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GEO. S. MORISON, 
 
 Chief Engineer.. 
 
 184 LaSalle Street, 
 
 Chicago. 
 
 S O '93 
 
 THE NEBRASKA CITY BRIDGE. 
 
 A REPORT 
 
 To CHARLES E. PERKINS, President Chicago, Burlington & Quincy Railroad Company, 
 
 BY 
 
 GEORGE S. MORISON, Chief Engineer of the Nebraska City Bridge. 
 
 subjects. 
 
 I. Preliminary Narrative. 
 II. General Description... 
 
 III. Substructure. 
 
 IV. Superstructure. 
 
 V. Approaches. 
 
 VI. Protection Work. 
 
 VII. Cost.. 
 
 Page 
 
 3 
 
 9 
 
 10 
 
 10 
 
 11 
 
 APPENDICES. 
 
 A. List of Engineers, Employees and Contractors. 
 
 B. Charter and Contract with War Department.. 
 
 C. Specifications for Masonry. 
 
 D. Record of Sinking Caissons. 
 
 E. Time, Cost, etc., of Foundations. 
 
 F. Specifications for Superstructure. 
 
 G. Tests of Full Sized Eye Bars. 
 
 14 
 
 16 
 
 17 
 
 20 
 
 23 
 
 25 
 
 LIST OF PLATES. 
 
 8 . 
 
 9. 
 
 10 . 
 
 11. 
 
 12 . 
 
 13. 
 
 14 . 
 
 15. 
 
 16. 
 
 17. 
 
 18. 
 
 19. 
 
 20. 
 
 General Map. 
 
 General Elevation, Plan, Profile and Alignment. 
 
 Piers I and IV. 
 
 Piers II and III. 
 
 Diagram showing Rate of Progress in Sinkiug Caissons. 
 Record of Water Stage. 
 
 400 ft. Through Span. General Elevation and Plan. 
 
 “ “ Panel Point Lo. 
 
 (i “ “ 1 and 2. 
 
 « “ “ 3 and 4. 
 
 « “ “ 5 and 6. 
 
 <i “ “7 and Section. 
 
 “ “ Strain Sheet. 
 
 325 ft. Deck Spai 
 
 General Elevation and Plan. 
 Panel Point Lo. 
 
 “ 1 and 2. 
 
 “ 3 and 4. 
 
 “ 5 and 6. 
 
Chicago, July 1st, 1892. 
 
 Charles E. Perkins, Esq., 
 
 President Chicago, Burlington & Quincy Railroad Company. 
 
 Dear Sir :— 
 
 I submit the following Final Report in relation to the bridge across the Missouri River at Nebraska City, Nebraska. 
 
 Yours truly, 
 
 George S. Morison, 
 
 Chief Engineer Nebraska City Bridge. 
 
THE NEBRASKA CITY BRIDGE. 
 
 3 
 
 THE NEBRASKA CITY BRIDGE. 
 
 I. 
 
 PRELIMINARY NARRATIVE. 
 
 The charter under which the Nebraska City Bridge was con¬ 
 structed was granted by an Act of Congress approved June 4th, 
 1872. At this time Nebraska City was considered an exceptionally 
 good point for crossing the Missouri River, the channel having 
 followed the Nebraska shore for many years and the river being 
 narrow. 
 
 The grant was made to the Nebraska City Bridge Company, a 
 corporation formed under the laws of the State of Nebraska, but it 
 contained an unusual provision, providing for its transfer to any 
 other corporation in the event of its not being used by the Nebraska 
 City Bridge Company. This charter is printed in Appendix B. 
 
 In 1872 a location was made by Gen. W. W. Wright, who was 
 Chief Engineer of the Leavenworth and Atchison bridges, and plans 
 were approved by the Secretary of War. 
 
 One hundred thousand dollars of ten per cent, bonds were voted 
 for a railroad and wagon bridge by Nebraska City. The bonds were 
 issued to trustees. Nothing further was done at that time. In 1873, 
 there being no bridge in course of construction, $90,000 of these 
 bonds were burned up in the presence of the Council, Mayor and 
 Trustees, the proceeds of the other ten thousand being used to pay 
 the expenses .incurred. 
 
 The river was divided by an island known as Nebraska City Isl¬ 
 and and shown on all the old maps as part of the territory, subse¬ 
 quently the state, of Nebraska. The principal channel was on the 
 east side of the island, but a narrow channel was also open on the 
 west side ; the main channel followed the Iowa shore, gradually cut¬ 
 ting its way into the bottom land on the east side of the river. As 
 the channel cut into the Iowa shore, the river moved eastward and 
 the accretions formed as part of the island, which was thus greatly 
 enlarged. The river continued narrow below the city, but the track 
 of the K. C., St. J. & C. B. R. R., which in 1870 had been brought to 
 a point nearly opposite, was moved back in 1874 to the location on 
 which it had originally been built in 1868, three years later was moved 
 back again, and in 1884 was moved a third time to its present location. 
 The continued tendency of the bend in the river to move down stream 
 showed that the narrow reach of the river would in a few years 
 entirely disappear. 
 
 In 1886 a sudden and important change took place, changing the 
 relative size of the channels east and west of the island, the main 
 river passing down the west side of the island, and leaving only a 
 secondary channel almost dry at low water east of the island. This 
 change of a single season restored the condition of the river to what 
 it had been thirty years before, with the exception, however, that the 
 island was east instead of west of the main channel. The very favor¬ 
 able conditions for bridging the river were restored, but it was evi¬ 
 dent that unless some artificial means were taken to prevent it, the 
 river would again go through the same manosuvres as before and 
 would cut away the island and sand bar west of where the channel 
 had recently been and resume its late position ; and furthermore, that 
 as the material recently deposited was sand and silt, the change would 
 take place rapidly. If anything was to be done with the river it 
 must be done at once. 
 
 In the fall of 1886 I visited Nebraska City and on October 22nd, 
 1886, I placed Mr. Addison Conpor there with instructions to make an 
 accurate survey of the river; Mr. Connor continued there till June 
 2nd, 1887. 
 
 As soon as the surveys were sufficiently advanced it became clear to 
 me that the proper method of handling the case was to close what re¬ 
 mained of the channel east of the island entirely by building a dike 
 across the same, and to extend this dike to within a thousand feet of 
 the Nebraska shore ; the bridge to be located about 1,500 feet below 
 the dike. As the location of the bridge was determined in a consider¬ 
 able degree by the form of the bluffs on the west side of the river, the 
 position of the dike was determined by the location of the bridge, 
 rather than the location of the bridge by the position of the dike. It 
 was evident that even if no bridge was to be built the dike would be¬ 
 come necessary if a transfer was to be maintained at this point. 
 
 About the first of February, 1887, I received authority from you to 
 begin the construction of the dike. The work was placed in the 
 hands of Mr. B. L. Crosby as Resident Engineer, Mr. Connor continu¬ 
 ing in immediate charge. 
 
 The line of railroad from Lincoln to Brownville by way of Nebraska 
 City being owned by the Nebraska Railway Company, one of your 
 proprietary corporations, it was thought best to have the bridge built 
 by the Nebraska Railway Company. Through the assistance of Hon. 
 J. Sterling Morton, of Nebraska City, an assignment of the charter was 
 procured from the Nebraska City Bridge Company to the Nebraska 
 Railway Company. 
 
 On April 14th, 1887, I submitted the plans of the bridge to the 
 Hon. W. C. Endicott, Secretary of War, for approval. After some little 
 delay this approval was granted, the company being required, how¬ 
 ever, to raise the bridge two feet higher than had been intended, the 
 result being that the bridge is now 53.33 feet above the Standard High 
 Water as adopted by the Missouri River Commission. On June 27th, 
 1887, the contract required by the War Department was executed by 
 the Nebraska Railway Company. This contract is printed in Appen¬ 
 dix B. 
 
 Authority was given for the construction of the bridge immediately 
 upon the approval of the plans. On the 6th of June Mr. B. L. Crosby 
 was instructed as Resident Engineer to make his headquarters at 
 Nebraska City and take charge of the work. 
 
 9722 
 
4 
 
 THE NEBRASKA CITY BRIDGE. 
 
 The Steamer John Bertram with a full outfit of pneumatic machin¬ 
 ery which had been used on the Rulo Bridge was sent to Nebraska 
 City and arrived July 24th. 
 
 The first material for the caissons was received August 7th and 
 the framing of the caisson for Pier I, begun August 13th, marks the 
 beginning of the construction of the Nebraska City Bridge. 
 
 On November 3d, 1887, the laying of the corner-stone was cele¬ 
 brated by the people of Nebraska City. The stone laid as a corner¬ 
 stone is the northeast corner of the fourth course in the abutment (Pier 
 IV). In this stone was placed a copper box containing various docu¬ 
 ments. 
 
 I was myself absent from the country from the middle of Novem¬ 
 ber, 1887, to the end of the following April. During my absence the 
 supervision of this work was handled by my partner, Mr. E. L. Cort- 
 hell, who acted as Associate Chief Engineer during the existence of 
 our partnership, from May, 1887, to April, 1889. 
 
 The work on the bridge went on continuously without interruption 
 till its completion. The last span was swung on June 8th, 1888, but 
 the East Approach and the tracks on the west side were not entirely 
 complete at that time. The first locomotive crossed the bridge July 
 27th, 1888, and the tracks were completed on both approaches so that 
 regular trains began using the bridge August 12th, 1888. 
 
 The actual time from framing of the first timber to the opening of 
 the bridge to general traffic was one day less than a year. 
 
 The completion of the bridge, together with other events, were 
 celebrated by the people of Nebraska City on the 30th day of August, 
 1888. 
 
 In the summer of 1890 it was determined to open the bridge to 
 highway traffic as Avell as to railroad traffic. The floor of the main 
 bridge was therefore planked, iron fences were put on the two sides 
 and a highway trestle approach built leading south from near the 
 west end of the East Approach trestle. The bridge was opened for 
 highway traffic June 15, 1891. 
 
 II. 
 
 GENERAL DESCRIPTION. 
 
 The Nebraska City Bridge is a single-track railroad bridge. It 
 consists of two through spans each 400 feet between centers of end 
 pins, resting on two masonry piers and one masonry abutment, and of 
 one deck span 325 feet long at the east end, resting on one masonry 
 pier and one smaller pier formed of two iron cylinders supported on a 
 caisson. The bridge is 1132' 4" long from center to center of end 
 pins. 
 
 Highway traffic is provided for by planking the railroad floor with 
 two thicknesses of plank and putting substantial iron fences on each 
 side. The highway traffic, therefore, uses the same roadway as the 
 railroad traffic and the bridge is closed to one class of traffic while the 
 other is crossing. On the west side of the river the highway traffic 
 turns to the north on a graded approach immediately on leaving the 
 bridge; on the east side it turns to the south on a trestle built with a 
 five per cent, grade. 
 
 The East Approach extends from a connection with the tracks of K. 
 C., St. J. & C. B. R. R. on the east side of the river to the end 
 of the iron work. The West Approach is only 539 feet long from the 
 end of the abutment to a connection with the tracks of the Nebraska 
 Railway in the cut west of the bridge. 
 
 During the construction of the bridge and the protection works, a 
 line was built by the K. C., St. J. & C. B. R. R. connecting its branch 
 to East Nebraska City with its main line 4.43 miles north of Nebraska 
 City Junction, thus forming a second line between Nebraska City 
 Junction and the new junction point named Morison on the time 
 
 tables. The loop-line is 2.296 miles longer than the direct line and 
 gives an approach to the Nebraska City Bridge from each direction, be¬ 
 sides connecting with the protection track leading to the dike above. 
 At the same time the location of the Nebraska Railway was changed 
 for a distance of about a mile east of the station, the new line being 
 carried over the Missouri Pacific Ry., thus avoiding an objectionable 
 grade crossing and connecting with the old line on the base of the 
 bluff about 3 000 feet below the bridge. The bridge approach connects 
 with the main line of the Nebraska Railway as thus reconstructed. 
 
 The north half of the K. C., St. J. & C. B. R. R. loop line is 
 built on a hue parallel with and 1 500 feet distant from the axis 
 of the bridge. This tangent is continued southwesterly till it 
 reaches the dike, and then following the line of the dike, continues to 
 the bridge line ; the track from the connection point to the end of the 
 dike was built by the Nebraska Ry. as a part of the Nebraska City 
 Bridge work. The track on the embankment across the old channel 
 east of the island, which was built solid so as to prevent any flow of 
 water, was constructed by and belongs to the K. C., St. J. & C. B. R. R. 
 
 During the construction of the bridge all levels were connected with 
 the benches established by the Missouri River Commission and re¬ 
 ferred to the St. Louis City Directrix, which is 412.71 feet above mean 
 tide at Biloxi, Miss. 
 
 After the bridge was turned over to the Operating Department the 
 track on the portion of the Kansas City, St, Joseph & Council Bluffs 
 Railroad loop running north of the connection with the north branch 
 of the approach track was taken up. I regard this as a very unwise 
 and dangerous proceeding, as it deprived the Railroad Company of its 
 means of repairing the dike. In the summer of 1891 the water broke 
 through the bank across the old east channel. Instructions were sub¬ 
 sequently given to repair this, though not until some months after it 
 had occurred. It is of the utmost importance that this track should 
 be maintained. 
 
THE NEBRASKA CITY BRIDGE. 
 
 o 
 
 hi. 
 
 SUBSTRU CTTJBE. 
 
 The substructure consists of one iron cylinder pier, two masonry 
 piers and one abutment. The iron cylinder pier at the east end is des¬ 
 ignated as Pier I; the two masonry piers are designated as Piers II and 
 III and the abutment as Pier IV. Piers I, II and III are founded on 
 pneumatic caissons of the following dimensions : 
 
 Caisson I 38 feet long, 18 feet wide and 12 feet high. 
 
 Caisson II 54 “ “ 24 “ “ “ 15 “ “ 
 
 Caisson III 54 “ “ 24 “ “ “ 15 “ “ 
 
 The caisson of Pier I is surmounted by a crib work 45 feet high, of 
 rectangular section, built with a side batter of 1 in 24. The caisson for 
 Pier II is surmounted by a crib work 13 feet high and that of Pier III 
 with crib work 15 feet high, both of these cribs having the corners cut 
 off and being built with a side batter of 1 in 24. The caissons and crib 
 work are filled with concrete, that of Pier I being generally made with 
 Milwaukee cement; that of Piers II and III with Portland cement- 
 The rock on which these piers rest is a limestone rock overlaid at Pier 
 II with about 20 inches of shale and five feet of clay, and at Pier III 
 with about 2G inches of shale. The remainder of the material through 
 which the piers were sunk was the fine sand which is the usual allu¬ 
 vial deposit of the Missouri River. The limestone was drilled into 
 and found to be 30 inches thick and to rest on clay or shale. 
 
 The caisson for Pier I was built on the sand-bar on the east side of 
 the bridge ; the other two caissons were built on false work and lowered 
 by long screws to the bottom of the river. 
 
 The foundations were put in by the company’s own men under the 
 direction of the Resident Engineer. The masonry was built by con¬ 
 tract by the firm of T. Saulpaugh & Co. 
 
 A pile bridge was built 50 feet north of the bridge line extending 
 beyond Pier III to serve as a service bridge to handle material for the 
 substructure. 
 
 PIER i. 
 
 The excavation of the pit at the site of Pier I was begun Sept. 1st, 
 1887 ; the building of the caisson was begun Nov. 14th, 1887, and the 
 concrete filling of this caisson December 8th. Air pressure was put 
 on Dec. 9th. The first sections of iron cylinder were set up Dec. 23rd 
 and the caisson reached the rock at elevation 442.38, Jan. 2nd, 1888. 
 The sealing of the working chamber was begun Jan. 2nd at two p. m., 
 and completed on the following day at 11:30 a. m. air pressure being 
 let off on the following morning. The pier was entirely completed 
 January 30th, 1888. 
 
 The cylinders which form the top of this pier are 84 feet in diame¬ 
 ter and 181 feet high. The shells are of T ® T inch wrought iron plates and 
 extend seven feet below the top of the crib into the concrete. The 
 caps are of cast iron and the two cylinders are connected by a wrought 
 iron lattice frame. The wrought iron shells and the cast iron caps are 
 part of the piers of the old Omaha Bridge and were bought from the 
 Union Pacific Ry. Co. The cross frame is new. 
 
 PIER II. 
 
 The first piles were driven for the staging of this pier October 19, 
 1887. The cutting edge was set up December 21st. and the caisson 
 lowered on the bottom Jan. 10th, reaching the bottom at elevation 
 493.1 in 8.5 feet of water. Air pressure was put on Jan. 11th ; the crib 
 with its concrete filling was finished Jan. 24th and the laying of the 
 masonry begun Jan. 29th. The caisson reached the rock at elevation 
 442.86 Feb. 19th. The rock was cleaned and the sealing of the caisson 
 begun Feb. 20th; the sealing was finished February 22d. The masonry 
 of this pier was finished May 2nd, 1888. 
 
 PIER III. 
 
 This was really the first foundation put in. The driving of the piles 
 for the staging was begun Oct. 3rd, 1887, the cutting edge set up Octo¬ 
 ber 11th and the erection of the timber begun October 14th. The cais¬ 
 son was lowered to the bottom Nov. 3rd, reaching the bottom at eleva¬ 
 tion 484.5 in 14.4 feet of water on Nov. 6th, when air pressure was put 
 on. The crib with its concrete filling was finished Nov. 12th and the 
 laying of masonry begun Nov. 14th. The caisson reached the rock 
 at elevation 442.91 Dec. 3rd and the sealing of the working chamber 
 was begun Dec. 4th and completed Dec. 7th, when air pressure was let 
 off. The masonry of this pier was finished Jan. 27th, 1888. 
 
 PIER IV. 
 
 The west abutment, designated in the records as Pier IV, is founded 
 at elevation 516.05 on a layer of limestone 1.78 feet thick, which 
 occurs in a formation of hard blue shale. 
 
 The foundations of the wing walls were stepped back on top of 
 thin layers of stone that occurred in the shale ; the excavations were 
 leveled up with concrete on Avhich the masonry was started. 
 
 The excavation of the pit for this abutment was begun September 
 2nd, 1887. The first stone was set Oct. 27th. The corner stone, at 
 the northeast corner of the fourth course, was laid with ceremonies 
 Nov. 3rd and the masonry of the abutment was completed December 
 26th. 
 
 The full details of the four piers are given on Plates 3 and 4. The 
 rate of progress in sinking is illustrated graphically on Plate 
 5. Full records of the progress in detail in sinking these foundations 
 were kept and are given in Appendix D. The detail cost is given in 
 Appendix E. 
 
THE NEBRASKA CITY BRIDGE. 
 
 The cost of the three pneumatic foundations is shown in detail in the following table : 
 
 FOUNDATION PIER I. 
 
 Caisson— 
 
 Material. 
 
 Concrete Filling— 
 
 Material. 
 
 Labor. 
 
 Material. 
 
 Concrete Filling— 
 Material. 
 
 Cylinders— 
 
 Material. 
 
