1885. 
 
 ILLUSTRATED PAMPHLET 
 
 OF 
 
 COLUMBUS, OHIO. 
 
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 Xr Id 
 
 y 
 
 me - 
 
 OFFICERS FOR 1885. 
 
 HYLAS SABINE, President. S. G. HUTCHINSON, Secretary. 
 
 GEN. PHINEAS PEASE, J. K. BROWN, Treasurer. 
 
 Vice President, and Gen’l Manager. 
 
 DIRECTORS. 
 
 E. W. MATHEWS, 
 PHINEAS PEASE, 
 MICHAEL HATTEN, 
 GEN. A. J. 
 
 HYLAS SABINE, 
 ALEX. K. RARIG, 
 B. R. ABBOTT, 
 WARNER. 
 
 Press of N'itschke Bros., Columbus, 0. 
 
CAST IRON BRIDGE PILES. 
 
 nnHis improvement consists of a cast iron pile, and is 
 
 composed of three parts; viz., the pile proper, the iron 
 
 cap which goes over the upper portion, and the iron plate 
 that bears upon the earth as a support to the pile. 
 
 The pile has a socket at the top, and a solid point at 
 the lower end. The cap of the pile has a plate, on which 
 the beam of the bridge rests, and to which it is fastened by 
 bolts. The piles are readily driven, easily secured in position 
 and braced. 
 
 The several features and the use of the pile are shown 
 in the cuts. 
 
 The serviceable, and therefore the desirable elements of a 
 bridge, are those of strength and durability. Large iron bridges, 
 with their stone abutments, are costly and entail heavy taxation. 
 On the other hand, the cheap wooden bridges as ordinarily built, 
 with wooden pile supports, are found to be inadequate and 
 troublesome, being subject to frequent repairs, proppings, “wash- 
 outs,” and of short duration. Yet, cheap as these latter 
 structures may seem, they are more expensive than is generally 
 supposed. 
 
 This early decay, together with the known liability to 
 “wash-outs,” and the additional expense incurred for repairs, 
 make the bridge an expensive item in the tax lists and a source 
 of annoyance besides. 
 
 The public need is met in a properly constructed bridge, 
 furnished with the Gray-Abbott pile for a substructure. There is 
 economy and service in the construction of such a bridge. 
 
 The speedy decay of the wooden pile bridge is a serious and 
 insuperable objection. As a consequence of this decay and 
 impairment, an unsafe condition of the bridge ensues for at least 
 a portion of the time. The trading and travelling public are 
 
2 
 
 THE IRON SUBSTRUCTURE CO., 
 
 thus'exposed to danger — the risk of property and of life itself. 
 
 It will be'observed that while the wooden pile is a splendid 
 conductor of dampness, that produces premature decay, iron 
 piling, on the]“contrary, is a splendid non-conductor. The 
 practical effect of using iron piles is to prolong the life of the 
 bridge. 
 
 The sound portion of the superstructure of a wooden bridge 
 standing upon wooden Spiles, in toppling condition, cannot be 
 utilized to any profitable extent in rebuilding the bridge. 
 
 This isknown to all contractors. 
 
 Placing any considerable number of piles in the way of the 
 current serves to catch the debris, and choke up the stream, 
 producing overflow, back-water, and wash-outs. 
 
 HOWE TRUSS. 
 
 The best of oak piling is quite deficient in the requisite 
 qualities of a substructure. Neither in crushing strength nor 
 deflecting power is it all comparable with good iron casting. 
 
 The crushing strength of cast iron as compared with 
 American white oak is about sixteen times. The iron will 
 sustain a weight of some 100,000 pounds per square inch 
 of section, and white oak about 6,000 pounds. 
 
 As to the ability of the cast iron pile to resist side or 
 horizontal pressure from “ floats ” of various sorts, or from drift 
 ice, the reader is referred to the deductions from the experiments 
 of the United States Ordnance Department — Barlow, Rennie, 
 Stephenson, Pasley, Hatfield, and Haswell. They found the 
 value of cast iron to be about four times that of American white 
 
COLUMBUS, O. 
 
 o 
 
 D 
 
 oak for this purpose. Where there is great danger of drift ice, it 
 may he guarded against by the employment of ice guards. 
 
