IMAGE EVALUATION TEST TARGET (MT-3) // kr '' /;^:^ / v* ^ ^ 1.0 1.1 Hi lU L4.0 12.0 lH IIPS ||||U III 1.6 ^ 6" ► Photographic SciQices Corporation 23 WRST MAIN STREii WnSTER.N.Y. 14SS0 (716)«7!l-4503 '^V^ ^ K<^ ^ CIHM/ICMH Microfiche Series. CIHIVI/ICIVIH Collection de microfiches. C signifie "A SUIVRE", le symbols ▼ signifie "FIN". Maps, plates, charts, etc., may be filmed et different reduction ratios. Those too large to be entirely Included in one exposure are filmed beginning in the upper left hand corner, left to right and top to bottom, aa many frames aa required. The following diegrams illustrate the method: Les cartes, plenches, tableaux, etc., peuvent Atre filmte A des taux de reduction diff Arents. Lorsque le document est trop grand pour Atre reproduit en un seui cllchA, 11 est filmA A partir de I'engle supArieur gauche, de geuche A droite, et dd heut en baa, en prenent le nombre d'images nAcessalre. Lea diagrammes auivants illustrent la mAthode. 1 2 3 1 2 3 4 6 6 [All nghta rescrval.) ADVANCE P1iOOf—iSu6jeit to revision). This Proof Is sent to you for discussion only, and on the express understanding that It Is not to be used for any other purpose whatsoever.— (&< Sa: 39 "/''*'' ComtituiioH.) I INCOUl'OKAlKl) 1887. / 1 ■ Y^ TRANSACTIONS. N. II. —This Society, aa i» bixly, does not lioUl llHulf rospoimiblo for tUe facts anil 0|)inloiii Btutod In any of Itn publicHtl"iie. This Paper iv'dl be read on the eveuinci of Mmmimifii> Aptil 5th. THE C. P. R. BRIDGES OVER THE OTTAWA RIVER AT ST. ANNES AND VAUDREUIL. Bt C. E. W. Dodwell, M. Can. Soo. C. B. The Ontario and Quebec Railway, built some four years ago bctwoon Smith's Fails and Toronto, and forming tlic most impdrtant part of the Eastern system of the Canadian Pacific Railway, was extended in the years 1886 and 1887 easterly from Smith's Fiills direct, thereby cut- ting out Ottawa, and reducing the distance between Toronto and Mont- real by nearly fifty miles. The line from Smith's Falls to Vaudreuil, about 100 miles, is as nearly ns possible an air line. At the latter point it comes into parallelism with the Grand Trunk Railway, run- ning close alongside it from thence to Lucliiue Bank, where it slightly diverges to the north to make connection witii the Atlantic and North- west Railway running from Mile End to the new bridge across the St. Lawrence at Lachine. At Ste. Annes the line crosses a branch of the Ottawa river flowing between the Inland of Montreal at He Perrot, by a bridiie parallel to, and 61 feet distant, centre to centre, from the G. T, lly. bridge. The bridge consists of two abutments and thirteen piers of masonry, and fourteen girder spans of steel. Beginning at tlie cast end, and measuring from centre to centre of piers, the first three spans are 104 ft. 9 ins. each. These are lattice " through " girders, the object being to give as much head-room as pos- sible over the canal locks. The fourtii span is 32* ft., and the girder a pin-connected through truss of tlie most modern American design. The corresponding span in the G. T. lly. bridge i.s only 220 ft. Owing, however, to the obliquity of the current in tliu river at this point and the consequent danger to descen^ling rafts, the Department of Railways and Canals required tliat in the now bridge there should bo no pier in tlie stream oppo.site to No. 4 of the 0. T. Ry. bridge ; consequently pier No. 4 of the new bridge corresponds with No, 5 of tlie G. T. Ry., and there is one span of the former to two of the latter. The 5th span is 101 ft. 4 ins., and the 6th 100 ft. 9 ins., both being lattice " dcek " girders. The remaining eight spans are 66 ft. li ins. each, plate '' deck" girders. The East abutment is built directly on the solid rock, which \\m found at a depth below the surf ice of tlio ground of 2 or 3 feet. The rock liere is the Fotsdim .sandstone overiaid in the iiiiniediate vicinity by the Trenton limestone. It is of the latter stone that the whole of the masonry is built. At pier No. 1, which comes between the public road and the new lock, the excavation was carried down about eight feet below tlie sur- face, at whicli depth .solid rock was I'oniid sloping to the 8. W., at an angle of about 15 ° . Convenient fissures in the rock enabled a trench to be formed a couple of feet deep and ab )Ut tlic s iine in width, along the axis of the pier, in order to privide ;y linst tlio p is^ibility of the pier sliding on the rock. Concrete \va-> then dipi^ted in tliis trench, and brought up level to the heiglit of the highest point of the rook, the masonry bein„' started on the base thus formed. Pier No. 2 came between the old uiul new locks, and the excavation for the foundation eneouutered tlie puddle trench and its ciib-work backing, that was formed to exclude the water fro n the works of the new lock constructed in 1SS2. This pudJle trench, as well as a quantity of cribwork, had to be removed in order to reach a solid foun- dation. The last foot or two of the excavation being under water was finished by the aid of a diver, and at about 15 ft.j below the surface of 1 t1t(! ground the solid rock vah struck, lying with but n slight f:ill to the S. W. After tlio Hiirliicu of the rock iinil born iliorouglily clonncd off by !i tlivi-r, it wuh covered by a bod of concrete iibout 5 ft. thick and about a foot iiirgrr each w.iy than tho bottom cnuri'c of the masonry. 