Horse-and-Truck Period: July 11th, 1904, to May 22d, 1905. 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. 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. Fig. 7. SKETCH SHOWING FORMS FOR, AND METHOD OF, CONCRETING RETAINING WALLS IN TRENCH. 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. 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. 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. Fig. 8. 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. 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. Fig. 9. SKETCH SHOWING TYPICAL BENT OF TRESTLE SUPPORTING EIGHTH AVENUE 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 sideways, with the top of each table on the right. For Tables 1 and 2, page numbers are therefore out of sequence. Readers who have trouble with the numerals should try their browser's "larger font" or "text zoom" feature. TABLE 1. —Record of Retaining-Wall Sections, Terminal Station. West Thirty-first Street from Seventh Avenue to Ninth Avenue. (1) Section No. (8) Cubic yards of embedded stone. (2) Stations. (9) Cubic yards of concrete in section (net). (3) Contents of section, in cubic yards. (10) Barrels of cement used in concrete. (4) Barrels of cement used for facing. (11) Barrels of cement per cubic yard of concrete. (5) Cubic yards of facing mortar equivalent. (12) Concrete started. (6) Barrels of cement used for bed mortar. (13) Concrete finished. (7) Cubic yards of bed mortar equivalent. (1) (2) (3) (4) (5) (6) (7) (8) (9) (10) (11) (12) (13) 1 {165 + 05.8} {165 + 66.0} 617.48 17.50 5.95 ... ... ... 611.53 731.50 1.20 11/4/04 11/20/04 2 {165 + 66.0} {165 + 95.4} 233.96 10.25 3.49 ... ... ... 230.47 277.25 1.20 11/21/04 11/27/04 3 {165 + 95.4} {166 + 41.2} 355.20 24.50 8.34 ... ... ... 346.86 398.25 1.15 11/26/04 12/3/04 4 {171 + 03.4} {171 + 53.4} 309.29 67.50 23.00 ... ... ... 286.29 360.50 1.26 12/2/04 12/10/04 5 {177 + 44.0} {177 + 94.0} 109.62 30.25 10.30 ... ... ... 99.32 120.75 1.22 12/28/04 12/30/04 6 {171 + 53.4} {171 + 83.0} 246.35 27.75 9.44 ... ... ... 236.91 292.50 1.23 1/2/05 1/11/05 7 {166 + 41.2} {166 + 79.0} 644.12 77.50 26.37 ... ... ... 617.75 737.00 1.19 1/13/05 2/4/05 8 {171 + 83.0} {172 + 12.0} 394.43 63.75 21.69 ... ... ... 372.74 420.75 1.13 1/14/05 1/28/05 9 {166 + 79.0} {167 + 20.5} 974.58 103.75 35.30 2.50 0.85 7.96 930.47 1,066.25 1.14 2/18/05 3/13/05 10 {170 + 16.6} {170 + 58.6} 767.34 92.50 31.48 2.75 0.94 ... 734.92 852.50 1.16 1/31/05 2/25/05 11 {170 + 58.6} {171 + 03.4} 599.17 77.00 26.20 10.25 3.49 ... 569.48 689.75 1.21 3/11/05 3/23/05 12 {167 + 20.5} {167 + 43.9} 535.28 50.50 17.18 2.00 0.68 4.00 513.42 611.75 1.19 3/9/05 3/26/05 13 {175 + 18.5} {175 + 61.8} 553.04 62.00 21.10 5.25 1.79 ... 