Part 5

(1) (2) (9) (10) (11) (12) (13) ___________________________________________________________________ |30 {170 + 73.2} | | | | | | | {171 + 16.1} | 348.90 | 391.00 | 1.12 | 7/20/05 | 7/26/05 | |33 {178 + 48.7} | | | | | | | {178 + 84.1} | 169.17 | 188.00 | 1.11 | 8/7/05 | 8/11/05 | |34 {R 2 + 75.5} | | | | | | | {170 + 03.5} | 199.35 | 217.25 | 1.09 | 8/14/05 | 8/19/05 | |35 {171 + 16.1} | | | | | | | {171 + 42.5} | 353.15 | 400.25 | 1.13 | 8/16/05 | 8/22/05 | |36 {170 + 03.6} | | | | | | | {170 + 25.0} | 136.93 | 133.75 | 0.98 | 8/19/05 | 8/22/05 | |37 {171 + 42.5} | | | | | | | {171 + 91.3} | 802.66 | 909.00 | 1.13 | 8/22/05 | 9/6/05 | |38 {171 + 91.3} | | | | | | | {172 + 19.2} | 210.36 | 238.50 | 1.13 | 8/24/05 | 8/27/05 | |39 {179 + 27.2} | | | | | | | {179 + 64.2} | 234.43 | 270.25 | 1.15 | 8/29/05 | 9/2/05 | |40 {170 + 25.0} | | | | | | | {170 + 73.2} | 455.69 | 525.75 | 1.15 | 9/11/05 | 9/15/05 | |41 {169 + 50.8} | | | | | | | {R 2 + 75.5} | 205.64 | 236.50 | 1.15 | 10/3/05 | 10/6/05 | |42 {178 + 84.1} | | | | | | | {179 + 27.2} | 162.22 | 194.75 | 1.20 | 10/9/05 | 10/11/05 | |44 {180 + 05.5} | | | | | | | {180 + 44.2} | 838.85 | 987.00 | 1.18 | 11/17/05 | 11/27/05 | |45 {180 + 44.2} | | | | | | | {180 + 74.9} | 1,050.86 | 1,206.00 | 1.15 | 12/13/05 | 12/23/05 | |46 {179 + 64.2} | | | | | | | {180 + 05.5} | 439.37 | 535.00 | 1.22 | 1/15/06 | 1/19/06 | |47 {169 + 00.1} | | | | | | | {169 + 50.8} | 128.15 | 150.50 | 1.17 | 4/4/06 | 4/6/06 | |48 {178 + 24.1} | | | | | | | {178 + 48.7} | 184.87 | 226.00 | 1.22 | 4/24/06 | 4/30/06 | |49 {177 + 81.1} | | | | | | | {178 + 24.1} | 230.74 | 274.00 | 1.19 | 5/21/06 | 5/24/06 | |50 {168 + 03.6} | | | | | | | {168 + 45.6} | 359.47 | 406.00 | 1.13 | 6/13/06 | 6/18/06 | |51 {177 + 38.4} | | | | | | | {177 + 81.1} | 94.40 | 112.00 | 1.19 | 6/20/06 | 6/21/06 | |52 {168 + 45.6} | | | | | | | {168 + 80.1} | 166.12 | 190.00 | 1.14 | 6/25/06 | 6/28/06 | |53 {168 + 80.1} | | | | | | | {169 + 00.1} | 40.13 | 44.50 | 1.11 | 6/29/06 | 6/29/06 | |55 {176 + 90.0} | | | | | | | {177 + 38.4} | 84.05 | 98.25 | 1.17 | 8/17/06 | 8/18/06 | |56 {167 + 62.1} | | | | | | | {168 + 03.6} | 334.46 | 383.50 | 1.14 | 8/28/06 | 9/1/06 | |59 {175 + 