'Ilic first Htoiio of the l>ridgo was laid in this piur on tlio 3rd of August. Pier No. 3 was the most troublesome and expensive of the whole thirteen. It came between the old canal lock iind the river, and the South Willi of the former iind thi; cribwork bank of the latter contri- buted to render its construction both tedious mid costly. The excavation was carried down to wnter-ievel in the ordinary man- ner without much trouble. To continue the excavation below this level it became necessary to remove some forty feet in length of the cribwork in the river fio.it ; permission to do this having been obtained from the Department of Uailways and Canals. A dredge was then brought up and fixed in position in the river abreast of the pier site, the excavation being by means of it carried down very nearly to the solid rock. Owing, however, to the proximity of the wall of the lock, the dredge had to work with extreme care in order to avoid disturbing its foun. dations. As soon as the dredge had done iis much of the excavation as could be 8 ifely and conveniently done by it, three divers were sent down to complete the cleaning of the bottom; and a bottomless rectangular caisson 34 ft. long and 13 ft. wide was framed in position of whole timbers 12 inches square. The object of this caisson was to prevent the sides of the excavation from filling in und covering the site of the pier, as well as to form a mould for the bed of concrete. By means of accurate soundings, the C!ii.>son was framed ns nearly us possible to con- form on the upper side to the irregularities of the rock and the pro- jections of the lock wall. On the lower or river side there was » space beneath the lowest timber of some tlirce or four feet As soon as the caisson was finally and accurately fixed in position, this space, as well as the small cavities that still remained under the timbers on the upper side, was enclosed by driving 3 inch planks around the outside of the caisson and spiking it firmly to the timbers. Inside the caisson as now fixed and enclosed, three divers continued and completed the final cleaning of the bottom, about ten days being occupied by this work. When this was satisfactorily aecomplishcd, a bed of concrete, varying from 5 to 9 ft. in thickness, was deposited within the caisson by means of a square box of I inch boiler-plate holding a cubic yard, the bottom of which was hinged in two flaps and adapted for tripping, the ^cow carrying the derrick that raised and lowered it, and on the deck of which the con- crete was mixed, being in the old lock immediately abreast of the pier. The top of the concrete was levelled up and finished to a height of about 6 inches above low water, and eleven days later the masonry was begun. Pier No. 4 is the first river pier, the site being bare rock and the water about four feet deep at lowest level. The caisson for this pier was framed to half its height ut a convenient spot on the river bank below tho bridge, and then towed up stream by a tug, and lowered into position. On reaching tho site of the pier it was rigidly held in place by anchors at bow and stern, and the rcmainin.; height of timber was added. A bed of concrete about 2^ feet in depth was then deposited in it, and as soon as this had set sufficiently the water was pumped out and the masonry commenced. This pier, as well as No. 5, is built on a skew of 10°. 30' i. e., the axis of the pier makes an angle of 79 ^ . 30' with the centre line of the bridge. The 5th and 6th piers were built in a precisely similar manner ; the water was of about the i-amo depth, and the bottom als) bare rock. At piers 7 and 8 the water being less than 2 ft. deep, caissons were not necessary, the water bjin;^ excluded fiom tho foun lations by means of plain rectangular coflFerdams of square timber built round the site. Tliesii were surrounded by a low wall or bank of puddle and then pum- ped out. All the excavation necessary consisted of the removal of about a foot of liosc and shattered surface rock. At pier 7 no concrete was necessary, tho masonry being laid directly on the rock. At No. 8 the rock after being stripped of the loose surf icj was covered or levelled up with a bed of about a foot in thickness. Piers 9, 10 and 11 are situated on a low rocky island, the surface of which is from one to two ft. above low water level ; none of them requi- red either eais>on or cofferdam. No. 9 has no concrete under tho masonry, while at 10 and 11, after stripping tho loose rook from the surface, the bottom was merely levelled up with it. Piers 12 and 13 coming in a foot or two of water required cofferdams and a thin bed of concrete to level up with. At tho West abutment, 2 tlio rock, wliioli WiiM cdVi'r.nl with soin ; tlinu op (bur t'l-H olHoil iiiiil lo(Wi! niiitcrial, wus fDund to dip t>i lliu Nortli iit iilitut tliu muiio iiiiglu iih iit thu l<}HHl:ibutiiioiit it I to tlio Siiutli, It wiiH boiiuliuil to ruL'u'lvu the mnHiinry luid no ouiieri'to wuh iimciI. A Hiimll briilgu -mwha a, uruvk Itutwiuu 8tu. Aiiiicn niiil ViiuJi'cuil consists of two M|miis of liitticu deck jjirderM 100 ft. !) ins. eacli ; tho uiaHoiiry coinpritiing two iibutini niH ami unu piur. Tliusu woru built on Holid rock, and present no f.'atiiri's ii('npi'cial iiittTi'st, Tiii; [.iur roijuircd a cofferdam, and tlio rock under it wn-* levelled up witli about