 As a consequence of the superior strength and durability 
 of the cast iron piling, long spans can be employed safely, which 
 cannot be done with the treacherous wooden piles, thus avoiding 
 the dangers and difficulties of drift and ice. 
 
 With respect to the durability of a cast iron pile, the opinion 
 of Mr. Ira Merchant, City Engineer, is here given : 
 
 Office of City Engineer, ) 
 Bloomington, III., December 28, 1882. ) 
 
 To whom it may concern : 
 
 The question having arisen as to the durability of cast iron 
 when buried in the ground or submerged in water : After twenty 
 years’ experience I am satisfied that it is practically inde- 
 structible. At the point of contact with the surface, I am of the 
 opinion that a good coating of mineral paint would prevent 
 the accumulation of rust, and the portion subject to atmospheric 
 changes may be preserved for an indefinite time by the 
 application ot such paint. IRA MERCHANT, 
 
 Civil Engineer. 
 
 Cast iron has been used in submerged situations, such as 
 sewers, gas and water mains, for long periods of time without 
 evincing damaging effects. The following explains itself: 
 
 Marysville, Union Co., O., October 23, 1883. 
 
 This is to certify that I have examined the plans and 
 specifications of an improved iron pile, patented by Gray & 
 Abbott, and I believe they are eventually destined to come into 
 general use for substructures for highway bridges. I can see no 
 reason why they are not more durable than stone masonry, and 
 are as certainly a great saving in the cost of substructures. 
 
 Respectfully, 
 
 FRED. J. SAGER, 
 Civil Engineer and Surveyor of Union Co. 
 
4 
 
 THE IRON SUBSTRUCTURE CO., 
 
 This improvement concerns chiefly the economy and dura- 
 bility of substructures or foundational part of bridges, etc., and 
 the Gray-Abbott pile is equally adapted to an iron or wooden 
 bridge. The piles in most instances are preferable to stone. 
 Stone is mostly employed where it abounds, and where there 
 exists a rock line of shore or river bed. Otherwise, on account 
 of transportation and needful excavations in soft or sandy 
 ground, stone is reckoned too dear. 
 
 In this connection we introduce a letter from Col. R. B. 
 Mason, who was chief engineer of the Illinois Central Railroad 
 during its construction : 
 
 Office Chicago South Branch Dock Company, ) 
 Room 2, 40 Dearborn St., Chicago, February 25, 1’884. ^ 
 
 B. R. Abbott, Agent Iron Pile and Bridge Co.: 
 
 Dear Sir — I am in receipt of your favor of the 23d and 
 your circular relative to cast iron piles. Your plan of bridges 
 strikes me very favorably, and I think it a great improvement, in 
 point of durability, over wooden piles, and in point of safety and 
 economy, over stone piers and abutments. Stone piers and 
 abutments, unless on pile foundations, are very liable to be 
 undermined, and whether with or without piles, the foundations 
 are very often a very large portion of the expense, which it 
 is very difficult to determine before building. I think the time 
 has come, and that it is true economy, to make our improvements 
 more permanent than we have in the past, and it seems to me 
 that you have struck a happy medium in point of expense, 
 durability, and economy, that will tend to that result. 
 
 Very respectfully, R R MASON, 
 
 President. 
 
 As to abutments, while they are a very common part, yet 
 they are not a necessary part of a bridge. Since the introduction 
 of iron supports the approaches are made with aprons. This 
 method is recommended by some of the best bridge builders. At 
 the present time the railway companies are adopting this plan in 
 small pile bridges. 
 
 The convenient manner of erecting the Gray-Abbott pile, 
 together with a brief description of the pile, is contained in the 
 
COLUMBUS, O. 
 
 following extract from the specifications of the patent, leaving 
 out the numbers and letters, which are solely for reference to the 
 patent drawings. 
 
 DESCRIPTION OF THE PILE. 
 
