diff options
Diffstat (limited to '18408-8.txt')
| -rw-r--r-- | 18408-8.txt | 2596 |
1 files changed, 2596 insertions, 0 deletions
diff --git a/18408-8.txt b/18408-8.txt new file mode 100644 index 0000000..02d7058 --- /dev/null +++ b/18408-8.txt @@ -0,0 +1,2596 @@ +The Project Gutenberg EBook of Transactions of the American Society of +Civil Engineers, vol. LXVIII, Sept. 1910, by George C. Clarke + +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 Site of the Terminal Station. Paper No. 1157 + +Author: George C. Clarke + +Release Date: May 17, 2006 [EBook #18408] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + + + + +Produced by Louise Hope, Juliet Sutherland and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + AMERICAN SOCIETY OF CIVIL ENGINEERS + Instituted 1852 + + TRANSACTIONS + + Paper No. 1157 + + THE NEW YORK TUNNEL EXTENSION OF THE + PENNSYLVANIA RAILROAD. + THE SITE OF THE TERMINAL STATION.[1] + + By GEORGE C. CLARKE, M. Am. Soc. C. E. + + +The purpose of this paper is to describe the preliminary work for and +the preparation of that portion of the site for the Terminal Station +in Manhattan, of the New York Tunnel Extension of the Pennsylvania +Railroad, which was constructed under the direction of the Chief +Engineer of the East River Division, including the disposal of material +excavated from all parts of the Terminal construction and the tunnels on +the East River Division. + +As outlined in the paper by Brigadier-General Charles W. Raymond, M. Am. +Soc. C. E., Chairman of the Board of Engineers, the track yard of the +station, Plate LIII, extends from the east line of Tenth Avenue eastward +to points in 32d and 33d Streets, respectively, 292 and 502 ft. east of +the west line of Seventh Avenue. The width of the available area at +track level at Tenth Avenue is 213 ft., continuing at this width to +within 182 ft. of the west line of Ninth Avenue, where, by an offset +toward the south, it is increased to 355 ft. This width is held to a +point 5 ft. east of the east line of Ninth Avenue, where, by an offset +toward the north, it is increased to 509 ft., which width continues to +the west line of Seventh Avenue, where it divides into two fan-shaped +areas. The north area has a width of about 170 ft. and the south one, +160 ft., at the house line, each area tapering gradually to the width +of the standard three-track tunnel at the east ends, noted above in 33d +and 32d Streets. Additional track room for four tail-tracks is gained by +the construction of two double-track tunnels under Ninth Avenue at 33d +Street, their center lines being parallel to the street and 45.5 and +84.5 ft. distant, respectively, from the north house line. An additional +width of 24.5 ft. is occupied on the north from 277.5 ft. to 543.5 ft. +west of the west line of Seventh Avenue, where the buildings on the +north side of 33d Street have been torn down and the enclosing wall set +back in anticipation of a future outlet to 34th Street; and on the +south, from 459 ft. to 597 ft. west of the west line of Seventh Avenue a +rectangular offset of 124 ft. encloses the area occupied by the Service +Building. The total area above outlined is the space occupied at track +level, and amounts to 28 acres, of which the portion west of the east +house line of Ninth Avenue and south of a line 107.3 ft. south of the +south line of 33d Street is a part of the North River Division, and was +constructed under the direction of the engineers of that Division; the +fan-shaped areas east of the west house line of Seventh Avenue were +constructed under the direction of the Chief Engineer of Electric +Traction and Terminal Station Construction. + + [Illustration: + Plate LIII. + Pennsylvania Station, New York City: Plan Showing Area at Track Level] + +In June, 1903, when the writer's connection with the work began, the +preliminary surveys had been completed and the location and extent of +the Terminal track area had been fixed, in so far as the city blocks to +be occupied were concerned. This contemplated area, however, did not +include the portion between Ninth and Tenth Avenues, that being added +subsequently. The elevation of the track level had also been fixed by +the requirement in the agreement with the City that no part of the +permanent structure should approach within 19 ft. of the surface under +any avenue or under any street except within the Terminal area. The +nearest approach of the tracks to the surface is at a point 320 ft. east +of Eighth Avenue, where the top of the rail is 40 ft. below the 31st +Street curb line. + + +WASH-BORINGS. + +The general plan of enclosing the area in retaining walls having been +adopted, wash-borings were taken, for the purpose of determining the +best location for the walls, the depth of rock, and the nature of the +material overlying it. These borings were made along both curb lines of +Seventh Avenue, the east curb line of Ninth Avenue, the north curb line +of 33d Street, and the south curb line of 31st Street. The borings, as a +rule, were taken at intervals of approximately 100 ft., some deviation +in these intervals being made in order to prevent injury to water, gas, +and sewer connections, and, if the elevation of the surface of the rock, +as determined by one of these borings, corresponded fairly well with +the borings on either side of it, no intermediate borings were taken. +When a discrepancy appeared, a boring was taken midway between the +two non-corresponding ones, and if the information obtained from the +intermediate boring failed to account for the discrepancy, others were +taken at the quarter points of the original 100-ft. interval. + +The dotted lines on Fig. 1 show the profiles of the surface of the rock +underlying 31st and 33d Streets, on the line of the borings, constructed +from the elevations obtained by them; the solid lines show the profiles +of the actual surface of the rock as found when uncovered. It will be +noted that, except in three cases, Borings 313, 328, and 333, the two +profiles correspond very closely at the points where the borings were +made, but they differ widely between those points, a variation of 5 ft. +being common; there is a variation of 14 ft. between Borings 324 and +327, and between Nos. 337 and 340; and of 12 ft. between Nos. 333 and +335, and between Nos. 312 and 313, while an extreme variation of 17 ft. +is shown between Nos. 303 and 305. At each of the points where the +variation is great the interval between borings is the full 100 ft., and +it is quite apparent that, if a definite idea is to be obtained of the +elevation of the surface of the rock in Manhattan, borings must be taken +at shorter intervals. + +The necessary width of trench for the construction of the retaining +walls was determined by the elevation of the rock, as shown by the +borings, and only in the case of the dip between Borings 303 and 305 +did the variation lead to any difficulty. The trench at that point had +to be widened after rock was reached. This depression corresponded very +closely in location to that of one arm of the creek shown on General +Viele's map of 1865,[2] the bed of that stream, or one in approximately +the same location, being clearly marked across the excavation by +smoothly-worn rock and well-rounded boulders. The original stream, +however, seemed to have turned in a westerly direction under 31st Street +to Eighth Avenue instead of crossing, as shown on General Viele's map. + + [Illustration: + Fig. 1. + PROFILE OF ROCK SURFACES IN THIRTY-FIRST AND THIRTY-THIRD STREETS, + BETWEEN SEVENTH AND NINTH AVENUES] + + +SEWERS. + +The arrangement of the sewers in the streets in the vicinity of the +Terminal Site, previous to the beginning of the construction, and the +drainage area tributary to those sewers, is shown by Fig. 2. The main +sewer for this district was in Eighth Avenue, and was a 6-ft. circular +brick conduit within the Terminal area. The sewers leading to it from +the west, in 31st, 32d, and 33d Streets, were elliptical, 3 by 2 ft., +and egg-shaped, 4 ft. by 2 ft. 8 in., although in no case did they drain +more than one block, and they were on a heavy grade. Draining into +Eighth Avenue from the east, the one on 31st Street was 4 ft. by 2 ft. +8 in., egg-shaped, and drained a length of two blocks, and those on 32d +and 33d Streets were circular, 4 ft. in diameter, and drained the +territory for three blocks, or as far east as Fifth Avenue. There were +no sewers in Seventh Avenue within the Terminal area, except small +vitrified pipes, each less than 200 ft. in length. + +It was desirable that the size and number of the sewers in the streets +and avenues surrounding the Terminal should be reduced to a minimum, on +account of the difficulty of caring for them during construction and +also to reduce the probability of sewage leaking into the underground +portion of the work after its completion. With this in view, the plan +was adopted of building an intercepting sewer down Seventh Avenue from +north of 33d Street to the 30th Street sewer, which, being a 4-ft. +circular conduit, was sufficiently large to carry all the sewage coming +from east of Seventh Avenue and south of 34th Street. It was decided to +build this sewer of cast iron where it crossed the proposed construction +work, and also to replace with cast iron the brick sewers on 31st, 32d, +and 33d Streets from Seventh Avenue to a point east of the west end of +the standard tunnel section, and also the sewer on Eighth Avenue from +the north side of 33d Street to the south side of 31st Street. This +arrangement permitted: first, the removal of the sewer in 32d Street +between Seventh and Eighth Avenues, which was necessary, as that street +was to be excavated; second, the reduction of the sewer in Eighth Avenue +from a 6-ft. to a 5-ft. circular conduit; and, third, assuming that the +sewage and drainage from the Terminal would be pumped directly to the +sewers in the avenues, the reduction of the sewers in 31st and 33d +Streets, from Seventh to Ninth Avenue, to 15-in. vitrified pipes, except +west of the Service Building in 31st Street, to accommodate which +section, a larger sewer was required. The sewer in 32d Street, from +Ninth to Eighth Avenue, of course, could be dispensed with in any +arrangement, as all the area tributary to it was to be excavated. + + [Illustration: + Fig. 2. + PLAN SHOWING LAYOUT OF SEWER IN CATCHMENT AREA ABOUT TERMINAL STATION] + + +GAS AND WATER MAINS. + +A rearrangement of the gas pipes in the three streets crossing the +Terminal site was necessary. These pipes were of two classes: trunk +mains and service mains. Fortunately, there were but two trunk mains +in the three streets, one a 20-in. in 31st Street from east of Seventh +Avenue to Ninth Avenue, the other a 16-in. in 32d Street from east of +Seventh Avenue to Eighth Avenue. The 20-in. main was relaid from Seventh +Avenue and 31st Street down Seventh Avenue to 30th Street and through +that street to Ninth Avenue. The 16-in. main was relaid from Seventh +Avenue and 32d Street north to 34th Street and through that street to +Eighth Avenue. The service mains in 32d Street were no longer required, +and were taken up and not replaced. The houses on 31st and 33d Streets +were provided with service by two 6-in. wrought-iron mains back of the +retaining walls in each street, that location being chosen to avoid +damage by gas drip to the water-proofing of the street bridges. As the +permanent structures under the avenues were not to approach the surface +nearer than 19 ft., only slight rearrangements, sufficient to permit the +new sewers and water lines to be laid, were necessary. + +There were no large water mains to be cared for, in fact, those in the +streets were too small for ample fire protection, being only 6 in. in +diameter. The main in 32d Street was taken up and not replaced, and +those on 31st and 33d Streets were replaced by 12-in. pipes laid back +of the retaining walls. No changes were necessary in the mains in the +avenues, but, before approving the rearrangement for the streets, the +Department of Water Supply, Gas and Electricity added a 48-in. main in +Eighth Avenue to be laid as a part of this construction, the pipe being +supplied by the City. + + +LOCATION AND DESIGN OF RETAINING WALLS. + +The plans, from the earliest stages, contemplated founding the +retaining wall on the surface of the rock, where of suitable quality, +and afterward excavating the rock in front of the toe of the wall +to sub-grade. This plan was definitely adopted soon after the borings +were completed, on account of the great danger of blasting out large +quantities of rock in timbered trenches close to buildings founded on +soft material, and also to avoid the additional cost and delay that +would have been caused by carrying the walls to sub-grade. The retaining +walls in Seventh Avenue, south of the viaduct, and in Ninth Avenue, +north of the viaduct, were not governed by the same conditions as in the +streets. The dip and quality of the rock at both points required that +the walls be carried to sub-grade, and they are, in fact, face walls; +the Ninth Avenue wall, in particular, having little thrust to sustain, +is very light. + +The results aimed at in the design and location of the retaining walls +in 31st and 33d Streets were: + + _First._--A perfectly stable wall under all conditions that might + reasonably be expected; + + _Second._--As much room as possible at the elevation of the top of + rail; + + _Third._--The least necessary interference with adjoining property + during construction; and, + + _Fourth._--The most economical wall that would fulfill the other + conditions. + +As stated in the paper by Alfred Noble, Past-President, Am. Soc. C. E., +the third stipulation required the relinquishing of a portion of the +space under these streets granted by the City, but it was finally +decided not to approach the south house line of 31st Street with the +back of the walls nearer than 9 ft., while on 33d Street the extreme +position of the back was fixed at the north line, as there were no +buildings, except those belonging to the Railroad Company, on the house +line at the low points in the rock. + +The assumptions made in designing the wall were as follows: + + _First._--Weight of concrete, 140 lb. per cu. ft. + + _Second._--Weight of material from the surface of the ground to a + depth of 12 ft. (which was shown by tests made in bore-holes to be + the elevation of the ground-water surface), 100 lb. per cu. ft.; + and angle of repose, 30 degrees. The distance of 12 ft. below + the surface was the depth of the inverts of the sewers, which + undoubtedly drained the ground above them, thus accounting for the + standing of the ground-water in planes practically parallel with + the surface. + + _Third._--Weight of buildings back of wall neglected, as that of the + present type will about equal the cellars filled with material at + 100 lb. per cu. ft., and if large buildings are erected in the + future they will undoubtedly be carried to rock. + + _Fourth._--Reaction from superstructure, live and dead load, 20,000 + lb. per lin. ft. of wall. + + _Fifth._--Weight of materials below the 12-ft. line, 124 lb. per + cu. ft., ascertained as follows: The material was considered as + weighing 165 lb. per cu. ft. in the solid, and having 40% of voids + filled with water at 62.5 lb. per cu. ft., the resulting weight + being (165 × 60/100) + (62.5 × 40/100) = 124 lb. per cu. ft. + +Various angles of repose were used for this material in the +investigation, and it was finally decided that 30° was the greatest +angle that could be expected, whereas the worst condition that could be +anticipated was that the sand and water would act separately and give a +pressure as follows: + +Hydraulic pressure from liquid weighing 62.5 lb. per cu. ft. plus +pressure from sand with angle of repose at 30° and weight as follows: + +Weight of 1 cu. ft. in air = 165 × 60/100 = 99 lb. + +Weight of water displaced by 1 cu. ft. = 60/100 × 62.5 lb. = 37.5 lb. + +Weight in water, therefore = 61.5 lb. per cu. ft. + +These combined weights, of course, are equal to the weight of the +combined material in the previous assumption. + + _Sixth._--The usual requirement that the resultant of both horizontal + and vertical forces should, at all points, fall within the middle + third of the wall, or, in other words, that there should be no + tension in the concrete. + + [Illustration: + Plate LIV. + Diagram Showing Widths of Base of Retaining Wall Required + for Different Batters and