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diff --git a/18065-h/18065-h.htm b/18065-h/18065-h.htm new file mode 100644 index 0000000..45e2602 --- /dev/null +++ b/18065-h/18065-h.htm @@ -0,0 +1,1037 @@ +<!DOCTYPE html PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" + "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> + +<html xmlns="http://www.w3.org/1999/xhtml"> + <head> + <meta http-equiv="Content-Type" content="text/html;charset=iso-8859-1" /> + <title>The Project Gutenberg eBook of The New York Tunnel Extension of the Pennsylvania Railroad, by Alfred Noble</title> + <style type="text/css"> +/*<![CDATA[ XML blockout */ +<!-- + p { margin-top: .75em; + text-align: justify; + margin-bottom: .75em; + } + h1,h2,h3,h4,h5,h6 { + text-align: center; /* all headings centered */ + clear: both; + } + hr { width: 33%; + margin-top: 2em; + margin-bottom: 2em; + margin-left: auto; + margin-right: auto; + clear: both; + } + + table {margin-left: auto; margin-right: auto;} + + body{margin-left: 10%; + margin-right: 10%; + } + + a {text-decoration: none;} + + img {border: none;} + + + .pagenum { /* uncomment the next line for invisible page numbers */ + /* visibility: hidden; */ + position: absolute; + left: 92%; + font-size: smaller; + text-align: right; + color: gray; + background-color: inherit; + } /* page numbers */ + + .center {text-align: center;} + .smcap {font-variant: small-caps;} + .lowercase { text-transform:lowercase; } + .u {text-decoration: underline;} + + .caption {font-weight: bold;} + + .figcenter {margin: auto; text-align: center;} + + // --> + /* XML end ]]>*/ + </style> + </head> +<body> + + +<pre> + +The Project Gutenberg EBook of Transactions of the American Society of +Civil Engineers, Vol. LXVIII, Sept. 1910, by Alfred Noble + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Transactions of the American Society of Civil Engineers, Vol. LXVIII, Sept. 1910 + The New York Tunnel Extension of the Pennsylvania Railroad. + The East River Division. Paper No. 1152 + +Author: Alfred Noble + +Release Date: March 28, 2006 [EBook #18065] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK TRANSACTIONS OF THE AMERICAN *** + + + + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + +</pre> + + + +<p><span class='pagenum'><a name="Page_62" id="Page_62">[62]</a></span></p> + + +<h2>AMERICAN SOCIETY OF CIVIL ENGINEERS</h2> + +<h3>INSTITUTED 1852</h3> + +<hr style="width: 45%;" /> + +<h1>TRANSACTIONS</h1> + +<hr style="width: 35%;" /> + +<h3>Paper No. 1152</h3> + +<hr style="width: 45%;" /> + +<h1>THE NEW YORK TUNNEL EXTENSION OF +THE PENNSYLVANIA RAILROAD.</h1> + +<h1>THE EAST RIVER DIVISION.</h1> + +<h2><span class="smcap">By Alfred Noble, Past-President, Am. Soc. C. E.</span> +</h2> + + + +<p>A general outline of the work included in this Division has been +given by General C. W. Raymond, M. Am. Soc. C. E., in the first paper +of the series. The few pages following are intended only as a note to +connect his paper with the more detailed descriptions of the execution +of the work, which will be supplied by the Resident Engineers in +immediate charge.</p> + +<p>Soon after the Company's project was made public, in the latter +part of 1901, borings were begun in the East River, and a few weeks +later in Manhattan and Long Island City. A preliminary base line +was measured on the Manhattan side, and temporary transit stations +were established on buildings from which all borings in the river were +located. The river borings were all wash-borings made from a pile-driver +boat. After the results were plotted on the map, contour lines +were drawn to indicate the rock surface, and profiles along the tunnel +lines were plotted from the contours; as the borings were preliminary +to the final location of the tunnels, and in many cases at some distance +from the tunnel lines, considerable divergence from the actual rock +surface was expected, and realized in a few places, yet on the whole +the agreement was very good. The borings revealed two depressions +or channels where the rock surface passed below the grade of the +projected tunnels, these depressions being separated by a rock reef +<span class='pagenum'><a name="Page_63" id="Page_63">[63]</a></span>which extends down stream from Blackwell's Island. In 32d and 33d +Streets in Manhattan, borings were made from the river to the station +site at intervals of about 100 ft., wash-borings and core-borings alternating. +In Long Island City, where the tunnel lines were to pass +diagonally under the passenger station building and passenger yard +of the Long Island Railroad and under streets and private property, +the arrangement of borings was less regular, although the alternation +of wash-borings and core-borings was carried out as far as practicable. +After the final location of the work, additional borings were made, +particularly on shaft sites and also along the approaches and in the +Sunnyside Yard, Long Island City.