 Concrete Filling— 
 
 Material. 
 
 Labor. 
 
 Cutting Edge, Air Lock, Shafts, Etc. . 
 Sinking— 
 
 Material. 
 
 Digging Pit and Re-filling a 
 Work Train Service. 
 
 FOUNDATION PIER II. 
 Caisson— 
 
 Material. 
 
 ilse Work— 
 Material... 
 
 Concrete Filling— 
 Material. 
 
 Concrete Filling— 
 Material. 
 
 1 555.57 
 897.35 
 
 1 782.35 
 491.28 
 
 2 543.86 
 931.28 
 
 4 864.90 
 532.57 
 802.76 
 
 FOUNDATION PIER II.—Continued. 
 
 Cutting Edge, Air Lock, Shaft, Etc.. 
 Sinking— 
 
 Material. 
 
 Work Train Service. 
 
 FOUNDATION PIER III. 
 Caisson— 
 
 Material. 
 
 False Work— 
 Material.. 
 
 Material.. 
 
 Concrete Filling- 
 
 Cutting Edge, Air Lock, Shaft, Etc. 
 
 Work Train Service. . 
 
 PIER IV. (Abutment.) 
 
 Excavation— 
 
 Material. 
 
 Concrete— 
 Material 
 
 Back Filling with Cinders. .. 
 
 Grand Total Cost of Four Foundations. . 
 
 5 835.47 
 823.16 
 
 5 383.59 
 1 924.97 
 
 3 137.05 
 $81 053.51 
 
THE NEBRASKA CITY BRIDGE. 
 
 A large part of the stone used for the masonry is limestone from Mankato, Minnesota; but the entire dimension work, wherever exposed 
 to frost, is of granite quarried near Morton, Minnesota. The granite begins at the following elevations in the several piers : 
 
 Piers. 
 
 Up-Stream Ends. 
 
 Balance of Pier. 
 
 II. 
 
 478.54 
 
 486.69 
 
 in. 
 
 480.56 
 
 488.78 
 
 IV. 
 
 525.50 
 
 552.96 
 
 The specifications for the masonry are given in Appendix C. The cost of the masonry in detail is shown in the following table : 
 
THE NEBRASKA CITY BRIDGE. 
 
 9 
 
 IV. 
 
 SUPERSTRUCTURE. 
 
 The superstructure consists of two through spans and one deck 
 span. Each through span is 400 feet long between centers of end 
 pins, and 50 ft. deep, divided into 15 panels of 26 ft. 8 in. each, the 
 trusses being placed 22 feet between centers. The deck span is 325 
 ft. long and 37 ft. deep, divided into 13 panels of 25 ft. each, the 
 trusses being placed 20 ft. between centers. Expansion is provided on 
 Piers I, II and IV. 
 
 The entire superstructure, except a few small details, is of steel. 
 
 The trusses are proportioned to carry a moving load of 3000 lbs. 
 per lin. foot, but in calculating the effects of a moving load, the por¬ 
 tion of any strain in excess of that which would have been produced 
 by a uniform load of equal amount was taken on a basis of 5000 lbs. 
 per foot. The top lateral system is proportioned to resist a wind pres - 
 sure of 300 lbs. per lin. foot and the bottom lateral system 500 lbs. 
 per lin. foot. The strains are given on Plates 13 and 19. 
 
 The floor system was designed for an uniform load of 6000 lbs. per 
 lin. foot. 
 
 The compression strain in the top chord is limited to 14000 lbs. 
 per square inch of balanced section. 
 
 The tensile strain in the bottom chord is limited to 13000 lbs. 
 per square inch and that in the web members is somewhat lower. 
 
 The weights of iron and steel in the through spans are as follows : 
 
 Two spans, 
 lbs. 
 
 Average of two spans, 
 lbs. 
 
 Steel . 
 
 . 2 167 680 
 
 1 083 840 
 
 Wrought iron. 
 
 .j 11 370 
 
 5 865 
 
 Cast iron. 
 
 . 12 650 
 
 21 275 
 
 Total. 
 
 . 2 221 600 
 
 1 110 800 
 
 The Aveights of iron and steel in the deck span are as follows : 
 
 Steel. 
 
 Wrought iron. 
 Cast iron. 
 
 Total. 
 
 The specifications under which the superstructure was manufac¬ 
 tured are given in Appendix F. 
 
 The dates on Avhich the seA'eral trusses were erected are shoAvn in 
 the following table: 
 
 
 
 First iron placed. 
 
 Span swung. 
 
 
 Deck span I- II. 
 
 June 4th, 1888. 
 
 June 8th, 1888. 
 
 
 East Through span Il-III. 
 
 May 22d, 1888. 
 
 May 25th, 1888. 
 
 
 West Through span III- IV. 
 
 Feb. 15th, 1888. 
 
 Feb. 19th, 1888. i 
 
 The timber floor, which was designed to carry a railroad track only, 
 was put on by the company’s men, working under the direction of the 
 Resident Engineer. The painting Avas done in the same way. 
 
 The timber floor Avas subsequently altered to a highAvay floor under 
 the direction of Mr. E. P. Butts, then Resident Engineer, Burlington 
 
 Bridge, in the fall of 1890. The plans of this highway floor are given 
 on Plate 20. 
 
 The total cost of the superstructure is given in the folloAving table : 
 
 Through Spans. 
 
 
 
 
 Iron, Steel and Ornamental Work. 
 
 $07 676.21 
 
 
 
 Freight Charges on same from Chicago. 
 
 3 048 26 
 
 
 
 
 
 $100 724.47 
 
 
 Erection. 
 
 
 20 359.66 
 
 
 Cement, Iron borings, etc. 
 
 
 12.98 
 
 
 Freight on above. 
 
 
 1.83 
 
 
 Deck Span. 
 
 
 
 $121 098.94 
 
 Iron and Steel . 
 
 33 907.60 
 
 
 
 Freight charges on same from Chicago . 
 
 994.15 
 
 
 
 
 
 34 901.75 
 
 
 Erection . 
 
 
 7 040.84 
 
 
 Cement, iron borings, etc. 
 
 
 6.50 
 
 
 Freight on same . 
 
 
 .91 
 
 
 Work-train service. 
 
 
 46.93 
 
 
 Railroad Floor. 
 
 
 
 41 996.93 
 
 Material. 
 
 
 4 403.09 
 
 
 Freight. 
 
 
 216.36 
 
 
 Labor . 
 
 
 1 621.22 
 
 
 Work-train service . 
 
 
 16.00 
 
 
 Highway Floor. 
 
 
 
 
 Material. 
 
 
 5 603.72 
 
 
 Freight. 
 
 
 134.88 
 
 
 Labor. 
 
 
 3 720.35 
 
 
 
 
 
 
 Painting. 
 
 
 
 
 Material. 
 
 
 847.68 
 
 
 Freight . 
 
 
 13.08 
 
 
 Labor. 
 
 
 3 633.32 
 
 
 
 
 
 4 494.08 
 
 Total Superstructure. 
 
 
 
 $183 305.57 
 
10 
 
 THE NEBRASKA CITY BRIDGE. 
 
 V. 
 
 APPROACHES. 
 
 The East Approach is 5 587 feet long from the connection with the 
 K. C., St. J. & C. B. R. R. loop line to the east end of the iron work. 
 This approach includes a Y track 1 687 feet long, also connecting with 
 the loop line, so that the total length of track in the approach is 7 274 
 feet. The 3 000 feet next to the bridge was built originally as a tim¬ 
 ber trestle, the east 1 000 feet of which was built of cottonwood with 
 pine stringers and pine ties, and the remainder entirely of pine. On 
 the completion of the bridge, earth was hauled from the west side of 
 the river, the cottonwood trestle filled entirely and the pine trestle 
 filled to average elevation 513, this being about eight feet above the 
 average ground level. The graded embankment was widened at the 
 same time. 
 
 The amount of earth in the East Approach is as follows: 
 
 Borrowed on east side . 33 648 cubic yds. 
 
 Steam shovel work hauled from cut ... 17 246 “ “ 
 
 Team work hauled from cut . 61 012 “ “ 
 
 Total . Ill 906 “ “ 
 
 Both the steam shovel and team work were hauled across the 
 bridge with trains, the shovel and teams being used only to load the 
 cars. 
 
 The West Approach is 539 feet long and is entirely in a cut, the 
 total amount of material excavated on this approach being 15 472 
 yards. 
 
 The contract for grading the East Approach was let to Andrew Sher¬ 
 idan, of St. Joseph, Mo. 
 
 The earth carried across the bridge was taken from the cut on the 
 revised line of the Nebraska Railway, the cut being enlarged for this 
 purpose. The steam shovel work was done under contract by Dorwin 
 & Lundquist. The team work was done by Andrew Sheridan. 
 
 VI. 
 
 PROTECTION WORK. 
 
 The protection work, which would more properly be called rectifi¬ 
 cation work, consists of a dike on the east side of the river, this dike 
 being the western end of an embankment extending across the sand¬ 
 bar and across the old channel between the island and the Iowa shore. 
 The embankment and track was built by the Kansas City, St. Joseph 
 and Council Bluffs Railroad as a part of its loop line, and its cost does 
 not appear as a portion of the cost of the Nebraska City Bridge. This 
 embankment, as well as the finished portion of the dike, were finished 
 at elevation 510, or about one foot higher than the high-water of 1881 
 at the Nebraska City government gauge. 
 
 The position of the dike is shown on Plate 1. The foundation of 
 this dike was a woven willow mattress 125 feet wide of which 100 feet 
 is outside of track center and 25 feet inside. The mattress was woven 
 in position on the sand-bar, wired around the selvage edges, and loaded 
 with rubble stone. When built no portion of it reached the water. 
 After the foundation mattress had been woven and weighted the track 
 was laid 25 feet from the inside edge and brought up to grade with 
 rubble stone. After the completion of the mattress work the river 
 cut into the bank and let the mattress down ; as this cutting continued 
 the work was reinforced by throwing in riprap, the mattress serving as 
 a foundation for this riprap protection. 
 
 There were used in this dike 1 8B0 cords of brush, 2 283 lbs. of wire 
 and 4 790 tons of rock. 
 
 In the subsequent ripraping, after the completion of the dike 
 and when the river had cut back, everything was put in from trains. 
 There were used 13 615 tons of rock, 2 386 cords of brush and 5 155 lbs. 
 of wire. 
 
 The total cost of the dike work was $54 180.91. 
 
 In 1889 the continuation of the protection work was taken in hand 
 by the United States Government under the management of the Mis¬ 
 souri River Commission and extended from the end of the dike for a 
 distance of about 4 000 feet up stream along the east shore. 
 
 The work of the Government should not be allowed to relieve the 
 Operating Department from the maintenance of the dike and the em¬ 
 bankment across the old east channel. 
 
THE NEBRASKA CITY BRIDGE. 
 
 11 
 
 VII. 
 
 COST. 
 
 The item of freight includes freight on the C. B. & Q. system only. 
 In comparing the cost of this bridge with that of other structures, the 
 cost without freight forms the most correct basis for comparison. 
 
 This table may be condensed into the following: 
 
 The cost of the bridge is shown in the following table : 
 
 
 Cost exclusive | Frejght 
 
 Freight Charges. ! Charges. 
 
 Cost including 
 Freight 
 Charges. 
 
 Substructure. 
 
 Superstructure. 
 
 Total Bridge Proper. 
 
 Approaches. 
 
 $161 048.83 
 
 178 896.10 
 
 $18 391.55 
 
 4 409.47 
 
 $179 440.37 
 
 188 305.57 
 
 339 944.93 
 
 93 639.38 
 
 37 630.19 
 
 33 033.33 
 
 7 488.68 
 
 23 801.02 
 
 3 561.24 
 
 571.30 
 
 362 745.94 
 
 97 200.62 
 
 54 180.91 
 
 28 191.49 
 
 Tools, Service Tracks, etc. 
 
 Engineering, etc. 
 
 Land Damages, Preliminary Expenses and 
 Charter. 
 
 Total Cost. 
 
 $540 898.73 
 
 $41 892.14 
 
 $582 790.87 
 
 The cost of the highway accommodations is included in the above. 
 It was as follows : 
 
 
 Cost exclusive 
 of 
 
 Freight Charges. 
 
 Freight 
 
 Charges. 
 
 Cost including 
 Freight 
 Charges. 
 
 Highway Floor. 
 
 East Highway Approach. 
 
 West Highway Approach. 
 
 $9 334.07 
 
 203.66 
 
 $134.88 
 
 $9 458.95 
 
 8 683.81 
 
 203.66 
 
 Total. 
 
 $18 152,96 
 
 $193.46 
 
 $18 346.42 
 
APPENDIX A, 
 
 LIST OF ENGINEERS, EMPLOYEES AND CONTRACTORS. 
 
 ENGINEERS AND COMPANY’S EMPLOYEES. 
 
 CONTRACTORS. 
 
 NAME AND OCCUPATION. 
 
 George S. Morison, Chief Engineer. 
 
 E. L. Corthell, Associate Chief Engineer. 
 
 B. L. Crosby, Resident Engineer. 
 
 Addison Connor, Assistant Engineer. 
 
 Edwin Duryea, “ “ . 
 
 M. A. Waldo, « “ . 
 
 W. S. Macdonald, “ “ . 
 
 L. Y. Rice, “ “ . 
 
 A. J. Himes, “ “ . 
 
 Geo. R. Ferrall, Rodman. 
 
 H. B. Ellett, Rodman and Inspector. 
 
 J. L. Mendenhall, Clerk. 
 
 R. F. Thayer, Timekeeper. 
 
 F. H. Crafts, Inspector at Quarries. 
 
 H. W. Parkhurst, “ “ . 
 
 Z. W. Craig, “ “ . 
 
 Paul Willis, Inspector of Superstructure.. 
 R. W. Hildreth, “ ■ “ 
 
 R. Modjeski, “ “ 
 
 W. A. N ettleton, “ “ 
 
 .Feb. 7, 1S87, to Oct, 31, 1889 
 .Feb. 1, 1887, to June 2,1887 
 .May 1, 1S87, to June 16,1887 
 .June 16, 1887, to Oct. 23, 1888 
 .Nov. 1, 1888, to Feb. 25, 1889 
 .Oct. 19, 1887, to July 6,1889 
 .June 24, 1887, to July 9, 1888 
 .July 1, 1S87, to Nov. 6, 188S 
 .Nov. 22, 1887, to April 9, 1889 
 
 • July 25,1887, to Oct. 31, 1S89 
 ■ Aug. 13, 1887, to May 15, 1888 
 
 .Sept. 1, 1887, to Nov. 4, 18S7 
 
 • Nov. 1, 1887, to Dec. 10,1887 
 
 • Dec. 10, 1S87, to May 31, 1888 
 .Sept. 20, 1887, to June 1,1888 
 . Sept. 22, 1887, to July 3, 1888 
 Nov. 26, 1887, to May 8, 18S8 
 Jan. 15, 1888, to June 5, 18S8 
 
 P. H. Aylward, Foreman of Pressure Work_Sept. 1, 1887, to Feb. 23 1888 
 
 Charles Connor, Master Mechanic.July 24, 1887, to July 31, 1888 
 
 J. E. Griffin, Foreman of Carpenters.Aug. 9, 1887, to July 31, 1888 
 
 T. Saulpaugh & Co. 
 Charles Stears. .. 
 0. W. Davis. 
 
 . Masonry. 
 
 Foreman of Masons. 
 Foreman of Stonecutters. 
 
 Union Bridge Co .Superstructure. 
 
 Batrd Bros . Erection. 
 
 George Buchan . Superintendent. 
 
 Andrew Sheridan .Earthwork, Riprap, Stone 
 
 and Mattress Brush. 
 
 Dorwin & Lundquist .Earthwork. 
 
 Frank I. Marsh .Mattress Brush. 
 
14 
 
 APPENDIX B. 
 
 ACT OP CONGRESS AUTHORIZING CONSTRUCTION OP NEBRASKA CITY BRIDGE AND 
 ACT OF CONGRESS. 
 
 An Aot authorizing the Construction of a Bridge across tiie Missouri River 
 
 OPPOSITE TO OR WITHIN THE CORPORATE LISIITS OF NEBRASKA ClTY, NEBRASKA. 
 
 Be it enacted by the Senate and House of liepresentatives of the United States 
 of America in Congress assembled, That it shall be lawful for the Nebraska City 
 Bridge Company, a corporation having authority from the State of Nebraska and 
 from the State of Iowa, to build a railroad, transit, and wagon bridge across the 
 Missouri River, opposite to or in the immediate vicinity of Nebraska City, in the 
 county of Otoe, and State of Nebraska; and that when constructed, all trains of all 
 railroads terminating at the Missouri River at or near the location of said bridge 
 shall be allowed to cross said bridge, for a reasonable compensation, to be paid to 
 the owners thereof ; and that all other property, goods, passengers, teams, and other 
 modes of transit shall be allowed to cross said bridge ; and that said bridge shall not 
 interfere with the free navigation of said river beyond what is necessary in order to 
 carry into effect the rights and privileges hereby granted ; and in case of any liti¬ 
 gation arising from any obstruction, or alleged obstruction, to the free navigation 
 of said river, the cause may be tried before the district or circuit court of the 
 United States of any State in or opposite to which any portion of said obstruction 
 or bridge may be. 
 
 Sec. 2. That the corporators named in the above incorporation shall hold the 
 said charter here granted in trust for the sole and exclusive use and benefit of any 
 person or persons, company or companies, corporation or corporations, who shall 
 build, erect, and complete such bridge herein provided in accordance with the pro¬ 
 visions of this act ; and said original incorporators shall transfer and assign, with¬ 
 out any remunerative compensation, all their rights to any party or parties, com¬ 
 pany or companies, corporation or corporations, who shall erect said bridge; and if 
 said corporators, or any of them, shall refuse or fail to make such transfer, upon the 
 payment of the reasonable expenses thereof, they may be compelled to do so by any 
 
 court having jurisdiction: Provided, That the said Nebraska City Bridge Com¬ 
 pany, and their asssociates, shall fail to commence in good faith the erection of said 
 bridge within one year from the passage of this act, and complete tlie said bridge 
 without unnecessary and unreasonable delay in accordance with the provisions of 
 this charter. 
 
