs. if 16” diameter 200,000 Ibs. if 154” diameter
33,000 lbs. if 5” diameter 230,000 Ibs. if 134” diameter
45,000 lbs. if 3%” diameter 264,000 lbs. if 17%” diameter
71,000 lbs. if %” diameter 297,000 lbs. if 2. ” diameter
80,000 lbs. if ” diameter 325,000 Ibs. if 214” diameter

101,000 Ibs. if 114” diameter 375,000 Ibs. if 214” diameter
121,000 Ibs. if 1144” diameter 470,000 Ibs. if 214” diameter

In case the breaking strength of the rope fall below the values cited above, the entire
length from which the test pieces were taken shall be replaced by the manufacturer with
a new length, the strength and physical qualities of which come up to the specifications.

F. All sockets used in connection with this rope shall be forged, without welds,
from solid steel. In every case the dimensions shall be such that no part under tension
shall be loaded higher than 65,000 lbs. per square inch when the rope is stressed to its
ultimate strength as named above. The sockets must be attached to the rope by a method
sca is spies reliable and which will not permit the rope to slip in its attachment
to the socket.

G. In order to demonstrate the strength of the rope and fastenings, a number of
test pieces, not more than ten per cent of the total number of finished lengths which will
be ultimately made, nor less than two from each original long length, and not more than
twelve feet long, shall be cut, and shall have sockets, selected at random from those which
are to be used in filling the order, attached to each end. These test pieces are to be
stressed to destruction in a suitable testing machine. Under this stress the rope must
develop the ultimate strength given in paragraph E. The sockets must be so fastened to
the rope that there is no slipping of the rope in the basket. If slipping should occur,
then the method must be changed until one is found whereby slipping can be entirely
avoided. The sockets themselves shall be stronger than the rope with which they are
used. If one should break during the test, then two others shall be selected and attached
to ancther piece of rope and the test repeated and this process shall be continued until
—43—

the Inspector is satisfied of their reliability, in which case the lot shall be accepted. If,
however, ten per cent or more of all the sockets tested break at a load less than the
minimum ultimate strength of the rope given in paragraph E, then the entire lot shall be
rejected and new ones made of stronger material.

The length of each rope from inside of bearing to inside of bearing of sockets shall
be marked on the socket.

The purchaser reserves the right to test each wire rope connection, after its attach-
ment is made, up to one-half of the ultimate strength of the rope, and if it show the least
sign of weakness it shall be rejected and replaced.

The manufacturer shall provide proper facilities for making the tests and shall make
at his own expense all the tests required. All tests shall be made in the presence of an
inspector who represents and is paid by the Engineers.

All ropes shall be shipped in coils whose minimum diameter is at least thirty times
that of the ropes, and they shall be uncoiled for use by revolving the coil, not by pulling
the rope away from the stationary coil.

36. STRAIGHTENING.

All metal must be thoroughly straightened before being laid off or worked in any way.

o

37. BUILT MEMBERS.

Built members must, when finished, be true and free from twists, kinks, buckles, or
open joints between the component pieces.

All abutting surfaces of compression members must be planed or turned to even
bearing so that they shall be in as perfect contact throughout as can be obtained by such:
means; and all such finished surfaces must be protected by white lead and tallow before
shipment from the shop.

The ends of all webs and of chord of flange angles that abut against other webs must
be faced true and square or to exact bevel; and the end stiffeners must be placed perfectly
flush with these planed ends, so as to afford a proper bearing. Filling plates beneath end
stiffening angles must be practically flush with the said angles, and must in no case project
outside of same at the bearings.

The end connection angles of stringers are to be riveted to the webs with the whole
stringer assembled in an iron frame which will give the exactly correct length of stringer
and the correct position of the angles.

The floor beams shall be milled on both ends over their entire area and made of
exactly correct length, after the connection angles are riveted in place. The end connec-
tion angles must be so accurately fitted that not more than one-sixteenth of an inch will
be taken off the angles at their roots. The abutting ends of cantilever beams shall be
milled in the same manner.

No web plate shall be allowed to project beyond the flange angles or to recede more
than one-eighth of an inch from faces of same.

All filling and splice plates in riveted work must fit at their ends to the flanges suf-
ficiently close to be sealed by the paint against the admission of water; but they need not
be tool finished, unless so specially indicated either on the drawings or in the specifica-
tions. Edges of spliced web plates must be faced so as to provide close contact throughout
the entire depth.

All stiffeners are to have a driving fit between the flange angles.

Riveted members must have all parts well drawn together and bolted before riveting
so that when finished they will be free from open joints and the component parts will lie
close on each other.

No piece having an error of more than one thirty-second of an inch between centers
of pin-holes, or one-fiftieth of an inch in the diameter of the pin or its hole, will be ac-
cepted.

38. ANNEALING.

In all cases where a steel piece, in which the full strength is required, has been par-
tially heated or bent, the whole piece must be subsequently annealed. In pieces of sec-
—44—

ondary importance, where the bend is slight, the bending is to be done cold, and no anneal-
ing will be required. Crimped web-stiffeners will not require annealing. The cross beams
under the concrete floor need not be annealed.

39. FILLETS AND SHEARED EDGES.

All sheared and hot-cut edges shall have not less than one-quarter inch of metal re-
moved by planing to a smooth, finished surface. Lacing-bars, fillers, stay-plates, lateral-
bracing connecting plates, top and bottom edges of plate-girder webs and ends of cover
plates on girders, and ends of roller beams, will be exempt from this requirement.

No sharp, unfilleted angles will be allowed anywhere; and wherever plate or shape
has been cut into, the fillets, as well as the edges of cut, must be finished so that no sign
of the punched or sheared edge remains.

40. PUNCHING AND REAMING.

Holes in steel work, where not specifically excepted, shall be punched with a punch
one-eighth inch in diameter less, and shall be reamed to a diameter one-sixteenth inch
greater than the diameter of the rivet intended to be used. Reaming shall be done by
means of twist drills, except in cases where it is impossible to use other than a tapered
reamer. Holes must be at right angles to the surface of the member, and all sharp or
raised edges of holes under heads must be slightly rounded off before the rivets are driven.
Holes in metal thicker than their diameters shall be drilled except in base plates and minor
members which carry no stress, where punching will be permitted.

Holes for both shop and field rivets in lattice bars, lattice angles and lattice connec-
tion plates, batten plates, laterals, sway braces and lug angles connecting these parts, may
be punched full size. All holes in the cross beams between the concrete floor and the
stringers may be punched full size.

All punched work shall be so accurately done that after the various component pieces
are assembled and before the reaming is commenced, forty per cent of the holes can be
entered easily by a red of a diameter one-sixteenth of an inch less than that of the punched
holes; eighty per cent by a rod of a diameter one-eighth of an inch less than same; and
one hundred per cent by a rod of a diameter one-quarter of an inch less than same. Any
shop-work not coming up to this requirement will be subject to rejection by the Inspector.

All parts fastened together by shop rivets for which holes are to be reamed shall be
assembled and firmly bolted together before the reaming is done.

41. ASSEMBLING OF MEMBERS AND PREPARING FIELD RIVET HOLES.

Holes for field rivets, where not specifically excepted, shall be reamed while the
connecting parts are temporarily assembled; or where so specified they may be reamed
to an accurate steel or cast iron template not less than one inch thick.

If it is necessary to take the pieces apart for shipping or handling, the respective
pieces reamed together shall be so match-marked that they may be reassembled in the final
setting up. No interchange of parts after reaming will be allowed.

All trusses shall be completely assembled in the shop and the holes for field rivets
shall then be reamed.

For lift span towers the longitudinal plane bracing together with each front column
and back column shall be assembled and reamed. The transverse trusses which connect
the main tower columns at their tops shall be assembled with the upper sections of the
columns and the holes for all field rivets reamed.

The transverse bracing members connecting the main columns of the towers of the
swing span shall be assembled with the columns and the holes for field rivets reamed.

Field rivet connections in the floor svstem shall be reamed while the members are
assembled, or to a steel or iron template as specified.

42. RIVET HOLES.

Rivet holes must be accurately spaced; the use of drift pins will be allowed only for
bringing together the several parts forming a member, and they must not be driven with
45 =

such force as to distort the metal about the holes. The distance between the edge of any
piece and center of a rivet hole must never be less than one and a half inches, excepting
for lattice bars, small angles, and where especially shown otherwise on the drawings; and
wherever practicable this distance shall be at least twice the diameter of the rivet. No
drifting to distort the metal will be allowed. If a hole must be enlarged to admit a rivet,
it must be reamed.

43. RIVETS.

Rivets when driven must completely fill the holes, and have full heads concentric
with the rivet holes. Rivets must be driven, whenever practicable, by a machine capable of
retaining the applied pressure after the upsetting is completed. Elsewhere the pneumatic
hammer shall be used if possible.

The rivet heads must be full and neatly finished, of approved hemispherical shape, in
full contact with the surface, or be countersunk when so required, and of a uniform size for
the same sized rivets throughout the work; and they must pinch the connected pieces
thoroughly together. Flattened heads may be used in certain places, if necessary for
clearance. Except where shown otherwise on the drawings, all rivet diameters are to
be seven-eighths of an inch. No loose or imperfect rivets will be allowed to remain in any
part of the metal work.

Field rivets shall be furnished to the amount of fifteen per cent plus ten rivets in ex-
cess of the nominal number required for each size.

44. PIN HOLES.

Pin holes must be bored truly parallel to each other and at right angles to the axis
of the members, unless otherwise shown on the drawings; in pieces not adjustable for
length, no variation of more than one thirty-second of an inch will be allowed in length
between centers of pin holes.

45. PINS.

Pins shall be turned accurately to a gauge and finished perfectly round, smooth and
straight. All pins, six or more inches in diameter shall fit their holes within one thirty-
second of an inch. Pins less than six inches in diameter shall fit their holes within one-
fiftieth of an inch. The Contractor must provide steel pilot-nuts for all pins to preserve
the threads while the pins are being driven.

46. TURNED BOLTS.

When members are connected by bolts which transmit shearing stresses, the holes
must be reamed parallel, and the bolts must be turned to a driving fit. The threaded

ponent of turned bolts shall be one-sixteenth inch less in diameter than the body of the
olt.

47. ANCHOR BOLTS.

Bed plates and bearings shall be bolted to the masonry either by fox bolts or by bolts
set in the masonry during its construction. In the case of fox-bolting, the Contractor for
Erection must drill all holes and set the bolts to place with Portland cement grouting.

Anchor bolts shall be of rivet steel with United States standard threads. The thick-
ness of the nuts for anchor bolts shall be equal to or greater than the diameter of the bolt.
Anchor bolts shall not be painted before shipment; and the exposed portions thereof, after
erection, shall receive two coats of paint when the other metalwork is painted.

48. THREADED NUTS, ETC.

Turnbuckles and clevises must be made so strong and stiff that they will be able to
resist without rupture the ultimate pull of the members which they connect, and without
distortion, the greatest twisting moment to which they could ever be subjected.
—46—

The dimensions of all square and hexagonal nuts, except those on the ends of pins,
shall be such as to develop the full strength of the body of the adjustable member. No
round headed bolts will be allowed. All threads, except those on the ends of pins, must
be of the United States standard.

49. ROLLERS.

Rollers shall be accurately turned to the dimensions shown on the drawings, and
shall be true and straight and smoothly finished. The tongues and grooves in plates and
rollers must fit snugly, so as to prevent lateral motion. Pedestals or bases for shoes
shall be planed on both top and bottom. Bottoms of shoes shall be planed.

50. NAME PLATE.

Cast iron name plates of neat design and finish, giving the names of the officials
of the Purchaser, the Engineers and the Contractors and the date, as may be specified,
shall be attached to each end of the bridge; and patent plates of bronze or brass shall be
attached to the movable span. No other name plates shall be permitted.

51. REINFORCEMENT.

‘Bars for reinforcing shall be deformed bars having their corrugations at right angles
to the length of the bar. All reinforcing material shall be rolled from _ billets
and shall be of medium steel, uniform in character, manufactured by the open
hearth process. Any attempt to substitute steel manufactured by the Bessemer process,
or from old steel rails, will be considered a violation of the contract, and adequate reason
for its cancellation. All finished material as it comes from the mills shall be free from
all flaws, cracks, or other defects, and must have a clean finish.

The steel shall conform to the following requirements: Maximum Phosphorus, basic,
.04 per cent; acid, .06 per cent; Maximum Sulphur, .05 per cent; Ultimate Tensile
Strength, 60,000 to 70,000 pounds per square inch; Minimum Elastic Limit, 35,000
pounds per square inch; Minimum Elongation in eight inches, 22 per cent; Minimum Re-
duction of area, 37 per cent.

When wire is employed, the material from which the wire is made shall conform to
the above requirements for medium steel, except that the ultimate strength may exceed
70,000 pounds, but shall not fall below 60,000 pounds per square inch; and the method
of fabrication shall be such that the ultimate strength of the wires after fabrication shall
not be less than 60,000 pounds per square inch.

52. RAILS AND CONNECTIONS.

The rails for the street railway tracks on the steel structure shall be the Pennsylvania
Steel Company’s Section 277, high tee rail weighing 80 pounds per yard of rail, or other
rails of equivalent section and weight satisfactory to the Engineers. They shall be con-
nected by 26-inch splice bars designed to fit the rail having six bolts one inch in diameter
with elliptical shanks and hexagonal nuts in each splice. The joints between rails are to
be placed opposite. Each rail shall be fastened to each cross beam on which it rests by
two Carnegie rail clips, No. 108 with elliptical holes or equivalent, having bolts three-
fourths of an inch in diameter with square head and nut. The heads of the bolts shall be
down and they shall be beveled so as to rest in full contact against the lower portion of
the flanges of the beam. The track rails are to be erected on the steel work and to be
adjusted to correct alignment and grade, and all bonding completed before any part of
the concrete slabs are placed. Enough rails shall be furnished to extend two feet beyond
the back walls of the buried piers at the ends of the structure over the Columbia River,
the structure over the Oregon Slough, and the structure over the Columbia Slough.

There are to be two derailing switches consisting each of a standard tongue switch
equipped with a spring which will hold the tongue securely to either side. These
switches are to be placed in each right-hand track about 125 feet from the channel ends
of the fixed river spans and are to be connected by suitable switch rods, bell cranks, and
pipe connections of the usual switch throw type, with all necessary guides and adjust-
ments to the safety gates, so arranged that the switches will be thrown, to derail the car
when the gate is closed, and thrown for safe passage when the gate is open. The gates
—47—

are of a simple type, hinged to the truss members and turned through ninety degrees.
The derailing switches are to be in all respects similar to the Lorain Steel Company’s
Guaranteed Special Work. At expansion joints between spans, as indicated on the
drawings, the adjoining ends of the rails shall be fitted for manganese steel gap bars,
and these bars and connections shall be furnished with the rails.

All rails, splice bars, bolts, rail clips, connections and appurtenances of every kind,
not otherwise specified, shall be made by the open hearth process in accordance with the
Pennsylvania Steel Company’s specifications for No. 1, standard open hearth steel tee
rails, except that the rails shall be sixty feet long save only where shorter lengths are
required to conform to the span lengths and the location of expansion gap bars.

The special movable rail joints at the ends of the swing span, including all parts
thereof excepting the rails themselves, shail be considered a portion of the machinery.

53. BONDING RAILS.

The rails are to be bonded by the use of two compressed terminal double stranded
bonds, 4-0 capacity, similar to bond Type F3 of the Ohio Brass Company, 1914 Catalog
No. 14, with seven-eighths inch terminal and 4-0 cables, thirteen inches long, placed
under the angle bars at each and every rail joint. The bonds are to be properly com-
pressed into freshly drilled holes in the rail web and the ends are to be soldered. Bonds
of similar size and capacity are to be placed around all special work, and across expansion
joints with proper allowance for expansion. Cross bonds of 4-0 cable with similar
terminals similarly compressed and soldered are to be placed so as to connect all six
rails across the roadway at intervals not more than five hundred feet apart. Ample
contacts are to be provided at each end of the movable span, arranged so as to complete
the track circuit onto the fixed spans when the movable span is in its closed position.

54. STEEL TAPES.

The Contractor who furnishes the metalwork shall, promptly after the execution
of his contract, furnish the purchaser, free of charge, two steel tapes one hundred feet
long, and two steel tapes three hundred feet long, all guaranteed to agree exactly with
the shop standards of the manufacturer of the metalwork.

55. PAINT AND SHOP PAINTING.

The Contractor who furnishes the metalwork shall furnish and apply the paint for
the shop coat.

Before leaving the shops, all metalwork shall be thoroughly cleaned of mill scale,
rust, and dirt, by the use of wire brushes and scrapers, and shall be given one coat of
red lead paint or other paint approved by the Engineers. Painting is to be done in a
thorough and workmanlike manner, and the paint shall be thoroughly rubbed out and
evenly spread over the surface of the metal in such a way as to avoid wet paint pockets.
The paint to be used shall be “New Process Red Lead-in-Oil,” manufactured by the De-
troit White Lead Works, or ‘Dutch Boy Red Lead-in-Oil’’ manufactured by the National
Lead Company; or Lowe Bros. Red Lead Lute, or other paint, as the Engineers may
direct, in paste form mixed with pure boiled linseed oil; forty pounds of red lead paste
shalh be mixed with one gallon of oil to make about two gallons of paint. Pure turpen-
tine Japan Drier as required may be used.

The materials for painting shall be subject at all times to inspection and analysis
and the detection of any inferior quality of such material shall involve the rejection of
all suspected material at hand and the scraping and repainting of those portions of the
work which in the opinion of the Engineers, were painted with inferior material.

Every requirement of the clause of Field Painting shall also apply to Shop Painting
where applicable.

56. SHIPPING AND SCALE WEIGHTS.

All materials shall be loaded carefully so as to avoid injury in transportation, and
they shall be at the risk of the Contractor responsible for them until the bridge is erected .
and accepted. Metal or other material lost or damaged in transit or during erection, or
—48—

at any time before completion and final acceptance of the work, shall be replaced at his
own expense by the Contractor responsible for them when lost or damaged.

Payment for pound price contracts shall be by scale weight. The scale weight of
every piece except small duplicate parts which may be bundled, and of every box or
bundle, shall be marked on it in plain figures. As each shipment is made, statements in
triplicate, showing in detail the various classes of material taking different unit prices, the
number of pieces, the marking and weight of each piece separately, shall be furnished to
the Engineers and their inspectors. The Inspector must be given reasonable opportunity
to check the weights of finished numbers before shipment. Not more than five per cent
excess weight over the weight calculated from shop drawings of machinery parts, and not
more than two and one-half per cent excess weight over the weight calculated from the
shop drawings of other metal work, will be paid for by the Purchaser.

All small parts, such as rivets, bolts, nuts, pins, washers, and small connection plates,
shall be strongly boxed, and the contents, as well as the shipping address, shall all be
plainly marked on each box.

57. DEMURRAGE AND CARTAGE.

The Contractor for the erection of the superstructure shall unload all superstruc-
ture materials promptly upon their arrival and transport them to the bridge sites; and
he shall be responsible for and shall pay any and all demurrage or other charges incurred
by failure to unload cars or boats within the time allotted therefor by the transporta-'
tion companies. He shall check against the shipping lists all parts and pieces of material
as they are unloaded, and shall properly report same.

58. ERECTION OF STEEL.

The Contractor shall furnish all falsework, staging, barges, plant, tools and equip-
ment, and shall erect, adjust, rivet and paint all metal work. Attention is called to the
fact that before shipment from the shop, all trusses and the principal parts of the towers
are to be assembled and their field holes reamed while the members are assembled. All
trusses, spliced columns, and similar members will be match-marked and must be erected
in accordance with such marking. The erecting Contractor shall furnish and supply
without charge all necessary temporary bolts for erection. Parts are to be carefully
handled and accurately assembled. Excessive hammering which will injure or distort the
material will not be permitted.

Truss spans shall be erected on blocking placed so as to give the trusses the proper
camber and the blocking shall be kept at proper elevation until all truss connections are
completely riveted.

Bearing surfaces shall be cleaned before being placed together; rollers and sliding
shoes shall be cleaned and oiled. Riveted connections shall be accurately and securely
fitted up before rivets are driven. Holes which do not match shall be reamed. Drifting
which will distort the metal or gouging will not be permitted. Fitting up bolts shall be
placed in at least everv third hole.

The Contractor will be permitted to use any method of erection that he may desire
provided it meets the approval of the Engineers. It is contemplated, however, that the
erection of the bridge over the Columbia River and the bridge over the Oregon Slough
can most readily be erected by floating the spans into place. If the lift span is con-
structed in the Columbia River Bridge, it is contemplated that the fourth truss span
from the Vancouver end will be temporarily omitted for the passage of river traffic while
the lift span is being erected. The lift span and the two adjacent spans will be set in
place on the piers; the towers constructed on the adjacent spans, and the operating
machinery placed on the lift span. The suspending cables for the lift span will be attached
end placed over the sheaves and the counterweight frames will be connected to them.
The concrete for the counterweights can then be hoisted to forms suspended from the
counterweight frame.