</p> + +<p>A triangulation was carried across the river with a measured base +on each side. It was impossible to measure directly between the +extremities of either base. The bases were measured with 100-ft. +steel tapes, supported every 20 ft., stretched with a uniform pull, and +frequently compared with standardized tapes. On account of the +crowded condition of the streets during the hours of daylight and +evening, most of the work was done between 10 <span class="smcap lowercase">P. M.</span> and 5 <span class="smcap lowercase">A. M.</span> +Similar measurements were made in the streets along the tunnel lines. +Angle readings were repeated many times, as is usual in such work. +<a href="#fig1">Fig. 1</a> shows the triangulation, the street measurements being omitted.</p> + +<p>Levels were first transmitted across the river by simultaneous observations +of the river surface; then by several repetitions, across +Blackwell's Island and the narrow channels on each side, where the +longest sights were about 1100 ft.; and, finally, by several lines through +the tunnel of the East River Gas Company at 71st Street.</p> + +<p>The franchise granted by the City of New York provided for the +sale to the Railroad Company of the portions of 32d Street between +Seventh and Eighth Avenues, and between Eighth and Ninth Avenues. +Later, the Company acquired by purchase the portion of 32d Street +between Ninth and Tenth Avenues. The franchise granted sub-surface +rights under streets around the station site to within 19 ft. of the +street surface under Seventh, Eighth, and Ninth Avenues; to within +30 in. of the street surface under 31st and 33d Streets, except that, +under the sidewalks opposite the station, that is to say, the south +sidewalk in 31st Street and the north sidewalk in 33d Street, the construction +must be at least 5 ft. below the street surface. In carrying +out the work, full use of these rights was made under Eighth Avenue, +<span class='pagenum'><a name="Page_64" id="Page_64">[64]</a></span>but only under such portions of Seventh and Ninth Avenues as were +indispensable for access by trains to the station area. It was not +practicable to make full use of the rights granted under 31st and 33d +Streets without incurring great expense for supporting adjacent buildings +or for injuries to them, and, after careful consideration, the +arrangement shown in the plans was decided on, making about 45% +of the sub-surface area under these streets available at track level.</p> + +<div class="figcenter" style="width: 570px;"> +<a href ="images/fig1.png"> +<img id="fig1" src="images/fig1tn.png" width="570" height="553" alt="Fig. 1.—Triangulation System East River Tunnel" title="Fig. 1.—Triangulation System East River Tunnel" /> +<span class="caption">Fig. 1.—Triangulation System East River Tunnel</span> +</a> +</div> + +<p>The work of the East River Division at this site embraced the +excavation to the depth necessary for railroad tracks, and the building +of a retaining wall extending in 31st Street from the east side of +Ninth Avenue to the west side of Seventh Avenue, thence northward +along Seventh Avenue for a distance of 155.5 ft.; also a retaining wall +in 33d Street from the west side of Seventh Avenue to the east side +of Ninth Avenue, and thence southward along Ninth Avenue for a distance +of 136.3 ft. This work was placed under contract June 21st,<span class='pagenum'><a name="Page_65" id="Page_65">[65]</a></span> +1904, with the New York Contracting and Trucking Company, and +later assigned by that company to the New York Contracting Company-Pennsylvania +Terminal, and was carried out under the direction +of George C. Clarke, M. Am. Soc. C. E., as Resident Engineer, by +whom it will be described in detail.</p> + +<div class="figcenter" style="width: 784px;"> +<a href ="images/plate09.png"> +<img id="plate9" src="images/plate09tn.png" width="784" height="398" +alt="PLATE IX.—Map of Portion of Manhattan Island from 23d to 40th Streets, Showing Former Topography From Map Made by Gen. Egbert L. Viele in 1865" +title="PLATE IX.—Map of Portion of Manhattan Island from 23d to 40th Streets, Showing Former Topography From Map Made by Gen. Egbert L. Viele in 1865" /> +<span class="caption">PLATE IX.