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diff --git a/18012-h/18012-h.htm b/18012-h/18012-h.htm new file mode 100644 index 0000000..82c23aa --- /dev/null +++ b/18012-h/18012-h.htm @@ -0,0 +1,894 @@ +<!DOCTYPE html PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" + "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> + +<html xmlns="http://www.w3.org/1999/xhtml"> + <head> + <meta http-equiv="Content-Type" content="text/html;charset=iso-8859-1" /> + <title> + The Project Gutenberg eBook of The New York Tunnel Extension of the +Pennsylvania Railroad, by By E. B. Temple + </title> + <style type="text/css"> +/*<![CDATA[ XML blockout */ +<!-- + p { margin-top: .75em; + text-align: justify; + margin-bottom: .75em; + } + h1,h2,h3,h4,h5,h6 { + text-align: center; /* all headings centered */ + clear: both; + } + hr { width: 33%; + margin-top: 2em; + margin-bottom: 2em; + margin-left: auto; + margin-right: auto; + clear: both; + } + + table {margin-left: auto; margin-right: auto;} + + body{margin-left: 10%; + margin-right: 10%; + } + + a {text-decoration: none;} + + img {border: none;} + + .pagenum { /* uncomment the next line for invisible page numbers */ + /* visibility: hidden; */ + position: absolute; + left: 92%; + font-size: smaller; + text-align: right; + color: gray; + background-color: inherit; + } /* page numbers */ + + .center {text-align: center;} + .smcap {font-variant: small-caps;} + .u {text-decoration: underline;} + + .caption {font-weight: bold;} + + .figcenter {margin: auto; text-align: center;} + + .footnotes {border: dashed 1px; margin-top: 2em;} + .footnote {margin-left: 10%; margin-right: 10%; font-size: 0.9em;} + .footnote .label {position: absolute; right: 84%; text-align: right;} + .fnanchor {vertical-align: super; font-size: .8em; text-decoration: none;} + // --> + /* XML end ]]>*/ + </style> + </head> +<body> + + +<pre> + +The Project Gutenberg EBook of Transactions of the American Society of +Civil Engineers, Vol. LXVIII, Sept. 1910, by E. B. Temple + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Transactions of the American Society of Civil Engineers, Vol. LXVIII, Sept. 1910 + The New York Tunnel Extension of the Pennsylvania Railroad. + Meadows Division and Harrison Transfer Yard. Paper No. 1153 + +Author: E. B. Temple + +Release Date: March 18, 2006 [EBook #18012] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK TRANSACTIONS OF THE AMERICAN *** + + + + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + +</pre> + + + +<p><span class='pagenum'><a name="Page_75" id="Page_75">[75]</a></span></p> + + +<h2>AMERICAN SOCIETY OF CIVIL ENGINEERS</h2> + +<h3>INSTITUTED 1852</h3> + +<hr style="width: 45%;" /> + +<h1>TRANSACTIONS</h1> + +<hr style="width: 35%;" /> + +<h3>Paper No. 1153</h3> + +<hr style="width: 45%;" /> + +<h1>THE NEW YORK TUNNEL EXTENSION OF THE +PENNSYLVANIA RAILROAD.</h1> + +<h1>MEADOWS DIVISION AND HARRISON TRANSFER +YARD.<a name="FNanchor_A_1" id="FNanchor_A_1"></a><a href="#Footnote_A_1" class="fnanchor">[A]</a></h1> + +<h2><span class="smcap">By E. B. Temple, M. Am. Soc. C. E.</span></h2> + +<hr style="width: 45%;" /> + +<p>The New York Tunnel Extension of the Pennsylvania Railroad +diverges from the New York Division in the Town of Harrison, N. J., +and, ascending on a 0.5% grade, crosses over the tracks of the New +York Division and the main line of the Delaware, Lackawanna and +Western Railroad. Thence it continues, with light undulating grades, +across the Hackensack Meadows to a point just east of the Northern +Railroad of New Jersey and the New York, Susquehanna and Western +Railroad, where it descends to the tunnels under Bergen Hill and the +North River. (<a href="#plate16">Plate XVI.</a>)</p> + +<div class="figcenter" style="width: 525px;"> +<a href ="images/plate16.png"> +<img id="plate16" src="images/plate16tn.png" width="525" height="357" alt="PLATE XVI.—Plan and Profile of the Pennsylvania Tunnel & Terminal R. R., from Harrison, N. J., to the Hudson River" title="PLATE XVI.—Plan and Profile of the Pennsylvania Tunnel & Terminal R. R., from Harrison, N. J., to the Hudson River" /> +<span class="caption">PLATE XVI.