In case a swing span is used in the Columbia River Bridge, the span can be either
floated into position or may be erected on the timber draw protection.
—49—

59. CORRECTION OF ERRORS OF CONNECTIONS.

If there should be any misfits in the connections of the steel work, of the machinery,
and of the machinery to the steel work, and of the timber to the steel work, the Con-
tractor shall be required to make all necessary adjustments and corrections in all parts
to assure their proper connection. A usual amount of drifting, drilling and correcting
bad connections, and of scraping, lining and preparing bearings, is expected and is to be
done by erecting Contractor without additional payment. Whenever, in the opinion of
the Engineers, there is found to be an unusual and unreasonable amount of correction
of shop errors, or corrections of manufactured articles, the erecting Contractor shall
be paid for this work as unclassified work under this contract; provided, however, when
the Contractor encounters cases wherein additional payment seems properly due, he shall
call the attention of the Engineers’ thereto, and if they decide that an additional payment
is due, they will give a written order, and the Contractor shall perform the work and
shall present receipted detailed bills and vouchers for all expenses incurred as provided
under the Unclassified Work clause. No claims for additional payment due on such
work will be considered at all, unless a definite written order is given therefor by the
Engineers before such work is started. If the Engineers decide in any such cases brought
to their attention that additional payment is not proper, the Contractor shall proceed
to perform the work, but no additional payments will be made and no claims therefor
will be considered. All additional payments allowed the erecting Contractor for correct-
ing shop errors shall be paid by the Purchaser and deducted from the compensation
of the Contractor for the manufacture and delivery of the metal work and machinery.

60. FIELD RIVETING.

All field rivets are to be driven by pneumatic hammers of type and size to be ap-
proved by the Engineers. All rivets must be of rivet steel, and must be so heated and
driven as completely to fill the holes, and they must have full and perfect heads concen-
tric with the rivet holes, with underside of head square to shank. The shanks must be
of a uniform circular section throughout and cut square at end; and they must be free
from projections or imperfections which would prevent the head from fitting closely
before the rivet is driven. Connections must be thoroughly fitted up and rivets so driven
as to pinch the connected parts tightly together. No loose or imperfect rivets will be
allowed to remain in any portion of the metal work.

The manufacturers of the metal work will provide a complete equipment of field
rivets, including fifteen per cent plus ten rivets in excess of the nominal amount required
for each size, and the erecting contractor will be required to furnish at his own expense
any rivets above that excess which may be needed.

61. FIELD PAINT AND PAINTING.

The Contractor for erection shall furnish and apply the paint for field coats.

Before erection all surfaces which will come in contact with other surfaces, or which
will be otherwise inaccessible, shall be, cleaned and painted one coat of paint.
Immediately after erection, and after the completion of the field riveting, all metal work
shal] be thoroughly cleaned of dirt, rust, loose scale, blistered paint, and paint which
has been damaged in handling, concrete drippings, or any objectionable material that
may be on the metal. The heads of the field rivets and all parts of metal work where
the shop coat of paint is in any way damaged shall be painted one coat of red lead and
oil paint of the same character as specified for the shop coat. The entire metal work
shall then be evenly painted with two coats of paint: the first brown, the second black.

Cleaning and painting shall proceed by sections in amount as may be specified by
the Engineers, usually consisting of one complete span, or in case of viaducts, one span
and the tower or bent ahead. No operations shall be started until the previous operation
is entirely completed and accepted. Thus the complete cleaning and painting of each
coat on each span, or other specified section, shall be entirely completed and accepted
before any part of such span or section may be touched by a succeeding coat. When
any span is cleaned ready for painting, or when any coat thereof is painted, the foreman
shall call the attention of the Inspector thereto, who will give permission for painting to
proceed when he is satisfied that previous work is completed. At least seven days or
more if the Engineers so require shall elapse after the last portion of one coat has been
placed before the first portion of the next coat is applied.
—50—

Paint shall be evenly spread and thoroughly rubbed out over the entire surface of
the metal. Painters shall use a dust brush, as painting proceeds, where necessary to
remove dust particles that may have settled since cleaning. Thinning of paint with
turpentine, benzine, or any other thinner will not be permitted, but the paint must be
used in the condition delivered. Painting in the open air shall be done only in dry
weather and shall not be done in cold or freezing weather or upon a damp surface. Any
painting injuriously affected by cold or rain shall be entirely cleaned off and fresh paint
applied.

The cleaning and painting below the floor level shall not be done until after the
concrete is placed and the forms removed.

The requirements of the clause of shop painting shall also apply to field painting
where applicable.

The paint to be used for the two complete field coats shall be Nobrac, manufactured
by the Patterson-Sargent Paint Company, Cleveland, Ohio; Metalcote, manufactured by
The Lowe Brothers Company, Dayton, Ohio, and Tockolith; RIW No. 1379 and RIW No.
49, manufactured by Toch Bros., New York, or other paints of similar character which
may be selected by the Engineers; to be furnished in condition for application without
the mixture of any other ingredient, and to be applied as furnished.

The Contractor doing the field painting shall furnish the paint for, and paint on two
tower columns and the pier below, as may be indicated, a scale from low water mark, as
zero, to the upper limit of the lift span. Every foot-mark shall be indicated, every fifth
foot by a large mark, and neatly made figures eighteen inches high painted for every ten
feet of height. The paint shall be of the best quality white lead and two coats of it shall
be applied. On the piers a black background of a paint suitable for application to con-
crete shall be painted for the white marks and figures.

62. SETTING SHOES.

Bases, shoes and all superstructure metal which is to rest on masonry, includ?ng hand
rails on walls, shall be set to exact position and elevation and shall be supported by iron
wedges. The space between the metal and the masonry shall be filled with mortar or grout
of such consistency as the Engineers may direct and composed of one part of cement and
one part of sifted sand. The spaces in and above the shoes, and all parts of columns which
could retain water, shall be filled, as may be directed, with concrete in the proportion of
one part of cement, two parts of sand, and four parts of broken stone or gravel to pass
a one-inch iron ring. The top surface is to be finished with mortar so as to drain. The
cost of such work is to be included in the price paid for erection of steel.

Where anchor bolts are not already set in the masonry, the Contractor for erection
must drill all holes and set the bolts to place with neat Portland cement grouting, in holes
at least one-half inch greater diameter than that of the bolt.

63. INSTALLATION OF MACHINERY.

All machinery and machinery parts shall be prepared, erected, adjusted, painted,
oiled, and put in perfect operating condition. If the Contractor for erection have any
objection to any features of the machinery, as designed, he must state his objection within
ten days after signing his contract, to the Engineers in writing; otherwise his objections
will be ignored, if offered later as excuse for defective erection, adjustment, or operation.

The Contractor for erection shall furnish grease for guides, oi! for machinery, and all
such supplies to complete the mechanical parts for operation.

The Contractor for erection shall also maintain all machinery in adjustment and
shall perform all labor and operate the bridge for the Purchaser’s service for a period of
sixty days after it has been accepted by the Purchaser, and put into service, without addi-
tional payment. The Purchaser will furnish the necessary electric current, gasoline and
oil for such operation.

64. WIRE ROPE DRESSING.

As soon as the movable span is ready for operation, the Erecting Contractor shall
furnish and apply to all ropes two coats of Whitmore’s No. 1 Cable Dressing, as manu-
ea pes

factured by American Specialty Company of Cleveland, Ohio, or other wire rope dressing
satisfactory to the Engineers.

65. COUNTERWEIGHTS.

The counterweights shall be constructed, as shown on the accompanying drawings,
of steel frames surrounded by concrete. Before the construction of the counterweight is
begun the Contractor shall make blocks of concrete, not less than ten cubic feet in volume,
of the materials to be used in the counterweights; these blocks, when seasoned, shall be
carefully measured and weighed, to determine as nearly as practicable the probable weight
of the concrete in the counterweight. Forms and falsework, both subject to the Engineers’
approval, shall be constructed of ample strength to support themselves and the counter-
weight during construction. Counterweights must be of correct weights to balance the
spans. The Contractor shall adjust and correct the entire counterweights to balance as
required. The exposed surfaces of concrete of counterweights are to be painted with
two coats of special concrete paint to be specified by the Engineers.

The counterweights shall be built in forms attached to the counterweight frames,
which shall be connected to the suspending cables that pass over the main sheaves and
attach to the lifting span.

66. GASOLINE ENGINES.

Gasoline engines of the size and make specified on the drawings, or equivalent
engines acceptable to the Engineers, shall be erected and installed and properly connected
with the machinery. Each engine shall be capable of developing an amount of brake
horse-power ten per cent in excess of the rated capacity when operating at the normal
rate of speed with gasoline as fuel, and each engine shall be tested at the manufacturer’s
plant to meet this condition before shipment.

Each engine shall be fully equipped with Delco distributor, coil box, dry batteries,

tanks for gasoline, oil, and water, piping, tools and all needful accessories for starting and
for successful operation.

67. ELECTRIC MOTORS.

Electric motors of the size, character and make specified on the drawings, or equiva-
lent motors acceptable to the Engineers, shall be erected and installed, properly connected
with the machinery and with the controllers. Each motor shall be capable of producing
the maximum starting torque and the normal torques with corresponding speeds, as indi-
cated on the performance curves shown on the drawing, when subjected to the standard
tests of the American Institute of Electrical Engineers, viz., after one hour’s run at rated
load, the temperature of any part of the motor windings shall not exceed 75 degrees C.
above the surrounding air if the temperature of the surrounding air is twenty-five degrees
C. The permissible rise in temperature shall be increased or diminished one-half of one
per cent for each degree Centigrade the surrounding air differs from twenty-five degrees
Centigrade. Duplicate motors shall operate at substantially the same speed under the
same load and voltage. Each motor shall be tested by the manufacturer before shipment,
and shall demonstrate its ability to meet the above requirements for temperature, torque,
and speed requirements, and as shown on the drawings.

Standard solenoid brakes of the same manufacture as the motors shall be placed on
each motor shaft and arranged so that the brakes will hold off while the current is on and
apply automatically when the current is cut off the solenoid.

68. CONTROLLERS AND RESISTANCES.

For each movable span there shall be one master controller located in the operator’s
house, capable of governing one or both of the operating motors. Each master controller
shall be of the magnet control series—parallel type with five steps and shall be so arranged
and wired that the solenoid brakes on the armature shafts of the motors will be released
on the first point of the controller and the motors started on the second point of the
controller. Suitable resistances shall be furnished so that all motors can be started and
operated from stand-still to full speed without causing injurious sparking at the commu-
tators of the motors and without shock or jar to the bridge. All resistances shall be
—52—

mounted so as to be free from injurious vibration and so as to have free ventilation. Con-
trollers and resistances furnished must be of ample capacity to operate and control: the
motors to the satisfaction of the Engineers.

For the swing span there shall be a similar controller and resistances for operating
the end toggles.

69. SWITCHBOARD AND APPURTENANCES.

Switchboards shall be of first quality slate, so large that all meters, switches, cut-
outs, fuses, etc., thereon may be safely and easily reached and operated by the bridge
operator. Every switch, cut-out, button, etc., shall have a suitable name plate and shall
be properly labeled in accordance with its purpose and use.

The switchboard shall be mounted on a substantial iron support braced to the wall.

Switches of the quick break, railway type shall be provided for each feeder and for
each motor circuit.

An automatic circuit breaker equal to the laminated type ITE standard switchboard

oe shall be placed on the motor circuit between the feeders and the switchboard devices.
ach cable, each line of motors, and each line of lighting, signal, indicator, or other cir-
cuit shall be protected by suitable fuses of a pattern approved by the Engineers. An arn-
meter and a volt meter made by the Weston Electrical Instrument Company, or equivalent
meters acceptable to the Engineers, and of the capacity called for on the drawings, shail
be furnished and mounted on the switchboard. All switchboard appurtenances necessary
for the satisfactory operation of the electrical apparatus and for the complete operation
of the span shall be furnished whether specifically mentioned or not, and bidders will sub-
mit with their tenders a complete statement of the appurtenances included. One set of
extra carbons for each kind of circuit breaker and ten extra fuses of each k’nd used shall
be furnished with the switchboard equipment. All switches, circuit breakers and other
appurtenances shall have ample capacity for the maximum current the motors may use.

70. ELECTRIC WIRING.

All wiring from a source of supply not more than 100 feet distant from one end of
the movable span shall be furnished and placed by the Contractor. Direct current at
about 600 volts is available.

All wiring shall be double-braided, rubber-covered, copper wire and shall be drawn
into place into loricated pipe conduits without injury to the wire or its insulation. No
wires smaller than No. 12 B&S gauge shall be used.

The conductors for the swing span shall consist of steel-armored, subaqueous cables
with the two independent conductors, one for the supply and one for the return current.
Each cable shall be of sufficient capacity to carry safely the necessary current to operate
the bridge with full overload on the motor as specified. Each cable shall be composed
of nineteen strands of tinned, copper wire of not less than ninety-eight per cent conduc-
tivity. The insulating wall of rubber shall be not less than five thirty-seconds of an inch
thick, containing not less than thirty per cent of pure Para rubber. There shall be one
winding of tape, and a lead sheath, three thirty-seconds of an inch thick, containing three
per cent of tin alloy; also a substantial jute and asphalt covering and an armor of
galvanized steel wire of suitable size for the diameter of the cable. The cables shall show
at sixty degree Fahrenheit an insulating resistance of five hundred megohms per mile
after five minutes’ electrification. These cables shall be brought up through the center
pivot, as shown, with collector rings to carry the current to the controlling apparatus
while the bridge is swinging. These collector rings shall be protected by movable metallic
casing.

All feed wires shall be of ample capacity to carry the necessary current with a drop
in potential not to exceed three per cent. Each feeder shall be protected by a pole switch,
e and lightning arrester mounted on a non-combustible and non-absorbent insulating
ase.

The subaqueous cables shall be carried across the channel from the fixed span to
the pivot pier, in a trench to be excavated in the riverbed not less than five feet deep and
filled up after the cable is placed.

Feeders and suitable collectors, as shown by the drawings, shall be installed on the
tower and on the lift span with adequate wiring and connections to the controllers.
—53—

Proper return circuits shall be provided to carry current from movable spans to the
ground circuit.

71. LIMIT SWITCH.

A geared limit switch, as shown on the drawings, shall be so wired in connection with
a main line solenoid located on the switchboard, that the solenoid circuit can be broken
and the current cut off the motors at any point in the movement of the lift span. The
solenoid shall be equipped with blow-out magnets to disrupt the arc caused by the opening
of the motor circuit.

A push button switch shall be attached to the lever of the hand brake which will
enable the operator to short-circuit the limit switch and thus keep current through the
motor and solenoid brake until the span is closed.

72. SIGNAL LIGHTS AND SERVICE LIGHTS.

Signal lights, as required by the U. S. Government, shall be provided and placed on
the piers and movable spans.

For the lift span, the following lights shall be furnished:

At each end of each tower pier there shall be one red light placed near the top
of the pier. Vessel signal lamps shall be attached to the lower chords on both up and
down stream sides of the lift span, each signal consisting of a double electric lantern
having eight-inch Fresnel lenses colored green and red. They shall be wired so as to
be controlled from the operator’s stand to show either green or red, and there shall be
provided in the operator’s house a green and a red lamp so mounted as to denote which
circuit is glowing.

For the swing span, the following lights shall be furnished: At each end of the draw
protection, at each end of each side pier, and at each side of the pivot pier, there shall
be one red light placed near the top of the pier. Three signal lamps shall be placed on
the top of the truss span, one at each end over the portal and one on the top of the central
tower, each signal consisting of a double electric lantern having eight-inch Fresnel lenses
colored green and red. They shall be wired so as to be controlled from the operator’s
stand to show either green or red and a green and a red lamp so mounted as to denote
which circuit is glowing shall be provided in the operator’s house.

All lights, both red and green, shall be visible on a dark night with a clear atmosphere
not less than 2,000 yards. All lights are to be shown from half round, pressed Fresnel
lenses eight inches in diameter with an arc of illumination of one hundred and eighty
degrees. The lamps are to be enclosed in substantial metal lanterns, firmly attached as
may be approved. Pier lights on piers at the sides of the channel shall be controlled
from the gate tender’s houses.

There shall be placed in each machinery or operator’s house ten 16 c. p. lights dis-
posed about the room as may be directed, and there shall be placed ten 16 c. p. lights
distributed amongst the outside machinery and at stair landings, as may be directed, lights
on stairs to be controlled by switch at foot of stairs.

In each gate tender’s house there shall be placed two 16 c. p. lights, and on each of
the four roadway gates there shall be placed five 16 c. p. lights with red globes. Lights

placed outside shall have weatherproof sockets. Each set of lights shall be controlled by
proper switches on adequate switchboard.

All lamps, globes, sockets, wires, cut-outs, conduits, and other appurtenances neces-
sary for the complete operation of the signal and service lights shall be provided. The
wiring shall be run in approved loricated pipe conduits and the conduits shall be securely
fastened to the structure. All wires shall be double-braided, rubber covered copper wire,
none of which shall be smaller than a No. 12 B&S gauge and shall be drawn into the con-
duits without injury to the wire or its insulation, and all joints in the wire shall be cleaned,
soldered, and double-taped with friction tape.

A source of supply shall be furnished within 100 feet of each end of the movable span,
and from these sources of supply the Contractor will furnish all wiring and appurtenances
as described for all signal and service lights.

All signal and service lights are to be on the power circuit, or on the street railway
circuits.
54a

73. SIGNAL BELLS.

On each movable span there shall be applied and attached to the bracing over the
roadway a bell for signaling to the traffic on the bridge. This bell shall consist of a
twenty-one inch diameter hanging bell-metal bell with swinging clapper, which shall be
connected by suitable bell rope to some convenient position in the operator’s house.

74. OPERATORS’ HOUSES AND GATE TENDERS’ HOUSES.

All materials and workmanship in the houses and platforms and runways shall be of
the best quality. Lumber shall be of best grade seasoned material. Mill work shall be
of good quality, neatly joined and finished. Windows shall be provided with proper
catches and with DS glass or wired glass where specified. Doors shall be of first-class
mitered construction, one and three-quarters inches thick, provided with satisfactory
hinges and locks. Adequate gutters and down-spouts of galvanized iron shall be pro-
vided. There shall be an approved terra cotta flue and chimney for six-inch pipe, prop-
erly placed and supported, and a stove and piping shall be furnished and set up in each
house. Enclosed or covered structural steel in houses not in contact with mortar shall
receive the full specified painting before being covered. Uncovered woodwork of houses,
within and without, shall be painted with filler and three coats of first-class house paint
to be selected by the Engineers.

The walls are to consist of Portland cement plaster placed on metal lathing. The
lathing may consist of four-rib No. 26 gauge Hybrid lath or other lath and studding which
may be approved, fastened to a steel frame. The outsides of the walls are to be plastered
with three coats of plaster, the first two to be composed of one part fibre Portland cement
and two parts of sand, and the last of one part Portland cement and two parts of sand,
tempered with lime putty and finished with a stippled or a spatter-dash surface. The in-
side of the walls and ceiling are to be plastered with two coats of a good quality, hard
wall cement plaster. The roof shall be of construction similar to the walls; two coats of
plaster, the same as the first two coats for the walls, being placed on the upper side and
one coat of plaster placed on the lower side of the roof lathing. The total thickness of
the walls and of the roof shall be not less than one and one-half inches and not more than
one and three-fourths inches.

The roofs of the houses shall be covered with asbestos shingles of dimensions as
shown on the drawings. Ridges and rolls of galvanized steel of No. 19 gauge shall be sup-
plied. In the houses on the movable span there shall be furnished a small work bench
paupeed with a vise, with oilers, oil can, and oil tank; and shelves shall be built as may

e directed.

75. STAIRWAYS, RUNWAYS AND PLATFORMS.

The Contractor for Erection shall furnish all materials except structural metal, and
shall build complete all runways and platforms, painting all woodwork with filler and two
coats of paint. The steel stair treads shall be filled with cement mortar, the cost of which
shall be included in the amounts paid for the erection of steel.

76. DEPTHS OF FOUNDATIONS.

All cribs, footings, caissons, and foundation bases are to be sunk or built to the depths
as shown on the plans, or to such other depth as the Engineers may deem necessary as the
work progresses.

The data furnished by the Engineers’ drawings regarding the depths of foundations
or the character and depths of the various strata of materials are to be considered merely
approximate and bidders must assume the risk of having to go to a greater or less depth
without changing their prices.

The data regarding the borings are not guaranteed as accurate by the Purchaser nor
is the Purchaser responsible for the Contractor’s interpretation of the facts disclosed by
preliminary investigations.

77. EXCAVATIONS.

. No special payments will be made for excavation of any kind for cribs, caissons, open
pits, material from cofferdams, or any other excavation, nor for timber used in shoring,
—55—

siding, or sheeting, nor for pumping or bailing, unless specifically so stated in the con-
tract, but the cost and value of all such excavation, shoring, pumping, etc., shall be included
in the amounts paid for completed work.

No excavations shall be made outside of caissons, cribs, cofferdams, sheet piling, or
sheeting, and the natural stream bed adjacent to the constructions shall not be disturbed,
without the special permission of the Engineers. If any excavations or dredging is made
at the sites of structures before caissons, cribs, or cofferdam constructions are sunk or
placed, the Contractor shall, after the foundation base is in place, back-fill all such excava-
tions around the caissons, crib, or similar structure to the original ground surface or river-
bed, with sound material satisfactory to the Engineers, and no special payment shall be
made for such work, but the value thereof shall be included in the amounts paid for
foundation bases in place.