—Map of Portion of Manhattan Island from 23d to 40th Streets, +Showing Former Topography From Map Made by Gen. Egbert L. Viele in 1865</span> +</a> +</div> + +<p>The station tracks leading eastward from the station will converge +under Seventh Avenue and for some distance farther east, and pass +into two three-track tunnels, one under 32d Street and the other under +33d Street, at the respective distances of 192 and 402 ft. from Seventh +Avenue. A typical cross-section of the three-track tunnel is shown on +<a href="#plate12">Plate XII</a>. The converging sections were considered as easterly extensions +of the station, and were not included in the East River +Division. Within a few hundred feet (<a href="#plate14">Plate XIV</a>), the tracks are reduced +to two, each passing into a single tube, the two tunnels under +each street being formed in one excavation, the distance between +center lines of tunnels being 20 ft. 4 in. This construction has been +termed a twin tunnel, and a typical cross-section is shown on <a href="#plate12">Plate +XII</a>. The tunnels continue on tangents under the streets to Second +Avenue where they curve to the left by 1° 30' curves, passing under +private property, gradually diverging and passing through shafts just +east of First Avenue. About 350 ft. west of the shaft, the divergence +of the two lines from each street becomes sufficient to leave a rock +dividing wall between them, and thence eastward each tunnel is formed +in a separate excavation. A typical cross-section of the two separated +tunnels is shown on <a href="#plate12">Plate XII</a>.</p> + +<p>It thus appears that eastward from the station the lines constitute +a four-track railroad, each track being in a separate tunnel; for convenience +of the work these lines were designated <i>A</i>, <i>B</i>, <i>C</i>, and <i>D</i>, +from north to south.</p> + +<div class="figcenter" style="width: 647px;"> +<a href ="images/plate10.png"> +<img id="plate10" src="images/plate10tn.png" width="647" height="492" alt="PLATE X.—Manhattan Shaft, Lines A and B" title="PLATE X.—Manhattan Shaft, Lines A and B" /> +<span class="caption">PLATE X.—Manhattan Shaft, Lines A and B</span> +</a> +</div> + +<p>At an early date, when the organization of the engineering staff was +taken up, Charles L. Harrison, M. Am. Soc. C. E., was appointed +Principal Assistant Engineer. He was directly in charge of all parts +of the work, and all Resident Engineers reported to him. George +Leighton, M. Am. Soc. C. E., was placed in charge as Resident Engineer +of the 33d Street lines from the west end of the three-track tunnel +to the shaft and also eastward from the shaft under East River. As +he was not then able to endure the effects of compressed air, the work +under the river was transferred to James H. Brace, M. Am. Soc. C. E.,<span class='pagenum'><a name="Page_66" id="Page_66">[66]</a></span> +as Resident Engineer. Before the completion of the land tunnels +under 33d Street, Mr. Leighton accepted more responsible employment +elsewhere, and Mr. Brace assumed charge of them also. Francis +Mason, M. Am. Soc. C. E., was in charge as Resident Engineer of +the 32d Street lines during their entire construction, and also of the +tunnels extending these lines eastward from the First Avenue shaft +under the river.</p> + +<p>The work just described as the 32d and 33d Street lines, terminating +at the easterly end at the First Avenue shafts, was placed under +contract on May 29th, 1905, with the United Engineering and Contracting +Company. The plans then provided for three-track tunnels +from the west end of the work under the contract eastward 1,628 ft. in +32d Street and 1,418 ft. in 33d Street to the west line of Fifth Avenue, +with a descending grade of 0.4%; this was to constitute, in a degree, +an extension of the station, where trains could stand without brakes +while awaiting signals to proceed to or from the station. From Fifth +Avenue eastward to the lowest point under the river, the grade was +to be 1.5% on all lines. Later, during construction, when excavating +westward under 33d Street from Fifth Avenue, the surface of the rock +was broken through, disclosing quicksand; within the next few days +trial drill holes through the tunnel roof at 32d Street and Fifth Avenue +showed a thin cover with quicksand above it. The conditions had +been indicated in a general way by borings made before construction +was begun, but they proved to be rather worse than anticipated. On +the topographical map of Manhattan Island, made by General Egbert +L. Viele in 1865, is shown a watercourse which had its source near +what is now Broadway and 44th Street, flowing thence along the west +side and south