THE NEW OMAHA
BRIDGE

ft 2 b r-x*
' £ -i(/a t
V
I

THE NEW OMAHA
BRIDGE.
A REPORT
To CHARLES FRANCIS ADAMS, President of the Union Pacific Railway Company,
BY
George S. Morison, Chief Engineer of the Omaha Bridge.
SUBJECTS.
PAGE
I. Preliminary Narrative.3
II. General Description.4
III. Substructure.5
IV. Superstructure. 9
V. Approaches.11
VI. Cost.ii
APPENDICES. PLATES.
PAGE
I.
General Elevations and Plan.
14.
Record of Water Stage.
A.
List of Engineers, Employees, and Contractors .
• • i3
2.
Pier A.
!5-
General Elevation and Plan, Through Span.
B.
Specifications for Masonry.
. . 14
3-
Pier B.
l6.
Through Span ; Panel Point 0.
C.
Record of Sinking Caissons.
• • i5
4-
Pier C.
i7-
Through Span; Panel Points I. and II.
D.
Time, Cost, etc., of Foundations.
5-
Pier D.
18.
Through Span; Panel Points III. and IV.
E.
Specifications for Superstructure.
. . 25
6.
Pier E.
19.
Through Span ; Panel Point V. and Cross-Section.
F.
Tests of Full-sized Steel Eye-bars.
7-
Details of Caissons.
20.
Deck Span ; Elevation and Plan.
G.
Letter to Mr. T. J. Potter.
8.
Arrangement of Air-Locks, Shafts, and Pipes.
21.
Deck Span ; Panel Points 0, I., and II.
9-
Position of Caissons on Bed-Rock.
22.
Deck Span ; Cross-Section, Supporting Bent.
IO.
Diagram showing Rate of Progress in Sinking Caissons.
2 3-
Strain Sheets.
II.
West Abutment.
24.
Harness Used to Carry Combination Trusses.
12.
Approach Piers.
25-
Travelers Used for Erection and Removal.
13-
Position of Castings on Piers.
26.
Map of River and Proposed Rectification.
1889

Charles Francis Adams, Esq.,
President Union Pacific Railway Company.
New York, November i, 1888.
Dear Sir: —
I submit the following final report in relation to the reconstruction of the bridge across the Missouri River at Omaha.
Yours truly,
GEO. S. MORISON,
Chief Engineer Omaha Bridge.

THE NEW
OMAHA BRIDGE.-
3
THE NEW OMAHA BRIDGE.
I.
PRELIMINARY NARRATIVE.
The original Omaha Bridge was begun in 1869, and opened for traffic in 1872. It was built under the directions of Mr. Theophilus E. Sickels, Chief Engineer. The contract for the entire work was originally let to Mr. L. B. Boomer, of Chicago, but by a subsequent arrangement the foundation work was done under the immediate charge of the Chief Engineer.
As originally built this bridge consisted of eleven spans, of 250 feet each; the approach on the east side being a solid embankment, and that on the west side a cottonwood trestle which was shortly afterwards filled. In 1877 the two easterly spans were blown down; and the eastern span was never restored, its place being supplied by an inexpensive timber trestle. The substructure consisted of eleven iron piers and one stone pier, all of which were founded on rock, the iron piers being numbered from west to east. The eastern iron pier and the stone pier at the west end were buried in the embankments of the approaches. Each pier consisted of two cylinders 8^ feet in diameter, placed 18^ feet between centers, and braced together by cast-iron struts and diagonal ties above low water. The cylinders of Pier XI. (buried in the bank) were of cast iron for the whole height of the pier. The cylinders of the other piers were of cast iron below high water, the sections being 10 feet long, cast in a single piece and bolted together through internal flanges. Above high water the cylinders were of wrought iron, of an inch thick, with heavy cast-iron caps. The lower 12 feet of the cylinders were filled with concrete, which appears to have been tight enough to exclude the water; above this the cylinders were filled with rubble masonry. The cylinders were more or less irregular in position;
and in providing for the erection of the superstructure of the new bridge it became necessary to figure very closely to overcome these irregularities.
O
The original superstructure was for a single track, ‘ of the Post pattern, the trusses being 28 feet deep, divided into twenty-two panels, the web being of the triple-intersection system. The trusses were spaced 18^ feet between centers. The top chords were of cast iron, and all other principal members of wrought iron. The new span which replaced one of the spans blown down in 1877 was of wrought iron throughout, of the same depth and width as the other spans, but of the double-system Whipple type, with vertical end posts. The bridge was the most prominent example in America of the Post superstructure and pneumatic cylinder piers.
At the time this bridge was built the regimen of the river in front of Omaha was very uncertain, the tendency being for the channel to move eastward rather than westward. Subsequently a cut-off above the city gave the river a more stable character, and the channel moved to the west. Had the construction of the bridge been deferred ten years the channel would have skirted the bluff on which Omaha is built, the entire bottom-land now occupied by railroad yards and other interests in front of the city would probably have been washed away, and the situation would have become an exceptionally favorable one for the construction of a bridge.
In May, 1885, at your request I visited Omaha and made a careful examination of the old Omaha Bridge. As the result of this examina- tion, on May 23 I made a full report to you, in which I considered certain modifications which it seemed important should be made at all events, and recommended a plan for the reconstruction of the entire bridge as a first-class double-track railroad bridge with independent roadways for travel.
On the 10th of September, 1885, you telegraphed me to take measures for rebuilding the bridge on the plan recommended in my report. On September 18, 1885, you wrote to me that at a meeting of the Executive Committee it was voted to proceed at once with the work of reconstruction, and you instructed me to proceed to reconstruct the Omaha Bridge in the manner recommended in my report of May 23.
On September 19 I appointed Mr. H. W. Parkhurst Assistant Engineer of Foundations, and directed him to proceed at once to Omaha and take charge of the work. Mr. Parkhurst arrived at Omaha on
September 22, and made arrangements for beginning the foundation work immediately. The construction of the new Omaha Bridge really dates from this day.
The fact that the work was the reconstruction of an old bridge, over which a heavy train service was to be maintained at all times, made it seem expedient to keep the control of the work as much in the company’s own hands as possible. It was therefore determined to do everything on the ground by day’s work under the immediate direction of the engineers, except the building of the masonry, which it was thought best to do by contract. The foundations were put in by the company’s own men by day’s work, and the superstructure was erected in the same manner, the material being manufactured at an Eastern establishment by contract.
On October 13 a contract was closed with Messrs. T. Saulpaugh & Company, for the construction of the masonry.
On the evening of December 11 Mr. Parkhurst met with a serious accident in Omaha near his residence, which incapacitated him from work for several months. On December 15 Mr. George A. Lederle took Mr. Parkhurst’s place, and as Resident Engineer continued in immediate charge of the work until the bridge was completed.
The framing of the timber for the caisson for the first pier was begun October 29, and air pressure was put on December 15, the day that Mr. Lederle took charge of the work.
On December 7 invitations were sent to nine prominent bridge builders, inviting proposals for the construction of the superstructure; eight of these parties responded. The proposals were opened on December 29, and the work was awarded to the Union Bridge Company, as the lowest bidder.
The work was continued without interruption from this time forward, the erection of the last span being finished May 14, 1887.
After the first of June, 1887, the difficult part of the work being entirely completed, Mr. Lederle was transferred from Omaha to Portland, Oregon, where he took charge of the bridge across the Willamette River; and Mr. E. Duryea, Jr., was appointed Resident Engineer. The bridge was completed before the connecting tracks were ready on either end, and it was not put in use as a double-track structure until October 1, 1887.
On the 10th of November, 1887, Mr. Duryea and others drove across and returned in a carriage, thus using the carriage-ways for the

4
• THE NEW OMAHA BRIDGE.
first time. On the same day Mr. Duryea turned the bridge over to Mr. V. G. Bogue, Chief Engineer of the Union Pacific Railway; and my connection with the structure ceased. As a preliminary to this transfer, on the third day of November, 1887, I addressed a letter to Mr. T. J. Potter, showing in detail what remained to be done. This letter may be found in Appendix G.
II.
GENERAL DESCRIPTION.
The new Omaha Bridge was designed to accommodate both railroad and highway traffic. It is a double-track railroad bridge; the two tracks being placed 12 feet between centers, and the clearance between trusses being 26 feet. The highways are carried on cantilever arms projecting outside the trusses.
The new bridge is really a reconstruction of the old bridge, though very little of the old bridge remains. The same approaches are used, and the location is entirely unchanged, while the dimensions of the old structure fixed the dimensions of the new structure.
The old bridge was 2,750 feet long, but for several years little or no water had flowed through the four easterly spans. A clear width of 1,000 feet affords ample water-way on this section of the Missouri. In many places where the channel has remained stable for a long series of years, the river has reduced its width between high-water banks to less than this. It was farther decided to limit the water to the space between Piers I. and VI., or to a width of 1,250 feet, the additional 250 feet more than balancing the obstruction offered by the old piers and the piles of riprap around them. The length of the new bridge is, however, 1,750 feet; the 250 feet west of Pier I. and that between Piers VI. and VII. being occupied by an iron structure, though the flood water is entirely excluded therefrom.
The cylinders of the old piers are 8-| feet in diameter, having a cross-section of about 57 square feet; the weight of the superstructure being carried directly on the masonry filling and not borne by the iron shell. The maximum weight of superstructure and moving load which each of these cylinders was required to bear was at least 300 tons, producing a pressure of about 75 pounds per square inch on top of the
cylinders, and of over 200 pounds at the base. These pressures were considered as large as it was wise to use on this kind of work.
The old piers had been protected by heavy piles of riprap around them, which 'made it seem expedient to build the new piers as far from the old piers as possible, where the obstructions to be encountered would be a minimum. This fixed the location of the new piers half-way between the old piers. With the possible water-way of the new bridge limited to the space between Piers I. and VI., and with the location of the new piers fixed midway between the location of the old piers, two arrangements were possible: three new piers and two spans of 500 feet each, or five new piers and four spans of 250 feet each. If you had been building an ordinary single-track railroad bridge the former arrangement would have been preferable; but for the heavy double-track structure which has been erected, the latter arrangement was found a little more economical, besides giving very much better facilities for handling the work independently of stages of water, the short spans of less than 125 feet between the old and new piers making it possible to raise without danger at all times.
The structure as now built extends from the old masonry pier to Pier VI., — a distance of 1,750 feet. The easterly and westerly spans of this length were subdivided by building two new piers. As these piers are outside the limits within which the flow of the river is confined, it was not thought necessary to go to the expense of putting in deep foundations, and they are founded on concrete at shallow depths. The bridge, therefore, consists of four through spans measuring 1,000 feet between centers of piers, and at each end three deck spans measuring 375 feet between centers of piers, — making the total length, as already stated, 1,750 feet.
The east approach is the old approach, which your company have widened for a double track; and the embankment when completed — which I strongly advise be done as soon as possible — will extend to and surround the old Pier VII. The west approach is the old approach widened. Both approaches are on the same tangent as the bridge, and the grade is level from the west end of the west approach to Pier VII., — the east end of the east approach, — from which point a uniform grade of T 6 T of one per cent descends towards Council Bluffs.
The river is now in quite a stable condition, the only danger coming from the erosion of the east bank, three or four miles above, which tends gradually to throw the bend above the city further down stream.
The vested interests in Council Bluffs and elsewhere will, however, probably prevent this erosion continuing to a dangerous extent. The west shore is thoroughly protected from the smelting works to the bridge line. The general direction of this shore makes an angle of about no° with the bridge line. It would be very desirable to have this shore line forced forward until it be at right angles with the bridge. The expense of doing this would be pretty large, but it would reclaim from the river an amount of very valuable land worth several times the cost of the work. I fear, however, that this contemplated scheme has since been blocked by the construction of the highway bridge at the foot of Douglas Street.
The rectification of the river here is a matter of large importance, not only as regards the bridge, but as regards many other interests. As at other places on the Missouri, the bottom-land slopes lightly away from the river. At the place where the river has been cutting above Omaha, the bottom-land is lower than it is at the bridge site, and the surface of the water is a few feet higher. The danger of overflow to the lower portion of Council Bluffs comes from this place, as a rise of water which would be perfectly harmless at the bridge line would make an overflow three or four feet deep at this place. A location was made for a line of levee from Pier VI. to the east bluff above Council Bluffs. This levee is the only sure way of protecting the lower portion of Council Bluffs from the overflow, and it would seem that the united interests of the railroad and the property owners ought to build it.
During the conduct of the work all levels were referred to the datum used during the construction of the old bridge, and this datum was the assumed low water, which, however, is considerably below any low water which has actually been observed, and six feet lower than the low water recently established by the Missouri River Commission. To avoid the use of negatives, this datum was called 100. Therefore, in the elevations used in this report, 100 corresponds to o in the published reports of stages of water, that zero being according to the levels of the Missouri River Commission, 545.61 feet above the St. Louis city directrix, which is 413.05 feet above mean tide in the Gulf of Mexico. To refer the levels of this report to tide-water, it will be necessary to add 858.66.

THE NEW OMAHA BRIDGE.
5
m.
SUBSTRUCTURE.
The five piers are designated by letters, Pier A being the most easterly. This designation was adopted to avoid confusion with the old piers, which were numbered; the numbering being from west to east.
The five piers are founded on pneumatic caissons of the following dimensions: —
Pier A,
65 feet long, 25 feet wide, and 18
Pier B,
65 “ “ 25 “
“ 18
Pier C,
66 “ “ 26 “
“ 18
Pier D,
65 “ “ 25 “
“ 18
Pier E,
65 “ “ 25 “
“ 18
The foundations were put in by the company’s men under the direction of the Engineer. The masonry was built by contract by the firm of T. Saulpaugh & Company.
The caisson for Pier A was built on the dry sand-bar on the east side of the river. The other four caissons were built in position on pile false-work, and lowered by long screws to the bottom of the river.
The pneumatic machinery was set up on the east side of the river, south of the old Pier VI. It consisted of two No. 4 Clayton Duplex Compressors, the power being supplied by three old locomotive boilers. A Worthington Packed Plunger, Duplex Pump, with 18^-inch steam cylinder and iOj-inch water plunger, supplied the power for the sand pump excavators. These sand pumps were of a special pattern designed by me and illustrated on Plate 7.
A temporary pile bridge was built each year from the east bank of the river fifty feet north of the bridge line, extending during the first season as far as Pier C, and during the second season completely across the river. A service track was laid on this bridge, and the Worthington pump was then set up on this bridge, steam being supplied from the boilers on the shore. The air for the caissons was led from the pumps to Piers C and D by a pipe laid on the floor of the old bridge; this
arrangement being adopted so that the air supply could be kept up in case any injury occurred to the temporary pile bridge. During the second season the Worthington pump was put on a barge, and steam supplied by two 60 H. P. portable boilers erected on this barge. After the completion of foundation D the pneumatic machinery was moved from the east sand-bar and set up on the west side of the river.
The caissons were built of Oregon fir, with cutting edges of iron, strongly bolted together, and filled with Portland cement concrete. The caisson for Pier A is surmounted by 38 feet of crib-work, that for Pier B by 13 feet of crib-work, and that for Pier C by 6 feet of crib-work ; the crib-work being filled with concrete similar to that used in the caissons. The masonry of Piers D and E starts from the top of the caisson. The framing of the caisson for Pier A was begun October 29, 1885, the erection of the caisson November 6, and air - pressure was put on December 15. The laying of masonry began January 11, 1886, and the caisson reached bed-rock at elevation 35.72 on January 31. The sealing of the working chamber was begun February 1, and completed February 8. The masonry was finished April 22, 1886.
The framing of the caisson for Pier B began November 27, 1885, the construction of the staging: December 2, the erection of the caisson January 5, 1886, and the lowering with screws January 30. On February 5 the caisson rested on the bed of the river, and air pressure was put on February 6. The laying of masonry began February n, and the caisson reached the rock at elevation 28.62 on March 7. The concrete filling of the working chamber was begun March 9, and finished March 12. The masonry for this pier was completed June 12, 1886.
The framing of the caisson for Pier C began June 28, 1886, the construction of the staging July 31, the erection of the caisson August 18, and the lowering with screws September 15. Air pressure was put on September 17, and on the same day the caisson rested on the bed of the river. The laying of masonry began September 23, and the caisson reached bed-rock at elevation 30.07 on October 20. The concrete filling of the working chamber was begun October 24, and finished October 30. The masonry for this pier was completed December 18, 1886.
After the completion of the foundation of Pier C, it was thought wise to discontinue the work until after the flood season of 1886.
The construction of the staging for Pier D was begun September 14, 1886, the framing of the caisson September 15, the erection of the
caisson September 23, and the lowering with screws October 27. Air pressure was put on November 3, and on November 4 the caisson rested on the bed of the river. The laying of masonry began November 4, and the caisson reached bed-rock at elevation 40.80 on December 3. The concrete filling of the working chamber was begun December 4, and finished December 7. The masonry for this pier was completed March 8, 1887.
The river closed by ice unusually early, — on November 18, 1886; but it was not thought safe to begin work on the construction of Pier E until the season was so far advanced that there was thought to be no danger of this ice moving. In the intervening time the pneumatic machinery was moved from the east to the west side of the river.
The construction of the staging for Pier E was begun October 19, 1886, and the framing of the caisson was begun on the same day. The erection of the caisson was begun on November 28, and the lowering with screws began January 5, 1887. Air pressure was put on January 9, and on January 10 the caisson rested on the bed of the river. The laying of masonry began January 12, and the caisson reached bed-rock at elevation 46.43 on February 17. The concrete filling of the working chamber was begun February 19, and finished February 22. The masonry for this pier was completed April 7, 1887.
The full details of the five piers, the caissons, the air-locks, and the appliances used in connection therewith, are given on Plates 2, 3, 4, 5, 6, 7, 8, and 9. The rate of progress in sinking is illustrated graphically on Plate 10. Full records of the progress in detail of sinking these foundations were kept, and are given in Appendix C. The detailed cost is given in Appendix D.
The concrete used was manufactured in a mixer consisting of a 9-inch spiral conveyor with teeth arranged between the flights, and running in a wrought-iron trough. The sand, cement, and water were mixed in this mixer, and the stone was put in after depositing the concrete mortar in position, the stones being thrown in by hand and the whole mass thoroughly rammed. Inside of the working chamber no stone was used. The proportions of sand to cement varied from two to four parts of sand to one of cement, the cement being Portland cement except in some unimportant instances.
The cost of the five foundations is shown in detail in the following table; this cost including all concrete and other material below the masonry: —

6
THE NEW OMAHA BRIDGE
FOUNDATION A:
Caisson —
Materials.
Labor .
Concrete Filling —
Materials.
Labor.
Crir —
Materials.
Labor.
Concrete Filling —
Materials.
Labor.
Cutting Edge, Air-lock, Shafts, Etc. . . . Sinking —
Materials.
Labor .
Erection and Removal of Machinery . . .
FOUNDATION B:
Caisson —
Materials.'•
Labor .
False-work —
Materials.
Labor .
Concrete Filling —
Materials.
Labor .
Crib —
Materials.
Labor.
Concrete Filling —
Materials.
Labor .
Cutting Edge, Air-lock, Shafts, Etc. . . . Sinking —
Materials.
Labor .
Erection and Removal of Machinery . . .
Cost, excluding Freight Charges.
#2,882.79
3,150.16
4,143.62
1,673.87
I,643-2S
1,774-86
8,669.88
3,0 0 5-23
2,374-34
2.30 5.29
7-785.08
1,027.60
40,435-97
3,032-09
4,023-47
482.62
1,231.22
3,809.83
1,626.76
625.12
942-57
2,849.89
1,207.02
2,400.09
1,701.14
5,043.06
1,212.10
30,186.98
Freight
Charges.
1,17543
733-46
1 >3 r 5-47
1,771.46
105.95
5,101.77
i,i3i-49
267.93
743- 12
570.10
57748
105.96
3,396-o8
Cost, including Freight Charges.
#4,058.22
3,150.16
4,877.08
1,673.87
2,958.72
1,774.86
10,441.34
3,005-23
2,480.29
2,305.29
7,785.08
1,027.60
4,163.58
4,023.49
750-55
1,231.22
4,552-95
1,626,76
1,195.22
942-57
3,427-37
1,207.02
2,506.05
1,701.14
5,043.06
1,212.10
#7,208.38
6,550-95
4,733-S 8
i3,446-57
8,187.07
1,981.77
6,179.71
2,137-79
4,634-39
-3,759-33
18,180.15
2,480.29
10,090.37
1,027.60
16,348.53
6,772.18
2,506.05
6,744.20
1,212.10
#4 5- 537-74
33,583-o6
FOUNDATION C:
Caisson —
Materials.
Labor .
False-work —
Materials.
Labor .
Concrete Filling —
Materials.
Labor .
Crib —
Materials.
Labor.
Concrete Filling —
Materials.
Labor .
Cutting Edge, Air-lock, Shafts, Etc.
Sinking —
Materials.
Labor.
Erection and Removal of Machinery
FOUNDATION D:
Caisson —
Materials.
Labor.
False-work —
Materials.
Labor.
Concrete Filling —
Materials.
Labor.
Cutting Edge, Air-lock, Shafts, Etc.
Sinking —
Materials.
Labor.
Erection and Removal of Machinery
FOUNDATION E:
Caisson —
Materials.
Labor.
False-work —
Materials.
Labor .
Concrete Filling —
Materials.
Labor.
Cutting Edge, Air-lock, Shafts, Etc.
Sinking— . ■
Materials., . ,
Labor.
Erection and Removal of Machinery ,
Grand Total Cost of Five Main Foundations . .
Cost, excluding Freight Charges.
83 ,-4°-59 3,531-59
838.49
333--4
4,562.11
1,733-26
299.70
36--39
i,3°7-73
231.64
2,298.49
1,408.61
6,304.54
688.58
27,039.86
2,994-54
3,910.50
5S3-I3
499-53
4,5-3-45
1,525.60
2,305-73
1,146.42
4,620.30
776.19
22,875.39
2,922.28
4,232.90
654.82
553-49
3,028.02
1,253-9°
2,505-45
1,872-93
6,442.57
1,924.36
25,390-72
#145,928.92
F reight Charges.
#1,512.40
271.16 902.07
323-94
507.16
157.90
3,674-63
1,288.11
918.57
163.32
2,370.00
I,439-S5
1,098.72
161.46
2,700.03
#17,242.51
Cost, including Freight Charges.
#4,652.99
3,531-59
1,109.65
333 -4
5,464.18
-.733-26
623.64
36i-39
1,814.89
231.64
2,456-39
1,408.61
6,304.54
688.58
4,282.65
3,910.5°
583--3
499-53
5,432.02
1,525.60
2,469.05
1,146.42
4,620.30
776.19
4,362.13
4,232.90
654.82
553-49
4,126.74
-,25390
2,666.91
1,872.93
6,442.57
1,924.36
#8,184.58
1,442.79
7,-97-44
985-03
2,046.53
8,I93-I5
1,087.66
6,957.62
8,595-03
1,208.31
5,380.64
#16,824.81
3,031-56
2,456-39
7,71315
688.58
16,233 43
2,469.05
5,766.72
776.19
-5,-83-98
2,666.91
8,315.50
1,924.36
#30,7-4-49
25-245-39
28,090.75
#163,171.43

