On July 28 the major part of the force was put at work preparing the Snow road for travel during the construction of the Golden Gate Bridge. At first intended to provide for travel over the bridge during construction, but later th found to be impracticable with the time and funds available. The work on the Pass road consisted of widening the way where turning-out places were n clearing it of rocks and fallen trees, and reducing the dangerously steep grades, necessitated heavy side-hill cuttings in some places and the building of about of new road. After travel was turned upon it the surface soon pulverized stifling alkaline dust in places, rendering tourist travel extremely disagreeable this account work on the new viaduct, when begun, had to be pushed with all p speed.

Travel was turned off the Golden Gate road on the morning of August 6, w foreman and crew of carpenters began tearing down the old bridge. On M morning, September 2, just four weeks later, the new bridge was opened for g travel, the concreting having been completed three days previously.

The work of tearing down the old bridge and the erection of forming for th crete was skillfully supervised by Mr. Robert Walker, foreman of the carpenter The forming lumber consisted of 6 by 6 inch posts, or uprights, and 2-inch shea of Oregon fir, ordered from Presscott, Vaness & Co., of Winlock, Wash., at $8. M at the mill, and cost delivered at the work $17.64 per M. The work of bu the forming followed up the tearing down of the old bridge, which was us storing materials so long as any of it remained. As a place was made for eac the loose rock and dirt was cleared away and horizontal steps cut in the r afford secure footing for the concrete. Uprights were then raised, braced bottom by shores against the projecting rock and at the top by iron rods, hooke eyebolts cemented into the solid rock, and by stay lath to the top of the pre pier. The pier and arch sheathing completed a span. The center line of eac is normal to the center line of bridge, which is curved to a radius of 565 feet. general shape of each pier on a vertical section normal to the above center approximately triangular, right-angled at the upper outer corner, the hypoth consisting of a series of steps in the face of the cliff.

The viaduct consists of eleven arches resting on the two abutments, and ten the whole being on an 8 per cent grade, and on a 10-degree curve. (See accom ing photographs and drawing.) The radius of the outside of parapet wall feet. The length on center line is 200 feet and the abutment wing walls exte feet farther at each end. The arches are terminated at their inner extremit the irregular and nearly perpendicular face of the cliff, leaving a roadway aveb about 18 feet in width; minimum width, 15 feet. The piers are spaced 18 feet o to center on the outside and converge 6 inches in 18 feet, the average wid roadway. They are 3 feet thick. The arches are 18 inches thick on the pi inches at the crown, and have 24 inches rise. Piers and arches are built of Portland cement concrete, the former in proportion of 1, 2 and 4 and the lat. proportion of 1, 2 and 3. In the crown of each arch is embedded a piece of netting 7 by 15 feet, made of No. 8 Birmingham gauge wire, meshes 24 by 5 ir the long dimensions of mesh and short dimension of the piece of netting parallel to center line of bridge. The piers rest upon horizontal surfaces ste into the solid rock, and where these footings are separated by surfaces inc much from the vertical anchor bolts were embedded in them.

Work was begun at the west or highest end of the bridge. The west abut and the piers were all concreted before the arches were begun, and these were put in alternately. Each arch and corresponding parapet wall was put in same time as one piece, the section being limited by the vertical planes upo radial center line of each pier. The joints thus formed afford the necessary e sion cracks, the opening and closing of which could be observed at the compl of the bridge. Railroad iron in 4-foot lengths was embedded in arch and pa wall, four pieces to each arch, to strengthen the connection between the two. valleys between each arch incline to the inner edge of roadway where 2-inch pipes are inserted for weep holes. In addition to the heavy abutment and wall at the lower or eastern end of the bridge, the irregularities of the cliff a inner edge of the roadway, into which the arches are keyed, afford an addit precaution against the sliding of the arches upon the piers downhill by expa and contraction. Each section of parapet wall was keyed into the adjoining se by a vertical 2 by 6 inches tongue and groove extending from the top of the pi the under side of the rail of wall, so that it does not show in the finished strug I give below some details regarding the making of the concrete:

A sand and gravel bin 8 feet wide by 60 feet long was built on the outer side o roadway near the west end of the bridge. This was as large a one as there was