530.15 630.50 1.19 3/15/05 3/29/05 14 {177 + 02.9} {177 + 44.0} 305.12 49.25 16.76 4.50 1.53 ... 286.83 340.25 1.19 3/26/05 3/31/05 15 {175 + 61.8} {176 + 91.7} 429.88 50.00 17.01 1.50 0.51 ... 412.36 472.50 1.15 3/28/05 4/14/05 16 {176 + 62.5} {177 + 02.9} 675.64 77.50 26.37 6.25 2.13 ... 647.14 788.00 1.22 4/1/05 4/17/05 17 {174 + 04.5} {174 + 29.6} 162.98 29.00 9.87 3.50 1.19 ... 151.92 182.50 1.20 5/3/05 5/6/05 18 {175 + 91.7} {176 + 21.5} 698.88 46.25 15.72 4.50 1.53 15.86 665.77 801.00 1.20 5/9/05 5/19/05 19 {176 + 21.5} {176 + 62.5} 1,166.79 81.50 27.73 4.00 1.36 34.96 1,102.74 1,354.50 1.23 5/15/05 5/28/05 20 {167 + 43.9} {167 + 92.6} 975.53 95.75 32.58 3.25 1.11 36.99 904.85 1,012.75 1.12 5/25/05 6/3/05 21 {172 + 12.0} {172 + 45.2} 271.48 31.75 10.80 2.50 0.85 8.65 251.18 311.50 1.24 5/29/05 6/3/05 22 {168 + 41.3} {168 + 72.6} 316.30 44.00 14.97 5.25 1.79 7.18 292.36 338.75 1.16 6/5/05 6/10/05 23 {173 + 63.6} {174 + 04.5} 529.33 54.75 18.63 4.75 1.62 1.25 507.83 587.25 1.16 6/5/05 6/13/05 24 {167 + 92.6} {168 + 41.3} 1,010.64 66.00 22.46 5.50 1.87 10.16 976.15 1,038.75 1.07 6/8/05 6/21/05 25 {173 + 21.2} {173 + 63.6} 675.21 77.75 26.46 2.50 0.85 12.00 635.90 776.25 1.22 6/16/05 6/24/05 26 {164 + 72.5} {165 + 05.8} 458.22 40.00 13.61 5.50 1.87 22.37 420.37 532.00 1.26 6/23/05 6/28/05 27 {172 + 81.9} {173 + 21.2} 409.43 35.00 11.91 9.75 3.31 4.64 389.57 450.00 1.16 6/27/05 7/7/05 28 {164 + 27.6} {164 + 72.5} 658.46 72.00 24.50 1.50 0.51 16.40 617.05 726.25 1.18 6/29/05 7/7/05 29 {172 + 45.2} {172 + 81.9} 345.89 30.25 10.29 5.00 1.70 1.62 332.28 384.00 1.16 7/11/05 7/19/05 31 {174 + 78.0} {175 + 18.5} 507.50 35.75 12.17 3.00 1.02 17.09 477.22 567.50 1.19 7/29/05 8/6/05 32 {174 + 29.6} {174 + 78.0} 396.99 43.75 14.89 1.75 0.60 6.50 375.00 434.25 1.16 8/5/05 8/12/05 43 {177 + 94.0} {178 + 44.1} 194.07 30.00 10.21 2.00 0.68 8.35 174.83 219.75 1.26 11/9/05 11/12/05 Pier {168 + 72.6} {168 + 81.1} 106.52 ... ... ... ... ... 106.52 144.00 1.35 12/6/06 12/8/06 76 {178 + 44.1} {178 + 94.1} 136.32 12.75 4.34 4.75 1.62 ... 130.36 142.50 1.09 7/8/07 7/10/07 79 {178 + 94.1} {179 + 44.1} 118.07 9.00 3.06 8.50 1.19 ... 113.82 129.50 1.14 7/15/07 7/16/07 82 {179 + 44.1} {179 + 93.7} 126.12 6.50 2.21 2.50 0.85 ... 123.06 131.75 1.07 7/22/07 7/23/07 84 {179 + 93.7} {180 + 44.2} 126.77 6.75 2.30 2.25 0.77 ... 123.70 133.50 1.08 7/26/07 7/27/07 86 {180 + 44.2} {180 + 93.6} 162.48 8.00 2.72 2.75 0.94 ... 158.82 167.00 1.05 7/30/07 7/31/07 90 {180 + 93.6} {181 + 17.9} 92.52 4.00 1.36 1.00 0.34 ... 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.