water, were of galvanized iron. The trusses were set 9 ft. 9 in. apart
on centers, giving a clear opening of 8 ft. between the wheel guards
under the hand-rails. The fender piles were creosoted. The float was 18
ft. long and 12 ft. wide.

A contract was let to the Snare and Triest Company, and work was
commenced early in August, 1909. The first caisson was poured early in
September, and the last about the beginning of October.

The caissons were all cast standing on parallel skids at about mean high
water. It was first intended to construct a small marine railroad and
launch the caissons in that manner, rolling them along the skids to the
head of the marine railway. This plan was abandoned, however, and by
sending in at high tide a powerful derrick scow, many of the caissons
were lifted bodily from their position and set down in the water, towed
to place and sunk in position, while the others, mostly the upper
sections, were lifted to the deck of the scow and placed directly from
there in their final position. There was not much difficulty in getting
them to settle down to a proper bearing. Provision had been made for
jetting, if necessary, but it was not used. In setting Caisson No. 2 a
nest of boulders was encountered, and a diver was employed to clear away
and level up the foundation. The spacing was accomplished by a float
consisting of two 12 by 12-in. timbers, latticed apart, and of just
sufficient length to cover the clear distance between the caissons. The
first caissons being properly set inshore, the float was sent out, guyed
back to the shore, and brought up against the outer edge of the set
caisson. The next caisson was then towed out, set against the floating
spacer, and sunk in position. There was some little trouble in plumbing
the caissons, but, by excavating with an orange-peel bucket close to the
high side and depositing the material against the low side, they were