u foot of concrete, none b.:in^ used in liiu abutments, At Vaudrouil the line cros!o plate girders. Tho East abutment stands ju^t above low water mark. Its foundation was carried down to a hard bottom of stoney clay at about 5 It, below the surface. The first seven piers, and the sixteenth, were built in water varying from 8 to 20 ft. in depth. The first operation in their construction, after having closely covered the site of each pier with accurate soundings, was the removal of the gravel, mud and boulders overlying the rock, wiiieh was iiccomplished by an ordinary floating stcum dredge anchored over each foundation in succession. Bottom- less caissons built of 12 inehs(|uare timber, !ind pointed at bow and stern, Were then towed into place, their exact positions being determined by means of two transits, uiie of the centre line of the bridge on shore, and the other on the G. T. bridge in the line of the axis of the pier produced. They were then firmly held In place by suitable and sufficient anchors, and weighted until they rested on the bottom. Very iiccurate and careful soundings having been taken over the exact sites of the piers subsc(|ueDt to the operation of dredging, the bottom (i.e., the bottom edges) of the caissons weru framed to fit the irregularities of the rock. As soon as they were in position the bottom witiiin their area was thoroughly cleaned by divers of all gravi'l and small boulders left by the dredge, any crevices between the bottom timbers and the rock being tightly packed witii pea-straw. A depth of concrete equal to about one-third of the depth of water was then deposit^jd with them by means of the iron box, and tho surface of this bed levelled up by the divers. When the concrete had set the caissons were pumped out by a 6 inch centri- fugal (lump, driven by a floating engine of about 15 H. P., and the masonry commenced. In one or two instances when the water was nearly all pumped out tho bed of concrete was burst upwards by the pres>ure from below ; when tills hapjxjucd, the caisson of course filled immediately, and it became necessary to send down divers to repair the leak, additional concrete also beiug put in for the purpose. Piers 8 to 15 inclusive, being in sliallow water, re<|uire 1 no caissons. Tho foundations were surrounded by cofferdams built of large flatted timbers, sliectcd outside with 3 inch plank and with well rammed puddle wails all round. After the spaces enclosed by these water tight dams were baled out, the excavations were carried down to the necessary depth with pick and and shovel, and the masonry built directly on the hard bottom without the use of concrete. The West abutment, like the East one, was built just above low water mark. A s-olid (bundation of hard-pan was reached at a depth below the surface of about 8 ft. The whole of the masonry was finished about the 1st June, 1887. The concrete used in these bridges waseomposed of Portlind cement, sand and limestone broken to pass through a 2 inch ring. It was mixed in the proportions of 1 volume of cement, 1 of sand, and from 4 to 5 of broken stone, which made ati exceedingly rich concrete. In fact, the bed.- upon which the masonry was built were geiurtdly almost as hard as the stotie itself. A Ij.ss expensive composition in the foun- dations would have easily iind safely carried all the weight they were called upon to bear ; but one of the objects in making the concrete .so rich was that it might be capable of withstanding the strain of the upward pressure of water, due to the difference in level between the outside and inside of the caisson. This was occasionally considerable, in some cases being as much as 800 lbs. per .sq. ft., titid conseijucutly any economy effected by stinting the cement would probably have been 3 MUnIc by tlio ndditioiml cxpoiwu of rcpiiiriiiu; toakn, iinil Ity tlio Idm of time in cxtru |iiiui|iiii^. Tlic oonoii'ti' WHS inixiMl on a dfckncl huow nnoliorod alnn^^Hido tho onix'un, In tlio ci'ntro of tho mcow whs a (tiln of hrokon Htono, and at each end n numbiT of barruls of coinunt and a pilu of cand, Itiaviii^ a oloar cpaco on cacli Hide of tiio pile of broken Ktoni-. A barf' I of cement bein^ broken o|R'n, tliu O' intents ueru t a m ).lerately thin mnrtar. The broken htone wan then thrown in from the heap, the r|uuntity . boin}; so regulated that each fraj^ment of htonc waH complotcly covered with and imbedded in the mortar, Tho whole heap, aft'T it was thoroughly incorporutod by being turned over two or three timeH with HhovelH, was then tlirnwn into the box which it just filled. While at one end of the scow the concrete w.ih being mixed, at the other end it was being thrown into the box and deponited in the caisson ; two gangs were thus kept constantly going and no time lo>t. The contractors for the whole nub-'tructure of these bridges were Messrs. Wm. Davis & Sons of Ottawii. The temporary staging for the erection of the superhtructure of these bridges was of the ordinary character of trestle -work, consisting for tho uioet part of four post bents nt spans of about 14 ft, ; with the excep- tion of that lor the fourth span (H24 ft.) of the 8t. Ann's bridge, it wus all ereetcil in the winter, and calU for no special description. Owing to uufoieseen delay in the shipment of the 324 ft. spun from Glusgow, where It was made, the fube work for it could not