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.