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diff --git a/.gitattributes b/.gitattributes new file mode 100644 index 0000000..6833f05 --- /dev/null +++ b/.gitattributes @@ -0,0 +1,3 @@ +* text=auto +*.txt text +*.md text diff --git a/18548-h.zip b/18548-h.zip Binary files differnew file mode 100644 index 0000000..214f533 --- /dev/null +++ b/18548-h.zip diff --git a/18548-h/18548-h.htm b/18548-h/18548-h.htm new file mode 100644 index 0000000..e43b21d --- /dev/null +++ b/18548-h/18548-h.htm @@ -0,0 +1,1596 @@ +<!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, + The North River Division, By Charles M. Jacobs. + </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; + margin-top: .5em; + margin-bottom: 1.5em; + empty-cells: show; + border-color: gray; } + td {border-width: 1px; border-color: gray; font-size: 85%;} + tr.topr td {border-top-width: 2px; border-color: gray; border-style: solid;} + tr.midr td {border-style: none solid dotted solid;} + tr.botr td {border-bottom-width: 2px; border-color: gray; border-style: none solid solid solid;} + .tdright {text-align: right; padding-right: .5em;} /* aligning cell content to the right */ + .tdleft {text-align: left; padding-left: .5em;} + + 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-left: auto; margin-bottom: 2em; margin-top: 2em; + margin-right: auto; text-align: center;} + + .figleft {float: left; clear: left; margin-left: 0; margin-bottom: 1em; margin-top: + 1em; margin-right: 1em; padding: 0; text-align: center;} + + .figright {float: right; clear: right; margin-left: 1em; margin-bottom: 1em; + margin-top: 1em; margin-right: 0; padding: 0; 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 Charles M. Jacobs + +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 North River Division. Paper No. 1151 + +Author: Charles M. Jacobs + +Release Date: June 10, 2006 [EBook #18548] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + + + + +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_32" id="Page_32">[32]</a></span></p> + +<h2>AMERICAN SOCIETY OF CIVIL ENGINEERS</h2> + +<h3>INSTITUTED 1852</h3> + +<hr style="width: 45%;" /> + +<h1>TRANSACTIONS</h1> + +<hr style="width: 45%;" /> + +<h3>Paper No. 1151</h3> + + +<h1>THE NEW YORK TUNNEL EXTENSION OF THE +PENNSYLVANIA RAILROAD.</h1> + +<h1>THE NORTH RIVER DIVISION.</h1> + +<h2><span class="smcap">By Charles M. Jacobs, M. Am. Soc. C. E.</span></h2> + +<hr style="width: 45%;" /> + + + +<p>These observations are written with the purpose of outlining briefly, +as far as the writer was concerned, the evolution of the scheme of +bringing the Pennsylvania Railroad and the Long Island Railroad +into New York City, and also, as Chief Engineer of the North River +Division of the New York Tunnel Extension of the Pennsylvania +Railroad, to record in a general way some of the leading features of +the work on this division, which is that portion of the work extending +from the east line of Ninth Avenue, New York City, to the Hackensack +Portal on the westerly side of the Palisades, as an introduction +to the papers by the Chief Assistant Engineer and the Resident Engineers +describing in detail the work as constructed.</p> + +<p>It may be stated that, since shortly after the year 1871, when the +Pennsylvania Railroad system was extended to New York Harbor +through the lease of the New Jersey Lines, the officers of that company +have been desirous of reaching New York City by direct rail +connection.</p> + +<p>The writer's first connection with the tunneling of the North River +was early in 1890, when he was consulted by the late Austin Corbin, +President of the Long Island Railroad Company and the Philadelphia +<span class='pagenum'><a name="Page_33" id="Page_33">[33]</a></span> +and Reading Railroad Company, as to the feasibility of connecting +the Long Island Railroad with the Philadelphia and Reading Railroad +(or with the Central Railroad of New Jersey, which was the New +York connection of the Reading) by a tunnel from the foot of Atlantic +Avenue, Brooklyn, under the Battery and New York City, and directly +across the North River to the terminal of the Central Railroad of New +Jersey. Surveys, borings, and thorough investigations were made, and +the Metropolitan Underground Railroad Company was incorporated +in the State of New York to construct this railroad. Mr. Corbin, +however, was aware that, in the transportation problem he had in hand, +the Central Railroad of New Jersey and the Philadelphia and Reading +Railroad were not as important factors as the Pennsylvania Railroad, +and, in consequence, he abandoned the scheme for a tunnel to the +Central Railroad of New Jersey for a line direct to the Pennsylvania +Railroad terminal in Jersey City.