. Engineering and Contracting . ength. Under a uniform live load of 100 lb. per squarefoot, the maximum stress per square inch was found to be13,100 lb. The girders were hauled from the station to the site lyingflat on house-moving trucks placed at about the quarter were moved by a team with block and tackle. Theywere set up on the west bank and the new brace frames andlaterals were then assembled and riveted. The lower part of the piers were 10 by 20 ft. without hatter,and the upper half was battered to 6 ft. to 16 ft. 8 in., withlarge openings. The upper half of the pier was cast
. Engineering and Contracting . ength. Under a uniform live load of 100 lb. per squarefoot, the maximum stress per square inch was found to be13,100 lb. The girders were hauled from the station to the site lyingflat on house-moving trucks placed at about the quarter were moved by a team with block and tackle. Theywere set up on the west bank and the new brace frames andlaterals were then assembled and riveted. The lower part of the piers were 10 by 20 ft. without hatter,and the upper half was battered to 6 ft. to 16 ft. 8 in., withlarge openings. The upper half of the pier was cast in threesections, breaking above the struts. The piers were rein-forced against temperature stresses only, except the strutsand knee-braces, which w-ere heavily reinforced against windstress. , The launching of the girders without false-work was prob-ably the most interesting feature of the work. A pilot (orpair of triangular trusses 60 ft. long, with cross bracing) wasused to carry each girder in turn as they were placed, and. Third Girder Being Placed; Fourth Girder Follows Closely. was securely tied to the shoe plates. The pilot was handledby the cableway and connected as soon as the girder wasout far enough to allow the end of the pilot to rest upon thenext pier. A pair of 30-ton steel rollers were placed on the forwardpier to reduce friction, consequently reducing strain on thepiers. The girders were moved on greased rails, with shoeplates bolted under the girders, with plank between to takeup the baring of the rivet heads. The motive power was sup-plied by the carriage of the cableway. through a series ofblock and tackle. The first girder was pulled from the west abutment bypassing steel cable around same, through the weep holes, theothers being pulled from the forward end of the last girderplaced. Timbers (12 by 12 in.) were placed on top of each pier toa height of about 6 ft., which reduced the slope upon whicheach girder moved off the preceding one. After a girder had
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