end of Murray Hill, passing under the present site of +the Waldorf-Astoria Hotel, crossing 33d Street at the point where the +rock surface was broken through in the tunnel excavation, as above +stated, crossing 32d Street at its intersection with Fifth Avenue, where +trial drilling showed thin rock cover over the tunnel excavation, passing +thence eastward a short distance south of 32d Street, which it recrossed +near Third Avenue, and finally discharging into the East River +near 34th Street, and a little west of the present First Avenue. The +ancient creek apparently followed the course of a valley in the rock, +the valley having become filled to a considerable depth with very +fine quicksand. This concurrence of depressions in the rock surface<span class='pagenum'><a name="Page_67" id="Page_67">[67]</a></span> +with the watercourse shown on Viele's map was noted in so many +places and the difficulties of construction were so serious at these +places, that a section of the map showing the old topography along and +adjacent to the station and tunnel lines is reproduced in <a href="#plate9">Plate IX</a>.</p> + +<div class="figcenter" style="width: 494px;"> +<a href ="images/plate11.png"> +<img id="plate11" src="images/plate11tn.png" width="494" height="543" alt="PLATE XI.—Long Island Shaft. Lines A and B" title="PLATE XI.—Long Island Shaft. Lines A and B" /> +<span class="caption">PLATE XI.—Long Island Shaft. Lines A and B</span> +</a> +</div> + +<p>The unfavorable conditions developed at Fifth Avenue affected +both the construction of the tunnels and the maintenance of adjacent +buildings. It would be necessary to construct the tunnels in open +cut for a large part of the way westward, causing serious inconvenience +to the public; the buildings were mostly of the older class, founded +in earth, but there were several modern high buildings with foundations +in the same material; some of these had been built since the +tunnels were planned. In view of these added risks and the increased +cost of construction, the value of the three-track construction was +reconsidered, and two important changes were made in the plans. The +first of these was to continue the twin tunnel westward to Sixth +Avenue in 32d Street, and to a point 180 ft. west of Sixth Avenue in +33d Street; the twin tunnel being 9-1/2 ft. less in height than the three-track +tunnel and 9 ft. narrower, the change reduced the difficulties +considerably. Where the three-track tunnel was thus eliminated, there +was no longer objection to a steeper grade, so that, going eastward from +the station, a grade of 0.8% in 33d Street and 0.9% in 32d Street was +substituted for the original 0.4% grade. From the west line of Fifth +Avenue eastward short sections with descending grades of 0.3% connect +with the original 1.5% grade near Madison Avenue. The effect +of these two changes—type of tunnel and grade—was to lower the +roof of the tunnels at Fifth Avenue about 15 ft., which made it +practicable to avoid open cutting east of Sixth Avenue.</p> + +<p>A full account of the construction of the cross-town tunnels will be +given by the Resident Engineers.</p> + +<p>Permanent shafts were made on both sides of the East River, those +in Manhattan being located a few feet east of First Avenue, and those +in Long Island City being located, one in the so-called Annex Slip, +the other in the pier just south of it. The two railroad lines coming +from 32d Street in Manhattan, and curving to the left at Second +Avenue, are about 34 ft. apart between centers at First Avenue, and +it was convenient to make the shaft large enough to cover both lines. +Borings had shown that the excavation for the tunnels would break +out of the rock about 200 ft. east of First Avenue. It was desirable to<span class='pagenum'><a name="Page_68" id="Page_68">[68]</a></span> +carry the tunnel excavation eastward from the shaft in normal air +far enough to permit of building at least 50 ft. of tunnel and installing +air-locks, so that compressed air might be available when the rock +surface was broken through. The location adopted, and shown on +<a href="#plate13">Plate XIII</a>, had the further advantages that the rock surface was several +feet above the level of the top of the tunnels, and access to the river +for receiving and discharging materials could be had without crossing +any street. Similar reasons governed the location of the north shaft +for the lines from 33d Street. On the Long Island side of the river +there were only two feasible locations meeting these conditions, particularly +in respect to a safe thickness of rock above the tunnels, one +near the pierhead line, the other just outside the bulkhead line, and +for many minor reasons the latter was preferable. The center lines +of each pair of tunnels were 37 ft. apart, and each shaft, therefore, +was made to cross both lines of a pair, the same as on Manhattan side +of the river. It was not expected, however, that the Long Island +shafts could be built conveniently or the tunnels begun from them in +normal air.