Pressures, Pennsylvania Station] + +With these assumptions, investigation was made of walls with various +batters and differently designed backs. This investigation developed the +fact that the reaction from the superstructure was so great that, for +economy, both in first cost and space occupied, the batter must be +sufficient to cause that reaction to fall within or very close to the +middle third. Nothing could have been gained by having that reaction +fall back of the front of the middle third, as the wall was required +to be stable against the full pressure before the superstructure was +erected, and in case it should ever be removed; or, to state the matter +more clearly, the reaction from the superstructure was so great in +comparison to the weight of the wall, that, if it fell in front of the +resultant of all the other forces, the width of base required would be +greatly increased to make the wall stable after the superstructure was +erected; whereas, if the reaction from the superstructure fell back of +the resultant of all the other forces, the width of base could not be +correspondingly decreased without danger of the wall being overturned +before the superstructure was erected. The least batter that would +answer those conditions was found to be 2 in. per ft. + +For convenience in designing, and economy in constructing, the +steelwork, the faces of the bridge seat and of the backwall were laid +parallel to the center line of the Terminal, and in elevation on line +parallel to the top of the curb and as near to it as the economical +depth of steel would permit, without bringing the finished construction +above the plane fixed in the ordinance. As there is a variation of 13 +ft. in the elevation of the top of the curb of 31st Street above the top +of rail and a variation of 18 ft. in 33d Street, a uniform batter, with +the top parallel to the center line, would produce a toe varying in +distance from it and from the other constructions. It was decided, +therefore, for the sake of appearance, to make the face of the wall +(or wall produced) at the top of rail parallel to the center line, +and to vary the batter accordingly, using the 2-in. batter previously +mentioned as the minimum. This gave a maximum batter of 3 in. per ft. The +variation is so gradual that it is unnoticeable, and is not sufficient +to introduce any complications in construction. + +The wall was designed with a stepped back, primarily to allow the +water-proofing and brick protection to be held in position more readily. +The first step was put at 13 ft. below the surface of the ground. This +gave a vertical back above that point for a 3-in. battered face, and a +slightly battered back for sections having a less batter in front. Below +that point a step was added for each 5 ft. of depth to the elevation +of the top of rail, or to the foundation of the wall if above that +elevation. As the horizontal distance of the heel of the wall, at its +greatest width, from its face at the top of rail would determine the +effective room to be occupied by the wall, it was determined to make the +back vertical below the top of rail and gain the necessary increase in +width below that point by making a heavy batter on the face. + +The type of wall having been thus determined, calculations were made +of the width of base required for each ¼-in. batter from 2 to 3 in., +inclusive, first for a depth of 13 ft. below the top of the curb and +then for each 5 ft. below that elevation, to a depth corresponding to +the distance between the top of the curb and the top of the rail at the +point of greatest variation. These widths of wall were determined for +the two pressures previously decided on, and curves were then plotted +showing the thickness of wall required for each batter calculated and +for each pressure. They are shown on Plate LIV. The curves in broken +lines represent the widths required for saturated material, and the +curves in dotted lines for hydraulic pressure. Mean curves were then +drawn between each broken and its corresponding dotted curve. These are +shown in solid lines, and represent the widths of wall which were used +in the construction. Typical sections of the wall and pipes back of it +are shown on Fig. 3. + +The extreme positions of the back of the wall on the two streets having +been determined, as previously stated, the width of base required at +those points fixed the toe of the wall at the top of rail as 254.5 ft. +south of the center line of the Terminal in 31st Street, and 258.5 ft. +north of the center line in 33d Street. + + [Illustration: + Fig. 3. + TYPICAL SECTIONS OF RETAINING WALL IN THIRTY-FIRST STREET] + + +CONTRACTS. + +The construction was done under the following contracts: + +_1._--The principal contract, dated June 21st, 1904, was with the New +York Contracting and Trucking Company, later assigned by that company +to the New York Contracting Company-Pennsylvania Terminal, for the +performance of the following works: + + (_a_).--The excavation for and construction of a retaining wall in + Seventh Avenue, 31st Street, Ninth Avenue, and 33d Street. + + (_b_).--Excavation over the area enclosed by the retaining wall. + + (_c_).--The building of sewers and the laying of water and gas pipes. + + (_d_).--The building of a timber trestle to support the surface of + Eighth Avenue between the south side of 31st Street and the north + side of 33d Street, and also the surface of 31st and 33d Streets + between Seventh and Ninth Avenues. This refers to the trestles left + in place on the completion of the work. + + (_e_).--The building of a trestle and bridging from a point near the + west side of Tenth Avenue on the south side of 32d Street, westward + to the outer end of Pier No. 62, at the foot of 32d Street. + +_2._--The second contract, dated February 10th, 1905, was with the New +York Contracting Company-Pennsylvania Terminal, for the excavation for +and construction of retaining walls for the Manhattan Terminal Power +Station, and the excavation of the area thus enclosed. + +_3._--The third contract, dated October 2d, 1907, was with the New York +Contracting Company-Pennsylvania Terminal, for the construction of two +twin tunnels under Ninth Avenue, and other work incidental thereto. + +Sewers and gas mains laid outside the area covered by the foregoing +contracts were constructed under the following agreements: + +An agreement, dated August 9th, 1904, between the New York Contracting +Company-Pennsylvania Terminal, and the New Amsterdam Gas Company, for a +20-in. gas main from Seventh Avenue and 31st Street to 30th Street, and +thence to Ninth Avenue, the New Amsterdam Gas Company being remunerated +for the cost by the Tunnel Company. + +A contract, dated August 24th, 1904, with the New York Contracting +Company-Pennsylvania Terminal, for the construction of sewers in Seventh +Avenue and in 32d and 33d Streets east of Seventh Avenue. + +A contract, dated November 24th, 1908, with the New York Contracting +Company-Pennsylvania Terminal, for the construction of a 16-in. gas main +from Seventh Avenue and 32d Street to 34th Street, and thence to Eighth +Avenue. + +All these contracts required that the excavated material be delivered on +board scows to be furnished by the company at the pier at the foot of +32d Street, North River. These scows were furnished and the material +was disposed of from that point by Henry Steers, Incorporated, under a +contract, dated August 9th, 1904, which called for the transportation to +and placing of all material so delivered in the Pennsylvania Railroad +Company's freight terminal at Greenville, N.Y. + +The disposal of the excavated material was one of the principal features +of the work, and, under the above contract, material from those portions +of the Terminal site east of Seventh Avenue and west of Ninth Avenue, +and from all substructures work, was disposed of, as well as from the +constructions herein described. The problem differed from that presented +by the usual foundation excavations in New York City in magnitude only, +and the methods were not unusual, but were adaptations of the usual ones +to exceptionally large work. + + +PIERS AND TRESTLE FOR DISPOSAL. + +The most rapid and economical handling of all excavated material to +scows was made possible by the Tunnel Company procuring from the New +York Central and Hudson River Railroad Company the pier at the foot of +32d Street, North River, known in the earlier stages of the work as Pier +No. 62, but subsequently changed to Pier No. 72, and thus referred to in +this paper. This pier was occupied by a freight-shed used by the New +York Central Railroad Company, under a long-term lease from the City, +and that Company had to make numerous changes in their tracks and +adjoining piers before No. 72 could be turned over; the contract for +the excavation, therefore, required the contractor to procure any piers +needed previous to and in addition to it. Under this clause of the +agreement, the contractor procured one-half of the pier at 35th Street, +North River, which was used for the disposal of all material excavated +previous to May 22d, 1905, on which date Pier No. 72 was first put in +service. + +As the type of plant the contractor would elect to use could not be +determined, previous to the letting of the contract, a general plan for +Pier No. 72 and the trestle approach, suitable for either trains or +wagons, was attached to the contract, and the details were worked out +afterward. The method adopted was by train, and a two-track approach to +the pier was provided. Beginning on the east side of Ninth Avenue, at +the south line of 32d Street, at an elevation of 20 ft. below the +surface, crossing under Ninth Avenue and to the center line of 32d +Street, it rose on a 1.5% grade in open cut to the surface of 32d Street +at a point 500 ft. west of Tenth Avenue, from which point it rose above +the surface of the street on a timber trestle to Tenth Avenue, which was +crossed overhead. West of Tenth Avenue the line changed by a reverse +curve to the south sidewalk of 32d Street, and continued on a timber +trestle, practically level, to the New York Central Yard tracks near +Eleventh Avenue. These tracks and Eleventh Avenue were crossed overhead +on a through-truss, steel bridge, and a column-and-girder construction +on which the two tracks separated to a distance of 29 ft, between center +lines, so as to bring them directly over the posts of special timber +bents which spanned the two house tracks of the New York Central +south-bound freight shed, which the trestle here paralleled. This +position was held to a point 25 ft. west of the east house line of +Twelfth Avenue, where, by a system of cross-overs and turn-outs, access +was had from either track to six tracks on the pier. Four of these were +on upper decks, two on the north and two on the south edge of the pier, +at an elevation of 41 ft. above mean high tide, to carry earth and small +rock to chutes from which it was dumped into barges. The other two +tracks proceeded by a 5.3% grade down the center of the pier to the +lower deck where, at a distance of 540 ft. from the bulkhead, and beyond +the upper deck construction, they diverged into six, two on the north +and two on the south edge of the pier for standing tracks to serve +derricks, and two down the center for shifting purposes. A siding to the +north of the two running tracks just west of the bottom of the incline +served a bank of eight electric telphers. The arrangement of the pier is +shown by Fig. 4. + +The trestle east of the steel structure at Eleventh Avenue had simple +four-post bents, as shown by Bent "_A_," on Fig. 5, all posts being +vertical, to save room at the street level; the outside posts and the +caps and sills were of 12 by 12-in. timber; the intermediate posts were +of 8 by 12-in. timber; and single or double decks of 3 by 8-in. bracing +were used, depending on the height of the bents. These bents were framed +on the ground in position and raised by hand. West of Tenth Avenue, the +sills of the bents rested on four 12 by 12-in. longitudinal timbers, +each spanning two bays and breaking joints, for convenience in +supporting the trestle while the tunnels were constructed in open cut +beneath. These bents were placed 12 ft. on centers, with one 8 by 16-in. +stringer under each rail, and one 6 by 16-in. jack-stringer supporting +the overhang of the floor on either side. + +The bents along the New York Central freight shed had but two posts of +12 by 14-in. yellow pine varying from 26 ft, to 31 ft. 9 in. from center +to center; they had double caps of 12 by 14-in. yellow pine on edge, no +bottom sills or bracing, and the vibration and wind pressure were taken +care of by the top bracing and anchorage, as shown by Bent "_G_," on +Fig. 6. + + [Illustration: + Fig. 4. + PLANT FOR DISPOSAL OF EXCAVATED MATERIALS PIER NO. 72 N.R.] + +The method of erection was as follows: An excavation was made on the +line of each post, 4 ft. deep and from 4 to 5 ft. square, depending on +whether it was for a single or reinforced post; 6 in. of concrete was +placed in the bottom, and on this were laid, at right angles to the +center of the trench, three 8 by 12-in. timbers varying in length with +the excavation from 3 to 4 ft. To these timbers was drifted one 12 by +12-in. timber of the same length as those in the bottom row, but at +right angles to them. Elevations were then taken on top of the 12 by +12-in. timber, and the bent was framed complete and of correct height. +The framing was done south of the line of the trestle and west of the +freight-house. The framed bents were picked up by a small two-boom +traveler carrying two double-drum, electric, hoisting engines, and run +forward into position. A hole had previously been made in the metal +gutter and canopy of the freight-house, by an experienced roofer, and +in the freight platform underneath, and, as soon as the bent had been +dropped into position, it was firmly drifted to the foot-blocks, +previously described, and the excavation made for them was filled with +concrete well rammed about the blocks and rounded off 6 in. above the +surface of the ground. Secure flashings, in two sections, were then made +about the posts to cover the holes made in the gutter and roof, the +bottom sections being firmly soldered to the roof or gutter, and the top +sections, which lapped over the bottom and cleared them 2 in. in all +directions, were firmly nailed to the posts and the joints leaded. This +arrangement allowed the bents to move slightly, and at the same time +made the roof and gutter water-tight. These bents were placed 16 ft. on +centers to correspond with the spacing of the doors of the freight shed. + +Under the cross-overs near Eleventh Avenue, where the tracks had to +be supported in different positions on the caps, and could no longer +be kept over the posts, the caps were trussed and the posts were +reinforced, as shown on Bents "_J_," "_H_," and "_K_," Fig. 5. + + [Illustration: + Fig. 5. + DETAIL OF BENTS FOR MATERIAL TRESTLE] + +The trusses for the through bridge over the tracks were erected on +Sunday, April 16th. The two trusses, one 122 ft. and the other 165 ft. 8 +in. from center to center of end posts, had been assembled and riveted, +lying flat on cribwork a few feet above the ground, south of the +permanent position and between the New York Central tracks and Eleventh +Avenue. On the date stated, the contractor, having been given permission +to block the Central's tracks from 5 a.m. to 9 p.m., erected a large +steel gin pole just south of the correct position of the center of the +north truss, which was then dragged, from the place where it had been +assembled, across the railroad tracks until the center of the bottom +chord was vertically under its true position, the truss still lying flat +and about at right angles to the center line of the bridge. Chains were +made fast to the top chord at the middle panel of the truss, which was +then turned up to a vertical plane, raised to its permanent position, +and guyed. The gin pole was then shifted and the operation repeated with +the longer truss, after which, half of the floor beams and a part of the +top laterals were bolted in position and the guys were removed, the +bridge being thus erected without the use of falsework of any kind. +During the lifting there was no sag in either truss that could be +noticed by the eye. Fig. 1, Plate LV, shows the bridge erected, with +the exception of the tight timber fence. + +Pier No. 72 is directly over the North