67.3} | | | | | | | {175 + 98.9} | 160.12 | 186.00 | 1.16 | 10/15/06 | 10/16/06 | |60 {176 + 49.0} | | | | | | | {176 + 90.0} | 64.56 | 75.00 | 1.16 | 10/17/06 | 10/18/06 | |61 {175 + 98.9} | | | | | | | {176 + 49.0} | 96.93 | 108.00 | 1.11 | 10/19/06 | 10/20/06 | |64 {175 + 30.3} | | | | | | | {175 + 67.3} | 134.19 | 161.50 | 1.20 | 11/21/06 | 11/22/06 | |65 {174 + 85.4} | | | | | | | {175 + 30.3} | 76.75 | 92.75 | 1.21 | 12/14/06 | 12/15/06 | |66 {174 + 47.9} | | | | | | | {174 + 85.4} | 65.91 | 83.50 | 1.27 | 12/18/06 | 12/18/06 | |67 {174 + 21.1} | | | | | | | {174 + 47.9} | 57.52 | 67.50 | 1.17 | 12/21/06 | 12/21/06 | |68 {167 + 12.3} | | | | | | | {167 + 62.1} | 350.90 | 412.50 | 1.17 | 1/2/07 | 1/6/07 | |69 {173 + 85.6} | | | | | | | {174 + 21.1} | 74.20 | 91.00 | 1.23 | 1/29/07 | 1/30/07 | |70 {166 + 75.6} | | | | | | | {167 + 12.3} | 396.05 | 468.50 | 1.18 | 4/2/07 | 4/10/07 | |71 {173 + 46.5} | | | | | | | {173 + 85.6} | 82.51 | 95.75 | 1.16 | 4/17/07 | 4/19/07 | |74 {172 + 19.2} | | | | | | | {172 + 73.0} | 439.41 | 506.00 | 1.15 | 6/20/07 | 6/24/07 | |75 {172 + 73.0} | | | | | | | {173 + 24.0} | 490.55 | 579.00 | 1.18 | 7/8/07 | 8/25/07 | |77 {164 + 77.0} | | | | | | | {165 + 27.1} | 135.85 | 161.50 | 1.19 | 7/13/07 | 7/15/07 | |78 {168 + 83.4} | | | | | | | {169 + 18.3} | 61.82 | 73.00 | 1.18 | 7/13/07 | 7/14/07 | |80 {165 + 27.1} | | | | | | | {165 + 76.6} | 103.84 | 133.50 | 1.28 | 7/18/07 | 7/19/07 | |81 {168 + 45.6} | | | | | | | {168 + 83.4} | 204.42 | 255.75 | 1.25 | 7/20/07 | 7/23/07 | |83 {165 + 76.6} | | | | | | | {166 + 20.5} | 104.06 | 128.50 | 1.23 | 7/25/07 | 7/27/07 | |85 {166 + 20.5} | | | | | | | {166 + 64.6} | 103.70 | 144.50 | 1.39 | 7/29/07 | 7/30/07 | |87 {166 + 64.6} | | | | | | | {166 + 75.6} | 22.68 | 30.00 | 1.32 | 7/31/07 | 7/31/07 | |88 {164 + 26.3} | | | | | | | {164 + 77.0} | 308.79 | 370.00 | 1.20 | 8/8/07 | 8/11/07 | |89 {173 + 20.8} | | | | | | | {173 + 46.5} | 91.30 | 121.75 | 1.33 | 9/7/07 | 9/8/07 | |91 {180 + 74.9} | | | | | | | {180 + 92.7} | 135.44 | 203.50 | 1.50 | 11/18/07 | 11/20/0 | |92 {180 + 92.7} | | | | | | | {181 + 28.8} | 112.47 | 190.00 | 1.69 | 12/1/08 | 12/2/08 | |________________|__________|__________|______|__________|__________|