 Sec. 3. That any bridge built under the provisions of tliis act, may, at the option 
 of person or persons, or corporation building the same, be built as a drawbridge, with 
 a pivot-draw, or with unbroken or continuous spans : Provided, That if the same 
 shall be made of unbroken or continuous spans, it shall not be of less elevation, in 
 any case, than fifty feet above extreme high water mark, as understood at the point 
 of location, to the bottom chord of the bridge, nor shall the spans of said bridge be 
 less than two hundred and fifty feet in length; and the piers of said bridge shall 
 be parallel with the current of the river, and the main span shall be over the main 
 channel of the river, and not less than three hundred feet in length: And pro¬ 
 vided also, That if a bridge shall be built under this act as a drawbridge, the same 
 shall be constructed as a pivot drawbridge, with a draw over the main channel of 
 the river at an accessible and navigable point, and with spans of not less than one 
 hundred and sixty feet in length in the clear on each side of the central or pivot 
 pier of the draw, and the next adjoining spans to the draw shall not be less than 
 two hundred and fifty feet; and said spans shall not be less than thirty feet above 
 low water mark, and not less than ten feet above extreme high-water mark, measur¬ 
 ing to the bottom chord of the bridge, and the piers of said bridge shall be parallel 
 with the current of the river: And proatded also, That said draw shall be opened 
 promptly, upon reasonable signal, for the passage of boats whose construction shall 
 not be such as to admit of their passage under the permanent spans of said bridge, 
 except when trains are passing over the same, but in no case shall unnecessary de¬ 
 lay occur in opening the said draw during or after the passage of trains: And 
 provided further, That the corporation building said bridge may, if not unauthor¬ 
 ized by the provisions of its charter of incorporation, enter upon the banks of said 
 
 CONTRACT WITH WAR DEPARTMENT. 
 
 river, either above or below the point of the location of «a» bridge, for a distance 
 of seven miles, and erect and maintain break-waters, or use such other means as map 
 be necessary to make a channel for said river, and confine the flow of the water to a 
 permanent channel, and to do whatever may be necessary to accomplish said object, 
 but shall not impede or obstruct the navigation of the said river; and all plans for 
 such works or erections upon the banks of the river shall first be submitted to the 
 Secretary of War for his approval. 
 
 Sec. 4. That, any bridge constructed under this act, and according to its limi¬ 
 tations, shall be a lawful structure, and shall be known and recognized as a post¬ 
 route, upon which, also, no higher charge shall be made for the transmission over 
 the same of the mails, the troops, and the munitions of war of the United States 
 than the rate per mile paid for then- transportation over the railroads or public high¬ 
 ways leading to the said bridge. 
 
 Seo. 5. That all railway companies desiring to use the said bridge shall have 
 and be entitled to equal rights and privileges in the passage of the same, and in the 
 use of the machinery and fixtures thereof, and of all the approaches thereto, under 
 and upon such terms and conditions as shall be prescribed by the Secretary of W ar 
 upon hearing the allegations and proofs of the parties in case they shall not agree. 
 
 Seo. 6. That the plan and specifications, with the necessary drawings of said 
 bridge, shall be submitted to the Secretary of War, for his approval, and until he 
 approve the plan and location of said bridge it shall not be built or commenced ; 
 and should any change be made in the plan of said bridge during the progress of 
 the work thereon, such change shall be subject to the approval of the Secretary of 
 War; and all changes in the construction of said bridge that may be directed by 
 Congress shall be made at the cost and expense of the owners thereof. 
 
 Sec. 7. That the right to alter or amend this act, so as to prevent or remove all 
 material obstructions to the navigation of said river by the construction of bridges, 
 is hereby expressly reserved. 
 
 Approved, June 4,1S72. 
 
APPENDIX B.— Continued. 
 
 15 
 
 CONTRACT WITH WAR DEPARTMENT. 
 
 Whereas, by an Act of Congress approved June 4, 1872, entitled “An Act 
 authorizing the construction of a bridge across the Missouri River opposite to, or 
 within the corporate limits of Nebraska City, Nebraska,” it was enacted that it shall 
 be lawful for the Nebraska City Bridge Company, a corporation having authority 
 from the State of Nebraska and from the State of Iowa, to build a railroad, transit 
 and wagon bridge across the Missouri River, opposite to or in the immediate vicin¬ 
 ity of Nebraska City, in the county of Otoe, and State of Nebraska; and 
 
 Whereas, it is provided by Section 2 of said act, “ That the corporators named 
 “ in the above corporation shall hold the said charter here granted in trust for the 
 “sole and exclusive use and benefit of any person or persons, company or compa- 
 “ nies, corporation or corporations who shall build, erect and complete such bridge 
 “ herein provided in accordance with the provisions of this Act, and said original 
 “ incorporators shall transfer and assign, without any remunerating compensation, 
 “ all their rights to any party or parties, company or companies, corporation or cor- 
 “ porations, who shall erect said bridge; ” and 
 
 W hereas, it is further provided by the Act of Congress aforesaid, that the cor¬ 
 poration building said bridge may enter upon the banks of said river, either above 
 or below the point of location of said bridge, and erect and maintain breakwaters or 
 use such other means as may be necessary to make a channel for said river, and to 
 confine the flow of the water to a permanent channel, and to do whatever may be 
 necessary to accomplish said object, but shall not impede or obstruct the navigation 
 of said river; and all plans for such works or erections upon the banks of the river 
 shall first be submitted to the Secretary of War for his approval; and further, that 
 the plan and specifications, with the necessary drawings of said bridge, shall be sub¬ 
 mitted to the Secretary of War for his approval, and until he approves the plan 
 and location of said bridge, it shall not be built or commenced ; and should any 
 
 change be made in the plan of said bridge, during the progress of the work thereon, 
 such change shall be subject to the approval of the secretary of War; and 
 
 Whereas, the Nebraska City Bridge Company, in pursurance of the Act of 
 Congress aforesaid, and in consideration that the Nebraska Railway Company, a 
 corporation in the State of Nebraska, shall immediately enter upon the construction 
 of said bridge, and shall complete the same without unnecessary delay, and shall 
 thereafter maintain the said bridge, the aforesaid, the Nebraska City Bridge Com¬ 
 pany, by its president and secretary, has conveyed to the Nebraska Railway Com¬ 
 pany aforesaid, all the rights, title, charter, privileges and franchise that is or 
 ever has been vested in the said Nebraska City Bridge Company ; and 
 
 Whereas, the Nebraska Railway Company has accepted the transfer of all the 
 rights, title, charter and privileges conferred upon the said Nebraska City Bridge 
 Company by the Act of Congress aforesaid, and has also accepted all of the provis¬ 
 ions, restrictions and limitations of the Act of Congress aforesaid, in regard to the 
 construction of said bridge, and subject to the further condition that in the event 
 of the Nebraska Railway Coinpauy failing to comply with the conditions of con¬ 
 struction and the terms of the transfer as aforesaid, the rights and privileges so 
 transferred shall revert to the Nebraska City Bridge Company aforesaid; and 
 Whereas, the Nebraska Railway Company, in pursuance of the act of Congress 
 aforesaid, has submitted for the approval of the Secretary of War a map showing 
 the location of said bridge, and the works designed to confine the flow of the water 
 to a permanent channel, together with the plan and specifications and a drawing of 
 said bridge ; and 
 
 Whereas, the Acting Chief of Engineers, United States Army, has reported 
 that the papers now presented are believed to fulfill all the requirements of the 
 case, and are recommended for approval: 
 
 Now, therefore, I, William C. Endicott, Secretary of War, having examined the 
 plans and specifications for the construction of said bridge, and the map of location of 
 
 said bridge, and the works designed to confine the flow of the water to a permanent 
 channel, submitted by the Nebraska Railway Company, do hereby approve the 
 same, subject to the condition, however, that the engineer officer of the United 
 States Army in charge of the district within which the bridge is to be erected, may 
 supervise its construction, so far as may be necessary, in order that the plans 
 approved by the Secretary of War shall be complied with, and the bridge built 
 accordingly. 
 
 Witness my hand this 5th day of July, 1887. 
 
 War. C. Endicott, 
 
 Secretary of War. 
 
 The words “ of the United States Army” in line ten of this page were inserted 
 before the execution of this instrument. 
 
 This instrument is also executed by the Nebraska Railway Company, by its 
 president, G. W. Iloldrege, thereto lawfully authorized, this twenty-seventh day 
 of June, 1887, in testimony of its acceptance of the provisions, conditions and limi¬ 
 tations of the Act of Congress aforesaid. 
 
 In presence of 
 
 H. D. Allee, 
 
 P. S. Eustis, 
 Tnoaras Miller. 
 
 The Nebraska Railway Company, 
 
 By G. W. Holdrege, 
 
 President. 
 
 Attest: J. G. Taylor, ' 
 
 Secretai'y. 
 
16 
 
 APPENDIX C. 
 
 SPECIFICATIONS FOR MASONRY. 
 
 There will be two masonry piers and one abutment. 
 
 The masonry will be first-class rock face work laid in regular courses. 
 
 The piers and abutment shall conform in all respects to the plans furnished by 
 the Engineer. The face stones, including coping, above the elevations designated 
 on the plans, shall be of granite from the quarries near Morton, Minnesota. All 
 other stone shall be limestone from the quarries near Mankato, Minnesota. 
 
 Four lines of four-inch vitrified drain-pipe shall be laid through the front wall of 
 the abutment at the first masonry joint. 
 
 The stone shall be cut and coursed out at the quarries, every dimension stone 
 being marked, and full course plans being sent at time of shipment. 
 
 No course shall be less than sixteen inches thick and no course shall be thicker 
 than the course below it. The upper and lower bed of every stone shall be at least 
 one quarter greater in both directions than the thickness of the course, and no face 
 stone shall measure less than thirty inches in either horizontal direction. 
 
 In general, every third stone of each course shall be a header, and there shall 
 be at least two headers on each side of each course between the shoulders. No 
 stone will be considered a header that measures less than five feet back from the 
 face. The headers shall be so arranged as to form a bond entirely through the pier, 
 either by bonding against a face stone on the opposite side of the course, or by 
 bonding with a piece of backing not less than three feet square which shall bond 
 with a face stone on the opposite side. In all eases the interior bonding shall be 
 further secured by placing in the course above a stone at least three feet square 
 over the interior joints. Special care shall be taken with the bonding of the ice¬ 
 breaker cnt water, the stones of which shall be so arranged that the face stones are 
 supported from behind by large pieces of backing. 
 
 All joints shall be pitched to a true line and dressed to one-quarter inch for at 
 
 least twelve inches from the face. Beds, both upper and lower, shall be pitched to 
 a true line and dressed to one-quarter inch. Joints shall be broken at least fifteen 
 inches on the face. The bottom bed shall always be the full size of the stone. 
 
 The face of the up-stream starlings of Piers II and III shall be fine-pointed, 
 with no projections exceeding one-lialf inch. There shall be a draft line three 
 inches wide around the lower edge of the belting course below the coping, and on 
 the edge of the down stream starling of Piers II and III. The coping over the 
 whole pier and the small copings over the pointed starlings of Piers II and III 
 shall have a smooth cnt surface and face. All other parts of the work shall have 
 a rough quarry face, with no projections exceeding three inches from the pitch 
 line of the joints. 
 
 The stones in the coping under the bearings of the trusses shall be built 
 according to special plans, to be furnished by the Engineer. They shall have good 
 beds for their entire sizes, and a full bearing on large stones with dressed beds in 
 the belting course below the coping. 
 
 The stones of the backing shall be of the same thickness as the face stone, and 
 shall have dressed beds. All stone shall be sound, free from seams or other de¬ 
 fects, and all limestone shall be laid with the natural beds horizontal. 
 
 All stone shall be laid in full mortar beds. They shall be lowered on the bed 
 of mortar and brought to a bearing with a maul. No spalls will be allowed except 
 in small vertical openings in the backing. Thin mortar joints will not be in¬ 
 sisted on, but the joint shall be properly cleaned on the face and pointed in mild 
 weather, the pointing to be driven in with a calking iron. 
 
 The face stones of each course in Piers II and III for a height of 26 feet, begin- 
 ing about three feet below low water, shall be doweled into those of the course below 
 with round dowels of Israeli iron, extending six inches into each course; the 
 
 dowels shall be from eight to twelve inches back from the face, and six inches on 
 each side of every joint; the stones of the upper course shall be drilled through be¬ 
 fore setting, after which the drill hole shall be extended six inches into the lower 
 course; a small quantity of mortar shall then be put into the hole, the dowel 
 dropped in and driven home, and the hole filled with mortar and rammed. The 
 three courses below the copings to have the joints bound with cramps of -J-inch 
 round iron, 20 inches long between shoulders, the ends sunk three inches into each 
 stone. 
 
 The mortar will be composed of cement and clean coarse sand satisfactory to the 
 Engineer, in proportion varying from one to three parts of sand to one of cement, 
 as may be directed by the Engineer for different parts of the work. When stone is 
 laid in freezing weather, the contractor shall take such precautions to prevent the 
 mortar’s freezing as shall be satisfactory to the Engineer. 
 
 No material shall be measured or included in the estimate, which does not form 
 a part of the permanent structure. 
 
 All necessary tools and materials of every description whatsoever, except cement, 
 shall be furnished by the contractor. The cement will be furnished by the Railroad 
 Company, the contractor taking the same from the storehouse. 
 
 The Railroad Company will pay for the transportation of the stone from Des 
 Moines, Iowa, to the bridge site, but any stone transported and left over from the 
 work will be the property of the Railroad Company. 
 
 In the approximate monthly estimates, stone quarried but not cut, shall be esti¬ 
 mated at four dollars per cubic yard, and stone quarried and cut, at eight dollars 
 per cubic yard, these prices being simply assumed for the purpose of estimating un¬ 
 finished work. 
 
 July 16th, 1S87. 
 
IT 
 
 RECORD OF SINKING CAISSONS. 
 
 PIER I. 
 
 
 Elevations op Cutting Edge. 
 
 
 Elevations op Ground. 
 
 Average 
 
 Penetra- 
 
 Caisson. 
 
 ** 
 
 Immersed 
 
 Weights. 
 
 Am Presbube. 
 
 Re¬ 
 daction [ 
 
 Weight 
 
 r S° 
 
 Av. Wt. 
 per Bq. 
 
 surface 
 
 ■XT 
 
 Fricfn 
 
 REMARKS. 
 
 Caisson. 
 
 Crib. 
 
 Look, 
 
 Shaft, 
 
 Mason- 
 
 Sand. 
 
 Water. 
 
 Torn.. 
 
 
 
 
 H.E. 
 
 
 B.W. 
 
 Average. 
 
 N.E. N.W. 
 
 S.E. 
 
 S.W. 
 
 Average. 
 
 
 S. E. 
 
 Tlmboi 
 
 Iron. | i^ete. 
 
 awl | SSL 
 
 1887 
 
 Deo. 8 
 
 9 
 
 10 
 
 11 
 
 
 
 
 
 c 
 
 500.87 
 
 498.24 
 
 493.41 
 
 487.60 
 
 D 
 
 
 
 
 
 E 
 
 E-C 
 
 Ft. 
 
 G 
 
 II ' 
 
 G-C 
 
 Ft. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 1 
 
 Tons. 
 
 K 
 
 Lbs. 
 
 L 1 
 
 Lbs. 
 
 M 
 
 Lx A 
 Tons. 
 
 N 
 
 1-M 
 
 Tons. 
 
 O 
 
 Sq.Ft. 
 
 P 
 
 X-s-0 
 
 Tons. 
 
 A = area of base = (18 X 38 - [9 - 7.07]) = 582.07. 
 
 Caisson built on shore; began taking out blocking at 8 a. m. 
 Started air pumps at 11 a. m. Started sand pumps at 12 m. 
 
 [Began concreting. 
 
 498.33 
 
 493.31 
 
 487.90 
 
 498.19 
 
 493.15 
 
 487.75 
 
 498.31 
 
 493.70 
 
 487.40 
 
 498.13 
 
 493.49 
 
 487.35 
 
 2.63 
 
 4.83 
 
 5.81 
 
 501.4 
 
 500.3 
 
 504.1 
 
 501.2 501.4 
 
 498.4 ' 500.4 
 
 500.8 504.1 
 
 501.3 
 
 501.2 
 
 503.5 
 
 501.3 
 
 500.2 
 
 503.1 
 
 3.06 
 
 6.79 
 
 15.50 
 
 503.2 
 
 503.2 
 
 503.25 
 
 4.96 
 
 15.65 
 
 70 
 
 70 
 
 70 
 
 14 
 
 14 
 
 14 
 
 162 
 
 162 
 
 162 
 
 
 
 
 5 
 
 5 
 
 
 
 
 271 
 
 472 
 
 633 
 
 
 
 
 
 
 
