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seemed to show that the presence of clay in moderate quantities does not weaken cement mortars. These tests extended over a period of one year, and some additional tests, carried on for two and one-half years to test the subject of weathering, showed that clay had little or no effect on the weathering qualities of cement mortar. transactions of American Society of Civil Engineers, Vol. XIV, p. 163.)

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Under each of the above items is included the cost of superintendence and all necessary subsistence for labor while completing the work. The cost of 545 yards of concrete was about $16.34 per yard, not a high figure when the difficulties of the situation are taken into account.

The following is a more detailed statement of the above:

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MAMMOTH HOT SPRINGS, Wyo., June 30, 1901.

CAPTAIN: I have the honor to make the following report upon the location and construction of a part of the proposed road from the outlet of Yellowstone Lake to the east boundary of the Yellowstone Park Forest Reserve, provided for by acts of Congress approved June 6, 1900, and March 3, 1901:

OPERATIONS OF SEASON OF 1900.

A reconnaissance was made covering Jones, Crow, and Sylvan passes, which are all the passes through which reasonably direct routes are possible. Sylvan Pass was found to be 1,000 feet lower than the other passes, it being but 8,500 feet above sea level. This route was finally adopted for the road location and the work of location and construction was commenced on July 5, 1900.

LOCATION.

The location has been completed to Sylvan Pass and is as follows:

A ferry site was chosen for the Yellowstone River one-fourth mile below the lake, but later it was decided to build a bridge at this place. From this point the location continued in an easterly direction, crossing Pelican Creek about one-fourth mile above its mouth, thence to Indian Pond, which is passed on the east side. From this place the road runs in a southerly direction to Turbid Lake, which it strikes at its outlet. The outlet is crossed close to the lake and the line continues along the west side of the lake gradually rising as it turns around its south end. From this point the road goes south along the top of the ridge west of Bear Creek and passes through the saddle just east of Lake Butte, thence in an easterly direction passing on the north side of the pond about 1 mile east of Lake Butte and continuing in this general direction to the crossing of Cub Creek.

From this point the line rises on a grade of about 6 per cent in order to cross the point of the ridge between Cub and Clear creeks without making a great detour. After crossing this point the line takes a southerly direction and descends to Sylvan Lake on a light grade. The line follows the north side of the canyon from the lake to Sylvan Pass.

From Sylvan Pass to the Shoshone River a preliminary location was made as follows: The location is on the north side of the canyon for about 3.1 miles east of Sylvan Pass and then crosses Middle Creek and stays on the south side for about 14 miles, recrossing Middle Creek at the first large fork coming in from the south. It is possible that the location from the pass to the fork of Middle Creek can be improved by using slightly heavier grades and remaining on the north side of Middle Creek. This matter will be investigated. From the forks the line continues down the north bank of Middle Creek for 24 miles. This location may be considered as final. From this point a preliminary line was blazed to the junction of Middle Creek with the Shoshone River, a distance of 3 miles.

ENG 1901----238

The location from the junction of Middle Creek and the Shoshone River to the east boundary of the Forest Reserve was hastily made, but it may be regarded as final, for such changes as may be found desirable will be slight. A bridge site was chosen over the Shoshone River just above the mouth of Middle Creek, and from this bridge site the line runs down the left bank of the Shoshone River for about 20 miles, and a bridge site was chosen where the river leaves the right bank bluff just above Wapiti Creek. The line stays on the right bank for about 4 miles, where another bridge site was chosen at a point where the river leaves the bluff on the left bank. The line stays on the left bank from here to the Forest Reserve boundary, where another bridge site was chosen. The total length of line is 56 miles.

CLEARING AND GRUBBING.

A clearing 30 feet wide was made from Yellowstone Lake outlet to a point threefourths of a mile from the crossing of Cub Creek, a distance of 12.3 miles. Where it was practicable all timber was taken out of sight of the roadway. The total area cleared was 41 acres.

GRADING.

The grading is practically completed from the Yellowstone Lake outlet to Indian Pond and from one-fourth mile west of Turbid Lake to the top of the ridge south of the lake, and a passable road was built from this point to the end of the clearing. The total distance completed was 4.1 miles. The total length of passable road, including completed portion, is 9.6 miles.