THE NEW OMAHA BRIDGE
7
The greater part of the stone used for the masonry is limestone from Mankato, Minn.; but the entire dimension work, wherever exposed to frost, is of granite quarried near St. Cloud, Minn. The granite begins at the following elevations in the several piers: —
Pier.
Up-Stream Ends.
Balance of Pier.
A . . .
. . 98.15
108.57
B . . .
. . 95.61
99.69
C . . .
. . 93.82
97-9°
D . . .
• ■ 94-32
98.40
E . . .
. . 92.69
96.77
The high level at which the granite begins in Pier A was due to the fact that bed-rock was found at a higher level than the records of the old bridge had led us to expect. Under ordinary circumstances the limestone will always be buried in the ground; but under certain conditions it may be exposed, and I now regret that two courses more of granite were not put on.
The cost of the masonry in detail is shown in the following table: —
PIER A.
PIER B.
PIER C.
PIER D.
PIER E.
Estimate —
cu. yds.
cu. yds.
cu. yds.
cu. yds.
cu. yds.
Masonry laid, $16.50 per cu. yd.
1,368.62
—
ts)
Co
GO
M
W
GJ
—
2,217.23
—
$36,584.29
—
2,557.86
—
$42,204.69
—
2,232.31
—
$36,833.11
—
2,039.98
—
S33,659-67
Granite in Masonry, $4.00 per cu. yd. extra .
643-55
■ —
2,574.20
$25,156.43
740.54
—
2,962.16
$39,546.45
762.01
—
3,048.04
$45,252.73
759.02
—
3,036.08
$39,869.19
789-33
—
3,157-32
$36,816.99 -
Labor — Extra Cutting.
—
—
—
53-25
—
—
—
—
—
—
—
—
—
—
—
17.50
—
—
—
17.50
Freight Charges on Granite.
643-55
—
4,520.29
—
740.54
—
5,201.55
—
762.01
—
5,352.35
—
759.02
—
5,331-35
—
789-33
—
5,544-25
Freight Charges on Limestone.
725.07
$3,056.89
—
—
1,476.69
$6,225.72
—
—
1,795.85
57,571-30
—
—
1473-29
$6,211.39
—
—
1,250.65
55,272.73
Mileage on Limestone.
—
362.53
3,41942
—
—
738.39
6,964.11
—
—
897.92
8,469.22
—■
—
736.65
6,948.04
—
—
625-33
5,898.06
•
Mileage on Small Stone.
—
—
154-3°
8,094.01
—
—
249.99
12,415.65
—
—
288.40
14,109.97
—
—
251.68
12,531.07
—
—
230.00
11,672.31
Work-Train Service.
—
—
—
600.00
—
—
—
1,013.78
—
—
1,221.35
—
—
—-
1,013.78
—
—
—
1,314-13
bbls.
bbls.
bbls.
bbls.
bbls.
Portland Cement, $2.75 per bbl.
569
1,564-75
—
—
936
2,574.00
—
—
580
1,595.00
—
—
548
1,507.00
—
—
577
1,586.75
Freight Charges do. .
—
347-09
1,911.84
—
—
570.96
3,144.96
—
—
353-80
1,948.80
—
—
334-28
1,841.28
—
—
351-97
1,938.72
Milwaukee Cement, $0.70 per bbl.
67
46.90
—
—
233
163.IO
—
—
823
617.25
—
—
548
383.60
—
—
139
97-30
Freight Charges do. .
—
27.47
74-37
—
—
95-53
258.63
—
—
296.28
9 ! 3-53
—
—
224.68
608.28
—
—
56.99
154.29
1,986.21
2,862.33
2,449.56
2,093.01
Kansas Cement., . . . .
—
—
—
—
II
6.05
Freight Charges do.
—
—
—
—
—
4.40
10.45
3,414.04
Total.
—
—
—
$35,889.90
—
—
—
$56,389.92
—
—
—
*63,4UO.38
—
—
$55,881.10
—
—
—
55i,9i3-94
Cost per Yard of Masonry.
—
—
—
26.22
—
—
—
25-43
—
—
—
24.84
—
—
—
25.03
—
—
—
25.45
Average Cost per Yard of Masonry.
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
25.30

THE NEW OMAHA BRIDGE.
The total cost of the five principal piers was as follows: —
Cost, excluding Freight.
FOUNDATION A:
Caisson and Filling, including Cutting Edge, etc.
Crib and Filling.
Sinking Caisson.
Erection and Removal of Machinery . . . .
$14,224.78 15,093.22 10,090.37) 1,027.60 )
$4°,43S-97
$2,014.84
3,086.93
Freight Charges.
$5,101.77
FOUNDATION B:
Caisson and Filling, including False Work, etc.
Crib and Filling.
Sinking Caisson.
Erection and Removal of Machinery . . .
16,606.08 5,624.60 6,744.20 } 1,212.10 3
30,186.98
2,248.50
1,147.58
3,396.08
FOUNDATION C:
Caisson and Filling, including False Work, etc.
Crib and Filling.
Sinking Caisson . ..
Erection and Removal of Machinery . . .
16,437.67 2,200.46 7,7i3-i5 1 688.58 3
27,039.86
2,843-53
831.10
3,674-63
Cost, including Freight.
$16,239.62
18,180,15
| I I,U7.97
$45,537-74
Gross Cost per
Volume. Cubic Ft.
Cu. Ft. Sunk. (Area base X feet sunk.)
Cost per Cubic Ft.
V ertical Feet Sunk.
Cost per Vertical Ft.
Cubic Feet.
Cents.
28,865 56.3
51,340 35.4
Cents.
122,655
9-
75.48
$147.29
18,854,58
6,772.18
| 7 , 956.30
33,583-o6
28,520 66.1
17,892 37.8
134,274
5-9
82.63
96.29
19,281.20
3,031-56
| 8,401.73
3o,7i4-49
29,790 64.7
9,428 32.2
137,008
6 .
81.07
103.63
FOUNDATION D:
Caisson and Filling, including False Work, etc.
Sinking Caisson.
Erection and Removal of Machinery . . .
FOUNDATION E:
Caisson and Filling, including False Work, etc.
Sinking Caisson.
Erection and Removal of Machinery . . .
Total Cost of Foundations.
Masonry, Pier A
“ “ B
“ “ C
“ “ D
“ “ E
16,332.48
5,766.72)
776.19)
22,875.39
2,370.00
2,370.00
18,702.48 | 6,542.91
25,245-39
29,304
63.8
113,084
15,150.86
8,315-5°}
1,924.36)
25,390.72
$145,928.92
32,095.93
48,754-92
54,327.08
48,374.10
45,606.92
2,700.03
2,700.03
$17,242.51
17,850.89 110,239.86
28,090.75
$163,17143
3,793-98
7,635.00
9, 11 9-3° 7,507.00 6,307.02
35.889.91
56.389.92 63,446.38 55,881.10 5 1 ,9 1 3-94
27,624
64.6
Cubic Yards.
Per Cu. Yd
1,368.62
$26.22
2,217.23
2543
2,557.86
24.84
2,332.31
25.03
2,039.98
2545
99,3io
5.8
10.3
Mean.
7-3
Total Cost of Masonry Grand Total of Five Piers
229,158.95
$375,087.87
34,362.30
$51,604.81
263,521.25
$426,692.68
Average.
25.30
69.59 94-02
63.66 160.86
Mean.
118.82

THE NEW OMAHA BRIDGE
9
On the east side of the river the old Piers VI. and VII. were cut down, the cast-iron caps replaced, and the piers adapted to carry the ends of the deck spans. On each side of the river a new pier was constructed, with a concrete base 20 feet by 38 feet 6 inches, supporting two iron cylinders filled with concrete and formed of parts of the old bridge; the cylinders on the west side have shells of wrought iron ; those on the east side of cast iron. These approach piers are shown on Plate 12.
The stones of the old masonry pier at the west end of the old bridge were found to be badly injured by frost. The exposed portion of this pier was removed and replaced by first-class work of Mankato stone. Back of this pier a retainer wall was built of Mankato stone, with a concrete foundation to hold the end of the embankment, which the design of the new bridge made much wider than the old embankment. This retainer wall was kept entirely independent of the pier, so that settlement would not disturb the pier ; it settled several inches, and the masonry was badly cracked at the center, but otherwise it is still in good order.
The amount of masonry and concrete in the entire bridge is as follows: —
Masonry,
Cubic Yards.
Concrete,
Cubic Yards.
Total.
Pier A.
1,368.62
1,770.2
3ri38.8
Pier B.
2,217.23
1,042.0
3,259.2
Pier C.
2 , 557.86
888.0
3,445-9
Pier D .
2,232.31
671.0
2,903.3
Pier E .
2,039.98
558.0
2,598.0
East Approach Pier.
—
236.0
236.0
West Approach Pier.
—
157.2
157.2
West Approach Retaining Wall ....
33343
93-6
427.0
West Abutment.
77-ji
—
77-5
Total, Cubic Yards ....
10,826.94
5,416.0
16,242.9
The total cost of the substructure was as follows: —
Five Piers.$426,692.68
East Approach Pier. 3,308.34
West Approach Pier. 1,736.92
West Abutment and Retaining Wall. 9,077.69
Total Substructure .... $440,815.63
The cutting down of old Piers I., VI., and VII. was charged to Removal of Old Works.
IV.
SUPERSTRUCTURE.
The superstructure consists of four through spans and six deck spans, — three on each end. Each through span is 246 feet inches
long between centers of end pins, and each deck span 120 feet 7^
inches. Expansion is provided for in the through spans by rollers placed on Piers A, C, and E. Expansion is provided for in four of the deck spans by supporting one end on rocking bents which rest on the new approach piers. These bents rock on pins in wrought-iron bolsters resting on the cast-iron caps of the new piers, and secured by long
bolts extending into the concrete below; these bolts being of sufficient
length to allow of lifting the bolsters in case of a settlement of the piers. 1 In the other two deck spans expansion is provided for by rollers
placed on Piers A and E. The entire structure is built for a double
track with a carriage-way and footway on each side. The railroad
tracks are 12 feet between centers; the carriage-ways 7 feet wide between wheel-guards; the carriage and foot ways 12 feet 1 inch between centers of railings; and the entire floor 53 feet 8 inches over all.
On the seventh day of December, 1885, a circular was addressed to prominent bridge builders, inviting proposals for the construction of the superstructure. On the twenty-ninth day of December the work was awarded to the Union Bridge Company, as the lowest bidder.
The trusses of the through span are divided into eleven panels, of 22 feet 4! inches each, and are of the double-system Whipple type; the trusses being 40 feet deep and placed 28 feet 6 inches between centers. The top chord, end posts, the eye-bars of the bottom chord, and the heavier portion of the main ties, the bolsters, rollers, bearing plates, and pins are of steel. All other parts are of wrought iron, excepting the heavy wall plates resting on the masonry, the washers, and ornamental work, which are of cast iron. The details of these spans are given on Plates 15, 16, 17, 18, and 19.
' In the case of the East Approach Pier this was done during construction, the bents and bolsters being raised and thick cast-iron plates put under the wrought-iron bolsters.
Each deck span is divided into five panels, of 24 feet i|- inches each, the trusses being of the single-system Whipple type without end posts, 18 feet deep and placed 18 feet 6 inches between centers; the width being fixed by the distance between the centers of the columns of the old piers. The deck spans are entirely of wrought iron, excepting the pins, rollers, and bearing plates, which are of steel, and the wall plate pedestals, which are of cast iron. The details of these plans are given on Plates 20, 21, and 22.
The trusses were not proportioned to carry any particular class of locomotives or cars now in use, but the moving load on both roadways and railroad was taken at 8,000 pounds per lineal foot of bridge; and in calculating the effects of a moving load the portion of the strain on each member in excess of the strain which would have been produced by a uniform load of equal intensity was taken on a basis of 10,000 pounds per foot. In the through spans the dead load was taken at 5,000 pounds per lineal foot; the total load was therefore 13,000 pounds per foot; and the calculations gave the same aggregate results, except in the counters, that would have been obtained if the moving load everywhere had been considered as 10,000 pounds per lineal foot and the dead load 3,000 pounds. In the deck span the dead load was taken at 4,000 pounds per foot. The floor system is proportioned for a total load of 6,000 pounds per lineal foot of track throughout. The top lateral system is designed to resist a wind pressure of 300 pounds per lineal foot, and the bottom lateral system 500 pounds per lineal foot. The strains are given on Plate 23.
The steel compression members in the top chord and end posts are made as nearly as possible of a balanced section, the metal in the top
cover-plate being practically the same as in the two balance plates below and the lacing. The compression strain on these members was limited to 15,000 pounds per square inch of net section; the net section being obtained by deducting from the gross section the portion of the cover-plate which was in excess of the balance plates, or supposed to be equivalent to the lacing.
The maximum tensile strain allowed in the bottom chord was limited to 14,000 pounds per square inch, and somewhat less in the web members. The maximum strain on iron was limited to 10,000 pounds
per square inch, and to 8,000 pounds on extreme fibers of riveted
girders.

n
THE NEW OMAHA BRIDGE.
The weights of iron and steel in the through spans are as follows:
Four Spans.
Average per Span.
lbs.
lbs.
lbs.
Steel.
—
1,540,126
385,031
Wrought Iron in Trusses.
961,494
“ “ Railroad Floor ....
9 SSUI 4
“ “ Highway Floor ....
329 , 59 6
Total Wrought Iron ....
2,246,204
561,551
Cast Iron.
—
108,160
27,040
Total.
—
3,894,490
973,622
The weights of iron and steel in the deck spans are as follows:
Six Spans.
Average per Span.
Steel.
lbs.
lbs.
30,226
lbs.
5,038
Wrought Iron in Trusses.
972,426
“ “ Railroad Floor ....
. 624,195
“ “ Highway Floor ....
167,869
Total Wrought Iron ....
1,764,490
294,081
Cast Iron.
—
44,970
7,495
Total. . .
—
1,839,686
306,614
Four Supporting Bents.
—■
118,650
Total.
—
1,958,336
The specifications under which the superstructure was manufactured are given in Appendix E. An attempt was made to get steel made by the Clapp-Griffiths process, but the results were entirely unsatisfactory, only 55 very small charges being accepted. The full number of accepted blows of open-hearth steel was 135, which were made by the following parties: —
Pittsburg Steel Casting Co., Pittsburg, Pa.. 72 blows.
Carnegie Bros. & Co. “ 22 “
Pennsylvania Steel Co., Steelton, Pa. . . 41 “
The eye-bar steel was all made at Steelton.
The work was all manufactured by the Union Bridge Company, at their shops in Buffalo, N. Y. Eighteen full-sized eye-bars were tested to destruction, the tests being made in the large testing machine belonging to the Union Bridge Company, at Athens, Pa. The records of these tests are given in Appendix F. This machine being a hydraulic machine, with no weighing apparatus excepting the gauges, cannot be relied upon absolutely for determinations of elastic limit or breaking strain ; but the other qualities, which are the only ones insisted on in the specifications, are exact.
The necessity of removing the old bridge and maintaining traffic during the reconstruction made it necessary to adopt a special plan for erection. The deck spans were erected in a simple manner on falsework, and were then made use of as a staging for the removal of the old spans.
In the erection of the through spans advantage was taken of the small distance between the masonry piers and the old iron piers. The first through span erected was that reaching from Pier A to Pier B. An iron harness was placed on old Pier V. and a similar harness on old Pier IV. Four lines of combination trusses were then erected, supported on the masonry piers and on the harnesses, the bottom chord bars of the old bridge being used in these combination trusses; the two inside trusses carried the traffic during erection and the two outside trusses the new work. This arrangement of four trusses was adopted as an extra precaution in case of accident, it being thought that if one truss were destroyed by an accident the other three would remain in position. Fortunately no such accident occurred. The harness and combination spans are shown on Plate 24.
The old trusses were removed by a traveler without the use of upper false-work, and the new trusses were erected in the same manner.
The dates at which the* several trusses were erected is shown in the following table: —
First Iron Placed. Span Swung.
First East Deck Span .
. . . May
r8, 18S6.
May 31, 1886.
Second
ft it
it
26, “
June 2, “
Third
it it
tt
28, “
« , «
0,
Through Span A-B . .
. . . Oct.
2, “
Oct. 9, “
it
“ B-C. .
. . . Jan.
28, r887.
Feb. 14, 1887.
it
“ C-D .
. . . March
3°, “
April 7, “
ti
“ D-E .
. . . May
9, “
May r4, “
First West Deck Span .
. . . June
16, 1886.
June 19, 1886.
Second
it it
it
17, “
“ 22, “
Third
a a
. . . April
19, 1887.
April 24,1887.
The railroad floor system is shown on Plate 19. It consists of 8 by 8-inch ties, 20 to the panel in the intermediate panels of the through spans, and 22 to the panel in the deck spans and the end panels of the through spans, resting on iron stringers 6 feet between centers. Inside the rails are placed two lines of 5 by 4 by f-inch angle iron, bolted to every tie by one-inch bolts and laid to an outside gauge of 3 feet 8 inches.
The highway floor is of timber, the wooden stringers being sustained by short floor beams midway between the panel points, these being supported by the light lattice trusses which constitute the railings. The wearing plank of the floor is of 2-inch oak put on diagonally, and the footway is separated from the carriage-way by a gas-pipe railing.
The running of trains was never interrupted for more than two hours at any one time during the entire erection. The double track was first used on October 1, 1887.
At your request symbolic figures were placed at each end of the superstructure. That at the east end is a colossal bronze buffalo head, which was modeled by Captain Edward Kemeys, of Perth Amboy, N. J., and cast by Mr. Etienne Favy, of New York City, this symbol being understood to represent the wildness of the plains which the travelers are approaching. The device at the west end is a bronze bas-relief showing a plow, anchor, and steam hammer, as symbolic of the agriculture, commerce, and manufactures of the East.

THE NEW OMAHA BRIDGE.
11
The total cost of the superstructure is shown in the following table: —
Main Spans.
Iron, Steel, and Ornamental Work ....
$132,193.16
Freight Charges on same from Chicago . .
5,586.89
$137,780.05
Labor, — Handling Iron in Yard ....
—
3,220.22
Erection of Spans.
—
14,105.44
Erection and Removal, Engines
and Derricks.
—
599.98
Switching Charges.
—
2.344-9 1
Coal.
—
433-9°
Traveler, — Material and Labor.
—
679-34
Harness, “ “ .
—
1,198.64
False-Work, “ “ .
—
3)895-33
Combination Spans, — Framing, Erection
and Removal, and Diagonal Bars . .
—
7.473-13
Miscellaneous Material, — Rope, Iron, Steel,
Cement, Oil, Waste, etc.
—
1,034.07
Total Main Spans.
- •
$172,765.01
Approach Spans.
Iron and Steel.
62,498.85
Freight Charges on same from Chicago . .
2,676.30
65,175.15
Labor, — Handling Iron in Yard ....
—
526.64
Erection of Spans.
—
6,605.93
Switching Charges.
—
74°-i3
Coal.
—
39-6 o
False-Work, — Labor and Materials . . .
—
3.3i5-4°
Total Approach Spans . . .
76,402.85
Railroad Floor.
Materials.
—
9,898.04
Labor .
—
2,655.11
Total Railroad Floor ....
“* 1
'
12 , 553-15
Roadway Floor.
Materials.
—
15,534.80
Labor.
—
5,516.15
Switching.- . . .
—
1,270.14
Total Roadway Floor . . .
22,321.09
Painting.
Materials.
—
1,607.72
Labor .
—
4,511.90
Total Painting.
—
6,119.62
Total Superstructure . . .
—
—
$290,161.72
V.
APPROACHES.
The portion of the east approach included in the reconstruction of the Omaha Bridge extended only from the east end of the embankment to the east end of the iron-work of the new bridge; that is, it occupied the space of the four easterly spans of the original bridge. The west approach was understood to extend from the west end of the bridge to the under crossing of the carriage-way.
The embankment east of the bridge was widened by the operating department to adapt it for a double track; but this does not appear in any of my accounts.
The easterly span of the old bridge, between Piers X. and XI., was never replaced after it was blown down in 1877. The old trestle which replaced this span was repaired, widened, and adapted to carry a double track temporarily. The three next spans .were replaced by substantial double-track timber trestles. Advantage was taken of the shortening of the bridge to extend the grade on the east approach to the end of the iron-work. This grade was originally laid out as a y^-per-cent grade (35 feet per mile), but the embankment was never completed, and the portion next to the bridge was about a iyVper-cent grade. As revised, the grade is made T 6 o-per-cent for the entire length.
It was intended to fill the timber trestle during the progress of the work, but various circumstances prevented its being done. An embankment was built, however, the full width and finished at elevation 124, or 1.21 feet above the high water of 1881, and the exposed slopes of this embankment were riprapped. I should strongly advise
your company to fill the entire trestle as early as can conveniently be done.
The embankment on the west approach, from the west end of the bridge to the under crossing of the carriage-way, was widened with teams and adapted to a double track.
The roadway approaches are carried down on each side of the railroad approaches at each end of the bridge, with a 5-per-cent grade, to points where the difference in elevation is such that the south roadway can be carried under the railroad tracks and connected with the north roadway, from which point of intersection the united roadways are extended to connections with surface roads. On the east side, these roadways are of trestle to the point where they unite, and an earthwork embankment from there down. On the west side, the entire roadway approaches are solid embankments, which are paved with sandstone blocks from the end of the bridge to the point where the two roadways unite. Simple toll-houses were erected at the points where the two roadways unite. The general arrangement of these roadways is shown on Plate I.
VI.
COST.
The cost of the bridge and approaches is shown in the following table. The item of freight includes generally the freight from Chicago to the bridge site, from the sawmills to the bridge site, and from the quarries to the bridge site. In comparing the cost of this bridge with that of other structures, the cost without freight forms the most correct basis for comparison.

12
THE NEW OMAHA BRIDGE.
Cost, exclusive of Freight Charges.
Freight Charges.
Cost, including Freight Charges.
Foundation, Pier A .
“ “ B
u a p
“ “ D .
“ “ E .
Foundations, Total
$40,435.97
30,186.98
27,039.86
22,875.39
25,390.72
-$145,928.92
$5,ioi.77
3,396.08
3 , 674-63
2,370.00
2,700.03
-$17,242.51
$45,537-74
33,583.06
30,714.49
25,245-39
28,090.75
-$163,171.43
Masonry, Pier A . .
“ “ B . .
“ “ C . .
“ “ D . .
“ “ E . .
Masonry, Total
32,095.93
48.754.92 54,327.08 48,374.10
45.606.92
- 229,158.95
3,793-98
7,635.00
9,119.30
7,507.00
6,307.02
- 34,362.30
35.889.91
56.389.92 63,446.38 55,881.10 Si,9 r 3-94
- 263,521.25
East Approach Piers .... West “ “ ....
West Abutment.
' 2,979.55 1,477.22 7,077-55
Total Substructure . .
Main Spans.
Approach Spans.
Railroad Floor.
Roadway Floor.
Painting.
Total Superstructure .
166,210.07
73,550-05
9,450.71
21,651.71
6,119.62
East Approach.
West Approach.
Roadway Approach.
Permanent Track.
Total Approaches . .
34,659-76
2,889.84
40,250.77
6,771.19
Tools and Machinery ....
Service Track.
Buildings.
9,730-52
14,075-95
3,862.33
Engineering Salaries ....
“ Expenses....
Office Expenses.
29,948.25
2,648.28
2,323-93
Total.
Less Value of Material Sold less Cost of removing same . .
_
n.534-3 2
386,622.19
276,982.16
84,571.56
27,668.80
34,920.46
810,765.17
328.79
259.70
2,000.14
- 2,588.63
54,193.44
6,554.94
2,852.80
3,102.44
669.38
- 13,179.56
5,788.83
504.69
3,061.06
- 9,354-58
735-76
- 735-76
77,463-34
3,308.34
1,736.92
9,077.69
- 14,122.95
440,815.63
172,765.01
76,402.85
12,553-15
22,321.09
6,119.62
-290,161.72
40,448.59
3,394-53
43,3ii-83
6,771.19
- 93,926.14
9 , 730.52
14,811.71
3,862.33
-28,404.56
29,948.25
2,648.28
2,323-93
- 34,920.46
888,228.51
43,860.61
Net Cost
— $844,367.90
This table may be condensed into the following: —
Cost, exclusive of Freight Charges.
Freight Charges.
Cost, including Freight Charges.
Substructure.
$386,622.19
$54,193.44
$440,815.63
Superstructure.
276,982.16
13,179-56
290,161.72
Total, Bridge Proper ....
663,604.35
67,373.00
730,977-35
Approaches.
84,571.56
9,354-58
93,926.14
Buildings, Tools, and Service Track . . .
27,668.80
735-76
28,404.56
Engineering and Expenses.
34,920.46
—
34,920.46
Total Cost.
810,765.17
77,463-34
888,228.51
Less Value of Material Sold less Cost of
removing same.
43,860.61
Total Net Cost.
—
‘ —
$844,367.90
In my report of May 23, 1885, the total cost of the new work within the length of the old bridge was estimated at $880,000; this providing for a solid embankment in place of the existing trestle at the east end of the bridge.
The cost above stated includes $20,094.99 expended west of the length of the old bridge, leaving the actual expenditure within the limit covered by the estimate $824,272.91; the saving from the estimate being about double the amount that will be required to build the embankment.