be erected during the limo of low water in the wi'itcr. When at length theirondid arrive, further delay was caused by having to wait I ill all iho ice hud bro- ken up and gone down tho stream. In consei|ucuco tho false work for thi-t span, commenced .May 5th, 1887, had to bj erected when thj river was at its highest and the current at its swiftest ; the depth of water at tho deepc>t point of the channel being 37 ft., and the cur- rent from 7 to 8 miles per hour at a considerable skew. Preparatory to fmming the bents, acourato soundings were taken at the position of each post by means of lengths of gas-pipe steadied by lines to bow and stern of u scow, which wus held in place by wire cables to the cribs described further on. The bents were 13 ft. apart; those under panel points, i.e., every alternate bent, had five posts each ; the intermediates three each. They were framed on a large .scow lying alongside the upper canal pier. Before sending any of them down to their pi ice, two small but heavy cribs, about twelve feit s(ju ire in plan and six or eight feet high, were framed, loaded with stone, and sunk in the stream some four or five hundred feet above tlie bridge. In addition to these anchor cribs, two tugs were employed during the greater part of the time that this span of false work was in course of erection. As each bent was framed, the scow carrying it was lowered dowa stream into position, escorted by a tu^ and -.^adicd by wire cables to the anchor cribs. On reaching the site the lines to the cribs wero made fast and the scow firmly held. The bent was then raised with suitable tackle by two small engines, one on top of each of piers 3 and 4, wire cables having first been made fast to tho feet of the posts and carried up to the anchor cribs. As the posts in the channel bents were from 65 lo 70 ft. long, the current from 7 to 8 miles per hour and the water 30 ft. deep, as has been said, it will readily be seen that the difficulties to be overcome in the construction of this temporary staging were of no ordinary character. In one or two instances the posts, upon feeling the fdrce of the current, began to swing, the bracing 'jave way, and the whole bent had to be dropped into the stream to save the scow from being broken to pieces by the lashing backwards and forwards of the posts as the motion increa.sed, A tug was then despatched to pick up the posts and tow them up the canal to bo refrained. Immediately upon each bent reaching a vertical position, it was promptly steadied from the water line to the tops of the posts, a height of about 30 ft., by braces and waling pieces of C ins. x 10 ins. stufiF bolted and spiked to the last preceding bent. Owing to the utter impossibility of aiscertaining to a few inches the exact depth of water in whicli eacli post wouM stand, the braces and caps were all double, and attached to the bent by bolts passing through them but not through the posts, thus leaving the latter free to move up and down to a small extent 4 to Kuit tho incqualilit'8 in tlio bottom. In addition to the wiro cables atia<.-hc(l to the feet of ibe podtx, and uh a further preenution aKainat ilipliin^, Iboy were fuiniHbcd with a heavy pointful hpike bolt diiveii ioto the timber. Tbu liiMl bent wii.s Huect'NHfully pincej in pogitinn on tbo'JTtli of Juno tho " traveller" was conipletiiil un the 20th, and the irection of the ipan commenced on the 30tb. Siijjerttructure. The following table givcx the more important particulars of the BuperHtructuru of tliu three bridgei ; 1 e o i (5 o i J3 1 ^ II Is h Ji Remark*. 5 a a S5 s to a i S5 2 t 1 o — Be Ft. In. Ft. In. Ft. In. Cts. 1 .H24.0 .323. .3* 20.0 9,11,749 4.80 Pin connecterl " Tliroiigh" TruM. 3 104.9 104.4 niJ.HTO 4.16 Riveted Lattice " Girders. 1 101.6} 10,0 108,478 4.15 " " "Deck" " 11 100.9 10.0 1 OH .478 4.15 If II II II T 71.2} 66. H 10.0 64,337 3.77 II Plate " " 8 10.0 65,641 3.77 II II ■• II 2 65.0 10.0 65,300 13.77 1. II II II •Centre to e*ntre of end pint. Plates 1 to 4 give general elevations of spans 324 ft. 104 ft. 9 ft, lOU ft. 9 ins. and 66 ft. 1^ ins., and extracts from the specification are given in an appendix. The whole of tho spans are of steel, built under the direct superrision of the Company's inspector. The contractors for the work were the Union Bridge Co. of New York. The sub-contractnrs who actually built the spans wore as follows ; — For the 324 ft. span, Arrol Bros , Glasgow (except for the eye-bars, which were mudc at the Union Bridge Company's own works in Buf- falo). For the 104 ft. 9 ins. spans, The Horsely Co., Tipton, Stafford- shire, England. For the 101 ft. 5^ ins. and the 100 ft. 9 ios. spims, The Cleveland Bridge Co., Darlington, England. For the 71 ft. 2^ ins., 66 ft. 1^ ius. and tho 65 ft. spans, Arrol Bros., Glasgow. The cost of the bridges described is given by the following statement: ST. ANNE'S BRIDGE. ITEM. QUANTITIES. K4TB. AUODMT. AHOUIIT. Earth excavation. Cub. yds. 1,830.4 80.31 $567 42 Loose rock " " . 112.6 0.90 101 34 Earth and loose rock excava- tion under water. C. yds. 573.3 2.'^tO 1,146 60 Concrete. Cub. yds 474.00 15.0',* "^,110 00 1st class masonry. Cub. yds.5,2l*0.94 15.00 i9,364 10 Rough rip-rap. " . 