Bridges across San Carlos Creek and Gila River


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Source: 62d Congress, 3d Session, HOUSE OF REPRESENTATIVES, Document No. 1013

LETTER FROM THE SECRETARY OF THE INTERIOR. TRANSMITTING, PURSUANT TO LAW, RESULT OF INVESTIGATION OF CONDITIONS ON SAN CARLOS INDIAN RESERVATION, WITH VIEW TO CONSTRUCTING BRIDGES FOR THE USE OF THE INDIANS ACROSS SAN CARLOS CREEK AND GILA RIVER, IN THE VICINITY OF SAN CARLOS.


DECEMBER 4, 1912.--Referred to the Committee on Indian Affairs and ordered to be printed.


Department of the Interior
Washington, December 2, 1912.

The SPEAKER OF THE HOUSE OF REPRESENTATIVES.

SIR: The Indian appropriation act for the current fiscal year approved August 24, 1912 (Public, No. 335) contains the following item:

To enable the Secretary of the Interior to make an investigation of the conditions on the White Mountain or San Carlos Indian Reservation in Arizona, with respect to the necessity of constructing, for the use of the Indians, suitable bridges across the San Carlos Creek and the Gila River, in the vicinity of San Carlos, on said reservation, one thousand dollars, and the Secretary of the Interior is hereby authorized and directed to cause surveys, plans, and reports to be made, together with an estimated limit of cost of construction of said bridges, at such sites as he may select, and submit his report thereon to Congress on the first Monday in December, nineteen hundred and twelve.

The San Carlos Indian Agency is located approximately 1¼ miles west of the confluence of the San Carlos and Gila Rivers. There are approximately 500 Indians living east of San Carlos who must cross both rivers to reach the agency. The Bylas farming district is located on the south side of the Gila River and east of the proposed bridge site. It is estimated that 4,000 acres of land are available for the use of the Indians of this district, and ditches are now constructed to irrigate about 1,400 acres. Seven hundred and fifty acres will be under cultivation this year. This land is divided up into 118 small farms, ranging from 5 to 10 acres each, and it is the largest farming district located on the opposite side of the river from the agency. There is a great deal of travel across the San Carlos Reservation, and, while the rivers can be forded during low water, there is always danger of getting into quicksand, especially in the Gila River. When the water rises only a little it is considered very dangerous to attempt to ford the river without a guide. The amount of travel over this part of the reservation is steadily increasing, and the necessity for bridges becomes more apparent each year. Indians ford the rivers when they are extremely dangerous, and it is not uncommon to find teams stick in the quicksand. Some are helped out by others and some are lost.

A ford is now found across the Gila River a few hundred feet from the juncture with the San Carlos River which can not be used for loaded wagons for a period of about 120 days of each year on account of high water. The Indians usually ride to the river, leave their teams there, and walk across the railroad bridge to reach the agency during these high-water periods. Both the San Carlos and Gila Rivers must be crossed in traveling from Globe to Bowie or other points on the Southern Pacific Railroad, and the main wagon road leads to the ford referred to above. Bridges would prove a great convenience to the general public, in addition to being an actual necessity for the use of the Indians and for the purpose of satisfactorily carrying on the work of the agency. The most favorable site for a bridge at this time is just below the railroad bridges, a short distance above the confluence of the two rivers. This site is considered impracticable, however, by reason of the fact that if a dam were constructed at the so-called San Carlos Dam site the water impounded would probably overflow such bridge site. In this connection attention is invited to the provision in the same act:

That the Secretary of War be, and he hereby is, directed to convene a board of not less than three engineers of the Army of wide reputation and large experience to make the necessary examinations, borings, and surveys for the purpose of determining the reasonability and practicability of constructing a dam and reservoir at or in the vicinity of the Fox Canyon, on the San Carlos Indian Reservation, known as the site of the proposed San Carlos Reservoir on the Gila River, Arizona, and the necessary irrigation works in connection therewith to provide for the irrigation of Indian, private, and public lands in the Gila River valley, said board of engineers to submit to Congress the results of their examinations and surveys, together with an estimate of cost, with their recommendations thereon, at the earliest practicable date.

Therefore, in considering the best location for bridges above the flood line of the proposed San Carlos Reservoir, it was found necessary to go approximately 6 miles northeast of the San Carlos Railroad station on the Gila, and 4 miles northeast on the San Carlos River. These rivers run through adobe and sand formations, and quicksand is found in large quantities. The proposed locations are shown on the map which accompanies this report. If these locations are accepted it will be necessary to build a pile and rock wing 100 feet in length to protect the approach to the San Carlos River bridge and also to change the channel of the Gila River above the bridge site to prevent the river from cutting through the south approach, leaving the bridge on an island.