—Plan and Profile of the Pennsylvania Tunnel & Terminal R. R., from Harrison, N. J., to the Hudson River</span> +</a> +</div> + +<p>That portion of the line lying west of the portals of the Bergen +Hill Tunnels has been divided into two sections: First, the most +westerly, known as the Harrison Transfer Station and Yard (<a href="#plate17">Plate +XVII</a>), which is located on the southern side of the New York Division, +Pennsylvania Railroad, and extends from the connection with the +New York Division tracks at grade up to the point of crossing the +same, where the Pennsylvania Tunnel and Terminal Railroad has its +beginning; second, the Meadows Division of the Pennsylvania Tunnel +and Terminal Railroad, which is a double-track railroad, 5.08 miles long, +extending from a point just west of the bridge over the New York +Division to a point 300 ft. west of the western portals of the Bergen +Hill Tunnels.</p> + +<p><span class='pagenum'><a name="Page_76" id="Page_76">[76]</a></span><i>Harrison Transfer Station and Yard.</i>—The necessities for the +Harrison improvements are two-fold: First, as a place to change motive +power from steam to electric, and <i>vice versa</i>; second, as a transfer for +passengers from trains destined to the new Station at Seventh Avenue +and 33d Street, New York City, to steam or rapid transit trains destined +to the present Jersey City Station, or to the lower part of New +York City <i>via</i> the Hudson and Manhattan Tunnels, and <i>vice versa</i>.</p> + +<p>All steam trains from Philadelphia, the South, and the West, from +New Jersey seashore resorts, and local trains on the New York +Division bound for the new Pennsylvania Station, will change their +motive power from steam to electric engines at the Harrison Transfer +Station. Likewise, all trains from the Tunnel Line will change from +electric to steam motive power there, and passengers coming from +Jersey City and the southern section of New York City can take +through trains at the Harrison Transfer platforms. It is estimated +that the time required to make this change of motive power, or to +transfer passengers, will not exceed 3-1/2 min.</p> + +<p>The plan at Harrison provides at present for two platforms, each +1,100 ft. long and 28 ft. wide, and having ample shelters and waiting +rooms, connected by a 12-ft. tunnel under the tracks, provision being +made for two additional platforms when necessity requires their construction. +The platforms are supported on walls of reinforced concrete, +with an overhang to provide a refuge for employees from passing +trains. The concrete walls are supported on wooden piles, prevented +from spreading by 7/8-in. tie-rods at 10-ft. intervals, and embedded in +concrete under the paving of the platform. As the elevation of the top +of the platform is +21.83, and the top of the piles is +14.54 above +mean tide, the piles will, of course, decay; but, as the embankment has +been completed for some time and is well packed and settled, the concrete +being deposited directly on the embankment, very little trouble +from settlement is anticipated when the piles decay. The surface of +the platforms, with the exception of the edges, is to be of brick, on a +concrete base; and, if settlement occurs, the bricks can be taken up +and re-surfaced. The tops of the platforms are 3 ft. 10 in. above the +top of the rail and on a level with the floors of the cars, so that +passengers may enter or leave trains without using steps, as all cars +which will enter the Pennsylvania Station, New York City, are to be +<span class='pagenum'><a name="Page_77" id="Page_77">[77]</a></span>provided with vestibules having trap-doors in the floor to give access +to either high or low platforms. Details of the platforms are shown on +<a href="#plate18">Plates XVIII</a> and <a href="#plate19">XIX</a>.</p> + +<p>As planned at present, there will be four main running tracks, one +adjacent to each side of the two platforms, providing standing room +for four of the longest trains, two in each direction, or double the +number of trains of ordinary length, so that passengers having to +transfer from a train destined to the Pennsylvania Station at 33d +Street to a train destined for the Jersey City Station or the Hudson +and Manhattan Tunnels will merely cross the platform. Between the +two interior main tracks are two shifting tracks, so that between the +platforms there will be two passenger tracks on which trains will stop +to change motive power and transfer passengers, and two shifting +tracks for rapid despatching of the empty engines and motors, each of +the four tracks being 15 ft. from center to center to allow for uncoupling +and inspection of cars.