NOTE.--The number of cubic yards of crushed stone used in any section can be found by multiplying the figure for that section in Column 10 by 0.7778.

The number of cubic yards of sand used in any section can be found by multiplying the sum of the figures for that section in Columns 4, 6, and 10 by 0.3889.

REMARKS.--Section No. 47. Part of this section was removed on account of damage done by blasting and was replaced by Section No. 78. Section No. 52. All of this section was removed on account of damage done by blasting and was replaced by Section No. 81. Section No. 53. All of this section was removed on account of damage done by blasting and was replaced by Sections Nos. 78 and 81.

TABLE 3a.--Record of Retaining Wall Sections.

(1) Section No. (2) Stations. (3) Contents of section, in cubic yards. (4) Barrels of cement used for facing. (5) Cubic yards of facing mortar equivalent. (6) Barrels of cement used for bed mortar. (7) Cubic yards of bed mortar equivalent. (8) Cubic yards of embedded stone.

Power-House.

(1) (2) (3) (4) (5) (6) (7) (8) ________________________________________________________________ | A {L 2 + 75.3} | | | | | | | | {L 3 + 25.3} | 463.28 | 58.25 | 19.82 | 5.50 | 1.87 | 11.50 | | B {L 3 + 25.3} | | | | | | | | {L 3 + 74.9} | 114.78 | 23.00 | 7.83 | 1.75 | 0.60 | 1.50 | | C {169 + 30.8} | | | | | | | | {169 + 74.8} | 179.19 | 34.25 | 11.66 | 1.00 | 0.34 | 3.60 | | D {169 + 74.8} | | | | | | | | {170 + 28.8} | 114.38 | 27.25 | 9.27 | 0.25 | 0.09 | 0.07 | | E {168 + 83.6} | | | | | | | | {169 + 30.8} | 101.20 | 22.00 | 7.49 | 1.50 | 0.51 | 0.65 | | F {L 2 + 78.2} | | | | | | | | {L 3 + 19.6} | 358.80 | 39.50 | 13.44 | 0.75 | 0.26 | 9.50 | | G {L 3 + 19.6} | | | | | | | | {L 3 + 56.9} | 237.33 | 23.00 | 7.83 | 1.00 | 0.34 | 0.74 | | H {L 3 + 56.9} | | | | | | | | {168 + 83.5} | 25.55 | 6.25 | 2.13 | 0.75 | 0.26 | ... | |_________________|________|_______|_______|______|______|_______|

Seventh Avenue. ________________________________________________________________ | 54 {164 + 27.6} | | | | | | | | {L 2 + 32.0} | 764.48 | 69.75 | 23.74 | 3.00 | 1.02 | ... | | 57 {L 2 + 10.3} | | | | | | | | {L 2 + 32.0} | 533.06 | 34.00 | 11.57 | 2.25 | 0.77 | ... | | 58 {L 1 + 87.1} | | | | | | | | {L 2 + 10.3} | 544.54 | 32.25 | 10.97 | 2.00 | 0.68 | 9.80 | | 62 {L 1 + 87.1} | | | | | | | | {L 1 + 64.4} | 575.67 | 30.00 | 10.21 | 3.00 | 1.02 | 6.20 | | 63 {L 1 + 42.4} | | | | | | | | {L 1 + 64.4} | 607.01 | 30.50 | 10.38 | 2.50 | 0.85 | 3.79 | | 72 {L 1 + 42.4} | | | | | | | | {L 1 + 19.6} | 631.97 | 30.00 | 10.21 | 1.75 | 0.60 | 1.18 | | 73 {L 1 + 19.6} | | | | | | | | {L 0 + 97.0} | 573.33 | 25.25 | 8.59 | 0.25 | 0.08 | 2.48 | |_________________|________|_______|_______|______|______|_______|

TABLE 3b.--Record of Retaining Wall Sections.

(1) Section No. (2) Stations. (9) Cubic yards of concrete in section (net). (10) Barrels of cement used in concrete. (11) Barrels of cement per cubic yard of concrete. (12) Concrete started. (13) Concrete finished.

Power-House.

(1) (2) (9) (10) (11) (12) (13) ________________________________________________________________ | A {L 2 + 75.3} | | | | | | | {L 3 + 25.3} | 430.09 | 482.75 | 1.12 | 5/18/05 | 5/25/05 | | B {L 3 + 25.3} | | | | | | | {L 3 + 74.9} | 104.85 | 125.50 | 1.20 | 6/14/05 | 6/16/05 | | C {169 + 30.8} | | | | | | | {169 + 74.8} | 163.59 | 183.00 | 1.12 | 7/10/05 | 7/13/05 | | D {169 + 74.8} | | | | | | | {170 + 28.8} | 104.95 | 119.25 | 1.14 | 7/14/05 | 7/19/05 | | E {168 + 83.6} | | | | | | | {169 + 30.8} | 92.55 | 107.25 | 1.16 | 7/26/05 | 7/28/05 | | F {L 2 + 78.2} | | | | | | | {L 3 + 19.6} | 335.60 | 397.75 | 1.18 | 9/19/05 | 9/24/05 | | G {L 3 + 19.6} | | | | | | | {L 3 + 56.9} | 228.42 | 278.00 | 1.22 | 9/26/05 | 9/29/05 | | H {L 3 + 56.9} | | | | | | | {168 + 83.5} | 23.16 | 28.00 | 1.21 | 9/29/05 | 9/29/05 | |_________________|________|________|______|__________|__________|