 23 
 
 35 
 
 2 
 
 192 
 
 327 
 
 
 18 
 
 1 
 
 7.0 
 
 8.5 
 
 4.2 
 
 6.8 
 
 206 
 
 334 
 
 266 
 
 299 
 
 744 
 
 1694 
 
 715 
 
 353 
 
 12 
 
 13 
 
 14 
 
 15 
 
 16 
 
 483.83 
 
 481.49 
 
 477.33 
 
 475.30 
 
 470.40 
 
 483.66 
 
 481.38 
 
 477.38 
 
 475.35 
 
 470.42 
 
 '483.37 
 
 481.23 
 
 477.60 
 
 475.41 
 
 470.20 
 
 483.15 
 
 481.08 
 
 477.61 
 
 475.42 
 
 470.18 
 
 483.50 
 
 481.29 
 
 477.48 
 
 475.37 
 
 470.30 
 
 4.10 
 
 3.81 
 
 2.11 
 
 5.07 
 
 502.5 
 
 502.5 
 
 499.8 
 
 505.0 
 
 504.1 
 
 503.3 
 
 503.0 
 
 502.8 
 
 504.9 
 
 503.7 
 
 503.5 
 
 603.0 
 
 502.8 
 
 505.0 
 
 503.6 
 
 502.9 
 
 502.8 
 
 502.8 
 
 504.6 
 
 503.5 
 
 503.0 
 
 502.9 
 
 502.5 
 
 504.9 
 
 503.7 
 
 19.50 
 
 21.61 
 
 25.02 
 
 29.53 
 
 33.40 
 
 502.8 
 
 502.8 
 
 502.8 
 
 502.3 
 
 501.3 
 
 19.30 
 
 21.51 
 
 25.32 
 
 26.93 
 
 31.00 
 
 70 
 
 70 
 
 70 
 
 70 
 
 70 
 
 14 
 
 14 
 
 14 
 
 14 
 
 14 
 
 162 
 
 162 
 
 162 
 
 162 
 
 162 
 
 42 
 
 48 
 
 78 
 
 2 
 
 2 
 
 5 
 
 531 
 
 531 
 
 838 
 
 1023 
 
 1023 
 
 8 
 
 8 
 
 8 
 
 
 32 
 
 62 
 
 89 
 
 120 
 
 
 859 
 
 876 
 
 1233 
 
 1449 
 
 1486 
 
 12.0 
 
 10.5 
 
 12.0 
 
 13.5 
 
 15.5 
 
 8.3 
 
 10.9 
 
 11.6 
 
 13.4 
 
 408 
 
 535 
 
 570 
 
 658 
 
 451 
 
 419 
 
 698 
 
 879 
 
 828 
 
 2125 
 
 2351 
 
 2711 
 
 3183 
 
 3583 
 
 424 
 
 356 
 
 462 
 
 
 18 
 
 19 
 
 20 
 
 21 
 
 466.01 
 
 461.68 
 
 456.68 
 
 454.89 
 
 454.89 
 
 465.92 
 
 461.37 
 
 456.37 
 
 454.66 
 
 454.66 
 
 465.99 
 
 461.93 
 
 456.86 
 
 454.70 
 
 454.70 
 
 465.87 
 
 461.58 
 
 454.45 
 
 454.45 
 
 465.95 
 
 461.64 
 
 456.60 
 
 454.67 
 
 454.67 
 
 4.35 
 
 4.31 
 
 5.04 
 
 1.93 
 
 ■ .00 
 
 505.1 
 
 503.5 
 
 501.9 
 
 501.0 
 
 500.9 
 
 503.9 
 
 503.7 
 
 501.4 
 
 501.4 
 
 501.1 
 
 504.6 
 
 503.1 
 
 501.0 
 
 501.8 
 
 501.7 
 
 502.7 
 
 502.6 
 
 501.5 
 
 501.4 
 
 504.4 
 
 503.2 
 
 501.7 
 
 501.4 
 
 501.3 
 
 38.45 
 
 41.56 
 
 45.10 
 
 46.73 
 
 46.63 
 
 504.0 
 
 504.7 
 
 502.4 
 
 501.6 
 
 501.2 
 
 38.05 
 
 43.06 
 
 45.80 
 
 46.93 
 
 46.68 
 
 70 
 
 70 
 
 70 
 
 70 
 
 70 
 
 14 
 
 14 
 
 14 
 
 14 
 
 162 
 
 162 
 
 162 
 
 162 
 
 162 
 
 105 
 
 120 
 
 120 
 
 120 
 
 120 
 
 6 
 
 6 
 
 *15 
 
 15 
 
 15 
 
 1285 
 
 1527 
 
 1527 
 
 1527 
 
 9 
 
 10 
 
 10 
 
 10 
 
 10 
 
 
 163 
 
 192 
 
 229 
 
 252 
 
 251 
 
 8 
 
 4 
 
 1 
 
 1814 
 
 2109 
 
 2151 
 
 2171 
 
 2169 
 
 17.0 
 
 19.0 
 
 20.0 
 
 20.0 
 
 21.0 
 
 16.4 
 
 18.6 
 
 19.8 
 
 20.3 
 
 20.1 
 
 913 
 
 972 
 
 987 
 
 1009 
 
 1196 
 
 1179 
 
 1174 
 
 1182 
 
 4096 
 
 4403 
 
 4757 
 
 4914 
 
 4904 
 
 492 
 
 543 
 
 496 
 
 477 
 
 482 
 
 
 22 
 
 23 
 
 24 
 
 26 
 
 453.96 
 
 451.48 
 
 451.47 
 
 449.20 
 
 449.20 
 
 453.73 
 
 451.37 
 
 451.36 
 
 449.09 
 
 449.09 
 
 453.74 
 
 451.30 
 
 451.30 
 
 448.98 
 
 448.97 
 
 453.47 
 
 451.16 
 
 451.14 
 
 448.84 
 
 448.83 
 
 453.72 
 
 451.32 
 
 451.32 
 
 449.03 
 
 449.02 
 
 .95 
 
 2.40 
 
 .00 
 
 2,29 
 
 501.3 
 
 500.1 
 
 500.0 
 
 497.7 
 
 497.3 
 
 501.5 
 
 500.5 
 
 499.3 
 
 498.0 
 
 498.1 
 
 499.7 
 
 499.0 
 
 497.3 
 
 495.9 
 
 495.4 
 
 501.0 
 
 499.8 
 
 499.0 
 
 498.1 
 
 498.1 
 
 500.9 
 
 499.9 
 
 498.9 
 
 497.4 
 
 497.2 
 
 47.18 
 
 48.58 
 
 47.58 
 
 48.37 
 
 48.18 
 
 501.3 
 
 501.8 
 
 501.7 
 
 502.1 
 
 502.1 
 
 47.58 
 
 50.48 
 
 50.38 
 
 53.07 
 
 53.08 
 
 70 
 
 70 
 
 70 
 
 70 
 
 70 
 
 14 
 
 14 
 
 14 
 
 14 
 
 14 
 
 162 
 
 162 
 
 162 
 
 162 
 
 162 
 
 120 
 
 120 
 
 126 
 
 131 
 
 131 
 
 15 
 
 15 
 
 10 
 
 10 
 
 10 
 
 1527 
 
 1527 
 
 1609 
 
 1609 
 
 1609 
 
 10 
 
 10 
 
 10 
 
 10 
 
 10 
 
 
 260 
 
 275 
 
 263 
 
 270 
 
 12 
 
 17 
 
 81 
 
 32 
 
 2180 
 
 2205 
 
 2281 
 
 2309 
 
 2308 
 
 21.0 
 
 22.0 
 
 23.5 
 
 23.5 
 
 20.6 
 
 21.8 
 
 21.8 
 
 22.9 
 
 22.9 
 
 1012 
 
 1071 
 
 1071 
 
 1125 
 
 1125 
 
 1168 
 
 1134 
 
 1210 
 
 1184 
 
 1183 
 
 4961 
 
 5097 
 
 5000 
 
 5081 
 
 5059 
 
 471 
 
 445 
 
 484 
 
 466 
 
 467 
 
 Set bottom sections of cylinders. 
 
 27 
 
 29 
 
 30 
 
 449.20 
 
 449.19 
 
 449.19 
 
 445.93 
 
 442.83 
 
 449.09 
 
 449.07 
 
 449.08 
 
 445.88 
 
 442.76 
 
 448.97 
 
 448.97 
 
 448.97 
 
 445.87 
 
 442.76 
 
 448.83 
 
 448.82 
 
 448.82 
 
 445.77 
 
 442.67 
 
 449.02 
 
 449.01 
 
 4-19.01 
 
 445.86 
 
 442.75 
 
 .00 
 
 .00 
 
 3.15 
 
 497.3 
 
 497.3 
 
 497.3 
 
 496.6 
 
 499.3 
 
 498.1 
 
 498.1 
 
 498.1 
 
 496.7 
 
 495.7 
 
 495.4 
 
 495.4 
 
 495.9 
 
 498.2 
 
 498.1 
 
 498.1 
 
 498.1 
 
 497.1 
 
 498.0 
 
 496.9 
 
 497.2 
 
 497.2 
 
 497.1 
 
 498.2 
 
 497.5 
 
 48.18 
 
 48.19 
 
 48.09 
 
 52.34 
 
 54.75 
 
 502.1 
 
 502.1 
 
 501.9 
 
 502.1 
 
 501.7 
 
 53.08 
 
 53.09 
 
 52.89 
 
 56.24 
 
 58.95 
 
 70 
 
 70 
 
 70 
 
 70 
 
 70 
 
 14 
 
 14 
 
 14 
 
 14 
 
 162 
 
 162 
 
 162 
 
 162 
 
 162 
 
 131 
 
 134 
 
 134 
 
 134 
 
 134 
 
 12 
 
 13 
 
 *23 
 
 27 
 
 1600 
 
 1679 
 
 1679 
 
 1094 
 
 1694 
 
 11 
 
 11 
 
 11 
 
 
 270 
 
 270 
 
 269 
 
 321 
 
 353 
 
 32 
 
 32 
 
 27 
 
 2311 
 
 2385 
 
 2394 
 
 2460 
 
 2516 
 
 24.0 
 
 24.0 
 
 24.0 
 
 24.5 
 
 26.0 
 
 22.9 
 
 22.8 
 
 25.5 
 
 1125 
 
 1125 
 
 1120 
 
 1213 
 
 1252 
 
 1186 
 
 1260 
 
 1274 
 
 1247 
 
 1264 
 
 5059 
 
 5059 
 
 5049 
 
 5834 
 
 6087 
 
 469 
 
 498 
 
 504 
 
 427 
 
 415 
 
 Stopped sand pumps at 2:40 p. m. 
 
 1888 
 
 3 
 
 4 
 
 442.56 
 
 442.41 
 
 442.89 
 
 442.39 
 
 442.51 
 
 442.36 
 
 442.34 
 
 442.34 
 
 442.58 
 
 442.46 
 
 442.45 
 
 442.45 
 
 442.47 
 
 442.36 
 
 442.35 
 
 442.35 
 
 442.53 
 
 442.40 
 
 442.38 
 
 442.38 
 
 .13 
 
 .02 
 
 .00 
 
 499.3 
 
 490.3 
 
 499.3 
 
 499.3 
 
 495.7 
 
 495.7 
 
 495.7 
 
 498.1 
 
 495.1 
 
 498.1 
 
 498.1 
 
 496.9 
 
 496.9 
 
 496.9 
 
 497.5 
 
 497.5 
 
 497.5 
 
 497.5 
 
 54.97 
 
 55.10 
 
 55.12 
 
 55.12 
 
 501.7 
 
 501.7 
 
 501.7 
 
 501.7 
 
 59.17 
 
 59.32 
 
 59.32 
 
 70 
 
 70 
 
 70 
 
 70 
 
 14 
 
 14 
 
 14 
 
 162 
 
 162 
 
 162 
 
 162 
 
 134 
 
 134 
 
 134 
 
 134 
 
 13 
 
 13 
 
 13 
 
 1694 
 
 1694 
 
 1694 
 
 1694 
 
 11 
 
 11 
 
 
 358 
 
 358 
 
 358 
 
 54 
 
 2511 
 
 2511 
 
 2511 
 
 26.0 
 
 26.0 
 
 26.0 
 
 26.0 
 
 25.6 
 
 25.6 
 
 25.6 
 
 25.6 
 
 1257 
 
 1257 
 
 1257 
 
 1257 
 
 1265 
 
 1254 
 
 1254 
 
 1254 
 
 6110 
 
 6125 
 
 6125 
 
 6125 
 
 414 
 
 409 
 
 409 
 
 ; 409 
 
 Commenced sealing at 2 p. in. 
 
 Stopped air pumps at 7:85 a. m. 
 
 
 
 
 • Railroad iron piled on crib. 
 
18 
 
 APPENDIX D.—Continued. 
 
 RECORD OF SINKING CAISSONS. 
 PIER n. 
 
 
 
 Elevations op Cutting Edge. 
 
 Sunk 
 
 
 Elevations op Ground. 
 
 
 Average 
 
 
 
 w„.„. 
 
 Aut Pressure. 
 
 ac'uon 
 
 Net 
 
 r Sur i 
 
 Av.wt 
 
 REMARKS. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Gallge. 
 
 Immersed 
 
 
 Caisson 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 N.E. 
 
 KW. 
 
 S .E. | S.W. [average. 
 
 
 N.E. 
 
 N W. 
 
 S.E. 
 
 
 Average. 
 
 Caisson. 
 
 Timber 
 
 C0“- 
 
 Timber 
 
 
 Shaft, 
 
 Mason 
 
 Sand. 
 
 Water 
 
 Torn.. 
 
 
 ESC 
 
 EE 
 
 tael. 
 
 W 
 
 Fricfn 
 
 
 1888 
 
 
 
 
 
 C 
 
 D 
 
 Ft. 
 
 
 
 
 
 E 
 
 F 
 
 E— 0 
 Ft. 
 
 G 
 
 H 
 
 G-C 
 
 Ft. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 t™. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 I 
 
 Tons. 
 
 K 
 
 Lbs. 
 
 Lbs. 
 
 JL 
 
 Lx A 
 Tons. 
 
 N 
 
 I—M 
 Tons. 
 
 O 
 
 Sq.Ft. 
 
 P 
 
 X-s-0 
 
 Tons. 
 
 A=arca ot base=(24x54—[9X7.07]) 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 rm q 
 
 7 17 
 
 132 
 
 23 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 493.4 
 
 
 
 .18 
 
 -m 0 
 
 a oo 
 
 . 23 
 
 23 
 
 237 
 
 237 
 
 
 
 
 6 
 
 
 
 
 
 d 5 
 
 
 
 72 
 
 
 
 Started sand pumps at 9:15 a. m. 
 
 
 
 
 
 
 
 
 
 489.3 
 
 493.8 
 
 491.2 
 
 501.8 
 
 9.51 
 
 
 
 
 
 
 
 
 
 
 
 
 382 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 r;ni « 
 
 n 
 
 110 
 
 ... 
 
 237 
 
 
 
 
 
 
 
 
 iqo 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ini s 
 
 9 r-s 
 
 132 
 
 23 
 
 
 
 
 7 
 
 
 
 
 
 
 4.2 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 132 
 
 inn 
 
 
 
 
 
 
 
 
 
 3.5 
 
 3.5 
 
 
 157 
 
 
 
 
 17 
 
 491.73 
 
 491.97 
 
 491.24 
 
 491.37 
 
 491.58 
 
 .42 
 
 492.9 
 
 491.4 
 
 492.9 
 
 494.4 
 
 493.6 
 
 2.02 
 
 501.9 
 
 10.32 
 
 132 
 
 23 
 
 396 
 
 6 
 
 
 
 7 
 
 
 , 
 
 4 
 
 569 
 
 4.5 
 
 419 
 
 311 
 
 964 
 
 Commenced on crib. 
 
 18 
 
 488.96 
 
 488.01 
 
 488.67 
 
 488.51 
 
 488.76 
 
 2.82 
 
 492.3 
 
 490.9 
 
 494.9 
 
 494.9 
 
 493.8 
 
 5.04 
 
 501.9 
 
 13.14 
 
 132 
 
 23 
 
 453 
 
 21 
 
 1 
 
 95 
 
 7 
 
 
 4 
 
 4 
 
 740 
 
 5.0 
 
 5.7 
 
 531 
 
 209 
 
 774 
 
 540 
 
 
 19 
 
 485.59 
 
 485.84 
 
 485.21 
 
 485.35 
 
 485.50 
 
 3.26 
 
 491.3 
 
 490.1 
 
 495.9 
 
 494.9 
 
 493.6 
 
 8.10 
 
 501.9 
 
 16.40 
 
 132 
 
 23 
 
 453 
 
 31 
 
 2 
 
 244 
 
 7 
 
 
 7 
 
 9 
 
 908 
 
 5.5 
 
 7.1 
 
 661 
 
 247 
 
 1245 
 
 396 
 
 
 20 
 
 485.56 
 
 485.84 
 
 485.20 
 
 485.34 
 
 485.49 
 
 .01 
 
 490.3 
 
 490.8 
 
 495.8 
 
 495.8 
 
 494.6 
 
 9.11 
 
 501.8 
 
 16.31 
 
 132 
 
 23 
 
 453 
 
 46 
 
 3 
 
 308 
 
 7 
 
 
 8 
 
 9 
 
 989 
 
 6.0 
 
 7.0 
 
 652 
 
 337 
 
 1400 
 
 481 
 
 
 21 
 
 484.68 
 
 484.98 
 
 484.99 
 
 485.14 
 
 484.95 
 
 .54 
 
 490.8 
 
 492.1 
 
 496.6 
 
 496.1 
 
 495.1 
 
 10.15 
 
 501.6 
 
 16.65 
 
 132 
 
 23 
 
 453 
 
 46 
 
 3 
 
 475 
 
 7 
 
 
 10 
 
 10 
 
 1159 
 
 7.0 
 
 7.2 
 
 671 
 
 488 
 
 1560 
 
 625 
 
 
 22 
 
 482.88 
 
 482.70 
 
 482.80 
 
 482.47 
 
 482.71 
 
 2.24 
 
 491.6 
 
 491.6 
 
 499.1 
 
 496.1 
 
 495.1 
 
 12.39 
 
 501.6 
 
 18.89 
 
 132 
 
 23 
 
 453 
 
 51 
 
 4 
 
 475 
 
 7 
 
 
 12 
 
 19 
 
 1176 
 
 8.0 
 
 8.2 
 
 764 
 
 412 
 
 1904 
 
 433 
 
 
 23 
 
 482.36 
 
 482.24 
 
 481.77 
 
 481.99 
 
 482.09 
 
 .62 
 
 490.5 
 
 495.0 
 
 499.5 
 
 497.5 
 
 497.5 
 
 15.41 
 
 501.5 
 
 19.41 
 
 132 
 
 23 
 
 453 
 
 66 
 
 5 
 
 640 
 
 8 
 
 
 18 
 
 18 
 
 1363 
 
 8.0 
 
 8.4 
 
 783 
 
 580 
 
 2301 
 
 491 
 
 Crib completed. 
 
 24 
 
 476.48 
 
 476.56 
 
 476.82 
 
 476.77 
 
 476.66 
 
 5.43 
 
 494.4 
 
 497.9 
 
 498.4 
 
 498.4 
 
 498.4 
 
 
 501.4 
 
 24.74 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 8 
 
 
 78 
 
 17 
 
 1582 
 
 10.0 
 
 10.7 
 
 997 
 
 585 
 
 3228 
 
 362 
 
 Finished concreting crib. 
 
 25 
 
 476.27 
 
 476.34 
 
 476.09 
 
 476.01 
 
 476.18 
 
 .48 
 
 495.4 
 
 499.1 
 
 499.9 
 
 496.4 
 
 498.2 
 
 22.02 
 
 501.4 
 
 25.22 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 8 
 
 
 80 
 
 18 
 
 1585 
 
 10.0 
 
 10.9 
 
 1016 
 
 569 
 
 3200 
 
 348 
 
 Waiting for masonrv. 
 
 26 
 
 476.27 
 
 476.34 
 
 476.08 
 
 476.02 
 
 476.18 
 
 .00 
 
 497.2 
 
 498.7 
 
 498.7 
 
 496.7 
 
 498.1 
 
 21.92 
 
 501.3 
 
 25.02 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 8 
 
 
 79 
 
 17 
 
 1583 
 
 10.0 
 
 10.8 
 
 1006 
 
 577 
 
 3252 
 
 355 
 
 .. u 
 
 27 
 
 476.28 
 
 476.33 
 
 476.07 
 
 476.00 
 
 476.17 
 
 .01 
 
 495.6 
 
 499.1 
 
 408.6 
 
 497.1 
 
 498.0 
 
 21.83 
 
 501.1 
 
 24.93 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 8 
 
 
 79 
 
 17 
 
 1583 
 
 10.0 
 
 10.8 
 
 1006 
 
 577 
 
 3237 
 
 356 
 
 « «. « 
 
 
 476.28 
 
 476.32 
 
 476.08 
 
 479.00 
 
 476.17 
 
 .00 
 
 495.0 
 
 498.5 
 
 498.6 
 
 497.0 
 
 497.7 
 
 21.53 
 
 501.0 
 
 24.83 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 8 
 
 
 76 
 
 18 
 
 1581 
 
 10.0 
 
 10.7 
 
 997 
 
 584 
 
 3199 
 
 305 
 
 “ “ “ 
 
 29 
 
 476.27 
 
 476.33 
 
 476.08 
 
 476.00 
 
 476.17 
 
 .00 
 
 495.8 
 
 498.6 
 
 498.7 
 
 497.6 
 
 498.2 
 
 22.03 
 
 501.0 
 
 24.83 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 8 
 
 
 80 
 
 16 
 
 1583 
 
 10.0 
 
 10.7 
 
 997 
 
 586 
 
 3266 
 
 359 
 
 Began laying masonrv. 
 