147 1.50 220 50 Sundri/ Extras. — Removing buildings from site of E. abutment, cutting checks for girder bed-plates in pier copings, handling timber, etc., etc Iron and Sted in Superstructure. — 747,566 lbs. @ 0.04" 31,023.99 444,328 " @ 0.03" 16,751.17 931,749 " @ 0.04'° 44,723.95 $88,509 96 1,: 10 97 Timber in Floor. — 181,852 ft. B. M. @ per M. IS" 11,500 " " " 18* Extra work on floor, labour, etc. 2,727 78 208 08 150 68 92,499 U 3,086 54 Total cost of St. Anne's Bridge $185,206 58 • ST()(!KKRH" CIIKKK HKIIXJK. Earth uxoavatu n. CuI.jiIh. 261).l2 lO.ltl t HO 35 Loosu lock du " . :«1.4 0.1(0 2H 26 Eartli and lio'-io rook I'Xoavii- tion uiidor water, C. jdn, It'. 3 2.00 74 tlO Ut clattH masonry. ■' . !):i0.77 15.00 14,0y(] 55 Concrito " 4.70 15.00 70 50 Sundry Extrai. — Cutting cliooku for bod-plutt'H, liiindliii^ timber, etc Iron and «S'/«t7 In Sui>fr$lruclitrt. — 210,950 lb». © 0.04" Timhtr in Floor, etc, — 31,520 It. I J. M. © por M. 15* 472 89 hauling timber 34 19 Total cost of " Stockers " Creek Hrid(|o VAUUKKUIL BllIDaE. Earth excavation. Cub. yds. 388.1 80.31 $120 31 Loom rock do " . 5.5 0.00 4 96 Eartii mid Iohhu rock exciiva- tiou under water. Q. ydii. 1,500.1 2.00 3,132 20 Solid rock esciivatiun under water. Cub. ydn. 71.0 3.00 214 80 Ist class mnsoury. " . 3,385.08 15.00 50,785 20 Concrete " 978.12 15.ii0 14,071 80 Rough rip-rap " . 4,728. 1.60 7,092 00 $14,350 26 301 30 9,003 67 507 08 (24,222 40 Sundry Exlrai. — Handling timber, cutting cliockit for bed-plutcH, etc Iron and Steel in Superstructure. — 807,824 lbs. @ 80.04" 30,014 70 600,264 " @ 0.03" 21,121 95 Timber in Floors, — 213,422 ft. B. M. ® per M. IS"* 970,021 26 870 69 67,130 06 3,201 33 Total cost of Vaudreuil Bridge 8137,229 93 snuuARY. St. Anne's Bridge $185,206 58 " StockeiB " Creek Bridge 24,222 40 Vaudreuil Bridge 137.229 93 Total cost of throe bri> ges 8340,058 91 During the progress of this wnrk there occurred two fatal accidents. On Friday, Jan. 2 Ist, 1887, Mr. Harold Waldruflf Keefer, M. C. Soc. C. E., Assistant Engineer, wliile in the discharge of his duties, full from the top of the girders of Vaudreuil Bridge, a height of about twenty-one feet. He striiek on iiis head and shoulders, the blow causing concu.s^ion of tlic brain, from which he died at half past six thcibllowiug morning. .Mr. Keefer was 2!t year:i of age, a son of Mr. T. C. Keefer, C..M.G., J'ast-l'resideiit C. Soc. C. E., and an engineer of marked abilities and great promise. The autiior is glad of this opportunity of recording tiiu highest appreciation of his excellent qualities. As an engineer he was well up in his work, active, energetic and thoroughly devoted to duty. Of sterling worth as a man, he, in every respect and with all who knew hiiu, comuianiled the highest regard and esteem. Generous, open-hearted and the soul of honour, he was, in a word, his father's son. On the 30th April, during the erection of the false work for the long span ai 8t. Annci, a scow with five men on it, wliile being towed up stream by a tug, capsized iu the channel just above the bridge lino. Four of the men were rescued by boats from the shore, but the fifth, a young man by the name of Hodgers, from Glasgow, an employee of the Union Bridge Co., sank before help reached him. His body was recovered about a week later, 6 APPENDIX. ONTARIO AND QUEBEC RAILWAY. Bztrauta from Ooneral spooifloation for tho oonatruotlon of the Bridget on the Ontario and Quoboo Railway b«twMn Montreal and Smith's FalU. i. Through iptni, laM Ihtii 100 feet In th* oltir, mait haf* » cicir wMlh bttwMfi the truitei of 1(1 het. Tho 324 tttl ipan luuit be 30 fett ctntre to ctotrt ortruMii. Deck ipann loaa than 100 ftot niiiiit )>• 10 ftet oantralo ontri oftruMea S|i*nii>r HO fi'vt sncl undvr iiiny ha either |>lat» or lattlea glrdari. Thoit ovar 80 faat ami undar 100 feet in (hn clear ara to ba lattiea glrdari, and tpkni ovar 100. fact In tba olcar may be pin oonnaotad. /; n OQ.Qp , 'r ^ ''^ T. 0<.^00 o-Q-g-o i!.• 10. All apani mual ba proportionad to carry, in addition to tht dakd load, two eontulidiitlon enginea coupled as ikewn in the Rkora diagram, folluwad bjr a train load of 3,000 Ibi, per lineal fuel, niid the maxluiiiin iilraina due to all poiitluni of tba live load mutt ba tiikeii in proportioning iili the parti of the itructura. Floor to ha laid with 8" z 8" pine liei, vpaccd 12 inchaa centre to centra with two guard- raila 00 each aide of trucl<, one A" z •" and the u^ker 10" x 10". 11. Variationa in teuiporaturo to the extant of 180 degraai Fab. muat ba pro- tidad for. 12. All parti of tba atructura ihall ba lo proportionad that maximum Inadi ahall In uu caaa produce a greater tanaile atrain upon tba net aection than tba following : — Poundi per aq. inch. On bottom chorda and diagnnala iron 10,000 " " " atael 12,000 On counter roda, long verticala, iind and lower ohorda iron 8,000 " " " " ateal 10,000 On lateral bracing (with 10,000 Iba. initial atrain) iron li.OOO " " " " " tael 18,000 On bottom flange of rircted floor bonma iron 8,000 " " " " ateel 10,000 On bottom flange of longitudinal plate girdera (over 20 ft.) iron 8,000 " " " " " " ateel 10,000 On bottom flange of longitudinal pliite girdera (under 20 ft.) iron 7,000 " " " " " ataal »,000 On auapenaion loopa or other members liable to audden loading iron 8,000 " " " " " •' ateel 7,000 On aolid rolled boama iran 8,000 " ateel 10,000 13. CompraeKion niembora ahnll be no proportioned that the maximum load aball, in no cnso, caucc a greater Htruin than that determined by the following formula: — P = 8,000 T 1 + for aquare end compresaion members. P = 8,000 + 1 + '- for compresaion members with one pin end and one 30,000 K« ' ' aquare (.nd. P = 8,000 r 1 + „- ^ for comproeaion members with pin endi. P ^= Allowed compression per square inch of cross section. L = Length of coiuprcBxion member in inches. K ^= The leant Radius of gyration of the .iiectlon in inches. Fur steel substitute 10,000 for 8,000 in formula. No compression mcmlier shall have a length exceeding 45 times its least width. 