It is estimated that the cost of construction of the proposed bridge across the San Carlos River, including the wing and approaches, would be $19,800, and for the bridge across the Gila River, including the change in the course of the river and approaches, $45,500. There is inclosed a copy of a report of November 2, 1912, addressed to the Indian Office by Supervisor of Construction John Charles, who made an investigation of the conditions, together with copies of the plans, specifications, etc., which accompanied his report.

Respectfully,

WALTER L. FISHER, Secretary.


Denver, Colo., November 2, 1912.

The COMMISSIONER OF INDIAN AFFAIRS, Washington, D. C.

SIR: I respectfully submit herewith surveys, drawings, and specifications and estimates for two bridges, one across the San Carlos and one across the Gila River, on the White Mountain or San Carlos Reservation, Ariz., as directed in office letter, dated September 6, 1912.

My instructions included the following:

In examining the sites for proposed bridges on the San Carlos Reservation there should be taken into consideration the probability of constructing a dam at San Carlos Dam site and the consequent backing up of water, and the bridges should be so located as not to be flooded in case the dam should ever be constructed.

The San Carlos Agency is located approximately 1¼ miles west from the confluence of the San Carlos and Gila Rivers. A ford is now found across the Gila River a few hundred feet from this junction, which can not be used with loaded wagons for a period of approximately 120 days in each year on account of high water. The Indians usually ride to the river, leave their teams there, and walk across the railroad bridge to reach the agency during these periods.

The most favorable site for bridges at this time, without considering the backwater from the proposed reservoir, is directly below the railroad bridge a short distance above the confluence of the rivers. I have secured data for these locations should they be required.

In considering the best location for bridges above flow line of the proposed San Carlos Reservoir, it was found necessary to go approximately 6 miles northeast from the San Carlos Railroad station on the Gila and 4 miles northwest on the San Carlos Rivers. These rivers run through adobe and sand formation, and quicksand is found in large quantities in both rivers.

There are approximately 500 Indians living east of San Carlos, who must cross both rivers to reach the agency. The Bylas farming district is located on the south side of the Gila River and east of the proposed bridge site. It is estimated that 4,000 acres of land is available for the use of the Indians in this district. Ditches are now in to cover about 1,400 acres, and 750 acres are platted and will be under cultivation this year. This land is divided up into 118 small farms, ranging from 5 to 10 acres each. This is the largest farming district located on the opposite side of the river from the agency. The construction of the proposed San Carlos Dam would submerge valuable land below the agency, and many Indian families will be compelled to find homes elsewhere. The amount of land that would be submerged and the number of Indians that would be disturbed are unknown to me.

There is a great deal of travel over this reservation, and, while the rivers can be forded when the stage of water is low, there is always some danger of getting into quicksand, especially in the Gila. When the water raises only a little, it is considered very dangerous to attempt to ford this river without a guide. The amount of travel over this part of the reservation is steadily increasing, and the necessity for bridges becomes more apparent each year. Indians ford these rivers when they are extremely dangerous, and it is not uncommon to find teams stick in the quicksands. Some are helped out by others and some are lost.

Both rivers must be crossed in traveling from Globe to Bowie or other points on the Southern Pacific Railroad. The main wagon road leads to the ford referred to before. Bridges would prove a great convenience to the general public, in addition to actual necessity for the use of the Indians and for the purpose of carrying on the work of the agency.

If the bridges are located as shown on the drawings it will be necessary to build a pile-and-rock wing 100 feet in length to protect the approach to the San Carlos Bridge, at an estimated cost of $1,500. It will be necessary to change the channel above the bridge site on the Gila River in order to prevent the river from cutting through the south approach and leaving the bridge on an island. This work is estimated to cost $4,500. A great deal of road work will be necessary if these bridges are constructed. Supt. Lawshe informed the writer that he could do this road work from other funds, however, and this appropriation should provide for the bridges and approaches in their vicinity.

Estimate of cost.
Bridge across San Carlos River $17,500.00
Construction of wing for protecting approach 1,500.00
Building approaches 800.00
Total San Carlos Bridge 19,800.00
Bridge across Gila River 40,000.00
Changing course of river above site 4,500.00
Building approaches 1,000.00
Total Gila River Bridge 45,500.00

These appropriations should be made immediately available in order to take advantage of favorable season of year for building.

Respectfully,

JOHN CHARLES,Supervisor of Construction.


Albuquerque, N. Mex., October 30, 1912.

JOHN CHARLES, Esq., Supervisor, Denver, Colo.