 30 
 
 471.35 
 
 471.31 
 
 471.39 
 
 471.34 
 
 471.35 
 
 4.82 
 
 495.9 
 
 498.4 
 
 497.9 
 
 495.4 
 
 497.4 
 
 26.05 
 
 500.9 
 
 29.55 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 8 
 
 163 
 
 127 
 
 36 
 
 1813 
 
 12.0 
 
 12.8 
 
 1193 
 
 620 
 
 3814 
 
 325 
 
 
 31 
 
 466.91 
 
 466.8-4 
 
 466.79 
 
 466.74 
 
 466.82 
 
 4.53 
 
 497.3 
 
 498.8 
 
 499.8 
 
 495.8 
 
 497.7 
 
 30.88 
 
 500.8 
 
 33.98 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 9 
 
 355 
 
 241 
 
 67 
 
 2151 
 
 14.0 
 
 14.7 
 
 1370 
 
 781 
 
 4388 
 
 356 
 
 
 Feb. 1 
 
 462.76 
 
 462.69 
 
 462.50 
 
 462.46 
 
 462.60 
 
 4.22 
 
 497.9 
 
 499.1 
 
 499.4 
 
 495.9 
 
 498.5 
 
 35.90 
 
 500.9 
 
 38.80 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 9 
 
 582 
 
 457 
 
 56 
 
 2583 
 
 15.5 
 
 16.5 
 
 1537 
 
 1046 
 
 4910 
 
 426 
 
 
 2 
 
 457.20 
 
 457.14 
 
 456.91 
 
 456.87 
 
 457.03 
 
 5.57 
 
 496.6 
 
 497.0 
 
 500.6 
 
 494.5 
 
 497.7 
 
 40.67 
 
 501.1 
 
 44.07 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 10 
 
 778 
 
 674 
 
 82 
 
 3023 
 
 18.5 
 
 19.0 
 
 1770 
 
 1253 
 
 5393 
 
 464 
 
 
 3 
 
 452.93 
 
 452.85 
 
 452.71 
 
 452.64 
 
 452.78 
 
 4.25 
 
 500.8 
 
 499.4 
 
 500.9 
 
 494.2 
 
 498.7 
 
 45.92 
 
 501.2 
 
 48.42 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 10 
 
 942 
 
 920 
 
 62 
 
 3413 
 
 20.0 
 
 20.9 
 
 1947 
 
 1466 
 
 5919 
 
 495 
 
 
 4 
 
 449.89 
 
 449.80 
 
 449.87 
 
 449.78 
 
 449.83 
 
 2.95 
 
 501.1 
 
 500.1 
 
 499.1 
 
 500.1 
 
 497.7 
 
 47.87 
 
 501.1 
 
 51.27 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1101 
 
 1013 
 
 85 
 
 3689 
 
 21.0 
 
 22.1 
 
 2059 
 
 1630 
 
 6112 
 
 533 
 
 
 5 
 
 447.74 
 
 447.65 
 
 447.79 
 
 447.72 
 
 447.72 
 
 2.11 
 
 499.3 
 
 499.8 
 
 500.8 
 
 497.3 
 
 499.4 
 
 51.68 
 
 501.3 
 
 53.58 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1255 
 
 1197 
 
 48 
 
 3990 
 
 22.0 
 
 23.1 
 
 2152 
 
 1838 
 
 6487 
 
 566 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 453 
 
 453 
 
 66 
 
 66 
 
 
 799 
 
 799 
 
 
 1396 
 
 1396 
 
 
 
 4186 
 
 4249 
 
 22.0 
 
 23.0 
 
 
 
 1987 
 
 1985 
 
 
 
 
 7 
 
 445.45 
 
 445.39 
 
 445.53 
 
 445.40 
 
 445.44 
 
 
 498.3 
 
 500.1 
 
 499.8 
 
 498.8 
 
 499.3 
 
 53.86 
 
 501.6 
 
 56.16 
 
 132 
 
 23 
 
 6 
 
 11 
 
 1804 
 
 59 
 
 24.8 
 
 2264 
 
 6700 
 
 592 
 
 
 9 
 
 445.18 
 
 444.94 
 
 445.12 
 
 444.87 
 
 445.24 
 
 445.00 
 
 445.17 
 
 444.94 
 
 445.18 
 
 444.94 
 
 .26 
 
 498.5 
 
 499.1 
 
 501.5 
 
 499.6 
 
 501.3 
 
 500.1 
 
 501.7 
 
 501.6 
 
 500.6 
 
 500.1 
 
 65.42 
 
 55.16 
 
 501.9 
 
 56.72 
 
 57.16 
 
 132 
 
 132 
 
 23 
 
 453 
 
 453 
 
 66 
 
 66 
 
 6 
 
 799 
 
 799 
 
 
 1396 
 
 1396 
 
 1382 
 
 1369 
 
 34 
 
 52 
 
 4302 
 
 4307 
 
 23.5 
 
 24.7 
 
 2283 
 
 2301 
 
 2019 
 
 2006 
 
 6851 
 
 6820 
 
 589 
 
 Stopped sand pumps at 1 p. m. 
 
 10 
 
 444.70 
 
 444.63 
 
 444.71 
 
 444.66 
 
 444.65 
 
 .29 
 
 498.9 
 
 499.3 
 
 499.1 
 
 500.8 
 
 500.1 
 
 55.45 
 
 502.1 
 
 57.45 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1396 
 
 1383 
 
 52 
 
 4321 
 
 23.5 
 
 24.8 
 
 2311 
 
 2010 
 
 6854 
 
 587 
 
 Sacking out. 
 
 11 
 
 444.38 
 
 444.32 
 
 444.37 
 
 444.31 
 
 444.34 
 
 .31 
 
 502.0 
 
 499.2 
 
 499.5 
 
 501.0 
 
 500.3 
 
 55.96 
 
 502.0 
 
 57.66 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 709 
 
 11 
 
 1396 
 
 1408 
 
 44 
 
 4338 
 
 23.5 
 
 24.9 
 
 2320 
 
 2018 
 
 0903 
 
 584 
 
 12 
 
 444.04 
 
 441.96 
 
 444.10 
 
 444.02 
 
 444.03 
 
 .31 
 
 501.8 
 
 501.2 
 
 499.4 
 
 500.8 
 
 500.4 
 
 50.37 
 
 501.8 
 
 57.77 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1896 
 
 1429 
 
 36 
 
 4351 
 
 23.5 
 
 25.0 
 
 2329 
 
 2022 
 
 6943 
 
 582 
 
 
 13 
 
 443.65 
 
 443.55 
 
 443.72 
 
 443.63 
 
 443.64 
 
 .39 
 
 501.8 
 
 501.8 
 
 500.8 
 
 500.3 
 
 500.2 
 
 58.56 
 
 501.8 
 
 58.16 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1396 
 
 1438 
 
 42 
 
 4866 
 
 24.0 
 
 25.1 
 
 2339 
 
 2027 
 
 6961 
 
 582 
 
 
 14 
 
 443.30 
 
 443.23 
 
 443.33 
 
 443.24 
 
 443.27 
 
 .37 
 
 501.8 
 
 500.8 
 
 498.8 
 
 500.3 
 
 499.9 
 
 56.63 
 
 501.8 
 
 58.53 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1396 
 
 1442 
 
 50 
 
 4378 
 
 24.0 
 
 25.3 
 
 2357 
 
 2021 
 
 090S 
 
 580 
 
 
 15 
 
 443.27 
 
 443.22 
 
 443.31 
 
 443.22 
 
 443.25 
 
 .02 
 
 501.8 
 
 499.8 
 
 498.8 
 
 500.3 
 
 499 8 
 
 56.55 
 
 501.8 
 
 58.55 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1396 
 
 1438 
 
 52 
 
 4376 
 
 24.0 
 
 25.3 
 
 2357 
 
 2019 
 
 6960 
 
 580 
 
 
 16 
 
 443.19 
 
 443.12 
 
 443.20 
 
 443.15 
 
 443.16 
 
 .09 
 
 501.9 
 
 499.9 
 
 501.9 
 
 499.9 
 
 499.9 
 
 56.74 
 
 501.9 
 
 58.74 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1396 
 
 1446 
 
 52 
 
 4384 
 
 24 0 
 
 25.4 
 
 2367 
 
 2017 
 
 6974 
 
 578 
 
 
 17 
 
 443.12 
 
 443.03 
 
 443.11 
 
 443.03 
 
 443.07 
 
 .09 
 
 502.0 
 
 502.0 
 
 500.0 
 
 500.0 
 
 500.1 
 
 57.03 
 
 502.0 
 
 58.93 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1896 
 
 1462 
 
 50 
 
 4398 
 
 24.0 
 
 25.5 
 
 2376 
 
 2022 
 
 7007 
 
 577 
 
 
 18 
 
 443.02 
 
 442.94 
 
 443.02 
 
 442.95 
 
 4-12.98 
 
 .09 
 
 502.1 
 
 502.1 
 
 499.7 
 
 500.3 
 
 500.0 
 
 57.02 
 
 502.1 
 
 59.12 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1396 
 
 1462 
 
 55 
 
 4403 
 
 24.0 
 
 25.5 
 
 '2376 
 
 2027 
 
 7006 
 
 578 
 
 
 19 
 
 442.88 
 
 442.80 
 
 442.92 
 
 442.84 
 
 442.86 
 
 .12 
 
 502.4 
 
 502.4 
 
 499.4 
 
 499.9 
 
 500.0 
 
 57.14 
 
 502.4 
 
 59.54 
 
 132 
 
 23 
 
 453 
 
 66 
 
 0 
 
 799 
 
 11 
 
 1396 
 
 1468 
 
 63 
 
 4417 
 
 24.0 
 
 25.7 
 
 2395 
 
 2022 
 
 7017 
 
 576 
 
 
 21 
 
 442.88 
 
 442.88 
 
 442.80 
 
 442.80 
 
 442.92 
 
 442.92 
 
 442.84 
 
 442.84 
 
 442.86 
 
 442.86 
 
 .00 
 
 .00 
 
 502.7 
 
 502.7 
 
 500.2 
 
 497.5 
 
 499.7 
 
 500.4 
 
 500.2 
 
 500.0 
 
 57.34 
 
 502.7 
 
 59.84 
 
 132 
 
 23 
 
 453 
 
 66 
 
 6 
 
 799 
 
 11 
 
 1396 
 
 1478 
 
 68 
 
 4432 
 
 24.0 
 
 25.9 
 
 2413 
 
 2019 
 
 7037 
 
 574 
 
 Commenced sealing at 10:15 a. m. 
 
 
 
 
 
 
 
 nn 
 
 
 
 inn 9 
 
 
 Kn(1 ,, 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
APPENDIX D — Continued. 
 RECORD OP SINKING CAISSONS. 
 PIER III. 
 
 19 
 
 Dale. 
 
 Elevations op Cutting Edge. 
 
 
 Elevations op Ground. 
 
 Average 
 
 Penetra- 
 
 Caisson. 
 
 Gauge. 
 
 Immersed 
 
 Weights. 
 
 Ain Pressure. 
 
 f§ 
 
 Weight 
 
 
 Av.Wt. 
 
 persq. 
 
 MirU.'.- 
 
 expos¬ 
 ed to 
 Frict'n 
 
 REMARKS. 
 
 n. E. 
 
 
 S. E. 
 
 
 Average. 
 
 ••a 
 
 
 a a 1 AW. 
 
 
 Caisson. 
 
 Crib. 
 
 a 
 
 Mason- 
 
 
 Water. 
 
 
 sa. K.T 
 
 Timber 
 
 Iron. 
 
 Con- 
 
 'imber 
 
 Iron. 
 
 Con- 
 
 
 
 
 
 
 C 
 
 D 
 
 
 
 
 
 E 
 
 F 
 
 G 
 
 H 
 
 
 
 
 
 
 
 
 
 
 
 I 
 
 K 
 
 L 
 
 M 
 
 N 
 
 
 P 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 188? 
 
 
 
 
 
 
 
 
 
 
 
 
 Ft. 
 
 
 Ft. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Tons. 
 
 Lbs. 
 
 Lbs. 
 
 Tons. 
 
 Tons. 
 
 Sq.Ft. 
 
 Tons. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 4 
 
 
 
 
 
 489.24 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 8 *= * 
 
 5 
 
 487.25 
 
 486.35 
 
 488.55 
 
 487.25 
 
 487.30 
 
 1.94 
 
 486.4 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 6 
 
 487.63 
 
 486.89 
 
 488.34 
 
 487.30 
 
 487.54 
 
 .24 
 
 483.8 
 
 491.8 
 
 484.8 
 
 485.3 
 
 484.5 
 
 
 498.85 
 
 11.31 
 
 132 
 
 23 
 
 332 
 
 6 
 
 
 
 6 
 
 
 
 6 
 
 505 
 
 4.0 
 
 4.9 
 
 * 
 
 48 
 
 
 
 Started air pumps at 6:45 a. m. 
 
 7 
 
 486.62 
 
 486.02 
 
 485.29 
 
 486.15 
 
 486.02 
 
 1.52 
 
 488.9 
 
 489.9 
 
 490.9 
 
 483.9 
 
 489.0 
 
 •2.98 
 
 498.95 
 
 12.93 
 
 132 
 
 23 
 
 451 
 
 26 
 
 2 
 
 60 
 
 6 
 
 
 2 
 
 5 
 
 707 
 
 4.0 
 
 5.6 
 
 522 
 
 185 
 
 459 
 
 80° 
 
 Started sand pumps at 8 a. m. 
 
 8 
 
 484.22 
 
 484.50 
 
 484.25 
 
 484.25 
 
 484.30 
 
 1.72 
 
 489.4 
 
 488.9 
 
 490.9 
 
 483.4 
 
 488.1 
 
 3.80 
 
 498.95 
 
 14.65 
 
 132 
 
 23 
 
 451 
 
 31 
 
 2 
 
 229 
 
 7 
 
 
 3 
 
 3 
 
 884 
 
 7.0 
 
 6.3 
 
 587 
 
 297 
 
 584 
 
 101 7 
 
 
 9 
 
 481.36 
 
 481 .33 
 
 481.58 
 
 481.28 
 
 481.39 
 
 2.91 
 
 488.4 
 
 489.4 
 
 490.9 
 
 481.9 
 
 487.4 
 
 6.01 
 
 498.95 
 
 17.56 
 
 132 
 
 23 
 
 451 
 
 41 
 
 3 
 
 319 
 
 7 
 
 
 5 
 
 16 
 
 997 
 
 8.0 
 
 7.6 
 
 708 
 
 289 
 
 924 
 
 62 6 
 
 
 10 
 
 480.76 
 
 480.75 
 
 481.34 
 
 481.01 
 
 480.96 
 
 0.43 
 
 489.5 
 
 490.0 
 
 492.5 
 
 482.0 
 
 488.3 
 
 7.34 
 
 499.0 
 
 18.04 
 
 132 
 
 23 
 
 451 
 
 56 
 
 5 
 
 465 
 
 7 
 
 
 7 
 
 17 
 
 1163 
 
 8.0 
 
 7.8 
 
 727 
 
 436 
 
 1128 
 
 773 
 
 
 11 
 
 476.95 
 
 477.12 
 
 476.89 
 
 476.78 
 
 476.93 
 
 4.03 
 
 489.5 
 
 490.0 
 
 493.0 
 
 483.0 
 
 488.5 
 
 11.57 
 
 499.0 
 
 22.07 
 
 132 
 
 23 
 
 451 
 
 66 
 
 5 
 
 648 
 
 8 
 
 
 11 
 
 36 
 
 1380 
 
 10.0 
 
 9.5 
 
 885 
 
 495 
 
 1778 
 
 557 
 
 Finished erib. 
 
 12 
 
 474.58 
 
 474.90 
 
 474.11 
 
 474.17 
 
 474.44 
 
 2.49 
 
 489.0 
 
 489.1 
 
 493.1 
 
 483.1 
 
 488.5 
 
 14.06 
 
 499.1 
 
 24.66 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 8 
 
 
 14 
 
 50 
 
 1664 
 
 11.0 
 
 10.6 
 
 988 
 
 676 
 
 2160 
 
 626 
 
 Finished concreting erib. 
 
 13 
 
 471.14 
 
 471.52 
 
 471.51 
 
 471.61 
 
 471.44 
 
 3.00 
 
 491.1 
 
 489.1 
 
 493.6 
 
 483.1 
 
 489.0 
 
 17.56 
 
 499.1 
 
 27.66 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 8 
 
 
 36 
 
 67 
 
 1703 
 
 12.0 
 
 11.9 
 
 1109 
 
 594 
 
 2656 
 
 447 
 
 
 14 
 
 471.12 
 
 471.51 
 
 471.51 
 
 471.60 
 
 471.44 
 
 .00 
 
 489.1 
 
 489.1 
 
 493.1 
 
 483.1 
 
 488.7 
 
 17.26 
 
 499.1 
 
 27.66 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 8 
 
 
 33 
 
 67 
 
 1700 
 
 12.0 
 
 11.9 
 
 1109 
 
 591 
 
 2615 
 
 452 
 
 Began laying stone. 
 