</p> + +<p>An efficient system of connections and cross-overs is provided for +all tracks, and there is ample storage capacity for 10 steam engines +at the western end of the platforms and 20 electric motors at the +eastern end, both of which are conveniently located for quick movement, +with provision for additional storage tracks, if required. Steam +engines, upon being disconnected, can be quickly sent to the main +engine storage yard, and by the use of a loop track no turntable is +required. The main engine storage yard is located south of the running +tracks adjoining the bulkhead along the Passaic River, where +provision is made for the storage of 20 engines. There are two +50,000-gal. water tanks, an ash-pit, inspection-pit, work-pit, sand-hopper, +and the necessary buildings. Water is brought from the city +water main in the Meadows Yard, on the New York Division, about +8,200 ft. eastward from the center of this yard.</p> + +<p>It was at first planned to locate a power-house and car and engine +repair shops in the yard, but as the ultimate extent of the electrification +of the New York Division cannot now be determined, the facilities +in the large power-house in Long Island City, and in the shop and +round-house in the Meadows Yard of the New York Division, were +increased to provide for the power and repairs necessary for the next +few years. In order to reach the Meadows shops and round-house without +interfering with the present passenger and freight tracks, it was +necessary to build track connections with the Meadows Yard. Twelve +<span class='pagenum'><a name="Page_78" id="Page_78">[78]</a></span> +stalls of the existing round-house were extended to accommodate the +motive power; a large transfer table and pit were increased in size, and +an additional ash-pit and engine storage tracks were constructed.</p> + +<p>Any extensive repairs to the electric engines will be made for the +present in the Jamaica Shops, Long Island; and the large shops at +Trenton, on the New York Division, as well as the Meadows Shops, +will be available for repairs to the steam locomotives. There is ample +room at Harrison, and plans have been prepared providing for storage +and light repair of cars, locomotives, electric motors, and rapid transit +trains, if the future demands require such construction at this place.</p> + +<p>The rapid transit line will extend from Park Place, Newark, to +Harrison, and thence over the present line of the Pennsylvania Railroad, +which will be electrified, to a junction with the Hudson and +Manhattan Railroad Company's tunnel tracks at Prior Street, Jersey +City. It will be constructed and owned by the Pennsylvania Railroad +Company. A joint and frequent through service will be conducted by +both companies between Park Place, Newark, and the terminal of the +Hudson and Manhattan Railroad, in New York City, by the use of +multiple-unit trains similar to those now being operated in the Hudson +and Manhattan tunnels. These trains will pick up and discharge +Pennsylvania Railroad passengers at the Harrison Transfer Station, so +that all passengers bound for lower New York City, who desire to use +the tunnel service, will make the change at Harrison instead of at +Jersey City as at present. Provision is made for two additional platforms, +each 1,100 ft. long, to accommodate the rapid transit trains +when the present platforms prove inadequate. The existing passenger +tracks between the Harrison Transfer Yard and Summit Avenue, +Jersey City, where a new local passenger station will be constructed, +will be used jointly by steam and electric trains.</p> + +<p>The embankment for the Harrison Yard was made, under contract +dated July 21st, 1906, with Henry Steers, Incorporated, of New York +City, of cellar earth from New York City, and with rock and earth +excavated from the Pennsylvania Station and cross-town tunnels. It +was necessary to construct 1,000 ft. of stone and crib bulkhead along +the bank of the Passaic River. The plan of the yard was prepared by +a committee of operating, electrical, and engineering officers, consisting +of Mr. F. L. Sheppard, General Superintendent, New Jersey +Division, Pennsylvania Railroad Company; George Gibbs, M. Am.