78. CONSTRUCTING AND SINKING CRIBS.

Where cribs are shown on the drawings, they shall be sunk by excavating through
and loading them, or by any other method which may meet with the approval of the
Engineers. Cribs shall be pumped out and filled with concrete deposited in the open if
the Engineers consider that practicable; otherwise concrete shall be deposited under
water to such depth as the drawings require or as the Engineers direct, by means of a
water-tight tremie or other approved equipment; and when this concrete has hardened,
the crib shall be pumped out and the balance of the concrete shall be placed in the open.

The framing of timber is to be done in a substantial manner and the cribs so handled
during sinking that they will maintain correct shape without warping. The calking is to
be thoroughly and carefully done so as to prevent leakage.

The cribs up to the tops of bases, which enclose and form part of the bases, remain
permanently in place. Removable cofferdams, at least as high as shown by the drawings,
are to be built on top of the cribs, within which the pier shafts shall be built in the open,
and which shall be removed upon the completion of the pier shafts. No direct payment
will be allowed for these removable cofferdams, but their cost must be included in the
prices for shafts and bases. The designing of the temporary bracing and stiffening of cribs
and cofferdams and methods of loading shall be left to the Contractor, subject to the
approval of the Engineers. All loading boxes and other extraneous loads are to be cut
away and removed from the piers before they will be finally accepted.

79. COFFERDAMS AND SHEETING FOR OPEN EXCAVATION.

Where types of shoring, siding, sheeting, sheet piling, or cofferdams are not shown
by the drawings, their design will be left to the Contractor, who will be held responsible
for the ultimate completion of the foundations for which they are used; but the designs
must be made to meet the approval of the Engineers before the work of construction is
started.

Cofferdams, sheeting, or sheet piling for excavations in which water is encountered
shall, if practicable, be so designed and built that the water can be pumped out of them
and the footings laid in the dry; but if, in the opinion of the Engineers, this be impracti-
cable, the construction shall be carried out by placing a portion of the concrete under
water by means of a tremie or other special apparatus that may be approved by the Engi-
neers, in amount which may be approved by the Engineers, and placing the remainder of
the concrete in the open after the water has been pumped out of the excavation.

80. PILES IN FOUNDATIONS.

Piles in cribs or open pits or excavations shall preferably be driven after the cribs
are sunk and the excavations completed, but they may be driven before if the Engineers
approve. When piles are driven after excavations are made or cribs sunk, the material
they force up into the excavation or crib shall be removed to correct elevation before
placing concrete.

81. PILES AND PILE DRIVING.

All piles for foundations are to be cut from live, straight, sound timber of a quality
acceptable to the Engineers. They must be free from cracks, wind-shakes, and all serious
—56—

defects; and each pile shall be so straight that at every point its center will be within
one-third of its diameter at that point of a straight line between the centers of its ends.

Piles must show an even, gradual taper from end to end. The ends must be cut
square; all bark must be taken off, and the branches and knots must be smoothly trimmed
off, finishing the piles in a workmanlike manner. Unless otherwise specified, they must
not be less than nine inches in diameter at the top, and not less than fifteen inches nor
more than twenty-two inches in diameter at the butt. They must be spaced accurately
according to the plans, and must be driven vertically and to the satisfaction of the
Engineers. When their tops are cut off the pile heads must be level and at the elevation
shown on the plans.

The Contractor shall provide a suitable and efficient piledriver for driving the piles
to the depth and bearing required by the Engineers without splitting them. The piles in
the foundations shall be driven by the aid of water jets, and the apparatus used therefor
and the amount and the pressure of the water to be used shall meet the Engineers’ ap-
proval before the work is begun. Two jets per pile shall invariably be used and each
jet shall discharge not less than 900 gallons of water per minute.

Piles are to be long enough so they can be driven to the final position required by
the Engineers without the use of a follower. The parts of piles cut off shall be paid for
at the cost per lineal foot of the piles delivered at site as determined by the Engineers,
but shall be the property of the Contractor. Piles for temporary ferry approaches, for
ferry dolphins and similar construction, shall, in general, conform to the above require-
ments but may be seven inches in diameter at the top.

82. ENCOUNTERING OBSTACLES.

Bidders must figure on taking their chances on encountering piles, logs, boulders and
other obstacles at the pier sites; and the Contractor must provide himself with all the
necessary tackle and apparatus for handling the same. There will be no extra price
allowed because of the difficulty experienced in sinking or driving through or in removing
the said obstacles and no special payment will be made for such work.

83. BACK FILLING.

Upon the completion of any pier, pedestal, abutment, or wall, the surrounding
space shall be backfilled to the original ground surface with earth properly compacted
in a manner that will prevent unsightly depressions. Where necessary to prevent set-
tlement, the earth in back filling shall be rammed in layers not exceeding six inches in
thickness, or water tamped in layers not exceeding two feet, depending upon the char-
acter of the material.

84. RIP-RAP AND MATTRESSES FOR PIERS.

There shall be placed around the piers, as may be directed, either a quantity of rip-
rap material or willow mattresses anchored by stone.

Stone used for rip-rapping piers must weigh, when dry, at least 140 pounds per cubic
foot, must be hard, firm and durable, and must not disintegrate in water or in air. The
blocks of stcne must be angular and as nearly cubical as possible. Not more than one-
fourth may be in pieces weighing less than one thousand pounds each, at least one-fourth
must be in pieces weighing at least two thousand pounds each, and the balance will be
in pieces weighing from one thousand pounds to two thousand pounds. Pieces weighing
less than fifty pounds will not be accepted. The above proportion of sizes of stone will
be required to be deposited in each pile or area as may be required. Stone dumped con-
trary to directions no matter where, will be considered wasted, and will not be paid for.
Stone will be paid for by the cubic yard of solid material, no allowance being made for
voids. The volume of solid material will be determined by its weight as found by scales,
or by displacement measurement, if delivered in barges, and by the average specific
gravity as may be determined from time to time.

If the Contractor so elects, artificial stones made of concrete will be accepted for rip-
rap. The concrete shall be in proportion one part Portland cement, five parts sand, and
ten parts gravel, the ingredients and the mixing to be of the character specified under the
clauses on concrete.
87

If willow mattresses are used, they shall be of the sizes required and twelve inches
thick. They shall be constructed around the finished pier and woven in one continuous
mat for each pier. Mattresses shall be woven out of good, live, bar-growth willows,
freshly cut, one-half to two inches in diameter at the butt by five to twenty-five feet long.
These shall be woven in stitches about one foot wide over and under, with a selvage woven
along each end and side and along the sides and ends of the opening in the mat for the
pier base. There shall be galvanized wire cables three-eighths inch in diameter composed
of seven No. 11 wires and having an ultimate strength of five thousand pounds, run
longitudinally and transversely, both above and below the mat not more than ten feet
between centers; full length and width of the mat, and one similar cable one-half inch in
diameter shall be woven into each selvage, to which the smaller cables shall be attached.
At the intersection of all longitudinal and transverse cables the lower two cables shall be
fastened to the upper two cables with suitable and satisfactory iron clips not less than
five-eighths inch in diameter, or instead of clips, a piece of cable properly attached and
fastened so as to hold the cables securely in place may be used. These clips or fastenings
are to be placed and thoroughly secured and fastened after all slack shall have been taken
up in the cables by block and tackle.

There shall be used not less than one cord of brush to every 150 square feet of
mattress. The brush shall be measured before weaving is started.

Each mattress shall be sunk in place and ballasted with not less than one cubic yard
of one man stone, or more if necessary, to every 100 square feet of mattress. The stone
shall be evenly and uniformly distributed, and the mattress shall be placed into good con-
tact with the riverbed. Before any mattress is sunk, the area it will occupy is to be
cleared of projecting logs, snags, or piles.

If the piers are rip-rapped, there probably will be used for the Columbia River bridge
from 1,000 to 1,500 cubic yards per pier, and for the Oregon and Columbia Slough
piers, from 700 to 1,000 cubic yards per pier; but the amount may be greater or less.

If mattresses are used, they probably will be 125 feet wide and 200 feet long up
and down stream for the Columbia River piers; and 100 feet wide and 150 feet long
for the Oregon and Columbia Slough piers.

85. TIMBER.

Timber and lumber shall be sound, sawed to standard size, square-edged and straight;
free from defects, such as injurious ring shakes and cross grains, unsound or loose knots,
knots in groups, decay, or other defects that will materially impair its strength or dura-
bility. Except when used under water, not more than fifteen per cent of any cross sec-
tional area of any timber shall be sap-wood. Timber remaining permanently under
water shall be first-class, square-edged and sound. All timber and lumber shall be sur-
faced on four sides to standard dimensions.

In paying for timber, only the actual net lengths remaining in the structure will be
allowed for, but other dimensions than the lengths will be taken to accord with standard
sizes.

All timber left in the structure above low water shall be long-leaf, yellow pine, Ore-
gon fir, or mountain pine, while timber left permanently below low water may be of any
variety which, in the opinion of the Engineers, is suitable and of adequate strength.

86. TIMBER CONSTRUCTION.

The framing of all timber is to be done well and carefully by skilled carpenters, with
neat joining and tight fitting throughout; and all timber work shall be done in the most
substantial and thorough manner practicable. Ample numbers of fastenings, as called for
on the drawings, or as may be required by the Engineer, are to be used so as to properly
connect all parts. Malleable iron washers are to be used under all heads or nuts of bolts
bearing on wood. They are to be of sufficient size to distribute properly the greatest
allowable tension in the bolts. Bolts for timber constructions are to be of rivet steel and
are to have square or hexagonal heads and nuts and U. S. standard threads.

87. CREOSOTING.

Creosoted timber and piles of Oregon fir or mountain pine shall be treated so as to
receive and contain ten pounds of creosote oil per cubic foot of timber. Wherever prac-
—58—

ticable all timber treated shall be cut to exact dimensions before being treated so that it
will fit into position without trimming at the site. When creosoted timber is cut into or
trimmed after treatment, such surfaces shall be painted with creosote oil.

The oil shall be the best obtainable grade of coal-tar creosote; that is, it shall be
a pure product obtained from coal gas or coke oven tar, and shall be free from any tar,
oil or residue obtained from petroleum or any other source, including coal gas tar or
coke oven tar; it shall be completely liquid at thirty-eight degrees centigrade and shall
be free from suspended matter; the specific gravity of the oil at thirty-eight degrees
centigrade shall be at least 1.03. When distilled by the common method—that is, using
an eight ounce retort, asbestos covered, with standard thermometer, bulb one-half inch
above the surface of the oil—the creosote, calculated on the basis of the dry oil, shall
give no distillate below two hundred degrees centigrade, not more than five per cent
below two hundred and ten degrees centigrade, nor more than twenty-five per cent below
two hundred and thirty-five degrees centigrade, and the residue above three hundred
and fifty-five degrees centigrade, if it exceeds five per cent in quantity, shall be soft.
The oil shall not contain more than three per cent of water.

The process of treatment shal] be such that the oil is injected into the wood at
proper temperature, and the exact process to be used shall be approvd by the Engineers
before creosoting begins.

88. BROKEN STONE OR GRAVEL.

Where not otherwise specified, either broken stone or clean, hard gravel of qualities
satisfactory to the Engineers may be used in making concrete. The broken stone shall
consist of pieces of hard and durable rock such as trap, limestone, granite, or conglom-
erate, which shall be free from dust, clay, loam, or other material in such amounts as will,
in the opinion of the Engineers, impair the concrete. The stone shall be crusher run
up to the sizes specified, with all material that will pass a one-quarter inch screen removed.

The gravel shall be composed of clean, hard pebbles screened to the specified sizes,
being crushed where necessary, free from clay, loam, or other material in such amounts
that will, in the opinion of the Engineers, impair the concrete. Material that will pass
a one-quarter inch screen must be taken out.

If not satisfactorily clean, materials may be used if they are washed or otherwise
cleaned to satisfactory condition. Stone or gravel shall be stored on board platforms and
must not be shoveled up from the ground.

89. SAND.

Sand shall be defined as particles of hard, clean, stone, which shall pass a sieve of
one-quarter inch square mesh, and not less than fifty per cent of which shall be retained
upon a sieve of twenty-two thousandths of an inch square mesh, or what is commonly
called a No. 30 sieve.

90. CEMENT.

Bonner Portland Cement conforming to the following requirements shall be used,
provided the same can be purchased for the same price as other cements fulfilling the
requirements.

Cement shall be Portland cement of quality equal in every respect to the best brands
of American manufacture, delivered at site in suitable packages, satisfactory to the
Engineers, so as to be reasonably secure from air and moisture. Each package shall be
labeled with the name of the brand, the place made, and the name of the manufacturer.

The cement shall be ground so fine that it shall leave by weight a residue of not more
than eight per cent on the No. 100, and not more than twenty-five per cent on the No.
200 sieve.

The cement shall not develop initial set in less than thirty minutes, and shall not
develop hard set in less than three hours nor in more than ten hours. The times of setting
shall be as determined by a Vicat apparatus.

Neat cement shall be molded on glass into pats having thin edges and kept in moist
air for 24 hours. These pats shall then be immersed three hours in boiling water, and
then steamed three hours in a closed vessel. At the conclusion of these tests the pats
—59—

must be sound and hard and true to their original shape. If they are warped, soft, or
disintegrated, the cement from which the samples were taken will be rejected.

The minimum requirements for tensile strength for briquettes one square inch in
cross section shall be as follows, and the cement shall show no retrogression in strength
within the periods specified:

For neat cement:

Twenty-four hours in moist air, strength 175 pounds.

One day in moist air, 6 days in water, strength 500 pounds.

One day in moist air, 27 days in water, strength 600 pounds.

For one part cement, three parts sand by weight:
One day in moist air, 6 days in water, strength 200 pounds.
One day in moist air, 27 days in water, strength 275 pounds.

, In every case the cement to be used shall be approved by the Engineers before being
used.

Any cement that is caked or otherwise damaged so as, in the opinion of the Engineers,
to be injured, shall be rejected and all rejected cement shall be removed immediately from
the vicinity of the site.

The Contractor shall provide a suitable building for storing the cement, in which the
same shall be so stored as to permit easy access for proper inspection of each shipment.

The Engineers shall be notified of the receipt of cement for testing at least two weeks
before it is required for use.

91. CONCRETE PROPORTIONS.

Concrete for the various portions of the structure shall be made of cement; clean,
coarse, sharp sand; and broken stone or gravel, as specified above, mixed in the following
proportions:

A. Concrete not otherwise specified, one part cement, three parts sand, five parts
stone or gravel which will pass through an iron ring two and one-half inches in diameter.

B. Concrete for copings and for tops of construction sustaining loads; concrete for
handrails and ornamental posts at end of Columbia River bridge; concrete slabs on steel
structures, except where ctherwise specified, one part cement, two parts sand, four parts
stone or gravel which will pass through an iron ring one and one-fourth inches in di-
ameter.

C. Concrete that is deposited through water, one part cement, two parts sand,
and four parts stone or gravel that will pass an iron ring one and one-quarter inches in
diameter.

D. Concrete for slope protection slabs on embankments, one part cement, three
parts sand, five parts gravel which will pass through an iron ring one and one-quarter
inches in diameter.

E. Concrete for the rail headings on the steel structures, comprising about seven
inches of which on each side of each rail; one part cement, two parts sand, four parts of
broken pieces of hard, dark colored basaltic rock, or equally hard stone which will pass
through an iron ring one and one-quarter inches in diameter.

92. MEASUREMENTS OF STONE, SAND AND CEMENT.

The amounts of all the ingredients of concrete shall be determined by volume and
measurements are to be made loose. One barrel of cement, weighing 376 pounds net,
shall be considered to measure four cubic feet, or one bag of cement weighing 94 pounds
net, shall be considered to measure one cubic foot. The sand and the broken stone or
gravel shall be accurately measured by delivering to wheelbarrows or to the mixers
through boxes or compartments of known volume. The method of measuring the irgredi-
ents of the concrete and the quantity of water used shall be subject to the approval of
the Engineers.
—60—

93. MIXING AND PLACING CONCRETE.

All concrete shall be mixed in a mechanical batch mixer of a type which shall be
approved by the Engineers, except where special permission is given to mix by hand.
Continuous mixers shall not be employed on the work. The machine shall be operated long
enough after the last ingredient is deposited in it thoroughly to mix and incorporate all
ingredients to the satisfaction of the Engineers. Clean water, free from oil, acids, strong
alkalies, or vegetable matter, shall be used in mixing concrete. The water shall be added
in such quantities as will produce a wet mixture such as will flow readily in the forms and
around timbers or reinforcing bars, but the concrete shall not be so wet as to cause the
aggregate to separate from the mortar.

When concrete is mixed by hand, the mixture of sand and broken stone or gravel is
first to be spread in a thin layer on a timber platform, then the cement is to be spread on
top thereof, then the mass is to be mixed thoroughly while dry, after which the proper
quantity of clean water is to be added gradually while the mass is being turned over and
mixed until the mortar thus formed covers the pieces of broken stone or gravel entirely
and until the concrete attains the proper consistency.

Immediately after mixing, concrete shall be conveyed to place in such manner that
there shall be no separation of the different ingredients. Except as otherwise permitted,
it shall be deposited so as to bring the construction upward about level; and shall be
rammed, spaded, and agitated by suitable tools as may be directed, so as to produce a
thoroughly compact concrete of maximum density; and so that all interstices are filled,
and so that the concrete will present a smooth, finished, unbroken mortar surface without
exposed stone, when the forms are removed. Should any concrete receive its initial set
before being placed it shall be rejected and removed from the site of the work imme-
diately. If so directed by the Engineers, concrete in long columns or in deep, narrow
walls shall be placed through a tremie.

The Contractor shall so conduct his work that where necessary in the opinion of the
Engineers, the placing of concrete for any integral part of the structure shall be con-
tinuous; and in all cases the placing of concrete shall be stopped onlv at such points as
the Engineers may approve. The Contractor shall not begin to place concrete for any
such integral portion of the structure until the Engineers are assured that adequate quanti-
ties of the materials, which have been inspected and accepted are available to construct
said portion of the work without interruption. Before placing fresh concrete, all shav-
ings, sawdust, and debris of every nature must be removed and the old concrete surface
thoroughly cleaned of all dirt and scum or laitance and drenched with water.

Should, during construction, any surfaces of concrete be allowed to harden or dry
before the other concrete is placed thereon, they shall be swept perfectly clean with
brooms, then washed thoroughly with clean water, and the skin coat scraped away for
a strip about six inches wide next the forms and this shall be brushed with wet mortar
of the proportions in the concrete, and the junction of old and new work made neat
without open joints or offsets. The forming of such dry surfaces, however, shall always
be avoided if practicable.

If any imperfections shall be found upon the exposed surfaces of concrete, when the
forms are removed the imperfection shall be immediately corrected in a manner satisfac-
tory to the Engineers; notwithstanding that the Contractor had been permitted to pro-
ceed with certain forms and methods of placing concrete.

Except as otherwise specified, the Contractor for concrete construction will be re-
quired to build in place accurately all metal that is imbedded or anchored in the concrete.

All concrete deposited under water shall preferably be deposited by means of a
watertight tremie held vertically and arranged to be lifted and lowered as desired, but
buckets which open at the bottom and which are tripped by contact with the bottom mav
be used if the Engineers approve. Buckets tripped by a line operated from above shall
not be used. Buckets shall be as large as practicable.

No concrete shall be made or placed in freezing weather unless by and in accord-
ance with the directions of the Engineers.

After the concrete composing the sidewalk slab is placed, and before the concrete
has set the mortar shall be worked to the surface, and the surface troweled and finished
with a float so as to give a smooth and uniform surface.

The upper surface of the concrete under pavement shall conform accurately to
crown and grades and shall not be in waves that vary from a true surface more than one-
quarter inch in a distance of ten feet, and shall provide, except where otherwise required,
6 [=

a smooth even mortar finish. The curbs shall be troweled to a smooth finish, if possible,
without other mortar than that contained in the concrete. Drainage castings shall be
accurately set and slabs and curbs shall be neatly finished around them.

The concrete for the rail headings shall be placed after the other concrete in the
roadway slab has thoroughly set. This concrete must be thoroughly compacted into
place, so as to be dense and hard, and the spaces for wheel flanges must be formed
accurately to the dimensions shown on the drawings, and there must be no large aggregate
exposed on the surfaces. The Contractor may compact the concrete by compressing with
a roller of satisfactory weight, or by some method that will be satisfactory to the
Engineers; and methods will be altered or varied so as to produce the desired results.

94. ORNAMENTAL CONCRETE COLUMNS AND CONCRETE HANDRAILS.

At the Vancouver end of the structure, there will be constructed two ornamental
concrete columns and two portions of concrete handrails as shown by the plans. Particu-
lar attention is to be given to the surface finish of the concrete, and it must be of even
texture and uniform color, and must not show any board marks of forms. It shall be
finished by rubbing with a carborundum brick, by bush hammering, or by other means
which may be approved by the Engineers. The metal name plates which are to be placed
upon the columns will be furnished by another Contractor and placed by this Contractor.

95. FORMS, STAGING AND FALSEWORK.

The Contractor shall build all falsework and staging of adequate strength to support
safely the loads imposed upon them without injurious deformation or settlement.