 15 
 
 
 471.49 
 
 471.50 
 
 471.58 
 
 471.42 
 
 0.02 
 
 491.9 
 
 489.6 
 
 493.6 
 
 491.6 
 
 490.9 
 
 19.48 
 
 490.1 
 
 27.68 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 8 
 
 58 
 
 55 
 
 47 
 
 1760 
 
 13.0 
 
 12.0 
 
 1118 
 
 642 
 
 2919 
 
 440 
 
 
 16 
 
 467.71 
 
 467.88 
 
 467.80 
 
 467.76 
 
 467.79 
 
 3.63 
 
 489.0 
 
 489.0 
 
 493.0 
 
 493.0 
 
 490.3 
 
 22.51 
 
 499.05 
 
 31.26 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 8 
 
 258 
 
 87 
 
 66 
 
 2011 
 
 14.5 
 
 13.5 
 
 1258 
 
 753 
 
 3333 
 
 452 
 
 
 17 
 
 462.71 
 
 462.86 
 
 463.09 
 
 463.09 
 
 462.94 
 
 4.85 
 
 489.1 
 
 487.1 
 
 494.1 
 
 491.6 
 
 489.5 
 
 26.56 
 
 499.1 
 
 36.16 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 9 
 
 412 
 
 134 
 
 145 
 
 2292 
 
 16.5 
 
 ,5 fi 
 
 1453 
 
 839 
 
 3884 
 
 432 
 
 
 18 
 
 458.98 
 
 459.12 
 
 458.99 
 
 458.99 
 
 459.02 
 
 8.92 
 
 489.0 
 
 491.0 
 
 490.0 
 
 494.0 
 
 489.9 
 
 30.88 
 
 499.0 
 
 39.98 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 9 
 
 567 
 
 200 
 
 198 
 
 2566 
 
 18.0 
 
 17.3 
 
 1612 
 
 954 
 
 4453 
 
 428 
 
 
 19 
 
 454.84 
 
 455.05 
 
 455.07 
 
 455.14 
 
 455.03 
 
 3.99 
 
 489.1 
 
 489.9 
 
 490.5 
 
 493.9 
 
 490.1 
 
 35.07 
 
 499.0 
 
 43.97 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 9 
 
 691 
 
 364 
 
 213 
 
 2869 
 
 20.5 
 
 18.9 
 
 1761 
 
 1108 
 
 4909 
 
 451 
 
 
 20 
 
 454.84 
 
 455.05 
 
 455.07 
 
 455.14 
 
 455.03 
 
 .00 
 
 489.1 
 
 489.8 
 
 491.0 
 
 493.8 
 
 490.4 
 
 35.37 
 
 498.9 
 
 43.87 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 9 
 
 691 
 
 377 
 
 201 
 
 2871) 
 
 20.5 
 
 18.9 
 
 1761 
 
 1109 
 
 4940 
 
 449 
 
 
 21 
 
 454.87 
 
 4oo.02 
 
 455.09 
 
 455.13 
 
 455.03 
 
 .00 
 
 489.2 
 
 489.7 
 
 491.2 
 
 493.7 
 
 490.7 
 
 35.67 
 
 498.7 
 
 43.67 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 9 
 
 775 
 
 390 
 
 189 
 
 2955 
 
 20.0 
 
 18.9 
 
 1761 
 
 1194 
 
 4970 
 
 480 
 
 
 22 
 
 449.23 
 
 449.37 
 
 449.23 
 
 449.28 
 
 449.28 
 
 5.75 
 
 489.6 
 
 493.6 
 
 485.6 
 
 495.6 
 
 491.8 
 
 42 52 
 
 498.6 
 
 49.32 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 10 
 
 939 
 
 700 
 
 166 
 
 3407 
 
 22j, 
 
 21.3 
 
 1985 
 
 1422 
 
 5667 
 
 502 
 
 
 23 
 
 445.62 
 
 445.89 
 
 445.40 
 
 445.58 
 
 440.62 
 
 3.66 
 
 491.0 
 
 494.0 
 
 489.0 
 
 496.0 
 
 492.9 
 
 47.28 
 
 499.0 
 
 53.38 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 11 
 
 1102 
 
 925 
 
 152 
 
 3782 
 
 24.0 
 
 23.1 
 
 2152 
 
 1630 
 
 6144 
 
 530 
 
 
 24 
 
 445.08 
 
 445.37 
 
 444.96 
 
 445.18 
 
 445.15 
 
 .47 
 
 490.8 
 
 493.8 
 
 489.8 
 
 496.8 
 
 493.5 
 
 48.35 
 
 498.85 
 
 53.70 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 11 
 
 1154 
 
 974 
 
 134 
 
 3865 
 
 24.0 
 
 23.2 
 
 2162 
 
 1703 
 
 6250 
 
 545 
 
 Stopped sand pumps at 2:45 a. m. 
 
 25 
 
 
 
 
 445.12 
 
 445.10 
 
 .05 
 
 490.7 
 
 494.7 
 
 488.7 
 
 496.7 
 
 493.4 
 
 48.30 
 
 498.8 
 
 53.70 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 11 
 
 1154 
 
 971 
 
 135 
 
 3863 
 
 24.0 
 
 23.2 
 
 2162 
 
 1701 
 
 6245 
 
 544 
 
 
 26 
 
 444.99 
 
 445.29 
 
 444.94 
 
 445.11 
 
 445.08 
 
 .02 
 
 490.6 
 
 498.1 
 
 488.1 
 
 495.1 
 
 493.2 
 
 48.12 
 
 498.7 
 
 53.62 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 11 
 
 1154 
 
 963 
 
 138 
 
 3858 
 
 24.0 
 
 23.1 
 
 2152 
 
 1706 
 
 6228 
 
 548 
 
 
 27 
 
 
 
 
 
 
 
 
 
 
 
 
 
 AQ8 1f . 
 
 
 
 23 
 
 4S1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 28 
 
 444.83 
 
 445.16 
 
 444.77 
 
 444.98 
 
 444.93 
 
 .15 
 
 491.9 
 
 499.4 
 
 489.4 
 
 496.4 
 
 494.7 
 
 49.77 
 
 499.4 
 
 54.47 
 
 132 
 
 451 
 
 75 
 
 7 
 
 904 
 
 11 
 
 1154 
 
 1051 
 
 119 
 
 3927 
 
 24.0 
 
 23.5 
 
 2190 
 
 1737 
 
 6391 
 
 543 
 
 
 29 
 
 
 
 444.19 
 
 444.39 
 
 444.41 
 
 .52 
 
 491.7 
 
 498.7 
 
 488.7 
 
 495.7 
 
 494.2 
 
 49.79 
 
 498.7 
 
 54.29 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 11 
 
 1337 
 
 1052 
 
 114 
 
 4106 
 
 24.5 
 
 23.4 
 
 2180 
 
 1926 
 
 6393 
 
 002 
 
 
 30 
 
 444. 33 
 
 444.61 
 
 444.14 
 
 444.32 
 
 444.35 
 
 .06 
 
 493.3 
 
 499.3 
 
 488.3 
 
 497.3 
 
 494.8 
 
 50.45 
 
 499.3 
 
 54.95 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 11 
 
 1337 
 
 1088 
 
 114 
 
 4137 
 
 25.0 
 
 23.7 
 
 2208 
 
 1929 
 
 6458 
 
 597 
 
 
 Deo. 1 
 
 444.29 
 
 444.59 
 
 444.11 
 
 444.27 
 
 444.31 
 
 .04 
 
 495.7 
 
 495.7 
 
 488.7 
 
 497.7 
 
 494.8 
 
 50.49 
 
 499.75 
 
 55.44 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 11 
 
 1337 
 
 1084 
 
 125 
 
 4149 
 
 25.0 
 
 23_9 
 
 0007 
 
 1922 
 
 6462 
 
 595 
 
 
 2 
 
 443.76 
 
 444.08 
 
 443.58 
 
 443.76 
 
 443.79 
 
 .52 
 
 496.7 
 
 493.2 
 
 496.7 
 
 495.7 
 
 494.9 
 
 51.11 
 
 499.75 
 
 55.96 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 11 
 
 1337 
 
 1113 
 
 123 
 
 4176 
 
 25.0 
 
 24.2 
 
 2255 
 
 1921 
 
 6523 
 
 589 
 
 
 3 
 
 443.17 
 
 443.54 
 
 443.01 
 
 443.20 
 
 443.23 
 
 .56 
 
 496.7 
 
 491.7 
 
 495.7 
 
 495.7 
 
 494.0 
 
 50.77 
 
 499.75 
 
 56.52 
 
 132 
 
 23 
 
 451 
 
 75 
 
 7 
 
 904 
 
 11 
 
 1337 
 
 1097 
 
 1A6 
 
 4183 
 
 25 0 
 
 24.4 
 
 2273 
 
 1910 
 
 6490 
 
 588 
 
 
 
 442.80 
 
 443.11 
 
 442.77 
 
 442.96 
 
 442.91 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Commenced sealing at 7:15 p. m. 
 
 g 
 
 442.80 
 
 443.11 
 
 442.77 
 
 442.96 
 
 442.91 
 
 
 
 
 
 
 
 
 
 „ Rn 
 
 
 
 
 
 
 
 
 
 
 
 
 ok n 
 
 , 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 6 
 
 442.80 
 
 443.11 
 
 442.77 
 
 442.96 
 
 442.91 
 
 
 
 
 
 
 
 
 500 4 
 
 57 10 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 7 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
sill Sill 1 BE 61 llllllsilil lllll 
 
 i kkk SSkk Hiii usssslsssss S E S S 
 
APPENDIX E— CONTENDED. 
 
 TIME, COST AND MATERIALS USED IN FOUNDATIONS. 
 PIER XL 
 
 21 
 
 DATE. 
 
 PRINCIPAL 
 
 Foreman. 
 
 Foreman. 
 
 Foremen. 
 
 Tenders. 
 
 Pressure 
 
 
 Coffee. 
 
 Sugar. 
 
 Candles. 
 
 Ced Lead. 
 
 WlOKlNG. I 
 
 
 L.NSEED 
 
 Master 
 
 MECHANIC j 
 
 Engineer. 
 
 Day Night 
 
 umpman. 1 Pumpman, 
 
 | 
 
 FlREME 
 
 
 Passers. 
 
 8ACKINQ 
 
 Coal for 
 Boilers. 
 
 %r ! sr 
 
 
 
 Totals 
 
 FEET 
 
 Material. - 
 
 
 Remarks. 
 
 1888. 
 
 § 
 
 j 
 
 
 y 
 
 4 i 
 
 ! 
 
 
 | 
 
 I 
 
 j 
 
 i 
 
 1 
 
 I 
 
 < 
 
 
 i 
 
 < 
 
 
 
 I 
 
 : 
 
 i 
 
 1 
 
 2 
 
 I 
 
 4 
 
 1 
 
 1 ' 
 
 s 
 
 I 
 
 1 
 
 g 
 
 1 
 
 < 
 
 t 
 
 s 
 
 ! 
 
 1 
 
 - 
 
 < 
 
 -c c 
 
 Amount. 
 
 s 
 
 E 
 
 
 £ 
 
 1 
 
 I 
 
 I 
 
 | 
 
 1 
 
 j 
 
 1 1 
 a 
 
 £ 
 
 jAmounl. 
 
 J- 
 
 I 
 
 I 
 
 
 
 
 REV Pl “ PS ' 
 
 
 Jan.10 
 
 w| 
 
 
 1« 
 
 
 ■4 * 13 
 
 
 
 
 -I 
 
 
 
 * 
 
 
 
 
 
 
 
 
 ; 
 
 * .48 
 
 
 
 
 
 
 
 
 
 ;; 
 
 
 
 
 t 4 20 
 
 
 
 • 
 
 * 9.12 
 
 8 
 
 * 
 
 9 
 
 , 
 
 * .05 
 
 2 
 
 * .13 
 
 
 
 Sand. 
 
 
 Started air pumps at 3:40 p.m. 
 
 
 
 
 
 
 3 
 
 
 ‘ ' 
 
 l J.JU 
 
 
 
 ' 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 7310 
 
 , 
 
 3.30 . 
 
 * 2.40 
 
 * 2.40 
 
 24 
 
 4 
 
 
 24 
 
 1 2> 
 
 
 
 6.7 
 
 32.16 
 
 12 
 
 
 .1 
 
 8 
 
 .80 
 
 
 
 
 .91 
 
 11.7 
 
 30 28 
 
 Started sand pumps at 9:15 a.m. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 M 
 
 
 
 
 7 18) 
 
 , 
 
 3.8U 
 
 2.40 
 
 
 24 
 
 4 
 
 
 2! 
 
 1 20 
 
 
 
 57 
 
 27.36 
 
 8 
 
 
 
 
 
 2 
 
 .13 
 
 118.67 
 
 1.53 
 
 
 . 25 
 
 
 u 
 
 , A 
 
 , 
 
 , . <* 
 
 
 
 
 4.50 
 
 120 I 
 
 33.75 
 
 .. 
 
 »« A 
 
 , 
 
 , 
 
 5 
 
 32 
 
 
 w 
 
 
 
 
 
 
 .96 
 
 
 
 2 
 
 7.60 
 
 1 
 
 3.30 
 
 
 
 24 
 
 •1 
 
 80 
 
 -- 
 
 430 
 
 
 
 4.7 
 
 22.56 
 
 1 8 
 
 
 9 
 
 
 
 
 
 104.83 
 
 .23 
 
 
 . 28 
 
 
 is 
 
 1 6 
 
 
 1 I 3.23 | 
 
 
 
 * 
 
 4.50 
 
 « 
 
 »Z 
 
 
 3.25 
 
 4 
 
 
 
 8 
 
 
 6 
 
 W 
 
 
 
 ■ 
 
 
 
 
 
 7.60 
 
 ■ 
 
 :: 
 
 
 
 » 
 
 * 
 
 
 » 
 
 
 
 
 
 19.68 
 
 
 
 » 
 
 
 .09 
 
 
 „ 
 
 E 
 
 .02 
 
 ' 2) ' 4 
 
 3o" 25 
 
 
 » 
 
 
 
 ’ “ 
 
 > 
 
 
 • 
 
 « 
 
 
 «■» 
 
 
 3.25 
 
 * 
 
 : 
 
 • 
 
 
 • 
 
 
 
 
 
 :I 
 
 
 
 ■ 
 
 7-60 1 1 
 
 
 2.40 
 
 A 1 -20 
 
 2.40 
 
 24 
 
 4 
 
 
 
 •4.20 
 
 
 
 6.0 
 
 28.80 
 
 12 
 
 
 09 
 
 10 
 
 .39 
 
 
 .13 
 
 ZZ 
 
 3.26 
 
 3 
 
 
 
 20 
 
 1 
 
 
 00 
 
 1 
 
 3.23 
 
 254 
 
 : 
 
 2 
 
 4..K 
 
 “ 
 
 >2.50 
 
 
 3.85 
 
 
 
 » 
 
 
 .» 
 
 
 
 
 
 
 1 
 
 .48 
 
 
 
 
 7.80 
 
 ; 
 
 
 , „. 
 
 
 « 
 
 
 » 
 
 » 
 
 It 
 
 :::: 
 
 
 . 3.5 
 
 
 J 
 
 
 09 
 
 19 
 
 ■; 
 
 
 8 
 
 .13 
 
 92.81 
 
 224 
 
 lg 
 
 
 
 ■ 
 
 ; 
 
 
 
 ■ 
 
 3.23 
 
 2 
 
 00 
 
 ■ 
 
 
 
 
 
 3.25 
 
 
 » 
 
 : 
 
 » 
 
 
 
 
 
 
 ; 
 
 z 
 
 
 
 s 
 
 7.00 
 
 j 
 
 8.80 
 
 A L20 . 
 
 2.40 
 
 “ 
 
 
 
 24 
 
 
 ... 
 
 
 . 6. 
 
 
 12 
 
 
 09 
 
 1 
 
 .05 
 
 2 
 
 .13 
 
 63.25 
 
 ,1 
 
 •' 18.9 
 
 ••■■■. » 
 
 
 * 
 
 ■ 
 
 
 
 
 8.22 
 
 
 
 2 
 
 
 
 
 8.25 
 
 
 
 
 
 
 
 
 
 ' 
 
 •« 
 
 
 
 
 7 -Z 
 
 1 
 
 3.80 
 
 
 
 24 
 
 
 80 
 
 21 
 
 4.a 
 
 
 
 • 3 - 
 
 15.84 
 
 8 
 
 
 W 
 
 .... 
 
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 2 
 
 .13 
 
 54.48 
 
 .60 
 
 
 . 23 
 
 
 26 
 
 1 
 
 
 
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 ■ 
 
 
 
 5U 
 
 
 
 
 
 
 
 
 
 
 
 7-60 
 
 
 1L30 
 
 
 
 24 
 
 
 80 
 
 24 
 
 4.2( 
 
 
 
 . 3. 
 
 15.8 
 
 8 
 
 
 09 
 
 
 
 
 
 52.81 
 
 .01 
 
 
 
 
 28 
 
 
 
 
 ■ 
 
 
 
 
 ; 
 
 
 
 
 
 ; 
 
 
 » 
 
 8 
 
 
 
 
 
 ; 
 
 
 
 
 2 
 
 -I 
 
 j 
 
 *■“ 
 
 
 1 2^40 
 
 24 
 
 
 80 
 
 24 
 
 4.2C 
 
 
 
 
 
 
 
 09 
 
 
 
 
 .13 
 
 56.81 
 
 
 
 * - 
 
 
 80 
 
 
 
 
 • 
 
 3.23 
 
 3 
 
 
 
 *■ 
 
 
 65.25 
 
 
 8:25 
 
 
 
 00 
 
 
 
 
 
 
 
 
 1 
 
 .48 
 
 
 
 
 7.60 
 
 1 
 
 8.30 
 
 1 2.40 
 
 1 2.40 
 
 ■M 
 
 
 80 
 
 J 
 
 4 24 
 
 
 
 
 
 
 
 09 
 
 
 
 
 
 148.49 
 
 4.53 
 
 15 .g 
 
 38 25 
 
 
 31 
 
 1 
 
 
 
 1 
 
 3.22 
 
 
 00 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 . 0 di 
 
 . 9 JG 
 
 24 
 
 
 80 
 
 24 
 
 4.21 
 
 
 
 
 31.6- 
 
 12 
 
 
 14 
 
 
 
 2 
 
 .13 
 
 ,71.54 
 
 4.2-2 
 
 “ 
 
 39 20 
 
 
 fob. i 
 
 1 
 
 
 
 1 
 
 3.40 
 
 
 
 
 5-1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 , .. ,n 
 
 1 -» JG 
 
 | 
 
 
 no 
 
 
 4_o, 
 
 
 
 
 
 12 
 
 
 13 
 
 
 
 
 
 158.61 
 
 5.57 
 
 “ 188 
 
 41 21 
 
 
 ' 
 
 1 
 
 
 “ 
 
 1 
 
 3D 
 
 
 
 
 
 ' IBS 
 
 
 
 iz 
 
 J 
 
 
 
 
 
 
 
 
 
 
 
 I 
 
 z 
 
 
 
 , 
 
 7.60 
 
 , 
 
 3.30 
 
 A 1.00 
 
 1 2.40 
 
 24 
 
 
 
 24 
 
 4.21 
 
 
 
 
 30.7 
 
 
 
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 4.25 
 
 12.2 
 
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 240 
 
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 21 
 
 
 80 
 
 24 
 
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 25 
 
 
 
 
 
 
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 8 
 
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 3.45 
 
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 2 
 
 
 
 111.25 
 
 
 ■» 
 
 5 
 
 
 15 
 
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 52 
 
 52 
 
 
 02 .. 
 
 
 
 
 ' 
 
 .48 
 
 
 
 * 
 
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 7.60 
 
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 E 
 
 : it 
 
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 80 
 
 21 
 
 4.2t 
 
 4.21 
 
 ... 
 
 6C 
 
 
 3. 
 
 
 g 
 
 
 
 
 
 
 
 *■« 
 
 'Z 
 
 240 
 
 
 Stopped sand pumps at 1 p.m. 
 
 10 
 
 I 
 
 
 00 
 
 J 
 
 3.45 
 
 4 1 
 
 1 
 
 2 
 
 
 
 112.50 
 
 2 
 
 It 
 
 4 
 
 
 92 
 
 8 
 
 
 
 
 
 
 
 
 
 " 
 
 
 
 * 
 
 
 j 
 
 
 
 
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 » 
 
 I 
 
 4.21 
 
 4.21 
 
 128 
 
 123 
 
 
 5. 
 
 4. 
 
 11.8 
 
 8 
 
 
 09 
 
 8 
 
 .30 
 
 
 
 ae'31 
 
 '31 
 
 Rock. 
 
 . 
 
 
 11 
 
 1 
 
 
 
 1 
 
 8.45 
 
 4 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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 8 
 
 
 09 
 
 
 
 
 
 191.50 
 
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 “ . 
 