Seventh Avenue. ________________________________________________________________ | 54 {164 + 27.6} | | | | | | | {L 2 + 32.0} | 739.72 | 907.50 | 1.23 | 8/6/06 | 8/15/06 | | 57 {L 2 + 10.3} | | | | | | | {L 2 + 32.0} | 520.72 | 610.75 | 1.17 | 9/10/06 | 9/15/06 | | 58 {L 1 + 87.1} | | | | | | | {L 2 + 10.3} | 523.09 | 588.25 | 1.12 | 9/24/06 | 9/28/06 | | 62 {L 1 + 87.1} | | | | | | | {L 1 + 64.4} | 538.24 | 639.50 | 1.19 | 10/24/06 | 10/29/06 | | 63 {L 1 + 42.4} | | | | | | | {L 1 + 64.4} | 581.99 | 678.50 | 1.17 | 11/5/06 | 11/11/06 | | 72 {L 1 + 42.4} | | | | | | | {L 1 + 19.6} | 619.98 | 719.50 | 1.16 | 4/25/07 | 4/30/07 | | 73 {L 1 + 19.6} | | | | | | | {L 0 + 97.0} | 562.18 | 685.75 | 1.22 | 5/13/07 | 5/18/07 | |_________________|________|________|______|__________|__________|

NOTE.--The number of cubic yards of crushed stone used in any section can be found by multiplying the figure for that section in Column 10 by 0.7778. The number of cubic yards of sand used in any section can be found by multiplying the sum of the figures for that section in Columns 4, 6, and 10 by 0.3889.

Channeling with a 10-ft quarry bar, carrying a No. 4 Ingersoll-Rand drill with Z-bits, was attempted in place of the close drilling below the walls, but, as the rock stood so nearly vertical and was full of soft seams, very little could be accomplished, the average cut per day of 10 hours, counting the time of moving and setting up, was only 4 sq. ft., and, after a thorough trial, the bars were abandoned.

_Disposal._--The excavated material was hauled from the shovels to the pier in 10-car trains. The cars were of three classes: 4-yd. Western dump-cars, flat cars without skips, and flats carrying specially designed steel skips having a capacity of 4 cu. yd. each. As far as practicable, earth, and rock containing 1 cu. yd. or less, was loaded on dumpers, medium-sized rock on the skips, and large rock on the bare flats. As a steam shovel must pick up what is nearest to it first, however, this classification could not always be adhered to, and many large rocks were loaded into dumpers. Cars of this class which contained no material too large to dump were run at once to the hoppers, and were dumped and returned to the pit; others, together with the flat and skip cars, were run down the incline to the derricks and telphers, where the flats and skips were entirely unloaded, and the large rocks ware removed from the dumpers, after which they were run to the hoppers and emptied.

The total quantity of excavated material handled at this pier from May 22d, 1905, to December 31st, 1908, amounted to 673,800 cu. yd. of earth and 1,488,000 cu. yd. of rock, place measurement, equal to 3,203,400 cu. yd., scow measurement; in addition to which 175,000 cu. yd. of crushed stone and sand and 6,000 car loads of miscellaneous building material were transferred from scows and lighters to small cars for delivery to the Terminal work.

All the earth and 570,000 cu. yd. of the rock, place measurement, were handled through the chutes, and the remainder of the rock, 918,000 cu. yd., and all the incoming material by the derricks and telphers. In capacity to handle material, one telpher was about equal to one derrick. A train, therefore, could be emptied or a boat loaded under the bank of eight telphers in one-fourth the time required by the derricks, of which only two could work on one boat. The telphers, therefore, were of great advantage where track room and scow berths were limited.