River Tunnels. When it was turned +over by the New York Central Railroad Company, the contractor for the +construction of those tunnels tore down the shed and removed the deck +and such piles as were in the path of the tubes. This left standing the +four northernmost, the four southernmost and two centers rows of piles +for the entire length of the pier. An additional row of piles was then +driven on either side of the two center rows, and battered so that at +the elevation of the tunnels they would be close to the center rows +and leave as much clear space as possible. The pier, therefore, was +constructed of three independent lines of four-post bents, which, +however, rested on sills which were continuous throughout the width of +the pier, as shown by Figs. 2 and 3, Plate LV. + + [Illustration: + Fig. 6. + DETAIL OF BENTS FOR MATERIAL TRESTLE.] + +The bents for the upper floors of the pier were double-decked, with +12 by 12-in. posts, sills, intermediate and top caps, and 3 by 8-in. +longitudinal and cross-bracing. The bents for the incline were similar, +except that those below 16 ft. in height were of single-deck +construction. The spacing of the bents varied from 9 ft. 6 in. to 12 +ft., except the three outer bays, which had a span of 23 ft., all to +agree with the position of the pile bents. The double-deck construction +extended for the full length of the original pier. A single-deck +extension, of full width and 180 ft. in length, was subsequently built +for the accommodation of four derricks for handling building material +and large rock. The piles for this extension were driven in three sets +of four rows each, similar to those in the old portion of the pier, +except that the bents were driven with a uniform spacing of 15 ft. +between centers. The three sets of bents were topped separately with +12 by 12-in. caps and 12 by 12-in. dock stringers; they were braced with +both cross and longitudinal low-water bracing, and were tied together by +a continuous 12 by 12-in. timber over the dock stringers and 12 by +12-in. packing pieces from stringer to stringer, each of these ties +being supported in the center of the span over the tunnels by two 2-in. +hog rods, Section "_A-A_," Fig. 4. + +The south side of the upper deck of the pier carried three sets of nine +hoppers, each set covering 90 ft., a little less than the full length +between bulkheads of the largest deck scows, with 70 ft. clear between +sets, to allow for the length of a scow outside of the bulkhead and to +permit the free movement of boats. Each hopper occupied the full space +between two bents, and, as the caps were topped by strips of timber of +triangular section, with a width of 12 in. on the base and a height of +6 in., protected by a 6 by 6-in. steel angle, each set of hoppers +presented 90 lin. ft. of continuous dumping room. The bottoms of the +hoppers, set at an angle of 45°, were formed by 12 by 12-in. timbers +laid longitudinally, running continuously throughout each set, and +covered by 3-in. planking. The partitions were formed with 4-in. planks +securely spiked to uprights from the floor of the hoppers to the caps; +these partitions narrowed toward the front and bottom so as to fit +inside the chutes. Each hopper was lined on the bottom and sides with +½-in. steel plates, and the bottoms were subsequently armored with 2 by +1-in. square bars laid 3 in. on centers and bolted through the 12 by +12-in. flooring of the hoppers. The chutes, extending from the bottom of +the hoppers, were 20 ft. long and 7 ft. wide, in the clear; they were +formed entirely of steel plates, channels, and angles, and were +supported from the upper deck of the pier by chains; their lower ends +were 17 ft. above mean high tide and 14 ft. 6 in. from the string piece +of the pier. The hoppers and chutes are shown by Fig. 1, Plate LVI. + + [Illustration: + Plate LV. + Material Trestle Over N.Y.C. & H.R.R.R. Co.'s Tracks; + and Construction of Pier No. 72, North River + Fig. 1.--Material Trestle Over N.Y.C. & H.R.R.R. Co.'s Tracks. + Fig. 2.--Material Trestle Under Construction on Pier No. 72, + North River, Showing Clear Water Over Tunnel Location. + Fig. 3.--Pier No. 72, North River, Showing Incline as Reconstructed + For Locomotives.] + +A length of 150 ft. of the north side of the pier was for the use of the +contractor for the North River tunnels; it was equipped with a set of +nine chutes similar to those for the south side; they were used but +little, and were finally removed to make room for a cableway for +unloading sand and crushed stone. + +At the foot of the incline there was a bank of eight telphers running +on rails securely bolted to the tops of 20-in. I-beams, which were hung +from stringers resting on the upper caps. The beams were erected in +pairs, each pair being securely braced together and to the trestle posts +to prevent swaying. Each telpher occupied the space between two bents, +about 10 ft., so that the entire bank commanded a length of 80 ft., +which was approximately the length of a rock scow between bulkheads. All +supports for the telphers were provided as a part of the trestle, but +the machines themselves were a part of the contractor's plant. + +Four derricks were erected on the extension, two on the north and two on +the south edge of the pier, supported on bents at a sufficient elevation +above the floor to clear a locomotive. + +After most of the earth had been excavated, the out-bound set of hoppers +on the south side of the pier was removed, and two derricks were erected +in their place and used for unloading sand, crushed stone, and other +building material. + + +PLANT. + +As the use of the 35th Street pier for the disposal of material required +that the mode of transportation should be by dump-wagons drawn by +horses, the plant in use by the contractor during that period +necessarily differed in many respects from what it was later, when Pier +No. 72 was available. Therefore, the nature of the plant during each +period will be stated. The plant for each period will be divided into +five classes: + + 1.--Central Plant: + (_a_) Power-Generating Plant. + (_b_) Repair Shops. + 2.--Retaining-Wall Plant. + 3.--Pit-Excavating Plant. + 4.--Transportation Plant. + 5.--Dock Plant. + +Horse-and-Truck Period: July 11th, 1904, to May 22d, 1905. + +_1._--_Central Plant._ + +(_a_).--_Power-Generating Plant._--The contractor's first central +generating plant was established in a 35 by 85-ft. steel-framed building +covered with corrugated iron, the long side being parallel to Ninth +Avenue and 15 ft. from the east house line, and the north end 43 ft. +south of the south house line of 32d Street. The foundations for the +building and machinery were of concrete, resting on bed-rock, the floor +being 20 ft. below the level of the Ninth Avenue curb. The south end of +the building was the boiler-room and the north end the compressor-room, +the two being separated by a partition. Coal was delivered into a large +bin, between the boiler-house and Ninth Avenue, its top being level with +the street surface, and its base level with the boiler-room floor. + +At the end of the horse-and-truck period the plant consisted of: + + Two Rand, straight-line compressors, 24 by 30 in., having a capacity + of 1,400 cu. ft. of free air per min. when operating at 86 rev. per + min. and compressing to 80 lb. above atmospheric pressure. + + One 10 by 6 by 10-in., Worthington, steam, plunger pump. + + Three horizontal boilers of the locomotive type, each of 125 h.p. + +(_b_).--_Repair Shops._--The repair shops, which included blacksmith, +machine and carpenter shops, were located on the first floor of a 40 by +70-ft. two-story frame structure, which was in the pit on the north side +of 31st Street, 48 ft. east of Ninth Avenue. The second floor was on the +street level, and was used as a storehouse for hand-tools and small +plant. + +The blacksmith shop contained: Four forges with hand blowers, four +anvils, and hand-tools. + +The machine shop contained: One drill press, one shaper (14-in. stroke), +one 18-in. swing lathe, and one 6-in. bed lathe. + +The carpenter shop contained: One circular saw, one wood lathe, and +hand-tools. + +The plant in both machine and carpenter shops was operated by one +7½-h.p. General Electric motor, the current for which was obtained from +the Edison Electric Heat, Light, and Power Company. + + [Illustration: + Plate LVI. + Material Trestle Showing First Chutes in Operation; + and Views of East and West Pits at Terminal Site + Fig. 1.--Material Trestle, Showing First Chutes in Operation. + Fig. 2.--East Pit, Steam Shovel Loading Excavated Material on Car. + Fig. 3.--West Pit, Showing Condition on June 28th, 1905.] + +_2._--_Retaining-Wall Plant._ + + Three cableways, with 35-ft. towers of 12 by 12-in. yellow pine timber + capable of spanning 350 ft., and operated by 7 by 10-in. double-drum + Lambert hoisting engines mounted with 25-h.p. Lambert upright + boilers. + + Five stiff-leg derricks, with masts from 35 to 50 ft. long and booms + from 45 to 60 ft. long, operated by 7 by 10-in. Lambert double-drum + and swinging gear engines, mounted with 25-h.p. upright Lambert + boilers. + + Six Cameron pumps, varying in size from 7 by 6 by 13 in. to 10 by 8 + by 16 in. The first dimension referring to the diameter of the steam + cylinder, the second to that of the water, and the third to the + stroke. + + Five Rand sheeting drivers. + + Two Ransome ¾-cu. yd. concrete mixers, mounted on frame, with + kerosene driving engine. + + Drills drawn from pit plant as required. + +_3._--Pit-Excavating Plant. + + One guy derrick, 50-ft. mast and 45-ft. boom, operated by a Lambert + two-drum and swing-gear hoisting engine, with Lambert 25-h.p. + upright boiler. + + Three stiff-leg derricks, similar to those used on the retaining wall + work. + + Three Bucyrus, 70-ton steam shovels with 3½-cu. yd. dippers. + + One traveling derrick, built with an A-frame of 12 by 12-in. timbers, + 15-ft. mast, and 25-ft. boom; the traveler carried an engine and + boiler similar to those used on the stiff-leg derricks, and was + used on the Seventh and Eighth Avenue sewers, as well as in the pit. + + Ten Rand-Ingersoll rock drills, Nos. 1, 3¼, and 4. + + One Reliance stone crusher (nominal capacity 17 tons of crushed stone + per hour) belt-driven by 50-h.p. engine. + +_4._--_Transportation Plant._ + + During the whole of the first period the transportation plant + consisted of two-horse trucks and snatch teams as needed. The number + varied greatly from 25 at the beginning and end of the period to an + average of 135 from August 1st to December 1st, 1904, about 10% of + the total number of teams being used as snatch teams. + +_5._--_Dock Plant._ + + The only machinery used on the dock during the horse-and-truck period + was one stiff-leg derrick similar in size and operation to those + described under the head of retaining-wall plant. + +The plant described above does not represent that which was used during +the whole of the horse-and-truck period, but what had accumulated at the +end of it. The power-generating plant might almost have been omitted +from this period, as the first compressor did not begin running until +February, 1905. Previous to that time, the power for drilling, pumping, +driving, sheeting, etc., was steam furnished by the boilers which +subsequently drove the compressors, these being brought on the ground +and fired as occasion required. + + +Train-Disposal Period, Beginning May 22d, 1905. + +At the beginning of this period there had been excavated 242,800 cu. yd. +of earth and 22,800 cu. yd. of rock, of the total excavation of 803,500 +cu. yd. of earth and 804,000 cu. yd. of rock included in the principal +contract, leaving to be excavated under that contract 560,000 cu. yd. of +earth and 781,200 cu. yd. of rock, and an additional contract had been +let to the New York Contracting Company for the terminal power station, +which increased the earth by 16,500 and the rock by 15,500 cu. yd. +During the year following, contracts for the east and west portions and +the sub-structures were let, which brought the total to be excavated, +after the beginning of the train-disposal period, up to 681,000 cu. yd. +of earth and 1,494,000 cu. yd. of rock. + +The central plant, transportation plant, and dock plant were used +indiscriminately on all these contracts, and, as no separation can be +made which will hold good for any appreciable length of time, the plant +in those classes will be stated in total. The retaining-wall and pit +plant here given include that used on the principal contract and +terminal power station only. The power-generating plant given under +the horse-and-truck period was doubled at the beginning of the +train-disposal period, but it was still insufficient for the work then +under contract, and the additional contracts necessitated a greater +increase. The location had also to be changed to permit the excavation +of the rock under Ninth Avenue. The old stone church fronting on 34th +Street, between Seventh and Eighth Avenues, a building 68 ft. wide and +92 ft. long, made a roomy and very acceptable compressor-house. The +wooden floors and galleries were removed, and good concrete foundations +were put in, on which to set the plant; the walls, which were cracked in +several places, were trussed apart and prevented from moving outward by +cables passed about the pilasters between the windows. + +The boilers were erected south of the church, an ash-pit being first +built, the full width of it, with the floor on a level with the +basement. The rear wall of the church formed the north wall of the +ash-pit, and the south wall and the ends were built of concrete. The +boilers were set with the fire-doors toward the rear wall of the +building, and 7 ft. distant from it, and above this fire-room and the +boilers there was erected a coal-bin of 500 tons capacity. The rear wall +of the compressor-house formed the north wall of the bin, the section +of which was an isosceles right-angled triangle. Coal was delivered by +dumping wagons into a large vault constructed under the sidewalk on 34th +Street, and was taken from there to the bin by a belt conveyor. + +The plant for the second period was as follows: + +_1._--_Central Plant._ + +(_a_).--_Power-Generating Plant._--The plant in the engine-room +consisted of: + + Three Rand straight-line compressors from the original power plant at + Ninth Avenue and 32d Street. + + One Ingersoll straight-line compressor from the old power-house. + + One Rand duplex Corliss, 40 by 48-in. air-compressor, with both air + and steam cylinders cross-compounded, and a capacity of 5,600 cu. + ft. of free air per min. compressed to 80 lb. at 70 rev. per min. + + Three Rand duplex, 30 by 30-in., compressors, connected with 525-h.p., + 6,600-volt, General Electric motors, with a capacity of 3,000 cu. + ft. of free air per min. compressed to 80 lb. at 125 rev. per min. + + Two 10 by 6 by 10-in. Worthington steam plunger pumps. + + One 7½-h.p. General Electric motor for driving the Robbins belt coal + conveyor. + + One forced-draft fan (built by the Buffalo Forge and Blower Company), + driven by an 8 by 10-in. Buffalo engine. + +In the boiler-room there were three 500-h.p. Sterling water-tube +boilers. + +(_b_).--Repair Shops.