Chapter II: Part 2

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.

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.

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.

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 | ... |
|_________________|________|_______|_______|______|______|_______|