 “ Our improved pile is composed of a central hollow 
 cylinder, with its lower end solid and pointed. The cylinder is 
 provided with four flanges, beveled or sharpened at their lower 
 ends, and which preferably are extended down to the solid point. 
 The upp?r portion of the hollow cylinder has an enlarged socket, 
 over . which loosely fits the hollow cylinder or cap of our 
 improved pile. The upper portion of the cap is composed of an 
 elongated flat plate, provided with side flanges for the reception 
 of the superstructure or beams of the bridge, the said cap having 
 wide ribs or flanges. The broad plate (iron) is preferably formed 
 in two parts with flanges, having bolt holes by which it may be 
 secured or clamped to the pile. 
 
 “ When the plate is made in one piece, it has an opening 
 adapted to the passage of the pile through it — is, in fact, slipped 
 over the pointed end of the pile and secured in proper position. 
 
 “The objects of the flanges of the plate are two-fold : first, to 
 strengthen them, and, secondly and more particularly, to provide 
 convenient means for the braces or other desired fixtures. 
 
 “The manner of erecting the pile is as follows: A solid 
 cylindrical piece of wood is fitted into the socket of the pile 
 similarly to the handle of an ordinary chisel. This piece 
 of wood or handle receives the blows of the hammer and protects 
 the pile from injury precisely as the handle protects the chisel. 
 After the pile is driven, the piece of wood or handle can be taken 
 out and used to drive other piles. Now, as before stated, a 
 pile can be only so driven as to approximate the desired height. 
 In order to obviate this difficulty, we place a cylindrical block, 
 sawed the proper length, and of a diameter to nearly fill the 
 cylinder of the cap. The lower end of the cylindrical block 
 of wood is made somewhat smaller, in order to rest within 
 the socket in the pile. This block also forms a rest for the part 
 or cap, and its length regulates the distance the cap can pass 
 down or telescope over the pile, and consequently regulate 
 
6 
 
 THE IRON SUBSTRUCTURE CO. 
 
 its height. The upper end of the cavity within the pile is 
 plugged so as to prevent the ingress of water, or the cavity may 
 be filled with concrete. In order to prevent the pile from settling 
 into the earth under the weight of the superstructure, we 
 preferably excavate the earth from around the pile after it 
 •has been driven for a greater or less distance, and then clamp or 
 key the broad plate firmly to the pile, said plate resting upon the 
 earth, and thereby forming a support for the pile. If the plate 
 is made in one piece, the pile is driven through the suitable 
 opening in the plate, and secured in position substantially 
 as before described.” 
 
 Cast iron supports for bridges have been used for many 
 years, with most excellent results wherever they have been 
 properly planted. The difficulty and expense of placing them in 
 position alone has prevented their general introduction. The 
 Gray-Abbott pile obviates these difficulties. 
 
 The piling was placed under an iron bridge in Arrowsmith 
 Township, the work being done in the latter part of November, 
 1881, hv Mr. Savidge, a copy of whose certificate is found below : 
 
 Bloomixgton, III., December 28, 1882. 
 
 To whom it may concern : 
 
 This will certify that I commenced the business of bridge 
 building fifteen years ago, and have followed it constantly since. 
 My experience has principally been in pile bridges. Last fall I 
 placed Gray’s iron piles under a bridge in Arrowsmith Township, 
 McLean County. I had no difficulty in driving them. The 
 hammer of my pile-driver weighs eleven hundred (1,100) 
 pounds. I let it fall from a height of fourteen feet upon them. 
 My opinion is that they are much more safe and economical 
 than wooden piles. I recommend their use in the construction 
 of bridges, believing it to be for the interest of the tax payer and 
 the safety of the travelling public. My experience is that cast 
 iron, when used as a bridge support, is not subject to decay. 
 
 JAMES N. SAVIDGE. 
 
 Since the date of his certificate Mr. Savidge has driven the 
 piling under several bridges, and he speaks of the piling in terms 
 more highly commendatory than ever. 
 
COLUMBUS, O. 
 