--The repair shops remained in their old location +until sufficient room had been excavated to sub-grade in the lot east +of Eighth Avenue, and then they were moved to the old Ninth Avenue +power-house which had been erected at that point. The contents of the +blacksmith shop remained the same as for the first period. The equipment +of the machine shop was increased by one 18-ton trip-hammer operated by +air and one bolt-cutting machine, size 1 in. to 1½ in. The carpenter +shop remained the same except that the electric motor was replaced by a +25-h.p. single-cylinder air motor; there was added to the repair shop a +drill shop containing: Four forges with compressed air blowers, four +anvils, two Ajax 20-ft. drill sharpeners, and one oil blower forge. + +_2._--_Retaining-Wall Plant._ + +The retaining-wall plant was identical with that described for the first +period, with the addition of two Ransome 1-cu. yd., concrete mixers, +with vertical engines mounted on the same frame, using compressed air. + +_3._--_Pit-Excavating Plant._ + +The pit-excavating plant included that listed for the first period and, +in addition, the following: + + One Vulcan, 30-ton, steam shovel, with 1-cu. yd. dipper and a vertical + boiler. + + One Ohio, 30-ton, steam shovel, with 1-cu. yd. dipper and a vertical + boiler. + + Four guy derricks (50 to 80-ft. masts and 45 to 60-ft. booms), + operated by Lambert 7 by 10-in. engines, with two drums and swinging + gear, mounted with 25-h.p. vertical boilers, but driven by + compressed air. + + Seventy Ingersoll-Rand rock drills, Nos. 1, 3¼, and 4. + + Two Rand quarry bars, cutting 10 ft. in length at one set-up, and + mounted with No. 4 drill using a Z-bit. + +_4._--_Transportation Plant._ + + Twenty-one H. K. Porter locomotives, 10 by 16-in., and 36-in. gauge. + + Three Davenport locomotives, 9 by 16-in., and 36-in. gauge. + + One hundred and forty Western dump-cars, each of 4 cu. yd. capacity. + + One hundred and sixty-five flat cars, with iron skips, each of 4 cu. + yd. capacity. + +_5._--_Dock Plant._ + + Four stiff-leg derricks on extension, having 35-ft. masts and 40-ft. + booms, and each operated by a 60-h.p. Lambert, three-drum, electric, + hoisting engine. + + One stiff-leg derrick, on the south side of the pier on the upper + deck, with a 28-ft. mast operated by a three-drum Lambert engine + and a 25-h.p. vertical boiler. + + One stiff-leg derrick, on the north side of the dock on the upper + deck, used exclusively for bringing in brick, electric conduit, + pipe, and other building material, operated when first erected by a + three-drum, steam-driven, Lambert, hoisting engine. This engine was + later changed to the derrick on the south side of the dock, and a + motor-driven Lambert engine from that derrick was substituted. + + Eight electric telphers. + +Ninth Avenue Twin-Tunnels Plant. + + One stiff-leg derrick, previously used in retaining-wall work. + + One Smith concrete mixer, 1 cu. yd. capacity, driven by attached air + engine. + + Two cableways taken from the retaining-wall plant and used for mucking + out the tunnels after the center pier had been built; driven by air + supplied to the original engine. + + One Robbins belt conveyor, driven by a 30-h.p. engine run by air. + + Three 1-cu. yd. Hopple dump-cars. + + +CONSTRUCTION. + +Ground was broken for work under the principal contract on July 9th, +1904, on which date the contractor began cutting asphalt for Trench No. +1 in 31st Street, and also began making a roadway from Ninth Avenue into +the pit just south of 32d Street. + +_Excavation for Retaining Walls._--Two essentially different methods +were used in excavating for and building the retaining walls; one, +construction in trench, the other, construction on bench. In general, +the trench method was used wherever the rock on which the wall was to be +founded was 12 ft. or more below the surface of the street; or, what is +perhaps a more exact statement, as it includes the determining factor, +where the buildings adjoining the wall location were not founded on +rock. + +In the trench method the base of the wall was staked out on the surface +of the ground, the required width being determined by the elevation of +the rock, as shown by the borings. The contractor then added as much +width as he desired for sheeting and working space, and excavated to a +depth of about 5 ft. before setting any timber. In some cases the depth +of 5 ft. was excavated before the cableway or derrick for the excavation +was erected, the wagons being driven directly into the excavation and +loaded by hand, but, usually, the cableway was first erected, and +buckets were used from the start. After the first 5 ft. had been +excavated, two sets of rangers and struts were set, the first in the +bottom of the excavation and the second at the level of the street +surface, supported by posts resting on the bottom rangers. The sheeting +was then set, and all voids back of it were filled with clean earth and +well tamped. The toe of the sheeting was kept level with the bottom of +the excavation until the ground-water was reached, after which it was +kept from 3 to 5 ft. ahead of the digging. + +The sheeting used was 3-in., in variable widths; it was always tongued +and grooved on the side of the trench next to the buildings and in the +deeper excavations on both sides of the trench, and was driven by wooden +mauls above the ground-water level, but steam sheeting-drivers were used +below that elevation. Struts, rangers, and posts were generally 12 by +12-in. + +Some exceedingly bad material was encountered in the deeper excavations, +beds of quicksand being passed through, varying in thickness from 1 to +18 ft., the latter, in 31st Street between Seventh and Eighth Avenues, +in the deepest excavation made. After encountering the fine sand in that +trench, no headway was made until a tight wooden cylinder was sunk +through the sand by excavating the material inside of it and heavily +weighting the shell with pig iron. When this cylinder had reached the +gravel, which lay below the sand, it was used as a sump, and the water +level was kept below the bottom of the excavation, which permitted good +progress. Sand continued to flow under the sheeting to such an extent, +however, that the front walls of four adjoining buildings were badly +cracked and had to be taken down and rebuilt. All the stoops along this +trench settled, and had to be repaired. + +The bench method of excavating for the retaining wall was very simple, +and was used only where the rock lay near the surface and the adjoining +buildings were founded on it, the overlying material being in such case +dry, and consequently firm, little or no shoring was required. The +method was to extend the pit excavation to a width of 2 or 3 ft. beyond +the proposed back of the retaining wall, and to carry that width down to +the depth required for its base, below which the excavation was narrowed +to 1 ft. inside of the face of the wall and continued either before it +was built or subsequently. + +_Retaining-Wall Construction._--The concrete walls were built in +sections 50 ft. in length, except where that spacing would bring an +expansion joint under a girder pocket or just on line with a tier of +struts, in which cases the section was shortened as required. Trenches +were never allowed to remain open at the full depth, the concreting +being started as soon after the necessary length of rock had been +uncovered as the forms and preliminary work for a section could be +prepared. Each section was a monolith, except in a few cases where +very heavy rains made it impossible to hold the laborers. + +The various operations in building the concrete wall are shown on +Fig. 7. Guide-planks, "_a a_," Section "_A-A_," were securely spiked +to alternate tiers of struts for the length of the section, the face +of each guide-plank being set on line with the intended face of the +concrete wall, and 2-in. tongued-and-grooved spruce plank were laid +along the guide-plank to the height of the bottom strut and securely +braced from the front sheeting. A 4-in. brick wall was built +simultaneously on line with the back of the wall to the height of +the first step. Where the bottom strut was below that elevation, the +brickwork was left low at that immediate point and built up when the +strut was removed. The brick wall was then water-proofed on the side +toward the concrete, and loose laps of the water-proofing were allowed +to hang over the brickwork and at least 8 in. down the back. A 6-in. +vitrified pipe drain was then laid along the surface of the rock just +outside of the brick wall, the joints in the pipe being caulked with +oakum saturated in cement, and pointed with cement mortar above a line +1 in. below the horizontal diameter, the remainder of each joint being +left open. Cross-drains were laid from tees in the back drain to the +face of the wall at all low points in the rock and at least for every +25 ft. of wall length, the joints of these discharge pipes being caulked +and cemented throughout. The surface of the rock was then washed and +scraped clean, and was covered with about 1 in. of mortar, after which +the section was ready for concrete. + +The building of monolithic sections in trenches required that the thrust +from one set of struts be taken by the concrete before the set above +could be removed, and necessarily caused slow progress, the rate at +which concrete was deposited being just sufficient to prevent one layer +from setting before the next layer above could be placed. + +The concrete used was mixed in the proportions of 1 part of cement to +3 parts of sand and 6 parts of stone, in 2-bag batches, in ¾-yd. and +1-yd. Ransome portable mixers mounted with air-driven engines on the same +frame. These mixers were placed at the surface, and were charged with +barrows, the correct quantities of sand and stone for each batch being +measured in rectangular boxes previous to loading the barrows. The +concrete was discharged from the mixer into a hopper which divided into +two chutes, only one of which was used at a time, the concrete being +shoveled from the bottom of the chutes to its final position. Facing +mortar, 2 in. thick, was deposited simultaneously with the concrete, and +was kept separate from it by a steel diaphragm until both were in place, +when the diaphragm was removed and the two were spaded together. The +bottoms of the guide-planks were cut off just above the concrete as it +progressed, and, as soon as the wall had reached a strut at one end of +the section, that strut was removed, the form was built up to the next +strut, at front and back, and braced to the sheeting, so that, by the +time the entire length of the section had been carried up to the level +of the first line of struts, forms were ready at one end for the +succeeding layers. The layers of concrete never exceeded 8 in. in +height, and at times there were slight delays in the concreting while +the carpenters made ready the next lift of forms, but such delays were +rarely long enough to permit the concrete to take its initial set. + + [Illustration: + Fig. 7. + SKETCH SHOWING FORMS FOR, AND METHOD OF, CONCRETING RETAINING WALLS + IN TRENCH.] + +After a section of concrete had firmly set, both back and front forms +were removed, and the thrust from the sides of the trench was +transferred directly to the finished wall. The face of the wall was +rubbed with a cement brick to remove the marks of the plank, and was +then coated with a wash of thin cement grout. The water-proofing and +brick armor were then continued up the back of the wall, the spaces +between the lines of braces being first water-proofed and bricked, and +the braces transferred to the finished surface, after which the omitted +panels were completed. The water-proofing consisted of three layers of +Hydrex felt, of a brand known as Pennsylvania Special, and four layers +of coal-tar pitch. The pitch contained not less than 25% of carbon, +softened at 60° Fahr., and melted at a point between 96° and 106° Fahr. +The melting point was determined by placing 1 gramme of pitch on a lead +disk over a hole, 5/16-in. in diameter, and immersed in water which was +heated at the rate of 1° per min.; the temperature of the water at the +time the pitch ran through the hole was considered as the melting point. + +In order to prevent the water-proofing from being torn at the joint +between sections when they contract from changes in temperature, a +vertical strip of felt, 6 in. wide, was pitched over each joint, lapping +3 in. on each concrete section. The back of this strip was not pitched, +but was covered with pulverized soapstone, so that the water-proofing +sheet was free from the wall for a distance of 3 in. on either side of +each joint. + +Concreting was continued during the severest weather, one section being +placed when the thermometer was 5° above zero. When the thermometer was +below the freezing point both sand and stone were heated by wood fires +in large pipes under the supply piles; the temperature of the mix was +taken frequently, and was kept above 40 degrees. Numerous tests made +while the work was in progress showed that, while the temperature fell +slightly soon after the concrete was deposited, it was always from 2° to +5° higher at the end of 2 hours. The face and back of the concrete were +prevented from freezing by a liberal packing of salt hay just outside +the forms. + +A vertical hog trough, 24 in. wide and 9 in. deep, was placed in one +end of each section, for its full height below the bridge seat, into +which the next section keyed, and, when the temperature at the time +of concreting was below 50° Fahr., a compression joint was formed by +placing a strip of heavy deadening felt, 2 ft. wide, on the end of the +completed section next to the face and covering the remainder of the +end with two ply of the felt and pitch water-proofing; the one ply of +deadening felt near the face was about the same thickness as the two ply +of water-proofing, and was used to prevent the pitch from being squeezed +out of the joint to the face of the wall. + +The excavation for the retaining walls in 31st and 33d Streets were in +all cases made of sufficient width to receive the sewers, which were +laid as soon as the back-fill, carefully rammed and puddled, had reached +the proper elevations; the back-filling was then completed, and the gas +and water mains were afterward laid in separate trenches. + + [Illustration: + Fig. 8. + SKETCH SHOWING FORMS AND BRACING FOR NINTH AVENUE WALL] + +The sections of concrete built in trench varied in height from 13 to +59 ft. from the base to the top of the back wall. With the exception of +the Seventh Avenue wall, 50 ft. in height, and the Ninth Avenue wall, +62 ft. in height, none of those sections constructed by the bench +method was more than 14 ft. The forms and bracing for these walls were +substantially the same, except that the low walls were built in lengths +of approximately 50 ft., while the forms for the Seventh and Ninth +Avenue walls were only 20 ft. long. + +The forms and bracing for the Ninth Avenue walls are shown on Fig. 8. +These forms were built in one piece and moved ahead from section to +section, and they were firmly braced from the bottom with raker braces +to a point 36 ft. above the base, the upper part being held in place by +¾-in. bolts passed through the forms and anchored by cables to bolts +grouted into the rock behind. + +After the forms had been set and braced, an 8-in. brick wall was laid +up the face of the rock, containing a vertical line of three-cell hollow +tile block every 5 ft. of length, and laid to conform as nearly as +possible to the face of the rock, all voids being filled with broken +stone. Water-proofing, similar to that described for the walls in the +trench, was then applied to the brick and tile wall for the full height, +and firmly braced to the front forms, the braces being removed as the +concrete reached them. The concrete was mixed at the street level and +deposited through chutes, as described previously. + +Tables 1, 2, and 3 show the quantity of cement used in each section of +retaining wall, and give figures by which the quantities of other +materials may be determined. + +_Pit Excavation._--The pit excavation during the horse-and-truck period +was largely preparatory work done to get the excavation in good shape +for handling spoil trains after Pier No. 72 and the trestle approach +were finished. This required an open cut from Ninth to Seventh Avenues +at a sufficient depth below the sewers and other substructures in the +avenues to clear a locomotive, and wide enough for both running and +loading tracks, also the building of the cast-iron sewer in Eighth +Avenue across the entire excavation, with enough of the temporary +bridging to support it. The building of the trestle in Eighth Avenue +was essentially a part of the pit excavation, as the progress of one +depended greatly on that of the other. + +Excavation was commenced on July 12th, 1904, for the crossing under +Ninth Avenue, and in the pit east of Ninth Avenue along 32d Street. The +line chosen for the opening cut was down the center of the pit, as it +was not safe to excavate near the bounding streets until after the +completion of the enclosing retaining wall. The excavation was started +by hand, but three 70-ton Bucyrus steam shovels were put to work as soon +as they could be delivered, the first on July 25th and the third on +September 12th. The excavated material was loaded by the shovels on +end-dump wagons, each having a capacity of 2 cu. yd., and was conveyed +in them to the dumping board at 35th Street. The average number of teams +was 135, 10% being snatch teams to pull the wagons out of the pit and to +assist them up the runway at the