APPENDIX A
LIST OF ENGINEERS, EMPLOYEES, AND CONTRACTORS.
ENGINEERS AND COMPANY’S EMPLOYEES.
CONTRACTORS.
NAME AND OCCUPATION.
TIME OF SERVICE.
NAME.
Geo. S. Morison, Chief Engineer.
Geo. A. Lederle, Resident Engineer.Dec. 16, 1885, to June
H. W. Parkhurst, Assistant Engineer of Foundations . . Sept. 19, 1885, “ Dec.
Lewis Blickensderfer, Assistant Engineer.Oct. 26, 1885, “ Mar.
Ralph Modjeski, Assistant Engineer.Oct. 16, 1885, “ Aug.
E. P. Butts, Inspector at Quarries and Assistant Engineer Feb. 10, 1886, “ Mar.
M. A. Waldo, Assistant Engineer.. Sept. 1, 1886, “ Nov.
G. J. Bell, Assistant Engineer.Nov. 25, 1886, “ Jan.
E. Duryea, Jr., Resident Engineer.June 7, 1887, “ Nov.
S. W. Y. Schimonsky, Draughtsman.Aug. 10, 1886, “ Apr.
Alfred Noble, Chief Inspector of Superstructure .... Feb. 8, 1886, “ June
R. W. Hildreth, Inspector of Superstructure.Mar. 1, 1886, “ July
James Saguin, Foreman of Erection.April 1, 1886, “ May
Robert Ross, Inspector of Masonry.Jan. 15, 1886, “ Mar.
Dennis Brophy, Master Mechanic.Oct. 9, 1885, “ July
Patrick Aylward, Foreman of Pressure Work.Nov. 5, 1885, “ Feb.
Dennis Leonard, Foreman of Pressure Work.Feb. 11, 1886, “ Feb.
William Wride, Sub-foreman of Erection.May 2, 1886, “ Aug.
T. Saulpaugh & Co.
I.
r-
00
00
Chas. Stears, Foreman of Masons.
15 .
1885.
3 h
1886.
Oliver W. Davis, Foreman of Stone-Cutters.
!5>
00
00
H
I S>
00
CO
«-4
Union
Bridge Co.
24 ,
1886.
20,
1887.
Walter
A. Smith..
!7>
CO
00
->4
15 .
t".
00
00
3°>
1886.
3L
1887.
3L
CO
CO
-■4
3D
CO
00
6,
1887.
10,
1886.
»
27.
CO
00
*■4
1 7 >
1887.
NATURE OF WORK.
Masonry.
Superstructure.
Earthwork of Roadway Approaches.

H
APPENDIX B.
SPECIFICATIONS FOR MASONRY.
The masonry will be first-class rock-face work laid in regular courses. The face stones above an elevation designated by the Chief Engineer, and including the coping, will be of granite from the quarries near St. Cloud, Minn. All other work will be of limestone from the quarries at Mankato, Minn., except spalls for backing, which shall be furnished from such source as shall require the least transportation.
The piers shall conform in all respects to the plans furnished by the Engineer.
No course shall be less than r6 inches thick, and no course shall be thicker than the course below it.
The upper and lower beds of every stone shall be at least one quarter greater in both directions than the thickness of the course, and no face stone shall measure less than 30 inches in either horizontal direction.
In general, every third stone of each course shall be a header, and there shall be at least three headers on each side of each course between the shoulders. No stone will be considered a header that measures less than 5 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 in the opposite side of the course, or by bonding with a piece of backing of the full thickness of the course and not less than 3 feet square, which.shall bond with a face stone on the opposite side. In all cases the interior bonding shall be further secured by placing in the course above a stone of the full thickness of the course, and at least 3 feet square, over the interior joints. Special care shall be taken with the bonding of the ice-breaker cut-water, the stones of which shall be so arranged that the face stones are supported from behind by large pieces of backing.
All joints shall be pitched to a true line, and dressed to J of an inch for at least 12 inches from the face. Beds, both upper and lower, shall be pitched to a true line and dressed to J of an inch. Joints shall be broken at least T5 inches on the face. The bottom bed shall always be the full size of the stone.
The pointed up-stream starlings of all the piers, for a height of 30 feet, terminating under the small coping at the offset, shall have a fine pointed face with no projection exceeding £ inch from the pitch line of the joints. There shall be a draft line 3 inches wide around the lower edge of the belting course below the coping and on the edge of the pointed starlings. The entire coping over the whole pier, and the small copings over the starlings, shall have smooth, bush-hammered surfaces and faces. All other parts of the work shall have a rough quarry face, with no projections exceeding 3 inches from the pitch line of the joints.
The stones in the coping under the bearings of the trusses shall be at least 3 feet wide, and shall reach entirely across the pier. They shall have good beds for their entire size, and
shall have a full bearing on large stones with dressed beds in the belting course below the coping.
The stones of the backing shall have dressed beds, and the backing shall be leveled up true with the face stones on the completion of every course. The backing shall generally be the same thickness as the face stones, but two thicknesses of backing may be used for one course of face stones, provided no backing is less than r 2 inches thick.
All stones shall be sound, free from seams and other defects, and all limestone shall be laid on the natural bed.
All stones shall be laid in full mortar beds. They shall be lowered on the bed of mortar, and brought to a bearing with a maul. No spalls will be allowed except in small vertical openings in the backing. Thin mortar joints will not be insisted on, but the joints shall be properly cleaned on the face and pointed in mild weather, the pointing to be driven in' with a calking iron.
The face stones of each entire course for the same height as the bush-hammered coping over the starling shall be doweled into those of the course below, with round dowels of r J-inch iron extending 6 inches into each course; the dowels shall be from 8 to 12 inches back from the face, and 6 inches on each side of every joint; the stones of the upper course shall be drilled through before setting, after which the drill hole shall be extended 6 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 coping shall have the joints bound with cramps of J-inch round iron, 20 inches long between shoulders, the ends sunk 3 inches into each stone.
The mortar will be composed of cement and clean, coarse sand, satisfactory to the Engineer, in proportions varying from one to three parts of sand to one of cement, as may be directed by the Engineer for different parts of the work. When stone is laid in freezing weather the contractor shall take such precautions to prevent the mortar freezing as shall be satisfactory to the Engineer.
The stone shall be cut at the quarries.
No material shall be measured, or included in the estimate, which does not form a part of the permanent structure.
The railroad company will furnish free transportation from the quarries to the bridge site for stone actually used in the work. Any stone transported and left over will be the property of the railroad company.
The railroad company will furnish the cement for the mortar; all other materials shall be furnished by the contractor, who will also be required to furnish all tools of every description both at the quarries and on the work.

APPENDIX C
15
RECORD OF SINKING CAISSONS.
PIER A.
Date.
Gauge Readings.
Datum.
Average
Elevation
of
Cutting
Edge.
Sunk in 24 Hours.
Elevation of Sand.
Water
around
Caisson.
Average
Penetration.
Water
Gauge.
Depth
Immersed.
Weight.
Air Pressure.
Reaction due to Air Pressure.
Net
Weight.
Surface
in
Contact.
Average
Friction
per
Square
Foot.
N. E.
N. W.
s. w.
S. E.
Average.
N. E.
N. W.
s. w.
S. E.
Average.
Caisson.
Crib.
Masonry.
Sand.
Water.
Total.
Indicated.
Calculated.
1885.
Dec.
Ft.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Sq. Ft.
Lbs.
6
—
—
—
—
—
—
III.20
—
—
—
—
—
102^0
—
—
105.85
7
—
—
—
—
—
—
110.95
O.25
—
—
—
—
IOQJO
—
—
I0 5-35
8
—
—
—
—
—
—
108.02
293
—
—
—•
—
IOQ.50
—
1.48
103-35
9
—
—
—
—
—
—
106.07
1.95
—
—
—
—
ioq.50
—
3-43
103.27
10
—
—
—
—
—
—
104.13
1.94
—
—
—
—
ioq.qo
—
5-37
I0H.40
II
11.21
11.20
II.II
10.89
11.20
114.56
103.46
0.67
—
—
—
—
109.50
—
6.04
105.58
12
n-3 1
11.32
11.23
II.09
11.24
11439
i°3-'5
0.31
—
—
—
—
109.50
—
6-35
105.42
13
I2 -33
12.42
12.44
12.19
12.33
115-25
102.92
0.23
—
—
—
—
109.50
—
6.58
I °5-75
14
12.39
12.53
12.67
I2 -33
12.48
115.26
102.78
O.14
—
—
—
—
ioq. ho
—
6.72
i°5-95
728
177.8
15
12.63
12.80
1293
12.54
12.73
115.35
102.62
0.16
—
—
—
—
ioq. 50
106.12
6.88
105-95
3-5°
725
—
—
3
O
—
1-52
550.2
1236
892
l6
12.12
12.23
12.36
11.99
I2 .i 8
x 14.79
102.61
0.01
—
—
—
—
ioq. HO
106.11
6.89
105.16
3-50
725
—
—
3
O
728
1.00
1.52
177.8
550.2
1236
892
17
I2 -33
12.40
1273
12.42
12.47
114.86
102.39
0.22
—
—
—
—
ioq. no
10S.71
7- 11
ioS-55
6.32
940
69
—
5
O
1014
1.00
2.74
320.6
6934
1283
1081
18
I 3-73
>3-95
13.7°
14.24
1391
114.79
100.8S
1.51
—
—
—
—
109.40
107.99
8.52
105.60
7.11
940
241
—
II
O
II92
1.50
3.18
372.x
8x9.9
t5 2 9
IO72
19
15.16
17.01
I5-3 1
16.87
16.15
11473
98.64
2.24
—
—
—
—
107.80
107.5 1
8.16
105.30
8.87
940
259
—
II
0
1210
1.25
3.84
449-3
760.7
1468
1036
SO
16.87
17.08
16.93
16.97
16.95
114.75
97.80
0.84
—
—
—
—
106.30
107.13
8.50
105.30
9-33
940
445
—
II
I
1397
300
4.04
472.7
924.3
1524
1215
21
1S.69
19.20
19.6:
19.05
19.14
114.59
95-45
2-35
—
—
—
—
I0 5"95
106.95
IO.5O
™ S -33
10.50
940
584
—
15
2
1541
3.75
4-55
532-3
1008.7
1879
1068
22
21.38
20.29
19.84
20.23
20.58
114.53
9375
1.70
107.95
106.99
107.49
107.10
107.38
108.05
13-63
105.25
14-31
940
620
—
2 i
2
1585
3-5°
6.20
7254
859.6
2345
733
23
21.96
22.T 2
23.66
23.34
22.62
114.22
91.40
2-35
107.26
107.41
107.06
106.88
io 7.i5
107.50
>5-75
105.32
16.10
940
845
—
46
I
1842
4.25
6.97
8 ‘S-5
1026.5
2808
73 1
24
25-13
25-23
26.39
26.30
25.76
114.45
8S.69
2.71
108.32
106.72
106.06
106.15
106.81
107.77
18.12
105.32
19.08
940
1046
—
47
5
2038
5.00
8.26
966.4
1071,6
3222
665
25
28.17
27.96
28.31
28.46
28/23
II5-5 1
87.28
1.41
I0 5-34
I0 7.15
106.20
105.25
105.98
106.95
18.70
105.42
1967
940
II35
—
53
5
2133
6.00
8-54
999.2
1133.8
3323
682
26
31-34
3 T -°3
28.64
28.90
29.98
114.54
84.56
2.72
104.95
106.01
I0S.75
107.64
106.84
106.92
22.27
10540
22.36
940
I2BS
—
88
0
2316
8.00
9.69
“33-7
1182.5
3936
601
27
32.78
32-5S
31-34
31.48
3t-99
114.06
82.07
2.49
106.08
io 5-73
106.07
106.18
106.07
106.95
24.00
105-45
24.88
940
1396
—
104
5
2445
8.50
10.78
1261.3
1183.7
4234
559
28
35- 2 5
35-21
35-58
35.60
35-41
114.20
78.79
3.28
106.25
105.99
10662
106.30
106.29
106.89
27.50
105.40
28.10
940
1577
—
138
3
2658
II.00
12.17
1423.9
1234.1
4836
510
29
36.82
37-24
37-45
37-03
37-io
114.26
77.16
1.63
i°5-94
105.82
106.06
105.98
105.96
106.81
28.80
105 95
29.65
940
1655
—
171
5
2771
12.50
12.84
1502.3
1268.7
5060
501
3°
39- 2 5
38-17
38.61
39.62
38.91
114.04
75- I 3
2.03
105.79
i o 587
106.73
106.92
106.33
106.81
3X.2°
105.36
31.68
940
1735
—
174
3
2847
14.00
13.72
1241.8
5473
454
31
42.03
41.82
41-73
41-73
41.85
114.18
72-33
2.80
107.65
106.26
106.95
107.95
107.20
107.31
34.87
105.50
35-28
940
2000
210
I
3157
14.50
15.28
1787.8
1369-2
6104
448
I00O.
Jan
1
44.18
44.18
44.10
43-9°
44.09
113.62
6953
2.80
107.44
106.44
106.92
107.52
107.08
107.72
37-55
T °5.33
38.19
940
2317
_
241
3
35°i
15.00
16.54
I935.2
1565.8
6565
476
2
47.70
47-83
47-63
47.63
47.50
11 3-9°
66.40
3-13
106.20
106.07
106.77
107.77
106 70
IO7.07
40.50
IO5.4O
40.87
940
2336
—
288
4
3568
15.25
17.70
2070.9
1497.1
7052
424
3
53-52
53-44
53-44
53-52
53-5°
II 4-73
61.23
5.i7
106.21
105.69
106.29
106.8 X
106.25
107.30
45.00
46.07
940
2532
—
373
II
3856
15.50
19.96
2333.3
1522.7
7790
391
4
57-«7
57.80
5776
57.80
57.81
116.10
58.29
2.94
109.23
110.30
110.34
IIO.IO
110.24
II I.04
51-95
105.40
52-75
940
2672
—
506
8
4026
17.00
22.85
2673.4
1352-6
8930
333
s
—
—
58.29
0.00
—
—
—
—
—
—
—
103.90
—
940
2672
—
—
—
—
19.00
—
—
—
—
6
—
_
—
—
—
—
58.29
0.00
—
—
—
—
—
—
—
I0 3-25
—
940
2672
—
—
—
—
19.00
7
—
—
—
—
—
—
58.29
0.00
—
—
—
—
—
—
—
103.50
—
940
2672
—
—
—
—
19.25
—
—
—
—
8
—
—
—
_
‘ -
—
58.29
0.00
—
—
—
—
—
—
—
IO4.IO
—
940
2672
—
—
—
—
—
—
—
—
—
9
_
_
_
_
—
—
58.29
0.00
—
—
—
—
—
—
—
105.80
—
940
2672
—
—
—
—
.18.25
—
—
—
—
10
_
_
—
_
—
—
58.29
0.00
—
—
—
—
—
—
—
106.10
—
940
2672
—
—
—
—
18.50
XI
_
_
_
_
—
—
58.29
0.00
—
—
—
—
—
—
—
106.00
—
940
2672
—
—
—
—
18.50
12
_
_.
_
_
_
—
58.29
0.00
.-
—
—
—
—
—
—
106.00
—
940
2672
—
—
—
—
18.75
23-38
—
—
—
—
13
58.96
58.99
59.17
59.18
59.06
II5.IO
56.04
2.25
IO6.I2
IO9.II
108.93
I0=;.Q2
107.27
110.00
5‘-5°
106.25
53-96
940
2829
156
496
29
4450
19.25
2735-5
17'4-S
8856
387
14
61.56
6153
61.55
61.60
61.56
115.14
53-58
2.46
105.58
106.61
106.59
106.54
10633
106.69
52-75
106.50
53-‘i
940
2829
267
520
4
4560
20.50
23.01
1867.8
9061
412
15
63.36
63.62
63.53
63.80
63.58
II5.IO
51-52
2.06
105.84
105.48
105.57
105.10
105.49
109.30
53-98
106.65
57-78
940
2829
367
544
40
4720
20.50
25.03
292S.5
I79I-5
9263
3S7
16
6373
5376
6377
63-93
63.80
115.23
51-43
0.09
105.50
105-97
IOH.qo
105.30
105.68
107.50
54-23
106.50
56 07
940
2829
367
549
19
4704
23.00
24.29
284I.9
1862.1
9307
400
17
66-33
66.39
66.35
66.49
66.4O
115.65
49.25
2.18
109.32
108.14
IOST50
108.24
xoS.'55
110.50
59-3°
106.30
61.25
940
2829
462
719
5°
5000
23.00
26.53
3104.0
1896.0
9996
319
18
_
—
49.25
0.00
—
—
—
—
—
—
106.80
—
940
2829
558
—
—
—
24.00
19
_
_
_
_
_
—
49.25
0.00
—
—
—
—
—
—
—
106.50
—
940
2829
667
—
—
—
24.00
20
_
_
_
_
—
—
49.25
0.00
—
—
—
—
—
—
—
106.50
—
940
2829
667
—
. —
—
24.00
3209.3
21
68.10
68.U
68.21
68.24
68.16
115.26
47.08
2.17
IIO.IO
110.25
IIO.05
109.87
x 10.06
110.40
62.9S
107.15
6332
940
2829
743
922
10
5444
25.50
2743
2234.7
I044I
428
22
_.
_
_
_.
_
—
47.08
0.00
—
—
—
—
—
-—
—
107.30
—
940
2829
752
—
—
5621
25.00
28.28
2318.1
23
70.26
70.20
70.16
70.22
70.21
115.24
45-23
1.85
109^8
107.24
109.02
109.82
109.03
110.40
63.80
107.30
65.17
940
2829
844
968
40
24.00
3202.9
10539
439
24
_
_
_
_
_
—
45.23
0.00
—
—
—
—
—
—
—
107-35
—
940
2829
844
—
—
—
26.00
3410.6
2366.4
25
72.30
72.21
72.15
72.26
72.23
H5- I 9
42.96
2.27
109.99
109^98
HO.04
109.83
109.96
116.26
67.00
i°7-35
67.30
940
2829
844
”55
9
5777
26.00
29-15
10923
433
26
_
_
—
42.96
0.00
—
—
—
—
—
—
69-35
107.20
—
94°
2829
927
—
—
—
26.00
27
74.88
7474
74.67
74-83
74.78
11 5-39
40.61
2-35
IIO.OI
109.95
I0Q.Q2
109.96
109.96
110.14
107.10
69-53
940
2829
927
I292
5
5993
27.50
30.11
35I3.8
2479.2
11202
442
28
77-35
77-25
77.15
77.25
77-25
n 5-34
38.09
2.52
108.99
109.29
109.19
109.19
109.16
109.89
71.08
107.15
71.80
940
2829
1022
1391
23
6205
27.00
3 1 - 10
3638-7
2566.3
11407
45°
29
79.11
78.93
78.95
79-02
79.00
115.60
36.60
1.49
109.89
110.07
109.95
109.88
10995
107.10
73-35
107.10
70.50
940
2829
1102
1532
0
6403
28.00
30-53
3536.0
2867.0
11675
49 1
3°
_
—
—
36.60
0.00
—
—
—
—
—
—
—
IO7.IO
—
940
2829
1183
—
—
6520
28.00
2767.8
31
81.50
81.37
81.41
81.50
81.44
117.16
3572
0.88
109.70
109.76
IO9.40
109.60
109.60
109.76
73-88
IO7.IO
74.04
94°
2829
1183
1563
5
28.00
32.07
3752-2
”737
472
Remarks.
Air pressure put on at 7 A. m. Air gauge shows no pressure.
Ice broke in river. Moved Worthington pump on barge.
Sand pump shut down at 8 A. M. Bad weather. Sand pump shut down for want of coal.
No work going on. Blizzard.
No work going on. Blizzard.
River closed. Blizzard.
Sand pump started at 11 a. m.
No water standing in pit around caisson. Cutting edge on bed-rock at 7 r. M.

16
APPENDIX C. — Continued.
\
RECORD OF SINKING CAISSONS.
PIER B.
Average
Elevation of Sand.
Average
Weight.
Air Pressure.
Reaction
Surface
Average
Elevation
Sunk
Pene-
Depth
Immersed.
Friction
Remarks.
Date.
Datum.
of
in 24
tration
of
Gauge.
due to Air Pressure.
Weight.
in
Contact.
per
Square
Edge.
Caisson.
Foot.
N. E.
N. W.
s. w.
S. E.
Average.
N. E.
N. W.
s. w.
S. E.
Average.
Caisson.
Crib.
Masonry.
Sand.
Water.
Total.
Indicated.
Calculated-
1886.
Tan,
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Sq. Ft.
Lbs.
3 1
—
—
—
—
—
—
III.25
—
—
—
—
—
—
—
—
—
—
—
—
_
—
—
“
Cutting edge at this elevation when caisson built.
Feb.
1
106.90
4-35
_
_
___
_
Lowered on screws until cutting edge rested on ice.
2
—
—
—
—
—
—
101.25
5-65
3
—
—
—
—
—
—
IOI.25
0,00
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
—
Commenced concreting.
4
—
—
—
—
—
—
97-3°
3-95
—
—
—
—
—
—
—
8.95
356
—
__
—
—
356
5
—
—
—
—
—
—
97-3°
0.00
—
—
—
—
—
—
106.25
425
—
—
—
—
425
6
14.00
14.60
14.70
I4.IO
r 4-35
106.50
92.15
5- I S
—
—
—
—
—
—
106.20
14.05
574
—
—
—
—
574
5.00
—
—
—
—
—
Air pressure put on at 4 P. m. Sand pump started 5 p. m.
7
^•S 0
17.25
16.49
14.16
15.85
105.57
89.72
2-43
—
—
—
—
91.95
2.23
105.57
15-85
870
—
—
—
18
888
5.00
6.86
1 801
87
401
434
8
18.90
18.90
19.83
19.83
19-37
io^.qo
86.13
3-59
—
—
—
—
91.90
5-77
105.50
19-37
940
239
—
5
3 1
1215
5-5°
8-39
979
2 3 6
103s
455
9
3 I -°7
3 r - 2 4
30-83
30.67
3°-95
113.81
82.86
3-27
—
—
—
—
91.86
9.00
105-57
22.71
940
558
—
ID
42
1550
&50
9.87
n 5 2
398
1614
493
Sand pump stopped at 2 p. m. Waiting for masonry.
10
34.28
34.10
34-3°
34-39
34-27
113-94
79.67
3- J 9
—
—
—
—
91-75
12.08
ioS-55
25.88
940
718
—
19
58
1735
8.00
II.2I
1308
427
2162
395
II
36-73
36-99
36-74
36.58
36.76
H4-39
77-63
2.04
—
—
—
—
91.83
14.20
i°5-53
27.90
940
991
—
23
66
2020
IO.5O
12.08
1410
610
2473
493
First course of masonry laid out.
12
36.56
36.67
35-93
35-9°
36.27
113.61
77-34
0.29
—
—
—
—
91.80
14.46
105.50
28.16
940
991
165
23
68
2187
IO.5O
12.19
1423
764
2508
609
Waiting for masonry.
13
38.03
37-93
37-17
37 -i 6
37-58
114.77
77- I 9
0.15
—
—
—
—
9i-55
14.36
105.76
28.57
940
991
3>5
23
73
2352
12.00
12.37
1444
908
2494
732
Sand pump started at 3 P. m.
14
41.84
41.60
40.86
41.27
41-39
H3-47
72.08
5- 11
—
—
—
—
91.41
19-33
105.86
33-78
940
991
463
60
108
2562
13.00
14.63
1707
855
3441
497
*5
46.O9
46.01
45.28
45-43
47.00
11 3-39
67.69
4-39
—
—
—
—
91.48
23-79
105.88
38-19
940
991
610
102
203
2846
I5.OO
16.54
1930
916
4199
436
l6
48.33
48.24
48.15
48.38
48.28
113.91
65.63
2.06
—
—
—
—
90.26
24.63
105.86
40.23
940
991
1004
IIO
274
3279
16.00
17.42
2033
1246
4343
574
17
51.09
50.88
50.64
5°-94
50.89
H3- 2 4
62.35
3.2S
88.95
87.95
92-95
91.95
90.45
28.10
105-95
43.6°
940
991
III4
142
3 j 6
3413
20.00
l8.88
2204
1209
4923
491
Struck mud on south end of chamber.
18
52.42
^2.20
5 i -63
5!-9i
52-.04
112.83
60.79
1.56
—
90.65
29.86
106.15
45-36
940
991
1244
160
35°
3585
23.OO
19.64
2292
I2 93
5228
495
19
49.05
48.85
48.85
49.05
48.95
106.35
57-4°
3-39
—
—
—
—
9°-75
33-25
106.35
4».95
940
991
1244
262
389
3826
26.00
21.19
2473
*353
5739
471
Pier settled at 6.30 A. m. This is first settle by reducing air pressure.
20
58-57
58.42
58.20
58-45
58.41
11371
55-3°
2.10
—
—
—
—
90.36
35.06
106.46
51.16
940
991
1376
334
408
4049
26.00
22.15
25S0
1463
5986
488
Pier settled at 4.30 A. M. and at 6 p. m.
21
60.72
60.63
60.68
60.84
60.72
ii3- 2 5
52-53
2.77
85.56
87.56
87.56
92.56
88.31
35-78
106.56
54-03
940
991
1480
356
478
26.00
23-39
273O
1425
6096
467
22
64.66
63.62
68.25
63.78
63.82
63.72
113-37
49- 6 5
2.88
—
—
—
8 7-53
37.88
106.71
57.06
940
991
1765
451
538
26.00
24.71
2884
1801
6355
567
Pier settled at 2.30 p. m.
23
68.I9
68.13
68.18
68.19
II3-33
45.14
4-53
85.89
86.89
87.89
QO.80
87.89
42-75
106.89
61.75
940
991
19S6
674
520
5'"
27.50
26.74
3 121
1985
69S9
568
Pier settled at 2.45 p. M.
24
—
—
—
—
45- I 4
0.00
—
—
—
87.89
42-75
107.00
61.86
940
991
1986
674
523
5"4
3 I -°°
26.78
3 1 ; 6
1988
6989
569
Waiting for masonry.
25
65.28
65.42
65.28
65.19
65.29
107.46
42.17
2.97
85.46
86.46
86.96
91.46
87.58
45-4i
107.26
65.09
940
991
1986
822
548
5267
33-°°
28.18
3289
1978
73 T 7
546
Pier settled at 3.30 P. m.
26
—
—
—
—
42.17
o.co
—
—
87.00
—
87.58
45.41
107.46
65.29
940
991
2089
822
554
5376
33-°°
28.27
33°°
2076
73*7
567
Waiting for masonry. Pier settled at 3.30 P. M.
27
76.62
76.79
76.71
76.55
76.67
115.15
38.48
3-69
85.00
86.00
90.00
87.00
48.52
108.00
69.52
940
991
2332
95°
598
58 m
35-50
3°- 10
35 r 3
2298
7710
596
<« <<
28
38.48
0.00
87.00
48.52
108.15
69.67
940
991
2380
950
562
5823
35-50
30-17
3521
2302
7710
598
Mar.
1
38.48
0.00
87.00
48.52
108.59
7O.II
940
991
2494
950
615
5990
3S.00
30-36
3544
2446
7710
634
Waiting for masonry. Pier settled at 5 p. m.
2
79-99
LT)
d
00
79-9S
79.86
80.00
Ln
b
CO
35-°8
3-40
82.98
85.98
87.98
90.98
86.98
51-9°
108.98
73-9°
940
991
2582
t«5
64O
6268
38.00
32.00
3735
2533
8135
623
4 < ((
3
—
—
—
—
35-°8
0.00
—
—
86.9S
5 I -9°
I0Q.2Q
74.21
940
991
2677
”15
669
6392
39.00
32-13
375°
2642
8135
649
Pier settled at 6.45 p. m.
4
76.48
76.73
76.95
76.89
76.76
IOQ.tlS
32.82
2.26
8 i -53
83-23
86.53
89-53
85.25
52-43
109.53
76.71
940
99 1
2767
II4I
705
6544
40.00
33-2i
3876
2668
8201
651
§
77.86
77-98
77-77
77-73
77.84
109.69
31-85
0.97
80.66
80.66
84.66
88.b6
83.66
51.81
IO9.66
77.81
940
991
2767
1078
764
6540
40.50
33-69
3932
2608
8123
644
Pier settled at 11.45 A - M - and 5.45 p. m.
6
g|-43
85-57
85.68
85.62
85-58
116.27
30.69
1.16
82.64
86.14
79.64
76.14
81.14
5°45
109.64
78-95
940
991
2860
1023
«37
6651
40.5°
34.18
3989
2662
7954
669
Pier settled at 4.20 P. M.
7
86.88
87.00
87.02
86.95
86.96
116.18
29.22
1.47
79-39
77-39
80.39
84-39
80.39
51-17
109.64
80.42
940
991
2946
1057
839
67 73
40.50
34.82
4064
270Q
8043
673
Cutting edge on bed-rock at 4 P. M.
8
87-39
87.54
87-59
87.63
87.54
Il6.l6
28.62
0.60
80.99
52-37
109.39
80.77
940
991
2946
i"5
849
6841
34-97
4082
2759
8i93
673
1