 7 
 
 The Arrowsmith Commissioners send the following certifi- 
 cate : 
 
 Arrowsmith, III., September 2, 1S82. 
 
 To whom it may concern : 
 
 We, the undersigned, Commissioners of Highways, heartily 
 commend the Gray-Abbott piling. Having used them on one 
 of our bridges, we find them firm and substantial. 
 
 Respectfully, 
 
 0. P. PAULDING, 
 WILLIAM SPENCER. 
 
 IRON BRIDGE. 
 
 The attention of township supervisors is particularly called 
 to this improvement, as the adoption of the pile by highway 
 authorities will relieve county boards of much embarrassment, 
 seeing that but few towns would be obliged, if using this 
 substructure, to ask for aid in building first class bridges. With 
 this substructure you may have a good bridge without exceeding 
 your tax limit, and encouraging extravagance on the part 
 of some towns at the expense of others. 
 
 The subjoined paper will explain itself, and is submitted 
 with the single remark that the supervisors who visited “The 
 New Bridge” were unanimous in the endorsement of its merits: 
 
 We, the undersigned, members of the Board of Supervisors 
 of McLean County, 111., upon invitation having visited in a body 
 the West Washington Street Bridge, two hundred feet in length, 
 
8 
 
 THE IRON SUBSTRUCTURE CO. 
 
 over Sugar Creek, in said county, and built upon iron^pile of the 
 Gray & Abbott patent, have no hesitancy in saying that this pile, 
 in the matter of economy and service, meets a long felt want and 
 necessity in the use of something better than the wooden pile 
 heretofore in use. The iron piles, in our opinion, make a durable 
 and most desirable substructure for bridges. 
 
 Samuel B. Kinsey, 
 V. E. Howell, 
 
 Owen C. Rutledge, 
 T. B. Kilgore, 
 Oliver Beebe, 
 Joseph Baker, 
 
 Peter Whitmer, 
 H. L. Trepening, 
 S. A. Stoops, 
 
 J. L. Douglas, 
 Henry Conger, 
 James Gillan, 
 
 A. D. Kirkpatrick, 
 J. Whitcomb, 
 
 Jas. Thompson, 
 
 D. J. Otto, 
 
 Josiah Biggs, 
 George V. Frink. 
 
 Marysville, Union Co., O., September 8, 1884. 
 
 The cast iron piles used for substructure for the three span 
 bridge across Mill Creek in this county have been a great saving 
 in cost of bridge, and have so far proven to be very satisfactory. 
 
 URIAH CAHILL, 
 LUTHER LIGGETT, 
 NATHAN HOWARD, 
 Commissioners of Union Co. 
 F. J. SAGER, 
 
 County Surveyor and Civil Engineer. 
 
 Office Commissioner of Railroads and Telegraphs, ) 
 Columbus, O., December 17, 1884. ^ 
 
 Gen. Phineas Pease, Columbus , 0.: 
 
 My Dear Sir — In compliance with your request, I went 
 out, when last in Marysville, to see a county bridge built upon 
 your cast iron substructure. 
 
 This bridge is about a half mile from Marysville, and over 
 Mill Creek. It consists of three spans, the intermediate supports 
 of which are four eighteen foot cast iron columns. These piles, I 
 understand, are driven eight feet into the earth, upon which are 
 placed timber beams that support the bridge structure. 
 
 This bridge is remarkably solid in its bearing. The people 
 of the county, as well as the County Commissioners and County 
 Engineers, are all pleased with it. To me it seems the most 
 economic method of bridge building, since the substructure will 
 serve to bear many successive superstructures, and is in the 
 
COLUMBUS, O. 
 
 beginning a great deal cheaper than stone masonry, and not like 
 it liable to be underwashed. It is a strong, durable, and cheap 
 method of bridge substructure. 
 
 It is certainly the best means of substructure in the placing 
 of bridges of public highways over railways. 
 
 It will, I think, be found to be the cheapest method of 
 building overhead street bridges, and also, in my judgment, 
 I believe it will be found of great economic value in the building 
 of docks and piers. I am, sir, very truly yours, 
 
 H. SABINE, 
 
 Commissioner of Railroads and Telegraphs. 
 