</p> + +<p>The decision to make the shafts of permanent construction was +based not only on the desirability of having access to and egress from +the tunnels near the banks of the river for convenience of the workmen +or exit for passengers in case of accident, but to facilitate ventilation; +these locations divide the entire lengths of tunnels east of the +station into three parts, two of which were approximately 4,000 ft. +each, and the other about 5,500 ft. The accident risk was believed to +be very small, while much weight was given to the feature of facilitating +ventilation. Further studies have enhanced the importance attached +to ventilation, and it is now intended to provide appliances for +mechanical ventilation at all shafts. The plans of the shafts are +shown on <a href="#plate10">Plates X</a> and <a href="#plate11">XI</a>. The caissons for the shafts are of +structural steel, with double walls, filled between with concrete, including +a cross-wall between and parallel to the tunnels. All these structures +were fitted for sinking with compressed air, if that should prove +necessary.</p> + +<p>Although borings had shown that rock would be found at all the +shaft sites several feet above the tunnel level, it could not be determined +in advance of excavation whether the caissons would have to be sunk +to full depth; if sound, unfissured rock were found, the sinking could<span class='pagenum'><a name="Page_69" id="Page_69">[69]</a></span> +be stopped above the tunnel level; but, if not, the caissons, in any +case, would have to be sunk far enough to permit placing a water-tight +floor below the tunnels, and the tunnels themselves begun through +openings in the side-walls of the caisson; such openings, therefore, +closed by removable bulkheads, were provided in all caissons.</p> + +<div class="figcenter" style="width: 765px;"> +<a href ="images/plate12.png"> +<img id="plate12" src="images/plate12tn.png" width="765" height="332" alt="PLATE XII.—Typical Tunnel Sections" title="PLATE XII.—Typical Tunnel Sections" /> +<span class="caption">PLATE XII.—Typical Tunnel Sections</span> +</a> +</div> + +<p>As already stated, the grade of 1.5% from Fifth Avenue eastward +was fixed with reference to the lowest point of the river bed in order +to give the requisite cover over the tunnels at the deepest point of the +channel on the west side of the reef, where the river bottom was about +60 ft. below mean high tide for a short distance. On the other hand, +as the use of compressed air in building the tunnels was anticipated, +an excessive depth below the water surface was to be avoided as far as +possible; it was necessary, however, to continue the descending grade +some further distance until the tunnels were mostly in rock, so that +drainage sumps under the tunnels could be made readily. Eastward +from the sumps the tunnels had a rising grade of 0.7% to the established +bulkhead line on the Long Island side, giving a cover at the +points where the tunnels enter rock, a short distance westward, of about +10 ft. (if the dredging plane should be fixed at some future time at +40 ft. below mean low tide, as may be reasonably anticipated). Eastward +from the bulkhead line, Tunnels <i>A</i>, <i>B</i>, and <i>D</i> have ascending +grades of about 1.25%, while Tunnel <i>C</i> rises at the rate of 1.9% in +order to effect a crossing over Tunnel <i>B</i> west of the portals. This +feature was introduced in order to place the two west-bound tracks +together through the Sunnyside Yard, and the heavier grade, being +downward with the traffic, was not objectionable.</p> + +<p>The arrangement of grades and tracks in the approaches and in +Sunnyside Yard would require the introduction of too much detail to +be taken up here, but will be dealt with in the paper on the Sunnyside +Yard.