dumping board. The teams averaged only +seven trips per day of 10 hours, considerable delay being caused by the +trains of the New York Central Railroad at Eleventh Avenue. The number +of teams was not sufficient, therefore, to keep the three shovels busy +when they were all in good digging, but the dumping board was taxed to +accommodate that number, and little would have been gained by increasing +it. The digging was very good during this period, practically no rock +being encountered, and the building foundations were too light to +present any obstacle to such powerful shovels. The capacity of their +dippers was 3½ cu. yd., so that one dipperful meant one truck loaded and +running over. The output from August to November, inclusive, averaged +40,000 cu. yd. per month; one shift only was worked per day, and +although the quantity was not large for three such powerful shovels, it +was large to truck through the streets, and required that one team pass +a given point every 18 sec. At the end of November the opening up of +the pit had been accomplished, considerable rock had been stripped +near Ninth Avenue, and the streets had become so icy that the cost of +transportation was practically doubled; work in the pit, therefore, was +much curtailed, and amounted to continuous work for one shovel from that +time until the end of the period, May 22d, 1905, when Pier No. 72 was +put in service and transportation by train began. Figs. 2 and 3, Plate +LVI, show the condition of the pit east and west of Eighth Avenue, +respectively, on that date. + + [Illustration: + Fig. 9. + SKETCH SHOWING TYPICAL BENT OF TRESTLE SUPPORTING EIGHTH AVENUE] + +The work of excavating for and building the temporary street bridge, +a typical bent and bracing for which are shown on Fig. 9, and the +cast-iron sewer and water mains in Eighth Avenue, was commenced on +September 3d, 1904. The trestle was a double-decked structure of yellow +pine, with 10 by 10-in. posts and sills, 10 by 14-in. intermediate and +top caps, and 2 by 10-in. longitudinal and cross-braces. The trestle was +further stiffened longitudinally by four lines of 8 by 10-in. struts, +butted between the intermediate caps, and held in position by 2 by 8-in. +splice-plates resting on top of them. The intermediate caps were at an +elevation of 15 ft. below the surface of the street, and above that line +the longitudinal bracing was continuous, while below it the bents were +braced in pairs, the bracing being omitted from every second bay. Below +the intermediate cap the bents were uniform for the entire width of the +trestle, but the top cap was not continuous, being 5 ft. below the +surface under the trolley tracks, and only 18 in., the depth of +stringers and planking, beyond. The stringers under the trolley tracks +were 8 by 16-in. yellow pine, spaced three to a track, and those for the +driveway were 6 by 14-in., spaced 1 ft. 6 in. on centers, the planking +being 4-in. yellow pine. + +The first step in the construction was to excavate a trench 15 ft. wide +on the west side of the street, the east side of the trench being 4 ft. +west of the westernmost trolley rail. While this work was in progress, +all vehicular traffic was turned to that part of the avenue east of the +westerly trolley rail. The trench was sheeted and timbered, and carried +to a depth sufficient to receive the intermediate cap. That portion of +the bent from the bottom of the intermediate cap to the bottom of the +top cap was then erected for the width of the trench, after which the +60-in. cast-iron sewer and the 48-in. water main were laid in position +and caulked. The top cap, stringers, and planking were then laid, for +the full width of the trestle west of the trolley tracks. This work was +finished and the sewage turned into the new sewer in April, 1905. + +As the planking was laid west of the trolley tracks, traffic was turned +to that side of the street, and the material east of the tracks was +excavated to its natural slope. Trenches were then dug under the tracks +on the line of the bents, and the caps were set in position on blocking. +The material between these trenches was then removed, the tracks being +supported meanwhile by blocking at least every 6 ft., and the stringers +and planking were shoved into place. Excavation was next made between +the caps to a depth of about 5 ft. below them, needle-beams being placed +under the caps, one or two at a time, and supported on posts erected in +these excavations; the material on line of the bents was excavated to +the depth of the intermediate caps, which were then set, together +with the posts and bracing for the upper deck of the structure. This +operation was repeated for the lower deck, about 10 ft. being gained for +each change of posts, and three shifts, therefore, were required. + +At the beginning of the train-transportation period, May 22d, 1905, two +shifts of 10 hours each were inaugurated, and the earth was handled at +the rate of from 85,000 to 90,000 cu. yd. per month; but, by the end of +August, when a little more than 60% of the total earth had been disposed +of, the rock began to interfere very greatly with the progress. The +strike of the rock was almost directly north and south, and its surface +formed broken ridges running in that direction, with deep valleys +between. The dip was almost vertical near Ninth Avenue, and about 70° +toward the west near Seventh Avenue. This condition made it necessary to +turn the shovels parallel to the ridges in order to strip the rock for +drilling; and, as the ridges were very broken, the shovels continued to +bump into them on all occasions, making it necessary to move back and +start other cuts or stand and wait for the rock to be drilled and +blasted. One small Vulcan steam shovel, with vertical boiler and ¾-cu. +yd. dipper, had been brought on the work to be used in stripping rock, +and was moved from place to place so much more easily than the large +ones that an Ohio shovel of the same general type was purchased in +October, and thereafter the stripping was done largely by the two small +shovels and by hand, the large shovels being used almost exclusively in +handling rock. + +The drilling necessary to remove the rock was very large in amount and +also per yard excavated. In order not to damage the retaining walls and +the rock underlying them, holes spaced at 5-in. centers were drilled +1 ft. away from the face of the walls and on the same batter. These +breaking holes alone amounted to a total of 210,000 lin. ft., or 1 ft. +of hole for each 3½ cu. yd. of rock excavated; and the regulations of +the Bureau of Combustibles, which prevented springing, caused the +blasting holes to be placed very close together and required a total of +about 420,000 lin. ft., making 630,000 ft. If to this is added the block +holes, for some of the rock broke very large, it will show at least +1 ft. of drill hole for each cubic yard of rock excavated, about ten +times the average on general railroad work. + + [Transcriber's Note: + The three numbered Tables were originally printed at full width, with + columns (1)-(13) displayed in a single row.] + +TABLE 1a.--Record of Retaining-Wall Sections, Terminal Station. + +West Thirty-first Street from Seventh Avenue to Ninth Avenue. + + (1) Section No. + (2) Stations. + (3) Contents of section, in cubic yards. + (4) Barrels of cement used for facing. + (5) Cubic yards of facing mortar equivalent. + (6) Barrels of cement used for bed mortar. + (7) Cubic yards of bed mortar equivalent. + (8) Cubic yards of embedded stone. + + (1) (2) (3) (4) (5) (6) (7) (8) + _____________________________________________________________________ + | 1 {165 + 05.8} | | | | | | | + | {165 + 66.0} | 617.48 | 17.50 | 5.95 | ... | ... | ... | + | 2 {165 + 66.0} | | | | | | | + | {165 + 95.4} | 233.96 | 10.25 | 3.49 | ... | ... | ... | + | 3 {165 + 95.4} | | | | | | | + | {166 + 41.2} | 355.20 | 24.50 | 8.34 | ... | ... | ... | + | 4 {171 + 03.4} | | | | | | | + | {171 + 53.4} | 309.29 | 67.50 | 23.00 | ... | ... | ... | + | 5 {177 + 44.0} | | | | | | | + | {177 + 94.0} | 109.62 | 30.25 | 10.30 | ... | ... | ... | + | 6 {171 + 53.4} | | | | | | | + | {171 + 83.0} | 246.35 | 27.75 | 9.44 | ... | ... | ... | + | 7 {166 + 41.2} | | | | | | | + | {166 + 79.0} | 644.12 | 77.50 | 26.37 | ... | ... | ... | + | 8 {171 + 83.0} | | | | | | | + | {172 + 12.0} | 394.43 | 63.75 | 21.69 | ... | ... | ... | + | 9 {166 + 79.0} | | | | | | | + | {167 + 20.5} | 974.58 |103.75 | 35.30 | 2.50 | 0.85 | 7.96 | + | 10 {170 + 16.6} | | | | | | | + | {170 + 58.6} | 767.34 | 92.50 | 31.48 | 2.75 | 0.94 | ... | + | 11 {170 + 58.6} | | | | | | | + | {171 + 03.4} | 599.17 | 77.00 | 26.20 | 10.25 | 3.49 | ... | + | 12 {167 + 20.5} | | | | | | | + | {167 + 43.9} | 535.28 | 50.50 | 17.18 | 2.00 | 0.68 | 4.00 | + | 13 {175 + 18.5} | | | | | | | + | {175 + 61.8} | 553.04 | 62.00 | 21.10 | 5.25 | 1.79 | ... | + | 14 {177 + 02.9} | | | | | | | + | {177 + 44.0} | 305.12 | 49.25 | 16.76 | 4.50 | 1.53 | ... | + | 15 {175 + 61.8} | | | | | | | + | {176 + 91.7} | 429.88 | 50.00 | 17.01 | 1.50 | 0.51 | ... | + | 16 {176 + 62.5} | | | | | | | + | {177 + 02.9} | 675.64 | 77.50 | 26.37 | 6.25 | 2.13 | ... | + | 17 {174 + 04.5} | | | | | | | + | {174 + 29.6} | 162.98 | 29.00 | 9.87 | 3.50 | 1.19 | ... | + | 18 {175 + 91.7} | | | | | | | + | {176 + 21.5} | 698.88 | 46.25 | 15.72 | 4.50 | 1.53 | 15.86 | + | 19 {176 + 21.5} | | | | | | | + | {176 + 62.5} | 1,166.79 | 81.50 | 27.73 | 4.00 | 1.36 | 34.96 | + | 20 {167 + 43.9} | | | | | | | + | {167 + 92.6} | 975.53 | 95.75 | 32.58 | 3.25 | 1.11 | 36.99 | + | 21 {172 + 12.0} | | | | | | | + | {172 + 45.2} | 271.48 | 31.75 | 10.80 | 2.50 | 0.85 | 8.65 | + | 22 {168 + 41.3} | | | | | | | + | {168 + 72.6} | 316.30 | 44.00 | 14.97 | 5.25 | 1.79 | 7.18 | + | 23 {173 + 63.6} | | | | | | | + | {174 + 04.5} | 529.33 | 54.75 | 18.63 | 4.75 | 1.62 | 1.25 | + | 24 {167 + 92.6} | | | | | | | + | {168 + 41.3} | 1,010.64 | 66.00 | 22.46 | 5.50 | 1.87 | 10.16 | + | 25 {173 + 21.2} | | | | | | | + | {173 + 63.6} | 675.21 | 77.75 | 26.46 | 2.50 | 0.85 | 12.00 | + | 26 {164 + 72.5} | | | | | | | + | {165 + 05.8} | 458.22 | 40.00 | 13.61 | 5.50 | 1.87 | 22.37 | + | 27 {172 + 81.9} | | | | | | | + | {173 + 21.2} | 409.43 | 35.00 | 11.91 | 9.75 | 3.31 | 4.64 | + | 28 {164 + 27.6} | | | | | | | + | {164 + 72.5} | 658.46 | 72.00 | 24.50 | 1.50 | 0.51 | 16.40 | + | 29 {172 + 45.2} | | | | | | | + | {172 + 81.9} | 345.89 | 30.25 | 10.29 | 5.00 | 1.70 | 1.62 | + | 31 {174 + 78.0} | | | | | | | + | {175 + 18.5} | 507.50 | 35.75 | 12.17 | 3.00 | 1.02 | 17.09 | + | 32 {174 + 29.6} | | | | | | | + | {174 + 78.0} | 396.99 | 43.75 | 14.89 | 1.75 | 0.60 | 6.50 | + | 43 {177 + 94.0} | | | | | | | + | {178 + 44.1} | 194.07 | 30.00 | 10.21 | 2.00 | 0.68 | 8.35 | + | Pier {168 + 72.6} | | | | | | | + | {168 + 81.1} | 106.52 | ... | ... | ... | ... | ... | + | 76 {178 + 44.1} | | | | | | | + | {178 + 94.1} | 136.32 | 12.75 | 4.34 | 4.75 | 1.62 | ... | + | 79 {178 + 94.1} | | | | | | | + | {179 + 44.1} | 118.07 | 9.00 | 3.06 | 8.50 | 1.19 | ... | + | 82 {179 + 44.1} | | | | | | | + | {179 + 93.7} | 126.12 | 6.50 | 2.21 | 2.50 | 0.85 | ... | + | 84 {179 + 93.7} | | | | | | | + | {180 + 44.2} | 126.77 | 6.75 | 2.30 | 2.25 | 0.77 | ... | + | 86 {180 + 44.2} | | | | | | | + | {180 + 93.6} | 162.48 | 8.00 | 2.72 | 2.75 | 0.94 | ... | + | 90 {180 + 93.6} | | | | | | | + | {181 + 17.9} | 92.52 | 4.00 | 1.36 | 1.00 | 0.34 | ... | + |___________________|__________|_______|_______|_______|______|_______| + +TABLE 1b.--Record of Retaining-Wall Sections, Terminal Station. + +West Thirty-first Street from Seventh Avenue to Ninth Avenue. + + (1) Section No. + (2) Stations. + (9) Cubic yards of concrete in section (net). +(10) Barrels of cement used in concrete. +(11) Barrels of cement per cubic yard of concrete. +(12) Concrete started. +(13) Concrete finished. + + (1) (2) (9) (10) (11) (12) (13) + ______________________________________________________________________ + | 1 {165 + 05.8} | | | | | | + | {165 + 66.0} | 611.53 | 731.50 | 1.20 | 11/4/04 | 11/20/04 | + | 2 {165 + 66.0} | | | | | | + | {165 + 95.4} | 230.47 | 277.25 | 1.20 | 11/21/04 | 11/27/04 | + | 3 {165 + 95.4} | | | | | | + | {166 + 41.2} | 346.86 | 398.25 | 1.15 | 11/26/04 | 12/3/04 | + | 4 {171 + 03.4} | | | | | | + | {171 + 53.4} | 286.29 | 360.50 | 1.26 | 12/2/04 | 12/10/04 | + | 5 {177 + 44.0} | | | | | | + | {177 + 94.0} | 99.32 | 120.75 | 1.22 | 12/28/04 | 12/30/04 | + | 6 {171 + 53.4} | | | | | | + | {171 + 83.0} | 236.91 | 292.50 | 1.23 | 1/2/05 | 1/11/05 | + | 7 {166 + 41.2} | | | | | | + | {166 + 79.0} | 617.75 | 737.00 | 1.19 | 1/13/05 | 2/4/05 | + | 8 {171 + 83.0} | | | | | | + | {172 + 12.0} | 372.74 | 420.75 | 1.13 | 1/14/05 | 1/28/05 | + | 9 {166 + 79.0} | | | | | | + | {167 + 20.5} | 930.47 | 1,066.25 | 1.14 | 2/18/05 | 3/13/05 | + | 10 {170 + 16.6} | | | | | | + | {170 + 58.6} | 734.92 | 852.50 | 1.16 | 1/31/05 | 2/25/05 | + | 11 {170 + 58.6} | | | | | | + | {171 + 03.4} | 569.48 | 689.75 | 1.21 | 3/11/05 | 3/23/05 | + | 12 {167 + 20.5} | | | | | | + | {167 + 43.9} | 513.42 | 611.75 | 1.19 | 3/9/05 | 3/26/05 | + | 13 {175 + 18.5} | | | | | | + | {175 + 61.8} | 530.15 | 630.50 | 1.19 | 3/15/05 | 3/29/05 | + | 14 {177 + 02.9} | | | | | | + | {177 + 44.0} | 286.83 | 340.25 | 1.19 | 3/26/05 | 3/31/05 | + | 15 {175 + 61.8} | | | | | | + | {176 + 91.7} | 412.36 | 472.50 | 1.15 | 3/28/05 | 4/14/05 | + | 16 {176 + 62.5} | | | | | | + | {177 + 02.9} | 647.14 | 788.00 | 1.22 | 4/1/05 | 4/17/05 | + | 17 {174 + 04.5} | | | | | | + | {174 + 29.6} | 151.92 | 182.50 | 1.20 | 5/3/05 | 5/6/05 | + | 18 {175 + 91.7} | | | | | | + | {176 + 21.5} | 665.77 | 801.00 | 1.20 | 5/9/05 | 5/19/05 | + | 19 {176 + 21.5} | | | | | | + | {176 + 62.5} | 1,102.74 | 1,354.50 | 1.23 | 5/15/05 | 5/28/05 | + | 20 {167 + 43.9} | | | | | | + | {167 + 92.6} | 904.85 | 1,012.75 | 1.12 | 5/25/05 | 6/3/05 | + | 21 {172 + 12.0} | | | | | | + | {172 + 45.2} | 251.18 | 311.50 | 1.24 | 5/29/05 | 6/3/05 | + | 22 {168 + 41.3} | | | | | | + | {168 + 72.6} | 292.36 | 338.75 | 1.16 | 6/5/05 | 6/10/05 | + | 23 {173 + 63.6} | | | | | | + | {174 + 04.5} | 507.83 | 587.25 | 1.16 | 6/5/05 | 6/13/05 | + | 24 {167 + 92.6} | | | | | | + | {168 + 41.3} | 976.15 | 1,038.75 | 1.07 | 6/8/05 | 6/21/05 | + | 25 {173 + 21.2} | | | | | | + | {173 + 63.6} | 635.90 | 776.25 | 1.22 | 6/16/05 | 6/24/05 | + | 26 {164 + 72.5} | | | | | | + | {165 + 05.8} | 420.37 | 532.00 | 1.26 | 6/23/05 | 6/28/05 | + | 27 {172 + 81.9} | | | | | | + | {173 + 21.2} | 389.57 | 450.00 | 1.16 | 6/27/05 | 7/7/05 | + | 28 {164 + 27.6} | | | | | | + | {164 + 72.5} | 617.05 | 726.25 | 1.18 | 6/29/05 | 7/7/05 | + | 29 {172 + 45.2} | | | | | | + | {172 + 81.9} | 332.28 | 384.00 | 1.16 | 7/11/05 | 7/19/05 | + | 31 {174 + 78.0} | | | | | | + | {175 + 18.5} | 477.22 | 567.50 | 1.19 | 7/29/05 | 8/6/05 | + | 32 {174 + 29.6} | | | | | | + | {174 + 78.0} | 375.00 | 434.25 | 1.16 | 8/5/05 | 8/12/05 | + | 43 {177 + 94.0} | | | | | | + | {178 + 44.1} | 174.83 | 219.75 | 1.26 | 11/9/05 | 11/12/05 | + | Pier {168 + 72.6} | | | | | | + | {168 + 81.1} | 106.52 | 144.00 | 1.35 | 12/6/06 | 12/8/06 | + | 76 {178 + 44.1} | | | | | | + | {178 + 94.1} | 130.36 | 142.50 | 1.09 | 7/8/07 | 7/10/07 | + | 79 {178 + 94.1} | | | | | | + | {179 + 44.1} | 113.82 | 129.50 | 1.14 | 7/15/07 | 7/16/07 | + | 82 {179 + 44.1} | | | | | | + | {179 + 93.7} | 123.06 | 131.75 | 1.07 | 7/22/07 | 7/23/07 | + | 84 {179 + 93.7} | | | | | | + | {180 + 44.2} | 123.70 | 133.50 | 1.08 | 7/26/07 | 7/27/07 | + | 86 {180 + 44.2} | | | | | | + | {180 + 93.6} | 158.82 | 167.00 | 1.05 | 7/30/07 | 7/31/07 | + | 90 {180 + 93.6} | | | | | | + | {181 + 17.9} | 90.82 | 115.00 | 1.27 | 8/18/08 | 8/18/08 | + |___________________|__________|__________|______|__________|__________| + +NOTE.--The number of cubic yards of crushed stone used in any section +can be found by multiplying the figure for that section in Column 10 by +0.7778. + +The number of cubic yards of sand used in any section can be found by +multiplying: the sum of the figures for that section in Columns 4, 6, +and 10 by 0.3889. + + REMARKS.--Section No. 4. Amount of sand cut down on a part of this + section on account of dust in stone. + Section No. 8. O'Rourke stone used on this section, large and full of + dust. + Section No. 9. Stone crushed on the work used on this section, large + and full of dust. + Section No. 21. 1:3:5 mix was used in part of this section on account + of stone being large. + Section No. 24. Different sized stone was shipped on barge and mixed + on the board for this section. + Section No. 25. 