</p> + +<p>Meantime, the Pennsylvania Railroad Company, as a result of its +investigation of the matter, in June, 1891, thought that the most +feasible project seemed to be to build tunnels for rapid transit passenger +service from its Jersey City Station to the lower part of New +York, connecting there with the rapid transit systems of that city, +and also extending under New York on the line of Cortlandt Street, +with stations and passenger lifts at the main streets and elevated +railroads.</p> + +<p>The late A. J. Cassatt, then a Director of the Pennsylvania Railroad +Company, and previous thereto as General Manager and Vice-President +(and later as President) of that company, was deeply interested in +obtaining an entrance into New York City, but was not satisfied with +the proposed rapid transit passenger tunnels which required the +termination of the Pennsylvania Railroad trains at its Jersey City +Station. Therefore, upon his request, in September of the same year, +another study and report was made by Joseph T. Richards, M. Am. +Soc. C. E., then Engineer of Maintenance of Way of the Pennsylvania +Railroad, on a route beginning in New York City at 38th Street +and Park Avenue on the high ground of Murray Hill, thence crossing +the East River on a bridge, and passing around Brooklyn to Bay +Ridge, thence under the Lower Bay or Narrows to Staten Island and +across to the mainland, reaching the New York Division of the +<span class='pagenum'><a name="Page_34" id="Page_34">[34]</a></span> +Pennsylvania Railroad at some point between Rahway and Metuchen. +Mr. Cassatt also had in mind at that time a connection with the New +England Railroad, then independent, but now part of the New York, +New Haven, and Hartford Railroad system, by means of the Long +Island Railroad, and a tunnel under the East River, which in later +years, as the result of further consideration of the situation, has been +covered by the proposed New York Connecting Railroad with a bridge +across the East River and over Ward's and Randall's Islands.</p> + +<p>As a result of these investigations, the late George D. Roberts, who +was then President of the Pennsylvania Railroad Company, authorized +an expenditure of about $25,000 for soundings to determine the nature +of the strata for tunneling under water. These soundings were carefully +made by Mr. Richards with a diamond drill, bringing up the actual +core of all rock found in crossing the waters of New York Bay from +the west to the east side and extending from the Narrows to the Jersey +City Station of the Pennsylvania Railroad.</p> + +<p>After these investigations had been made, early in 1892, Mr. +Roberts expressed himself as being favorable to the undertaking, with +the definite limitation that the tunnels must be for small cars doing +local suburban business, and for the transfer of Pennsylvania Railroad +passengers to and from New York, Brooklyn, and Jersey City, +and not in any way to be tunnels for standard steam equipment, the +expense for terminals and the prohibited use of coal for fuel in such +tunnels not warranting any broader consideration. Under such instructions, +the interests of the Pennsylvania Railroad Company for +effecting a physical entrance into New York City in that year were +turned over to Samuel Rea, M. Am. Soc. C. E., then Assistant to the +President of that Company, who has been identified with the investigations, +and the progress and construction of this work since that time, +Mr. Cassatt also working in conjunction with him on the plans then +and since considered by the Pennsylvania Railroad Management.