 See page 15. 
 
 Bloomington. III., June 25, 1883. 
 
 Messrs. Abbott & Gray : 
 
 Having been invited to inspect the iron piles under a bridge 
 across the Sangamon, near Arrowsmith, McLean County, I visited 
 the place with other parties, and thoroughly inspected the piles. 
 The superstructure was iron, about sixty feet in length, and I 
 found the bridge as solid as if resting on stone abutments. ' Since 
 then I have examined other bridges where this pile has been used, 
 and where wooden superstructures have been adopted. This pile 
 is easily driven to any depth, and I consider it practically inde- 
 structible. They may be used for any and all kinds of superstruct- 
 ures, and I am satisfied that you gentlemen have not considered 
 all the possibilities or advantages of the pile. I am satisfied 
 that in all ordinary cases the iron support below is preferable to 
 the support from above as in iron bridges now in use. And as 
 with this pile the two can be combined, it becomes evident that 
 there is additional strength and durability. 
 
 Respectfully yours, 
 
 IRA MERCHANT, 
 
 Civil Engineer. 
 
 The Dale Township Commissioners certify to the great, 
 satisfaction their Gray-Abbott pile bridge affords them, and 
 heartily commend the pile to others. This bridge rests upon 
 twelve piles, fifteen feet in length. 
 
10 
 
 THE IRON SUBSTRUCTURE CO., 
 
 Of the Dale Bridge the Daily Leader says : 
 
 “Messrs. Abbott & Gray have just completed a bridge in 
 Dale Township, using their patent iron piling for the substructure. 
 It was estimated that it would cost $1,700 to build stone abut- 
 ments for this bridge, leaving the superstructure still to be 
 provided, while the entire cost of the bridge with the iron piling 
 was a little less than $1,100. With such facts existing these 
 gentlemen cannot have much difficulty in introducing their iron 
 piling.” 
 
 PILE UNDER BRIDGE — PARTIAL VIEW OF DALE BRIDGE. 
 
 Attention is now directed to the marked difference between a 
 wooden bridge upon wooden piles, and a wooden bridge upon iron 
 piles. The former, as ordinarily put up, will last but ten years, 
 meanwhile undergoing repairs. The reasons for the short life 
 period are two-fold : first, the decay superinduced by the use 
 of wooden piles in damp earth and in the water, and the effect 
 of that on the bridge ; and, secondly, the careless manner in 
 which such bridges are usually erected, As the wooden piles are 
 of such short duration, the commissioners do not feel justified in 
 placing a good bridge upon them. But when it comes to the 
 construction of a wooden bridge upon iron piles, that is quite 
 another matter. Here you have a permanent support, and can 
 afford to erect a good structure and protect it from weather 
 exposure. A bridge of this class will last thirty years , deck or 
 
COLUMBUS, O. 
 
 1 1 
 
 road bed excepted, and the iron supports a hundred years or more. 
 
 Wooden piles and stone piers are subject to undermining and 
 washouts. With the iron pile you can penetrate to a greater depth 
 than with a wooden pile, and hence secure a surer staying place. 
 
 To lift a wooden bridge from a condition in which it lasts only 
 eight or ten years to a condition in which it shall last twenty or 
 more years beyond that period is no small consideration. Even 
 if the first cost of the one is double that of the other, if it lasts 
 three times as long, you have saved one bridge by the transaction, 
 besides having the iron piling left to receive a new bridge. 
 