DEAR SIR: I herewith beg to submit my report relative to the two locations of the bridge sites near San Carlos, Ariz., on the San Carlos and Gila Rivers, respectively.

The best available site on the San Carlos River is about 4 miles northwest of San Carlos railroad station, which is the nearest practicable point. This would necessitate a bridge 360 feet in length. It would be necessary at this bridge site to build a pile-and-rock wing 100 feet in length to protect the north approach of bridge; approximate cost of said wing, $1,500.

The best available site across the Gila River above the flow line of the proposed reservoir is about 6 miles northeast of the San Carlos railroad station, which is the nearest practical point for a bridge. At this point it will be necessary to construct a bridge 975 feet in length. About one-half mile above the location of this site it will be necessary to change the channel of the river, at an approximate cost of $4,500.

The formation of the beds of the rivers at both sites is sand and gravel, and would suggest steel cylinders and piling for support of the spans. Would also suggest that these bridges be composed of a system of 150-foot spans and appropriate approaches.

The best and most practical sites on both rivers are a short distance below the present railroad bridges across each of these rivers, were it not for the proposed dam and reservoir.

Respectfully submitted,

A. D. OGLE, Constructing Engineer.


Denver, Colo., October 31, 1912.

Mr. JOHN CHARLES, Supervisor, Interior Department, Kittredge Building, City.

DEAR SIR: In accordance with your instructions I have prepared preliminary plans, specifications, and estimate of cost for the construction of two bridges near San Carlos, Ariz.

The bridges for which these plans have been prepared are the ones located above the level of the proposed reservoir.

At present prices I estimate the cost of the bridge over the San Carlos River at $17,500 and the bridge over the Gila River at $40,000.

These estimates do not include earth approaches.

These estimates are based upon the use of mill material for the spans and upon the work being erected at a favorable season of the year.

Very truly,

A. F. SMITH, Constructing Engineer.


Specifications for furnishing and erecting a steel highway bridge over the San Carlos River near San Carlos, Ariz.

The site for proposed bridge is about 4 miles north and west of San Carlos, Ariz., a station on the Southern Pacific Railroad. It is the duty of the bidders to acquaint themselves with the general local conditions.

Bid must be accompanied by stress diagrams and preliminary design of the whole structure in duplicate.

The successful bidder, when notified, must submit a complete set of shop detail drawings, which must be approved by the Commissioner of Indian Affairs before commencing work.

The work included in this project is the building, complete and ready for use, of three 123-foot steel spans with a 16-foot roadway, two concrete abutments, and two tubular piers, as shown on the accompanying plans.

LOADING AND UNIT STRAIN.

The loading and unit strains assumed shall be in strict accordance with requirements for class ‘‘G’’ bridges as per Theodore Cooper's Specifications for Steel Highway and Electric Steel Railway Bridges and Viaducts. 1909 edition, except that the concentrated load assumed shall be 15 tons instead of 12 tons.

The filling and grading of the approaches are not included in this project, and will be done by the United States Government after completion of the bridge.

SUBSTRUCTURE.

The substructure will consist of two concrete abutments and two tubular piers as heretofore stated.

The abutment at the north end will be excavated into the ground to the depth shown and placed upon piles.

The abutment at the south end will rest on the natural bedrock, which rock shall be excavated about 1 foot for reception of same.

All concrete used in these abutments, and also in the filling of the tubular piers shown, will be in accordance with the following specifications:

Concrete will consist of sand and gravel mixed with Portland cement in the proportion of 1 part of cement to 6¾ parts mixed sand and gravel. One sack of cement is to be considered as 1 cubic foot. There will therefore be used 4 sacks or 1 barrel of cement to each cubic yard of concrete.

The sand and gravel used are to be subject to the inspection of the engineer in charge. They must be free from loam. The natural mixture as found in gravel bed is to be used without being separated by screening, but if in the judgment of the engineer the natural mixture is deficient in either sand or gravel, the deficiency must be corrected by the addition of such amount of the element lacking as the engineer may deem necessary.

All concrete will be thoroughly mixed by hand or in a batch mixer and shall be what is known as a wet mixture. It is to be deposited in a strong wooden form of exact shape of structure required. The exposed face of masonry will consist of clear mortar without stone. This facing will be placed at same time as main body of work. During the placing of concrete, one man will be kept inside of form working the fine material to the front. No stone should show on the exposed surface after removal of forms. No plastering will be allowed, but miner cavities may be pointed up to give workmanlike finish. After forms are removed the surface is to be pointed with a thin grout of cement and water applied with a brush.