The Contractor shall provide suitable forms, and their design shall be adapted to the
structure and to the kind of surface required on the concrete. The forms for concrete
surtaces which will be exposed to view shall be made of lumber which is dressed on both
edges and on the faces next to concrete, and the pieces shall be straight so as to insure
a tight form that will prevent the leakage of mortar. Forms shall be substantially buil?
and supported in such manner as to prevent bulging or deformation from the weight or
ramming of the concrete. All exposed corners and edges of concrete constructions are
to be rounded off to a two-inch radius, unless specifically called for otherwise on the
drawings.

Before the removal of forms, the concrete shall have attained a strength which iv
the opinion of the Engineers, will prevent injury from such removal. Falsework shall be
maintained under all constructions until such time that the concrete is able to sustain
itself and any load that is likely to come upon it, with absolute safety to the concrete.

In all cases the Contractor is responsible for and must make good any injury arising
from inadequate forms or falsework, or from the premature removal of same.

96. PREPARING AND PLACING REINFORCEMENT.

The reinforcement in the finished structure shall accurately conform in size and posi-
tion to the requirement of the plans. Before being placed in concrete, all reinforcemenf
shall be free from loose rust, scale or coating of any kind, which will reduce the bond
between it and the concrete. All reinforcing bars shall be bent cold to the dimensions
and forms shown on the drawings before they are placed in position. The bends shall
be accurately made in a bending machine.

Reinforcing bars and other reinforcement shall be placed accurately in position
shown for them on the drawings and shall be firmly held there during deposition of con-
crete by fastening the bars at crossings and splices and by the use of bars or other suitable
spacers and by special fastenings when any are shown on drawings. Adjustment of bars
during the placing of concrete will not be permitted. Where necessary, small blocks
made of cement mortar may be used to support the reinforcing rods at proper distances
from the forms.

The reinforcement for the roadway slabs is designed to be placed directly on the
roadway cross beams and other structural parts.

97. EMBANKMENTS AND EARTHWORK.

Enbankments are to be constructed on and about certain streets in the City of Van-
couver, across, Hayden Island, from the Oregon Slough to the Columbia Slough and from
—62—

the Columbia Slough to a point near the Columbia Boulevard. These embankments shall
fill behind and around the buried piers. There may be included certain roadway cross-
over and some fill on Columbia Boulevard.

The materials used for the embankments shall be sand, gravel, clay, loam, or other
earthy material free from pieces of wood, roots, or other foreign substances. Light, silty
material must not be used. If the embankments are constructed of sand, gravel, or other
material that compacts readily, it may be dumped in such manner as is best suited to the
Contractor's scheme of construction, but if clay or clayey material is used, it shall be
deposited in horizontal layers over the entire width of the embankment. If the material
is deposited in layers, the layers must be as thin as dumping from wagons will con-
veniently permit. The shoulders and side slopes of embankment must be straight, neatly
formed and regular, and shall conform to the slope stakes. It is expected that most of the
embankment will be made from sand dredged from the river, but the Contractor may get
the material from any source except that borrow pits must not be closer than twenty feet
from the toe of embankment slopes.

There shall be placed on all embankments sufficient additional material to provide
for shrinkage and for subsidence of the supporting ground so that on July 31, 1916, the
embankments shall be not less than the required elevation, width on top, and side slopes
for the net embankments shown by the drawings. If at the end of this period the embank-
ments do not correctly conform to grade and slopes, the Contractor shall place such addi-
tional material as will bring them to the correct elevations and dimensions.

It is considered possible that the land may subside under the embankment over parts
of Hayden Island, and over parts of the line between Oregon Slough and Columbia Boule-
vard, but it is not possible to estimate the amount of such subsidence, if any, nor the
amount of additional material required to be placed in the embankments on account of
it. Bidders are especially urged to examine this ground and to investigate experiences in
making similar embankments in this neighborhood.

Payment for embankments will be made at a price per cubic yard of volume included
between the present existing ground surface and the required top elevations and the
required net side slopes. No payment will be made for extra material necessary for
shrinkage, or for material placed on account of subsidence of land, or for any other
material additional to or in excess of the above described volume, but the value and cost
of all such material shall be included in the amounts paid for the volume as described.
Before the embankment is begun the existing ground surface will be cross-sectioned by
the Engineers and made of record and the surface from which the volume is calculated
shall be that shown by these data.

The Contractor for constructing the embankments shall cut away and remove all
trees, brush, logs, and debris from the site of the embankment. Trees shall be cut off not
higher than two feet from the ground surface. With the exception of the area on Hayden
Island, there is little clearing to be done. The cost and value of all the clearing that is
done shall be covered by the amounts paid per cubic yard for the embankment.

98. ROCK FILLS.

At the bottom of the slopes of the embankments at certain buried piers as shown by
the drawings there will be built loose rock fills, of stone generally conforming in character
to that specified for rip-rap for piers, but in sizes from 100 pounds to five hundred pounds
per piece. These rock fills will be made before the earth embankment above them is
placed, and their surface considered “present ground surface” in figuring earth embank-
ments. The rock fills will be paid for at a price per cubic yard measured as described
for rip-rap for piers.

99. CONCRETE SLOPE PROTECTION ON EMBANKMENTS.

The concrete slope protection as shown by the drawings shall be constructed not
sooner than nine months after the completion of the portion of the embankment they
cover. Before placing the concrete slab, the slopes shall be neatly trimmed to surface and
slope, exactly to conform to the required slope line, and the concrete shall be placed
thereon as soon after the forming of the slope as may be reasonably possible. The con-
crete slabs shall be four inches thick and in continuous slabs extending up and down the
slope for the full height required, and shall be in width not exceeding eight feet measured
263

longititudinally on the embankment. The reinforcement shall be properly placed and the
tops of the slabs shall be screened off and brought to correct elevation and the mortar
of the concrete worked to the face so that large aggregate will not appear. The lower
edge of the slab at the toe of the embankments shall be built in a ditch to be excavated
below the original ground surface as shown by the drawings, or as may be required, and
after the concrete is placed therein, the ditch shall be filled.

The Contractor for the construction of the embankment will be required to finish
the slopes of the embankments and dress them to a reasonable finish, but it is not expected
that such finish will leave the slopes in proper condition to receive the concrete slab. The
Contractor for placing the concrete slabs, will, therefore, refinish the slopes where slabs
are placed to give the exact surface as described; and the price to be paid for the con-
crete slabs in place shall include and cover all of the work of resurfacing the slopes and
of excavating and backfilling the ditch at the toe-wall for the slabs.

100. PAVEMENT ON STEEL STRUCTURES.

A pavement consisting of sheet asphalt, of asphaltic concrete, or of bitulithic
concrete, and conforming to the following specifications shall be placed on the top of the
concrete slab on the steel structure, in thickness and area as shown on the drawings.

The asphalt employed in the preparation of asphaltic cement for asphalt paving
shall be refined so as to be in every respect uniform in composition and of the character
set forth in the specifications. At least ninety-nine per cent by weight shall be soluble
in carbon bisulphide or chloroform, and at least 98.5 per cent shall be soluble in carbon
tetrachloride, and as far as possible, it shall be free from foreign and organic matter and
volatile oils. The penetration of the refined asphalt shall be not less than fifty-five
degrees Dow. A sample weighing 20 grams heated in an oven for five consecutive hours
at a temperature of 325 degrees F. shall show a loss of not more than 3 per cent by
weight. With every lot or shipment of asphalt, or asphaltic flux, the Contractor shall
submit to the Engineers a statement setting forth the name of the company supplying the
material, the name of the refinery at which the asphalt was prepared, with a report of the
tests made. Every barrel or container shal] have marked upon it a number indicating
the batch or run referred to in the reports of tests.

The oil used in the manufacture of asphaltic cement shall be a petroleum from which
the lighter oils have been removed by distillation. It shall be free from coke and other
impurities and shall have a specific gravity of from nine to twelve and nine-tenth degrees
Beaume; shall stand a fire test of 450 degrees F., and shall contain not more than 10%
by weight of paraffin. The flux or petroleum substituted shall be a residue from the
distillation of California or other suitable petroleum. It shall be soluble in carbon bisul-
phide not less than 90%, and soluble in 86 degrees naptha not less than 90%. It shall be
free from water, and shall lose by volatilization not more than 5% of oil when subjected
to a temperature of 325 degrees F., for seven consecutive hours. It shall yield not more
than six per cent fixed carbon on ignition, and when examined under a microscope
beneeth a covered glass, shall appear free from insoluble or suspended matter.

The asphaltic cement shall be a mixture of refined liquid asphalt with a refined solid
asphalt, or be an oil asphalt and shall be free from admixture with any residue obtained
by the artificial distillation of coal, coal tar, or paraffin oil. It shall be homegenous in
composition and shall have a consistency such that penetration with a No. 2 needle
weighted to 100 grams for five seconds and at a standard temperature of 77 degrees F.
shall be not less than 65 degrees nor more than 80 degrees Dow. While in use the
asphaltic cement shall be thoroughly agitated.

The sand used in asphaltic mixtures shall be clean, hard-grained and moderately
sharp, and shall not contain more than 2% of loam, clay, or other objectionable material;
all of it shall pass a 10-mesh screen and when ready to be incorporated with the asphaltic
cement, shal] contain not more than four per cent of material passing a 200-mesh screen.

A. The Sheet Asphalt Pavement shall consist of a wearing course laid immediate-
ly upon the concrete slab of the roadway in such manner that the minimum thickness
measured at any point after the asphalt has received its final rolling, shall be not less
than two inches. This wearing course shall be composed of « mixture of sand, filler,
and asphaltic cement in the following proportions by weight:

Aggregate passing 10-mesh screen retained on 20-mesh screen, 2 to 5%.
“Aggregate passing 20-mesh screen retained on 30-mesh screen, 4 to 18%.
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Aggregate passing 30-mesh screen and retained on 50-mesh screen, 18 to 24%.
Aggregate passing 50-mesh screen and retained on 80-mesh screen, 20 to 26%.
Aggregate passing 80-mesh screen and retained on 200-mesh screen, 24 to 32%.
Aggregate passing 200-mesh screen, 11 to 16%.

Asphaltic cement, 11 to 13%.

At least 10% and not more than 16% of the mixture shall be Portland cement filler.

B. The Asphaltic Concrete Pavement shall consist of a wearing course laid im-
mediately upon the concrete slab of the roadway in such manner that the minimum thick-
ness measured at any point after the asphalt has received its final rolling shall be not
less than 2 inches. This wearing course shall be composed of a mixture of sand, filler,
broken stone, and asphaltic cement in the following proportions by weight:

Aggregate passing one-half inch screen, retained on one-fourth inch screen, 5 to 9%.

Aggregate passing one-fourth inch screen, retained on 10-mesh screen, 27 to 31%.

Aggregate passing 10-mesh screen, retained on 40-mesh screen, 13 to 17%.

Aggregate passing 40-mesh screen, and retained on 200-mesh screen, 28 to 33%.

Aggregate passing 200-mesh screen, 6 to 10%.

Asphialtic cement, 9 to 12%.

After the broken stone and sand shall have been heated in a mechanical rotary drier
to a temperature between 250 and 325 degrees F., the whole mass shall be passed through
a rotary screen having circular openings of a maximum diameter of one-half inch and a
minimum diameter of one-tenth inch. The materials thus separated shall pass into sepa-
rate bins or compartments from which they shall be separately drawn into the weigh-box
in the proportion specified. If the proper proportion of filler be not obtained from the
crushed rock, the deficiency shall be supplied by addition of Portland cement or pulverized
stone of approved quality.

C. The Bitulithic Concrete shall consist of a wearing surface laid immediately upon
the concrete slab of the roadway in such manner that the minimum thickness measured at
any point after the wearing course has received its final rolling, shall be not less than
two inches. This wearing course shall consist of the following mixture in the following
proportions by weight:

Aggregate passing one-inch screen and retained on one-half inch screen, 36 to 50%.

z Aggregate passing one-inch screen and retained on one-fourth inch screen, 12 to
20%.

Aggregate passing one-fourth inch screen and retained on 10-mesh screen, 8 to 12%.

Aggregate passing 10-mesh screen and retained on 200-mesh screen, 24 to 32%.

Aggregate passing 200-mesh screen, 4 to 7%.

Bitulithic cement, 7144 to 9%%.

From 50% to 70% of the aggregate passing a 10-mesh screen shall pass a 40-mesh
screen, and from 20% to 35% of the sand shall pass an 80-mesh screen. After the
broken stone and sand shall have been heated in a mechanical rotary drier to a tempera-
ture between 250 and 300 degrees F., the whole mass shall be passed through a rotary
screen having circular openings of a maximum diameter 1% inches and a minimum diam-
eter one-tenth inch. The materials thus separated shall pass into separate compartments
from which they shall be drawn separately into a weigh-box in the proportions specified.
If the proper proportion of filler be not obtained from the crushed rock, the deficiency
sal! be supplied by the addition of Portland cement or pulverized stone of an approved
quality. ‘

The wearing course of any of the above pavements shall be prepared by determining
the proper amounts of the several constituents by the use of a suitable weighing device
before being dumped into the mixing box. The sand and broken stone shall be heated in
a suitable contrivance to a temperature between 250 and 325 dgrees F. These hot
materials and the cold filler shal! be thoroughly mixed together dry in » twin-pug or other
approved mechanical mixer for not less than fifteen seconds. The required quantity of
asphaltic cement previously heated to between 275 and 325 degres F. shall then be added
and the whole mass mixed until every particle shall be thoroughly coated with the asphaltic
cement. The aphaltic cement shall never be heated to a temperature in excess of 325
degrees F. If a pug type of mixer be used, the mixing of the various materials shall ‘con-
—65—

tinue for not less than one and one-half minutes including the dry mix with the mixer
paddles rotating between 70 and 90 revolutions per minute and the mixing shall be con-
tinued until the combination is uniform and homogenous.

The mixture as prepared above shall be delivered on the work at a temperature of
not less than 250 degrees and not more than 300 degrees F. and shall at once be uni-
formly spread with hot shovels and rakes to such a depth that after the final compression,
the wearing surface shall have not less than two inches of thickness and shall be of uni-
form density. It shall be immediately rolled with a roller producing a compression of
about 100 pounds per inch width of tire. There shall follow immediately a second rolling
by a roller producing not less than 200 pounds per inch width of tire, which rolling is to
be continued until no impression is made upon the surface by the roller; but in no case
shall there be less than five hours rolling for each 1,000 square yards of pavement. For
sheet asphalt and asphaltic concrete, a small amount of hydraulic cement shall be swept
over the surface.

For a distance of two feet from the curb, the surface of the pavement shall be painted
with hot, asphaltic cement to provide a seal to the concrete gutter. This paint coat shall
be applied with mops or other suitable devices in a direction parallel to the curve, and
care shall be taken not to mar the concrete gutter. Every portion of the surface mixture
not accessible to the rollers shall be compressed by tamping and shall be smoothed with
hot irons with especial care for such tamping and smoothing adjacent to and around catch
basins and other surface structures. Iron rakes, shovels, tampers, and other tools must
not be overheated. The cold joints between old work and new work, and all metallic
surfaces in contact with the wearing surface shall be painted with hot asphaltic cement
before additional wearing surface may be laid.

The finished pavement, of any class, shall show a close-grained, even, and smooth
surface true to grade and crown to correct elevation and free from hollows or inequalities,
and so as to give correct drainage to the gutter.

In the case of asphaltic concrete or bitulithic pavement, after the rolling above
specified has been finished, a thin coating of asphaltic cement shall be uniformly spread
over the entire surface completely to fill any unevenness of surface voids, and immediately
thereafter a thin layer of hot stone chips shall be spread over the surface and rolled into
it until thoroughly united with the wearing surface producing a solid, dense, bituminous
concrete.

No binder, and no wearing surface for pavement shall be laid in rainy weather, nor
shall any wearing surface be laid if the concrete slab be not thoroughly dry. The laying
of wearing surface at night shall not be permitted.

101. PAVEMENT ON EMBANKMENTS.

The pavement on embankments shall be any of the pavements specified for steel
structures laid upon a concrete base, or shall be Concrete Pavement No. i, Concrete
Pavement No. 2 (Hassam), or Asphaltic Concrete Pavement No, 1 on a broken stone base,
or Asphaltic Concrete Pavement No. 2 (Bitulithic) on a broken stone base.

The Contractor for placing the pavement shall make such surface excavations and
filling as may be necessary on the embankment to provide the proper surface at the proper
grades and slopes and elevations required for placing the pavement. The surface of the
embankment is to be thoroughly rolled and compacted with a roller, allowing a compres-
sion of not less chan 200 pounds per inch width of tire. The cost and value of such sur-
face excavation, filling, and rolling shall be included and covered by the price paid for
the pavement in place complete. After preparing the subgrade all unnecessary traffic
must be kept off.

A. Concrete Pavement No. One shall be composed of one part of cement, two parts
of sand and three and one-half parts of broken stone of a hard dark-colored basaltic rock
of uniform texture with sharp edges, or stone of an equal hardness having a specific gravity
of not less than 2.7. Not more than five per cent of the total volume of the broken stone
shall pass a screen one-quarter inch mesh, and not less than 30% of the total volume of
the broken stone shall pass a screen of one inch mesh. The sizes of broken stone shall
vary from the above minimum to particles passing in any direction through a two-inch
ting. Where not otherwise specified, materials and the mixing and placing of the con-
crete are to conform to the general requirements for concrete materials and mixing and
placing concrete specified above. Prepared bituminous expansion joint fillers shall be
2265 ==

placed in straight joints extending at right angles across the roadway every 30 feet. The
filler shall be water-tight and elastic of composition that will not become brittle in cold
weather or so soft as to run during hot weather. Cured joints will not be acceptable.

The entire thickness of concrete shall be laid in one course and it shall be compressed
by a roller to provide a dense compact concrete or shall be thoroughly tamped or worked
so as to be the equivalent of concrete produced by rolling, to the satisfaction of the
Engineers. The surface shall then be grouted with a mixture of one part Portland cement
to two parts sand to completely fill any remaining voids and immediately broomed with
steel wire brooms with a movement transverse to the axis of the roadway. The finished
surface must be true and uniform, conforming exactly to the required grade and elevation.
The transportation of concrete from the point of mixing to the point of deposit shall be
conducted in such manner that the mortar will not be lost and the concrete shall be so
handled that when deposited in place it shall be uniform in composition throughout, show-
ing neither excess nor deficiency of mortar in any part of the mass. It shall be trans-
ported in water-tight containers and shall be in place within thirty minutes after discharge
from the mixer. While the concrete is being placed, particular care shall be exercised
to prevent disturbance of the rolled subgrade. Before any concrete may be placed upon
it, the subgrade shall be thoroughly wetted.

During the summer months, beginning twenty-four hours after the pavement shall
have been completed, the entire surface shall be continuously wetted with water thrown
in a fine spray, or by other means satisfactory to the Engineers, for a period of at least
seven days, and for the entire daylight hours of every day. For this sprinkling the Con-
tractor shall employ at least one man for each 2,000 square yards of finished pavement,
or shall use other method which may meet the approval of the Engineers. No traffic of
any kind whatsoever shall be permitted upon the finished pavement until express permis-
sion is given by the Engineers. The total thickness of the pavement shall be not less than
seven and one-half inches from the subgrade to the finished surface of the pavement at its
thinnest point.

B. Concrete Pavement No. Two (Hassam) shall consist of broken stone, sand, and
cement of qualities heretofore specified for concrete pavement except that the broken
stone shall vary in size from three inches to one inch in each dimension. The stones shall
be spread to a sufficient depth to bring the surface after thorough rolling to the finished
grade of the street. The road roller used shall allow a compression of not less than 200
Ibs. per inch width of tire and any portions of the pavement which may not be accessible
to the roller shall be thoroughly compressed by tamping.

Into the stone so compacted, a grout consisting of one part of Portland cement to two
parts of sand shall be poured. This grout shall be sufficiently thin to flow freely and shall
be continuously mixed while being poured. Pouring shall continue until all voids are filled
and the grout flushes to the surfaces under rolling by a road roller or upon compression by
tamping, which shall immediately follow the grouting. The compression shall be con-
tinued until the pavement may no longer be compacted. Over the entire pavement as
above prepared, a layer of pea stone shall be evenly and smoothly spread to such thick-
ness that after a thorough tamping or compression by a road roller the voids in the surface
may be filled. Upon completion of the top dressing, the surface shall be broomed as
described for concrete pavements.

The finished surface must be true and uniform, conforming exactly to the required
grade and elevation. The surface of the finished pavement shall be sprinkled in the same
manner as described for concrete pavement and no traffic of any kind whatsoever shall be
permitted upon the finished pavement until express permission is given by the Engineers.
The total thickness of the pavement shall be not less than six inches from the subgrade to
the finished surface of the pavement at its thinnest point.

C. For pavements upon concrete base, the base shall be composed of one part
cement, three parts sand, and five parts of broken stone or gravel which will pass through
an iron ring two and one-half inches diameter, conforming to the requirements for con-
crete of these specifications. The concrete base shall be not less than five inches thick
and its surface shall be parallel to and not less than the specified thickness of pavement
below the finished grade and surface of the pavement. For sheet asphalt, the total thick-
ness of the pavement shall be two and one-half inches, of which one inch shall be a binder
course. For Asphaltic Concrete Pavement No. 1 the total thickness of pavement shall
be two and one-half inches, of which one inch shall be binder course. For Asphaltic Con-
crete Pavement No. 2 (Bitulithic), the total thickness shall be two inches. The construc-
=—=67—~

tion of these surfaces shall conform to the foregoing specifications for pavement upon
steel structure.