14. In rolled beams and girders compression shall be limited as follows : Pounds per sq, inch. In rolled beams used as floor beams or stringers iron 8,000 " " " " ateel 10,000 In riroted plate girders used as floor beams, gross section iron 7,000 « " " « " ateel 9,000 Id riveted longitudinal plate girders (over 20 ft.) gross section iron 7,000 " " " " . >' steel 9,000 In riveted longitudinal plate girders (under 20 ft.) gross section iron 6,000 " " " " " steel 8,000 In riveted luttico girders gross section iron 7,000 " " " steel 9,000 16. Members subject to alternate strains of tennion and compression shall be pro- |Mirtioned to resist each kind of strain. l!oth of the strains sliull be assumed to ba increased by an amount equal to 8-10 of the least of tke two strains for determining the aootional areas, by tho above allowed strains. 7 tl. Til |iruvli|« fur wliiii •Intina lh« Inp tiKritl hriti^lng in iliiok •|>itii> nml lli« liiitlMiii l.ili/nti liriiviiiiK III ihrxiiKli •|Miii< •luill liu |rii'iiii'i| in ri'rft% i-i|iiiil III .'t(i Mip. |>ur «i|iiiirii I'nxt on I In' "iirfurt* itl f Im> triiin iiv uniting U "t|iiiiri* f«i*l |>rr Itiit-Hl tiMii, iiimI riUii ill) lliu \tri'«- lurc troiii fhu triiiii "iirfm-ii tu lio tri'iiU'it ni A iiiovImi^ UmA, nnti tlm |)ri*'"iiri* uii th« lirl'lK" •iirfiiuu IX it tlo'il h>>tr(iiini'il (•• rv»\pl it litti'riil Inri'ii vi|niil In jO lli*. ^^tlr Mifiiitru I'x't ii|>iin llio vurtlntt ^url'iiui' nl' Imili lrii»KU*. 17. 'I'liu «lriilii in till' I'h'iriN frniii lliv iminuiuil wiiiil liiriii! jiri^UiK Imin wiinl ilU- liliti'i'iiit'iil lri>|iiii>iii||) mill ilirui'l wiinl (lriin»vi'r>i') »lritln will nnly Im litkini Inlu uucniiiit wliun they I'ki'i'i'il nnu i|iiurUir n|' ilin nm^tinnin lUi'il "Iriiin Inr ili-iiil iiiiii lltu Inmlii. Tliv in'olliiiiii •liiill llii'ii liu ini'riiixi'il until the tnliil «lruin |ii'r 'i|iiiir» inrli Will lint txci-C'l liy iiinri' lliiin iinu i|inirtur tliu inii.xiinnni llii'il Inrili'tiil iitnl livu lnilil'< niily, |H. Tliu rlvi'tn mill IimIIk >.' niiiinln'r iimikI Im «n x|iiii'i'i| lliiit till' ulit'iiring ii>ii iIhiI imuilHr; imr iliii |in iliu Ix'iiring fitrliii'i' |ii'r ''i|inir() ini'li nl lliu |iri'jinniii|r, iir nnu m,i| » liull IIuiik iIiu tillnwi"! tuiittluii pur I'liiniru iiii'li ii|Hin iliiit niriiitu'r. In tliu I'lifu nl' lU'lil — rivuting iliu iilinvu linillH "C i-lii'iiriiiK '(mill mill |u liii |>rn|Mi rtiiiiii'l llml lliu 'liciirinti rlniiii i-liiill imt uxuucil 7,6110 |>oiiiii|a jiir .•i|iiiiru ini'li Inr irmii iiinl li.iiilli |>ur >i|niiru Inch Inr vluul ; nor tlu'crurh- iiig Htriiin ii|iiin tliu |irnji'i'li'i| iiruii nl the «uini-lntriiili>i< nl any inuiubur cminuuluil to thu I'll! bu Kri'iiltr I'ur iniinilii Inr «li'ul ; imr tliu liuiiilinu Ktriiln uxuuuil I >,IMIII |iniinili< jiur «i|Uiiri' liiuli Inr irnii iinij 'Jil, 110(1 |iur Miuiiru liH'li lor vtuul wliun Ihu uuntrun nl liuiiriiiK>i nl' tliu rtriiinuil muni- burn iiru (iiltuii im tliu |inlnin nl ii|i|iliciitinii nl tliu iun tku iiu|>|iiiiiitlun tliiit Ihu bunding or uhni'il .itriiinii iiru runi.'tuil untlruly by tliu n|i|iur iiiiil Inwur Ibiiiguii iinil tliiit Ihu Kliuur- iiig or wub Ktriiiim iiru runlntud untlruly by thu wub |ilatu ; nn |iart ul thu wub |i|iita hIiuII bu u.^tiiniitud iiii lliiiigu iiruii. '22. Tliu iriin in thu wub |ilutu phiill nut bu anlijuuluil In a vhuaring ytralii, gruatur than 4,110(1 iiuuiidx |iur Ki(nar(. Inch ; and iiu wub |i|iilu vhull bu Iubk than thruu- eighths uT an inch in lhlc'knu!. 'ili. Thu wub i>l'|iliitu girdurs luiiit bu Mtlirunud nt inturviila nl'ubnut tho depth nl'thu girdurv, whunuvur thu Khuaring ftruln |>ur »(|uuru inuh uxuuuiU thu xtraln allnwud by tliv I'ulluwing ruriDulii : 12,000 Allowed utraln = i II" 3,000 When It = ratio of depth of wub to Ita thlokneK«. 24. Nu iron or uteul plate thall bu tmud luna than i Inch thick, except for lining or Hllhig vacant upauon. The coinprc'iiion flangcH of bcaini and girders uiiift bo etaycd ngaiiiiit tranavurie crippling when their length in inoru tlian .'tO tiiiien their width. Tliu uii'nppnrted width of any platu ("nlijeeted to ciiniprei etc. 27. All spans shall bo given a camber by making the panel lengths of the top chord longer than tliosu of the bottom elinrd in thu proportion of { of an inch tu uvury ten feet. 28. The inner guard rails shall bo let down over the ties, till tlio top of tho .3" .'I" angle iron, with which thu upper inner anglo is covered, shall be level with tho top of rail. The angle iron must bo straightened, and the holes for the §' screws, with which it is to be fastuned to the timber, must be slotted at the ends, so as to provide for a temperature varying between 40" Kah. below zero, and Mil* Fah. above zero. Holes to bu in each leg of thu angle, three feut a]iart in centre, and eighteen inehes apart at each end. Tliu guard rails must be bolted to every fourth tie with a :J-ineli bolt, .so that heads of bolts on thu inner guard will not be above thu lop of tlio angle iron. 2il. All uyu bars, rods, bolts and pins shall be made of a lough, dnclile, flbrnu.H iron, uniform in ipiality, and wliicli si, all be capable of withstanding tlie following tests, when applied to full sized sci'tinns of thu material tested. 