The tubular piers will be excavated to the proper depth, piles driven and then filled with concrete, as heretofore specified.

All piling used in piers and abutments shall be not less than 25 feet in length. Bidders shall state in their bids the character of lumber they propose to furnish for this piling. Piles shall be not less than 12 inches in diameter at butt end and 7 inches at the small end. They shall be ringed to prevent splitting, and shall be driven to firm bearing.

SUPERSTRUCTURE.

The superstructure will consists of three steel spans 123 feet in length, center to center of bearings, and with a clear roadway of 16 feet.

Preference will be given to a riveted type of span, and joints and handrail are to be of steel.

All members, including lateral braces and handrail, shall be riveted in place, except that the joists, if supported on shelf angles or on the tops of floor beams, may be bolted to same. The shelf angles, however, must be riveted to the floor beams.

Bidders are to submit their designs for the spans in accordance with these requirements and with the loading and unit strains heretofore specified.

The spans will have expansive roller hearing at one end with steel bearing plates and with anchor bolts extending into the concrete not less than 18 inches.

The spans shall have a net camber of not less than 1¼ inches.

STRUCTURAL STEEL.

All plates and shapes used shall be of medium steel made by open-hearth process.

No steel shall contain more than 0.08 of 1 per cent of prosphorus if made by the acid method, and no more than 0.04 of 1 per cent if made by the basic method.

All tests shall be made at the place of manufacture prior to shipment.

All test pieces shall be as per manufacturer's standard specifications. Such test pieces shall show an ultimate strength of 60,000 to 70,000 pounds per square inch, elastic limit not less than one-half of ultimate strength, elongation 23 per cent, and bending test 180 degrees to a diameter equal to the thickness of the piece tested without fracture on outside of bent portion.

Rivets shall be made from special grade of rivet steel, having an ultimate strength of 48,000 to 50,000 pounds per square inch; elongation, 26 per cent. Other requirements as per test conditions stated above.

The pitch of rivets in all parts of the work shall not exceed 6 inches nor be less than three diameters of the rivet where possible.

No rivet hole shall exceed diameter of rivet by more than one-sixteenth of an inch. Use of drift pins will not be allowed, except for bringing pieces into alignment, and reaming must be resorted to where necessary.

Rivets must completely fill the holes, have full heads concentric with the rivet, and of a height not less than 0.6 the diameter of the rivet, and in full contact with the surface, and machine driven where practicable.

LUMBER.

The floor and joist furring will be of native pine. The floor shall be of 3 by 12 plank surfaced on one side to a uniform thickness and spiked to the furring strips with 2-60 D spikes to each plank at each intersection. The furring strips are to be 3 by 6 inches, surfaced one side, and bolted to top flange with 3/8-inch bolts spaced about 3 feet centers, staggered.

No wheel guards will be used.

The handrail will be of steel, consisting of angles latticed together and riveted to truss, as heretofore specified.

PAINTING.

All structural steel shall be given one coat of graphite paint at the shop and one additional coat of same paint after erection.

All surfaces that will be inaccessible after assembling must be painted before the parts are assembled.

align="center"INSPECTION.

The work will be inspected by a representative of the Government while in progress of erection and must be completed to his satisfaction.

EARTH FILL.

The earth fill will not be included in bridge contract.


Specifications for furnishing and erecting a steel highway bridge over the Gila River near San Carlos, Ariz.

The site for proposed bridge is about 6 miles north and east of San Carlos, Ariz., a station on the Southern Pacific Railroad. It is the duty of the bidders to acquaint themselves with the general local conditions.

Bid must be accompanied by stress diagrams and preliminary design of the whole structure in duplicate.

The successful bidder, when notified, must submit a complete set of shop detail drawings, which must be approved by the Commissioner of Indian Affairs before commencing work.

The work included in this project is the building complete and ready for use of seven 138-foot steel spans with a 16-foot roadway, two concrete abutments, and six tubular piers as shown on the accompanying plans.

LOADING AND UNIT STRAINS.

The loading and unit strains assumed shall be in strict accordance with requirements for class C bridges as per Theodore Cooper's ‘‘Specifications for Steel Highway and Electric Steel Railway Bridges and Viaducts,’’ 1909 edition, except that the concentrated load assumed shall be 15 tons instead of 12 tons.

The filling and grading of the approaches are not included in this project, and will be done by the United States Government after completion of the bridge.

SUBSTRUCTURE.

The substructure will consist of two concrete abutments and six tubular piers as heretofore stated.

The abutment at the south end will be excavated into the ground to the depth shown and placed upon piles.