D. For pavements upon broken stone base, the base shall be constructed of broken
stone conforming to the specifications for stone and concrete pavement, but varying in
size uniformly from one and one-fourth to three inches in diameter, spread upon the
rolled subgrade to such depth that when compressed with road roller having compression
of not less than 200 pounds per inch width of tire, the thickness shall not be less than
six inches. The laying of broken stone base more than twenty-four hours in advance of
the wearing course shall not be permitted. For Asphaltic Concrete Pavement No. 1 the
total thickness of the pavement shall be two and one-half inches, of which one inch shall
be binder course. For Asphaltic Concrete Pavement No. 2 (Bitulithic), the total thick-
ness shall be two inches. The construction of these surfaces shall conform to the foregoing
specifications for pavement upon steel structures.

102. HANDRAILS ON EMBANKMENTS.

After the completion of the pavement on embankments, the handrails on the embank-
ments shall be built in accordance with the plans. The materials shall conform to the gen-
eral requirements of these specifications as to quality, and the handrails shall be erected
and completed in correct line and in a workmanlike manner. The portions of the hand-
rail posts to be imbedded below ground surface shall be dipped in carboleneum, or in hot
pitch. All parts of the handrail above ground surface shall be painted with a filler and
two coats of white lead paint consisting of 25 pounds of white lead to one gallon of lin-
seed oil with drier as required, and all paint materials are to be of best quality of their
various kinds and satisfactory to the Engineers.

103. DITCHING.

For the purposes of drainage for new channels for slough drainage, there may be
required certain open ditches. These will be paid for at a price per cubic yard for the
volume of the ditch which may be required and specified. Excavation beyond stakes or
below grade will not be paid for. The Contractor may, at his convenience, deposit the
material taken from such ditches in the embankments and: no deduction will be made from
the amounts to be paid for embankments on account of such material having been paid
for in excavation.

104. RIGHT OF WAY.

The right-of-way controlled by the Purchaser is shown on the drawings. Any addi-
tional ground, landing places, pier privileges, or wharfs that the Contractor may require
for his operation shall be procured or provided by the Contractor at his own expense.

105. ROYALTIES ON PATENTS.

All fees or royalties for any patented invention, article, or method of construction or
maintenance used in this structure or any part thereof, of any materials, tools, implements,
machinery, fixtures, or anything used by the Contractor, shall be included in the price
stipulated in the contract for the work, and the Contractor shall protect and hold harmless
the Purchaser against all demands for such fees, royalties and claims. No charge will be
made to the Contractor by the Engineers for the use of their patents in this structure only

106. SCOPE OF CONTRACTS.

The work to be done will be let under the following several contracts to one or more

bidders:

Contracts No. 1.

A contract for the manufacture and delivery of superstructure metal work for the
bridge over the Columbia River, in case a lift span be installed.

Contract No. 2.

A contract for the erection of the superstructure metal work for the bridge over the
Columbia River in case a lift span be installed.
—68—

Contract No. 3.

A contract for the manufacture and delivery of the superstructure metal work for the
bridge over the Columbia River in case a swing span be installed.

Contract No. 4.

A contract for the erection of the superstructure metal work for the bridge over the
Columbia River in case a swing span be installed.

Contract No. 5.

A contract for the manufacture and delivery of the superstructure metal work for the
bridge over the Oregon Slough and the bridge over the Columbia Slough.

Contract No. 6.

A contract for the erection of the superstructure metal work for the bridge over the
Oregon Slough and the Bridge over the Columbia Slough.

Contract No. 7.

A contract for the substructure in the Columbia River, in case a lift span be installed.

Contract No. 8.

A contract for the substructure in the Columbia River in case a swing span be in-
stalled.

Contract No. 9.

A contract for the substructure in the Oregon Slough and in the Columbia Slough.

Contract No. 10.

A contract for the construction of all embankments.

Contract No. 11.

A contract for the construction of reinforced concrete slabs and pavements over all
of the steel structure.

Contract No. 12.

A contract for the construction of pavement upon embankment.

107. TIMES OF COMPLETION.

Each contractor shall begin as soon as practicable after the date of signing the con-
tract, and shall carry his work to completion as rapidly as possible.

The Contractor for Contract No. 1 or Contract No. 3, Scope of Contract, shall deliver
the spans consecutively proceeding from one side of the river; the first four spans shall be
delivered complete in every particular not sooner than August 31, 1915, and not later than
October 31, 1915; at least four additional spans shall be delivered by December 31, 1915;
and all the remaining spans not later than April 30, 1916.

The Contractor for Contract No. 2 or Contract No. 4, Scope of Contract, shall pro-
ceed with erection consecutively from one side of the river; shall complete the erection
and riveting of four spans ready for the concrete floor not later than December 31, 1915;
and shall complete the erection and riveting of all spans ready for the concrete floor not
baer than June 30, 1916; and shall entirely complete the contract not later than July 31,
1916.

The Contractor for Contract No. 5, Scope of Contract, shall deliver the spans. con-
secutively beginning at one side of Oregon Slough; shall deliver the first six spans complete

in every particular not sooner than August 31, 1915, and not later than October 31, 1915;
shall deliver four additional svans by December 31, 1915; and shall deliver the remaining
spans not later than March 31, 1916.

The Contractor for Contract No. 6, Scope of Contract, shall proceed with erection
consecutively from one side of Oregon Slough; shall complete the erection and riveting of
six spans ready for the concrete floor not later than January 31, 1916; and shall complete
all spans ready for the concrete floor not later than May 31, 1916, and shall entirely com-
plete the contract not later than June 30, 1916.

The Contractor for Contract No. 7 or Contract No. 8, Scope of Contract, shall com-
plete the piers consecutively from one side of the river; shall have six piers ready for steel
not later than October 31. 1915; shall have all the piers ready for steel not later than May
30, 1916; and shall complete the entire contract not later than July 31, 1916.
sissy min

The Contractor for Contract No. 9, Scope of Contract, shall complete the piers con-
secutively from one side of Oregon Slough; shall have six piers ready for steel not later
than September 30, 1915; shall have all the piers ready for steel not later than April 30,
1916; and shall complete the entire contract not later than June 30, 1916.

The Contractor for Contract No. 10, Scope of Contract, shall complete the construc-
tion of all embankments except as may be hindered by the construction of buried piers, by
February 28, 1916; shall complete these portions around buried piers as soon as the com-
pletion of the concrete work will permit; shall begin the construction of slope protection
concrete slabs not earlier than July 31, 1916, and shall complete same and the entire con-
tract by September 30, 1916.

The Contractor for Contract No. 11, Scope of Contract, shall conform to the erection
of the spans in the prosecution of the work; shall complete all concrete work not later than
July 31, 1916; and shall complete the entire contract not later than September 15, 1916.

The Contractor for Contract No. 12, Scope of Contract, shall begin the construction
not sooner than July 31, 1916, and shall complete the same not later than September 15,
1916.

In the event that two or more of the Contracts under Scope of Contract are awarded
to one Contractor, the times for completion of such contract items may be relatively altered
provided the times of completion are not extended, and provided the times for other Con-
tractors are not changed.

It is the intention to have the entire bridge, and all incidental structures completed
and in service not later than October 31, 1916.

108. BIDS.

Bids shall be made by filling out the proposal form in this specification and delivering
it in sealed envelope as will be directed.

Every bidder shall submit with his tender a written statement of the plant and ma-
chinery proposed for use, and a written program conforming to the clause Plant and
Program of Construction, and information as to within what dates the plant and equip-
ment can be in service on the work. There shall also be cited works of similar character
and quantity which have been accomplished by the Contractor making the bid, and
which may be examined by the Purchaser and the Engineers. These statements will be
considered as evidence of the Bidder’s experience and of his ability to do the work, and
bids not accompanied by such papers shall be considered incomplete, and from inex-
perienced Contractors, and for such reason will not be considered.

For the manufacture of the metal werk, the description of plant and tools shall include
only a statement of the shop or shops at which the work is to be fabricated, the capacity
or capacities of such shops per month, and the percentage of the time and equipment of
such shop or shops which will be devoted to the work.

If the Bidder desires to accept any of the Contracts only on condition of two or more
certain Contracts being awarded him, he may so state in his tender; or if he will make a
lump sum deduction from the total sums tendered in consideration of two or more Con-
tracts being awarded to him he shall so state in his bid.

Where bids are asked on alternate materials or processes, the Purchaser reserves the
right to compare bids upon any alternatives, and to select alternatives at will, and is in no
measure bound to accept the lowest alternative.

109. ADHERENCE TO SPECIFICATIONS IN BIDDING.

Bidders are hereby warned that they will be heid strictly to the spirit of the specifica-
tions, and that it will be bad policy for anyone to bid with the expectation that concessions
will be made after the contract is closed, in order that the work may be cheapened or
expedited. On this account bidders are respectfully requested not to complicate thei
tenders by submitting alternative bids based upon proposed changes in either plans or
specifications, because such alternative bids will not be considered

110. RATE OF PROGRESS.

The Contractor shall commence work at such points as the Engineer may direct, and
shall conform to his directions as to the order and time in which the different parts of the
; —70—

work shall be done, as well as to the force required to complete the work at the date
specified.

If, during construction, it appears to the Engineer that the Contractor is not making
proper progress, the Purchaser shall have the right, after giving the Contractor ten days’
notice in writing, to undertake himself either by administration or by letting contract to
other parties, the completion of the said work which is being thus neglected. Should the
Purchaser’s work cost less than what the Contractor would have been paid, the difference
shall be paid to the Contractor; but, on the other hand, should it cost more, the difference
shall be charged to the Contractor, and shall be taken out of the reserved ten per cent or
out of the bond.

Under these circumstances the Purchaser shall have the right to enter upon and take
temporary possession of the plant, tools, materials and supplies of the said Contractor, or
any part thereof. In case that the percentage of earnings withheld by the Purchaser be
insufficient to make good the deficit, the Purchaser shall have the right to reimburse him-
self by the sale of the Contractor’s plant; but, otherwise the said plant shall be returned to
the Contractor after the completion of the work.

If, in the opinion of the Engineer, the Contractor be delayed or prevented in the
prosecution of the work by conditions absolutely beyond the control of the Contractor,
additional time for completion of the contract will be allowed, and the amount of such
additional time will be determined and fixed solely by the Engineer. It is not anticipated
that the Contractor will be able to prosecute the work every day, and weather conditions
will not be considered to warrant extensions of time unless unusual and different from
average conditions over several years.

If, in the opinion of the Engineers, the shop work is being unnecessarily delayed or is
about to be delayed because of non-delivery of any metal or because of the asserted in-
ability of the shop to procure any metal, the purchaser shall have the right, after giving
the Contractor five (5) days’ notice in writing, to purchase the required metal in open
market, to deliver it to the shop, and to charge all costs for material and delivery against
the Contractor.

111. LIQUIDATED DAMAGES.

For each day of delay, including Sundays, for each and every of the Contracts No.
1, No. 2, No. 3, No. 4, No. 7 and No. 8, listed under “Scope of Contract,” in the comple-
tion of such Contracts, or portions of such Contracts. according to the times specified
under “Times of Completion,” the Purchaser shall withhold permanently for each and
every such Contract, from the Contractor’s total compensation for that contract, the sum
ef one hundred dollars. For each day of delay, including Sundays, for each and everv of
the Contracts No. 5, No. 6, No. 9, No. 10, No. 11 and No. 12, listed under “Scope of Con-
tract, in the completion of such Contracts or portions of such Contracts, according to the
times specified under ‘Times of Completion,’ the Purchaser shall withhold permanently
for each and every such Contract. from the Contractor’s total compensation for that con-
tract, the sum of fifty dollars. The amount or amounts thus withheld shall not be con-
sidered a penalty, but shall be considered liquidated damages which are fixed and agreed
to hereby in advance by the contracting parties.

No allowance shall be made to any Contractor for delay which may be caused him
by any other Contractor, except that his time for completion will be extended numerically
the number of days, that, in the opinion of the Engineers, he is delayed by any act or omis-
sion of other Contractors, and no allowance will be made on account of times or seasons
in which his work may be conducted.

If in the opinion of the Engineers and the Board of County Commissioners the Con-
tractor be delaved or prevented in the prosecution of the work by conditions absolutely
beyond the control of the Contractor, additional time for the completion of the contract
will be allowed, and the amount of such additional time will be determined and fixed by
the Engineers and the Board of County Commissioners.

Should any Contractor, for any reason whatsoever, fail to complete the work required
under this Contract within the time specified herein for its completion, the Purchaser shall
withhold from payment to the Contractor each month and shall pay to the Engineers each
month a sum adequate to reimburse the Engineers for all expenses incurred by them in
inspectine the materials and supervising the construction of the work after the above
specified date for the completion of the work under this Contract. The sum or sums thus
—7|—

withheld by the Purchaser and paid to the Engineers shall be in addition to the liquidated
damages to the Purchaser specified herein,

112. PAYMENTS.

On or about the first day of the month the Engineers will estimate the value of the
work done and the materials furnished at site; and within fifteen days thereafter, ninety
(90) per cent of the value thus determined, less previous payments shall be paid to the
Contractor in cash. Upon the completion of the entire work involved in the contract, and
upon the acceptance of the same in writing by the Engineers and by the Purchaser, the
balance due the Contractor for the entire work shall be paid to the said Contractor in cash.

The final payment for the Manufacture and Delivery of steel work shall not be made
until the entire structure is erected and in operation, and an amount of moneys due, to be
fixed by the Engineers, shall be withheld to cover the cost of correction of possible shop
errors, and the remainder paid after the complete bridge is accepted.

Before, however, the final payment is made, the Contractor shall show to the Pur-
chaser satisfactory evidence that all just liens, claims, and demands of his employees, or of
parties from whom materials used in the construction of the work may have been pur-
chased or procured, are fully satisfied, and that the materials furnished and the work done
on the structure are fully released from all such liens, claims, and demands.

If, too, during the progress of the work it appears that the Contractor’s bills for
materials and labor are not being paid, the Purchaser shall have the right to withhold from
the Contractor’s monthly payments a sufficient sum or sums to guarantee himself against
all losses from mechanics’ and other possible liens, and to apply the said sums to the pay-
ment of such debts.

The payment of monthly estimates shall not in any respect be taken as an admission
by the Purchaser that the work is done or that its quantity or quality is satisfactory, nor as
a release of the Contractor from responsibility in respect thereof, but the whole work and
all particulars relating thereto shall be subject to revision and adjustment by the Engineers
at the time of final acceptance and upon the payment of the final estimate.

The Engineers shall indicate on each estimate the share thereof to be paid by Multno-

mah County and the share to be paid by Clarke County, and payments will be made
accordingly. :

113. UNCLASSIFIED WORK.

The Engineers shall have the right to require the Contractors to perform work or
supply materials of a class not provided for in the specifications or for which no special
price for payment is provided in the contract, to be known as Unclassified Work. In case
such work or materials are ordered, they shall be paid for on the basis of actual cost to the
Contractor of materials and applied labor plus twenty per cent thereof for his profit,
indirect expenses for the use of plant, tools, and appliances. No indirect expense of any
kind shall be included in the cost of materials and applied labor. In case completed
articles or products ready for installation are furnished instead of the constituent materials,
the Contractor will be allowed ten per cent on the cost to him of such articles for profit,
indirect expenses, and for use of tools and appliances. No allowance will be made for
superintendence, insurance, or any other indirect expense, or for the use of plant, tools
and appliances. Satisfactory vouchers will be required from the Contractor for all such
expense items.

No bills for unclassified work will be allowed unless the work was ordered before
execution in writing by the Engineers, and every claim for unclassified work, for extra
work, for additional allowances, not specifically enumerated in the contract, must be pre-
sented to the Engineers for allowance by the last day of the month following the month
in which it was done or furnished. Otherwise all claims for such items shall be deemed
to be absolutely waived by the Contractor, are hereby absolutely waived by the Con-
tractor, and the Purchaser shall not be required to make any payment on such accounts.

114. APPROXIMATE QUANTITIES OF MATERIALS.

The following are the approximate quantities of materials in the structure. They are
to be used in comparing tenders, but are in no way considered binding upon the Purchaser
or upon the Engineers.
SL SNATAYNA

-—_

PPNAARON

PwUNEr

PRSNAARWN

=f 2——

CONTRACTS 1 AND 2.
Superstructure Columbia River Bridge—Lift Span Layout.

 

 

Metal in truss spans... -.-222.22022eeec cece eeeeee cece ec eeeeeeeeeeeneeee eens 12,825,000 Pounds
Metal in girder span...............-0.22...-.-22220000-e- wn 99,000 Pounds
Metal in towers.............0.....2...-.220000--eeee eee .... 748,000 Pounds
Structural metal in counterweights uae 74,000 Pounds
Concrete in counterweights.............02........2----0-e202eeeeeeeeeee nh 621 Cu. Yds.
Street car rails and accessories..................-.---22200:022ecceeeeeeceeeeeee eee 620,000 Pounds
Sheaves, shafts and bearings on towers ... 130,000 Pounds
Equalizers and pins................ ..2....222.000----2-2ee-ceeeee ee 35,000 Pounds
Wire ropes and attachments......................-...22------ ea 95,000 Pounds
Operating machinery, locks, etc....................2--::.:100000000eseeeseeeeee 58,000 Pounds

CONTRACTS 3 AND 4.
Superstructure Columbia River Bridge—Swing Span Layout.

   
   

Metal in fixed truss spans..............................022cc0cccececeeceeceeeeeeeeeee 10,482,000 Pounds
Metal in girder span....._............002222--0-00022eeeceecceeeceeeeeeeceee aot 99,000 Pounds
Metal in swing span above turntable............................. .... 2,142,000 Pounds
Street car rails and accessories..................-222222-20--0022000-20-- ... 620,000 Pounds
Metal in drum and structural metal below top of drum...... ... 167,000 Pounds
Metal in rollers, racks, tracks and center casting........... ... 130,000 Pounds
Marchimercy®: occ hocecce css sede tsp ses eves ndeies Sede coed, .. 171,000 Pounds
Creosoted piles in draw protection............... ee 37,100 Lin. Ft.
Creosoted timber in draw protection......................-..2------.-.02002e 355 M. Ft.BM

CONTRACTS 5 AND 6.
Superstructure—Oregon & Columbia Slough Bridges.

 

Metal in girder spans, Oregon Slough.................-.....-..00-.22-0------ 2,592,000 Pounds
Metal in girder spans, Columbia Slough............................... ... 599,000 Pounds
Street car rails and accessories, Oregon Slough......................... 203,000 Pounds
Street car rails and accessories, Columbia Slough................. Sites 56,000 Pounds

CONTRACT 7.
Substructure—Columbia River Bridge—Lift Span Layout.

Shafts and copings of piers and buried piers
Reinforcing metal in piers and buried piers

5,350 Cu. Yds.
109,000 Pounds

 

 

 

Mass in bases of piers..............-.-222.-..2---:s0e0eeeeeee — 15,810 Cu. Yds.
Mass in bases of buried piers............................ eoee 418 Cu. Yds.
Piles below bases of piers and buried piers cae 77,900 Lin. Ft.
Piles in dolphins and for ferry landings.........................0-...... ee 5,900 Lin. Ft. .
Timber in ferry landings. ............. 22.00. eeceeecetceee cece eeteee ees 105 M.Ft.BM
Rip-rap around piers. 16,000 Cu. Yds.
Willow:mattresses: 2.5: c<oecs-nesccesecoacestcencc ie! dieses sree ee tees 34,600 Sq. Yds.
CONTRACT 8.
Substructure—Columbia River Bridge—Swing Span Layout.
Shafts and copings of piers and buried piers............................. 6,790 Cu. Yds.
Reinforcing metal in piers and buried piers.... 114,000 Pounds
Mass in bases of piers................222200200.:c0ceccceecceeceeeeneeteeeees onaten Sees 18,100 Cu. Yds
Mass in bases of buried piers..........20000000..0020c0eccccccceeeeeeeeeeeeeeee 418 Cu. Yds.
Piles below bases of piers and buried piers.............0.............. 85,800 Lin. Ft.
Piles in dolphins and for ferry landings........ ..............0.0. ...... 5,900 Lin. Ft.
Timber in ferry landings..............00002200000000000ccceccc0 ceceeceetseeceeeeeee 105 M.Ft.BM
Rip-rap around piers........000000000000000022200-ceeceeeeeeeeee cSaucbsivee tee ddgreeel: 17,000 Cu. Yds.

Willow mattresses 2. 2200000.0..22200cccceece cece cece ee ev eeeeeeeeteeeeseee 38,300 Sq. Yds.
99

CONTRACT 9.
Substructure—Oregon & Columbia Slough Bridges.