</p> + +<p>It was recognized from the inception of the project that the tunnels +under the East River would be the most difficult and expensive section +of the East River Division. The borings had shown a great variety +of materials to be passed through, embracing quicksand, coarse sand, +gravel, boulders, and bed-rock, as well as some clayey materials. (See +<a href="#plate13">Plate XIII</a>.) The rock was usually covered by a few feet of sand, gravel, +and boulders intermixed, but, in some places, where the rock surface +was at some distance below the tunnel grade, the material met in<span class='pagenum'><a name="Page_70" id="Page_70">[70]</a></span> +tunneling was all quicksand; the nearest parallels in work previously +done were some of the tunnels under the Thames, particularly the +Blackwall tunnel, where open gravel was passed through. Before the +plans for the East River tunnels were completed, work had been +resumed, after many years' interruption, in the old Hudson River +tunnels between 15th Street, Jersey City, and Morton Street, Manhattan, +and sand materials were passed through for a short distance. +These experiences satisfied nearly all the engineers in any way connected +with the work that the shield method was the most suitable +for the East River tunnels, and the plans for the work were based on +its adoption. (See <a href="#plate12">Plate XII</a> for cross-sections, etc.) Other methods, +as stated by General Raymond in the introductory paper, were advocated, +particularly caisson constructions and the freezing process, the +latter being urged very strongly, and, when proposals were invited, in +October, 1903, bidders were informed that alternative methods would +be taken into consideration.</p> + +<p>Bids were received and opened on December 15th, 1903. Only one +bidder proposed to carry out the work on the basis of unit prices, but +the prices were so low that the acceptance of the proposal was deemed +inadmissible; no bid based on caisson methods was received; several +offers were made to perform the work by the shield method, in accordance +with the plans, for a percentage of its cost, and one was submitted, +on a similar basis, covering the use of the freezing method. +The firm of S. Pearson and Son, Limited, of London, England, submitted +a proposal for building the tunnels by the shield method, on a +modification of the percentage basis, and as this firm had built the +Blackwall tunnel within the estimates of cost and was the only bidder +having such an experience and record in work in any way similar to +the East River tunnels, negotiations were continued between that firm +and the railroad company.</p> + +<p>The original plans and specifications contemplated that all tunnels +between the First Avenue shafts in Manhattan and East Avenue in +Long Island City would be shield-driven, and that work would proceed +simultaneously eastward from the First Avenue shafts and both eastward +and westward from the Long Island City shafts located west of +Front Street at the river, requiring twelve shields. When making +their proposal, S. Pearson and Son, Limited, suggested that shields +might be started from the east end of the work and arrive at the<span class='pagenum'><a name="Page_71" id="Page_71">[71]</a></span> +Front Street shafts as soon as these shafts could be completed, and +proposed sinking a temporary shaft transversely across all four lines +near the east end of the work just west of East Avenue, from which, +within a short time, to drive toward Front Street by the use of shields. +The railroad company accepted the suggestion for the additional shaft, +although the greater part of the tunnels east of Front Street was built +without shields. After several months of negotiation, a contract was +entered into on July 7th, 1904, with S. Pearson and Son, Incorporated, +a corporation of the State of New York organized by the English firm +for the purpose of entering into and carrying out this contract. The +main features had been agreed upon, and work had begun about two +months before. The contract embraced the permanent shafts in Manhattan +and Long Island City, the tunnels between these shafts, and +their extension eastward in Long Island City to East Avenue, including +in all about 23,600 ft. of single-track tunnels. The contract had +novel features, and seemed to be peculiarly suitable for the unknown +risks and the unusual magnitude of the work. A fixed amount was +named as contractor's profit. If the actual cost of the work when +completed, including this sum named as contractor's profit, should be +less than a certain estimated amount named in the contract, the contractor +should have one-half of the saving. If, on the other hand, the +actual cost of the completed work, including the fixed sum for contractor's +profit, should exceed the estimated cost named in the contract, +the contractor should pay one-half the excess and the railroad company +the other half; the contractor's liability was limited, however, +to the amount named for profit plus $1,000,000; or, in other words, his +maximum money loss would be $1,000,000. Any further excess of cost +was to be borne wholly by the railroad company. The management +of the work, with some unimportant restrictions, was placed with the +contractor; the relations of the engineer, as to plans, inspection, etc., +were the same as in ordinary work, and the interest of the contractor +to reduce cost was the same in kind as in ordinary work.