APPENDIX C. — Continued.
RECORD OF
SINKING CAISSONS.
PIER C.
Date.
Gauge Readings.
Datum.
Average
Elevation
of
Cutting
Edge.
Sunk in 24 Hours.
Elevation of Sand.
Average
Penetration
of
Caisson.
Water
Gauge.
Depth
Immersed.
Weight.
Air Pressure.
Reaction due to Air Pressure.
Net
Weight.
Surface
in
Contact.
Average
Friction
per
Square
Foot.
N. E.
N. W.
s. w.
S- E.
Average.
N. E-
N. W.
s. w.
S. E.
Average of 12
Soundings
Caisson.
Crib.
Masoury*
Sand.
Water.
Total.
Indicated.
Calculated.
1SS6.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Sq. Ft.
Lbs.
_
_
_
—
_
_
III.14
—
—
—
_
_
_
—
106.80
—
239
—
—
—
—
239
—
—
—
239
—
—
__
_
_
_
_
_
hi.14
—
—
—
_
_
_
—
106.70
—
239
—
—
—
—
239
—
—
—
239
—
—
16
6.70
7.00
7.40
7.20
7.08
106.70
29.60
u.54
—
—
—
—
—
—
106.70
7.08
355
—
—
—
—
355
—
*■ —
355
17
7.90
7.00
7.50
7 - 5 °
7.48
106.65
99.17
0.49
98.65
97-15
91.65
98-75
96.55
—
106.65
7.48
514
—
—
—
—
—
5*4
18
21.15
21.06
22.47
22.92
21.90
n8.68
96.78
2-39
97.60
98.30
91.60
96.80
96.08
—
106.60
9.82
617
—
—
—
—
617
6.25
4- 2 5
510
101
19
2370
22.54
22.55
23.82
23-15
118.57
95.42
1.36
97.OO
98.50
92.50
97.00
97.64
2.22
106.50
11.08
855
II
—
—
5
871
8-75
4.80
288
404
1425
20
26.89
25.34
26.36
27-58
26.67
118.64
91.96
3-46
96.50
98.00
91.60
97.50
97-53
5-57
106.50
14-54
975
34
—
—
22
1031
9-00
6.29
764
267
1014
526
21
^ 0.73
30.30
31.29
31.73
31.01
118.68
87.67
4.29
96.45
97-95
92-45
97-45
97.06
9-39
106.45
18.78
975
221
—
8
31
>235
10.50
8.13
987
248
1709
290
22
29. qs
28.75
28.29
20.22
28.95
II4.40
85-45
2.22
96.40
97.90
93-40
97.40
97-32
11.87
106.40
20.QH
975
5°3
—
l6
35
1529
11.50
9.07
420
2137
400
23
29.48
2S.64
28.15
29.06
2S.84
114.26
85.42
0.03
96.40
97.90
93 - 4 °
97.90
97-54
12.09
106.40
20.98
975
520
—
17
35
1547
11.50
9.08
445
4IS
24
32.98
32-87
32.48
32.55
32.72
114.81
82.09
3-33
95.90
99.40
92.40
99.40
97.69
15.60
106.40
24 - 3 1
975
520
178
33
33
1739
13-5°
IO -53
461
2267
406
25
3448
34-16
34-13'
34-3&
34-29
114.70
80.41
1.68
IOI.30
100.30
95 - 3 °
101.00
qq.86
19.45
106.50
26.09
975
$20
409
56
82
2042
I3-50
11.30
1372
3476
385
26
38.40
33-78
38.72
38-34
38.56
114.92
76.36
4.05
97.40
102.40
97.40
103.40
101.28
24.92
106.40
30.04
975
520
604
123
IIO
2332
15.00
13.01
1 579
758
4526
332
27
40.43
40.87
40.94
40.48
40.68
114.88
74.20
2.16
99.40
101.40
qS.qo
103.40
101.S3
27.63
106.40
32.20
975
520
768
216
113
2592
18.00
: 3-94
955
49°7
345
28
43-Qi
434)8
44-25
44.12
44.06
114.65
70.59
3.61
100.60
101.20
102.90
104.40
102.20
31.61
106.40
35-8 i
975
520
1063
3 8 7
107
3052
18.50
5432
427
29
47-54
47-44
47.27
47.29
47-38
114.66
67.28
3-3 1
102.40
qS.qo
102.60
104.40
101.75
34-47
106.40
39.12
975
520
1197
516
117
3325
20.00
i 6-94
2056
5804
437
3°
31-71
51.56
51.50
5 r - 6 7
51.61
114.83
63.22
4.06
98.90
99-00
103.90
101.90
100.27
37-°5
106.40
43- lS
975
520
1474
633
162
3760
2I.5O
I8.7O
1490
6i35
485
Oct.
1
52.30
52.14
51.97
52.15
52.14
114.91
62.77
0.45
99-45
99-45
103-45
100.95
99.66
36.89
106.45
43.68
975
520
1474
626
i 7 3
3773
21.50
18.91
2296
1477
6118
483
2
54-30
54.09
54.14
54-38
54-23
114.65
60.42
2-35
99-45
99-45
104-45
99-45
99-37
38-95
106.45
46.03
975
520
1648
721
I90
4054
23.00
* 9-93
2419
03*3
509
3
38.32
58.24
58.41
58.69
q8-46
114.67
56.21
4.21
96.20
101.40
103.20
99-20
98.76
42-M
106.20
49-99
975
520
1765
890
204
4354
27.OO
-1.64
1727
504
4
60.89
60.72
6t
61.27
61.00
114.57
53-57
2.62
96.20
96.20
102.70
100.60
9 8 -43
44.86
106.20
52.63
975
520
1991
989
216
4691
27-5°
2767
1924
541
5
64-3
64.19
63.78
63.87
64.02
“4-73
50.71
2.86
96.15
95-65
I0I.I5
105.15
98.47
47.76
106.15
55.-44
975
520
2293
1142
217
5 r 47
29.OO
24.00
2914
2233
75°9
^ 95
6
66.92
66.93
66.91
66.S8
66.91
114.72
47.81
2.90
96.60
95- 10
IOI.IO
104.60
98.42
50.61
106.10
58.29
975
520
2514
1283
222
55H
30.00
25.24
3064
245°
7
69.70
69-73
69.41
69-37
69-55
114.56
45.01
2.80
96.50
95.00
101.00
104.00
97-93
52.92
106.00
60.99
975
520
2625
1399
2t6
5755
3 1 - 00
26.41
3206
2 54y
625
8
73-79
73-87
73-62
73-58
73-71
11&56
44.85
0.l6
97.10
95- 10
103.10
IO5.IO
98.64
53-79
106.10
61.25
975
520
2755
1443
218
59 11
31.00
3219
b 5 r
9
73-97
74.05
73-85
73.80
73-92
118.67
44-75
0.10
9S.00
95.00
102.50
104^50
qS.8q
54-M
106.00
61.25
975
520
2755
1475
209
5934
3 I -5°
*y
2 7 r 5
030 4
6 53
10
76.30
76.38
76.67
76.63
76.49
118.56
42.07
2.68
97.00
94.00
103.00
104.00
98-75
56.68
106.00
63-93
975
520
2840
'59'
216
6142
32.00
3360
045
II
76.65
76.75
76.81
7677
76.74
118.55
41.81
0.26
97.50
94-5°
103.50
104.00
99-54
57-73
106.00
64.19
975
520
2840
I646
193
6174
32.00
27.79
3374
o7 5°
639
12
7Q.I3
79.24
79.10
79.06
79- r 3
118.44
39-3 1
2. HO
96.40
93-9°
104.90
103.40
99- ! 3
59.82
105.90
66.59
975
520
3°I2-
1761
204
6472
33-°o
3 S °°
2972
9 OI 4
059
13
79-43
79-51
79-43
79-3 s
79-44
118.65
39.21
o.io
95.90
93-9°
104.40
102.90
9949
59.98
105.90
66.69
975
520
3151
1765
203
6614
33-00
28.88
3506
3105
9036
14
81.69
81.78
81.94
81.96
Si.84
11&51
36.67
2.54
95.90
93-9°
105.30
102.90
99.10
62.43
105.90
69.23
975
520
3244
1894
210
6843
34.00
3640
3 2 °3
1 c
82.38
82.46
82.54
82.56
82.48
118.24
3576
O.9I
95.85
93-85
104.35
101.85
98.60
62.84
105.55
70.09
975
520
3303
1916
219
6933
34.00
3°-35
3684
3249
9407
16
84.69
84.71
84.61
84.67
84.67
118.59
33-92
1.84
95-3°
94-3°
104.30
100.80
97.90
63.98
105.S0
71.88
975
520
3303
1978
243
7021
34-5°
3 1 - 1 2
3778
3243
9526
Co I
17
84.74
84.78
84.68
84.74
84.74
118.65
33-91
0.01
93-85
93.80
104.8 ?
100.04
98.04
64.13
105.85
71.94
975
520
3303
1985
7021
35-5°
3 I - I 5
3782
3 2 39
9540
iS
83.33
8331
82.92
83.01
83.14
114.79
3 i6 5
2.26
93-85
94-35
103-35
100.05
97-68
66.03
105.85
74.20
975
520
3303
2087
256
7141
36.50
32-13
39 01
3240
9770
663
19
87.17
87.18
86.78
86.84
86.99
118.63
31.64
0.01
93-35
94-35
103.85
100.35
97.85
66.21
105.85
74.21
975
520
3303
2099
2S l
7148
37.00
3213
3901
3 2 47
9794
20
84.32
84.32
84.30
S4-39
84-33
114.40
30.07
I -57
90.40
94.80
104.30
103.80
98.00
67-93
105.S5
75-78
975
520
3303
2197
246
7241
37-5°
32.81
3983
3 2 5 *
05 1
Remarks.
Caisson suspended on screws; commenced lowering.
Commenced concreting 3 r. M.
Stopped concreting 12 M. Air pressure put on 5 P. m. Started concreting 6 P. m. Stopped concreting 6 A. M. Started sand pump 10 a. m.
Waiting all day till concrete sets, for first course of masonry. First course of masonry laid out.
First settle of caisson by blowing off air pressure at 6.20 P. M. on the 2d.
Struck grave! and some clay. Sacking out material. Gravel and sand with some clay. Sacking out material.
The levels were taken after settle at 5.20 P. M. on the 18th. Caisson on bed-rock at 5.20 p. M. on the 19th.

i8
APPENDIX C. — Continued.
RECORD OF SINKING CAISSONS.
PIER D.
Date.
Gauge Readings.
Datum.
Average
Elevation
of
Cutting
Edge.
Sunk in 24 Hours.
Elevation of Sand.
Average
Penetration
of
Caisson.
Water
Gauge.
Depth
Immersed.
Weight.
Air Pressure.
Reaction due to Air Pressure.
Net
Weight
Surface
in
Contact.
Average
Friction
per
Square
Foot.
N. E.
N. W.
s. w.
s. E.
Average.
N. E.
N. W.
s. w.
s. E.
Average of 12
Soundings.
Caisson*
Crib.
Masonry.
Sand.
Water.
Total,
Indicated.
Calculated.
1886.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Sq. Ft.
Lbs.
27
_
_
_
_
—
—
IIO.23
—
—
—
—
—
—
—
105.80
—
234
—
—
—
234
—
—
—
234
—
—
28
0.50
0.50
0.50
O.50
0.50
105.90
105.40
4-83
-
IO5.90
0.50
234
234
234
Nov.
1
4.80
4.80
4.80
4.80
4.80
105.70
IOO.90
■ 4-5°
93.70
94.70
96.20
93.2°
95.18
105.70
4.80
234
_
_
—
234
_
—
—
234
2
IO.70
10.70
10.70
IO.70
IO.70
IO5.70
95.00
5.90
90.70
92.70
95-7°
93-7°
94.28
—
105.70
IO.7O
490
—
—
—
490
—
—
—
490
—
3
12.40
10.70
9.10
11.3°
10.88
105.60
94.72
0.28
90.IO
92.60
95.60
92.60
93-79
—
10460
10.88
841
—
—
—
841
—
.—
—
841
—
—
4
26.41
26.85
27.50
27.47
27.06
H0.24
91.18
3-54
9O.IO
91.60
95.60
100.60
95.26
4.08
105.60
14.42
992
—
—
15
1007
7-5°
6.24
728
279
734
760
s
23.37
23.47
23.36
23.58
2344
114-34
§9.21
1.97
88.70
90.70
95.70
102.70
96.09
6.88
105.70
16.49
992
3°
3
19
1044
9.00
7.14
833
211
1238
3 f
6
25.83
25-31
27.08
26.95
26.54
114.47
87-93
1.28
89.30
90.80
95.80
102.80
96.05
8.12
105.80
17.87
992
233
5
23
*253
10.00
7-74
903
35°
M55
481
7
31-13
30-97
31.25
3!-37
31.18
II 3-93
82.75
5-18
87.90
90.60
101.90
102.90
96.84
14.09
105.90
23-15
992
• 477
27
1594
13.00
10.02
1169
f s
2495
340
8
34-87
35-43
34.91
34-39
3490
113.67
78.77
3-98
87.95
90.95
101.95
101.95
96.62
17-85
105.95
27.18
992
773
46
198
2009
15.00
u.77
1374
635
3200
396
9
37-69
38.02
38.31
37-97
38.00
"3.79
75.79
2.98
87.00
90.OO
103.00
100.00
96.08
20.29
106.00
3°.2I
992
962
93
238
2285
16.50
13.08
1527
758
3439
441
10
42.69
42.66
43.21
43- 1 4
42.92
II 3-74
70.82
4-97
89.00
91.OO
104.00
99.00
9546
24.64
106.00
35- i 8
992
1265
259
273
27S9
18.50
1523
1778
IOII
4042
500
II
4719
47.38
47.38
47.09
47.26
113.82
66.6l
4.21
89.10
90.60
102.10
98.10
94.68
28.07
106.10
3949
992
1469
422
316
3199
20.50
I7.IO
1996
1203
453°
531
12
49.52
49.80
49.76'
49*34
49.61
11 3-74
64.13
2.48
89.10
90.IO
IO4.IO
97.10
93-77
29.64
106.10
41.97
992
1627
497
346
3462
24.00
18.17
2121
1341
4746
565
!3
52-33
52.29
52.30
52.20
52.28
113-77
61.49
2.64
88.30
88.30
103.30
96.30
92.93
3 T -44
106.30
44.81
992.
£
1842
584
382
3800
24.00
19.40
2264
1536
4993
615
14
58.26
58-15
58.08
58.03
58-13
113.68
55-55
5-94
87.40
87.40
102.40
96.40
92.40
36-85
106.40
50.85
992
U
2052
g 5 o
411
4305
25.00
22.02
2571
1734
5729
605
15
60.47
60.43
60.42
60.32
60.41
II3-79
53-38
2.17
88.00
88.00
103.50
96.50
92.17
3879
106.50
53-12
992
2237
948
426
4603
27.00
23.00
2684
1919
6002
639
16
54-9°
54.90
54-30
54.30
54.60
106.55
5 1 -95
1-43
87-55
87-55
103-55
97.05
92-43
40.48
lo 6 A 5
54.60
992
£
2353
1033
423
4801
28.00
23.64
2759
2042
6220
656
17
—
—
—
—
—
106.00
—
992
2353
—
—
—
29.00
—
—
—
18
64.87
64.78
64.41
64.40
64.61
114.25
49.64
2.31
—
—
—
—
—
—
104.20
54.56
992
2353
—
—
—
29.00
23.62
2757
—
—
—
19
64.99
64.91
64.54
64-53
64.74
“4.33
49-59
0.05
90.IO
88.10
IQ3-I0
99.10
95.06
4547
105.10
55-Si
992
2353
1262
300
4907
29.00
24.04
2809
2098
6668
629
20
64.96
64.85
64.49
64.47
64.69
114.27
49.58
0.01
90.20
88.20
102.20
98.20
94.99
45.41
105.20
55.62
992
2353
1259
305
4909
29.00
24.08
2811
2098
6660
630
21
—
_
49.58
0-00
87.88
88.88
99.88
98.88
95.21
45-63
104.88
55-30
992
2353
1276
271
4892
29.00
2394
2782
2110
6687
631
22
65.44
65.32
65.09
63.11
65.24
113.16
47.92
1.66
88.55
88.55
98.58
98.55
94.88
46.96
104.55
56-63
992
24OI
1343
287
5023
30.00
24.52
2862
2161
6846
616
23
66.06
65.97
65.35
65.40
65.69
II3-I3
4744
0.48
90.00
90.00
98.00
99.00
95-5°
48.06
105.00
57-56
992
2498
1401
286
5177
30.00
24.92
2909
2268
6966
651
24
72.17
72.08
71.30
71.32
71.72
118.19
46.47
097
§9.10
91.10
98.10
99.10
96.93
50.46
105.10
58.63
992
2678
1529
249
5448
30.50
2539
2963
2485
7279
682
25
72.82
72.79
72.23
72.17
72.50
118.01
46.01
0.46
91.40
qO.QO
98.40
98.40
96.44
5°-43
105.40
59-39
992
2678
1527
273
5470
30.50
25.72
3002
2468
7275
678
26
73-55
73-55
73-11
73-07
73-32
118.35
45-°3
0.98
89.20
90.20
97.20
100.20
96.87
51.84
105.20
60.17
992
2764
1602
272
5630
30.50
26.05
3040
2590
7448
695
27
73.40
73.3 8
72.76
72.72
73-07
117.74
44.67
0.36
89.10
90.IO
97.10
98.10
36.77
52.10
105.10
6043
992
. 2764
1620
256
5632
30.50
26.17
3°55
2577
7478
689
28
72.72
72.69
72.23
72.19
72.46
116.24
4378
0.89
89.00
90.00
96.OO
98.00
96.75
52.97
105.00
61.22
992
2764
1662
252
5670
3 I -5°
26.51
3°94
2576
7584
679
29
72.72
72.69
72-55
72.51
72.62
115.24
42.62
1.16
90.30
90.30
96.30
98.30
96.97
54-35
105.3°
62.63
992
2764
1737
259
5752
31-50
27.14
316S
2584
7750
667
30
72.76
72.70
72.58
72.56
72.65
IT 4-39
41.74
0.88
90.40
89.40
98.40
IOO.4O
97-15
5541
'105.40
63.66
992
2764
1795
257
5808
3»-So
27.56
2591
7880
658
Dec.
65.06
28.17
3217
I
72.77
72.81
72.84
72.76
72.79
11343
40.64
1.10
90.70
9O.7O
96.70
99.70
97.03
56.39
105.70
32.00
Remarks.
Caisson suspended on screws ; began lowering at 12 noon. No lowering done on the 28th, 29th, 30th, or 31st.
Caisson landed; removing screws at south end.
All screws removed. Air pressure put on at 11 A. M. First course of masonry laid out at 4 p. M.
Struck gravel with some clay at north end of caisson.
Strong snow-storm prevented laying masonry. River closed above bridge.
No levels or soundings taken. Snow-storm and blizzard. Sacking out gravel. No soundings taken on account of ice.
Hoisting out gravel. Working all day to get derrick-boat off sand-bar.
Masonry 9.28 ft. above water surface.
Caisson settled for the first time by relieving pressure at 3 P. M., and landed on bed-rock on west side.

