68 ANNUAL REPORT 
C. S. & H. R. R. about three miles east of Dayton. These were con- 
structed of a rich concrete of I cement, 214 sand and 5 broken stone. The 
largest of these abutments makes an angle of about 45 degrees with the 
center line of track and will support about 21 feet of earth behind the 
wall. It is about 120 feet long and contains 590 cubic yards of concrete. 
The concrete cost about $5.75 per cubic yard, day labor being $1.50 per 
day of ten hours, and cement $2.10 per barrel. Figure 14 illustrates the 
abutment near Dayton, Ohio. Figure 15 shows an abutment upon the 
Toledo and Monroe Railway. 
The Erie Railway is using concrete in nearly every place where 
stone was formerly used, in culverts, ashpits, foundations, etc. Furnace 
slag is used in place of gravel or stone. It only costs the railroad com- 
pany for the hauling, as the furnace owners load it onto the cars for the 
sake of getting rid of it. 
_ Concrete costs the railroad company about $3.50 per cubic yard. The 
sand costs them about $4.00 per car of 20 cubic yards, cement $1.40 per 
barrel, and the slag only the cost of hauling. 
CULVERTS. 
The New York Central, the Illinois Central and many other large 
roads are using concrete almost exclusively for arch culverts. With the 
old stone culvert construction the roads were at a continual expense for 
repairs, pointing up, repairing wing walls, etc.; but with a well built con- 
crete arch and wing walls, the culvert is in place for all time. A smooth 
impervious surface is presented to the elements so that weathering has 
practically no effect upon the structure. Besides being cheaper for main- 
tenance, the concrete arch saves the expensive first cost of stone cutting in 
skew arches. Figures 16 and 17 neatly illustrate the decay of an old 
stone culvert and the smooth, water resisting surface of the concrete 
culvert replacing it. These pictures were taken of a culvert upon the 
Panhandle Railroad in the western part of Columbus, Ohio. Figure 19 
shows a double culvert. | 
RETAINING WALLS. 
Concrete retaining walls are being extensively used in the track ele- 
vation and depression carried on in such gigantic scale by the railroads 
entering Chicago. 
The Lake Shore, and the Chicago and Rock Island railroads enter 
the fine large Van Buren Street station in Chicago over elevated tracks 
upon a fill 16 feet in depth held by concrete walls on either side. The 
wall along the east right of way from a point 140 feet south of Polk 
street has a section as shown in figure 18. The trench for the foundation 
is excavated about four or five feet deep, the aim being to get below frost 
line. The foundation is then laid with natural cement concrete of 1-2-4 
proportions, to within about a foot of the surface; then continued to a 