The grading includes the building of a causeway across Pelican Flat 1, 500 feet long, 18 feet wide, and 34 feet high, and also an approach to Yellowstone River 500 feet long, 18 feet wide, and 4 feet high. Both of these grades were cribbed to the top.

CONTRACT GRADING.

A contract was made for the grading of 2.7 miles of road between Indian Pond and Turbid Lake containing 18,580 cubic yards of earth. Work is progressing slowly and unsatisfactorily on this stretch of road, but it is expected that it will be completed during the coming month.

FERRY APPROACHES AT YELLOWSTONE RIVER.

Pile and timber approaches were built at the ferry landings extending from 2 feet above high water to 2 feet below low water and on a 20 per cent grade.

The approaches were built pointing downstream at an angle of 3° to the normal to the current. One hundred and six piles were driven at this place.

BRIDGES.

Piles were driven for a pile bent bridge over Pelican Creek. of 5 piles each. This bridge was not completed.

There are 10 bents

A bridge was built over Turbid Lake outlet close to the lake. This bridge is 40 feet long and is supported by a low bent built on a mud sill placed in mid-channel. The abutments are cribs built close and backed with earth.

Work is now progressing on a pile bent bridge which is to replace the ferry over the Yellowstone River, and it will be completed in about ten days. The length of this bridge is 347 feet, and it is built on earth abutments and 20 piles bent of 5 piles each. The piles now driven have an average penetration of about 7 feet.

WORKING SEASON.

Work was suspended on October 31, 1900, and was not resumed until June 1, 1901. Very respectfully, your obedient servant,

Capt. HIRAM M. CHITTENDEN,

S. F. CRECELIUS,
Assistant Engineer.

Corps of Engineers, U. S. A.

APPENDIX C.

REPORT OF MR. A. E. BURNS, OVERSEER.

MAMMOTH HOT SPRINGS, WYO.,
June 30, 1901.

CAPTAIN: I have the honor to submit the following report of general repairs to roads and bridges and the construction of side roads in the Yellowstone National Park during the fiscal year ending June 30, 1901:

GENERAL REPAIRS.

During the months of March and April, 1900, a small force was employed clearing ice and snow from the roadbed, opening culverts and ditches, and removing rock and earth slides between the north entrance to the Park at Gardiner and the Mammoth Hot Springs. This work was continued with a slightly increased force during May. The amount expended was $410.25.

At the beginning of June the party was enlarged and executed similar repairs on the roads between Mammoth Hot Springs and Undine Falls.

This crew was then moved to the lake outlet, en route to which point it thoroughly repaired all roads, redecked bridges and culverts, mended retaining walls, and crowned the road surface with a grading machine. The road along the brink of the Grand Canyon was carefully examined and renovated. All bridle trails were cleared, leveled, and in places widened. The retaining walls, guard rails, and fences were inspected and strengthened where necessary. A quantity of dead timber, both standing and fallen, was removed from various observation points in the vicinity where it obstructed or marred the view. On arrival at the lake outlet the crew was enlarged and commenced construction work on the road to the east boundary. Amount expended in general repairs Mammoth Hot Springs to Undine Falls and Mammoth Hot Springs to lake outlet, $1,029.80.

On June 14 a party was organized, equipped as a repair crew, and commenced work at Norris, thoroughly repairing the main road and all side roads between that point and the West Thumb, via the Fountain and Upper Basin. The work done by this party was similar to that already described. A sidewalk was also built over portions of the Norris Geyser Basin, and railings were erected around several of the boiling pools near the road.

A wagon trail was constructed, for the convenience of tourists who wish to drive around a portion of the Upper Geyser Basin, from a point on the main road near the Castle Geyser to Iron Spring Creek, the Punch Bowl, and Black Sand Basin, joining the main road again near the Grotto Geyser. The crew then commenced reconstruction work between the Upper Basin and the West Thumb.

Amount expended, general repairs Norris to West Thumb via Fountain and Upper Basin, $1,494.05.

On July 3 a small party started to patrol the entire road circuit. It worked until August 30, repairing bridges, culverts, guard rails, platforms, and fences. Total cost, $880.97.