I
APPENDIX C. — Continued.
RECORD OF SINKING CAISSONS.
PIER E.
Date.
Gauge Readings.
Datum.
Average
Elevation
of
Cutting
Edge.
Sunk in 24 Hours.
Elevation of Sand.
Average
Penetration
of
Caisson.
—
Water
Gauge.
Depth
Immersed.
k
Weight.
Air Pressure.
Reaction due to Air Pressure.
Net
Weight.
Surface
in
Contact.
Average
Friction
per
Square
Foot.
N. E.
N. W.
s. w.
S. E.
Average.
N. E.
N. W.
s. w.
S. E.
Average of 12
Soundings-
Caisson.
Crib.
Masonry.
Sand-
Water.
Total.
Indicated.
Calculated-
1887.
Jan.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Tons.
Sq. Ft.
Lbs.
5
_
—
—
—
—
—
I IO.09
—
—
—
—
—
—
—
—
—
225
—
—
—
225
—
—
—
225
—
—
6
7.2O
7.20
7-3°
7-3°
7-25
107-37
100.12
9.87
91-37
95-37
92-37
93-87
92.04
—
107.37
7-25
225
—
—
122
103
—
—
—
103
__
—
7
II.10
II.IO
II.IO
II.IO
II.IO
107.47
9637
3-75
92.47
95-47
92.97
94-47
92.22
—
107.47
II.IO
436
—
—
295
141
—
—
—
hi
8
12.00
12.20
12.20
12.00
12.10
107.55
95-45
0.92
92-55
94-55
93-°5
93-55
9^84
—
i°7-55
12.10
621
—
—
354
267
—
—
—
267
—
—
9
I 3-S°
13-5°
r 3-5 0
13-5°
13-5°
107.69
94-15
1.30
92.65
94-15
92.62
93- 1 5
91.61
—
107.65
i3-'5
621
—
—
416
205
7.00
—
—
205
—
—
IO
15.00
15.00
15.00
I5.OO
15.OO
107.77
92.77
1.38
92.77
93-77
9 J -77
92-77
9 T -59
—
107.77
I 5.00
779
—
—
l6
795
10.00
7.00
784
II
II
26.95
26.94
27-33
27-33
27.14
118.14
91.00
i-77
92.88
91.88
92.88
92.88
91.52
°. 5 2
107.88
16.88
905
—
—
17
923
10.00
7-3i
819
86
95
1810
12
23.21
23.20
23.08
23.13
23.1*
113.91
90.76
0.24
Q2.q6
93-46
92.96
92.96
91.84
I.08
107.96
17.20
920
—
—
24
944
10.25
7-45
fas
85
189
899
13
27.84
27-77
26.75
26.87
27-3 1
II7.I2
89.81
0.95
91.01
93.01
93.01
93- 01
91.51
1.70
108.01
18.20
920
”5
—
28
1063
10.25
7.88
883
180
298
1208
14
21.71
28.68
27.58
27.58
28.14
107.17
89.03
0.78
92.06
91.06
93.06
93.06
91.06
2.03
108 06
19.03
920
269
—
41
1230
12.00
8.24
923
3°7
356
1725
15
32-48
3241
3^3
32-85
32.64
107.17
84-53
4-5°
91-13
9i-i3
94-13
93- 1 3
91-63
7.10
108.13
23.6O
920
5>°
6
129
1565
>3-5°
10.22
1145
420
1228
684
16
35.06
34-98
34.82
34-87
34-93
116.54
81.61
2.92
89.10
89.10
95.60
94.10
9t-93
10.32
10S.10
26.49
920
700
12
197
1829
14.00
n.47
I2 « s
544
1825
596
17 -
37-34
37.02
37.80
38.02
37-55
107.15
79.60
2.01
89.25
91.25
95-75
94-25
92.21
12.61
108.25
28.65
920
700
22
245
1S87
15.00
I2.4O
1389
498
2204
452
18
3S-94
38.84
3S-76
38.82
38.84
115.90
77.06
2.54
88.30
89.30
96.30
95.80
91.89
14.83
IOO.IO
3P24
920
941
29
306
2196
16.50
13-53
1516
680
2610
521
!9
42.65
42.45
42-57
42.81
4^.62
H 7-35
74-73
2-33
88.76
91.26
97.26
94.26
92-59
17.86
108.26
33-53
920
1162
43
354
2479
17.00
14-52
1627
852
3 n 5
547
20
46.82
46.81
46.95
46.92
46.88
II 7 -I 3
70.25
4.48
88.10
8S.10
94.10
95 - 10
90-39
20.14
108.10
37-85
920
1272
IO4
433
2729
18.50
16.39
!8 3 6
893
3399
525
21
46.90
46.90
46.99
46.99
46.95
II 7 -I 5
70.20
0.05
87.97
88.97
95-97
94-97
91.01
20.81
107.97
37-77
920
j 378
135
412
2845
19.50
16.35
1832
1013
3489
587
22
50.50
50.60
50.27
50.18
5°-39
116.74
66.35
385
84.6O
86.60
98.60
94.60
90.60
24.25
107.60
41-25
920
i 5 8 7
252
432
3 r 9i
21.00
17.86
2001
1190
3944
604
23
S4-3 2
54-47
54.28
^4.10
54-29
117.14
62.85
3-4°
84-73
86.73
98-73
94-73
9°-73
27.88
107-73
44.88
920
1790
412
445
3567
22.00
19-43
2177
I 39°
4407
631
24
55.66
55-77
55.89
55.80
55-78
117.23
61.45
1.40
86.50
93-5°
100.50
95.50
90.83
29-38
107.50
46.05
920
1888
478
439
3725
23.OO
19.94
2234
1493
4596
649
25
59.03
59.12
59.20
59.10
59.11
119.02
59-9 1
1.54
85.25
87.25
98.25
95-25
9°-33
30.42
107.25
47-34
920
2078
528
449
3975
23.OO
20.50
2297
1678
4728
709
26
61,58
61.65
6I.52
61.44
61.55
120.50
58-95
0.96
83.25
86.25
97-25
101.25
92.17
33-22
107.25
48.30
920
2078
651
405
4054
24.OO
20.91
2343
1711
5080
673
27
61.47
6i-37
61.38
61.47
61.42
118.57
57-15
1.80
82.18
85.18
100.18
97 -i 8
9M3
34.28
107.18
50.03
92O
r 9
2078
699
427
4124
24.OO
21.66
2427
1697
52!3
65 1
28
60.18
60.09
60.20
60.29
60.19
117.09
56.90
0.25
85.03
86.03
101.03
97-°3
9P36
34-46
107.03
50-13
920
6
2078
707
424
4129
24.OO
21.71
2432
1697
5238
648
29
60.54
60.48
60.70
60.74
60.62
117.30
56.68
0.22
84-93
84-93
100.93
96-93
92.68
36.00
106.93
50.25
920
2078
778
38s
4164
24.OO
21.76
2438
1726
5427
636
3°
61.22
61.24
61.38
61.35
61.30
116.64
55-34
1-34
84-93
84-93
100.93
96-93
92.68
37-34
106.85
51.51
920
2078
841
361
4200
25.OO
22.30
2498
1702
5595
608
62.20
62.22
62.35
62.32
62.27
117.50
55-23
O.II
82.82
84.82
101.82
96.82
92.99
37-76
106.82
51-59
920
2078
860
381
4239
25.OO
22.34
2503
1736
5646
615
Feb.
1
63.65
6377
63-83
63.70
63-74
117-43
53-69
I -55
84.80
84.80
toi.8o
95.80
92.55
3 8 -86
106.80
53- 11
920
2078
912
395
4305
25.50
23.OO
2577
1728
5784
598
2
65.19
65.12
64.69
64.76
64.98
117.46
52.52
1.17
82.82
84.82
101.82
95-82
92.40
39.88
106.82
54-30
920
2078
960
402
4360
26.00
2 3-5*
2634
1726
5911
584
3
65.08
65.00
64.69
64.80
64.89
117.26
52-37
0.15
82.86
83.86
102.86
96.S6
92.19
39.82
106.86
54-49
920
2078
957
409
4364
26.00
23-59
2643
1721
5901
583
4
65.04
64.94
64.90
65.OO
64.97
117.09
52.12
0.25
80.00
85.00
102.00
96.00
92.58
4O.46
IO7.OO
54.88
920
2078
987
404
4389
26.00
23.76
2662
1727
5982
577
65.84
65.82
66.oi
66.02
65.92
H7-34
51.42
0.70
80.03
83.03
101.03
97-03
92.II
40.69
107.03
55-6 i
920
2174
997
418
4509
28.00
24.0S
2698
l8ll
601 I
602
67.19
67.20
67,11
67.09
67.15
117.47
50.32
I.IO
81.10
84.10
102.10
97.10
92.27
4i-95
107.10
56.78
920
2263
1059
419
4661
28.00
24.58
2754
1907
6l66
618
7
67.80
67-87
6740
67.49
67.66
117.80
50.14
0.1S
81.10
85.10
102.10
98.10
92.52
42.38
IO7.IO
56.96
920
2401
1079
413
4813
28.00
24.66
2763
2050
6208
660
8
68.18
68.27
67.92
67.88
68.06
117.74
49.6S
0.46
81.10
85.10
102.10
97.10
92-35
42.67
IO7.IO
57-42
920
2442
1083
419
4864
28.00
24.86
2785
2079
6254
665
9
67.80
67-93
67.74
67.70
67-79
117.22
49-43
0.25
80.10
84.10
103:10
97.10
92.27
42.S4
IO7.IO
57-67
920
2442
IIOI
421
4884
28.00
24.97
2797
2087
6276
665
10
69.65
69-73
69.63
69.57
69.64
118.45
48.81
0.62
81.02
84.02
103-02,
96.02
93.60
44-79
107.02
58.21
920
2442
1196
383
4941
28.50
25.20
2823
2118
65H
650
n
6S.72
68.77
68.93
68.80
68.83
117.24
48.48
0.40
81.00
83.00
102.00
97.00
93-25
44.84
107.00
58-59
920
2442
1198
392
4952
28.50
25-37
2842
2110
6520
647
12
68.85
68.93
6q.oq
69.03
68.97
117.26
48.29
0.12
81.12
85.12
102.12
96.12
92.70
44.41
107.12
58.83
920
2442
1177
413
4952
28.00
25-47
2854
2098
6469
648
13
68.90
68.95
69.14
69.10
69.02
117.00
47.9S
0.31
81.30
84.30
101.30
98.30
92.97
44-99
107.30
59-32
920
2442
1206
411
4979
28.00
25.68
2877
2102
6539
643
H
6993
69.94
70.04
70.02
6498
117.02
47.04
0.94
81.30
84.3°
102.30
97-3°
94.05
47.01
107.30
6O.26
920
2442
>3°5
383
5°5°
29.50
26.09
2923
2127
6785
626
15
69.40
6943
69-53
69.51
69.47
116.47
47.00
O 04
83-30
82.30
101.30
97-3°
93-97
46.97
107.30
60.30
920
2442
i3°3
385
5050
30.00
26.11
2925
2125
6780
627
16
69.65
69.68
69.80
69.7s
69.73
116.71
46.9S
0.02
81.30
8530
IO2.3O
96.30
92.80
45.S2
107.30
60.32
920
2442
1246
418
5026
29.50
26.12
2926
2100
6641
659
17
70.1 K
7°- I 9
70.42
70.40
70.20
117.07
46.78
0.20
81.30
85.30
102.30
96.30
92.80
46.02
107.50
60.72
920
2442
1255
424
5041
29.50
26.29
2945
2096
6666
628
is
70.37
7°-39
70.46
70.44
70.42
116.85
4643
o -35
~
107.50
61.07
29.50
26.44
2962
Remarks.
Caisson suspended on screws December 29, 1886, in the p. M. Commenced lowering at 7 a. m. Commenced concreting at 2 p. m. — 22°.
— 26°.
Air pressure put on at 10 A. m.
Screws and false-work removed.
First stone laid 9 A. M.
Started sand-pump 7.20 A. m.
High wind.
Very cold weather. Masons not at work in P. m. Very cold weather. Masons not at work in P. M.
Struck gravel and clay.
Masonry 9.1S ft. above water surface. Moved derrick-boat to Pier D.
Caisson settled for the first time by relieving pressure at jA.ni. Caisson settled at 5 p. M.
Caisson settled at 6.25 p. m.
Derrick-boat brought back; masons at work again. Caisson settled at 11 A. M.
Caisson settling gradually without relieving pressure.
t( it it a tt
tt
tt
tt
Caisson settled at 5 r. M.
Cutting rock under cutting-edge. Caisson landed on bed-rock at 5 p. m. 0.10 ft. by relieving pressure until cutting-edge began to buckle.
Settled

20
APPENDIX
D.
TIME,
COST, AND MATERIALS USED
IN FOUNDATIONS.
PIER A.
Principal
Foreman.
Night
Foreman.
Sub-
Foreman.
Lock
Tenders.
Pressure-
Men.
Coffeehouse Men.
Coffee.
Sugar.
Candles.
Incandescent Lamps.
Red
Lead-
Wick.
Coal for Heating.
Linseed
Oil.
I Master
Mechanic.
Electrician.
Engineers at Compressors.
Engineers at Pumps.
Firemen.
Coal for Boilers.
Black
Oil.
Lard
Oil.
Tallow.
Waste.
Coal
Oil.
Totals
N
s
Worthington
Pump.
Compressors.
Date.
<A
a
3
0
c
3
0
(A
>»
c
s
0
E
c
3
O
s
&
«
a
3
0
E
>»
rt
3
0
E
c
3
O
E
to
5
O
S
.0
£
3
5
0
E
<u
£
3
3
3
O
s
in
ja
3
3
O
£
3
3
O
£
A w 33 41
2 c Sea
5
0
£
c
a
3
0
£
3
0
£
3
0
£
>v
3
0
£
(A
3
3
O
E
>•.
rt
3
3
O
£
3
3
3
O
£
3
3
3
O
£
3
3
O
£
3
3
O
£
3
3
O
£
c
C
O
£
for each Day.
£ 1
5 O -A
V
Material.
cn
3 .
c
a
U V 0 bO
£
•§S
£
to
Remarks.
A
<
A
<
A
<
A
<
A
<
A
<
A
<
A
<
fc
<
&
<5
A
<
w
<
<
A
<
A
<
A
<3
A
<
A
<
A
<
H
<
A
<
A
<
A
<
A
<
A
<
A.
£ £
(4 &
£6
« E.
<0
1885.
Dec.
15
I
$ 6.00
$ 3- 2 3
3
$9.00
2
$4.50
26.5
$59.60
2
$ 3-75
3 .
$0.36
4
$0.30
22
$o- 5 °
5 °
$3-63
10
$0.24
3
$ 0-54
4
$0.25
I
$4.00
2-4
$6.60
1.2
$4.80
s°
$11.25
6
$21.60
8
$0.47
8
$0.50
3
$0.18
b
$0.03
$141-33
0.16
IO
Air pressure put on at 7 A. M.
16
I
6.00
I
3*24
3
9.00
2
4 - 5 °
27.0
60.75
2
3-75
3 b
• 3 °
•34
l6
■36
—
—
—
—
—
—
3
•54
—
I
4.OO
—
—
2.4
6.60
1.2
2.40
4.8
9.00
b
21.60
—
—
—
3
.18
•03
-
—
132-59
0.01
IO
17
I
6.00
3-23
3
9.00
2
4 - 5 °
27.0
60.75
2
3-75
2f
•33
4 i
■33
27
.6l
—
—
—
—
—
—
3
•54
-
—
I
4-00
—
—
2.4
6.60
1.2
2.40
4.8
9-00
6
21.60
—
—
-
—
2
.12
l-
•03
-
—
132-79
O 22
is
I
6.00
I
3 -23
3
9.00
2
4.50
27.0
60.75
2
3-75
2f
■33
8
.00
24
■54
—
—
—
—
—
—
3
■54
-
—
I
4.OO
—
—
2.4
6.60
1.2
2.40
4.8
9.00
6
21.60
8
•47
8
.50
2
.12
b
•03
-
—
133-96
1.51
10
1.50
1.25
19
I
6.00
I
3.22
3
9.00
•7
4.50
26.0
58.50
2
3-75
4
.48
4
• 3 °
5
.11
—
—
—
—
—
3
•54
-
—
I
4-00
—
—
2.4
6.60
1.2
2.40
4.8
9-00
b
21.60
—
—
-
—
2
.12
\
■°3
-
—
i 3 al 5
2.24
IO
20
I
6.00
I
3-3
3
9.00
2
4 - 5 °
26.0
58.50
2
3-75
2
.24
4 i
•34
4
.09
—
—
—
—
—
3
•54
—
I
4.00
0.5
$1.25
2.4
6.60
1.2
2.40
4.8
9.00
6
21.60
—
—
-
—
2
.12
V.
■°3
-
—
131.19
0.84
IO
3.00
3-75
3 - 5 °
4.25
5.00
21
I
6.00
3.22
3
9.00
2
4.50
27.0
58.50
2
3-75
2k
.27
4 i
•34
13
.29
—
—
—
—
—
—
3
•54
—
I
4.OO
I
2.50
2.4
6.60
1.2
2.40
4.8
9.OO
6
21.60
—
—
-
—
2
.12
■03
-
—
I 34 - 9 1
2-35
IO
22
I
6.00
I
3.22
3
9.00
2
4.50
27.0
58.50
2
3-75
2f
-33
4 l
•34
8
.l8
—
—
—
—
—
—
3
•54
—
I
4.OO
I
2.50
2.4
6.60
1.2
2.40
4.8
9.OO
6
21.60
8
■47
8
• 5 °
2
.12
•03
-
—
135-83
1.70
I
6.00
I
3- 2 3
9.00
2
4.50
27.0
58-5°
2
3-75
2f
•33
4 f
•36
8
-l8
—
—
—
—
—
—
3
•54
—
I
4.00
I
2.50
2.4
6.60
1.2
2.40
4.8
9.OO
ol
22.50
—
—
-
2
.12
2
•°3
-
—
135-79
2-35
24
I
6.00
I
3.22
3
9.00
•a
4.50
26.0
58.50
2
3-75
3
•36
4 i
•34
12
.27
—
—
—
—
—
—
3
•54
—
I
4.00
I
2.50
2-4
6.60
1.2
2.40
4.8
9.OO
hi
22.50
—
—
—
2
.12
1
2
•°3
-
—
133-63
2.71
10
25
26
I
6.00
I
3.22
3
9 00
2
4 - 5 °
26.0
58.50
3-75
2i
•30
4 i
-33
5
.11
—
—
—
—
—
—
3
•54
—
I
4.00
I
2.50
2.4
6.60
1.2
2.40
4.8
9.00
hi
22.50
—
—
—
2
.12
2
•°3
-
—
133-40
I. 4 I
I
6.00
I
3-23
3
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2
4.50
27.0
60.75
2
3-75
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33
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10
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—
—
—
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3
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4.00
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2.50
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6.60
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4.8
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22.50
8
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8
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2
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X
2
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136-79
2.72
27
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6.00
I
3.22
3
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4.50
27.0
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2
3-75
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9
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4.8
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2
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b
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135-75
2.49
II
8.5O 11.00
28
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6.00
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3- 2 3
3
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2
4.50
27.0
60.75
2
3-75
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11
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—
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4.00
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4.8
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A
22.50
—
—
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—
2
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b
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-
—
1 35-93
3.28
I
Ice broke in river.
29
3 °
I
I
6.00
6.00
I
I
3.22
3* 2 3
3
3
9.00
9.00
2
4.50
4.50
27.0
27.0
60.75
60.75
2
2
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3-75
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1
2.50
2.50
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2.4
6.60
6.60
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1.2
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4.8
4-8
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el
22.50
22.50
40
2.44
8
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12
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:
—
139.06
126.87
I.63
2.03
II
'>'7
12.50 14.00
14.50
3 :
1886.
Jan.
I
6.00
I
3.22
3
9.00
2
4.50
27.0
60.75
2
3-75
2
.24
4
•30
9
.20
50
3-63
10
.25
3
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4
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I
4.00
1
2.50
2.4
6.60
1.2
2.4O
4.8
9.00
4
22.5O
16
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8
•50
8
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1
.06
141.61
2.80
■ Silt and sand.
27
1
6.00
I
4.00
3
9.00
2
4.50
25.0
56.25
2
3-75
4
.48
6
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13
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4
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4.00
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2.50
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1.2
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4.8
9-00
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23.40
16
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8
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b
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1 34-79
2.80
54
48
18
1500 I 5- 2 5 ! 5 - 5 ° 17.00 19 00 19.00
19.25
18.25 18.50
18.50 18.75
19.25
20.50 20.50 23.OO
2
I
6.00
I
4.00
3
9.00
2
4.50
26.0
58.50
2
3-75
5
1-15
6
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2
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—
—
—
—
—
—
4
.72
-
—
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1
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2.4
6.60
1.2
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4.8
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8
28.80
16
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8
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b
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142.85
3
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6.00
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4.00
3
9.00
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4.50
26.0
58.50
2
3-75
4
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b
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4
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4.00
0.7
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2.4
6.60
1.2
2.40
4.8
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29.70
8
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—
l6
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+
•°3
-
—
142.79
5.17
4
5
I
6.00
6.00
I
4.00
4.00
3
3
9.00
9.00
2
2
4.50
4.50
26.0
15.0
58.50
33-75
2
2
375
3-75
2j
2
•63
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4
4
• 3 °
• 3 °
15
5
•34
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—
—
—
—
_
—
4
4
.72
•72
-
—
I
I
4-00
4.OO
1
2.50
2.4
2.4
6.60
6.60
1.2
1.2
2.4O
2.4O
3-6
4.8
6.60
9-00
8
6
28.80
21.60
24
l6
I.40
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_
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S
8
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.48
*
*
■°3
■03
i-
z
138.05
110.14
2.94
0.00
16
Run out of coal. Tracks blocked with snoff : blizzard.
6
7
I
I
6.00
6.00
I
I
4.00
4.00
3
3
9.00
9.00
2
4 - 5 °
4 - 5 °
15.0
21.0
33-75
47.25
2
3 75 375
2
•I
.46
.46
4
4
■ 3 °
■ 3 °
4
8
•09
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—
—
—
—
_
—
4
4
•72
.72
-
—
I
I
4.OO
4.OO
1
1
2.C0
2.50
2.4
2.4
6.60 6.6 0
1.2
2.4O
4.8
4.8
9 00 9.00
4
4
14.40
14.40
l6
8
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8
8
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b
b
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—
102.92
113.64
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0.00
22
8
9
I
I
6.00
6.00
I
I
4.00
4.00
3
3
9.00
9.00
2
4 5 ° 4.50
17.0
15.0
38-25
33-75
2
375
3-75
2
2
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4
4
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4
4
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—
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4
4
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—
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I
4.OO
4.OO
1
1
2.50
2.50
2.4
2.4
6.60
6.60
—
—
4.8
4.8
9.00
9.00
4
3 b
14.40
12.60
16
8
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:
—
8
8
.48
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b
i
•°3
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-
—
105.01
98.25
0.00
0.00
rS
V
23
20
Blizzard; no work done, — only pressure kept up in caisson.
10
I
6.00
I
4.00
3
9.00
2
4.50
13.0
29.25
2
3 75
I
•23
4
• 3 °
—
—
—
—
50
3-63
IO
.24
4
.72
4
•25
I
4.OO
1
2.50
2.4
6.60
—
—
4.8
9.00
4
14.40
8
•47
-
—
8
. 4 s
b
•03
-
—
99-35
0.00
O
0
O
20
11
1
6.00
I
4.00
3
9.00
2
4.50
12.0
27.00
2
375
2
.46
2
•15
—
—
—
—
—
—
—
—
4
.72
-
—
I
4-00
1
2.50
2.4
6.60
—
—
4.8
9.00
4 $
16.20
2
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-
—
12
• 3 6
b
•°3
-
—
94-39
0.00
V
a>
Pi
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12
I
6.00
I
4.00
3
975
2
5-00
17.0
52.50
2
3-75
4
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■ 5
•38
7
.16
—
—
—
—
—
—
4
•72
-
—
I
4.00
1
2.50
2.4
6.60
2.0
5 - 5 °
4.8
9.00
8
28.80
2
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-
—
12
•36
b
•°3
-
—
140.09
0.00
13
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15
I
I
I
6.00
6.00
6.00
I
I
4.00
4.00
4.00
4
4
5
13.00
13.00
*6.75
2
2
2
5.00
5.00
5.00
34 -o
31.0
36-8
85.00
77 - 5 °
91.00
2
2
2
3-75
3-75
3-75
3
4
4
.69
.92
.92
6
7
7
•45
■52
■53
6
6
3
•13
.14
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—
_
—
—
—
—
4
4
4
.72
.72
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-
—
I
I
I
4.00
4.00
4.00
1
1
1
2.50
2.50
2.50
2.4
2.4
2.4
6.60
6.60
6.60
2.0
2.0
2.0
5 - 5 °
6.05
5-50
4.8
4.8
4.8
9.00
9.00
9.00
8
8
9
28.80
28.80
32.40
2
2
4
.11
.12
■23
8
•50
4
4
4
.24
.24
.24
b
b
b
•°3
•°3
•°3
8
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175-52
163.89
189.36
2.25
2.46
2.06
Mud.
z,
£
£
22
3 °
38
First course of masonry laid.
l6
I
6.00
I
4.00
0
19-5°
2
5.00
49-5
I2 3-75
2
3-75
5 ,
1.15
4 l
•33
5
.11
—
—
—
—
—
—
4
.72
-
—
I
4-00
1
2.50
2.4
6.60
2.0
5.50
4.8
9.00
9
32.40
4
.24
—
4
.24
b
•°3
-
—
224.82
0.09
17
I
6.00
I
4.00
6
19.50
2
5.00
53 -o
132.50
2
3-75
4 i
1.05
9
.07
3
.06
—
—
—
—
—
—
4
.72
-
—
I
4.OO
1
2.50
2-4
6.60
2.0
5 - 5 °
4.8
9.00
8
28.80
8
•47
-
—
8
.24
b
•°3
_
_
230.3Q
2.18
Both compressors running from 2 P. M. w S P. M., at 25 revolutions per minute.
18
19
I
6.00
6.00
I
I
4.00
4.00
6
6
19.50
I 9 - 5 °
2
2
5.00
5.00
48-5
50.0
121.25
125.00
2
2
3-75
3-75
s
4 i
.l6
•63
5
9
•36
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4
6
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•13
—
—
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—
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4
4
•72
•72
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I
I
4.OO
4.OO
1
1
2.?0
2.50
2.4
2.4
6.60
6.60
2.2
2.0
5 -i 5
5.50
4.8
4-8
9.00
9.00
8
8
28.80
28.80
l6
8
■94
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4
•25
4
8
.24
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b
b
•03
•03
8
■13
218.49
222.78
0.00
0 00
48
48
48
24.OO
24.OO
24.00
20
I
6.00
I
4.00
6
19 - 5 °
2
5.00
51.0
127.50
2
3-75
4
.56
5
•37
3
•07
—
~
—
—
—
4
.72
—
I
4.OO
1
2.50
2.4
6.60
1.2
3 - 3 °
4.6
8.60
8 b
30.60
4
•23
“
—
8
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b
•03
-
—
223.S1
0.00
One compressor, 12 hrs., two compressors.
21
I
6.00
I
4.00
6
I 9 - 5 °
2
5-00
5 °-o
125.00
2
3-75
4
■56
4
• 3 ?
3
■07
—
—
—
_
—
—
4
.72
-
—
I
4.OO
1
2.50
2.4
6.60
1.2
3 - 3 °
5-8
11.00
IO
46.00
4
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8
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8
.48
i
■03
_
229.55
2.17
40
38
40
48
54
52
48
28
25-55
25.00
24.00
12 hrs., at 28 revolutions per minute each- Two compressors.
« *(
22
I
6.00
I
4.00
6
19-50
2
5.00
47-0
117.50
2
3-75
3
.42
5
' -38
5
.12
—
—
—
—
—
—
4
.72
-
—
I
4-00
1
2.50
2.4
6.60
1.2
3-30
5.8
11.00
14
50.40
8
•47
-
8
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b
•°3
8
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236.29
0.00
23
I
6.00
I
4.00
6
i 9 - 5 o
2
5.00
49.0
122.50
2
3-75
4
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5
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3
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—
—
—
—
—
—
4
■72
—
I
4-00
1
2.50
2.4
6.60
1.2
3 - 3 °
5-8
11.00
13
46.80
l6
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~
—
8
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b
•03
_
_
238.12
1.85
. Sand and mud.
(t u
24
I
6.00
I
4.00
6
19.50
2
5.00
49-5
J 23-75
2
3-75
3
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IO
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0
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—
—
—
—
—
—
4
.72
—
I
4-00
1
2.50
2-4
6.60
—
—
6.0
11.40
12
43.20
8
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-
—
8
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b
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_
—
2 3 2 -75
000
« ((
25
I
6.00
I
4.00
6
19.50
2
5.00
52.0
130.00
2
3-75
3
.42
9
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2
•°5
—
—
—
—
—
—
4
.72
-
—
I
4.00
1
2.50
2.4
6.60
2.4
5.70
6.4
12.20
II
39.60
8
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-
—
8
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b
•03
_
—
241.70
2.27
u «
26
I
6.00
I
4.00
6
19 - 5 °
2
5.00
52.0
130.00
2
3-75
5
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9
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5
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—
—
—
—
—
—
4
.72
-
—
I
4.OO
1
2.50
2.4
6.60
2-4
5.70
4.0
7.60
9
32.40
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8
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b
•°3
_
_
230.69
0.00
(« u
27
I
6.00
I
4.00
b
19.50
2
5.00
52.0
130.00
2
3-75
4
■56
10
•75
5
.11
4
.72
-
—
I
4.OO
1
2.50
2.4
6.60
2.4
5 70
3-6
6.90
9
32.40
32
1.87
-
—
8
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b
•03
_
_
230.87
2.35
27.50
27.OO
n *t
28
I
6.00
I
4.00
6
19.50
2
5.00
52-5
131.25
2
3-75
4
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9
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4
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—
—
—
—
—
—
4
•72
-
—
I
4.OO
1
2.50
2.4
6.60
2.4
5.70
3-6
6.90
8
28.80
ib
•94
-
—
l6
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b
•°3
_
_
227.97
2.52
1.49
it it
29
I
6.00
I
4.00
6
19.50
2
5.00
131-25
2
3-75
4
•56
IO
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9
.21
—
—
—
—
—
—
4
.72
—
I
4.OO
1
2.50
2.4
6.60
2.4
5.70
4.6
8.65
9 i
30.60
8
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-
—
8
.48
b
•°3
_
230.76
28
it it
3 °
I
6.00
I
4.00
6
19.50
2
5.00
56.0
140.00
2
3-75
5
•70
IO
•75
2
•03
—
—
5 °
3-63
IO
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4
•72
4
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I
4.OO
1
2.50
2.4
6.60
2.4
5.70
4.8
9.00
9
32.40
l6
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-
—
16
.96
b
■°3
-
—
246.71
0.00
35
35
tt it
31
I
6.00
I
4.00
6
19.50
•7
5.00
52.0
130.00
-ft
3-75
3
.42
5
•37
4
•72
I
4-00
1
2.50
2.4
6.60
2.4
5-70
4.8
9.00
8i
29.70
32
1.87
"
l6
.96
$
•°3
—
230.12
0.88
28.00
Cutting edge on bed-rock at 7 P. M.
Feb.
1
6.00
!
4.00
6
19.50
2
5.00
52.0
130.00
2
3-75
4
.56
9
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—
—
—
—
—
—
—
—
4
•72
-
—
I
4.00
1
2.50
2.4
6.6 0
1.0
2.00
4.8
9.00
8
28.80
l6
•93
8
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8
.48
b
•°3
_
_
225.01;
35
35 -
35
3 °
2
I
6.00
I
4.00
6
19.50
2
5.00
53 -o
132.50
3-75
4
.56
IO
•75
3
•07
—
—
—
—
—
—
4
•72
—
I
4.OO
1
2.50
2.4
6.60
1.0
2.00
3-6
6.60
6
21.60
4 °
2.44
-
8
.48
b
•°3
-
—
219.10
_
3
I
6.00
I
4.00
6
19.50
2
5.00
53-0
132-5°
2
3-75
4
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4
• 3 °
3
.08
4
•72
-
—
I
4.OO
1
2.50
2.4
6.60
1.0
2.00
3-6
6.60
5
18.00
24
1.41
-
• —
8
.48
1
.06
_
_
214.06
—
4
I
6.00
4.00
6
19.50
2
5.00
53 -o
I 32 . 5 °
2
3-75
4
.56
9
.67
b
■13
—
—
—
—
—
—
4
•72
—
I
4-00
1
2.50
2.4
6.60
1.2
2.4O
3-6
6.60
7
25.20
32
1.87
-
—
8
.48
1
.06
_
_
222.54
_
s
I
6.00
4.00
6
19.50
2
5.00
53 °
132-50
2
3 75
4
.56
—
—
—
—
—
—
—
—
—
—
-
—
-
—
I
4.OO
1
2.50
2.4
6.60
1.0
2.00
5-3
9.87
5
18.OO
-
—
—
2
.12
_
—
214.40
6
1
6.00
4.00
b
19.50
—
5°-5
126.25
2
3-75
2
.12
-
—
159.62
25
$21.25
“
—
—
—
—
21.25
■
324.00
202.84
733 -°°
251.00
4630.85!
202.50
27-37
22.66
8.03
21.25
14.52
0.98
34-38
1.00
212.00
115.50
349.80
165.30
466.77
1376.10
32-50
4-75
20.10
1.S9
o -37
9219.46
Other expenses charged to Sinking .... 870.91
$10,090.37