  

  

 

1. Shafts and copings of piers and buried piers.............-...........-.-.--- 2,480 Cu. Yds.
2. Reinforcing metal in piers and buried piers.................... .......--- 34,000 Pounds
3. Mass in bases of piers ............... 0.22.02. cccccecceeceeeeceeeeeeeeeeeeeeeeeeeeeees 2,310 Cu. Yds.
4. Mass in bases of buried piers.......................-...cccce.ccccccec eee 894 Cu. Yds.
5. Piles below bases of piers and buried piers...................... 0.-.-...- 58,100 Lin. Ft.
6. Rip-rap around piers......................220222---2--22:eeeeeeee cece eeee cee eeseeeees a 11,000 Cu. Yds.
7. Willow mattresses _.....2.......0........0.00ccccecceeeeeeee eee ee eee eetteeteeeeseeees 21,000 Sq. Yds.

CONTRACT 10.

Embankments.

1. Embankment north of Columbia River........................000.......0....- 22,000 Cu. Yds.
2. Embankment on Hayden Island..............................-00:ccceceeeeeceeeeeee 95,000 Cu. Yds.
3. Embankment south of Oregon Slough...............0..0200000-0..ccee eee 814,000 Cu. Yds.
4. Ditch excavation .................. 0222 c cece cee ccceeeee cece ee cee cette teecceeee ceceeeeeee 3,000 Cu. Yds.
5. Slope protection concrete slabs. ..................0..2...000020::2200eeeeeee cee 38,000 Sq. Yds.
6. Clearing on Hayden Island... eae Ot tales oe 4 Acres
7. Rock fill at buried piers_._...--.....--22.2222.22.ce22 ccc cceeeceeecee cece ce eeee ee ceecees 1,900 Cu. Yds.

CONTRACT 11.

Floor Slabs and Pavements on Steel Structures.
1. Gross area of floor between outside faces of curbs.................... 21,624 Sq. Yds.
2. Net area of sidewalk slabs...................22222..0..::00222:ceeeceeceeeeee 3,254 Sq. Yds.
3. Concrete in posts and handrails at Vancouver end of Columbia
River Bridge: .iscsocc een sesesss dase ee ec eatasect tens seventoceebene aera etna eel 21 Cu. Yds.

4. Concrete in roadway slabs and curbs.. 2,768 Cu. Yds.
5. Concrete in rail headings 749 Cu. Yds.
6. Bar reinforcement in roadway slabs and curbs.................... ....... 323,000 Pounds
7. Wire reinforcement in roadway slabs and curbs...................... 270,000 Pounds
8. Concrete in sidewalk slabs......................-...-2-.22---00:eeeeeeeeeeeeeeeeeeee ee 350 Cu. Yds.
9. Wire reinforcement in sidewalk slabs...................................0..... 21,000 Pounds

CONTRACTS 12.

Pavements on Embankments.

1. Pavement on embankments south of Columbia River.................. 26,600 Sq. Yds.
2. Timber handrails on embankments south of Columbia River...... 168 M.Ft.BM
3. Pavement in Vancouver 2,540 Sq. Yds.
4. Curbs in Vancouver...... 37 Cu. Yds.
5. Sidewalks in Vancouver 1,030 Sq. Yds.

 

115. AWARD OF CONTRACT.

As soon as possible after the award of contract is made, the contract as outlined on
the accompanying form shall be signed in triplicate by the successful bidder, after which
copies will be signed by the Purchaser and one copy will be retained by each of the parties
to the agreement, and one copy by the Engineers.

116. ASSIGNING OR SUBLETTING CONTRACT.

The Contractor shall not assign or transfer this contract nor sublet any part thereof
without the written consent of both the Engineers and the surety on the Contractor’s bond;
the written consent of his surety to such transfer or subletting shall also be filed with the
Engineers; no subcontract or transfers of contract shall in any circumstances relieve the
Contractor of his liabilities under this contract. Should any subcontractor fail to perform
the work undertaken by him in a satisfactory manner, the Engineers may at their option
annul and terminate such subcontract.

Copies of all subcontracts as are permitted are to be delivered to the Engineers.
ge

117. BONDS.

Each Contractor entering into contract for any portion of the work will be re-
quired to give to the Purchaser a Bond, satisfactory to the Purchaser, for the faithful
performance of the covenants, conditions and agreements undertaken to be performed
under the contract, plans, and specifications, and of all terms and conditions therein
contained, within the prescribed time, and also for any period of extension that may
be granted on the part of the Purchaser, and as well for all changes, alterations, or
modifications of the contract as are permitted by the specifications and the contract;
for the prompt payment of all laborers, mechanics, sub-contractors and material men,
and all persons who shall supply all such laborers, mechanics or sub-contractors with
materials, supplies, or provisions for carrying on such work, and all just dues and
demands incurred in the performance of the work; for the payment to the Purchaser
of such liquidated damages as may accrue to the Purchaser under the contract; and
to indemnify and save harmless the Purchaser against any direct and indirect damages
that may be suffered or claimed, or from injuries to or loss of materials paid for by
the Purchaser either partially or in full, or injuries to persons or property during the
construction of said work, and until the same is accepted, and against claims for royal-
ties on patents.

118. MEANING OF TERMS.

Wherever in these specifications the term “Purchaser” is employed, it is understood
to refer to the Interstate Bridge Commission, consisting of the Commissioners of Multno-
mah County, Oregon, representing Multnomah County, and the Commissioners of Clarke
County, Washington, representing Clarke County.

Wherever in these specifications the term “Engineer” or “Engineers” is employed, it
is understood to refer to Waddell & Harrington, E. E. Howard and L. R. Ash, Associate
Engineers, Consulting Engineers; or their duly authorized representatives. Wherever the
term “Inspector” or “Inspectors” is used, it is understood to refer to representatives of
the Engineers.

Wherever the term “Contractor” is employed, it is understood to mean any person or
corporation that may have entered into a contract with the Purchaser for his work or any
portion thereof. Every reference to ‘“‘Contractor’’ applies equally to all Contractors con-
nected with the work unless there is specific limitation to the contrary.
THE
PACIFIC HIGHWAY

INTERSTATE BRIDGE OVER THE COLUMBIA RIVER
and APPROACHES

FROM

VANCOUVER, WASHINGTON, to PORTLAND, OREGON

FOR

MULTNOMAH COUNTY, OREGON,
CLARKE COUNTY, WASHINGTON

PROPOSAL AND BID

To
The Columbia River Interstate Bridge Commission,
The Commissioners of Multnomah County, Oregon,

The Commissioners of Clarke County, Washington,

Acting for
Multnomah County, Oregon, and Clark County, Washington,

The undersigned bidder declares that he has read the specifications and contract,
that he has examined and understands the plans, that he has examined the site and has
determined for himself the conditions affecting the work so far as the items herein bid
upon are concerned; and he proposes, and agrees, if this proposal is accepted, to provide
at his own expense all labor, machinery, plant, tools, apparatus, appliances, and means
of construction, and all materials not specifically excepted, and to construct com.
plete the items bid upon, in the manner and times prescribed, including all work
incidental to or described or implied as incidental to such items, according to the plans,
specifications, and the instructions of the Engineers, and that he will accept in full pay-
ment therefor, sums according to the following schedule of rates and prices.
7G

BID FOR CONTRACT NO. 1, SCOPE OF CONTRACT.

For the manufacture and delivery of superstructure metal work for the bridge over
the Columbia River, in case a lift span is installed:

Shall include the furnishing, manufacture, transportation and delivery f. o. b, cars or
c. i. f. boats or barges at Vancouver, Washington, of all the superstructure metal work;
street railway rails, bonds, and fastenings; machinery; mechanical parts; operating devices;
gas engines and accessories; electric motors; controllers; indicators; and all electrical
equipment except the electric wiring and conduits, and except the signal and service lights,

lanterns, and attachments.

1. For all metal work in truss spans and
in end girder span, including shoes, castings,
drain castings and downspouts, expansion
plates, handrails, anchor bolts, and every
other metal part except as hereinafter speci-
fied,

cents ( ) per pound of metal................

2. For all metal work in towers, includ-
ing front columns from the top of the floor
beam and. rear columns and bracing from
the top chords of the span and for all struc-
tural metal in counterweights,

cents ( ) per pound of metal................

3. For street car rails, splice bars, bolts,
clips, bolts for fastening to structural steel,
manganese gap bars, derailing switches,
operating pipes and supports, and parts of
operating mechanism for derailing switches
up to gates, for all track bonding material
except solder, and for all other track ap-
purtenances,

cents ( ) per pound of metal................

4. For all sheaves, shafts, bearings,
gears, pinions, couplings, levers, equalizer
bars and pins, movable trolley devices for
street car trolleys, and for mechanisms at-
tached to movable trolleys, for all parts of
hand brakes and attachments, for cast ma-
chinery and drum bases, for drums, for
rollers and bearings for operating cables, for
corner deflecting sheaves, for span locks,
for all machinery up to and including the
coupling on the end of the motor counter
shaft and up to and including the coupling
on the slow speed shaft of the gear reducer,
and for all wire ropes and attachments,

 

cents ( ) per pound of metal................

Approximate Approximate
Quantity Total

12,924,000 Pounds

822,000 Pounds

620,000 Pounds

318,000 Pounds
7

 

5. For two operating motors equipped Approximate Approximate
with solenoid brakes, with back gears and Quantity Total
counter shafts, and for controllers and re-
sistances,

dollars ($ ).

6. For switchboard, switches, circuit
breakers, meters, cut-outs, limit switch cut-
outs, and all switchboard appurtenances,
except wiring,

 

dollars ($ ).

7. For the gasoline engine with distribu-
tor, coil box, battery, tanks, piping, and
other engine accessories, for the clutch and
clutch parts down to pin connecting to the
clutch operating rod, for the contained gear
reducer, and every part up to the coupling
on the slow speed shaft of the gear reducer,

 

dollars ($ ).

BID FOR CONTRACT NO. 2, SCOPE OF CONTRACT.

For the erection of the superstructure metal work for the bridge over the Columbia
River,.in case a lift span is installed:

Shall include receiving, checking, unloading promptly, storing and caring for all
metal work, machinery, and equipment for the superstructure specified under Contract No.
1; being responsible for all the demurrage due to cars or vessels not being promptly
unloaded, transporting from point of delivery to site, erecting, riveting, adjusting, clean-
ing, furnishing the paint and painting all such materials; furnishing and applying oil for
machinery and grease for guides; furnishing and applying dressing for cables; furnishing
all materials, and building complete operators’ and gate tenders’ houses, platforms, run-
ways and the concrete slabs supporting the gate tenders’ houses; furnishing all materials
except structural steel and building complete the concrete counterweights; erecting
engines, motors, controllers and electrical equipment; furnishing and placing all electric
wiring and conduits from the source of supply, including the trolley bars on the towers
and the collectors on the movable span: furnishing and erecting all signal and service
lights and lanterns, the wiring, connections and switches therefor; erecting and adjusting
all street car rails and attachments, and placing all track materials and bonding, furnishing
solder therefor; furnishing and placing all other materials except the concrete floor, side-
walk and paving, and finishing the entire superstructure complete; performing all work
necessarv to put the bridge in verfect operating condition, and furnishing the necessary
labor and materials except gasoline, oil. and electric current, and operating the bridge for
sixty days after its completion, delivering it at the end of that period properly adjusted
and in perfect working condition:

1. For all metal work in truss spans, and
in end girder span, including shoes, cast-
ings, expansion plates, drain castings and
down-spouts, handrails, anchor bolts, and
every other metal part except as hereinafter
specified,

 

cents ( ) per pound of metal................ 12,924,000 Pounds
— 79

2. For all metal work in towers, includ-
ing front columns from the top of the floor
beam, and rear columns and bracing from
the top chords of the span, and for all struc-
tural metal in counterweights,

 

cents ( ) per pound of metal................

3. For street car rails, splice bars, bolts,
clips, bolts for fastening to structural steel,
manganese gap bars, derailing switches,
operating pipes and supports, and parts of
operating mechanisms for derailing switches
up to gates, for all track bonding, and for
all other track appurtenances,

 

cents ( ) per pound of metal._..............

4. For all sheaves, shafts, bearings,
gears, pinions, couplings, levers, equalizer
bars and pins, movable trolley devices for
street car trolleys, and fer mechanisms at-
tached to movable trolleys, for all parts of
hand brakes and attachments, for cast ma-
chinery and drum bases, for drums, for
rollers and bearings for operating cables,
for corner deflecting sheaves, for span locks,
for all machinery up to and including the
coupling on the end of the motor counter
shaft and up to and including the coupling
on the slow speed shaft of the gear reducer,
and for all wire ropes and attachments,

cents ( ) per pound of metal...............

5. For two operating motors equipped
with solenoid brakes, with back gears and
counter shafts, for controllers and resistances,
for switchboard, switches, circuit breakers,
meters, cut-outs, limit switch cut-outs, and
all switchboard appurtenances, except wir-
ing,

dollars ($ ).

6. For the gasoline engine with distribu-
tor, coil box, battery, tanks, piping, and
other engine accessories, for the clutch and
clutch parts down to pin connecting to the
clutch operating rod, for the contained gear
reducer, and every part up to the coupling
on the slow speed shaft of the gear reducer,

dollars ($ ).

Approximate Approximate
Quantity Total

822,000 Pounds

620,000 Pounds

318,000 Pounds
—79—

7. For all electric wiring and conduits
from the source of supply, including trolley
bars on the towers and collectors on the
movable span, and for all signal and service
lights and lanterns, the wiring, conduits, cut-

outs, fuses, connections and switches there-.

for, and for the signal bell,

dollars ($ ).

8. For the construction complete of the
operator’s house, including every item of ma-
terial above the top of the steel floor on
which the house stands, and including the
specified equipment in the house,

dollars ($ ).

9. For the construction complete of two
gate tenders’ houses including every item of
material, including the concrete slabs on
which the houses stand, and including the
specified equipment in the house,

dollars ($ )-

10. For furnishing all materials, except
enclosed structural steel, and building, erect-
ing, adjusting, and painting, and completing
the counterweights,

dollars ($ ) per

cubic yard of concrete

Approximate Approximate
Quantity Total

621 Cu. Yds.

BID FOR CONTRACT NO. 3, SCOPE OF CONTRACT.

For the manufacture and delivery of the superstructure metal work for the bridge
over the Columbia River, in case a swing span is installed:

Shall include the furnishing, manufacture, transportation, and delivery f. 0. b. cars,
or c. i. f. boats or barges at Vancouver, Washington, of all the superstructure metal work,
street railway rails, bonds and fastenings, machinery, mechanical parts, operating devices,
gas engines and accessories, electric motors, controllers, indicators and all the electrical
equipment except the electric wiring and conduits and except the signal and service lights,

lanterns and attachments.

1. For all metal work in the fixed truss
spans, and in the end girder span, includ-
ing shoes, castings, drain castings and down-
spouts, expansion plates, handrails, anchor
bolts, and every other metal part except as
hereinafter specified,

10,581,000 Pounds
—80—

2. For all metal work in swing span, in-
cluding shoes, castings, drain castings and
down-spouts, expansion plates, handrails,
anchor bolts, and every other metal part ex-
cept as hereinafter specified,

 

cents ( ) per pound of metal

3. For all metal work on pivot pier be-
low the top flange of the drum except the
operating pinions, the shafts connected
thereto, and the cast steel bearings for these
shafts.

 

cents ( ) per pound of metal................

4, For street car rails, splice bars, bolts,
clips, bolts for fastening to structural steel,
manganese gap bars, derailing switches,
operating pipes and supports, and parts of
operating mechanism for derailing switches
up to gates, for all track bonding material
except solder, and for all other track ap-
purtenances except as specified with ma-
chinery,

 

cents ( ) per pound of metal................

5. For all gears, pinions, shafts, coup-
lings, bearings, levers, for cast machinery
bases, for all hand brakes and attachments,
for end lifting toggles, bearings, and all mov-
ing parts connected to toggles, for attach-
ments connecting the movable gap bars to
other machinery parts and for all machinery
up to and including the coupling on the
end of the motor counter shaft and up to
and including the coupling on the slow
speed shaft of the gear reducer,

cents ( ) per pound of metal................

6. For the two motors turning the swing
span and the motor operating the end lift-
ing toggles, each equipped with solenoid
brake, with back gear and counter shaft,
and for all controllers and resistances,

 

dollars ($ ).

 

Approximate

Quantity

2,142,000 Pounds

297,000 Pounds

620,000 Pounds

171,000 Pounds

Approximate
Total
—8!I—

Approximate Approximate
7. For switchboard, switches, circuit- Quantity Total
breakers, meters, cut-outs, limit switch cut-
outs, and all switchboard appurtenances ex-
cept wiring,

 

dollars ($ ds

8. For the gasoline engine turning the
swing span and the gasoline engine operat-
mz the end lifting toggle, each with distribu-
tor, coil box, battery, tanks, piping, and
other engine accessories, for the clutches
and clutch parts down to the pin connect-
ing to the clutch operating rod, for the con-
tained gear reducers, and every part up to
the coupling on the slow speed shaft of the
gear reducer,

dollars ($ i

BID FOR CONTRACT NO. 4, SCOPE OF CONTRACT.

For the erection of the superstructure metal work for the bridge over the Columbia
River in case a swing span is installed:

Shall include receiving, checking, unloading promptly, storing and caring for all metal
work, machinery and equipment for the superstructure, specified under Contract No. 3;
being responsible for all demurrage due to cars or vessels not being promptly unloaded,
transporting from point of delivery to site, erecting, riveting, adjusting, cleaning, furnish-
ing the paint and painting all such materials; furnishing and applying oil and grease for
machinery; furnishing all materials and building complete operators’ and gate tenders’
houses and the concrete slabs supporting the houses; furnishing all materials and building
complete the creosoted timber and pile draw protection; erecting engines, motors, con-
trollers and electrical equipment; furnishing and placing all electric wiring and conduits
from the source of supply; furnishing and placing the subaqueous cables; furnishing and
erecting all signal and service lights and lanterns, the wiring connections and switches
therefor; erecting and adjusting all street car rails and attachments, and placing all track
materials and bonding, furnishing solder therefor; furnishing and placing all other
materials except the concrete floor, sidewalk and paving, and finishing the entire super-
structure complete; performing all work necessary to put the bridge in perfect operating
condition; and furnishing the necessary labor and materials, except gasoline, oil and elec-
tric current, and operating the bridge for sixty days after its completion, delivering it at
the end of that period properly adjusted and in perfect working condition:

1. For all metal work in the fixed truss
spans, and in the end girder span, including
shoes, castings, drain castings and down-
spouts, expansion plates, handrails, anchor
bolts, and every other metal part except as
hereinafter specified,

cents ( ) per pound of metal...............- 10,581,000 Pounds

2. For all metal work in swing span, in-
cluding shoes, castings, drain castings and
down-spouts, expansion plates, handrails,
aan G2

anchor bolts, and every other metal part ex-
cept as hereinafter specified,

cents ( ) per pound of metal................

3. For all metal work on pivot pier be-
low the top flange of the drum except the
operating pinions, the shafts connected
thereto, and the cast steel bearings for these
shafts,

cents ( ) per pound of metal................

4. For street car rails, splice bars, bolts,
clips, bolts for fastening to structural steel,
manganese gap bars, derailing switches,
operating pipes and supports, and parts of
operating mechanisms for derailing switches
up to gates, for all track bonding, and for
all other track appurtenances, except as
specified with machinery,

cents ( ) per pound of metal................

5. For all gears, pinions, shafts, coup-
lings, bearings, levers, for cast machinery
bases, for all hand brakes and attachments,
for end lifting toggles, bearings, and all mov-
ing parts connected to toggles, for attach-
ments connecting the movable gap bars to
other machinery parts and for all machinery
up to and including the coupling on the
end of the motor counter shaft and up to
and including the coupling on the slow
speed shaft of the gear reducer,

J swpistsurstenssastanes en eecaeasseseeeseeeesecien ap ccewaamewencebeaee uscd

cents ( ) per pound of metal.......00000....

6. For the two motors turning the swing
span and the motor operating the end lift-
ing toggles, each equipped with solenoid
brake, with back gear and counter shaft,
and for all controllers and resistances; for
switchboard, switches, circuit-breakers,
meters, cut-outs, limit switch cut-outs, and
all switchboard appurtenances except wir-
ing,

dollars ($ ).

7. For the gasoline engine turning the
swing span and the gasoline engine operat-
ing the end lifting toggles, each with dis-

Approximate
Quantity

2,142,000 Pounds

297,000 Pounds

620,000 Pounds

171,000 Pounds

Approximate
Total
—83—

tributor, coil box, battery, tanks, piping, and
other engine accessories, for the clutches
and clutch parts down to the pin connect-
ing to the clutch operating rod, for the con-
tained gear reducers, and every part up to
the coupling on the slow speed shaft of the
gear reducer,

 

dollars ( Js

8. For all electric wiring and conduits
from the source of supply, including sub-
aqueous cables, and all appurtenances for
electric wiring, and for all signal and serv-
ice lights and lanterns, the wiring, conduits,
cut-outs, fuses, connections and_ switches,
therefor, and for the signal bell,

dollars ($ ).

9. For the construction complete of the
operator’s house, including every item of
material including the concrete slab on which
the house stands, and including the speci-
fied equipment in the house,

 

 

dollars ($ ).

10. For the construction complete of
two gate tenders’ houses, including every
item of material including the concrete slabs
on which the houses stand, and including the
specified equipment in the houses,

 

dollars ($ ).

11. For creosoted piles in place in the
draw protection,

cents ( ) per lineal
foot of the piles below the cut-off................