 
 
 18 
 
 1 
 
 
 
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 3 1 
 
 uu 
 
 
 
 
 „ nm 
 
 
 
 
 
 9-> 
 
 
 
 
 z 
 
 
 
 
 
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 3 
 
 7.60 
 
 1 
 
 ' 380 
 
 
 
 21 
 
 
 80 
 
 24 
 
 4.21 
 
 124 
 
 
 8. 
 
 15.8 
 
 1 8 
 
 
 09 
 
 
 
 L 
 
 .13 
 
 199.37 
 
 .39 
 
 
 . 28 
 
 ---- 
 
 l 
 
 1 
 
 
 
 
 34^ 
 
 4 1 
 
 » 
 
 
 5.0 
 
 258 
 
 'ZZ 
 
 
 8.25 
 
 * 
 
 
 09 
 
 92 
 
 10 
 
 12 
 
 < 
 
 « 
 
 
 
 
 
 
 .48 
 
 
 
 
 
 ; 
 
 3 30 
 
 
 
 * 
 
 
 80 
 
 24 
 
 4 
 
 
 
 
 19.21 
 
 ! 8 
 
 
 » 
 
 
 
 
 
 
 
 
 . 88 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 18 
 
 
 
 
 1 
 
 „ 
 
 4 1 
 
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 2 
 
 
 234 
 
 97 50 
 
 , 
 
 1.75 
 
 4 
 
 
 92 
 
 g 
 
 62 
 
 j 
 
 . 
 
 
 
 
 
 
 
 
 
 1 
 
 3.60 
 
 1 
 
 8 3C 
 
 
 
 24 
 
 
 
 24 
 
 
 
 
 
 17.7 
 
 8 
 
 
 09 
 
 
 
 
 
 . 18889 
 
 .09 
 
 
 — 
 
 
 .9 
 
 
 
 
 — 
 
 
 » 
 
 75 
 
 ; 
 
 
 
 
 
 3 24 
 
 ; 
 
 
 09 
 
 9 
 
 70 
 
 
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 ' 
 
 3.60 
 
 1 
 
 s*, 
 
 
 
 H 
 
 
 88 
 
 
 4.21 
 
 ... 
 
 
 
 K 
 
 " 
 
 
 ® 
 
 
 
 
 
 
 
 . « 
 
 Commenced sealing at 10:15 a.m. 
 
 
 1 
 
 
 00 
 
 00 
 
 • 
 
 3.45 
 
 2 
 
 » 
 
 • 
 
 5.0 
 
 219 
 
 91.25 , 2 
 
 
 1 
 
 
 « 
 
 8 
 
 
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 ‘ 
 
 
 
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 21 
 
 
 ' 
 
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 " 
 
 
 
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 Stopped air pumps at 9:45 p.m. 
 
 
 
 8258.00 
 
 
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 *40 
 
 * 
 
 
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22 
 
 APPENDIX E.— Continued. 
 
 TIME, COST AND MATERIALS USED IN FOUNDATIONS. 
 PIER III. 
 
23 
 
 GENERAL DESCRIPTION. 
 
 The superstructure will consist of two through spans and one deck span. 
 
 Each through span will be 400 feet long between centers of end pins, divided 
 into fifteen panels of 20 feet eight inches each. The trusses will be 50 feet deep, 
 and placed 22 feet apart between centers. Each span will weigh approximately 
 1 100 000 pounds. 
 
 The deck span will be 325 feet long between centers of end pins, and divided 
 into thirteen panels of 25 feet each, the trusses being 37 feet deep and placed 20 
 feet apart between centers. 
 
 PLANS. 
 
 Full detail plans, showing all dimensions, will be furnished by the Engineer. 
 The work shall be built iu all respects according to these plans. The contractor, 
 however, will be expected to verify the correctness of the plans, and will be re¬ 
 quired to make any changes in the work which are necessitated by errors in these 
 plans, without extra charge, where such errors could be discovered by an inspection 
 of the plans. 
 
 MATERIAL. 
 
 All parts, except nuts, swivels, wall pedestal plates and ornamental work, will 
 be of steel. The nuts and swivels may be of wrought iron ; the pedestal plates 
 and ornamental work of cast iron. The web plates of the East Approach Span 
 may be of wrought iron. 
 
 All materials shall be sub ject to inspection at all times dnring their manufacture, 
 and the Engineer and his inspectors shall be allowed free access to any of the 
 works in which any portion of the material is made. Timely notice shall be given 
 to the Engineer, so that inspectors may be on hand. 
 
 Steel. Steel may be made by the open hearth or by the Bessemer process, but 
 no steel shall be made at works which have not been in successful operation for at 
 least one year. Steel made by the Clapp-Griffiths process will not be accepted. All 
 melts shall be made from uniform stock low in phosphorus, and the manufacturer 
 shall furnish satisfactory evidence to the Engineer that this class of material is 
 being employed, it being understood that the finished product is to be one in which 
 the phosphorus does not average more than of one per cent, and never exceeds 
 -fa of one per cent. 
 
 A sample bar f inch in diameter shall be rolled from every melt, the method 
 of obtaining the piece from which this sample bar is rolled shall be the same for 
 all samples, and the amount of work on this sample bar shall be as nearly as 
 
 APPENDIX F. 
 
 SPECIFICATIONS FOE SUPEKSTBUOTURE. 
 
 practicable the same as on the finished product. The laboratory tests shall be made 
 on this sample bar in its natural state without annealing. 
 
 The laboratory tests of steel made on the sample bar shall show an elastic limit 
 of not less than 40 000 pounds per square inch ; an ultimate strength of not less 
 than 67 000 pounds nor more than 75 000 pounds per square inch; an elongation of 
 at least 20 per cent, in a length of eight inches ; and a reduction of at least 42 per 
 cent, at the point of fracture; this elongation and reduction being the minimum 
 and not the average requirements. In a bending test the sample bar shall bend 180 
 degrees and close back against itself without showing crack or flaw on the outside 
 of the curve. Steel having an ultimate strength of 60 000 pounds per square inch 
 will be accepted for rivets. 
 
 Should the contractor desire to use British steel, the quenching and bending 
 tests specified in the Hawksbury Bridge specifications will be required, and the 
 elastic limit requirement may be waved. 
 
 Every piece of steel shall be stamped with a number identifying the melt, and a 
 statement of the results of the laboratory tests of each melt shall be furnished by 
 the contractor, certified by some person acceptable to the Engineer, and accom¬ 
 panied by the tested specimens. Tests shall also be made from time to time on sam¬ 
 ples cut from finished plates, shapes and bars, which shall show results substantially 
 conforming to those shown by the sample tests of the same melts. 
 
 All sheared edges or punched holes in steel work shall be subsequently planed or 
 drilled out, so that none of the rough surface is ever left upon the work . u Steel for 
 pins shall be sound and entirely free from piping. 
 
 Wrought Iron. Small samples, having a minimum length of eight inches, shall 
 show an elastic limit of at least 24 000 pounds, an ultimate strength of at least 47 000 
 pounds per square inch, an elongation of at least ten per cent, and a reduction of 15 
 per cent at the point of fracture. 
 
 Cast Iron. Cast iron shall be the best quality of tough, grey iron. 
 
 RIVETED WORK. 
 
 All plates, angles and channels shall be carefully straightened before they are 
 laid out; the rivet holes shall be carefully spaced in truly straight lines; the rivet 
 heads shall be of hemispherical pattern, and the work shall be finished in a neat 
 and workmanlike manner. Surfaces in contact shall be painted before they are put 
 together. The dimensions given for rivets on the plans are the diameters of the 
 rivets before driving. 
 
 Power riveters shall bd direct acting machines, capable of exerting a yielding 
 pressure, and holding on to the rivet when the upsetting is completed. 
 
 The several parts of each member shall be assembled, and the holes shall be 
 
 drilled, the sharp edge of the drilled hole shall be trimmed so as to make a slight 
 fillet under the rivet head, and the pieces shall be riveted together without talcing 
 apart. Should the contractor desire the parts may be punched with a punch at 
 least inch smaller than the diameter of the rivet as given on the plans, working 
 in a die only ^ inch larger than the rivet; the several parts of the member shall 
 then be assembled and the holes reamed so that at least -fa inch of metal is taken out 
 all around, and the sharp edge of the reamed hole shall be trimmed and the pieces 
 riveted together as above. All rivets shall be steel; the rivet holes shall be of such 
 size that the rivet will fill the hole before driving, and, whenever possible, the rivets 
 shall be driven by power. All bearing surfaces shall be truly faced. The chord 
 pieces shall be fitted together in the shop, in lengths of at least five panels, and 
 marked. When so fitted there shall be no perceptible wind in the length laid out. 
 The pin holes shall be bored truly, so as to be at exact distances, parallel with one 
 another, and at right angles to the axis of the member. 
 
 The holes for the rivets connecting the floor-beams with the posts and bolsters 
 and the stringers with the floor-beams, and, in general, the holes for all rivets which 
 must be driven after erection, shall be accurately drilled to an iron templet. The 
 holes for rivets connecting the floor-beams with the posts shall be one inch in 
 diameter, and the rivets of corresponding diameter. The pin holes in the vertical 
 posts shall be truly parallel with one another and at right angles to the axis of the 
 posts. The posts shall be straight and free from wind. 
 
 FORGED WORK. 
 
 The heads of eye-bars shall be formed by upsetting and forging into shape by 
 such process as may be accepted by the Engineer. No welds will be allowed. 
 After the working is completed, the bars shall be annealed by heating them to a 
 uniform dark red heat throughout their entire length, and allowing them to cool 
 slowly. The form of the heads of steel eye-bars may be modified to suit the process 
 in use at the contractor’s works, but the form of the head adopted must be such as to 
 meet the requirements of the tests of full-sized hars. 
 
 The heads and the enlarged ends for screws in laterals, suspenders and counters, 
 shall be formed by upsetting by a process acceptable to the Engineer. 
 
 TESTS OF FULL-SIZED STEEL BARS. 
 
 Ten full-sized eye-bars of sections and lengths, used in the actual work, shall be 
 selected from bars made for the bridge, by the inspector for testing. Each of these 
 full-sized bars shall be strained till an elongation of ten per cent, is obtained, and, 
 if possible, broken. If broken, the fracture shall occur in the body of the bar, and 
 shall show a uniform aud ductile quality of material. 
 
24 
 
 APPENDIX F—Continued 
 
 The contractor will be required to furnish facilities for testing full-sized bars, 
 within a reasonable distance of his works. Should the contractor be unable to fur¬ 
 nish such facilities, he shall be required to furnish bars at 20 per cent, larger sec¬ 
 tions than those called for, without charge for the increased weight. 
 
 The full-sized bars shall be selected from time to time as the work proceeds, the 
 ast bar not to be selected till all the eye-bars are manufactured. The tests shall be 
 made from time to time as the bars are selected. When three bars have been 
 tested, the bars manufactured up to the time of the selection of these three test bars 
 shall be accepted or rejected on the results of such tests, and the same shall be done 
 ao-ain when three more bars are tested. In these tests, the failure of one bar to 
 develop a stretch of eight per cent., or of the lot to develop an average of ten per 
 cent, before breaking, shall be sufficient reason for rejecting the lot from which 
 these bars are taken. A failure to break in the body of the bar shall not be suffi¬ 
 cient ground for condemnation if it does not occur in more than one-third of the 
 bars tested; but the above requirements as to elongation shall apply to the bars so 
 breaking in the head, as well as to the others. The Engineer shall, however, exam¬ 
 ine carefully into the cause of breakage of any bar which does not meet the require¬ 
 ments, and, if the defect is explained, may order additional tests, and make the 
 acceptance dependent on further results. 
 
 MACHINE WORK. 
 
 The bearing surfaces in the top chord shall be truly faced. The ends of the 
 stringers and of the floor-beams shall be squared in a facer. All surfaces, so desig¬ 
 nated on the plans, shall be planed. All sheared and punched edges shall be planed 
 or bored out. 
 
 All pins shall be accurately turned to a gauge, and shall be of full size through¬ 
 out. Pins more than four inches in diameter shall be drilled through the axis. 
 Pin-holes shall be bored to fit the pins, with a play not exceeding ^ of an inch. 
 These clauses apply to all lateral connections as well as to those of the main trusses. 
 Pins shall be supplied with pilot nuts, for use during erection, four of each size 
 of pin. 
 
 All screws shall have a truncated V thread, United States standard sizes. 
 
 MISCELLANEOUS. 
 
 All workmanship and material, whether particularly specified or not, must be of 
 the best kind now in use in first-class bridge work. Flaws, ragged edges, surface 
 imperfections or irregular shapes will be sufficient ground for rejection. Rough 
 and irregularly finished work will not be accepted. 
 
 Machine finished surfaces shall be coated with white lead and tallow before 
 shipment. All other parts shall be given a coat of hot boiled linseed oil. 
 
 TERMS. 
 
 Monthly estimates will be made at the end of each month for the work done 
 during that month. In these monthly estimates the material delivered at the con¬ 
 tractor’s shop, but not manufactured, shall be estimated at 50 per cent, of the con¬ 
 tract price for finished material in Chicago, and manufactured material at 75 per 
 cent, of the contract price for finished material in Chicago. Payments will be 
 made on or about the 15th day of the following month, according to these estimates, 
 deducting from the amount of the same ten per cent, as security, to be held until 
 the completion of the entire contract. 
 
 No material will be paid for which does not form a part of the permanent 
 structure. 
 
 All expenses of testing shall be borne by the contractor. 
 
 TIME. 
 
 The trusses of the first through span shall be completed and shipped by January 
 1st, 1888 ; those of the second through span by January 20th, 1888, and the whole 
 work by February 10th, 1S88. The railroad company may exact a penalty, not 
 exceeding $150 per day, for failure to complete the work at these specified times. 
 
 July 16th, 1887. 
 
25 
 
 APPENDIX G. 
 
 TESTS OE STEEL EYE-BARS. 
 
 TESTS ON PULL SIZED EYE-BARS. 
 
 Dimensions, Inches. 
 
 Results or Mechanical Tests. 
 
 
 Original. 
 
 
 
 
 
 
 
 
 
 
 Nominal. Actual. 
 
 
 
 Reduction 
 
 
 
 Limit. 
 
 
 Place 
 
 
 Width. 
 
 Inches. 
 
 Thickness. 
 
 Length 
 
 C to C. 
 
 Length. 
 
 Width. 
 
 Thickness. 
 
 Width 
 
 Thickness. 
 
 
 Inches. 
 
 Per Cent. 
 
 inch. 
 
 inch. 
 
 Fracture. 
 
 Original. 
 
 6 
 
 1 
 
 320.03 
 
 276 
 
 0.11 
 
 1.01 
 
 5.01 
 
 0.70 
 
 43.1 
 
 32.15 
 
 11.6 
 
 48920 
 
 74050 
 
 Body. 
 
 .750 
 
 5 
 
 If 
 
 438.78 
 
 396 
 
 5.08 
 
 1.26 
 
 3.80 
 
 0.89 
 
 47.2 
 
 48.70 
 
 12.3 
 
 37290 
 
 60550 
 
 *< 
 
 
 5 
 
 li 
 
 438.63 
 
 396 
 
 5.08 
 
 1.26 
 
 3.92 
 
 0.92 
 
 43.6 
 
 39.60 
 
 10.0 
 
 38560 
 
 62140 
 
 ■< 
 
 
 ' 
 
 li 
 
 319.98 
 
 276 
 
 7.09 
 
 1.73 
 
 5.47 
 
 1.31 
 
 41.6 
 
 36.80 
 
 13.3 
 
 40760 
 
 06820 
 
 « 
 
 745 
 
 7 
 
 2i 
 
 320.00 
 
 288 
 
 7.11 
 
 2.11 
 
 6.76 
 
 2.01 
 
 9.4 
 
 31.20 
 
 10.8 
 
 40384 
 
 67171 
 
 " 
 
 .748 
 
 7 
 
 2 i 
 
 320.00 
 
 288 
 
 7.13 
 
 2.13 
 
 5.03 
 
 1.58 
 
 41.5 
 
 38.75 
 
 13.4 
 
 41824 
 
 70627 
 
 
 .758 
 
 7 
 
 If 
 
 319.98 
 
 288 
 
 7.10 
 
 1.72 
 
 5.45 
 
 1.16 
 
 48.2 
 
 45.20 
 
 15.7 
 
 37585 
 
 65650 
 
 <• 
 
 .761 
 
 4 
 
 f 
 
 439.23 
 
 372 
 
 4.03 
 
 0.73 
 
 3.92 
 
 0.72 
 
 4.1 
 
 17.80 
 
 4.8 
 
 41620 
 
 56190 
 
 « 
 
 .754 
 
 4 
 
 f 
 
 439.88 
 
 373 
 
 4.02 
 
 0.76 
 
 3.95 
 
 0.74 
 
 4.3 
 
 7.70 
 
 2.1 
 
 39454 
 
 46141 
 
 
 75S 
 
 4 
 
 f 
 
 370.43 
 
 336 
 
 4.00 
 
 0.75 
 
 3.10 
 
 0.50 
 
 48.3 
 
 27.10 
 
 8.1 
 
 42830 
 
 63910 
 
 “ 
 
 .755 
 
 4 
 
 1 
 
 439.33 
 
 372 
 
 4.03 
 
 0.74 
 
 3.86 
 
 0.71 
 
 8.1 
 
 33.60 
 
 9.0 
 
 41065 
 
 62966 
 
 „ 
 
 .754 
 
 4 
 
 f 
 
 327.99 
 
 312 
 
 3.76 
 
 0.71 
 
 3.07 
 
 0.46 
 
 47.2 
 
 .05 
 
 0.0 
 
 50450 
 
 71800 
 
 « 
 
 .754 
 
 6 
 
 1 
 
 320.08 
 
 288 
 
 6.11 
 
 1.00 
 
 
 
 
 29.40 
 
 10.3 
 
 49404 
 
 74440 
 
 Eye 
 
 
 7 
 
 If 
 
 300.08 
 
 264 
 
 7.10 
 
 1.73 
 
 
 
 
 4.80 
 
 2.2 
 
 34215 
 
 40300 
 
 «■ 
 
 .747 
 
 7 
 
 If 
 
 259.43 
 
 228 
 
 7.02 
 
 1.71 
 
 5.33 
 
 1.05 
 
 53.4 
 
 24.60 
 
 10.8 
 
 38240 
 
 58980 
 
 Body. 
 
 .747 
 
 4 
 
 f 
 
 387.99 
 
 372 
 
 3.96 
 
 0.77 
 
 3.00 
 
 0.52 
 
 47.9 
 
 55.70 
 
 15.0 
 
 40120 
 
 66200 
 
 „ 
 
 
 4 
 
 f 
 
 387.99 
 
 372 
 
 3.96 
 
 0.76 
 
 3.08 
 
 0.55 
 
 43.5 
 
 54.60 
 
 14.6 
 
 42010 
 
 67760 
 
 « 
 
 
 7 
 
 If 
 
 300.08 
 
 264 
 
 7.09 
 
 1.71 
 
 
 
 
 5.90 
 
 2.2 
 
 38705 
 
 47120 
 
 Eye. 
 