</p> + +<div class="figcenter" style="width: 775px;"> +<a href ="images/plate13.png"> +<img id="plate13" src="images/plate13tn.png" width="775" height="244" alt="PLATE XIII.—Plan and Profile. East River Tunnels" title="PLATE XIII.—Plan and Profile. East River Tunnels" /> +<span class="caption">PLATE XIII.—Plan and Profile. East River Tunnels</span> +</a> +</div> + +<p>On account of the extent of the work embraced in this contract, and +the dangerous exposure to compressed air required in most of it, it +was divided into three residencies; two of these, including also the +cross-town tunnels, have been described; the third, with S. H. Woodard, +M. Am. Soc. C. E., as Resident Engineer, embraced all tunnels from +the easterly end of the work near East Avenue in Long Island City to<span class='pagenum'><a name="Page_72" id="Page_72">[72]</a></span> +the meeting points under the river and also the permanent shafts in +Long Island City. A few months after the execution of the principal +contract, the work to be done was extended eastward 107.5 ft., across +East Avenue. The extensions of the tunnels were built without cast-iron +linings and with an interior cross-section of the same height as +the tube tunnels, but somewhat narrower. The work was also extended +westward from the First Avenue shafts to include the excavation of top +headings in each tunnel for a distance of 100 ft. and an enlargement +to full size for 50 ft. The borings having shown that soft earth +existed below the grade of the tops of the tunnel under the passenger +station building of the Long Island Railroad on the east side of Front +Street, and that earth of varying character would be met in places +beyond the station building under the railroad tracks in the passenger +yard and the street car tracks in Borden Avenue, it had been decided, +before proposals were invited, to extend the metal lining eastward to +East Avenue, at the east end of the work embraced in the original +contract, where the rising tunnel grades approached the surface of +the ground so closely that their further extension would be in open +cut. In places where the tunnels were wholly in rock, the weight of +the cast-iron tunnel lining was reduced 43%; where the surface of the +rock was below the top of the tunnel, but above the axis, the reduction +of weight was somewhat less, about 25%; notwithstanding these savings, +the cost of the tunnels was probably increased by the use of the +cast-iron lining; on the other hand, when passing through bad ground, +a section of tunnel could be made absolutely safe more quickly by +erecting the lining as soon as a length of a few feet of tunnel was +ready; under a crowded passenger yard, this feature had great value.</p> + +<p>The execution of the work under this contract will be described +fully by the Resident Engineers.</p> + +<p>The plant assembled by the contractors is believed to be the most +extensive ever placed on a single piece of work, and will be described +in detail by their Managing Engineer, Henry Japp, M. Am. Soc. C. E.</p> + +<p>For convenience in receiving materials to be used in construction, +and to facilitate the disposal of excavated materials, one pier was +leased on the east side of the Hudson River, two on the west side of +the East River and three on the east side. Excavated materials from +the station, the cross-town tunnels, and the river tunnels, were placed +on barges furnished by Mr. Henry Steers under several contracts<span class='pagenum'><a name="Page_73" id="Page_73">[73]</a></span> +embracing also the disposal of the materials. In the earlier part of +the work, they were used as fill in the freight terminal of the Pennsylvania +Railroad at Greenville on the west side of the Upper Bay; when +the fill at this place was completed, the materials were sent to the +tunnel company's yard on the Passaic, at Harrison, N. J., and a small +part to the embankment in the Meadows Division. On account of the +occasional closing of the Passaic by ice, this involved the possibility +of, and to some extent resulted in, interruptions to the work of excavation. +The contract for the cross-town tunnels carried an option in +favor of the company to require the contractor for those tunnels to dispose +of materials at a stated price, and in the latter part of 1907, +when the excavation in these tunnels was being pushed rapidly, the +railroad company, unwilling to incur the responsibility for delays +during the winter, availed itself of this option. The disposal of +materials was an important part of the work, and will be dealt with +more fully by the Resident Engineers.