</p> + +<p>On October 5th, 1892, Mr. Rea, under special direction of President +Roberts, made an extended investigation of the various routes which +had then been projected for extending the system into New York City +by rail or transport, and reported to Mr. Roberts that, in his opinion, +because of the limitation of the tunnel scheme to rapid transit trains +and the consequent transfer of passengers and traffic carried in passenger +trains, and because of the drawbacks caused by the use of steam +<span class='pagenum'><a name="Page_35" id="Page_35">[35]</a></span> +locomotives in full-sized tunnels, and the objection to cable traction or +any system of transportation which had not then stood the test of +years of practical service, the plan of the North River Bridge for +reaching New York City and establishing a terminus therein was the +best that had been evolved up to that time. The plan provided a direct +rail entrance into New York City for all railroads reaching the west +side of the Hudson River, and also for the New York Central and +Hudson River Railroad, as well as adequate station facilities in that +city. This bridge would have had one clear span of 3,100 ft. between +pier heads, landing on the New York side at the foot of West 23d +Street, and thence the line would have passed diagonally to the terminus +at Sixth Avenue and 25th Street. The location of the terminus +was subsequently changed to the vicinity of Seventh Avenue and 36th +Street. The bridge was designed with three decks: The first or lower +deck was to accommodate eight steam railroad tracks; the second was +to have six tracks, four of which could be assigned for rapid transit +trains operating with electric power, and the other two for steam railroad +trains; the third deck, reached by elevators, was to be a promenade +extending from anchorage to anchorage. A connection with the +Eleventh Avenue tracks of the New York Central and Hudson River +Railroad was to bring the trains of that road into the Union Station. +The Bridge Company had a Federal charter—granted in 1888—with +broad powers. Gustav Lindenthal, M. Am. Soc. C. E., was Chief Engineer, +and he and Mr. Rea were corporators and among its early promoters. +The Pennsylvania Railroad Management looked with favor +on its construction at that time, as subaqueous tunnels, with standard +railroad equipment with steam traction, were not regarded as a final +or attractive solution of the problem, from the standpoint of the +Management, and at a subsequent period the Pennsylvania Railroad +Company agreed to use the North River Bridge provided the other +roads reaching the west bank of the Hudson River would join. These +roads, however, did not avail themselves of the opportunity which in +its broadest scope was laid before them in 1900, after the Board of +Directors of the Pennsylvania Railroad Company had approved the +scheme at the instance of Mr. Cassatt.</p> + +<p>The scheme of Mr. Corbin for a subway connection, between +Flatbush Avenue and the Jersey City Station of the Pennsylvania +Railroad, for local transit, took form in 1892, and, jointly with the +<span class='pagenum'><a name="Page_36" id="Page_36">[36]</a></span> +Pennsylvania interests, railroad companies were incorporated in the +respective States to build a tunnel from under the Jersey City Station, +under the Hudson River to Cortlandt Street, New York City, thence +under Maiden Lane, the East River, and Pineapple and Fulton Streets, +Brooklyn, to a location at or near Flatbush and Atlantic Avenues. On +May 9th, 1893, these companies were merged into the Brooklyn, New +York and Jersey City Terminal Railroad Company, and estimates +and reports on the construction were made ready by the writer in association +with Mr. Rea, pending application for the franchises. The +panic of 1893, occurring about that time, checked further progress on +this scheme, and, before it could be revived again, other important +projects for reaching New York City were given consideration.</p> + +<p>That part of Mr. Corbin's plan contemplating a subway under +Atlantic Avenue in Brooklyn to the present Flatbush Avenue Terminal +was not a new idea, as a tunnel had been built in 1845 and operated +under a portion of Atlantic Avenue, but later it was filled up. <a href="#plate4">Plate +IV</a>, reproduced from a crayon sketch which was the property of the late +William H. Baldwin, Jr., is a view of this tunnel.