<span class='pagenum'><a name="Page_79" id="Page_79">[79]</a></span> +Soc. C. E., Chief Engineer, Electric Traction and Terminal Station +Construction, Pennsylvania Tunnel and Terminal Railroad Company; +Mr. J. A. McCrea, General Superintendent, Long Island Railroad +Company; Mr. C. S. Krick, Superintendent, Pennsylvania Tunnel and +Terminal Railroad Company; Mr. A. M. Parker, then Principal Assistant +Engineer, New Jersey Division, Pennsylvania Railroad Company, +now Superintendent, Hudson Division; and approved by Mr. +A. C. Shand, Chief Engineer, Pennsylvania Railroad Company, and +Chief Engineer, Meadows Division, Pennsylvania Tunnel and Terminal +Railroad Company.</p> + +<div class="figcenter" style="width: 800px;"> +<a href ="images/plate17.png"> +<img id="plate17" src="images/plate17tn.png" width="800" height="244" alt="PLATE XVII.—Plan of Harrison Yard" title="PLATE XVII.—Plan of Harrison Yard" /> +<span class="caption">PLATE XVII.—Plan of Harrison Yard</span> +</a> +</div> + +<p><i>Meadows Division, Pennsylvania Tunnel and Terminal Railroad.</i>—The +two main tracks ascending through the Harrison Yard continue +on an embankment to a point 500 ft. west of the west abutment of the +bridge over the New York Division tracks, which is the point of beginning +of the Pennsylvania Tunnel and Terminal Railroad. From this +point the line extends in a general northeasterly direction, crossing the +Hackensack River, skirting the base of Snake Hill, and thence to the +approach cut to Bergen Hill Tunnels. The embankment varies in +height from 25 to 30 ft. above the surface of the meadows.</p> + +<p>In this Division the following bridges were necessary:</p> + +<div class="blockquot"><p>Pennsylvania Railroad, New York Division, Passenger and Newark Freight Tracks;</p> + +<p>Delaware, Lackawanna and Western Railroad, Morris and Essex Division;</p> + +<p>Newark and Jersey City Turnpike;</p> + +<p>Public Service Corporation Right of Way;</p> + +<p>Erie Railroad, Newark and Paterson Branch;</p> + +<p>Belleville Road, and Jersey City Water Company's Pipe Line;</p> + +<p>Greenwood Lake Railroad (Erie Railroad), Arlington Branch;</p> + +<p>Hackensack River;</p> + +<p>Greenwood Lake Railroad (Erie Railroad), Reconstructed Line;</p> + +<p>Delaware, Lackawanna and Western Railroad, Boonton Branch;</p> + +<p>Erie Railroad, Passenger Tracks;</p> + +<p>Bridge of 11 spans over proposed yard tracks, Erie Railroad;</p> + +<p>County Road;</p> + +<p>Secaucus Road;</p> + +<p>New York, Susquehanna and Western Railroad;</p> + +<p>Northern Railroad of New Jersey.</p></div><p><span class='pagenum'><a name="Page_80" id="Page_80">[80]</a></span></p> + +<p>The alignment for this distance consists of 3.57 miles of tangent +and three curves, two of which are 0° 30' each, one of the latter +being at the western end of the Division, and the other adjoining +Snake Hill; the third is a regular curve of 1° 54' on the east-bound +track, and a compound curve with a maximum of 2° on the west-bound +track, the variation being due to the track spacing of 37 ft. from +center to center in the Bergen Hill Tunnels, while on the Meadows +Division it is 13 ft. from center to center.</p> + +<p>The profile was adopted to give 18 ft. of clearance from the under +side of the bridges to the top of the rail of the Erie Railroad branches, +21 ft. to the top of the rail of its main line, 19 ft. to the top of the +rail of the Delaware, Lackawanna and Western Railroad, and a clearance +of 24 ft. above high water in the Hackensack River. With the +exception of that portion of the line adjoining the Bergen Hill Tunnels, +where it was necessary to continue the 1.3% grade up to the +bridge over the Northern Railroad of New Jersey, and the east-bound +ascending grade of 0.5% from the Harrison platforms to the bridge +over the New York Division tracks, the grades do not exceed 0.3 +per cent.