 .752 
 
 7 
 
 2 
 
 300.03 
 
 264 
 
 7.11 
 
 2.00 
 
 6.95 
 
 1.88 
 
 8.1 
 
 11.20 
 
 4.3 
 
 33133 
 
 44900 
 
 Head. 
 
 .750 
 
 4 
 
 f 
 
 437.53 
 
 372 
 
 4.02 
 
 0.75 
 
 3.02 
 
 0.44 
 
 56.0 
 
 23.40 
 
 6.3 
 
 42550 
 
 60110 
 
 Body. 
 
 .760 
 
 4 
 
 f 
 
 
 372 
 
 4.02 
 
 0.75 
 
 3.07 
 
 0.50 
 
 49.3 
 
 43.60 
 
 11.7 
 
 42550 
 
 64830 
 
 „ 
 
 .780 
 
 7 
 
 If 
 
 299.88 
 
 264 
 
 7.04 
 
 1.75 
 
 5.32 
 
 1.11 
 
 52.1 
 
 40.20 
 
 15.2 
 
 42550 
 
 71850 
 
 « 
 
 
 7 
 
 If 
 
 299.58 
 
 264 
 
 7.02 
 
 1.75 
 
 5.18 
 
 1.08 
 
 54.5 
 
 37.80 
 
 14.8 
 
 39695 
 
 62120 
 
 « 
 
 .750 
 
 5 
 
 1 
 
 373.48 
 
 336 
 
 5.01 
 
 0.98 
 
 3.83 
 
 0.66 
 
 48.5 
 
 52.90 
 
 15.7 
 
 34480 
 
 58155 
 
 “ 
 
 .740 
 
 
 2 
 
 300.08 
 
 204 
 
 7.01 
 
 2.01 
 
 5.12 
 
 1.22 
 
 55.8 
 
 39.10 
 
 14.8 
 
 32570 
 
 56890 
 
 “ 
 
 .737 
 
 TESTS ON SAMPLE BARS FROM S, 
 
 Elastic 
 Limit. 
 Lbs. per sq. 
 
 42810 
 
 42560 
 
 29.50 
 
 30.00 
 
 41000 
 
 41120 
 
 41440 
 
 41880 
 
 41880 
 
 29.50 
 
 29.50 
 
 27.3 
 
 28.75 
 
 25.5 
 
 28.5 
 
 24.5 
 
 41440 
 
 41440 
 
 41070 
 
 41070 
 
 41530 
 
 41230 
 
 42560 
 
 42090 
 
 43370 
 
 70360 
 
 67190 
 
 69140 
 
 69140 
 
 67910 
 68990 
 '67980 
 
 Per Cent 
 Phosphorus. 
 
 23114 
 
 6119 
 
 6122 
 
 6122 
 
 0119 
 
 6119 
 
 Not found. 
 18118 
 18118 
 
 Not found. 
 
 23113 
 
 18101 
 
 25299 
 
 Counter. Broke in clamp marks m 
 Counter. Broke in damp marks near screw. 
 
 Retest of above after reupsetting, reannealing and removing clamp marks. 
 
 Counter. Broke in grip marks near head. 
 
 Retest of above after reheading, but not reannealing. Broke between grip 
 Foreign substance in eye. [marks and eye. 
 
 Retest of above, reheaded and reanncaled. 
 
 Broke in flaw. / On these tests first set of eye bars made for deck span w 
 j - rejected. 
 
 Counter. Broke in short end. 
 
 Long end of previous test. 
 

 
 
Abutment 
 OB PlEH IV- 
 
 Plan. 
 
 Pljitft 3. 
 
 C. B. & Q. R.R. 
 
 PlEH I. 
 
 End Elevation. 
 
 Side Elevation. 
 
Plate 4. 
 
 Pier HI. 
 
 Pier II. 
 
 C. B. <§•" Q. R. R. 
 
 Plan. 
 
 Side Elevation. 
 
 End Elevation. 
 
 5 call: 
 
 
 End Elevation. 
 
 Side Elevation. 
 
 
 !M_L 
 
 '? 7 "? 
 
 
 J °FbbL 
 
 
Pliltr 5. 
 
 C. B. & Q. R. R. 
 
 Diagram showing Hate ofFhdehess in Sinking Caissons 
 

 
Plate 6. 
 
 C.B. & Q. R.R 
 
 RECORD OF WATER CTAEE 
 
 □ F 1 THE 
 
 MISSOURI RIVER 
 
 at Nebhasra City, Neb. 
 
 
 ill 
 
 JANUARY 
 
 FEBRUARY 
 
 MARCH 
 
 APRIL j MAY 
 
 JUNE 
 
 JULY 
 
 AUGUST 
 
 SEPTEMBER 
 
 OCTOBER 
 
 NOVEMBER 
 
 DECEMBER 
 
 s a 18 S3 oc 
 
 6 13 SO 3 
 
 a 13 20 3? 
 
 3 10 17 3« 1 a IS 33 29 
 
 S 12 19 56 
 
 3 10 17 24 3 
 
 7 >4 21 28 
 
 4 11 18 25 
 
 3 18 23 3C 
 
 6 13 30 37 
 
 4 11 18 36 
 
 t— 
 
 CO 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 j 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 J"X 
 
 
 
 
 
 
 
 
 
 
 
 
 
 /A 
 
 Vv 
 
 a/ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 t* 
 
 
 
 V 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 a 16 33 M 
 
 8 13 SO 3’ 
 
 6 13 30 27 
 
 3 10 17 24 1 8 IS '22 29 
 
 6 12 19 26 
 
 3 10 17 24 3 
 
 7 14 31 26 
 
 4 II 18 26 
 
 fl 16 23 30 
 
 8 13 20 27 
 
 4 11 18 36 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 r.io 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 -A 
 
 0 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 800 
 
 
 
 
 
 
 
 
 
 
 
 I 
 
 h 
 
 _- 
 
 7 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 
 
 
 
 B .5 22 29 
 
 S 12 19 28 
 
 4 .1 .8 25 1 8 IS 22 29 
 
 8 13 20 27 
 
 10 17 24 J 8 13 22 29 
 
 5 12 19 28 
 
 9 16 23 
 
 
 - 14 21 28 
 
 4 II IS 25 
 
 9 16 28 3C 
 
 
 
 8 13 20 27 
 
 8 10 17 24 
 
 3 10 17 24 3 
 
 7 14 91 on 
 
 
 12 
 
 on 
 
 
 ,A 03 V 
 
 
 on 
 
 4 „ ,n on 1 n ,, oo o 
 
 „ ,3 OD n. 
 
 9 in ,7 04 
 
 
 IS 90 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 498 
 
 
 
 A- 
 
 
 
 '■\r 
 
 
 
 
 :!Dc 
 
 
 
 7 
 
 \ 
 
 
 
 
 
 
 
 
 
 
 A 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 J 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 !P 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 JANUARY 
 
 FEBRUARY 
 
 MARCH 
 
 APRIL 
 
 MAY 
 
 JUNE 
 
 JULY 
 
 AUGUST 
 
 SEPTEMBER 
 
 OCTOBER 
 
 NOVEMBER DECEMBER 
 
 i 
 
Plate 7 
 
 C.B. &.Q.R. R. 
 
 THROUGH SPAN-40 0 r - T 0 I - N D.TO C.END PIN3 
 
 ■22-0’ 
 
Plate 8 
 
 C. END PINS 
 
 4 Pin 
 
 J Metres. 
 
 : cccccuoocc.c o o o.c 
 
 qSqqo 
 
 loeececeeo s: c a c c 
 
 Panel Points 
 
 Plan. 
 
 EXPANSION END 
 
 FIXED END 
 
 'Timber 
 
 rWSb Plate 30‘*§ 
 4Angles5sx5*i6 
 
 2 Angles 3 *3*'l' 
 
 1 Web Plate 504 
 
 2 Angles4* 6 * f 
 
 |6'Pins 
 
 Section AB 
 
 Side Elevation at PiehUI 
 
 Side Elevation at West Abutment. 
 
 
 
 
 
 
 M- J 
 
 “o^cPoPPo opo'-o O'-o IcJl-oPcPr 
 
 1 ° 
 
 OOP o^-^d. o . 
 
 1 |o 
 
 -0 d ;v 6 oP-AO o jo J 
 
 J-.:kO»OlsQ*.Q 
 
 P;^ 
 
 My.~o o o o-o 6 /_ 
 
 C.B. &Q.R.R. 
 
Plate 9 
 
 Metre 
 
 THROUGH SPAN 
 400 FT O in C.tqHENU pins. 
 
 3 Pin 
 
 1 Bod 2"| Dia 
 
 i 'o/6. 
 
 i Plate 
 
 6 Pin 
 
 Point 1 
 
 'Panel, Point 2 
 
 ICoverPlate 8* f-“ 
 
 4Angles 3£*5 » $ 
 lWebplate 30 x I 
 
 ;i °gli°°i 
 
 2Anx}le5 5-5*£ 
 
 Jj.flgQQOQGOOQOQO 
 
 yyviArtsZsi't' 
 
 I RodZiDia. 
 
 2 Bars 4 ■ | 
 
 o o o a 
 
 | o 6 
 
 o, o'"d.a 
 
 o do a 
 
 too” 
 
 ■OiAAiO 
 
 .o'N-a'o, 
 o ' q . d; 6 
 
 
 
 0 “ O, Q O 
 
 OQ o o O ' |0 ~ o 
 
 4-o o 
 
 AWIAl 
 
 o o o 
 o o| O 0 
 o p o 
 
 0 o 
 
 o o 
 
 o o 
 
 
 A fep-iZ/A \o 
 O '0/0^ X 
 
 o o[ o o. 
 
 Q„Q ^0^0^0 J lo„Q 
 
Plate 10. 
 
 THROUGH SPAN, 4DO rT O 1 -" Utq G. END PINS 
 
 Pin i-i-bj'-J ■ 
 
 -of- ‘3 Pin 
 
 1 Bod, If Dia. 
 
 1 Bod 2fBio..' 
 
 11 Plate 
 
 P/2Ak1I es 
 
 Panel Point 3 6 
 
 Panel Point 4 
 
 lWetplatc 53" f 
 
 lWeliplate 53*1 
 
 2Angles3'3* I 
 o o oooo o c 
 
 IRodSi'Dia. 
 
 I Rod2j'di 
 
 I Rodgli 
 
 ROB EOT * V»ELCKE 
 
 o o 
 
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 GO 
 
 5»3Hi 
 
 o O O 0 
 
 L.Arq>5-3\ 
 
 o o 
 
 ■it 
 
 0-. 
 
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 0.0 
 
 
I 
 
 I 
 
 
 
 
 
 
 
Plate 11. 
 
 THHDUGH SPAN 40QT T □“ C.tdD.END PINS. 
 
 f I 6 Pin 
 
 lRod2i'dia. 
 
 3 Pin ' 1— 12 
 
 Panel, Point 5 
 

 
 
 
 
_ Plate ia 
 
 C. B. & Q. R R. 
 
 Panel, Point 7. 
 
 3 Pin a-- ia’ —4—ia" —■! 
 
 3 Pin 
 
 1 Cover Bale 8" x i 
 lWebplatE S3* l" 
 4 Angles 3 * 5*%' 
 
 2 Angles 5 x 5E , f 
 
 6 Pin 
 
 /Scale: 
 
 feet 
 
 -O 
 
 1 Plate 15* I* 
 
 5»5fc ; i' _ 
 
 o o o o o o o o o 
 

 
 
 
 
Assumed hands 
 IJ.Lj. 3ZDD lbs-prfJ.DfDiidqE- 
 
 LD. anna . 
 
 JJJ.L. 30UD ■ * ■ - 
 
 C.B. 6-Q.R. R. 
 
 THROUGH SPAN 40U T G™ C.td C.END PINS. 
 
 Bdttdm Lateral System 
 
Plato 14 
 
 C.B. &Q.R.R. 
 
 DECK SPAN 325 ft O in C.toC END PINS. 
 
 --25-036' -- — 
 
 -.—25- OS — 
 
 ICoverFIare 27>i'l 
 2Web Plates 18%^ 
 
 4Angles 4“ 4"• i ( 
 2Flafs 5-|" J 
 
 ELEVATION 
 
 PLAN 
 
 Scale: 
 
 -25-0ffi - 
 
 lCoverPlrte 27 
 2Web Plates 18' 
 
 V 
 
Plate 15. 
 
 Plan 
 
 FIXED END 
 
 Side Elevation 
 
 3 2 5 0 Deck ^pan 
 
 Panel Point L,. 
 
 ROLLING END 
 
 Plate So’VjjT 
 2-Angles 4T'4" \ 
 
 IGoverplale 27” i' 
 2Web.plales 18”*-jP 
 4Angle s 4"’ 4”' j 
 2Flats 5”* §-” 
 
 lFjod ll'sa. 
 
 IRod lf-sq. 
 
 Scales: 
 
 ICoverplale 2 . 7 "*? 
 2Webplales 18"*? 
 4Angles4" x 4~* r 
 2Flals 5"* | 
 
 IRod l§sq. 
 
 I<- 
 
 IRod l£sq. 
 
 lPlate 57”* l|' 
 
 Elevation 
 
Plate IK 
 
 DECK 
 
 SPAN -32 5 - T O 1 - C.'TO C. END 
 
 12'4’piale 
 
 4Angles3§*5. 
 
 IWehplale30 * 
 
 4 Angles 3|'5 
 TWeBplale 30 1 
 
 4Angles3|*5 1 
 lWeBplale 39"’ 
 
 4Angles3|" 5”i6 
 lWehplale 30" f" 
 
 4Angles3| , '5 '| 
 lWeBplale39‘f 
 
 3" Pin 
 
 !§ DiamT]od 
 
 P iajn.Pod 
 
 flLaieralPlate 
 
 Lattice 2a - 
 
 22Plate „ 
 EAngles 4 ’ 4 '^ 
 
 Lattice ?f 
 
 Lattice ?; 
 
 2 V/cbpIates.12 ■ a 
 
 Lattice 2 = 
 
 Beales 
 
 Lattice ?g> 
 
 2-7 Channels ' 
 
 351 bpld. 
 
 2-7Channels 35lbs.pYct 
 
 L-sq^od 
 
 /Lattice 
 
 ,Lattice 
 
 o o'ctlo/^ 
 
 o 0 
 
 0 
 
 0 
 
 0 
 
 0 
 
 0 
 
 o O- 90 © 
 
 tfiN 
 
 6 Pin 
 
 0 
 
 9 d 
 
 ,0000 0) 
 
 0 
 
 0000000 
 
 O 
 
 0 
 
 
 O 
 
 0 
 
 
 O 
 
 0 
 
 , s 
 
 O 
 
 0 
 
 
 O 
 
 0 
 
 ■s;? ‘4t 
 
 
 0 
 
 
 O 
 
 0 
 
 
 O 
 
 0 
 
 isl SS 
 
 O 
 
 0 
 
 
 0 
 
 
 O Q Q. 0 g 0 0 
 
 
4-Angles 32“ 5 *%- 
 lWebplale 39" f* 
 
 4Artgles 3|' 5 
 lWeftplale 30 *f- 
 
 4Angles3|*5”il 
 lWebplale 30”“|- 
 
 3~Pin 
 
 Is Jia^od. 
 
 ralPlale 
 
 2-7’Channels 351bspYd 
 
 Lattice 2g*|‘' 
 
 2-7 Channels 
 351bs.p.Yd 
 
 Plate 17. 
 
 If’sqTioa 
 
 C.B.&-Q.R.R. 
 
 DECK SPAN 325 pt CT D. TO C.END PINS 
 
 4Angles3g“5*|- 
 lWeiplale 3 9~ ■§" 
 
 6 Pin 
 
 Scales: 
 
 lsgl^od 
 
Plate!#. 
 
 DECK SPAN 
 
 TO SEND PINS 
 
 4 Angle a 3g x 5” 
 lWebplate 30* 
 
 '4Angles 3|* 5” ® 
 lWebplate 30” f” 
 
 4Angles3|*5” 
 lWebplate 39” f 
 
 4Angles3|'ir 
 lWebplate 39” 
 
 laDia.llod 
 
 te-f-Plaie 
 
 lE'f’Plale 
 
 . -J Lateral Plale 
 ^llPin 
 
 i f-LaleralPlale 
 
 ^UMpin 
 
 2-7"Channels 351bspYd 
 
 j2-7’"Oiaimels 351bsjT3 
 
 Scales: 
 
 Lattice 2^'I 
 
 Lattice ?£»-§'’ 
 
 2 _ 7 Channels 
 351bspYcL 
 
 2 _ 7''Channels 
 
 351bs.p.Ya 
 
 ii i fTh 
 
 
 Lathee A 
 
 “ o o 5 o o o Ouo“ 
 
 ■£:<$■ Q o o' o^o ~o ~o''o~o~o''o~o 
 
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 o o o o 
 
 o o o o 
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 o o o:'o 
 
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 ©No 
 
 6 o o 
 
 ooooooo oo 
 
 4>in 
 
 ooooooo oo 
 
 o o o o o olofio 
 
 a 9 % °„° J.°, 0 . 0 . 0 „° 
 
 o 
 
 o 
 
 o 
 
 O O. O O; 0 0 
 
 
 O O; 0 G 
 
 o o o o 
 
 0 O .O.,: o! 0 O O 
 
 
 0 o o 
 
 o o o o 
 
 o 
 
 o 
 
 
 
 o 
 
 o 
 
 
 
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 o 
 
 
 wfe 
 
 o 
 
 0 
 
 
 r 4 ^ 
 
 o 
 
 o 
 
 o 
 
 £ g 
 
 %l 
 
 o 
 
 o 
 
 o 
 
 £ <; 
 
 
 0 
 
 o 
 
 w C\J 
 
 cu cu 
 
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 o o o o 
 
 
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 Pk 1 
 
 CL « 
 
 f &J 
 
 nP £ 
 
 fu 
 
 1r;= 
 
 fc 
 
 oogo 
 
 poo 
 
 ! o oooooood IIl 
 
 1900030 
 
 0 0 • o o 
 
 o o 
 
 I o © §!| Sljo 
 
 
 SUNN 
 
 loeRH* 
 
 r = oi 
 
 1 4Angles 31* 5”s 
 lWebplate 3 0*f 
 
 MSW 
 
 4Angles 3|” 5”N j°| ° 
 
 lWebplate 3O’* s jo|o 
 
 Err°°i : i^b^4»°°i 
 
 o ooooooo 
 
 
 3 0 0 0 0 0 0; 
 
 o o o o 
 
 o o 
 

IMnlft HI. 
 
 C. B. &■ Q. R.R. 
 
 DECK SPAN-325 F -O'- C.TO C.END PINS 
 Strain Sheet 
 
 u u u 3 u. u 5 u. u 
 
 Top Lateral System 
 
 Bottom Lateral System 
 
Plate 20. 
 
 C.B. a-O.R.R. 
 
 Floor 
 
 — 
 
 
 L 
 
 j