On the 1st of September it was sent over the road to the west boundary, where it executed all necessary repairs to the roadbed, bridges, and culverts, and returned to headquarters on the 14th. Cost of work, $220.20.

On the 15th of September the same crew commenced work over the road between Mammoth Hot Springs and Soda Butte, which was slightly repaired in its worst places. Two carpenters were afterwards added, and the Baronett Bridge crossing the Yellowstone near Yanceys was repaired. Cost of work, $140.27.

At the close of the tourist season on September 15 a party was started with roadgrading machines to crown the surface of the roads over the entire circuit and place them in the best possible condition to withstand snow and frost and the action of the melting snows during the ensuing spring. Cost of work, $982.66.

The erection of suitable sheds for the storage of property and necessary repairs to the buildings at headquarters cost $160.85.

Total amount expended for repairs to and general maintenance of roads and bridges:

Appropriation 1898 and 1899

Appropriation 1899 and 1900.

Office and superintendence

$687.55 4,631.50

969.05

6, 288. 10

CONSTRUCTION.

A road to be used by light vehicles was built from a point on the circuit near the south end of Golden Gate around the south base of Bunsen Peak to Osprey Falls on the Gardiner River. Cost, $652.90.

A similar road, on which much less work was expended, was opened from a point near Undine Falls on the Gardiner River to the summit of Mount Everts. It is still uncompleted and affords only rough traveling, but may be driven over with safety. Cost, $135.52.

A road was opened, for the convenience of tourists entering the park by the west boundary, from a point on the road circuit near the junction of the Gibbon and Firehole rivers, up the north bank of the Gibbon to a point midway between Norris and the Fountain. It crossed the river and joined the main road on the north bank. Though not completed, there was considerable travel over it, as it shortened the road to the boundary by about 3 miles. Cost, $1,193.25.

Total cost construction, $1,981.68.

RECONSTRUCTION.

The worst portions of the road between the Upper Basin and the West Thumb, which had hitherto been in very poor condition, owing to the loose sandy nature of the material of which they were constructed, were greatly improved by surfacing. At various points on the road where proper material was found pits were opened and good gravel was hauled and spread over a previously laid layer of coarser ballasting. This work has proved itself to be a complete success and has greatly improved that portion of the road system. Total cost reconstruction, $2,474.85.

Very respectfully, your obedient servant,

Capt. HIRAM M. CHITTENDEN,

Corps of Engineers, U. S. A.

A. E. BURNS,

Overseer.

APPENDIX D.

SUPPLEMENTARY REPORT OF MR. A. E. BURNS, OVERSEER.

On April 1, 1901, preparations were made to commence work with a large force, but a continuance of stormy weather prevented any further operations being under

taken.

The plant was thoroughly overhauled, all implements and tools were examined and repaired where necessary, and the camp equipment was placed in proper condition for the season's work.

On April 1 a few men were employed cleaning the road from the north entrance of the Park to Golden Gate. During the month more men and teams were put to work, as occasion required, on the usual spring repairs.

On April 24 a crew was organized to finish the improvements near Golden Gate. After completing this work it was moved to the new road on the east boundary and started construction.

Two small section crews were put in the field on May 11 and another May 15. A small party was detached from the latter to open the road over the Continental Divide between the Upper Basin and the Yellowstone Lake.

The road from the West Thumb to the south boundary was traversed by a small repair party which opened it for travel, while another small party did similar work over the road to the northeast boundary, near Cooke City.

The road from Mammoth Hot Springs to Golden Gate was improved by straightening some of the curves, improving the grade, and surfacing its entire length with carefully selected gravel.

Near Norris some hitherto particularly dusty stretches of road were surfaced. Similar work was undertaken on the new road to the west boundary, two bad pieces near the Fountain Hotel, and the road through Spring Creek Canyon.

On May 22 the sawmill, which had previously been thoroughly overhauled and repaired, was moved to a point near the lake outlet where the first setting was made to cut lumber for the construction and repairs of bridges and culverts.

A fourth section crew commenced operations between Mammoth Hot Springs and Norris on May 24.

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