APPENDIX
D. — Continued,
21
TIME, COST, AND MATERIALS USED
IN FOUNDATIONS.
PIER B.
Master
Mechanic.
Electrician.
Engineers at Compressors.
Engineers at Pumps.
Firemen.
Coal for Boilers.
Black
Oil.
Lard
Oil.
Tallow.
Waste.
Coal
Oil.
Totals for each Day.
Feet sunk in 24
Hours.
Material.
Worthington
Pump.
Compressors.
Remarks.
>.
rt
A
Amount.
Days. I
Amount.
Days.
Amount.
Days.
Amount.
Days.
Amount.
<0
c
0
H
!
Amount. ,
j Pints.
Amount.
c
ft
Amount.
j§
Amount.
ja
►4
Amount.
c
ft
Amount.
Hours
run.
Revol.
per Min.
Water
Gauge.
Revol.
per Min.
Air
Gauge.
I
$4.00
I
# 2 - 5 °
2.4
$6.60
1.8
$3.60
4.8
$9.0°
4
$11.00
24
$1.40
8
$0.50
8
$0.48
i
$0.02
2
$0.03
# 43-17
2.43
Silt.
14
25
5.00
Air pressure put on at 4 p. M. Sand-pump
I
4.OO
I
2.50
2.4
6.60
1.2
2.40
4.8
9.00
4
11.00
8
•47
“
—
8
.48
£
•°3
-
—
126.63
3-59
24
14
5.00
started at 5 p. m.
I
4.OO
I
2.50
2.4
6.60
1.2
2.40
7.2
13.2°
4i
12-37
8
•47
—
8
.48
i
.02
-
—
139 - 3 1
3-27
a
24
16
5 - 5 °
I
4.00
I
2.50
2.4
6.60
1.2
2.40
6.0
II .10
5
13-75
8
•47
-
—
8
.48
1
■03
-
—
162.22
3- ! 9
t(
24
20
6.50
I
4-00
I
2.50
2.4
6.60
1.2
2.40
6.0
II .10
5
13-75
8
■47
-
—
8
.48
i
.02
-
—
139.28
2.04
7
24
8.00
Waiting for first course of masonry.
I
4.00
I
2.50
2.4
6.60
1.2
2.40:
6.0
II .10
3
8.25
8
.46
-
—
8
.48
£
•03
-
—
109.67
0.2Q
“
0
20
10.50
Waiting for masonry.
I
4.00
I
2.50
2.4
6.60
1.2
2.40
6 0
II .10
2
5-50
4
•23
-
—
8
.48
£
.02
-
—
88.34
0 *5
“
O
18
10.50
Waiting for masonry. First course laid.
I
4.00
I
2.50
2.4
6.60
1.2
2.40
6.0
II .10
6*
17-87
8
■47
-
—
8
.48
i
•03
-
—
107.31
5 - 11
15
22
12.00
I
4.00
I
2.50
24
6.60
1.2
2.40
4.8
8.70
7
19.25
8
•47
-
—
8
.48
.02
2
•03
124.65
4-39
Fine sand.
24
26
1300
I
4.OO
I
2.50
2.4
•6.60
1.2
2.40
6.0
II .10
6
16.50
8
•47
-
—
8
.48
I
•°5
2
■°3
129.03
2.06
Fine sand. Some
10
28
15.00
Waiting for masonry.
brush and logs.
I
4.OO
I
2.50
2.4
6.60
1.2
2.40
6.0
II .10
6i
17.88
8
•47
8
.50
8
.48
i
•°3
-
—
I 33-25
3.28
Fine sand. A lit-
I8J
34
16.00
tie clay.
I
4.OO
I
2.50
2.4
6.60
1.2
2.40
6.0
II .10
7
r 9- 2 5
8
.46
—
l6
.96
£
.02
-
—
I 34 - 3 I
1.56
« «
24
12
20.00
I
4.OO
I
2.50
2.4
6 60
3 - 2
6.4O
4.2
7-95
6
16.50
8
■47
-
—
8
.48
£
•03
—
—
I 37-58
3 39
“ a
24
20
23.00
I
4.OO
I
2.50
2.4
6.60
2.4
4.80
4.8
9.00
7
19.25
8
•47
-
—
8
.48
*
.02
-
—
163.46
2.10
Sand and clay.
24
42
26.00
First settle of pier by relieving pressure at
I
4.OO
I
2.^0
2.4
6.60
2.4
4.80
4.8
9.00
8*
2 3-37
8
•47
-
—
8
.48
i
•03
-
—
172.22
2.77
(( U
2 3 i
22
26.00
6.30 A. M. High wind.
I
4-00
I
2.50
2.4
6.60
2.4
4.80
4.8
9.00
8
22.00
8
•47
-
—
8
.48
£
.02
-
—
16^.84
2.88
0
24
26.00
Waiting for masonry.
I
4.00
I
2.50
2.4
6.60
2.4
4.80
4.8
9.00
7
19.25
32
1.87
-
—
l6
.96
£
•03
-
—
172.22
4-53
Fine sand.
24
H 3
i-t
*6
Ui
3 °
26.00
I
4.OO
I
2.t;o
2.4
6.60
2.4
4.80
4.8
9.00
7 k
20.62
ib
-94
-
—
8
.48
£
.02
-
—
167.76
0.00
19
0
48
27.50
I
4.OO
I
2.qo
2.4
6.60
2.4
4.80
4.8
9.00
6J
17.87
24
1.41
8
.50
8
.48
£
•03
2
•03
I 73 - 9 1
2.97
15
54
31.00
I
4.OO
I
2.^0
2.4
6.60
2.4
4.80
4.8
9.00
6
16.50
16
•93
-
—
8
.48
£
.02
-
160.67
0.00
(( «
0
30
33 -oo
Waiting for masonry.
I
4.00
I
2.50
2.4
6.60
2.4
4.80
4.8
9.00
4i
12.38
16
•94
“
—
8
.48
•°3
-
—
I 58-99
3-69
5 i
&
£
27
33 -oo
a “
I
4.00
I
2.50
2.4
6.60
3-9
7.80
4.8
9.00
4 |
12-37
24
1.40
-
—
8
.48
7 .
.02
-
—
164.72
0.00
0
27
35 - 5 °
1
4-00
1
2.50
24
6.60
2.4
4.80
4.8
9.00
5
13-75
8
.46
8
.48
£
■°3
I 38-33
0.00
10
28
35 - 5 °
I
4.00
I
2.50
2.4
6.60
2.4
4-SO
4.8
9.00
Si
15.12
32
1.87
♦
8
.50
8
.48
£
.02
i 65-73
3 - 4 °
Fine sand.
16
3 °
38.00
I
4-00
I
2.50
2.4
6.60
2.4
4.80
4.8
9.00
4 ?
12.38
ib
•94
—
8
.48
£
•03
-
—
159.28
0.00
7
42
38.00
I
4.00
I
2.50
2.4
6.60
2.4
4.80
4.8
9.00
6
16.50
8
•47
-
—
8
.48
£
.02
-
'-
167.24
2.26
12
48
39.00
I
4.00
I
2.50
2.4
6.60
2.4
4.80
4.8
9.00
8
22.00
3 2
1.88
-
—
8
.48
£
•°3
-
—
167.27
0.97
12
72
40.00
I
4.00
I
2.5O
2.4
6.60
2.4
4.80
4.8
9.00
8
22.00
8
•47
—
8
.48
£
.02
-
—
163.06
1.16
14
72
40.50
I
4.OO
I
2.50
2.4
6.60
2.4
4.80
4.8
9.00
8
22.00
l6
■93
—
—
8
.48
£
•03
-
—
173-54
1.47
23
72
40.50
I
4.00
4
3-75
2.4
6.60
2.4
4.80
4.8
9.00
7k
22.63
8
■47
“
—
8
.48
£
.02
-
—
196.88
0.60
a a
9
40
40.50
Cutting edge on bed-rock at 4 p. m.
I
4.OO
I
2.50
2.4
6.60
2.4
4.80
4.8
9.00
7
19.25
8
•47
-
—
8
.48
£
•03
-
—
195.94
—
—
38
I
4-00
2.50
2.4
6.60
2.4
4.80
4.8
9.00
5
1375
8
.46
—
8
.48
£
.02
. -
206.65
—
—
34
I
4.OO
2.50
2.4
61 5 o
2.6
5.20
4.8
9.00
5 ,
■ 3-75
8
•47
-
—
8
.48
£
•03
—
205.83
—
—
39
I
4.OO
I
2.50
2.4
6.60
1.2
2.40
4.8
9.00
Si
8
•47
8
• 5 °
8
.48
1
.05
I
.02
236.49
—
—
38
I
4-00
I
2.50
2.4
6.60
—
—
4.8
9.00
6
16.50
8
•47
—
l6
.96
2
.10
2
•°3
206.00
—
—
22
-
—
-
—
—
—
—
—
—
—
—
—
—
—
-
—
—
—
-
—
-
—
108.82
21.25
14O.OO
88.75
231.00
I38.2O
334-65
571-24
25.51
2.50
18.24
1.00
O.I7
5586.85
pate.
-j
24
%
-1
25
Mar.
1
2
3
4
\
7
s
9
10
13
Principal
Foreman.
Night
Foreman.
Sub-
Foreman.
Lock
Tenders.
Pressure-
Men.
Coffeehouse Men.
Coffee.
Sugar.
Candles.
Incandescent Lamps.
Red
Lead.
Wick.
Coal for Heating.
Linseed
Oil.
0
c
5
B
B
s
3
s
3
3
0)
X>
c
4
V
Xi
c
B
a
B
3
3
0
s
>»
0
c
rt
O
s
PS
0
E
>»
O
E
O
E
£
l/j
£
E
3
0
£
3
0
S
(0
O
£
0
E
8 3
2m
O
E
a
E
M
<
A
<
<
A
<
A
<
A
<
<
<
z
<
Z
<
<
CQ
<
<
ft
<
3
$0.42
3
$0.21
14
$0.31
25
bo
10
$0.24
4
#0.55
8
$0.50
I
$6.00
I
$4.00
3
$9.00
2
$ 4 - 5 0
27.0
$60.75
2
# 3-75
3
•42
9
.64
24
•54
—
—
—
—
—
4
•55
—
I
600
I
4.00
4
12.00
2
4.50
29.0
Ill 7 5
2
3-75
3
•42
4
.28
23
.52
—
—
—
—
—
—
4
•55
“
—
I
6.00
I
4.00
4
12.00
2
4.50
39-5
2
3-75
3
.42
9
.64
7
.16
—
—
—
—
—
—
4
•55
—
I
600
I
4.00
4
12.00
2
4.50
29.5
66.37
2
3-75
3
.42
4
.29
4
.09
—
—
—
—
—
—
4
■54
—
I
4.50
I
3-33
3
9.00
2
4.50
21.0
47-25
2
3-75
2
.28
9
.64
2
.05
—
—
—
—
—
—
4
•55
—
—
I
4.50
I
3-33
3
9.00
2
4.50
13.0
29.25
2
3-75
.28
5
•35
—
—
—
—
—
—
—
—
4
•55
—
I
4.50:
I
3-34
3
9.00
2
4.50
15.0
33-75
2
3-75
2
.28
4
.28
4
.09
—
—
2 5
1.82
—
—
4
•55
“
—
I
4 - 5 ° s
I
3-33
3
9.00
2
4.50
24.O
54.00
2
3-75
2
.28
4
■ 2 ?
—
—
—
—
—
—
—
—
4
•55
I
4.50;
I
3-33
3
9.00
2
4 - 5 °
26.0
58.50
2
3-75
3
.42
5
•36
"
—
__
—
4
•54
I
4 - 5 °,
I
3-34
3
9.00
2
4.50
27.O
60.75
2
3-75
3
.42
5
•35
6
•!3
—
—
—
—
—
—
4
•55
-
—
I
4 - 5 ° j
I
3-33
3
9-00
2
4.50
27.O
60.75
2
3-75
2
.28
5
•36
4
■55
-
—
I
4-50
I
3-33
3
9-75
2
5.00
26.0
65.00
2
3-75
3
.42
5
•3s
—
—
—
—
—
—
—
—
4
•55
—
I
4 - 5 °!
I
3-34
4
13.00
2
5.00
34 °
85.00
2
3-75
4
.56
9
.64
—
—
—
—
—
—
—
—
4
•55
—
—
I
4 - 50 ,
I
3-33
4
13.00
2
5.00
35 -o
87.50
2
3-75
3
.42
5
•36
6
.14
—
—
25
l.8l
5
.12
4
■54
8
■ 5 °
I
4 - 5 °,
I
3-33
4
13.00
2
q.oo
34 -o
85.00
2
3-75
4
.56
4
.28
4
•55
—
I
4 - 5 °;
I
3-34
4
13.00
-»
5.00
37 -o
92.50
2
3-75
2
.28
4
.29
4
•55
—
I
4 - 5 °;
I
333
4
13.00
2
5.00
35 -°
87.50
2
375
4
' S v
8
•57
2
- .04
—
—
—
—
—
—
4
•55
~
—
I
4 - 5 °,
I
3-33
4
13.00
2
5.00
38-4
96.00
't
3-75
2
.28
4
.28
—
—
—
—
—
—
—
—
4
•55
—
I
4.50
I
3-34
4
13.00
2
5.00
34 -o
85.00
2
3-75
3
.42
4
•29
4
•54
—
I
4.50
I
3-33
4
13.00
2
5.00
35 -°
87.50
2
3-75
3
.42
5
•35
8
.18
1.82
3
.41
—
;—
I
4.50
I
3-33
4
1300
2
5.00
35 -o
87.5°
2
3-75
4
■56
7
• 5 °
—
—
25
—
—
3
.41
—
I
4.50
I
3-34
4
13.00
2
5-00
26.4
66.00
2
3-75
2
.28
6
•43
3
.41
I
4.50
I
3-33
4
13.00
2
5.00
360
90.00
2
3-75
3
.42
6
•43
_
_
_
_
•_
_
_
_
3
.41
_
—
I
4.50
I
3-33
4
13.00
2
5-00
35 -°
87.50
2
3-75
3
.42
9
.64
—
—
—
—
—
—
—
—
3
.41
—
—
I
4.50
I
3-34
4
13.00
2
5.00
35 -o
87.50
2
3-75
3
.42
9
.64
2
■°5
—
—
5 °
3-63
5
•13
3
.41
8
.50
I
4.50
I
3-33
4
13.00
2
5.00
34 -o
85.0°
2
3-75
4
•56
6
■43
—
—
—
—
—
—
—
—
3
.41
—
I
4.50
I
3-33
4
13.00
2
;.oo
33 -°
82.50
2
3-75
2
.28
b
.42
3
.41
—
—
4.50
I
3-34
5
16.25
2
5.00
35-5
88.75
2
3-75
4
•56
9
.64
3
.41
—
—
4.50
3-33
6
19.50
2
5.00
43 -°
107.50
2
3 75
4
• 5 6
8
•57
—
—
—
—
—
—
—
—
3
.42
—
—
I
4.50
I
3-33
6
19 - 5 °
2
5.00
43-5
108.75
2
3-75
b
.84
13
•92
—
—
—
—
25
1.81
—
—
3
•41
“
—
1 1
4.50 1
3-34
6
21.00
2
5.50
45-5
125.12
2
3-75
5
.70
9
■65
3
.07
—
—
—
—
—
—
3
.41
—
—
i
4.50
I
3-33
6
21.00
2
5.50
45.0
123.75
2
3-75
5
.70
12
.86
—
—
—
—
—
—
—
—
3
.41
—
!
4.50
I
3-33
6
21.00
2
5 - 5 °
56.5
155-37
2
3-75
6
.84
9
.64
3
.41
—
—
; 1
4.50
I
3-34
6-3
22.00
2
5 - 5 °
45-3
124.57
2
3-75
5
.70
9
.64
19
•43
—
—
—
—
—
—
3
.41
—
1 1
4.50
3-33
5-5
19.25
28.6
78.65
I
2.00
2
.28
3
.22
8
.18
25
$21.25
—
—
—
—
3
.41
-
—
163.50
H 9-33
472.25
166.50
2894.95
I29.50
16.38
16.73
2.98
21.25
12.70
0.49
17-53
1.50
Other expenses charged to Sinking
11 57-35
$6,744.20