</p> + +<p>When the construction of the embankment was commenced, it was +expected that there would be considerable trouble by settlement due to +the displacement of the soft material underlying the surface of the +meadows to a depth of from 10 to 15 ft.; but, with the exception of the +trouble the contractors had in maintaining their temporary trestles, +the embankment as completed has settled very little. The section east +of the Hackensack River was made, in great part, of rock excavated +from a borrow-pit in the Town of Secaucus, north of the eastern end +of the Division. The embankment was built under two contracts, one +for the work east of the crossing of the Boonton Branch of the Delaware, +Lackawanna and Western Railroad, under contract dated +January 15th, 1907, with H. S. Kerbaugh, Incorporated, the material +being taken from the borrow-pit in narrow-gauge cars and dumped +from a strong pile trestle along the total length of the section, the +same being completed in 19 months; the other for the embankment +west of the Boonton Branch, Delaware, Lackawanna and Western +Railroad, under contract dated April 10th, 1906, with Henry Steers, +Incorporated, of New York City, the material, consisting partly of +cellar earth, and partly of rock and earth excavated from other sections<span class='pagenum'><a name="Page_81" id="Page_81">[81]</a></span> +of the Pennsylvania Tunnel and Terminal Railroad, being +brought on scows up the Hackensack and Passaic Rivers from New +York City. The material was handled expeditiously from the scows +by orange-peel buckets operated from the shore, deposited in standard-gauge +dump-cars, and transported by locomotives at one time used on +the elevated railroads in New York City. No excavation whatever +was required on the Meadows Division or in the Harrison Yard.</p> + +<div class="figcenter" style="width: 562px;"> +<a href ="images/plate18.png"> +<img id="plate18" src="images/plate18tn.png" width="562" height="327" alt="PLATE XVIII.—Details of Shelters and Platforms, Harrison Transfer Station." title="PLATE XVIII.—Details of Shelters and Platforms, Harrison Transfer Station." /> +<span class="caption">PLATE XVIII.—Details of Shelters and Platforms, Harrison Transfer Station.</span> +</a> +</div> + +<div class="figcenter" style="width: 567px;"> +<a href ="images/plate19.png"> +<img id="plate19" src="images/plate19tn.png" width="567" height="329" alt="PLATE XIX.—Details of Shelters and Platforms, Harrison Transfer Station." title="PLATE XIX.—Details of Shelters and Platforms, Harrison Transfer Station." /> +<span class="caption">PLATE XIX.—Details of Shelters and Platforms, Harrison Transfer Station.</span> +</a> +</div> + +<p>The substructures for all the bridges, except the Hackensack River +Draw-bridge, are of concrete, without reinforcement, heavy enough to +withstand the ordinary earth pressure for the exposed height. With +the exception of three bridges, foundations were built on clay and +sand; these three, on account of excessive depth of soft material, were +built on piles. In some cases loose stone was deposited back of the +foundations for a width of 10 or 12 ft. after the mud had been removed. +This precaution has prevented trouble due to the thrust of the high +embankments on the saturated material. Masonry for all these bridges +was constructed under contract dated August 21st, 1905, with McMullen +and McDermott, of New York City. The superstructure consisted +principally of half-through girders, floor of I-beams, filled solid with +concrete, on top of which were placed five layers of Hydrex felt, and +water-proofing compound, protected by a layer of sand and grouted +brick from the stone ballast.</p> + +<p>The bridges over the New York Division passenger and Newark +freight tracks of the Pennsylvania Railroad, and the main-line tracks +of the Delaware, Lackawanna and Western Railroad, at the west end +of the Meadows Division, are separated by 300 ft. of embankment. The +skew angle is 9°, the total length of each bridge being about 450 ft. +The floors consist of I-beams embedded in concrete.</p> + +<p>The Hackensack River Draw-bridge consists of six spans of deck +plate girders, each 110 ft. long, and a draw-span 300 ft. long, operated +by two 70-h.p. electric motors. The masonry was constructed under +contract dated August 25th, 1905, with the Drake and Stratton Company, +of Philadelphia; and the steelwork was furnished and erected +by the Pennsylvania Steel Company, of Steelton, Pa. An important +and interesting feature of the draw-bridge is the lift rail, and new +rail-locking device. Mitered rails are used, with sufficient opening +between the ends to prevent binding at times of expansion. It was +deemed advisable that the mitered joint should occur on the abutment,<span class='pagenum'><a name="Page_82" id="Page_82">[82]</a></span> +or fixed span, instead of at the opening at the end of the draw. The +lift