1:3:5 mix used in a small part of this section on + account of stone being large. + Sections Nos. 76, 82, 84, and 86. Stone contained large amount of + dust. + +TABLE 2a.--Record of Retaining-wall Sections, Terminal Station. + +West Thirty-third Street from Seventh Avenue to Ninth Avenue. + + (1) Section No. + (2) Stations. + (3) Contents of section, in cubic yards. + (4) Barrels of cement used for facing. + (5) Cubic yards of facing mortar equivalent. + (6) Barrels of cement used for bed mortar. + (7) Cubic yards of bed mortar equivalent. + (8) Cubic yards of embedded stone. + + (1) (2) (3) (4) (5) (6) (7) (8) + ___________________________________________________________________ + | 30 {170 + 73.2} | | | | | | | + | {171 + 16.1} | 364.72 | 42.50 | 14.46 | 4.00 | 1.36 | ... | + | 33 {178 + 48.7} | | | | | | | + | {178 + 84.1} | 180.40 | 29.50 | 10.04 | 3.50 | 1.19 | ... | + | 34 {R 2 + 75.5} | | | | | | | + | {170 + 03.5} | 214.12 | 38.00 | 12.93 | 1.00 | 0.34 | 1.50 | + | 35 {171 + 16.1} | | | | | | | + | {171 + 42.5} | 381.56 | 40.25 | 13.70 | 1.00 | 0.34 | 14.37 | + | 36 {170 + 03.6} | | | | | | | + | {170 + 25.0} | 150.16 | 20.50 | 6.98 | ... | ... | 6.25 | + | 37 {171 + 42.5} | | | | | | | + | {171 + 91.3} | 869.40 | 59.50 | 20.25 | 4.50 | 1.53 | 44.96 | + | 38 {171 + 91.3} | | | | | | | + | {172 + 19.2} | 233.49 | 22.75 | 7.74 | 2.75 | 0.94 | 14.45 | + | 39 {179 + 27.2} | | | | | | | + | {179 + 64.2} | 255.39 | 32.00 | 10.89 | 3.00 | 1.02 | 9.05 | + | 40 {170 + 25.0} | | | | | | | + | {170 + 73.2} | 500.73 | 44.25 | 15.06 | 1.00 | 0.34 | 29.64 | + | 41 {169 + 50.8} | | | | | | | + | {R 2 + 75.5} | 215.93 | 28.25 | 9.61 | 2.00 | 0.68 | ... | + | 42 {178 + 84.1} | | | | | | | + | {179 + 27.2} | 177.62 | 23.00 | 7.83 | 1.50 | 0.51 | 7.06 | + | 44 {180 + 05.5} | | | | | | | + | {180 + 44.2} | 936.15 | 58.75 | 19.99 | 10.50 | 3.47 | 73.84 | + | 45 {180 + 44.2} | | | | | | | + | {180 + 74.9} | 1,133.59 | 60.00 | 20.42 | 5.00 | 1.70 | 60.71 | + | 46 {179 + 64.2} | | | | | | | + | {180 + 05.5} | 477.14 | 35.00 | 11.91 | 3.75 | 1.28 | 24.58 | + | 47 {169 + 00.1} | | | | | | | + | {169 + 50.8} | 136.19 | 14.25 | 4.85 | 3.50 | 1.19 | 2.00 | + | 48 {178 + 24.1} | | | | | | | + | {178 + 48.7} | 192.78 | 21.25 | 7.23 | 2.00 | 0.68 | ... | + | 49 {177 + 81.1} | | | | | | | + | {178 + 24.1} | 241.51 | 25.25 | 8.59 | 2.50 | 0.85 | 1.33 | + | 50 {168 + 03.6} | | | | | | | + | {168 + 45.6} | 405.61 | 25.50 | 8.68 | 4.00 | 1.36 | 36.10 | + | 51 {177 + 38.4} | | | | | | | + | {177 + 81.1} | 100.54 | 12.75 | 4.34 | 3.00 | 1.02 | 0.78 | + | 52 {168 + 45.6} | | | | | | | + | {168 + 80.1} | 181.96 | 19.00 | 6.47 | 1.00 | 0.34 | 9.03 | + | 53 {168 + 80.1} | | | | | | | + | {169 + 00.1} | 41.32 | 3.50 | 1.19 | ... | ... | ... | + | 55 {176 + 90.0} | | | | | | | + | {177 + 38.4} | 92.41 | 11.25 | 3.83 | 2.50 | 0.85 | 3.68 | + | 56 {167 + 62.1} | | | | | | | + | {168 + 03.6} | 383.67 | 33.75 | 11.48 | 3.25 | 1.11 | 36.62 | + | 59 {175 + 67.3} | | | | | | | + | {175 + 98.9} | 175.61 | 15.50 | 5.27 | 2.50 | 0.85 | 9.37 | + | 60 {176 + 49.0} | | | | | | | + | {176 + 90.0} | 69.97 | 8.25 | 2.81 | 3.00 | 1.02 | 1.58 | + | 61 {175 + 98.9} | | | | | | | + | {176 + 49.0} | 104.56 | 8.00 | 2.72 | 3.50 | 1.19 | 3.72 | + | 64 {175 + 30.3} | | | | | | | + | {175 + 67.3} | 140.15 | 14.75 | 5.02 | 2.75 | 0.94 | ... | + | 65 {174 + 85.4} | | | | | | | + | {175 + 30.3} | 80.66 | 9.00 | 3.06 | 2.50 | 0.85 | ... | + | 66 {174 + 47.9} | | | | | | | + | {174 + 85.4} | 68.89 | 5.50 | 1.87 | 3.25 | 1.11 | ... | + | 67 {174 + 21.1} | | | | | | | + | {174 + 47.9} | 60.14 | 3.00 | 1.02 | 2.00 | 0.68 | 0.92 | + | 68 {167 + 12.3} | | | | | | | + | {167 + 62.1} | 379.94 | 23.50 | 8.00 | 5.00 | 1.70 | 19.34 | + | 69 {173 + 85.6} | | | | | | | + | {174 + 21.1} | 77.43 | 6.50 | 2.21 | 3.00 | 1.02 | ... | + | 70 {166 + 75.6} | | | | | | | + | {167 + 12.3} | 408.81 | 33.75 | 11.48 | 3.75 | 1.28 | ... | + | 71 {173 + 46.5} | | | | | | | + | {173 + 85.6} | 85.92 | 8.25 | 2.81 | 1.75 | 0.60 | ... | + | 74 {172 + 19.2} | | | | | | | + | {172 + 73.0} | 449.28 | 22.75 | 7.74 | 6.25 | 2.13 | ... | + | 75 {172 + 73.0} | | | | | | | + | {173 + 24.0} | 502.20 | 27.25 | 9.27 | 7.00 | 2.38 | ... | + | 77 {164 + 77.0} | | | | | | | + | {165 + 27.1} | 141.38 | 9.00 | 3.06 | 7.25 | 2.47 | ... | + | 78 {168 + 83.4} | | | | | | | + | {169 + 18.3} | 63.35 | 3.00 | 1.02 | 1.50 | 0.51 | ... | + | 80 {165 + 27.1} | | | | | | | + | {165 + 76.6} | 108.86 | 11.75 | 4.00 | 3.00 | 1.02 | ... | + | 81 {168 + 45.6} | | | | | | | + | {168 + 83.4} | 210.97 | 13.00 | 4.42 | 6.25 | 2.13 | ... | + | 83 {165 + 76.6} | | | | | | | + | {166 + 20.5} | 108.06 | 8.00 | 2.72 | 3.75 | 1.28 | ... | + | 85 {166 + 20.5} | | | | | | | + | {166 + 64.6} | 107.52 | 9.00 | 3.06 | 2.25 | 0.76 | ... | + | 87 {166 + 64.6} | | | | | | | + | {166 + 75.6} | 23.44 | 1.00 | 0.34 | 2.25 | 0.42 | ... | + | 88 {164 + 26.3} | | | | | | | + | {164 + 77.0} | 317.72 | 24.00 | 8.17 | 2.25 | 0.76 | ... | + | 89 {173 + 20.8} | | | | | | | + | {173 + 46.5} | 93.51 | 5.60 | 1.70 | 1.50 | 0.51 | ... | + | 91 {180 + 74.9} | | | | | | | + | {180 + 92.7} | 141.40 | 17.50 | 5.96 | ... | ... | ... | + | 92 {180 + 92.7} | | | | | | | + | {181 + 28.8} | 118.93 | 19.00 | 6.46 | ... | ... | ... | + |_________________|__________|_______|_______|_______|______|_______| + +TABLE 2b.--Record of Retaining-wall Sections, Terminal Station. + +West Thirty-third Street from Seventh Avenue to Ninth Avenue. + + (1) Section No. + (2) Stations. + (9) Cubic yards of concrete in section (net). +(10) Barrels of cement used in concrete. +(11) Barrels of cement per cubic yard of concrete. +(12) Concrete started. +(13) Concrete finished. + + (1) (2) (9) (10) (11) (12) (13) + ___________________________________________________________________ + |30 {170 + 73.2} | | | | | | + | {171 + 16.1} | 348.90 | 391.00 | 1.12 | 7/20/05 | 7/26/05 | + |33 {178 + 48.7} | | | | | | + | {178 + 84.1} | 169.17 | 188.00 | 1.11 | 8/7/05 | 8/11/05 | + |34 {R 2 + 75.5} | | | | | | + | {170 + 03.5} | 199.35 | 217.25 | 1.09 | 8/14/05 | 8/19/05 | + |35 {171 + 16.1} | | | | | | + | {171 + 42.5} | 353.15 | 400.25 | 1.13 | 8/16/05 | 8/22/05 | + |36 {170 + 03.6} | | | | | | + | {170 + 25.0} | 136.93 | 133.75 | 0.98 | 8/19/05 | 8/22/05 | + |37 {171 + 42.5} | | | | | | + | {171 + 91.3} | 802.66 | 909.00 | 1.13 | 8/22/05 | 9/6/05 | + |38 {171 + 91.3} | | | | | | + | {172 + 19.2} | 210.36 | 238.50 | 1.13 | 8/24/05 | 8/27/05 | + |39 {179 + 27.2} | | | | | | + | {179 + 64.2} | 234.43 | 270.25 | 1.15 | 8/29/05 | 9/2/05 | + |40 {170 + 25.0} | | | | | | + | {170 + 73.2} | 455.69 | 525.75 | 1.15 | 9/11/05 | 9/15/05 | + |41 {169 + 50.8} | | | | | | + | {R 2 + 75.5} | 205.64 | 236.50 | 1.15 | 10/3/05 | 10/6/05 | + |42 {178 + 84.1} | | | | | | + | {179 + 27.2} | 162.22 | 194.75 | 1.20 | 10/9/05 | 10/11/05 | + |44 {180 + 05.5} | | | | | | + | {180 + 44.2} | 838.85 | 987.00 | 1.18 | 11/17/05 | 11/27/05 | + |45 {180 + 44.2} | | | | | | + | {180 + 74.9} | 1,050.86 | 1,206.00 | 1.15 | 12/13/05 | 12/23/05 | + |46 {179 + 64.2} | | | | | | + | {180 + 05.5} | 439.37 | 535.00 | 1.22 | 1/15/06 | 1/19/06 | + |47 {169 + 00.1} | | | | | | + | {169 + 50.8} | 128.15 | 150.50 | 1.17 | 4/4/06 | 4/6/06 | + |48 {178 + 24.1} | | | | | | + | {178 + 48.7} | 184.87 | 226.00 | 1.22 | 4/24/06 | 4/30/06 | + |49 {177 + 81.1} | | | | | | + | {178 + 24.1} | 230.74 | 274.00 | 1.19 | 5/21/06 | 5/24/06 | + |50 {168 + 03.6} | | | | | | + | {168 + 45.6} | 359.47 | 406.00 | 1.13 | 6/13/06 | 6/18/06 | + |51 {177 + 38.4} | | | | | | + | {177 + 81.1} | 94.40 | 112.00 | 1.19 | 6/20/06 | 6/21/06 | + |52 {168 + 45.6} | | | | | | + | {168 + 80.1} | 166.12 | 190.00 | 1.14 | 6/25/06 | 6/28/06 | + |53 {168 + 80.1} | | | | | | + | {169 + 00.1} | 40.13 | 44.50 | 1.11 | 6/29/06 | 6/29/06 | + |55 {176 + 90.0} | | | | | | + | {177 + 38.4} | 84.05 | 98.25 | 1.17 | 8/17/06 | 8/18/06 | + |56 {167 + 62.1} | | | | | | + | {168 + 03.6} | 334.46 | 383.50 | 1.14 | 8/28/06 | 9/1/06 | + |59 {175 + 67.3} | | | | | | + | {175 + 98.9} | 160.12 | 186.00 | 1.16 | 10/15/06 | 10/16/06 | + |60 {176 + 49.0} | | | | | | + | {176 + 90.0} | 64.56 | 75.00 | 1.16 | 10/17/06 | 10/18/06 | + |61 {175 + 98.9} | | | | | | + | {176 + 49.0} | 96.93 | 108.00 | 1.11 | 10/19/06 | 10/20/06 | + |64 {175 + 30.3} | | | | | | + | {175 + 67.3} | 134.19 | 161.50 | 1.20 | 11/21/06 | 11/22/06 | + |65 {174 + 85.4} | | | | | | + | {175 + 30.3} | 76.75 | 92.75 | 1.21 | 12/14/06 | 12/15/06 | + |66 {174 + 47.9} | | | | | | + | {174 + 85.4} | 65.91 | 83.50 | 1.27 | 12/18/06 | 12/18/06 | + |67 {174 + 21.1} | | | | | | + | {174 + 47.9} | 57.52 | 67.50 | 1.17 | 12/21/06 | 12/21/06 | + |68 {167 + 12.3} | | | | | | + | {167 + 62.1} | 350.90 | 412.50 | 1.17 | 1/2/07 | 1/6/07 | + |69 {173 + 85.6} | | | | | | + | {174 + 21.1} | 74.20 | 91.00 | 1.23 | 1/29/07 | 1/30/07 | + |70 {166 + 75.6} | | | | | | + | {167 + 12.3} | 396.05 | 468.50 | 1.18 | 4/2/07 | 4/10/07 | + |71 {173 + 46.5} | | | | | | + | {173 + 85.6} | 82.51 | 95.75 | 1.16 | 4/17/07 | 4/19/07 | + |74 {172 + 19.2} | | | | | | + | {172 + 73.0} | 439.41 | 506.00 | 1.15 | 6/20/07 | 6/24/07 | + |75 {172 + 73.0} | | | | | | + | {173 + 24.0} | 490.55 | 579.00 | 1.18 | 7/8/07 | 8/25/07 | + |77 {164 + 77.0} | | | | | | + | {165 + 27.1} | 135.85 | 161.50 | 1.19 | 7/13/07 | 7/15/07 | + |78 {168 + 83.4} | | | | | | + | {169 + 18.3} | 61.82 | 73.00 | 1.18 | 7/13/07 | 7/14/07 | + |80 {165 + 27.1} | | | | | | + | {165 + 76.6} | 103.84 | 133.50 | 1.28 | 7/18/07 | 7/19/07 | + |81 {168 + 45.6} | | | | | | + | {168 + 83.4} | 204.42 | 255.75 | 1.25 | 7/20/07 | 7/23/07 | + |83 {165 + 76.6} | | | | | | + | {166 + 20.5} | 104.06 | 128.50 | 1.23 | 7/25/07 | 7/27/07 | + |85 {166 + 20.5} | | | | | | + | {166 + 64.6} | 103.70 | 144.50 | 1.39 | 7/29/07 | 7/30/07 | + |87 {166 + 64.6} | | | | | | + | {166 + 75.6} | 22.68 | 30.00 | 1.32 | 7/31/07 | 7/31/07 | + |88 {164 + 26.3} | | | | | | + | {164 + 77.0} | 308.79 | 370.00 | 1.20 | 8/8/07 | 8/11/07 | + |89 {173 + 20.8} | | | | | | + | {173 + 46.5} | 91.30 | 121.75 | 1.33 | 9/7/07 | 9/8/07 | + |91 {180 + 74.9} | | | | | | + | {180 + 92.7} | 135.44 | 203.50 | 1.50 | 11/18/07 | 11/20/0 | + |92 {180 + 92.7} | | | | | | + | {181 + 28.8} | 112.47 | 190.00 | 1.69 | 12/1/08 | 12/2/08 | + |________________|__________|__________|______|__________|__________| + +NOTE.--The number of cubic yards of crushed stone used in any section +can be found by multiplying the figure for that section in Column 10 by +0.7778. + +The number of cubic yards of sand used in any section can be found by +multiplying the sum of the figures for that section in Columns 4, 6, and +10 by 0.3889. + + REMARKS.--Section No. 47. Part of this section was removed on account + of damage done by blasting and was replaced by Section No. 78. + Section No. 52. All of this section was removed on account of damage + done by blasting and was replaced by Section No. 81. + Section No. 53. All of this section was removed on account of damage + done by blasting and was replaced by Sections Nos. 78 and 81. + +TABLE 3a.--Record of Retaining Wall Sections. + + (1) Section No. + (2) Stations. + (3) Contents of section, in cubic yards. + (4) Barrels of cement used for facing. + (5) Cubic yards of facing mortar equivalent. + (6) Barrels of cement used for bed mortar. + (7) Cubic yards of bed mortar equivalent. + (8) Cubic yards of embedded stone. + + Power-House. + + (1) (2) (3) (4) (5) (6) (7) (8) + ________________________________________________________________ + | A {L 2 + 75.3} | | | | | | | + | {L 3 + 25.3} | 463.28 | 58.25 | 19.82 | 5.50 | 1.87 | 11.50 | + | B {L 3 + 25.3} | | | | | | | + | {L 3 + 74.9} | 114.78 | 23.00 | 7.83 | 1.75 | 0.60 | 1.50 | + | C {169 + 30.8} | | | | | | | + | {169 + 74.8} | 179.19 | 34.25 | 11.66 | 1.00 | 0.34 | 3.60 | + | D {169 + 74.8} | | | | | | | + | {170 + 28.8} | 114.38 | 27.25 | 9.27 | 0.25 | 0.09 | 0.07 | + | E {168 + 83.6} | | | | | | | + | {169 + 30.8} | 101.20 | 22.00 | 7.49 | 1.50 | 0.51 | 0.65 | + | F {L 2 + 78.2} | | | | | | | + | {L 3 + 19.6} | 358.80 | 39.50 | 13.44 | 0.75 | 0.26 | 9.50 | + | G {L 3 + 19.6} | | | | | | | + | {L 3 + 56.9} | 237.33 | 23.00 | 7.83 | 1.00 | 0.34 | 0.74 | + | H {L 3 + 56.9} | | | | | | | + | {168 + 83.5} | 25.55 | 6.25 | 2.13 | 0.75 | 0.26 | ... | + |_________________|________|_______|_______|______|______|_______| + + Seventh Avenue. + ________________________________________________________________ + | 54 {164 + 27.6} | | | | | | | + | {L 2 + 32.0} | 764.48 | 69.75 | 23.74 | 3.00 | 1.02 | ... | + | 57 {L 2 + 10.3} | | | | | | | + | {L 2 + 32.0} | 533.06 | 34.00 | 11.57 | 2.25 | 0.77 | ... | + | 58 {L 1 + 87.1} | | | | | | | + | {L 2 + 10.3} | 544.54 | 32.25 | 10.97 | 2.00 | 0.68 | 9.80 | + | 62 {L 1 + 87.1} | | | | | | | + | {L 1 + 64.4} | 575.67 | 30.00 | 10.21 | 3.00 | 1.02 | 6.20 | + | 63 {L 1 + 42.4} | | | | | | | + | {L 1 + 64.4} | 607.01 | 30.50 | 10.38 | 2.50 | 0.85 | 3.79 | + | 72 {L 1 + 42.4} | | | | | | | + | {L 1 + 19.6} | 631.97 | 30.00 | 10.21 | 1.75 | 0.60 | 1.18 | + | 73 {L 1 + 19.6} | | | | | | | + | {L 0 + 97.0} | 573.33 | 25.25 | 8.59 | 0.25 | 0.08 | 2.48 | + |_________________|________|_______|_______|______|______|_______| + + +TABLE 3b.--Record of Retaining Wall Sections. + + (1) Section No. + (2) Stations. + (9) Cubic yards of concrete in section (net). +(10) Barrels of cement used in concrete. +(11) Barrels of cement per cubic yard of concrete. +(12) Concrete started. +(13) Concrete finished. + + Power-House. + + (1) (2) (9) (10) (11) (12) (13) + ________________________________________________________________ + | A {L 2 + 75.3} | | | | | | + | {L 3 + 25.3} | 430.09 | 482.75 | 1.12 | 5/18/05 | 5/25/05 | + | B {L 3 + 25.3} | | | | | | + | {L 3 + 74.9} | 104.85 | 125.50 | 1.20 | 6/14/05 | 6/16/05 | + | C {169 + 30.8} | | | | | | + | {169 + 74.8} | 163.59 | 183.00 | 1.12 | 7/10/05 | 7/13/05 | + | D {169 + 74.8} | | | | | | + | {170 + 28.8} | 104.95 | 119.25 | 1.14 | 7/14/05 | 7/19/05 | + | E {168 + 83.6} | | | | | | + | {169 + 30.8} | 92.55 | 107.25 | 1.16 | 7/26/05 | 7/28/05 | + | F {L 2 + 78.2} | | | | | | + | {L 3 + 19.6} | 335.60 | 397.75 | 1.18 | 9/19/05 | 9/24/05 | + | G {L 3 + 19.6} | | | | | | + | {L 3 + 56.9} | 228.42 | 278.00 | 1.22 | 9/26/05 | 9/29/05 | + | H {L 3 + 56.9} | | | | | | + | {168 + 83.5} | 23.16 | 28.00 | 1.21 | 9/29/05 | 9/29/05 | + |_________________|________|________|______|__________|__________| + + Seventh Avenue. + ________________________________________________________________ + | 54 {164 + 27.6} | | | | | | + | {L 2 + 32.0} | 739.72 | 907.50 | 1.23 | 8/6/06 | 8/15/06 | + | 57 {L 2 + 10.3} | | | | | | + | {L 2 + 32.0} | 520.72 | 610.75 | 1.17 | 9/10/06 | 9/15/06 | + | 58 {L 1 + 87.1} | | | | | | + | {L 2 + 10.3} | 523.09 | 588.25 | 1.12 | 9/24/06 | 9/28/06 | + | 62 {L 1 + 87.1} | | | | | | + | {L 1 + 64.4} | 538.24 | 639.50 | 1.19 | 10/24/06 | 10/29/06 | + | 63 {L 1 + 42.4} | | | | | | + | {L 1 + 64.4} | 581.99 | 678.50 | 1.17 | 11/5/06 | 11/11/06 | + | 72 {L 1 + 42.4} | | | | | | + | {L 1 + 19.6} | 619.98 | 719.50 | 1.16 | 4/25/07 | 4/30/07 | + | 73 {L 1 + 19.6} | | | | | | + | {L 0 + 97.0} | 562.18 | 685.75 | 1.22 | 5/13/07 | 5/18/07 | + |_________________|________|________|______|__________|__________| + +NOTE.