12. For creosoted timber and lumber in
the draw protection, including all bolts,
spikes, and other fastenings, including the
wire rope, metal plates, and attachments,

 

dollars ($ ) per
M. Ft. B. M. of timber in place....................

Approximate
Quantity

37,100 Lin. Ft.

355 M. Ft. B. M.

Approximate

Total
—84—

BID FOR CONTRACT NO. 5, SCOPE OF CONTRACT.

For the manufacture and delivery of the superstructure metal work for the bridge
over the Oregon Slough and the bridge over the Columbia Slough:

Shall include the furnshing, manufacture, transportation and delivery f. o. b. cars or
c. i. f. boats or barges at Vancouver, Washington, of all of the superstructure metal work,
street railway rails, bonds and fastenings.

Approximate Approximate
Quantity * Total

1. For all metal work in girder spans, in-
cluding shoes, castings, drain castings and
down-spouts, expansion plates, handrails,
anchor bolts, and every other metal part
except as hereinafter specified,

cents ( ) per pound of metal................ 3,191,000 Pounds

 

2. For street car rails, splice bars, bolts,
‘clips, bolts for fastening to structural steel,
manganese gap bars, for all track bonding
material except solder, and for all other
track appurtenances,

 

cents ( )’ per pound of metal................ 259,000 Pounds

BID FOR CONTRACT NO. 6, SCOPE OF CONTRACT.

For the erection of the superstructure metal work for the bridge over the Oregon
Slough and the bridge over the Columbia Slough:

Shall include receiving, checking, unloading promptly, storing and caring for all metal
work of the superstructures specified under Contract No. 5; being responsible for all de-
murrage for cars or vessels not being promptly unloaded, transporting from point of
delivery to site, erecting, riveting, adjusting, cleaning, furnishing the paint and painting all
such materials; erecting and adjusting all street car rails and attachments and placing all
track materials and bonding, furnishing solder therefor:

1. For all metal work in girder spans,
including shoes, castings, drain castings and
down-spouts, expansion plates, handrails,
anchor bolts, and every other metal part ex-
cept as hereinafter specified,

 

cents ( ) per pound of metal.___............ 3,191,000 Pounds

2. For street car rails, splice bars, bolts,
clips, bolts for fastening to structural steel,
manganese gap bars, for all track bonding,
and for all other track appurtenances,

 

cents ( ) per pound of metal 259,000 Pounds
—85—

BID FOR CONTRACT NO. 7, SCOPE OF CONTRACT.

For the substructure in the Columbia River in case a lift span is installed:

Shall include furnishing all materials for and constructing complete all piers, buried
piers, pier rip-rap or mattress work, temporary ferry landing and ferry runways in the
Columbia River from Vancouver to Hayden Island.

Approximate Approximate
Quantity Total

1. For concrete in shafts and copings of
all piers and buried piers, above the tops of
bases,

 

dollars ( ) per cubic yard.............. 5,350 Cu. Yds.

2. For all reinforcing metal in piers and
buried piers,

 

cents ( ) per pound of metal................ 109,000 Pounds
3. For the mass in bases of piers from
the bottom of base to the top of base,
dollars ($ ) per
cubic yards of mass.................-cc--ceseeeeeeeeeeees 15,810 Cu. Yds.
4. For the mass in bases of buried piers,
from bottom of base to top of base,
dollars ($ ) per
cubic yard of mass................--ccccesceeeeeeeeeeeeee 418 Cu. Yds.
5. For all piles below the bottoms of
bases of piers and buried piers,
cents ( ) per lineal
foot of pile below the bottoms of bases........ 77,900 Lin. Ft.

6. For piles in dolphins for ferry land-
ing for the Portland Railway Light and
Power Company’s ferry, and for piles under
runways for said ferry,

cents ( ) per lineal

foot of pile below cut-off..................c0:cee---00-+ 5,900 Lin. Ft.

7. For all timber and lumber in  tem-
porary ferry landings or in temporary run-
ways for same, for above ferry, including
bolts, spikes, or other fastenings,

dollars ($ ) per M. Ft. B. M...........- 105 M. Ft. B. M.
—86—

Approximate Approximate
tit Total
8. For natural or artificial rip-rap stone, sane, a
deposited around piers,
dollars ($ ) per
cubic yard of stone in place.....................2.... 16,000 Cu. Yds.
9. For willow mattresses, woven and
sunk into place, including the preparation
of the riverbed therefor, all materials in the
mattress, and the weighting stone placed on
top,
cents ( ) per square
yard of mattresses in place..................-.-.------ 34,600 Sq. Yds.

BID FOR CONTRACT NO. 8, SCOPE OF CONTRACT.

For the substructure in the Columbia River in case a swing span is installed:

Shall include furnishing all materials for and constructing complete all piers, buried
piers, pier rip-rap or mattress work, temporary ferry landing, and ferry runways in the
Columbia River from Vancouver to Hayden Island.

1. For concrete in shafts and copings ov
all piers and buried piers, above the tops of
bases,

 

cents ( ) per cubic yard.......................- 6,790 Cu. Yds.
2. For all reinforcing metal in piers and
buried piers,

cents ( ) per pound of metal.........._..... 114,000 Pounds
3. For the mass in bases of piers from
the bottom of base to the top of base,
dollars ( ) per
cubic yard of mass....................ccc:cceceeeeeeeeee: 18,100 Cu. Yds.
4. For the mass in bases of buried piers,
from bottom of base to top of base,
dollars ($ ) per
cubic yard of mass...........2.2222..--2--/-20.ce0eeeeoe 418 Cu. Yds.
5. For all piles below the bottom of
bases of piers and buried piers,
cents ( ) per lineal
foot of pile below the bottoms of bases........ 85,800 Lin. Ft.

6. For piles in dolphins for ferry land-
ing for the Portland Railway, Light and
—87—

Approximate Approximate
Quantity Total

Power Company’s ferry, and for piles under
runways for said ferry,

cents ( ) per lineal

feet of pile below cut-off__.....0.......2------cccccceee 5,900 Lin. Ft.
7. For all timber and lumber in tempo-
rary ferry landings or in temporary runways

for same for above ferry, including bolts,
spikes, or other fastenings.

 

dollars ($ ) per M. Ft. B. M............ 105 M. Ft. B. M.
8. For natural or artificial rip-rap stone,
deposited around piers,
dollars ($ ) per
cubic yard of stone in place.........................- 17,000 Cu. Yds.

9. For willow mattresses, woven and
sunk into place, including the preparation
of the riverbed therefor, all materials in the
mattress, and the weighting stone placed on
top,

cents ( ) per square
yard of mattress in place...................-......-2005 38,300 Sq. Yds.
BID FOR CONTRACT NO. 9, SCOPE OF CONTRACT.
For the substructure in the Oregon Slough and in the Columbia Slough:

Shall include furnishing all materials for and constructing complete all piers, buried
piers, pier rip-rap or mattress work, in the Oregon Slough and in the Columbia Slough:

1. For concrete in shafts and copings of
all piers and buried piers, above the tops
of bases,

cents ( ) per cubic yard......................-- 2,480 Cu. Yds.
2. For all reinforcing metal in piers and
buried piers,

cents ( ) per pound of metal................ 34,000 Pounds

3. For the mass in bases of piers from
the bottom of base to the top of base,

dollars ($ ) per
cubic yard of mass................-..2.-220.2200 eee 2,310 Cu. Yds.
—88—

Approximate Approximate
Quantity Total
4. For the mass in bases of buried piers,
from bottom of base to top of base,

dollars ($ ) per
cubic yard of mass.................2..2--cccceee-eeeeeeeee 894 Cu. Yds.

5. For all piles below the bottoms of
bases of piers and buried piers,

cents ( ) per lineal
foot of pile below the bottoms of bases....... 58,100 Lin. Ft.

6. For natural or artificial rip-rap stone,
deposited around piers,

dollars ($ ) per
cubic yard of stone in place.......................... 11,000 Cu. Yds.

7. For willow mattresses, woven and
sunk into place, including the preparation of
the riverbed therefor, all materials in the
mattress, and the weighting stone placed on
top,

cents ( ) per square

yard of mattress in place.._...............22.......006 21,000 Sq. Yds.

BID FOR CONTRACT NO. 10, SCOPE OF CONTRACT.

For the construction of all embankments:

Shall include furnishing all materials for and constructing complete all embankments,
including any additional material for shrinkage and subsidence, rock fills at buried piers,
ditches for drainage, and concrete slabs on the slopes of embankments.

1. For all embankments in place com-
plete,

cents ( ) per cubic
yard of the volume contained between the
present ground surface, the required final
elevation, and the required net side slopes
of embankment ..................22...0--200000-e000--0-00 931,000 Cu. Yds.

2. For the excavation of drainage ditches
where required,

cents ( ) per cubic
yard of the net volume of the excavation
specified . 3,000 Cu. Yds.

3. For the construction of the slope pro-
tection concrete slabs, and including all
work incidental thereto.

 

cents ( ) per square

yard of concrete slab.................2222...-------0--- 38,000 Sq. Yds.
—_89—

4. For rock fills at the foot of embank-
ments at certain buried piers,

dollars ($ ) per

cubic yard of rock in place

a

Approximate Approximate
Quantity Total

1,900 Cu. Yds.

TENDER FOR CONTRACT NO. 11, SCOPE OF CONTRACT.

For the construction of reinforced concrete slabs and pavements over all the steel

structures:

Shall include furnishing all materials of every kind, including reinforcement for and

constructing complete all of the concrete roadway slabs, curbs, gutters, sidewalk slabs, rail
headings, and the hard surface pavement on the roadway, over all portions of the steel
structures, including the Bridge over the Columbia River, the Bridge over the Oregon
Slough and the Bridge over the Columbia Slough; furnishing all materials for and con-
structing complete the concrete hand rails and the ornamental concrete posts.

1. For all materials except the street car
rails and connections, in place between the
planes of the outside faces of the curbs with
sheet asphalt pavement,

dollars ($ ) per
square yard for the gross area measured
between the planes of the outside faces of
the: curbs: .cccscessepeeisevditeeeeeees

2. For all materials except the street car
rails and connections in place between the
planes of the outside faces of the curbs with
asphaltic concrete pavement.

dollars ($ ) per
square yard for the gross area measured be-
tween the planes of the outside faces of the
curbs . : :

 

3. For all materials except the street car
rails and connections in place between the
planes of the outside faces of the curbs with
Bitulithic pavements,

dollars ($ )_ per
square yard for the gross area measured be-
tween the planes of the outside faces of the

4. For sidewalk slabs,

cents ( ) per square
yard of the net area of the slab surface in
place beyond the plane of the outer face of
Ghe: ctr 2.s0.02:5 fesseseseececeate ee rsiescatneteeaneeeesteiesy

5. For the construction of the concrete
handrails and the ornamental concrete posts
at the Vancouver end of the Columbia River
Bridge, including all the reinforcement

21,624 Sq. Yds.

21,624 Sq. Yds.

21,624 Sq. Yds.

3,254 Sq. Yds.
—90—

Approximate een ns
i t
therein and all of the surface finishing re- Quantity 3
quired,
dollars ($ ) per
cubic yard of concrete in place.................... 21 Cu. Yds.

6. For the bronze lamp standards, lamps
and globes, on top of ornamental concrete
posts, including fastenings,

dollars ($ ) for

equipment complete for one post.

TENDER FOR CONTRACT 12, SCOPE OF CONTRACT.

For the construction of pavements upon embankments:

Shall include furnishing all the materials for and constructing complete all of the hard
surface pavements upon embankments, and the hand rails upon embankment, including
preparing the embankments therefor.

1. For pavement in place complete, if of
concrete pavement. No. One.

dollars ($ ) per
square yard of surface.................222.2222-2002---- 26,600 Sq. Yds.

2. For pavement in place complete, if
concrete pavement No. Two (of Hassam),

dollars ($ ) per
square yard of surface........ pe biessesescesssede sated: 26,600 Sq. Yds.

3. For pavement in place complete, if
composed of concrete slab, with sheet as-
phalt wearing surface,

dollars ($ ) per
square yard of surface.................--22-----2-0----- 26,600 Sq. Yds.

4. For pavement in place complete, if
composed of concrete slab with asphaltic
concrete wearing surface,

dollars ($ ) per
square yard of surface..............2..222-.00--22:0-0- 26,600 Sq. Yds.

5. For pavement in place complete, if
composed of concrete slab with Bitulithic
wearing surface,

dollars ($ ) per
square yard of surface......................22.-00.--0- 26,600 Sq. Yds.
—9|—

Approximate Approximate
6. For pavement in place complete, if Quantity Total
composed of broken stone base with asphaltic
concrete No. One wearing surface,
dollars ($ ) per
square yard of surface.....................--.-------0-- 26,600 Sq. Yds.

7. For pavement in place complete, if
composed of broken stone base with asphaltic
concrete No. Two (Bitulithic) wearing sur-
face,
dollars ($ ) per
square yard of surface......................c:-----eee 26,600 Sq. Yds.
8. For handrails constructed in place
complete, including all fastenings,
dollars ($ ) per
M. Ft. B. M. of timber..................-.-------------- 168 M. Ft. B. M.
9. For curbs built in Washington Street
and First Street, Vancouver,
dollars ($ ) per
cubic yard of concrete..................22..:.-secseeee 37 Cu. Yds.

10. For sidewalks on embankments in
Washington Street and First Street in Van-
couver,

cents ( ) per square

yard of sidewalk surface.................--------------- 1,030 Sq. Yds.

The preceding tenders are made subject to my receiving the following Contracts:

 

 

 

 

 
—92——

In the event of the following several contracts being awarded to me, the following
lump sum deductions will be made:

 

 

 

 

 

 

of

accompanies this tender.

 

A letter, offering to provide the bond, by the......2.000200000000. cocceececcccceccecececeeeeccetaceeeee cece

 

accompanies this tender.

If this proposal shall be accepted and the undersigned shall fail to enter in contract
as aforesaid, and to give the required bond in satisfactory form within fifteen days from
the date of mailing a notice to him according to the address herein given that the contract
is ready for signature, the Purchaser may, at his option, declare that the bidder has
abandoned the contract, and thereupon this proposal and the acceptance thereof shall be
—9I3——

null and void, and the forfeiture of the certified check accompanying this proposal shall
operate and the same shall be property of the Purchaser.

Signature of Bidder:

nee ee ee ene cee eee eee eee tbe e ne ee ene ee ene eee enn een tenn nen een ew ee nn wnnnneens

Business Address:

Local Address:

Deities) iossc sooo ee ee ea a Sea ae od oe Sade See ea ae a ewok Sansa ee
—+95—

 

 

CONTRACT
BETWEEN
Contractor: |
(
AND
{
Purchaser: ; °
(
FOR
MEMORANDUM OF AGREEMENT, Made and signed this...............----------e0----- day of

ee etei hss eek, Aang Se lao , by and between

 

the party of the first part, and sometimes termed in this agreement and in the specifica-
tions the “‘Purchaser,”’ and

the party of the second part, and sometimes termed in this agreement and in the specifica-
tions the “Contractor.”

WHEREAS,

WHEREAS, The Contractor has, under date of

made a satisfactory tender for

 
mecca) J sence

NOW THIS AGREEMENT WITNESSETH:

_ First. _The Contractor, for and in consideration of certain payments to be made to
him as hereinafter specified, hereby covenants and agrees to provide, at his own cost and
expense, all labor, machinery, plant, tools, and appliances, and to

all in accordance with the Plans and Specifications hereunto annexed and made a part
hereof, and will fully finish and complete the same by

but, if, in the opinion of the Engineer, the Contractor be delayed or prevented in the
prosecution of the work by conditions absolutely beyond the control of the Contractor,
additional time for completion of the contract will be allowed, and the amount of such
additional time will be determined and fixed solely by the Engineer.

Second. The Contractor shall start the work of construction as soon as practicable
after the signing of the contract, and shall carry on the work with adequate diligence to
ensure its completion within the time specified.
—98—

Third. In consideration of the performance by the Contractor of his covenants and
agreements, as herein set forth, the Purchaser hereby covenants and agrees to pay the

Contracter the schedule of rates and prices set forth in the attached PROPOSAL AND
BID.

In case the Engineer requires the Contractor to perform work or to supply materials
of a class not included and covered in the above list of items nor, in the opinion of the
Engineer, described or implied as included in the above list by the plans and specifications,
such materials and work shall be paid for as provided i in the clause for Unclassified Work
in the attached specifications. |

No payments, either partial or final, are to be made for any material which is to be
used for falsework or plant; but payment is to be made only for materials which are left
permanently in the finished structure and form a part of it. The Engineer may, at his
discretion, allow temporary partial payments in advance of the permanent work as
materials for plant and falsework are employed, but the Contractor shall have no right to
demand such compensation.

Fourth. The schedule prices to be employed in making partial payments for all
work as it progresses are to be as follows:

The Engineers shall fix the schedule prices in the monthly estimates for all materials
not covered in the preceding list.
—99—

_ Fifth. All materials paid for by the Purchaser shall be deemed to have been de-
livered to, and to have become the property of the said Purchaser, but the Contractor
hereby agrees to store it and to become responsible for it during the continuance of this
agreement. If any of it be lost, damaged, or destroyed by floods, washouts, or fires, or
by any other means whatsoever, the Contractor shall repair or replace the same at his
own expense and to the satisfaction of the Engineer.

Sixth. If the Contractor fails to complete the work within the time specified, and if
the Purchaser shall nevertheless permit the said Contractor to proceed, and continue, and
complete the same, as if such time had not lapsed, such permission shall not modify nor
waive in any respect any forfeiture or liability of the Contractor for damages arising from
such non-completion of said work within the time specified, and covered by the “‘Liq-
uidated Damages” clause of the specifications; but such liability shall continue in full
force against the said Contractor, as if such permission had not been granted.

Further, if the Contractor fails to complete the work within the time specified, no
partial estimates will be rendered and no payments will be made after the date specified
for completion until the Contractor shall deliver to the Engineer for each and every such
partial payment the written consent of the Contractor’s Surety, permitting such payment
to be made without affecting the validity of the Bond.

Seventh. No change or alteration shall be made in the terms or conditions of this
agreement without the consent of both parties hereto in writing; and no claim shall be
made or considered for any additional or unclassified work unless the same shall be
authorized and directed in writing by the Engineer.

Eighth. The Contractor hereby assumes the risk of the occurrence of delays in the
prosecution and completion of the work embraced in this contract; and the amounts here-
inbefore mentioned to be received by the Contractor in payment for the work include and
cover that risk, and therefore the Contractor shall be entitled to no additional compensa-
tion on account of any such delays.

Ninth. The Contractor hereby agrees that he will at all times keep within his con-
trol the work covered in this contract and will not assign or sub-let all or any portion of
it without the written consent of the Purchaser.

Tenth. The decision of the Engineer shall at all times control as to the interpretation
of drawings and specifications for the work; but if either the Purchaser or the Contractor
shall consider himself aggrieved by any such decision of the Engineer he may require the
dispute to be finally and conclusively settled by the decision of arbitrators, one to be
appointed by the Purchaser, and a second by the Contractor. In case the two arbitrators
thus chosen fail to agree, a third arbitrator shall be appointed by '

By the decision of these arbitrators, or by that of a majority of them, both parties to this
agreement shall be finally bound.

Eleventh. The Contractor is to indemnify the Purchaser against all liability or dam-
ages on account of accidents occasioned, or claimed to be occasioned, by the omission or
negligence of himself, his agents, or his workmen during the continuance of this agree-
ment, and against all claim for royalties on patents; therefore it is hereby agreed that the
Contractor shall be promptly and duly notified in writing by the Purchaser of the bring-
ing of any suit or suits on such accounts against the Purchaser, and shall be given the
option of assuming the sole defense thereof. It is also agreed that the Contractor is to
pay all judgments obtained by reason of accidents or patents in any suit or suits against
the Purchaser, including all legal costs, court expenses, and other like expenses.
—100—

Twelfth. The Contractor further agrees to furnish and maintain in force during the
continuance of this contract, a penal bond satisfactory to the Purchaser in the sum of

dollars for the faithful performance of the said contract and all provisions thereof.

Thirteenth. The Contractor further agrees to promptly, as due, make payments to
all persons supplying to such Contractor labor or material for the prosecution of the
work provided for herein, and that said Contractor shall not permit any lien or claim
to be filed or prosecuted against the Purchaser, for account of any labor or material
furnished, and that no person shall be employed by said Contractor for more than eight
(8) hours in any one day, or forty-eight (48) hours in any one week, unless in case
of emergency when no other competent labor is available, and in such cases such laborer
shall be paid double wages for all overtime.

Fourteenth. The Contractor further agrees that this agreement may be cancelled at
the election of the Purchaser for any wilful failure or refusal on the part of the Contractor
to faithfully perform the Contract according to its terms and conditions.

Fifteenth. The Contractor further agrees that Clarke County, Washington, shall
retain six and one-half per cent of the Contractor’s payroll for all labor performed in the
State of Washington until the Contractor shall present a receipt in full for all premiums
demanded of it by the State Industrial Commission of the State of Washington, in compli-
ance with the Workmen’s Compensation Act; that before final payment on this Contract
is made, a Bill of Clearance from the said State Industrial Commission must be presented
to Clarke County, Washington, showing that all and every demands by said Commission
have been paid.