f
22
APPENDIX D. — Continued.
TIME,
COST, AND MATERIALS
USED IN FOUNDATIONS.
PIER C.
Date.
1886.
Sept.
18
r 9
20
21
2 4
25
26
27
28
29
3°
Oct.
1
9
10
11
12 "3
14
15
16
‘7
18
19
20
21
22
23
24
25
26
27
28
29
3°
Principal
Foreman.
e
<
f 10.50 S-°°| 5.00 i 5-co 5-00 5.00 c.oo 5.00, 5.00; 5.00 1 5.00 coo 5.00
coo
5.00
coo
5.00
5.00
5.Q0
5.00
5.00
5.00
5.00
5.00
5.00
coo
5.00
5.00
5.00
coo
5.00
5.00
5.00
5.00
5.00
5.00
coo
5.00
5.00
5.00
5.00
5.00
5.00
220.50
Night
Foreman.
E
<
$3-S5
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
'3-So
3-5°
3-5°
3-5°
3-5°
3-5° 3-5° 3-75 3-75 3-75 3-75 3-7 S 3-75 3-75 3-75 3-75 3-75 3-75 3-75 3-75 3-75 3-75 3-75 3-75
iSS-io
Sub-
Foreman.
3
3
3
4 4
4
4
4
4
4
i.6
6
6
6
P-5
5 4 4 4 4 4 4 4 4 4 4 4 4 4
a
<
9.00
9.00
9.00
9.00
9.00
9.00
9.00
9.00
9.00
9.00
9.00
9.00
9-75
9-75
9-75
13.00
13.00
13.00
15.00
13.00
15.00 13.00 16.25 21.45 21.00 21.00 21.00 29.75 17-5° 14.00 14.00 14.00 14.00 14.00 14.00 14 00 14.00 14.00 14.00 14.00 14.00 14.00
576.50
Lock
Tenders.
E
<
$ 7-20 4.50 4-5° 4-5° 4.50 4.50
4-5°
4.5°
4-5°
4-5°
4.50
4.50
4.50
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5.00
5-5°
5.50
5-5°
5.50
5.50
5.50
5-5°
S-5°
5-5°
5-5°
5-5°
5.50
5-50
5-5°
5-5°
5.50
5-5°
5.50
Pressure-
Men.
30 4
2C0
26.0
29.0
27.0
27.0
27.0
27.0
27.0
27.0
27.0
27.0
27.0
27.0
27.0
25.2
3S-o
34-0
34-o
34- o
35- o
36.0
3 6 - 4
44- 7 56.1
45- 2 32.0 22.0 49.0 30.0 32.0 33-o 33-o 52.0 32.0 32.0 52.0 32.0 32.0 32.0 32.0 31.0 3°-S
$6S-4o
5i-75
58.50
65-25
60.75
60.75
60.75
60.75
60.75
60.75
60.75
60.75
60.75
65.50
65.50
6^.00
87.50 85.00
85.00
85.00
87.50
90.00
91.00
ni-75
140.25
124.30
88.00
60.50
134-75
82.50 88.00 90-75 90.75 88.00 88.00 88.00 88.00 88.00 88.00 88.00 88.00 85.25 83.87
Coffeehouse Men.
E
<1
$i-75
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5°
3-5° 3-5° 3-5° 3-5° 3 SO
3-5°
3-5°
3-5°
3-5° 3-5° 3-S° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5° 3-5°
Coffee.
ffo. 4 S 4 S 48 48 96 84 72 72
60 60 60 60
Sugar.
$0.20 20 10 13
40
41
40
41 34 27 40 34
3480.32
145.22
30.42
15-44
Candles.
$o-99
22 07 !3
05
23 09 04
09 22 23
.05
.09
Incandescent Lamps.
$17.50
7.65
■85
.85
5-95
Red
Lead.
25
25
$I.8l
I.81
4.12
32.80
I.81
I.81
.87
8.12
Wick.
$ 0.10
•05
.04
-07
•05
.05
O.36
Coal for Heating.
$0.40 40 40
39
4°
40 40 20
39 20 20 20
40
16.14
Linseed
Oil.
$0.06
.07
•S°
Sacking out Material.
4.2
4.2
3-3
3-4
0.63
$5-77
5-77
5-77
14.20
7.10
9.80
1.85
7-35
7-37
5-85
6.00
88.88
Master
Mechanic.
$5.00
4.OO
4.OO
4.OO
4.OO
4-00
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4-00
4.OO
4.00
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4-00
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
4.OO
Electrician.
$2.50
2.50
2.50
2.50
2. CO 2.C0
2.50 2.50 2. CO 2.50 2.50
2.50
2.50
2.50
2.50
2.50
2.50
2.50
2. CO
2.50
2.50
2. CO 2.50 2.50
2. CO 2.50 2. CO 2.50 2. CO
2.50
2.50
2.50
2. CO
2.50
2.50 2.C0
2.50
2.50
2.50 2. CO
2.50 2.50
176.00
IO7.5O
Engineers at Compressors.
$11.27
7.42
5-77
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60 6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
288.46
Engineers
at Pumps.
E
<
Firemen at Compressor. 1
E
<5
$4-95
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
660
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
6.60
3-3°
2.20
2.47
2.48
2.47
2.48 2.20
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
4
2.4
2.4
2.4
4
4
2.4
2.4
4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
253 55
$7.00
4.80
5-17
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.S0
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
208.97
Firemen at Pump.
2.4
2.4
2.4
2-4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
•4
4
2.4
4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
2.4
4
2.4
2.4
a
<
#5-0°
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.S0
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80
4.80 4.80 4.80 4.80 4.80 4.80 4.80 4.80 4.80 4.80 4-So 4.80 4 80 4.80 4.80 4.80 4.80 4.80 4.80 4.80 4.80 4.80
Coal for Compressor Boilers.
2- 3
3- o 3-o 3-5 2.7
2-5
2-S
2*5
2-5
2- S
3- 0 2-S 2.5
2- S
2.2
3- o 3-0 3-0
30
3-0
3-o
3-o
3°
4.0
4.0
3-o
2-5
2.0
2.0
i-S
a
<
206.60
$6.62
3-98
3-97
5-3°
3-98
3- 97 5-3° 4.24
5-3°
5-3°
5-3°
4- 5° 3-98
6.09
7-95
7-95
9.28
7-15
6.63
6.62
6.63
6.62
6.63
7-95
6.62
6.63 6.62 S-S3 7-95 7-95 7-95 7-95 7-95 7-95 7-95 7-95
10.60
10.60
& S
5-3°
5-3°
3-98
Coal for Pump Boilers.
a
-4
2.9
2.9
2.9
2.9
2.9
2.9
2.9
3-°
3-0
3-6
3-7
3-7
3-6
3-6
3-6
3-7
3-5
3 i
3-6
3-6
3-6
3-6
.0
IO
1.0
0.9
0.9
0.9
0.9
$11-13 11.n
11.13 12.72 12.72 12.72
s- 8 3
6.09
6.10
6.36
6.36
7.68
7.69
7.68
7.69
7.68
7.69
7.68
7.69 7.68 7-95
7-95
9-54
9-54
9.80
9.81 9-54 9-54 9-54 9.80 9.28 9-54 9-54 9-54 9-54 9-54 3-65 3-65 3-6S 2.38 2-39 2.38 2-39
Black
Oil.
Lard
Oil.
$0.47
3° 29 23 19
29
35
29
33
32
35
18
•39
•47
•47
•35
•32
•35
•35
•35
•32
•35
•35
•32
•44
■35
.28
•3S
•32
•32
•33
•29
•29
•3i
•35
•35
•36
•23
•23
•24
•47
-23
2S0.89
341-93
I3-72
Tallow.
Waste.
$0.50
.12
.16
•13
•05
.06
•os
.28
.06
.12
.20
.14
•13
.14
.07
.14
.07
.14
.14
.14
.07
.07
.14
.08
.07
.07
.06
.06
.06
.12
•13
.12
•13
.12
•13
.19
.07
4-53
Si
$0.54 39
30
18 3° 3° 33 18 21
3° 24 18
13-65
$0.04 ,06 05 03 06 04 06 01 03
06 06*
03
.06
.06
.06
.06
.06
.06
.06
.06
.06
.09
.06
.06
.06
.06
.06
.06
.06
.oS
.07
.04
•03
•03
•03
•03
•03
•03
•03
Coal
Oil.
5.01
.02
.01
.02
.OI
*03
.02
.01
.01
.01
.02
.01
.02
.01
.02
.01
•03
.02
.01
.02
.01
.02
.01
.02
.OI
.02
.01
.02
.01
.02
.01
.02
•03
o-53
Totals for each Day.
$168.59
123.22
129.85
139.88 133-75 136.67 129. 128.13 129.10
I 3°-73
146.8:
129.88
130.89
I37-50
I 39-75
'37-43
172-39
i 67-55
161.47
167.45
178-37
172.14
1S3.66
194.92
2 35-5
221.57
176.17
145.84
231-58
174.65
169.09
171.99
178.72
174-56
168.51 168.8 5 163.36 160.80 I58-57 156.56 I6O.42 157.76 148.79
3-46
4.29
2.22
0.03
3-33
1.68
4.05
2.16
3.61
3-3*
4.06
0.45
2-35
4.21
2.64 2.86 2.90
2.80
0.16
0.10
2.65 0.26 2.50 0.10 2-54 0.91
84 0.01 .26 0.01 l -57
Fine sand.
Material.
Worthington
Pump.
o e
K 5
Fine sand.
(( K
Gravel and sand.
<< u
Coarse gravel and sand.
Gravel, sand, and mud.
9
4
7i
19
ioj
25
34
i8j 42
6893.22
20
22 }
24
24
24
22 t
24
16 J
16}
14
I7l
iof
22j
i.3i
8
16
i6i
ioJ
16
6
4i
H}
Hi
40 47
£0
Air Compressors.
28 42 4° 5° 38
42
36
40
35 34
36 30
29
26
20
3°
36
48
52
5°
42
4°
4°
46
36
22
is
20
16
6.20
9.00
10.00
10.50 n.50 n.50
13-5°
13-5°
15.00
18.00
15.50
21.50 21.50
23.00
27.00
27.50 29.00 30,00
31.00
31.00
31-5°
32.00
32.00
33-oo
33- 00 34.00 34.00
34- 5°
35- 50
36.50 37.00 37.00 37.00 37.00 37.00 37.00 37.00 37.00 ;6.oo 34-co 35.00 35.00 35.00
Remarks.
Air pressure put on at 5 p. M. on the
Pump started at 10 A. m. at 2 p. M.
Screws r cl
Pump stopped: waiting for Strong wind.
Caisson landed on bed-rock at 5 20 p - !
Both compressors running during with 36 revolutions per minute.
Pressure taken off at 9 A. M. on the j ist '
• Other expenses charged to Sinking.819.93
-$7.7i3-i5

APPENDIX D. — Continued,
23
TIME, COST, AND MATERIALS USED IN FOUNDATIONS.
PIER D.
/
princip^
p 0 rem an *
Night
Foreman.
Sub-
Foreman.
Lock
Tenders.
Pressure-
Men.
Coffeehouse Men.
Coffee.
Sugar.
Candles.
Incandescent Lamps.
Red
Lead.
Wick.
Coal for Heating.
Linseed
Oil.
Sacking out Material.
Master
Mechanic.
Electrician.
Engineers at Compressors.
Engineers at Pump.
Firemen at Compressors.
Firemen at Pump.
Coal for Compressor Boilers.
Coal for Pump Boilers
Black
Oil.
Lard
Oil.
Tallow.
Waste.
Coal
Oil.
Totals
-7-
N
.£
Worthington
Pump.
Air Compressors.
.J
•
u
' j
4.*
.j
.
•
•
for each
>2
Material.
Remarks.
i
7>
■H
3
0
g
4
(A
d
c
3
O
a
<
>>
d
3
0
<
>»
cj
3
0
£
<
(3
Amoun
>»
d
a
Amoun
J2
Amoun
.0
-1
Amoun
£
3
Z
Amoun
P
p
3
Z
Amoun
J3
j
Amoun
"d
Amoun
zoo lb.
Poxes.
Amoun
e
£
Amoun
d
Q
Amoun
d
Q
Amoun
d
0
Amoun
(A
>»
Amoun
>>
d
A
Amount
CA
>.
d
0
Amount
►.
d
A
Amoun
c
0
H
Amoun
0
H
Amount
c
£
Amoun:
c
£
1 Amount
j3
A
Amount
Ja
►J
Amount
to
a
£
Amount
Day.
5 0
V .
1)
£
Hours
run.
Revol.
per Min
Water
Gauge.
Revol.
per Min
Air
Gauge.
<■*
$5-°°
I
33-5°
3
$9-00
■y
$4.50
22.0
$49.50
2
$3-5°
3f
$0.90
6
$0.40
II
$0.25
I
$o.S 5
35
32.54
3
$0.07
2.5
$0.33
1
$0.06
1
$4.00
I
$2.50
2.4
$6.60
2.4
$6.60
2.4
$4.80
2.4
$4.80
i-5
$3-97
2.8
$742
St
$0.31
2
$0.12
5
$0.30
i£
$0.07
121.89
3-54
Fine river sand.
i6i
43
45
12
7-50
Air pressure put on at 11 A. M. Pump
;.00
3-5°
0
9.00
2
4.50
27.0
60.75
2
3-5°
3k
.84
5
•34
—
—
—
—
—
—
-
—
2-5
•33
-
—
—
—
1
4.00
I
2.50
2.4
6.60
2.4
6.60
2.4
4.80
2.4
4.80
i-5
3-9S
2.8
7.42
6 i
•38
2 1
.14
5
•3°
.06
-
—
129-34
1.97
((
((
i6f
47
16
9.00
started at 2.30 P. m.
i
5.00
I
3-5°
3
9-00
2
4.50
26.0
58.50
2
3-5°
2
.48
6
.41
—
—
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4
13.00
2
$.00
34-°
85 OO!
2
3-5°
3
.72
8
■54
—
—
-
—
—
—
-
—
4-5
.60
“
—
—
—
1
4.00
I
2.50
2.4
6.60
2.4
6.60
2.4
4.80
2.4
4.80
4.0
10.60
—
—
8
■47
4
■ 2 5
.12
1
■°3
-
—
'57-63
—
—
—
—
—
—
3°
32.00
Pressure taken off 12 o’clock night, Dec. 7-8.
0
1
I
5.0°
3
7-00
4
13.00
3
7.50
64.0
160.00 i
3
5-oSl
I
■24
3
.20
i
2.0
.27
~
“
— *
2
8.00
2
5-00
4.8
13.20
4.8
13.20
4-S
9.60
4.8
9.60
2-5
6.62
—
—
6
•35
—
—
I
.06
“
—
264.09
—
—
—
—
—
—
14
32.00
i/S- 00
126.00
402.00
172.50
2794-5°
124.25 j
24.80
13 97
O.25
8.50
9-79
O.27
19.28
1.12
53.68
144.00
90.00
237.60
237.60
172.80
172.80
2S8.04
210.40
i5- r 3
5-87
12.88
1.92
O.19
ssu-h
i
i
251.58
Other expenses charged to Sinking
$5,766.72

24
APPENDIX D. — Continued.
TIME, COST, AND MATERIALS USED IN FOUNDATIONS.
PIER E.
Principal
Foreman.
Night
Foreman.
Sub-
Foreman.
Lock
Tenders.
Pressure-
Men.
Coffeehouse Men.
Coffee.
Sugar.
Candles.
Incandescent Lamps.
Red
Lead.
Wick.
Coal for Heating.
Linseed
Oil.
Sacking out Material.
Date.
>>
c
3
0
£
a
3
0
£
3
0
v>
>.
rt
s
3
0
E
<A
O
G
3
O
6
0
S
G
O
JD
5
0
Ja
£
3
s
3
O
W
0
£
3
O
-o £
G
3
O
s
w
G
3
O
s
en
3
O
E
P
<
0
<
P
w
<
P
<
P
<
-1
<
<
fc
<
Jz;
<
<
sa
<
2x
<
£
<
P
<5
1887.
1
Jan.
$0.48
9
I
$s°°
I
$ 3 - 5 °
-
—
-
—
—
—
-
—
2
3
$0.20
$0.04
1
50.S5
25
$i.8t
4
$0.10
3 -°
30.40
ij
$0.09
—
—
10
5.OO
3 - 5 °
2
$6.00
I
$2.25
9.00
$20.25
I
$i -75
2
.48
3
.20
■°4
-
—
—
-
—
3 °
.40
—
—
—
—
II
I
5.OO
I
3 - 5 °
3
9.00
2
4.50
27.OO
60.75
I
i -75
<7
.4s
3
.20
.04
-
—
—
—
-
—
3 -°
.40
—
—
—
—
12
I
5.OO
I
3 - 5 °
3
9.OO
-7
4.50
26.00
58.50
2
3 - 5 °
2
.48
3
.20
.04
-
—
—
—
-
—
3 -°
■39
—
—
—
—
13
I
5.00
3 - 5 °
3
9-00
2
4.50
27.00
60.75
2
3 - 5 °
•7
.48
3
.20
28
.04
-
—
—
—
-
—
3 -°
.40
—
—
—
—
14
I
5.OO
3 - 5 °
3
9 00
2
4.50
27.00
60.75
2
3 - 5 °
2
.48
3
.20
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-
—
—
—
-
—
3 -°
.40
—
—
—
—
u
I
5.00
3 - 5 °
3
9.00
-7
4 - 5 °
27.00
60.75
2
3 - 5 °
3
72
3
.20
.04
-
—
—
—
-
—
3 -°
.40
—
—
—
—
l6
I
5.00
3 - 5 °
3
9 OO
2
4 - 5 °
27.OO
60.75
2
3 - 5 °
3
■ 7 2
3,
.21
.04
-
—
—
—
-
—
3 °
•39
•—
—
—
—
17
I
5.00
3 5 °
3
9-00
2
4.50
25.OO
5 6 - 2 5
2
3 - 5 °
if
• 4 2
3 l
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—
—
-
—
—
—
-
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3 3
• 4 2
—
—
—
—
l8
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3 - 5 o
3
9.00
4 - 5 °
23.00
51-75
2
3 - 5 °
2 1
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4
-24
—
—
-
—
—
—
-
—
3-5
.46
—
—
—
—
19
5.OO
3 - 5 °
3
9.00
2
4.50
24.OO
54.00
2
3 - 5 °
if
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3 i
• 2 3
—
—
-
—
—
—
-
—
3 -°
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—
—
—
—
20
I
5.00
3 - 5 °
3
9.00
2
4.50
24.00
5 i -75
2
3 - 5 °
2
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3 .
.20
—
—
-
—
—
—
-
—
3-3
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—
—
—
—
21
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3 - 5 °
3 ^
9.00
*>
4 - 5 °
28.00
63.00
2
3 - 5 °
2
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3 i
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—
—
-
—
—
—
-
—
3-2
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—
—
—
—
22
I
5.OO
3 - 5 °
3
9.00
**
4 - 5 °
27.00
60.75
3 - 5 °
2
.48
4
•27
3-4
•45
23
I
5.OO
3 - 5 °
3
9.00
7
4.50
27.OO
60.75
-~>
3 - 5 °
.60
4
•27
2.8
•37
_
24
5.00
3 - 5 °
3
9.00
2
4.50
26.00
58.50
2
3 - 5 °
2f
.66
4
■27
—
—
-
—
—
—
-
—
3 - 2
•43
—
—
—
—
25
5.00
3 - 5 °
4
13.00
2
5.00
39.00
97 - 5 °
3 - 5 °
4
.60
5
•34
—
—
-
—
—
—
-
—
3-4
■45
—
—
—
—
26
5.00
I
3 - 5 °
4
13.00
5.00
39 - 5 °
9875
2
3 - 5 °
3
72
.5
•34
—
—
-
—
—
—
-
—
3-4
•45
—
—
5.00
38.75
27
5-00
I
3 - 5 °
4
13.00
2
5-00
38.00
95 on
2
3 - 5 °
3
•72
4 l
■3°
—
—
-
—
—
—
-
—
3-4
■45
—
—
5-00
8.75
28
I
5.OO
3 - 5 °
4
13.00
2
s^.00
37.00
92.50
2
3 - 5 °
3
72
5
■34
—
—
-
—
—
—
-
—
3-5
■47
—
—
15.60
27.30
29
I
5.OO
I
3 - 5 °
4
13.00
2. qo
37 - 5 °
93-75
•y
3 - 5 °
3
.72
5
•33
—
—
-
•85
—
—
-
—
37
.48
—
—
10.10
1775
30
I
5.OO
3 - 5 °
s
16.25
2
5-00
36.00
90.00
2
3 - 5 °
3
■72
5
•34
—
—
—
—
-
—
3-7
.48
—
—
8.60
i 5 -o 5
31
I
5.OO
3 - 5 °
4
13.00
■7
5.OO
36.50
92.50
2
3 - 5 °
3
.72
5
•34
—
—
■85
—
—
-
—
37 '
.48
—
5.00
8-75
Feb.
I
I
5.OO
3 - 5 °
4
13.00
2
5.OO
40.75
101.87
2
3 - 5 °
3
.72
5 f
-39
—
—
-
—
—
—
-
—
3-7
.48
—
—
—
—
2
I
5.OO
3 - 5 °
4
13.00
2
5.00
36.00
90.00
2
3 - 5 °
3
.72
bi-
.42
—
—
-
—
—
—
-
—
3-7
.48
—
—
10.25
17-94
3
I
5.00
3 - 5 °
4
13.00
2
5.OO
3S.00
95.00
2
3 - 5 o
2f
.66
4 l
•3°
—
—
■85
—
—
-
—
37
.48
—
—
2.70
4 72
4
I
5.00
3 -S°
4
13.00
2
5.00
39.00
97.50
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3 - 5 °
3
•72
4 ?
•31
—
—
-
—
—
—
-
—
3-7
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—
—
3 -35
4-13
5
I
5.00
3 - 5 °
4
13.00
2
5 00
40 00
100.00
2
3 - 5 °
3
•72
4 t
•3°
—
—
-
—
—
—
-
—
3-7
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—
—
6-55
11.46
6
I
5.00
3 50
4
13.00
2
5.00
38.00
95.00
2
3 5 °
3
•72
4 ?
■3°
—
—
-
—
—
—
-
—
3-7
.48
—
—
4.80
8.40
7
I
5.OO
3 - 5 °
4
13.00
2
5 00
35 5 °
SS.75
■y
3 - 5 °
3
•72
5
■34
—
—
-
—
—
—
-
—
3-7
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—
—
6.15
i °-75
8
I
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I
3 - 5 °
4
13.00
2
5.00
36.50
91.25
2
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2f
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5 l
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—
—
1
-85
—
—
-
—
3-7
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—
—
4.80
8.40
9
I
5.00
3 -So
3
9-75
2
5.00
37.00
92.50
2
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5
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—
—
-
—
—
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-
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3-7
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4.80
8.40
10
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4
1300
2
5.00
34 - 5 °
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3 - 5 °
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—
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—
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8.40
11
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4
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2
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4
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—
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4.80
8.40
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5 -°°
[
3 - 5 o
4
13.00
2
5.00
37.00
92.50
2
3 - 5 °
24 -
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4 l
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—
—
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—
—
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4.0
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5-00
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3 - 5 °
4
13.00
2
5.00
34 00
85.00
2
3 - 5 °
2t
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—
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I
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4
13.00
2
5.00
37 - 5 °
93-75
2
3 - 5 °
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4
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4
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5.00
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2
3 - 5 °
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4
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—
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—
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—
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I
5 00
I
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4
13.00
2
5.00
38.00
95.00
2
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2
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4
• 2 7
—
—
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—
—
—
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4.0
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—
—
—
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17
18
5-00
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3 - 5 °
4
13.00
I
2.50
37 - 5 °
93-75
2
35 °
2 1
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—
—
-
—
—
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4.0
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4
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3S.00
95.00
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3 - 5 °
2 1
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4
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—
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1
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1.81
6
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4.0
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2
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—
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5.00
t
3 50
4
13.00
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37 - 5 °
93 75
2
3 - 5 °
2 i
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4
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—
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-
—
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4.0
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—
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6.80
II.9O
20
5.00
I
3 - 5 °;
4
13.00
I
2.50
35.00
87.50
2
3 - 5 °
2
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—
—
—
—
-
—
—
—
-
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4.0
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—
—
5.10
8.90
5.0°
I
3 - 5 °
4
13.00
I
2.5O
3400
85.00
2
3 - 5 °
7 L
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—
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—
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3.60
6.30
5.00
">
7-00
3
9-75
2
5.OO
50.50
126.25
4
7-00
2
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—
—
—
—
-
—
—
—
-
—
4.0
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—
—
80
.90
—
—
25
1.81
S
•19
*1
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—
—
225.00
161.00
SOS -75
195.25
357 I-I 2
154.00
26.46
11.77
1.22
7.65
5-43
0.44
20.99
°-37
221.25
Master
Mechanic.
Electrician.
Engineers at Compressors.
Engineers at Pumps.
Firemen at Compressors.
Firemen at Pumps.
Coal for Compressor Boilers.
Coal for Pump Boilers.
Black
Oil.
Lard
Oil.
Tallow.
Waste.
Coal
Oil.
Totals
.£
Worthington
Pump
Air Compressors.
1 Days.
0
G
<
p
G
3
O
s
<
>*
P
G
3
O
6
<
>»
p
c
0
G
<
rt
Q
a
0
E
<
!?
P
O
<
c
0
H
G
O
E
<
0
r»
5
0
s
G
3
O
E
<
0?
c
£
3
0
<
j§
P
O
£
<
Jd
c
s
0
E
<
£
C
s
0
E
<
for each Day.
£ 3 w 0
V
V
Material.
0 c
G
l!
u u
0 bO
rt E
gE
«s.
qj
tfi
rt
Remarks.
I
$ 4-oo
1
32.50
2.4
$6.60
1.2
33-3°
2.4
34 -So
2.4
$4.80
i-5
$ 3-97
2
$0.12
1
$0.06
2
$0.12
1
So 03
2
$0-03
$42.80
s
7.00
Air pressure put on at 11 A. M-
I
4-CO
1
2.50
2.4
6.60
2.4
6.60
2.4
4.80
2.4
4.80
i-5
3-98
—
—
4
•23
—
—
.iS
i
■03
2
•°3
73.62
—
—
—
—
—
—
18
10.00
I
4.00
1
2.50
2.4
6.60
2.4
6.60
2.4
4.80
2.4
4.80
2-5
6.62
—
—
4
•24
1
.06
3
.18
l
•03
-7
•°3
122.0S
0.24
Fine river sand.
—
—
—
24
10.00
Caisson landed on sand.
I
4.00
1
2.50
2.4
6.60
2.4
6.60
2.4
4.80
2.4
4.80
2-5
6.63
—
—
4
—
—
3
.18
■°3
-
121.48
0.95
((
((
—
—
—
3°
10.20
I
4.00
2.50
2.4
6.60
2.4
6.60
2.4
4.80
2.4
4.80
2-5
6.62
3°
$7-95
4
■23
—
—
3
8
.18
i
•°3
-
—
131.68
0.78
»
«(
—
—
—
3°
10.20
I
4-00
1
2.50
2.4
6.60
2.4
6.60
2.4
4.80
2.4
4.80
2.5
6.62
3-i
8.21
6
•35
~\
•15
•48
ii
.08
-
—
'32-56
4.50
((
«(
214
39
39
3 2
12.00
Sand pump started at 7.20 A. M.
I
4.00
r
2.50
2.4
6.60
2.4
6.60
2.4
4.80
2.4
4.80
2-5
6.62
3-i
8.22
7l
•42
.02
5l
•33
1
.06
~
—
132.58
2.92
(<
ii
125
34
44
26
I v^O
I
4.00
1
2.50
2.4
6.60
2.4
6.60
2.4
4.80
2.4
4.So
3-°
7-95
3-i
8.21
6f
•39
2-k
.16
5i
•33
1
.06
-
—
134.01
2.01
<(
«<
i°l
38
41
24
I4.OO
I
4.00
1
2.50
2.4
6 60
2.4
6.60
2.4
4.80
2-4
4.80
3-°
7-95
3-i
8.22
S
.29
i
•°3
5
•3°
s
.04
-
—
128.96
2.54
ii
9l
20
I Ej.OO
I
4.00
1
2.50
2.4
6 60
2.4
6.60
2.4
4.80
2.4
4-8o
3-o
7-95
3-i
S-2T
7*
•44
3 i
•15
7
.42
1
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-
—
125.02
2-33
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ii
12I
37
22
16. ;o
I
4.00
1
2.50
2.4
6.C0
2.4
6.60
24
4.80
2.4
4.80
3-°
7-95
2-3
6.10
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176.00
112.50
297.00
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17.60
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Other expenses charged to Sinking 1147.43
$3,315.50