</p> + +<div class="figcenter" style="width: 711px;"> +<a href ="images/plate14.png"> +<img id="plate14" src="images/plate14tn.png" width="711" height="189" alt="PLATE XIV.—Map and Profile, Cross-Town Tunnels" title="PLATE XIV.—Map and Profile, Cross-Town Tunnels" /> +<span class="caption">PLATE XIV.—Map and Profile, Cross-Town Tunnels</span> +</a> +</div> + +<p>At the time the contract was made with S. Pearson and Son, +Incorporated, it had not been determined whether mechanical ventilation +would be provided for the tunnels, and therefore the contract with +that firm did not include the final concrete lining at the shafts, above +the inverts of the tunnels. After the adoption of plans for mechanical +ventilation, in the latter part of 1908, the plans for lining the shafts +with concrete, including flues for conducting air to the tunnels, and +stairways for ingress and egress, were completed, and the work was +placed under contract; it will be described in detail by F. M. Green, +Assoc. M. Am. Soc. C. E.</p> + +<p>At the east end of the work under the Pearson contract, the rising +grade of the tunnels brought them so near the surface of the ground +that their extension eastward could be carried out more readily in open +cut than by tunneling. The locations of the portals could be varied +somewhat, and they were built on rock which was found in rather +narrow ridges at convenient places. Tunnels <i>B</i> and <i>D</i> have a common +portal; Tunnels <i>A</i> and <i>C</i> have separate ones, the portal for Tunnel <i>C</i> +being located about 800 ft, west of the others as a result of its crossing +over Tunnel <i>B</i>, as already explained. Eastward from the portals, the +track system expands, in order to provide connections with the tracks +of the Long Island Railroad to and from Long Island City, with the +New York Connecting Railroad and New England lines, and with the<span class='pagenum'><a name="Page_74" id="Page_74">[74]</a></span> +storage and cleaning yard known as the Sunnyside Yard extending +to the west side of Woodside Avenue, 2-3/4 miles east of the East River. +(<a href="#plate15">Plate XV</a>.) The yard and approaches are designed to avoid grade +crossings by opposing trains. The various general features of the yard +and tunnel approaches, bridge crossings, and street closings, have been +described in sufficient detail by General Raymond in the introductory +paper.</p> + +<div class="figcenter" style="width: 691px;"> +<a href ="images/plate15.png"> +<img id="plate15" src="images/plate15tn.png" width="691" height="198" alt="PLATE XV.—Plan and Profile of Lines A and B, and Sunnyside Yards" title="PLATE XV.—Plan and Profile of Lines A and B, and Sunnyside Yards" /> +<span class="caption">PLATE XV.—Plan and Profile of Lines A and B, and Sunnyside Yards</span> +</a> +</div> + +<p>For convenience in placing the work under contract, a line was +drawn 10 ft. west of Thomson Avenue, dividing the work east of that +embraced in the Pearson contract into two parts. The work west of the +line was placed under the immediate direction of George C. Clarke, +M. Am. Soc. C. E., as Resident Engineer, with Naughton Company +and Arthur McMullen, Contractors; Mr. Louis H. Barker was Resident +Engineer of the part east of the dividing line, with the Degnon +Realty and Terminal Improvement Company as the principal contractors. +The substructures of the several bridges in or across the +yard were included in these contracts, but the superstructures were +carried out by various bridge companies, and other minor features were +executed by other contractors. More complete descriptions of the plans +and of the execution of the work will be given by the Resident +Engineers.</p> + + + + + + + + +<pre> + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, Vol. LXVIII, Sept. 1910, by Alfred Noble + +*** END OF THIS PROJECT GUTENBERG EBOOK TRANSACTIONS OF THE AMERICAN *** + +***** This file should be named 18065-h.htm or 18065-h.zip ***** +This and all associated files of various formats will be found in: + http://www.gutenberg.org/1/8/0/6/18065/ + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. 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