 The Daily Independent of June 15, 1883, says : “Yesterday we 
 had occasion to examine the 200-foot bridge just completed by the 
 Commissioner of Highways of Bloomington Township over Sugar 
 Creek on West Washington street, and as it was the first oppor- 
 tunity we have had to see the Gray-Abbott iron bridge pile in 
 actual use, and feeling as we do an interest in Bloomington in- 
 ventions, we must say that we had no adequate idea before of the 
 great benefit the inventors have given the public in the way of 
 substructures for common highway bridges. When we take into 
 consideration the large number of bridges that have to be main- 
 tained in the State, and the great cost of the old system of founda- 
 tions, any invention which promises durability, strength and 
 cheapness becomes a very important matter, not only to bridge 
 builders, but especially to the general tax-payers. The bridge 
 over Sugar Creek is over 200 feet in length, and yet its cost, when 
 compared with a bridge erected upon stone pillars, and its dura- 
 bility, when compared to wooden piling, render it exceedingly 
 cheap. Its advantages are so apparent that it only needs an ex- 
 amination to convince anybody that as a substructure for bridges 
 this new invention is the best that has yet been placed before the 
 public. A number of practical bridge men have examined this 
 bridge, and all unite in commending it as the very thing needed. 
 Its peculiar advantages are strength, durability, cheapness, and 
 the ease with which the foundation is placed. It does away en- 
 tirely with all excavations, leaves water courses unobstructed, and 
 will outlast a half dozen wooden pile foundations. Bridge build- 
 ers, Commissioners of Highways and all tax-payers who are inter- 
 ested in the erection and maintenance of bridges ought to give 
 this new invention practical attention.” 
 
12 
 
 THE IRON SUBSTRUCTURE CO., 
 
 / 
 
 BRIDGES. 
 
 Attention is called to the following facts, viz. : A bridge 
 consists of three parts ; first, the substructure or foundation 
 part ; second, the suspension or deck supporting part ; and third, 
 the deck or floor itself. These several parts are frequently made 
 of different materials. Ordinarily, what is known as an iron 
 bridge has a stone foundation, iron suspension and wooden deck. 
 Others again have all parts of wood. In nearly all cases the deck 
 or floor system is of wood, which necessarily wears out and is 
 subject to repair and renewal. The foundation and suspension 
 parts should be made permanent and in such manner as will 
 admit of repair and renewal of the deck without disturbing or 
 endangering either of the former. To this end the Iron Pile and 
 Bridge Company have perfected plans for highway bridges which 
 embody an independent floor system ; in other words, we build 
 our bridges in such a manner that a part or the entire floor sys- 
 tem may be removed for purposes of renewal or repairs without 
 disturbing or endangering the other parts of the bridge. 
 
 It will be noticed that the most expensive parts of the bridge 
 are protected, and thus rendered secure and permanent. 
 
 The attention of railroad companies is directed to the char- 
 acter of the gentlemen who have freely given their testimonials 
 and opinions of the Cast Iron Pile for railway purposes. They 
 have left but little to be said to the intelligent Engineer. 
 
 For docks, the cast iron pile, by reason of the facility with 
 which it can be driven and its permanent character, secure from 
 cutting ice and the ravages of marine worms, is the thing par 
 excellence. 
 
 Office Ohio Central Railroad Co., 
 Columbus, 0., October 5, 1883. 
 
 To whom it may concern : 
 
 This is to certify that I take pleasure in stating that I have 
 examined the specifications of the Gray-Abbott Patent Cast Iron 
 Piling, for superstructure for bridges, trestles and similar pur- 
 poses in the construction of railways and highways, and am of 
 the opinion that it is a good and economical substitute for stone 
 
WASHINGTON STREET BRIDGE, BLOOMINGTON, ILL. 
 
 COLUMBUS, O 
 
 13 
 
14 
 
 THK IKON SUBSTRUCTURE CO., 
 
 abutments, and piers where stone cannot be conveniently fur- 
 nished, and much better than timber trestle and piling. 
 
 ' S. M. SEYMOUR, 
 Chief Engineer of Construction. 
 
 City Engineer’s Office, ) 
 
 r 
 
 Columbus, O.. November 10, 1883. ) 
 
 To whom it may concern : 
 
 Having examined the specifications of the Gray-Abbott cast 
 iron pile for bridges, and without personal or practical test of the 
 pile for the purpose designed, am of the opinion that it will prove 
 to be a valuable and useful invention for substructures for high- 
 way bridges, especially in locations where stone of a suitable 
 quality are not at hand. Respectfully, 
 
 JOHN GRAHAM, 
 
 Chief Engineer. 
 