APPENDIX
E
25
SPECIFICATIONS FOR SUPERSTRUCTURE.
GENERAL DESCRIPTION.
The Superstructure will consist of four through spans and six deck spans, all built to carry two railroad tracks and two independent roadways.
Each deck span will be 120 feet 7I inches long between centers of end pins, divided into five panels of 24 feet 11 inches each, the trusses being 18 feet deep and placed 18 feet 6 inches apart between centers. In two spans the expansion for temperature will be provided for by steel rollers ; the other four spans will rest at one end on iron bents, with a rocking pin bearing at top and bottom. The deck spans will be entirely of wrought iron, except the pins, rollers, and bearing plates, which will be of steel, and the wall plate pedestals, which will be of cast iron. Each span will contain approximately 308,000 pounds of wrought iron and steel, and each bent 27,000 pounds.
Each through span will be 246 feet 2 J inches long between centers of end pins, divided into eleven panels of 22 feet 4g inches each. The trusses will be 40 feet deep and placed 28 feet 6 inches apart between centers. The roadways will be carried on cantilever arms outside the trusses. The top chord, end posts, the eye-bars of the bottom chord, and a portion of the main ties, the bolsters, rollers, bearing plates, and pins will be of steel; all other parts will be of wrought iron except the wall plate pedestals and ornamental work, which will be cast. Each span will contain approximately 392,000 pounds of steel, 526,000 pounds of wrought iron, and 27,000 pounds of cast iron.
The total estimated weight of the entire structure is approximately 5,700,000 pounds.
PLANS.
Full detail plans, showing all dimensions, will be furnished by the Engineer. The work shall be built in all respects according to these plans. The contractor, however, will be expected to verify the correctness of the plans, and will be required to make any changes in the work which are necessitated by errors in these plans, without extra charge, when such errors could be discovered by an inspection of the plans.
The dimensions given for rivets on the plans are the diameter of the rivet before driving; the rivet hole will be of an inch larger than this diameter, unless otherwise specified.
MATERIALS.
All materials shall be subject to inspection at all times during 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 his inspectors may be on hand.
Steel. — The steel used will be of two classes : High steel, which will be used in the compression members, bolsters, bearing plates, pins, and rollers; and Low steel, which shall be used for tension members and rivets. The amount of phosphorus shall not exceed of one per cent.
No special method of manufacture will be insisted on, provided the steel meets the conditions of the specifications, but all steel manufactured for one class of work shall be made by the same process and at the same works. A small ingot shall be cast from every melt when the melt is half poured, and a sample bar | of an inch in diameter shall be rolled from this ingot; the tests shall be made on this bar in its natural state, except the second bending test for low steel, which shall be made on this bar after heating to a bright red and immersing in water of a temperature not higher than 100° Fahr.; if the test bar fails to meet the requirements of the laboratory tests, the whole charge shall be rejected.
The laboratory tests of high steel made on the sample bars § of an inch in diameter shall show an elastic limit of not less than 50,000 pounds, an ultimate strength of not less than 80,000 pounds per square inch, an elongation of at least 15 per cent in a length of 8 inches, and a reduced
area of at least 35 per cent at the point of fracture. In a bending test, the sample bar shall bend 180 0 around its own diameter without showing crack or flaw.
r I he laboratory tests of low steel made on the sample bar f of an inch in diameter shall show an elastic limit of not less than 40,000 pounds, an ultimate strength of not less than 70,000 pounds per square inch, an elongation of at least 18 per cent in a length of 8 inches, and a reduction of at least 42 per cent at the point of fracture. In a bending test the sample bar shall bend 180°, and be set back against itself without showing crack or flaw; in a second bending test the quenched bar shall bend 180° around its own diameter without cracking. The softest melts shall be selected for rivets, and no fixed elastic limit nor ultimate strength will be insisted on.
Facilities for testing the sample bars shall be furnished by the contractor at a point convenient to the steel works, and the tests shall be made at the expense of the contractor and under the direction of the Engineer.
The steel plates for compression members shall be rolled in a universal mill. All sheared edges on steel work shall be subsequently planed.
Steel for pins shall be sound and entirely free, from piping.
Wrought Iron. — The iron used in tension members shall be double-refined iron, rolled twice from the puddled bar. Small samples, having a minimum length of 8 inches, shall be furnished by the contractor for testing, as directed by the Engineer; these samples shall show an elastic limit of at least 26,000 pounds, and an ultimate strength of at least 50,000 pounds per square inch, shall elongate at-least 15 per cent, and shall show a reduced area of at least 25 per cent at the point of fracture. The fracture shall be of uniform fibrous character, free from crystalline appearance.
Small samples, having a minimum length of 8 inches, shall be furnished by the contractor from the iron used in shapes, plates and other miscellaneous forms, as directed by the Engineer; these samples shall show an elastic limit of at least 24,000 pounds and an ultimate strength of at least 47,000 pounds per square inch, shall elongate at least 10 per cent before breaking, and show a reduction of area of at least 15 per cent at the point of fracture. In plates more than 30 inches wide an elongation of 8 per cent and a reduction of 12 per cent at the point of fracture will be considered satisfactory.
Cast Iron shall be of the best quality of tough, gray iron.
RIVETED WORK.
The riveted steel work of the trusses shall be punched with holes not larger than j-J- of an inch in diameter; the several parts of each member shall then be assembled, and the holes shall be reamed to 1$ of an inch in diameter, at least ^ of an inch being taken out all around; the sharp edge of the reamed hole shall be trimmed so as to make a slight fillet under the rivet head, apd the pieces shall be riveted together without taking apart. All rivets in steel members shall be of steel; they shall be of such size that they will fill the hole before driving, and, whenever possible, shall be driven by power. All bearing surfaces shall be truly faced. The 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.
All wrought-iron work shall be punched accurately with holes -[V of an inch larger than the size of the rivet, and when put together a cold rivet shall pass through every hole without reaming. So far as possible all rivets shall be driven by power. The holes for the rivets 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 the rivets connecting the floor-beams with the posts shall be 1 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.

26
APPENDIX
Power riveters shall be direct-acting machines, capable of exerting a yielding pressure and holding on to the rivet when the upsetting is completed.
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 oiled before they are put together.
FORGED WORK.
The heads of steel 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 heads of iron eye-bars and the enlarged ends of screws in laterals and counters shall be formed by upsetting or by upsetting and welding by a process acceptable to the Engineer. Welds in the body of the bar will not be allowed.
The heads of iron eye-bars shall be made of the dimensions shown on the drawings. 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 contractor will be required to furnish evidence that the form of head which he prefers to adopt is such that it may be relied upon to break the body of the bar, and the acceptance of such modified form of head will not relieve the contractor from any responsibility as to the result of the tests.
Steel eye-bars of the same section will be accepted in place of iron eye-bars at a price not exceeding that of the iron.
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 rotary facer. All surfaces so designated on the plans shall be planed.
All pins shall be accurately turned to a gauge, and shall be of full size throughout; 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 for each size of pin.
All screws shall have a truncated V thread, United States standard sizes.
TESTS OF FULL-SIZED BARS.
Ten full-sized steel eye-bars of sections and lengths used in the actual work shall be selected by the inspector for testing; each of these full-sized bars shall be strained till an elongation of 10 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 and ductile quality of material.
Six full-sized iron eye-bars of sections and lengths used in the actual work shall be selected by the inspector for testing; each of these full-sized bars shall be strained till an elongation of io 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, fibrous material.
The contractor will be required to furnish facilities for testing the full-sized bars within a reasonable distance of his works. Should the contractor be unable to furnish such facilities, he shall be required to furnish bars of 20 per cent larger section 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 last 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 as the result of such tests, and the same shall be done again when three more bars are tested. In the tests, the failure of one bar to develop a stretch of 10 per cent before breaking shall be sufficient reason for rejecting the whole lot; but a failure to break in the body of the bar shall not be a sufficient
Continued.
ground for condemnation if it does not occur in more than one third of the bars tested. Should the contractor on the first attempt fail to make bars coming up to the required specifications, the Engineer may order bars of 20 per cent larger section than the plans call for, to be furnished by the contractor without charge for the increased weight.
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 contractor’s shop, but not manufactured, shall be estimated at 50 per cent of the contract 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 10 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 expense of testing shall be borne by the contractor.
TIME.
The first deck span, with one bent, shall be completed and ready for shipment not later than April 1, 1886, and the other deck spans and bents shall follow at intervals of two weeks each. The first through span shall be completed and ready for shipment by June 1, 1886. The other three through spans will be required in November, 1886, and January and March, 1887, respectively.
The railroad company may exact a penalty not exceeding 5150 per day for failure to complete the work in these specified times.
PROPOSALS.
Separate proposals should be made for the deck spans (including bents) and the through spans.
The price for the deck spans should be a uniform price per pound for all classes of material.
Prices for the through spans should be by the pound at separate rates for steel, wrought iron, and cast iron.
The prices shall include material, and all patterns and other work of every description, and are to be on the basis of finished material delivered on cars at Chicago ready for shipment to Council Bluffs.
Each proposal will be required to state what class of steel it is proposed to use, and what facilities the bidder can furnish for testing full-sized tension members, and the process by which and place where eye-bars will be manufactured.
The right is reserved to accept separate proposals for the deck spans and the through spans, to reject all bids, and to award the contract to other than the lowest bidder.
New York, December 1, 1885.
GEORGE S. MORISON,
Chief Engineer Omaha Bridge.

2
APPENDIX F.
TESTS OF STEEL EYE-BARS.
TESTS ON FULL-SIZED EYE-BARS.
TESTS ON SAMPLE BARS FROM SAME MELTS.
Dimensions,—
Inches.
Results
of Mechanical Tests.
Place of Fracture.
Diameters.
Reduction. Per cent.
Extension. Per cent.
Elastic Limit. Lbs- per sq. inch.
Maximum
Load.
Lbs. per sq.inch.
Per cent of Phosphorus.
Heat
Number.
Original.
After Testing.
Reduction of Area. Per cent.
Extension.
Elastic Limit. Lbs. per sq. in.
Maximum
Load.
Lbs. per sq. in.
Original.
Inches.
After
Testing.
Inches.
Nominal.
Actual.
Gauged
Length.
Inches.
Per cent.
Width.
Thickness.
Length c. to c.
Width.
Thickness.
Width.
Thickness.
6
268.69
6.00
1.062
4.562
o-7S
46.30
240
13-85
39.560
63,215
Body
—
—
—
—
—
—
—
84 E
6
ii
268.60
6.00
I.250
4.50°
0.875
47.50
240
15-65
36,400
58,065
U
—
-
—
—
—
—
—
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5
13
Hj
268.63
5.00
0.677
3-937
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51-5°
240
14.80
40,320
59,520
tt
—
—
—
—
—
—
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84 E
7
ii
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7.00
1.36
5-3i
0.78
56.30
228
16.00
36,630
59,980
it
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49.87
27.50
43,710
65,430
0.063
5645
7
a
268.65
7.00
1.50
—
—
—
228
—
38,840
46,030
Head
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45,350'
68,800
0.067
5583
7
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7.00
1.62
5.22
0.96
55.80
228
n.80
36,510
60,250
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47.96
24.50
44,390
68,230
0.074
563 2
7
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268.65
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1.48
5-44
1.00
47.70
228
15.70
36,010
60,090
it
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24.50
44,390
68,230
0.074
5632
7
if
268.63
7.00
1.76
—
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—
228
—
37,240
58,430
Head
■734
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25-25
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70,150
0.076
5634
7
if
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1.59
5-49
1.15
43.60
228
11.60
40,390
67,13°
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44,650
70,960
—
5654
7
if
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1.62
5-45
1.09
47-75
324
10.60
38,560
65,822
ii
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5663
6
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1.32
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54-3i
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60,930
it
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67,460
0.075
5569
7
x i
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5-83
1.27
35-1°
324
u.50
37,180
62,380
t<
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43,25°
67,600
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5656
7
if
268.63
7-00
1.50
6.74
1.42
8.84
240
6.66
37,300
58,270
t<
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24-75
45,350
68,800
0.067
5583
7
268.63
7-03
i-Si
5.20
0.91
55-42
240
13.90
36,510
60,720
it
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24-75
45,350
68,800
0.067
5583
7
if
268.63
6.98
i-73
—
—
—
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6.30
34,630
56,080
Head
•739
•545
45.61
25-75
45,370
69,510
0.076
5 6 34
7
if
268.63
7.02
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5-25
1.07
54.26
240
17-3°
36,190
62,920
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52-36
27.25
44,900
68,980
0.067
5644
7
if
26S.65
6.95
1.50
5-46
1.12
41.30
240
13.00
42,260
73,370
“
—
—
—
—
’ —
—
—
42027
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268.65
6.92
1.22
_
—
41.60
240
14.30
45,180
76,350
it
—
_
—
—
—
—
42027

28
APPENDIX G.
LETTER TO MR. T. J. POTTER.
Thomas J. Potter, Esq.,
Vice-President Union Pacific R’y., Omaha , Neb.
Chicago, III., Nov. 3,1887.
Dear Sir, — I have directed Mr. Duryea to turn over the Omaha Bridge to Mr. Bogue on the 10th; this completing my connection with the work, excepting such work as remains to be done in preparing my final report upon the same.
There is a small amount of work which is properly a portion of the construction of the bridge, but which is not yet done.
The principal part of this consists' in removing the cylinders of old piers. The eight cylinders composing the four piers which come under the through spans of the new bridge have all been cleared out, and the joints disconnected at least five feet below extreme low water. The cylinders of Piers IV. and V. are embedded so deeply in riprap and other surrounding material that it. would be difficult to remove them. Probably after a few floods they can be taken out more easily. The cylinders of Pier III. have both been removed, as was supposed ; but it seems that the lower section of one of these cylinders was broken off in the removal, and remains in position. After another season of high water I think a careful examination should be made here; and if anything is found above a safe height, I think there will be no difficulty in overturning it. In Pier II. one cylinder has been thoroughly removed; the other cylinder cannot be removed until the debris around it is washed away; this will probably occur next year, when this cylinder can probably be tipped over and removed.
The east approach to the bridge is a trestle 1,000 feet long, taking the place of four spans of the original bridge. The whole of this trestle has been filled with earth to a height above the high water of 1881, the earth embankment being made the full width of the base of a permanent bank. The easterly quarter of this trestle is an old trestle repaired and enlarged; the remainder is new, but it was all built as a temporary piece of work, it being expected that the whole would be filled before this. In consequence of the action taken by the City of Council Bluffs, and under the direction of Mr. Calloway, this filling was temporarily abandoned. I should recommend that it be done with as little delay as is consistent with economy. The danger of fire in a trestle of this kind is too great a risk to assume.
The estimated quantity of earth required to fill this trestle is 150,000 yards, the cost of which, if done with strict economy, might be kept inside of 20 cents; I should, however, prefer to estimate it at 25 cents. Moreover, as it is likely that some settlement will occur as the filling proceeds, I think the sum appropriated for this filling should not be less than 840,000.
Some years ago the construction of a levee above Council Bluffs was begun. This is the only sure way of protecting the low bottom-land between the town and the river from overflow in extreme floods. I have had a survey made of the route on which I think this levee should be extended to the bridge, and its cost would not be large. It seems to me important that it should be built at an early date ; and the advantage of it would be so great to the Union Pacific, as the owner of a large portion of the low bottom-land, that your company could with propriety pay at least one half.
In connection with this levee it has seemed to me that the shore line of the river in front of the town of Omaha would be rectified to a very good advantage, this rectification being brought about by building a dike from the west shore above the water works, and gradually extending it towards the bridge line, and so reclaiming something like two hundred acres of land which would
be very valuable. The work would be a matter of considerable expense, and if done economically would occupy two or three years. If the proposed roadway bridge at the foot of Douglas Street is built on the location proposed, it will defeat this scheme; if such bridge is not built I believe this rectification matter to be one of great importance to your company.
The carriage roadways are completed and ready for traffic, and the west approach has been paved from the toll-house to the bridge. Outside of the two toll-houses no paving has been done, but the approaches are graded, and are in good condition for use except in very wet weather. The streets are not graded to a connection with these approaches on either side, and it seems to me important that this should be done. The location of the west approach was a compromise location; it connects with the city street a little east of the intersection of Sixth and Leavenworth Streets. The location which I selected would have terminated at the intersection of Seventh and Marcy Streets, at the north end of the large bridge which your company is building across Seventh Street; in my judgment this is the true location for this approach, and I believe it would be worth while to have it graded now.
The two roadways are adapted to carriage travel and to foot travel; street railway tracks can be laid at any time without difficulty, and the roadways can be adapted to a cable road at small expense whenever it is thought expedient. While the position of these roadways is undoubtedly such that horses unaccustomed to the situation would be frightened by trains, the position of the roadways between two strong fences is such that the frightened horses could do no harm, and after they had been used a short time, the number of horses that would be frightened would be comparatively small. I do not think the danger of driving on these roadways is as great as the danger of driving in one of the New York streets in which an elevated railroad is built. A wooden fence six and a half feet high above the roadway floor, which could be built at any time without difficulty, would shut out the view of trains from horses on the roadways. It may be expedient to build such a fence; but I should prefer to use the bridge first without it, simply making a regulation that no whistle should be blown, and no steam allowed to escape, while trains are on the bridge. It might also be expedient to give notice that at certain hours of the day — say half an hour in the morning, and half an hour in the afternoon — the bridge would be kept free from railroad trains.
I should recommend that the roadways be opened for traffic as early as can conveniently be done; and my judgment would be to fix the tolls at about one half the tolls charged on the ferry trains, and that a notice be put up at each toll-house stating that at certain designated times the bridge would be kept clear of trains, and that persons whose horses were unaccustomed to locomotives had better cross at those hours; with such a notice any responsibility for accidents from frightened horses would be thrown upon the owners, and the bridge would be open for horses accustomed to trains at all times.
If there are any points on which you desire additional information from me, I shall be very glad to give it. I regret exceedingly that I failed to see you the last time I was in Omaha, and that my arrangements will prevent my visiting Omaha again before spring.
Yours truly,
GEORGE S. MORISON,
Chief Engineer Omaha Bridge.

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ROBERTA WELAE PHOTO LITH \ 76 WILLIAM ST N

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NEW OMAHA BRIDGE
DECK SPAN 12 0 TT 7-P , C. TO C. END PINS.
_ .IS.
WEB PLATE _ 30 » S 4 ANGLES 3a »5‘* f
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1 COVER PLATE 20
2 WEB PLATES i S' * i
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1 COVER PLATE 26 * 2
2 WEB PLATES 18’* j 2 SIDE PLATES 10 » z 4 ANGLES 4'- 4"» i'
2 FLATS 4i'« I
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ROBCRTA WCLKC PHOTO-UTM 170 WILLIAM SJ" MY

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NEW OMAHA BRIDGE
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NEW OMAHA BRIDGE
STRAIN SHEET.
D L 336000
DL 478300 LL 765400 T L-1243700
OL 415700 L L G65I 00 TL-1 080800
DL 461300 L L 758000 T L.-I 189300
DL 478300
L L 53 7GOO
L L 7654 OO
T L-8 73 600
T L-l 2
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Loads in Through Span
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JJead Lna.3 5000 per real
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T)L 415700 LL 665100 TL+1080800
DL 156600 LL 250600 T L+407200
D L22 7800 L L 3 6 4 40 0 T L 592200
TOP LATERAL SYSTEM.
\
THROUGH SPAN
BOTTOM LATERAL SYSTEM.
Assumed Loads in Deck Span.
#
Bead Load 4DOO per Tad
4B3SO per panel per
* # ^
live Load 3000 per fool SEOOO per panel per Truss.
* #
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0 l 128 200
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L L 2*58 700
L. L 388000
L L 38fij0OO
T L- 38 7 8 0 0
T 1-572000
T L-572000
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D L 129200
L I. 3830 0 0
L L 258 700
T l+387300
T L+5 72000
/
DECK SPAN.
/
ROBERTA WELKE PHOTO-UTH 178 WILLIAM SJ. NV

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Plate 34
Front Elevation
Side Elevation
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BO Channsla 373 Ihs.psryd.
Tgp. b£ JWmssoe^- 163. a
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TRAVELERE ORREMOYING OLE SPANS
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ROBERTA WELAE. PHOTO-LlTH. 178 WILLIAM ST. N.Y.

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