--The number of cubic yards of crushed stone used in any section +can be found by multiplying the figure for that section in Column 10 by +0.7778. The number of cubic yards of sand used in any section can be +found by multiplying the sum of the figures for that section in Columns +4, 6, and 10 by 0.3889. + +Channeling with a 10-ft quarry bar, carrying a No. 4 Ingersoll-Rand +drill with Z-bits, was attempted in place of the close drilling below +the walls, but, as the rock stood so nearly vertical and was full of +soft seams, very little could be accomplished, the average cut per day +of 10 hours, counting the time of moving and setting up, was only 4 sq. +ft., and, after a thorough trial, the bars were abandoned. + +_Disposal._--The excavated material was hauled from the shovels to the +pier in 10-car trains. The cars were of three classes: 4-yd. Western +dump-cars, flat cars without skips, and flats carrying specially +designed steel skips having a capacity of 4 cu. yd. each. As far as +practicable, earth, and rock containing 1 cu. yd. or less, was loaded +on dumpers, medium-sized rock on the skips, and large rock on the bare +flats. As a steam shovel must pick up what is nearest to it first, +however, this classification could not always be adhered to, and many +large rocks were loaded into dumpers. Cars of this class which contained +no material too large to dump were run at once to the hoppers, and were +dumped and returned to the pit; others, together with the flat and skip +cars, were run down the incline to the derricks and telphers, where the +flats and skips were entirely unloaded, and the large rocks ware removed +from the dumpers, after which they were run to the hoppers and emptied. + +The total quantity of excavated material handled at this pier from May +22d, 1905, to December 31st, 1908, amounted to 673,800 cu. yd. of earth +and 1,488,000 cu. yd. of rock, place measurement, equal to 3,203,400 cu. +yd., scow measurement; in addition to which 175,000 cu. yd. of crushed +stone and sand and 6,000 car loads of miscellaneous building material +were transferred from scows and lighters to small cars for delivery to +the Terminal work. + +All the earth and 570,000 cu. yd. of the rock, place measurement, were +handled through the chutes, and the remainder of the rock, 918,000 cu. +yd., and all the incoming material by the derricks and telphers. In +capacity to handle material, one telpher was about equal to one derrick. +A train, therefore, could be emptied or a boat loaded under the bank of +eight telphers in one-fourth the time required by the derricks, of which +only two could work on one boat. The telphers, therefore, were of great +advantage where track room and scow berths were limited. + +As noted in the list of contracts under which the work was executed, +the scows at both the 35th Street dumping board and Pier No. 72 were +furnished, towed, and the material finally disposed of, by Henry Steers, +Incorporated. During the same period, this contractor disposed of the +material excavated from both the Cross-town Tunnels, constructed by the +United Engineering and Contracting Company, and the tunnels under the +East River, constructed by S. Pearson and Son, Incorporated. As stated +in other papers of this series relating to the construction of those +tunnels, the material excavated by the United Engineering and +Contracting Company was delivered to barges at 35th Street and East +River and that by S. Pearson and Son, Incorporated, at two points, one +in Long Island City and the other at 33d Street and East River, +Manhattan. + +The total number of cubic yards of material disposed of amounted to: + + Place measurement. Total barge + Earth. Rock. measurement. + + 35th Street and North River 242,800 22,800 281,500 + Pier No. 72, North River 673,800 1,488,000 3,203,400 + From Cross-town Tunnels 570,400 + From Under-river Tunnels 402,500 + ----------- + Total 4,457,800 + =========== + +The material was delivered as follows: + + To the freight terminal of the Pennsylvania Railroad + Company at Greenville, N.J. 3,454,800 + To the Meadows Division of the Tunnel Line between + Harrison, N.J., and the North River Portals 711,900 + To other points selected by the contractors 291,100 + --------- + Total 4,457,800 + ========= + +The handling of this large quantity of material required the loading of +from 10 to 20 scows per day (and for more than two years the average was +14), and, as the average time spent in one round trip was 3 1/3 days, a +fleet of more than 50 scows was required to keep all points supplied and +allow for a few to be out of service undergoing repairs. + +All loaded scows were towed from the docks, with the ebb tide, to a +stake boat anchored in the bay about one mile off shore at Greenville; +and were taken from there to the different unloading points, as +required, by smaller tugs which also returned the empty scows to the +stake. + +The unloading plants were similar at the different points, although that +at Greenville was much larger than the others. It included five land +dredges and eight traveling derricks of two types, one floating and the +other mounted on wheels and traveling on a track of 16-ft. gauge. The +derricks handled the large rock, which was loaded at Pier No. 72 by +derricks and telphers. They were of the ordinary A-frame type, and were +designed to handle 20 tons. They were operated by 9 by 10-in. Lidgerwood +double-drum and swinging-gear engines. The large rock was deposited by +the derricks either in the channels along which they worked or in the +fill along shore, without the use of cars. The land dredges were +equipped with a 60-ft. boom and a 2½-yd. Hayward bucket operated by a +14 by 18-in. double-drum Lidgerwood dredging engine. They loaded into +9-yd., standard-gauge, side-dump cars, built by the contractor, and +unloaded the scows to within about 1 ft. of the deck, a Hayward bucket +being unsuitable for closer work without greatly damaging the scows. +The material remaining was loaded by hand into skips which were handled +to the cars by small derricks, one of which was located at the rear of +each dredge. The cars were taken to the dump and returned by 25-ton, +standard-gauge, engines which had previously done service on the +Manhattan Elevated Railroad, but were spotted for loading by the engine +on the dredge. + +In order to keep a record of the fleet of scows, which would show the +available supply at a glance, a board, 10 by 15 in., and covered with a +heavy sheet of ruled paper, was arranged as shown by Fig. 10. It was +divided into 12 vertical columns, the first of which was headed "Scows," +and contained the name or number of each scow in service. The next four +columns denoted loading points, and were headed "Pier No. 72," +"Thirty-third Street, East River," "Thirty-fifth Street, East River," +and "Long Island City," respectively; the sixth column was headed +"Greenville," the seventh "Hackensack," the eighth "Passaic," and the +ninth "Governors Island," being unloading points, the tenth and +eleventh, "Stake Boat" and "Dry Dock," respectively, while the twelfth +was for "Extra pins," not in use. To indicate the condition of the +scows, small pins with colored heads were used; white indicated empty; +blue, working; black, loaded; red, being repaired; and a pearl-colored +pin, missing. Thus a white-headed pin opposite the number 6 in the +column headed Pier No. 72 indicated that scow No. 6 was lying at that +pier waiting to be placed in position for loading, whereas a +black-headed pin at the same point meant that the scow had received +its load and was ready to be towed. + +BOARD RECORDING LOCATION AND CONDITION OF SCOWS + + [Transcriber's Note: + This chart was originally presented as an illustration, Figure 10. + It is shown here rotated from horizontal to vertical for readability. + As in the original, only a partial board is shown; the number of Scows + was at least 8.] + + +---------------------+-------+-------+-------+-------+-------+-------/ + | Scows. | H.S. | H.S. | H.S. | H.S. | H.S. | H.S. / + | | No. 1 | No. 2 | No. 3 | No. 4 | No. 5 | No. 6 / + +---------------------+-------+-------+-------+-------+-------+-------/ + | Loading Points | | | | | | / + +--+------------------+-------+-------+-------+-------+-------+-------/ + | | Pier No. 72 | | | | | | / + | +------------------+-------+-------+-------+-------+-------+-------/ + | | Thirty-third | | | | | | / + | | Street East R. | | | | | | / + | +------------------+-------+-------+-------+-------+-------+-------/ + | | Thirty-fifth | | | | | | / + | | Street East R. | | | | | | / + | +------------------+-------+-------+-------+-------+-------+-------/ + | | Long Island City | | | | | | / + +--+------------------+-------+-------+-------+-------+-------+-------/ + | Unloading Points | | | | | | / + +--+------------------+-------+-------+-------+-------+-------+-------/ + | | Greenville. | | | | | | / + | +------------------+-------+-------+-------+-------+-------+-------/ + | | Hackensack. | | | | | | / + | +------------------+-------+-------+-------+-------+-------+-------/ + | | Passaic. | | | | | | / + | +------------------+-------+-------+-------+-------+-------+-------/ + | | Governors Island.| | | | | | / + +--+------------------+-------+-------+-------+-------+-------+-------/ + | Stake Boat. | | | | | | / + +---------------------+-------+-------+-------+-------+-------+-------/ + | Dry Dock. | | | | | | / + +---------------------+-------+-------+-------+-------+-------+-------/ + | | / + | Extra Pins. | Empty. White Pins not in use placed here. / + | | / + +---------------------+-----------------------------------------------/ + +The scows were all taken from the general service about the harbor; some +of them were practically new, while others had seen much service. They +were of two general types, truss-framed or bulkhead-framed; all were +flat-bottomed, with a rake of about 45° at bow and stern. The +truss-framed scows were built with a cross-truss every 10 to 15 ft., on +which rested, fore and aft, two classes of beams, main and intermediate. +The main beams were built of timbers ranging from 10 by 10 in. to 14 by +14 in., were scarfed at the joints, and trussed with the bottom logs. +The intermediate beams were of timbers varying from 6 by 6 in. to 10 by +12 in., had butt joints, and were dapped at the cross-trusses to give a +convex surface to the deck, which was built of 3-in. and 4-in. plank, +from 8 to 12 in. in width, running athwartship. The sides of the scows +of this class were spiked and bolted to trusses similar to those running +under the main beams. The bulkheaded boats had both sides and two +longitudinal bulkheads placed so as to divide the scow into three +sections of equal width, built of 8 by 8-in. or 10 by 10-in. timbers, +laid one upon the other, and bolted through from top to bottom. The +beams on these boats ran athwartship, rested on sides and bulkheads, and +ranged from 6 by 10-in. to 10 by 12-in., spaced 2 ft. apart, and dressed +to give a convex surface to the deck, which was usually 3 in., in some +cases 4 in., in thickness, and made up of narrow plank from 4 to 6 in. +in width. + + [Illustration: + Fig. 11. + DIAGRAM OF DECK SHOWING BAYS] + +These boats had all been designed for lighter work than they were here +required to perform, and a large amount of breakage occurred from the +start. In order that the contractors for the excavation should be +unhampered as to method of loading, the contracts provided that they +should pay for all damage done to the scows in loading, other than +ordinary and usual wear and tear, all other damage being at the expense +of the contractor for the disposal. A rigid system of inspection was +necessary to determine and record properly the damage for which each +contractor was responsible; and, as much of the breakage could not be +noticed from the exterior, a thorough examination of the interior of +each scow was made before and after every loading. In order to keep +proper records, the bays of each scow, formed by the cross-trusses, were +numbered, beginning aft with number 1 and going forward to the bow, and +the longitudinal bays formed by the main beams were lettered, beginning +with "_A_" on the port side. A beam broken in "1-_A_," therefore, would +be an intermediate beam in the stern port corner bay, and a beam broken +in "10-_A-B_" would be a main beam at the bow end on the port side. The +underside of each plank was marked with a number beginning with 1 at the +stern and increasing by unity to the bow. Fig. 11 is a diagram of a scow +in accordance with this system. In addition to recording the date, +location, extent, and party responsible for each damage, in a book kept +for that purpose, the injured member was marked with paint, the color of +which indicated the party responsible. The repairs were made by the +contractor for the disposal of material, and the cost was assessed +according to the marking in the boat. + +The careful inspection of the damage done to scows and the cost of their +repairs enables a fairly accurate statement to be made of the amount at +different points, and it is here given on the basis of cost of repairs +per cubic yard, barge measurement, of material handled. + + Cost, in cents + per cubic yard. + + Repairs of damage done in loading material + from the terminal site 2.00 + Repairs of damage done in loading material + from cross-town tunnels 1.32 + Repairs of damage done in loading material + from under-river tunnels 1.77 + Repairs of damage done in transporting and + unloading material from all points 1.81 + +The above figures do not include the expense due to scows which were +overturned or sunk while in the service, which amounted to 0.4 cent per +cubic yard, additional. + +_Ninth Avenue Tunnels._--The two double-track tunnels under Ninth +Avenue, constructed to obtain 100 ft. of additional tail room on each +of four tracks, required an excavation 76 ft. wide, Fig. 12. The rock, +although fair, was not firm enough for so great a span, and, to obviate +the necessity of timbering, the center wall was built before excavating +for the full width. The dip of the rock at this point is almost 90°, and +to prevent blowing away the entire face in excavating for the tunnel, +the pit excavation was not carried west to the final face below the +springing line, a 10-ft. bench being left at that elevation. A top +heading 9 ft. high and 10 ft. wide was started above that bench and, +after penetrating about 10 ft., was widened to 20 ft. A cross-heading +was driven in each direction at the west end of the first heading; the +bench was then shot down, and the first 10 ft. of the longitudinal +heading was widened sufficiently to receive the center wall, Fig. 12. +After the middle wall had been concreted, any voids between its top +and the rock were grouted through pipes left for that purpose; the wall +was then protected by curtains of heavy round timber securely wired +together, and the remainder of the excavation was made by widening +the cross-headings toward the face. The muck was carried out by two +cableways, one on each side of the completed middle wall, each of which +was supported by a tower outside of the tunnel and a large hook-bolt +grouted into the rock at the inner end of the tunnel. Forms were built +for each tunnel complete, and the concrete was delivered by a belt +conveyor, running over the top of the lagging, and moved out as the +tunnel was keyed. + + [Illustration: + Fig. 12. + TERMINAL STATION SKETCH SHOWING TWO TRACK TUNNELS + AT NINTH AVENUE AND THIRTY-THIRD STREET] + + +FOOTNOTES + + [1: Presented at the meeting of May 4th, 1910.] + + [2: Reproduced as Plate IX in the paper by Mr. Noble.] + + [Text reference for footnote 2: + "one arm of the creek shown on General Viele's map of 1865" + The article is ASCE 1152, The East River Division, available from + Project Gutenberg as e-text 18065] + + * * * * * + * * * * + * * * * * + +[Errata: + +Table 2a + | 87 {166 + 64.6} | | | | | | | + | {166 + 75.6} | 23.44 | 1.00 | 0.34 | 2.25 | 0.42 | ... | + _"2.25" is unclear; only ".25" is fully legible_] + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, vol. LXVIII, Sept. 1910, by George C. Clarke + +*** END OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + +***** This file should be named 18408-8.txt or 18408-8.