 Ohio Central It. R., office Chief Eng’r, ) 
 Toledo, 0., December 10, 1883. ) 
 
 Gen. P. Prase , Columbus, 0., 
 
 Dear Sir — I have examined the circular of the Gray-Abbott 
 cast iron pile and am very much pleased with it. The first thing 
 that impresses itself on my mind is the adaptability of carrying 
 highways over railways. These crossings are always a great an- 
 noyance, owing to the unstability of the foundations as they are 
 generally built. For open culverts and small girder bridges, I am 
 satisfied they are the thing, and can be used during construction, 
 thus making the permanent structure at once and avoiding the 
 annoyance caused by the temporary timber culverts by their ever 
 changeful and varying situation, caused by the rough usage to 
 which they are subject by construction trains. 
 
 Yours respectfully. 
 
 C. BUXTON, 
 Chief Engineer. 
 
 Dwight, III., February 27, 1884. 
 
 T. E. Harwood , Pres. Iron Pile & Bridge Co., Bloomington , III. 
 
 Dear Sir — I have examined with much interest your plan 
 for highway bridges, and have no doubt of its value as a means 
 of actual economy, of course, mainly found in the durability and 
 capability of iron compared with wood and any but first quality 
 of stone. Your plan will be economical in the greater part of the 
 
COLUMBUS 
 
 O 
 
 15 
 
16 
 
 THE IRON SUBSTRUCTURE CO., 
 
 State and wherever the same scarcity of stone exists of a suitable 
 character for constructing enduring abutments, piers and founda- 
 tions. Very respectfully yours, 
 
 RICHARD P. MORGAN, Jr., 
 Civil Engineer and Railway Expert. 
 
 Columbus, O., January 10, 1884. 
 We, the undersigned Surveyors and Engineers, having exam- 
 ined the Gray-Abbott cast iron pile, designed for substructures, 
 approve and commend the same as a desirable substitute for ma- 
 sonry and wood piling for country bridges, its principal advan- 
 tages being durability, cheapness, and the ease with which it is 
 erected. 
 
 B. F. Bowen, Coi.. G. S. Innis, John Graham, Columbus, Franklin County, 0. 
 T. J. Sauer, Marysville, Union County, O. 
 
 John Harvey, Wilmington, Clinton County, O. 
 
 B. J. Ashley, Mt. Gilead, Morris County, 0. 
 
 L. B. Wisnard, Norwalk, Huron County, O. 
 
 Geo. A. Latimer, Medina, Medina County, O. 
 
 S. M. Seymour, Kng’r Construction Ohio Central. 
 
 W. H. Jenninos, Kng’r C. H. V. & T. R. It., H. V. Div., Columbus, 0. 
 
 F. B. Sheldon, “ “ “ “ “ Toledo Div., “ “ 
 
 Phil. D. Fisher, Chief Eng’rCol. & Cent’l Midland, 
 
 Frank J. Aid, “ “ Col. & Eastern, “ “ 
 
 Highway Commissioners, county and city officers, tax-payers 
 and bridge contractors are invited to correspond with us. We 
 shall be pleased at all times to quote prices, whether there is any 
 intention of building a bridge or not, so that they may intelli- 
 gently compare the cost of the different constructions. To enable 
 us to make an intelligent estimate we need information upon the 
 following points : 
 
 Number of spans and length of each span. 
 
 Width of roadway. 
 
 Height of road-bed above the bottom of stream. 
 
 Length of pile required. 
 
 Kind of lumber to be used and its probable cost at the bridge 
 
 site. 
 
 Name of nearest railroad station ; also, strength of bridge re- 
 quired, if any particular strength has been determined upon ; or 
 whether the bridge is situated upon a country road, a well-bal- 
 lasted turnpike, or located in a city or village, or subject to heavy 
 loads. 
 
TRESTLE. 
 
VIEW OF BRIDGE WITH ENTIRE FLOOR SYSTEM TAKEN OUT.