110. Uniind bars up to 1} inches In diameter must bend double, or until inner sides are in contact when cold, without showing signs of fracture. '''<<|Uarv bars must bund cold through IHO degrees around a cylinder having a diameter equal to two-thirds the length of side, without ehowing signa of fracture, Flats must bend cold through 180 degrees around a cylinder having ii diameter U'lual to the length of tho shortest side, without sign of fracture. The ultimate strength of tho bar iron used shall not be less than 52,000^—. \ Vi^ij'H ry" / I'"'""'' I""" '"l''"ru inch ; area and periphery being expressed in inches. The elastic limit shall not bo less than 20,000 lbs. per square inch, and the elongation of the bar before rupture i-hail not be less than 2U per cent, in 12 diametcri!. 8 Ii ' I Th« rviliii'don 'if itrnit nt liri'iiklnn |ti)|iii ihnll imi \,e Ihm ihnii lA |>ri| In li'ii>l>iii iiininhor*, nr In ni'inhrrn ta|>iMiii| lo l»'ll iii|iri'>a|vi' iiimI iMimla •iriiln>, •Imll liilHII nil llin I'lri'KiiliiK I'liiiillllnnii wlitll li'>li'it In >|n'i'liniMi< iif iirii> Imli iiri'ii mwl Hriiim IihIiik I»ii||||i or ■niiillr>l ni'clloni M<|iinriii Ini'li ulinll mil U l«« ihun iW,iMiii Iha, Inr iiiikIu<, >4m,iiUII IIk. lur liiiitiiia uml iliitnni'l Ir itiiil 47,11011 IIk. rliilii inin. Tliixii ulitaanK ul luiiaiun inin inii«l IhmhI i'hIiI, wlllmut rrittlnm, m fulliiwa i K>>r .■'hii|iu Ir I HI iltKrvra I iiml llii> ilui'llllly I h'ur Mlia|ia Irun, - III |i. a. Kiir I'liili) Irmi, • lilil •• J niiKl In \ Knr l'l»l« Irun, • It " 32. Wrnnulil Imn for i'"in|ir»'»«liin ini inunt lie tnugh, llliniuK, iinlfiirin In i|iiiillly, mill niili iin uliiatln limit ul nul lu-a iliuii li'i.iMHl llm. |ivr «i|iittru inch. S|iiM'lniiiiii> III iinii »i|iiHru Ini'li nrmt >liiill lii'ml llirniigli till ilvgrui" uriinml ■ I'ylliiilir l{ liii'li III illiiiniiliir, williniil nlgim ul t'nii'tiiru. All iNKI Iriiii nai'il >linll liu gnml, Imigh, Krcy Irun, ul' hui^Ii i|Uiility llinl n bur llvu I'uul lung, iinu liiuli iu|miris iiihI luiir I'uiit nix Inrhua liulwiiun liiiir« nilga >ii|i|iiirli<, will anaiuin ii wi'Ighi ul 47j lli«. un knlln uilgo itt uililillu of limiin litturo liruiiklng. :i;i. All Ktci'l iiauil In Imialuii ihiill hitvu it uiliilmum t«n»iilly of IIU,UIMI Iba, |itr ai|iiiiru iiK'b, Ik iluollllly III' IS per >iunt. in Ii illniiiiitara, iin.'«a luuy bo cut in it |ilitMlng ■niirbiiK' iiuil may buvu tlio ahur|i I'llgea ri'iiiuvoil. Two aauiplua abnil bo out frum nuuh |iliil« — uiiu iif which abnil be Ivatuil lor luniioily itnil Uuolillly, ituil thu o(h«r fur tuni|u'r itnil livniling, ua ubuvu UfaiTlbuil. .Sli'ul riiiling un bulb aota uf tvala "bull be riiJi'Otcil. Stui'i ii|i to thu atitniliinl in loiiiioily mul duutillty, but (loAoiaDt In bending and ttiiu|ic>r teat, ahull bu itniirulud iil'tor piinobing. Sic'til u|i tu Ibu atitmliird in iill but iliu'lility luiiy bu itnncitlcd and rcteatod. Sivul I but ia up lu tbu alandiird In nil the li'ala need not Ihi itnneiiled. .11. All atvul UHoil in cumiiroaaion ahitll bv of good ({uitlily of mild ateel having a inlniiuuin lunacity of H.'iiUllll Ilia, or over per aiiuare ineb, an oiaatio liuiit of nut leaa than lll,l)IIU Iba., a ductility of 12 per cent, in Vi diaiuotera, and not leaa than M per eeiit, rciluction of area at breaking puiiit, .^peeiiuena unu ai|Uiire inch in area uf aectiun aliall iHMid eold thruugh NU dcgrcaa aruuiid a cylinder, llie diameter uf which ia fuur timea llio longth of the ahorteat ■ids of Ibo teat -piece. Nil aleel ainill be alruck with a bnminer or wurked while at a black heal. All ateel, whether with drilled rivot-bulea, ur hulea punched and roamed, ahall be matched with the other parta of aaino inciubor, and before being riveted up, all boica ahall he matched and brought to a fli by reaming alone and without the uae of drift -pina, Thu matching uf the holea ahall bo aufftciently cinae to permit the part* to be riveted up willinut ]iruducing an initial alrain on Ihe ateel. Hplico riveting in alcol will be i;"^'*'t^»i^d by the apocilicatiuna fur lop churda and ooiumna. .'usition of pin hole will be allowed. The pin holes may be bored .J_ of iin inch larger than Uio pin, 'his is tho utmost limit. Rivet boles in the splices shall be punched i of an inch less than required, and then reamed to fit. After the splice pl.ites are riveted on iti the shop, each line uf chords or columns shall be assembled — the joint.s matched, their abutting joints brought to a tight fit by turnbucklcs, and all rivet holes in the ends of ohords and splices in which the rivets are to be .'^eld-driven shall be reamed tu an exact match and fit. Match marks shall then be made uii each piece. Parts composing posts or tie struts must bo in one length, without splices between end bearings, unless sjiecially permitted by the Kngineer. When necessary, pin boles in posts, chord.