As noted in the list of contracts under which the work was executed, the scows at both the 35th Street dumping board and Pier No. 72 were furnished, towed, and the material finally disposed of, by Henry Steers, Incorporated. During the same period, this contractor disposed of the material excavated from both the Cross-town Tunnels, constructed by the United Engineering and Contracting Company, and the tunnels under the East River, constructed by S. Pearson and Son, Incorporated. As stated in other papers of this series relating to the construction of those tunnels, the material excavated by the United Engineering and Contracting Company was delivered to barges at 35th Street and East River and that by S. Pearson and Son, Incorporated, at two points, one in Long Island City and the other at 33d Street and East River, Manhattan.

The total number of cubic yards of material disposed of amounted to:

Place measurement. Total barge Earth. Rock. measurement.

35th Street and North River 242,800 22,800 281,500 Pier No. 72, North River 673,800 1,488,000 3,203,400 From Cross-town Tunnels 570,400 From Under-river Tunnels 402,500 ----------- Total 4,457,800 ===========

The material was delivered as follows:

To the freight terminal of the Pennsylvania Railroad Company at Greenville, N.J. 3,454,800 To the Meadows Division of the Tunnel Line between Harrison, N.J., and the North River Portals 711,900 To other points selected by the contractors 291,100 --------- Total 4,457,800 =========

The handling of this large quantity of material required the loading of from 10 to 20 scows per day (and for more than two years the average was 14), and, as the average time spent in one round trip was 3 1/3 days, a fleet of more than 50 scows was required to keep all points supplied and allow for a few to be out of service undergoing repairs.

All loaded scows were towed from the docks, with the ebb tide, to a stake boat anchored in the bay about one mile off shore at Greenville; and were taken from there to the different unloading points, as required, by smaller tugs which also returned the empty scows to the stake.

The unloading plants were similar at the different points, although that at Greenville was much larger than the others. It included five land dredges and eight traveling derricks of two types, one floating and the other mounted on wheels and traveling on a track of 16-ft. gauge. The derricks handled the large rock, which was loaded at Pier No. 72 by derricks and telphers. They were of the ordinary A-frame type, and were designed to handle 20 tons. They were operated by 9 by 10-in. Lidgerwood double-drum and swinging-gear engines. The large rock was deposited by the derricks either in the channels along which they worked or in the fill along shore, without the use of cars. The land dredges were equipped with a 60-ft. boom and a 2½-yd. Hayward bucket operated by a 14 by 18-in. double-drum Lidgerwood dredging engine. They loaded into 9-yd., standard-gauge, side-dump cars, built by the contractor, and unloaded the scows to within about 1 ft. of the deck, a Hayward bucket being unsuitable for closer work without greatly damaging the scows. The material remaining was loaded by hand into skips which were handled to the cars by small derricks, one of which was located at the rear of each dredge. The cars were taken to the dump and returned by 25-ton, standard-gauge, engines which had previously done service on the Manhattan Elevated Railroad, but were spotted for loading by the engine on the dredge.

In order to keep a record of the fleet of scows, which would show the available supply at a glance, a board, 10 by 15 in., and covered with a heavy sheet of ruled paper, was arranged as shown by Fig. 10. It was divided into 12 vertical columns, the first of which was headed "Scows," and contained the name or number of each scow in service. The next four columns denoted loading points, and were headed "Pier No. 72," "Thirty-third Street, East River," "Thirty-fifth Street, East River," and "Long Island City," respectively; the sixth column was headed "Greenville," the seventh "Hackensack," the eighth "Passaic," and the ninth "Governors Island," being unloading points, the tenth and eleventh, "Stake Boat" and "Dry Dock," respectively, while the twelfth was for "Extra pins," not in use. To indicate the condition of the scows, small pins with colored heads were used; white indicated empty; blue, working; black, loaded; red, being repaired; and a pearl-colored pin, missing. Thus a white-headed pin opposite the number 6 in the column headed Pier No. 72 indicated that scow No. 6 was lying at that pier waiting to be placed in position for loading, whereas a black-headed pin at the same point meant that the scow had received its load and was ready to be towed.

BOARD RECORDING LOCATION AND CONDITION OF SCOWS

[Transcriber's Note: This chart was originally presented as an illustration, Figure 10. It is shown here rotated from horizontal to vertical for readability. As in the original, only a partial board is shown; the number of Scows was at least 8.]