The abutment at the north end will rest on the natural bedrock, which rock shall be excavated about 1 foot for reception of same.

All concrete used in these abutments, and also in the filling of the tubular piers shown, will be in accordance with the following specifications:

Concrete will consist of sand and gravel mixed with Portland cement in the proportion of 1 part of cement to 6¾ parts of mixed sand and gravel. One sack of cement is to be considered as 1 cubic foot. There will therefore be used 4 sacks or 1 barrel of cement to each cubic yard of concrete.

The sand and gravel used are to be subject to the inspection of the engineer in charge. They must be free from loam. The natural mixture as found in gravel bed is to be used without being separated by screening, but if, in the judgment of the engineer, the natural mixture is deficient in either sand or gravel, the deficiency must be corrected by the addition of such amount of the element lacking as the engineer may deem necessary.

All concrete will be thoroughly mixed by hand or in a batch mixer and shall be what is known as a wet mixture. It is to be deposited in a strong wooden form of exact shape of structure required. The exposed face of masonry will consist of clear mortar without stone. This facing will be placed at same time as main body of work. During the placing of concrete one man will be kept inside of form working the fine material to the front. No stone should show on the exposed surface after the removal of forms. No plastering will be allowed, but minor cavities may be pointed up to give workmanlike finish. After forms are removed the surface is to be painted with a thin grout of cement and water applied with a brush.

The tubular piers will be excavated to the proper depth, piles driven and then filled with concrete, as heretofore specified.

All piling used in piers and abutments shall be not less than 25 feet in length. Bidders shall state in their bids the character of lumber they propose to furnish for this piling. Piles shall be not less than 12 inches in diameter at butt end and 7 inches at the small end. They shall be ringed to prevent splitting, and shall be driven to firm bearing.

SUPERSTRUCTURE.

The superstructure will consist of seven steel spans 138 feet in length, center to center of bearings, and with a clear roadway of 16 feet.

Preference will be given to a riveted type of span, and joists and handrail are to be of steel.

All members, including lateral braces and handrail, shall be riveted in place, except that the joists, if supported on shelf angles or on the tops of floor beams, may be bolted to same. The shelf angles, however, must be riveted to the floor beams.

Bidders are to submit their designs for the spans in accordance with these requirements and with the loading and unit strains heretofore specified.

The spans will have expansive roller bearing at one end with steel bearing plates and with anchor bolts extending into the concrete not less than 18 inches.

The spans shall have a net camber of not less than 1¼ inches.

STRUCTURAL STEEL.

All plates and shapes used shall be of medium steel made by open-hearth process.

No steel shall contain more than eight one-hundredths of 1 per cent of phosphorus if made by the acid method, and no more than four one-hundredths of 1 per cent if made by the basic method.

All tests shall be made at the place of manufacture prior to shipment.

All test pieces shall be as per manufacturer's standard specifications. Such test pieces shall show an ultimate strength of 60,000 to 70,000 pounds per square inch, elastic limit not less than one-half of ultimate strength, elongation 23 per cent, and bending test 180° to a diameter equal to the thickness of the piece tested, without fracture on outside of bent portion.

Rivets shall be made from special grade of rivet steel having an ultimate strength of 48,000 to 50,000 pounds per square inch, elongation 26 per cent. Other requirements as per test conditions stated above.

The pitch of rivets in all parts of the work shall not exceed 6 inches, nor be less than three diameters of the rivet, where possible.

No rivet hole shall exceed diameter of rivet by more than one-sixteenth of an inch. Use of drift pins shall not be allowed, except for bringing pieces into alignment, and reaming must be resorted to where necessary.

Rivets must completely fill the holes, have full heads concentric with the rivet, and of a height not less than 0.6 the diameter of the rivet, and in full contact with the furnace, and machine driven where practicable.

LUMBER.

The floor and joist furring will be of native pine. The floor shall be of 3 by 12 plank surfaced on one side to a uniform thickness and spiked to the furring strips with two 60-penny spikes to each plank at each intersection. The furring strips are to be 3 by 6 inches, surfaced one side and bolted to top flange with 3/8-inch bolts spaced about 3 feet centers, staggered.

No wheel guards will be used.

The handrail will be of steel, consisting of angles latticed together and riveted to truss, as heretofore specified.

PAINTING.

All structural steel shall be given one coat of graphite paint at the shop and one additional coat of same paint after erection.

All surfaces that will be inaccessible after assembling must be painted before the parts are assembled.

INSPECTION.

The work will be inspected by a representative of the Government while in progress of erection, and must be completed to his satisfaction.

EARTH FILL.

The earth fill will not be included in bridge contract.


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