< or tie struts shall bo reinforced by additional matcrinl, which must contain rivets enough to transmit the strain to tho original member. The open sides of posts, chords, struts and tie struts shall be connected by lattice or trellis bars, the angles of which shall not exceed 83° 25' for single bars, or 4j* for double bars with riveted intersection. Tho unsupported length of any lattice bar shall not exceed 45 times its thick- ness. All members of which llie piirts nre connected by lattice or bracing bars shall have connection ])latcs at uiich end. tho row of rivets in which shall be equal to the width of the ineniber in Iciiglh and not more than four rivet diameters in pitch. In all compression members tho connecting rivets within two diameters of the ends shall be pitched not to exceed four times the diameter of the rivet. The several ]>icccs forming any built member shall fit closely together, and the member shall bo free from bends, twists and open joints. 40, All joints shall be square and truly dressed. Rivet holes shall be accurately spaced, and the rivets must be of the best quality of iron for the purpose, and when driven must completely fill the holes. All rivets with crooked heads, or heads not fcinncd icntnilly on the shank, or rivets which arc loose, either in the hole or under the shoulder, shall be cut out and replaced with good rivets. Rivet holes sbnll not be spaced less than 2J diameters between centres, nor more than 15 times the thickness of thinnest outside plate, — U inches being the maximum pitch allowed in |>lHte riveting. No rivet liole eliall be loss than I j diameters from the end of a plate, or 1] dia- meters from the side of a pliite, nor efer less than IJ inches from centre of hole to edge of plate, except in cases where the plate or side cif angle is less than 2] inches, Tho diameter of hole shall not exceed the diameter of the rivet more than J uf (f an inch. 10 a Wlioro two or raoro thiokneases of plate are riveted together, the outer row of rivets shnll, if practicable, not exceed three rivet diametera from the Bide edge of .plate. Where ]ilatea more than 12 Id. wide are used in the compression flangea of girders or Boor beams, an extra line of rivets, with a pitch of not over inches, shall be driven olong each to draw the plates together. All joint rivut holes ahull be so accurately spaced that rivets of the proper size can bo passed through all the holes in the joint, after the parts are placed in position, without the use of drift pins. All slice plolcH in which the holes are mismatched, either in the plates themselves or with the adjuiriing chord or fliinge, shall be matched and the holes reamed to tit before leaving the shop. No innccurato or othiTwiso defective work will be accepted under any oircum- atances in connection joints of riveted work. The riveted field connections of floor beams, stringer.^, posts and struts, must be accurately matched before leaving the shops, and all unniulched holes reamed to fit. All rivets in splice or lonsiun joints must be symetriciiily arranged, so that each half of a tension member or plate will have the same uncut area on each side of its «entre line. Whenever pniotioable, rivets must bo machine driven. 41. All bed plates must bo of such dimensions, that the greatest pressure upon the miisonry sliall not exceed 200 pounds to the square inch. All spans shall have at •one end ne.Hts of turned friction rollers, formed of wrought iron or steel, running tetween piauod surfaces. The rollers shall not be less than 2 inches diameter, and shall be so proportioned that the pressure per lineal inch of iron roller shall not exceed the product of the square root of the diumoler of the roller in inches multi- plied by 500 pounds (600 V d). For steel rollers the prossiiro per lineal inch of roller shall not exceed the product of the square root of the diameter of the roller in inches multiplied by 800 pounds (800 v d). All the bod plates and bearings under fixed and roller ends must be fox-bolted to the masonry. 42. All iron work before leaving the shop shall bo thoroughly cleansed from all loose acale and rust, and be given one good coating of red lead paint, mixed and applied as directed by the Engineer. In riveted work the surfaces coming in contact shall each be painted before being riveted together. Uottoms of bod-plates, bearing plates, and any parts which are not accessible for painting after erection, shall have two coats of paint; the paint Jhall be a good quality of iron ore paint, subject to approval of the Engineer. After the structure is erected, the iron work shall bo thoroughly and evenly painted with two additional coats of paint, mixed with pure linseed oil, of suob colour as may be directed. Ail turned and faced surfaces shall be coated with white lead and tallow before being shipped from the shop. 43. The contractor shall furnish all staging and false work, shall erect and a(lju8t all the iron work, and put in place all floor timbers, guards, Ac, complete, ready for the rails. The contractor shall so conduct all his operations as not to interfere with the work of other contractors, or close any thoroughfare by land or water. The contractor shall assume all risks of accidents to men or material prior to the acceptance of the finished structure by the Itailway Company. The contractor must also remove all false work, pilling and other obstructions, or unsightly material produced by his operations. 11 \\