| 1 | Foreman | @ | $3.00 | per | shift |
| 4 | Men on sand and stone cars | " | 1.75 | " | " |
| 4 | Men handling cement | " | 1.75 | " | " |
| 2 | Men dumping mixers | " | 1.75 | " | " |
At Weehawken.
| 1 | Foreman | @ | $3.00 | per | shift |
| 2 | Men hauling cement | " | 1.75 | " | " |
| 2 | Men dumping mixers | " | 1.75 | " | " |
The average quantity of concrete mixed per 10-hour shift was about 117 batches, or about 90 cu. yd. The maximum output of one of the mixers was about 168 batches, or 129 cu. yd. per 10-hour shift.
Transportation.
Surface Transportation.—At Manhattan the stone and sand were received in scows at the wharf on the river front. For the first part of the work, the wharf at 32d Street and North River was used, and while that was in use the material was unloaded from the scows into scale-boxes by a grab-bucket running on an overhead cable, and then teamed to the shaft. For the latter part of the work, the wharf used was at 38th Street and North River, where facilities for unloading were given to the contractor by the Pennsylvania Railroad Company which was the permanent lessee of the piers. The material was unloaded into scale-boxes by a grab-bucket operated by a derrick, and teamed to the shaft. When the scale-boxes arrived at the shaft they were lifted from the trucks by derricks and dumped into the bins.
At Weehawken all the stone and sand, with the exception of the stone crushed on the work, was received by water at the North slip. Here it was unloaded by a 2-cu. yd. grab-bucket and dumped into 3-cu. yd. side-tipping cars, which were hauled by a small steam locomotive over the trestle to the shaft, where they were dumped directly into the bins.
Before beginning the concrete lining, the 2-ft. gauge railway, which had been used for the surface transportation during the driving of the iron-lined tunnels, was taken up and replaced by a 3-ft. gauge track consisting largely of 30-lb. rails. The cars were 3-cu. yd. side-dumping, with automatic swinging sides. Two steam locomotives which were being stored at Weehawken (part of the plant from another contract), were used for hauling the cars in place of the electric ones used with the 2-ft. gauge railway.
Tunnel Transport.—The track used in the tunnel was of 2-ft. gauge, laid with the 20-lb. rails previously used in driving the iron-lined tunnels. The mining cars (previously mentioned in describing the driving of the iron-lined tunnels) were used for transporting the invert concrete, although, for most of the work, dumping buckets carried on flat cars were used. Several haulage systems were considered for this work, but not one of them was thought to be flexible enough to be used with the constantly changing conditions, and it was eventually decided to move all the cars by hand, because, practically all the work being down grade, the full cars could be run down by gravity and the empty ones pushed back by hand. Two men were allotted to each car, and were able to keep the traffic moving in a manner that would have been perhaps impossible with any system of mechanical haulage. This system was apparently justified by the results, for the whole cost of the tunnel transport, over an average haul of about 2,000 ft., was only about 50 cents per cu. yd., which will be found to compare favorably with mechanical haulage on similar work elsewhere, provided full allowance is made for the use of the plant and power.
Force Employed.—The average force employed on transport, both on the surface and in the tunnel, is shown in [Table 33].