Sixteenth. The Contractor further agrees that any perscn who has supplied labor
or material for the prosecution of any work provided for under this contract is hereby
authorized to institute an action against said Contractor or his sureties on his own rela-
tion in the name of the Purchaser, and to prosecute the same to final judgment for his
own use and benefit.

Seventeenth. The Contractor further agrees that all the provisions of the laws of
the State of Washington and State of Oregon, applicable to the protection of sub-con-
tractors, material-men and laborers engaged in carrying out the terms of this contract,
are hereby made a part of this contract whether expressly incorporated herein or not.

Eighteenth. Nothing in this contract or the proposal or accompanying papers shall
be construed to authorize or recognize in any way any sub-contract.

Nineteenth. The word ‘Engineer’ or “Engineers” as used in this Contract and in
the Specifications shall mean Waddell & Harrington, E. E. Howard and L. R. Ash, Asso-

ciate Engineers, Consulting Engineers, or their duly authorized representative.
—10I—

IN WITNESS WHEREOF, The parties to this agreement have hereunto set their

hands and seals

 

Dated the day and year first herein written.

 

 

 

 

 

Purchaser:

MULTNOMAH COUNTY, OREGON,
By ees reece

Governor of the State of Oregon

BY. gee ieee ee a elec ees County Commissioner
BY sence nessasetinusienad aise ee ee ee County Commissioner
Boys cciesebeecaiiet aca ecg neon hese cee ececctvecsacteueteszecteeced County Commissioner
Attest:
_ County Clerk

CLARKE COUNTY, WASHINGTON,
Byistzess3ees 3 County Commissioner
By ceeeeseseteeeeee ees County Commissioner
By......--- County Commissione1
Attest:

 

County Auditor
Party of the First Part
—102—

 

Party of the Second Part

Approved as to form.

 

District Attorney for Multnomah County, Oregon.

Approved as to form.

 

Prosecuting Attorney for Clarke County, Washington.
—103—

BOND

To Accompany Contract Between

{
Contractor: |
rt

 

AND
i
Purchaser: /
(
FOR
BY

Surety: |
—04—

KNOW ALL MEN BY THESE PRESENTS:

That: we): @)) 225 iene ee ete

 

 

 

 

 

 

 

 

 

 
—105—

 

 

for the payment of which sum, well and truly to be made, we bind ourselves, our heirs,
executors, administrators, successors and assigns, jointly and severally, firmly by these

presents.

The obligor.... herein expressly agree.... that (42) a joint action may be brought
against all of them—the judgment against each surety therein to be limited to the
Amount fOr WAACK A... ceeeceee niece cee eceeceeeeeeeensneee is bound; or a joint action may be
brought against the said Principal and each (4>) surety for the amount in which such
surety is bound jointly and severally with said principal; or a several action may be

brought against €ach (4¢) obligor for the amount for which such obligor is liable.
—106—

The Condition of This Obligation Is Such, That, whereas on the................2cccceceeeceeees

Principal herein, made and entered into a certain contract, copy of which is hereto

annexed, with the Purchaser for (8) --.....2..222..1..22-222ssc0ceeeceescecceneeeeeceeeeneeee setesececeeeteceeseeenees

according to the plans, specifications, and schedule of rates and prices made a part of
said contract.

Now, Therefore, if the said Principal herein, .................... heirs, executors, admin-
istrators, or successors shal] and will, in all respects, faithfully and truly observe and
comply with the terms, conditions, and provisions of the said contract, and shall well
and truly and fully do and perform all and singular the covenants, conditions, agree-

ments, matters and things by the said (7) oo... 02.ce.ceccecececee eee cece cee cence eec ee eeecaeeeaeeeeeeeeeeee

agreed, covenanted, and undertaken to be performed under said contract, plans, and
specifications, upon the terms proposed therein, and within the time prescribed therein,
and as well during any period of extension of said contract as may be granted on the
part of the Purchaser, and as well for all changes, alterations or modifications of the
said contract as are permitted by the specifications and contract; and shall promptly
pay all laborers, mechanics, sub-contractors, and material men, and all persons who
shall supply such laborers, mechanics or sub-contractors with materials, supplies or
provisions for carrying on such work, all just debts, dues, and demands incurred in the
performance of such work; and shall pay the Purchaser such liquidated damages as
may accrue to the Purchaser under said contract; and shall indemnify and save harm-
less the Purchaser against any direct and indirect damages that shall be suffered or
claimed, and from injuries to or loss of materials paid for by the Purchaser either
partially or in full, or injuries to persons or property during the construction of said
—107—

work and until the eame is accepted; and against claims for royalties on patents; and

shall in all respects faithfully perform said contract according to law, then this obliga-
tion shall be void and of no effect; otherwise, to remain in full force and virtue.

It is understood that the enumeration of particular obligations under this bond shall
not be construed as a waiver by the Purchaser of any of the terms, covenants and con-
ditions of said contract.

IT IS HEREBY STIPULATED, that action on this bond may be bionghi by said Pur-
chaser as plaintiff, or in the name of said Purchaser as plaintiff for the use of any person,
firm or corporation entitled to institute such action by virtue of any law in the

erred is not found within the

jurisdiction of said Court, service of process as to such obligor........ may be made by
delivering a copy of the same to the.Clerk of said Court, who is hereby appointed agent

of the obligor........ for that purpose; that no person shall be disqualified to act as a
juror therein by reason of his being a resident and property owner of the County or
State in which such action is commenced.

IN WITNESS WHEREOF, The parties hereunto have executed this instrument under

their several seals this.................... DAY OF ascees ees Osa kaa A. D. 1915, (the

(9) name and corporate seal of said principal being hereto affixed and these presents

uly> signed “by iyj.ceccecente cress oop ese ee ceed adel ne ee Bees
ite (0) cc soon vealed aie aioe oe ee ee eed pursuant to a resolution of its (11)
passed on the................-.-.---+ Day: Oss sav cedecsd caved We eeaaie dee cess , 1915,) and the name

and corporate seal of said surety being hereto affixed and these presents duly signed by
In the presence of

Attest:

—108—

 

 

 

 

 

 

Attest:

 

 

soc kes es Ges Sebo sated ctlbhues cree cnpeseneseuev Aves ene cee (Seal)
scpibtiweeadai dasa tds, teias sews sansa oes cueiienelastie Mores alate (Seal)
ee en (Seal)
PRINCIPAL
SURETY
SURETY
—109—
INFORMATION.
With reference to execution of bonds.

1, If the principal is a corporation, insert the name and add the words “a corpora-
tion existing under the laws of the State of” (giving the state). If the principal is an indi-
vidual, insert his name, place of business, and state. In case of a firm, the names of the
individual partners will be given, followed by the recital that they are partners composing
a firm named (giving the name of the firm, the place of business, and state); and the bond must
be executed by all the partners.

_ 2. If the surety is a corporation, insert the name and add the words “a corporation
existing under the laws of the State of” (giving the state). If more than one surety join in
the bond, repeat the words quoted after each corporate name. If the surety is an indi-

vidual, insert his name, place of business, and state. 7

3. In the event that more than one surety joins in the bond here insert “with each
surety as hereinafter specified, and the said (naming surety), jointly and severally with said

Principal... GN the: sum Of sccccccvecncessces seoxisnwonsseverseceuatease vesencdesved dollars of said penal sum and no
mores and) the: Sad si.) cer cee sas aerate heqene cars Seguscacdcan oa naosaue Se tdeeareo tee (naming additional surety),
jointly and severally with said principal.... in the sum Of-....222.000000000ceccccccoccecceeeeene cee ceeeecececeeeeeeeee

dviddaowasdsnaues die anene shiseoeseupanence sdeeaveneoest suaeaaa dec oduseecaneseeasmaneeesesnteeced dollars, of said penal sum and no more.”

4, In the event that one surety only gives the bond, eliminate the underscored words
marked (4a), (4b) and (4c), and substitute for the word in (4c) the word “the.”

5. Here insert the name of the principal, the manner of transacting business and
the place of business as heretofore outlined under paragraph one.

6. Here insert descriptive matter covering the scope of the contract. In the event
that one bidder secures a contract for the entire work or several contracts for various
portions of the work (as outlined by the specifications), the purchaser reserves the right to
require separate bonds to secure each separate contract, rather than to accept one bond
to secure all contracts.

7. Here insert name of principal as heretofore outlined under paragraphs one-™
and five.

8. If one surety gives the bond strike out the underscored words at number (9).

9. If the principal is not a corporation, strike out the words in parenthesis marked
(10). Bond must be executed by all partners.

10. President or other officers authorized to sign for the principal. A copy of
the record of the selection of the officer or officers executing the bond for the principal,
certified by the custodian of such records, under the corporate seal, to be a true copy,
must accompany or be attached to the bond, unless the resolution authorizing its execu-
tion gives the names of the officer or officers, in which case no other evidence of their
official character is required.

11. Board of Directors or other governing body of the principal. A copy of the
by-law or of the record of proceedings of the governing body of the corporation showing
the authority of the officer or officers executing the bond for the principal, must accom-
pany or be attached to the bond, the same to be certified by the custodian of such records,
under the corporate seal, to be a true copy. If the authority was given by resolution,
enough of the records must be copied, along with the resolution, to show that it was
adopted, and the entire matter copied (not simply the resolution) will be certified to be a
true copy. If the authority is a by-law, the wording of the executing clause will be
altered accordingly.
—110—

12. President or other officers authorized to sign for the surety. The same proof
of the selection thereof to be furnished as by the principal under paragraph ten hereof.

18. Board of Directors or other governing body of the surety. The same proof of
authority to be furnished as by the principal under paragraph eleven hereof.

14. The individual members of a firm will execute the bond as individuals. One
member signing for another must have proper Power of Attorney. If the principal or
surety be a corporation, the name and corporate seal will be affixed by the proper officer,
followed by the name and official designation of such officer.
INDEX TO SPECIFICATIONS

Clause
Accom Pativine: rawness 252 cshcc5GiGih bs oGd aed wel adm SseGee wads ee 4
Adherence to Specifications in Bidding. ..4....0%4ceeeee00 erence nuwes 109
PMUENOE BONS GuuvcceseucnuedGe vend ip eentina we iiss eae reNe Annee 4Y
STM CAlIIT RAG Yes oocyst uae even ican ee -Puptetibyeaiw decanters Japeaiind vc 38
Approximate Quantities of Materials................20cceeceeeeeeeees 114
Assembly ot Drum and Stpporte.s <s.xy:2yese sce ces denebeeree sewage s 34
Assembling of Members and Preparing Field Rivet Holes.............. 41
Assigning or Sublette Conttact ~~“ secseissceieneeidceace ns Pe ee 116
Riward Of Comtiacths: ».«sseaxeeek Geeeia bee as Neas xo caoie weakens wae new 115
Bag Tlie alebe heehee weed n cau te sew a aedan ae aaw ee ees 83
BidSe cc tastes ta aad 2 asd lhe tM Wie lok SE Mes tak Ohta tea cat aby aa eae ic 108
ONCE be RAIS ap ua.ak waar enone a OS we te OER Dw OLSEN Ok So eraier nae 53
BOndsS® 3: esses trend ant kobaete a oes e SU ba Ba wl hve ewe elidel ow eleele go 117
Broken ‘Stone or Gravel... secu hyeaces ote Wh aaadnea neni eddenae eee 88
Bronze Bushings. ..c.0s0vsca000aew beh vine tape ved Aenea win eae oes 30
BUle NeMmBerS << sievecusw.csnnacdneedenaauneee deweae teas Keaeeed emis 37
Céme tities sie uae eee en eadas awa ae Ae Ged ce bined ude. 90
Change in Amount of Work................00 0c ee eee tie Stun ata ea 12
Chemical Composition of Steel........... 0.0.0 cece cence ee See Pah alts tees 20
Chemical Determination of Steel........ 00... cee ccc ee eee eee eee 21
Cofferdams and Sheeting for Open Excavation..............0022e0ee0es 79
Conereté: Proportions... 4. cic aGaus-e vue Ss lathes ele HE Soe Gels plage anne alee se, wes 91
Concrete Slope Protection on Embankments.................00.. paren, 99
Constructing and Sinking Cribs..... 2.0.0... cece ce eee eee eee 78
Controllers and Resistances............ rE ere ere ee eee 68
Correction of Errors of Connections............ 0.00: c eee eee eee ee 59
COunterweIshts, 40 ccc tenis sega anes Mmn eee ale wea cuome needs aelHe 65
Creosoting. .......... ot Wig dee teianiaes oiees Meda es cele bein Sa rchse ba aK 87
Damages and ‘Accidents.ii.6iecs8ecacnwea eden y oies SEES Tae ees 13
Demurrage and Cartage.......... uasaiasgen ee A ne aa el gaeeuan Ia chaser ae bv
Depths of Foundations.................. Lavish aenbats ais tatihe Soatatnine au 76
Ditching. . ...... ati erase ei ontea hea oles Vat dear ha da ua Cessna as paces see geteee 108
Electric: Motors. ..00008 sch eesti nese aoe diet ee eye re Get ekeete 67
Higeitic WVWINE 5 .ccuusey ews ohe crunk nes han te ahoaiaee ee ngeatindes Sace 10
Embankments atid Earthwork. ¢...... sess seesensas sneer geen aga 87
Encountering Obstacles ...........- CG Ble Heatea pe teh GANS Ge Hse scoters 82
Engineers’ Direction and Inspection.............--+00e ees egeere peuan 10
Erection of Steel.............. eee eee ig goed ehone qoateacgd ROWa @ Pas Cae ae 58

TxcCa Va tiOn Si: <b sas evesd ay seer Gases Seuseeadecdeg Gas nok Hee a aie wa ay Na GSA arg
Clause
Ferry: ott: Rivetinc. ss sas ln awed are eae dies See ae Genes oa 17
Field Paint and Painting 3.5. s.cacw sg vaiwsds wired eases eae Oka 61
Field Riveting ............... sharia oi atadaravs is ni ahadauta satan atande naeeaNenee ASE NES 60
Fillets and Sheared Edges........... 06.0. e eee eese padachdgnanenas slapentanthels 39
Finish of Rolled Steel............... Spe OAR ate aaa a hee sah eh aeedegh a Meals andi 24
POTSINGS: « oss ci ovaseea werden d eee eee Rae Hann ghee eee AGE 26
Forms, Staging and Falsework............ 0.00: eee e eee e ee eee eens 95
Gasoline. Engines: .c25425cg 2g be aoa ta ee ee ean ke ee 66
Genetal: Description: 205 2a ah ieee eels eka deaalg eens Gigi teas ayes 3
Handrails on Embankments............0 000020050 cece eee eee eens 102
Installation of Machinery, ¢..65 20463 cee ee ace wee eb ae Rede bese ee ween ote > 63
Interference with Traffic............... cece eee eee ee highs wa ages Se 16
Tron Castings ............. iy dias Gib oe Cee as Katee tae a Sues aka ee dpons te 28
Legal Restrictions, Permits, etc.............. Sake ehh Gee 14
Lamite Switeli «9 i obig4 acs arcia oy na dean nae vais tata Dh wwhe Oairaw ie acmane else 71
Liquidated Damages: ..ici0sccy0 cee ete cee aie we ee ea eee eee en 111
LOGAUON: a igs ascent apie ead vee Rules Ses weeks Say elle to ni erein Men omantvars 1
Machinetys + sa ccnise esata tines eee eRe eee ae ee wR 31
Materials and Workmanship efile, Weis catines ie pn pnet Segsinyctse Macrae eh Shan ash Ade soe a aa 9
Meaning Of Wiens 's:cfij..ius acca: a ee vata ak cs Gyahe Wstcial acerca ghadok lal aodsboagaue acetate 118
Measurements of Stone, Sand and Oeil sane Seueececcoscs cles 92
Metal. 2 ‘ciacuraatik olatahtin tat euene aude: pee ceuseeuee an Moet mer oretiege (LO
Mixing ‘and Placing; Coneretes:c:avwven ae aa sees Hi eseus Senta iee se . 9B
Name Plate: s2sccgseveesnca wsaeeeeeae eee aea tered oe ner ies obs lte’. 50
Office for Commissioners and Engineers................ cee eel ea ceee 15
Operators’ Houses and Gate Tenders’ Houses..................00005- 74
Ornamental Concrete Columns and Concrete Handrails................ 94
Ownership and Funds..................0...00000. sem eed em euoheta yates 2
Paint and Shop Paintings scei. cesnesa eeeadeleder eihend de eee ee eel ewe 55
Pavement on Embankments ............ 0... cece eee eee cnet ees 101
Pavement on Steel Structures............. ER ee eT ee 100
Payments: as 00d Se aitoag sedan wae se NAd AE ae awe eee ee ie eRe 112
Physical Requiréments toe Stecls:0ieivateareces swan deers: paps ey giana any 22
Pilesand Pile Driving: jcccusseaaseeae8s eee a goes Merenies dalaceaow a ales 81
Piles ‘for Foundations iodigikwa nese await oeden ome aw negteetes oer 80
Pitt HOleS ccc aegucved etaeyakeaede wad we Se bdo teres eh oaaue dice SHS 44
Pins 42a nde ae whois: 6 WER A Is EhG ENG Vdd a PER ERE ema SRW 45
Tinie: arid Sh AdtSos aiid peesheenbands era cantanansewosuagee saygaauy maw uae: 29
Plant and Program of Construction............. 0. cc cee eee eee Sih ake 6
Plat 82). secs eet ph pede are en Rupa he ete RS od UE Ga eo ee 25
Position, Gradient and Alignment......... ccc cece cece eee een eee 11
Preparing and Placing Reinforcement..... ......... ..... peihnagtan seniad 96

Punching and Reaming........... 00. c ccc eee eee eet eee eee e ene 40,
7 Clause
Rails and Connections...... pds AES a dua nate er sora donate celeste 52
Rate Ol iQ urete aun esqaniawaracmaie vwereu she eupesaucu Gs Wise anecen 110
Remionteienth « oven ouesdas sau sung denis abe alts Graix a pad DiS See RG 51
Removal ol Dehriss isxcssase vai eiduw es seve jae SeeraseasA eh baa ghey alana Rea 18
Report of Materials and Men................. Jabs prada Mite see cantare tas fa Sten 8
RAG TOl- Ways awh GsdeeReresd yaues Oxe eA SEAS cue oetEee ene a Genes 104
Rip-Rap and Mattresses for Pieré....c42s0s0ss01eaes<w i dase evdianeaas 84
River Conditions ......... cai aid Sara Hela Vk dus Ghee Geecbataaue aaeoateea pears 5
Devt: HIOIES:: anit, citi Se teraee wom Caen eet Seta ee eee Mant wee eee 42
RIV EUS ath aaraerde pang tay oe yee sae aay er ear yaa wee spraaiesans 43
Rock Fillsi« asse0 tonicadad eeutihen she Gawea tenes Hire adh janes kaalae die 98
ROUGE: s laren iasar agen area nws Susie Se dee ae iaas Ae aelaoan Sa 49
Royalties: on:-Patentss 25 ia.seydg seledia tee cage A RE PAEN Ghee BERC EM eet 105
Satidic- sae hula oe ime pews es Gare Eee We eon ao ge eaters 89
Scope: of Contractss.roicc1 eens sae eae b OaRA Nae OH ET A ER eee eae 106
Setting SHOES s:eacr visiasd evil anteerd slate esac hs oasie eae ge meal eevee alana Hela 62
Shipping and Scale Weights......... 0... 0. cscs cee eee cee eee eee 56
Siptial: Bells. 3 cae ie elements ciel gys moles ee nee ee eO eu bewatl s 73
Signal Lights and Service Lights............ LQ Nae Eis 72
Stairways, Runways and Platforms........... 0.0.0.0 cece eee eee ee 15
Steel Castings: oc:..5 aditeartiee eases HoMtae  aala ee Sead aera a awl trata seacohs 27
Steel: Tapes ccuwualeld ane coca boned an trea Hae ee tha ere gs 54
SUPA SMGNNGs = sed chet aei ashe sere hee Oka eK eT ee HIedORe Ne eRe ws 36
Switchboard and Appurtenances............ 0. cece eee eee 69
Tests for Physical Requirements of Steel............ 0.2 cee cece eee eee 23
Threaded Nuts, etc. .......... bccn Cy alive ts Sib Sen sae Done Saran geo hae aba 48
Timber. . .......-- Ros age isk Naval an tetas oy areal aia tora otere eae Gee ETS 85
Timber ‘Construction, ..c:44 ea veevewss Seb ew sales wae ow ea ee ue etd en 86
Times of Completion................... PPO RRS TEER Mew eee Ree ee 107
Tower Sheave Bearing Connections. ...... 0.00. cece cece tenes 32
Track and Drum Rollers........... cece eee cece een eens area nator 33
Prirned: Bolts: <6. o.c0e2 ieee nee KOM Ba Oo Sal BOR e Made eee Ne eens 46
Unelassified: Work -si.0ec00 eoeeedere ee iy es eae WUE ao ee eee eee 113
Wire Rope and Sockets...........+.-.--- Ap uiiedoue waa eons 35
Wire Rope Dressing............. Wie Sota are Gnlalass Cela wee Sea Serke ee Sa 64

Working Drawings ......... 0. sce e eee renee tenet eet n teen eens %