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/1/8/4/0/18408/ + +Produced by Louise Hope, Juliet Sutherland and the Online +Distributed Proofreading Team at http://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. Special rules, +set forth in the General Terms of Use part of this license, apply to +copying and distributing Project Gutenberg-tm electronic works to +protect the PROJECT GUTENBERG-tm concept and trademark. Project +Gutenberg is a registered trademark, and may not be used if you +charge for the eBooks, unless you receive specific permission. If you +do not charge anything for copies of this eBook, complying with the +rules is very easy. You may use this eBook for nearly any purpose +such as creation of derivative works, reports, performances and +research. They may be modified and printed and given away--you may do +practically ANYTHING with public domain eBooks. Redistribution is +subject to the trademark license, especially commercial +redistribution. + + + +*** START: FULL LICENSE *** + +THE FULL PROJECT GUTENBERG LICENSE +PLEASE READ THIS BEFORE YOU DISTRIBUTE OR USE THIS WORK + +To protect the Project Gutenberg-tm mission of promoting the free +distribution of electronic works, by using or distributing this work +(or any other work associated in any way with the phrase "Project +Gutenberg"), you agree to comply with all the terms of the Full Project +Gutenberg-tm License (available with this file or online at +http://gutenberg.org/license). + + +Section 1. General Terms of Use and Redistributing Project Gutenberg-tm +electronic works + +1.A. By reading or using any part of this Project Gutenberg-tm +electronic work, you indicate that you have read, understand, agree to +and accept all the terms of this license and intellectual property +(trademark/copyright) agreement. If you do not agree to abide by all +the terms of this agreement, you must cease using and return or destroy +all copies of Project Gutenberg-tm electronic works in your possession. +If you paid a fee for obtaining a copy of or access to a Project +Gutenberg-tm electronic work and you do not agree to be bound by the +terms of this agreement, you may obtain a refund from the person or +entity to whom you paid the fee as set forth in paragraph 1.E.8. + +1.B. "Project Gutenberg" is a registered trademark. It may only be +used on or associated in any way with an electronic work by people who +agree to be bound by the terms of this agreement. There are a few +things that you can do with most Project Gutenberg-tm electronic works +even without complying with the full terms of this agreement. See +paragraph 1.C below. There are a lot of things you can do with Project +Gutenberg-tm electronic works if you follow the terms of this agreement +and help preserve free future access to Project Gutenberg-tm electronic +works. See paragraph 1.E below. + +1.C. The Project Gutenberg Literary Archive Foundation ("the Foundation" +or PGLAF), owns a compilation copyright in the collection of Project +Gutenberg-tm electronic works. Nearly all the individual works in the +collection are in the public domain in the United States. If an +individual work is in the public domain in the United States and you are +located in the United States, we do not claim a right to prevent you from +copying, distributing, performing, displaying or creating derivative +works based on the work as long as all references to Project Gutenberg +are removed. Of course, we hope that you will support the Project +Gutenberg-tm mission of promoting free access to electronic works by +freely sharing Project Gutenberg-tm works in compliance with the terms of +this agreement for keeping the Project Gutenberg-tm name associated with +the work. You can easily comply with the terms of this agreement by +keeping this work in the same format with its attached full Project +Gutenberg-tm License when you share it without charge with others. + +1.D. The copyright laws of the place where you are located also govern +what you can do with this work. Copyright laws in most countries are in +a constant state of change. If you are outside the United States, check +the laws of your country in addition to the terms of this agreement +before downloading, copying, displaying, performing, distributing or +creating derivative works based on this work or any other Project +Gutenberg-tm work. The Foundation makes no representations concerning +the copyright status of any work in any country outside the United +States. + +1.E. Unless you have removed all references to Project Gutenberg: + +1.E.1. The following sentence, with active links to, or other immediate +access to, the full Project Gutenberg-tm License must appear prominently +whenever any copy of a Project Gutenberg-tm work (any work on which the +phrase "Project Gutenberg" appears, or with which the phrase "Project +Gutenberg" is associated) is accessed, displayed, performed, viewed, +copied or distributed: + +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 + +1.E.2. If an individual Project Gutenberg-tm electronic work is derived +from the public domain (does not contain a notice indicating that it is +posted with permission of the copyright holder), the work can be copied +and distributed to anyone in the United States without paying any fees +or charges. If you are redistributing or providing access to a work +with the phrase "Project Gutenberg" associated with or appearing on the +work, you must comply either with the requirements of paragraphs 1.E.1 +through 1.E.7 or obtain permission for the use of the work and the +Project Gutenberg-tm trademark as set forth in paragraphs 1.E.8 or +1.E.9. + +1.E.3. If an individual Project Gutenberg-tm electronic work is posted +with the permission of the copyright holder, your use and distribution +must comply with both paragraphs 1.E.1 through 1.E.7 and any additional +terms imposed by the copyright holder. Additional terms will be linked +to the Project Gutenberg-tm License for all works posted with the +permission of the copyright holder found at the beginning of this work. + +1.E.4. Do not unlink or detach or remove the full Project Gutenberg-tm +License terms from this work, or any files containing a part of this +work or any other work associated with Project Gutenberg-tm. + +1.E.5. Do not copy, display, perform, distribute or redistribute this +electronic work, or any part of this electronic work, without +prominently displaying the sentence set forth in paragraph 1.E.1 with +active links or immediate access to the full terms of the Project +Gutenberg-tm License. + +1.E.6. You may convert to and distribute this work in any binary, +compressed, marked up, nonproprietary or proprietary form, including any +word processing or hypertext form. However, if you provide access to or +distribute copies of a Project Gutenberg-tm work in a format other than +"Plain Vanilla ASCII" or other format used in the official version +posted on the official Project Gutenberg-tm web site (www.gutenberg.org), +you must, at no additional cost, fee or expense to the user, provide a +copy, a means of exporting a copy, or a means of obtaining a copy upon +request, of the work in its original "Plain Vanilla ASCII" or other +form. Any alternate format must include the full Project Gutenberg-tm +License as specified in paragraph 1.E.1. + +1.E.7. Do not charge a fee for access to, viewing, displaying, +performing, copying or distributing any Project Gutenberg-tm works +unless you comply with paragraph 1.E.8 or 1.E.9. + +1.E.8. You may charge a reasonable fee for copies of or providing +access to or distributing Project Gutenberg-tm electronic works provided +that + +- You pay a royalty fee of 20% of the gross profits you derive from + the use of Project Gutenberg-tm works calculated using the method + you already use to calculate your applicable taxes. The fee is + owed to the owner of the Project Gutenberg-tm trademark, but he + has agreed to donate royalties under this paragraph to the + Project Gutenberg Literary Archive Foundation. Royalty payments + must be paid within 60 days following each date on which you + prepare (or are legally required to prepare) your periodic tax + returns. Royalty payments should be clearly marked as such and + sent to the Project Gutenberg Literary Archive Foundation at the + address specified in Section 4, "Information about donations to + the Project Gutenberg Literary Archive Foundation." + +- You provide a full refund of any money paid by a user who notifies + you in writing (or by e-mail) within 30 days of receipt that s/he + does not agree to the terms of the full Project Gutenberg-tm + License. You must require such a user to return or + destroy all copies of the works possessed in a physical medium + and discontinue all use of and all access to other copies of + Project Gutenberg-tm works. + +- You provide, in accordance with paragraph 1.F.3, a full refund of any + money paid for a work or a replacement copy, if a defect in the + electronic work is discovered and reported to you within 90 days + of receipt of the work. + +- You comply with all other terms of this agreement for free + distribution of Project Gutenberg-tm works. + +1.E.9. If you wish to charge a fee or distribute a Project Gutenberg-tm +electronic work or group of works on different terms than are set +forth in this agreement, you must obtain permission in writing from +both the Project Gutenberg Literary Archive Foundation and Michael +Hart, the owner of the Project Gutenberg-tm trademark. Contact the +Foundation as set forth in Section 3 below. + +1.F. + +1.F.1. Project Gutenberg volunteers and employees expend considerable +effort to identify, do copyright research on, transcribe and proofread +public domain works in creating the Project Gutenberg-tm +collection. Despite these efforts, Project Gutenberg-tm electronic +works, and the medium on which they may be stored, may contain +"Defects," such as, but not limited to, incomplete, inaccurate or +corrupt data, transcription errors, a copyright or other intellectual +property infringement, a defective or damaged disk or other medium, a +computer virus, or computer codes that damage or cannot be read by +your equipment. + +1.F.2. LIMITED WARRANTY, DISCLAIMER OF DAMAGES - Except for the "Right +of Replacement or Refund" described in paragraph 1.F.3, the Project +Gutenberg Literary Archive Foundation, the owner of the Project +Gutenberg-tm trademark, and any other party distributing a Project +Gutenberg-tm electronic work under this agreement, disclaim all +liability to you for damages, costs and expenses, including legal +fees. YOU AGREE THAT YOU HAVE NO REMEDIES FOR NEGLIGENCE, STRICT +LIABILITY, BREACH OF WARRANTY OR BREACH OF CONTRACT EXCEPT THOSE +PROVIDED IN PARAGRAPH F3. YOU AGREE THAT THE FOUNDATION, THE +TRADEMARK OWNER, AND ANY DISTRIBUTOR UNDER THIS AGREEMENT WILL NOT BE +LIABLE TO YOU FOR ACTUAL, DIRECT, INDIRECT, CONSEQUENTIAL, PUNITIVE OR +INCIDENTAL DAMAGES EVEN IF YOU GIVE NOTICE OF THE POSSIBILITY OF SUCH +DAMAGE. + +1.F.3. LIMITED RIGHT OF REPLACEMENT OR REFUND - If you discover a +defect in this electronic work within 90 days of receiving it, you can +receive a refund of the money (if any) you paid for it by sending a +written explanation to the person you received the work from. If you +received the work on a physical medium, you must return the medium with +your written explanation. The person or entity that provided you with +the defective work may elect to provide a replacement copy in lieu of a +refund. If you received the work electronically, the person or entity +providing it to you may choose to give you a second opportunity to +receive the work electronically in lieu of a refund. If the second copy +is also defective, you may demand a refund in writing without further +opportunities to fix the problem. + +1.F.4. Except for the limited right of replacement or refund set forth +in paragraph 1.F.3, this work is provided to you 'AS-IS' WITH NO OTHER +WARRANTIES OF ANY KIND, EXPRESS OR IMPLIED, INCLUDING BUT NOT LIMITED TO +WARRANTIES OF MERCHANTIBILITY OR FITNESS FOR ANY PURPOSE. + +1.F.5. Some states do not allow disclaimers of certain implied +warranties or the exclusion or limitation of certain types of damages. +If any disclaimer or limitation set forth in this agreement violates the +law of the state applicable to this agreement, the agreement shall be +interpreted to make the maximum disclaimer or limitation permitted by +the applicable state law. The invalidity or unenforceability of any +provision of this agreement shall not void the remaining provisions. + +1.F.6. INDEMNITY - You agree to indemnify and hold the Foundation, the +trademark owner, any agent or employee of the Foundation, anyone +providing copies of Project Gutenberg-tm electronic works in accordance +with this agreement, and any volunteers associated with the production, +promotion and distribution of Project Gutenberg-tm electronic works, +harmless from all liability, costs and expenses, including legal fees, +that arise directly or indirectly from any of the following which you do +or cause to occur: (a) distribution of this or any Project Gutenberg-tm +work, (b) alteration, modification, or additions or deletions to any +Project Gutenberg-tm work, and (c) any Defect you cause. + + +Section 2. Information about the Mission of Project Gutenberg-tm + +Project Gutenberg-tm is synonymous with the free distribution of +electronic works in formats readable by the widest variety of computers +including obsolete, old, middle-aged and new computers. It exists +because of the efforts of hundreds of volunteers and donations from +people in all walks of life. + +Volunteers and financial support to provide volunteers with the +assistance they need, is critical to reaching Project Gutenberg-tm's +goals and ensuring that the Project Gutenberg-tm collection will +remain freely available for generations to come. In 2001, the Project +Gutenberg Literary Archive Foundation was created to provide a secure +and permanent future for Project Gutenberg-tm and future generations. +To learn more about the Project Gutenberg Literary Archive Foundation +and how your efforts and donations can help, see Sections 3 and 4 +and the Foundation web page at http://www.pglaf.org. + + +Section 3. Information about the Project Gutenberg Literary Archive +Foundation + +The Project Gutenberg Literary Archive Foundation is a non profit +501(c)(3) educational corporation organized under the laws of the +state of Mississippi and granted tax exempt status by the Internal +Revenue Service. The Foundation's EIN or federal tax identification +number is 64-6221541. Its 501(c)(3) letter is posted at +http://pglaf.org/fundraising. Contributions to the Project Gutenberg +Literary Archive Foundation are tax deductible to the full extent +permitted by U.S. federal laws and your state's laws. + +The Foundation's principal office is located at 4557 Melan Dr. S. +Fairbanks, AK, 99712., but its volunteers and employees are scattered +throughout numerous locations. Its business office is located at +809 North 1500 West, Salt Lake City, UT 84116, (801) 596-1887, email +business@pglaf.org. Email contact links and up to date contact +information can be found at the Foundation's web site and official +page at http://pglaf.org + +For additional contact information: + Dr. Gregory B. Newby + Chief Executive and Director + gbnewby@pglaf.org + + +Section 4. Information about Donations to the Project Gutenberg +Literary Archive Foundation + +Project Gutenberg-tm depends upon and cannot survive without wide +spread public support and donations to carry out its mission of +increasing the number of public domain and licensed works that can be +freely distributed in machine readable form accessible by the widest +array of equipment including outdated equipment. Many small donations +($1 to $5,000) are particularly important to maintaining tax exempt +status with the IRS. + +The Foundation is committed to complying with the laws regulating +charities and charitable donations in all 50 states of the United +States. Compliance requirements are not uniform and it takes a +considerable effort, much paperwork and many fees to meet and keep up +with these requirements. We do not solicit donations in locations +where we have not received written confirmation of compliance. To +SEND DONATIONS or determine the status of compliance for any +particular state visit http://pglaf.org + +While we cannot and do not solicit contributions from states where we +have not met the solicitation requirements, we know of no prohibition +against accepting unsolicited donations from donors in such states who +approach us with offers to donate. + +International donations are gratefully accepted, but we cannot make +any statements concerning tax treatment of donations received from +outside the United States. U.S. laws alone swamp our small staff. + +Please check the Project Gutenberg Web pages for current donation +methods and addresses. Donations are accepted in a number of other +ways including checks, online payments and credit card donations. +To donate, please visit: http://pglaf.org/donate + + +Section 5. General Information About Project Gutenberg-tm electronic +works. + +Professor Michael S. Hart is the originator of the Project Gutenberg-tm +concept of a library of electronic works that could be freely shared +with anyone. For thirty years, he produced and distributed Project +Gutenberg-tm eBooks with only a loose network of volunteer support. + + +Project Gutenberg-tm eBooks are often created from several printed +editions, all of which are confirmed as Public Domain in the U.S. +unless a copyright notice is included. Thus, we do not necessarily +keep eBooks in compliance with any particular paper edition. + + +Most people start at our Web site which has the main PG search facility: + + http://www.gutenberg.org + +This Web site includes information about Project Gutenberg-tm, +including how to make donations to the Project Gutenberg Literary +Archive Foundation, how to help produce our new eBooks, and how to +subscribe to our email newsletter to hear about new eBooks. |