rail, therefore, was a necessity; and the design, as shown on <a href="#plate20_fig1">Plate +XX</a>, was perfected. It consists of lift-rails, 8 ft. 4 in. long, moving +vertically 8 in. at the free end, reinforced on both sides by sliding +steel castings, which are lifted with the rail; when the latter is dropped +in place, the wedges on the castings engage at the abutment and heel +joints and at one intermediate point in dove-tailed wedge seats, insuring +tight contact with the rail, and absolute fastening to the deck of +the bridge. The objection to the ordinary lift-rail, which in lowering +must make its own joint by seating in tight boxes, has been that any +slight deviation from a true line would prevent the rail from seating +itself properly. This objection has been entirely overcome in this +design, by allowing liberal clearance on all seats, and securing rigidity +by the sliding bars and wedges which are connected with the inter-locking +system, so that it is impossible for a clear signal to be given +unless the lift-rails and wedges are in their proper positions. This +device has been operated successfully on the New York and Long +Branch Railroad bridge over Raritan Bay for the last 18 months.</p> + +<p>Each of the two main tracks on the Meadows Division, and all the +main tracks in the Harrison Transfer Yard, are of standard construction, +with Pennsylvania Section, 1909, 100-lb., open-hearth steel rails, +and stone ballast. Every fifth tie is made 9 ft. 5 in. long, to carry +the third rail for the electric current, and all joints of the running +rails are bonded for the same purpose. Track-laying on the Meadows, +and in Harrison Transfer Yard, has been done under contract dated +April 26th, 1909, with Henry Steers, Incorporated, of New York +City.</p> + +<p>Samuel Rea, M. Am. Soc. C. E., Second Vice-President, Pennsylvania +Railroad Company, is the executive officer under whose direction +the work has been carried on. Mr. William H. Brown, Chief Engineer, +Pennsylvania Railroad Company, and Chief Engineer of the Meadows +Division, also a Member of the Board of Consulting Engineers for +the tunnel extension, until his retirement by age limit on February +28th, 1906, located and started the construction of the line from +Harrison to the western portals of the Bergen Hill Tunnels, which +latter point was the westernmost limit of authority of the Board of +Consulting Engineers. Mr. A. C. Shand succeeded Mr. Brown as +Chief Engineer of the Pennsylvania Railroad Company, and as Chief<span class='pagenum'><a name="Page_83" id="Page_83">[83]</a></span> +Engineer of the Meadows Division, with the writer, who was Assistant +Chief Engineer of the Pennsylvania Railroad Company, and had been +closely associated with Mr. Brown at the time of the location of the +line and its earlier period of construction. H. E. Leonard, M. Am. +Soc. C. E., Engineer of Bridges and Buildings, Pennsylvania Railroad +Company, designed the Hackensack River Bridge, the superstructures +of the other bridges, and the rail-locking device on the Hackensack +River Draw-bridge. The surveys and construction of the Meadows +Division and of the Harrison Transfer Yard have been in charge of +Mr. William C. Bowles, Engineer of Construction.</p> + +<div class="figcenter" style="width: 720px;"> +<img id="plate20_fig1" src="images/p20fig1.jpg" width="720" height="566" alt="PLATE XX, Fig. 1.—Lift Rail and Locking Device, Draw Partly Open." title="PLATE XX, Fig. 1.—Lift Rail and Locking Device, Draw Partly Open." /> +<span class="caption">PLATE XX, Fig. 1.—Lift Rail and Locking Device, Draw Partly Open.</span> +</div> + +<div class="figcenter" style="width: 721px;"> +<img id="plate20_fig2" src="images/p20fig2.jpg" width="721" height="423" alt="PLATE XX, Fig. 2.—Lift Rail and Locking Device, Draw Closed." title="PLATE XX, Fig. 2.—Lift Rail and Locking Device, Draw Closed." /> +<span class="caption">PLATE XX, Fig. 2.—Lift Rail and Locking Device, Draw Closed.</span> +</div> + +<div class="footnotes"><h3>FOOTNOTES:</h3> + +<div class="footnote"><p><a name="Footnote_A_1" id="Footnote_A_1"></a><a href="#FNanchor_A_1"><span class="label">[A]</span></a> Presented at the meeting of June 1st, 1910.</p></div> +</div> + + + + + + + +<pre> + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, Vol. LXVIII, Sept. 1910, by E. 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