</p> + +<p>In conjunction with schemes for river tunnels, complete plans for +rapid transit subways for New York City, very much on the line of +the present rapid transit subways, were also prepared for Mr. Corbin +by the writer. These plans provided a system of deep tunnels in +rock, entirely below the plane of quicksand, and at the Battery the +lines were to connect directly into the tunnels to Long Island and +New Jersey, respectively, and the stations throughout, where the rock +was at a deep level, were to be fitted with elevators, grouped as suggested +in <a href="#plate5">Plate V</a>, using private property on each side of the street +at station locations—one side for north-bound and the other side +for south-bound traffic. These plans were submitted to the first Rapid +Transit Commission, and, after long consideration, were rejected by +that Commission because they provided for the construction of the +tunnels by a private company, notwithstanding Mr. Corbin gave the +Commission assurances of ample financial means to carry the work to +completion.</p> + +<p>During the years 1892-93 Mr. Corbin was convinced that it was +necessary to get better facilities for handling the baggage and express +matter of the Long Island Railroad and the Long Island Express Company +across the East River between Long Island City and New York +<span class='pagenum'><a name="Page_37" id="Page_37">[37]</a></span> +City, and he instructed the writer to investigate and report on the +feasibility of building a tunnel, along the lines of the East River Gas +Tunnels, then nearly completed, between the foot of East 34th Street, +New York City, and the Long Island City Station of the Long Island +Railroad. In 1893 an investigation was made for such a tunnel, to +be of similar size to the East River Gas Tunnel (8 by 10 ft.), solely +for the purpose of handling baggage and express matter. Investigation +was made and estimates prepared, but the cost was considered to +be prohibitive in view of the possible earnings solely from the handling +of baggage and express, and the matter was not considered further.</p> + +<div class="figcenter" style="width: 398px;"> +<a href="images/plate4.jpg"> +<img id="plate4" src="images/plate4tn.jpg" width="398" height="310" +alt="Plate IV.—Tunnel under Part of Atlantic Avenue, Brooklyn. (From a Crayon Sketch.)" +title="Plate IV.—Tunnel under Part of Atlantic Avenue, Brooklyn. (From a Crayon Sketch.)" /> +<span class="caption"><span class="smcap">Plate IV.</span>—<span class="smcap">Tunnel under Part of Atlantic Avenue, Brooklyn.</span><br /> +(From a Crayon Sketch.)</span> +</a> +</div> + +<p>While Mr. Corbin was deeply interested in the down-town river +tunnels, the up-town situation was of great importance to the Long +Island Railroad, and, having allied himself with Mr. Charles Pratt, +they took up generally the franchise owned by Dr. Thomas Rainey +for a bridge over Blackwell's Island. Mr. Corbin became interested +with Dr. Rainey in 1894, and the actual construction proceeded on +this bridge. The design provided for four railroad tracks, besides +highways for tracks, pedestrians, etc., with a terminal station at Third +Avenue and 64th Street, New York City, which, under the franchise, +was the limit to which the railroad could proceed.</p> + +<p>At this period there were two projects for bridging the Hudson or +North River: the New York and New Jersey Bridge Company at +about 59th Street, and the North River Bridge Company at 23d +Street, as hereinbefore described. Several studies were made by the +writer, with the idea of making a rail connection between the Long +Island "Rainey" bridge and a bridge over the North River. An overhead +structure connection was prohibitory, as no franchise could be +obtained to cross Fifth Avenue with an overhead structure. Sketches +were prepared for a subway construction to connect with the bridges, +but a final plan was not worked out.</p> + +<p>The failure to carry out the joint undertaking with the Pennsylvania +Railroad Company in 1893 led Mr. Corbin to revive the scheme +of extending the Long Island Railroad from Flatbush Avenue, Brooklyn, +to New York City, therefore consideration was given to a relocation +of the route for Mr. Corbin during the early months of 1896, +the idea being that the entire up-town outlet for the Long Island Railroad +would be by Blackwell's Island Bridge, and the tunnel project +would give the down-town outlet.</p> + +<p><span class='pagenum'><a name="Page_38" id="Page_38">[38]</a></span> +At this time a commission had been appointed by the Legislature +to investigate the conditions on Atlantic Avenue, Brooklyn, and evolve +some scheme for the elimination of grade crossings on that avenue. +Early in 1896 plans were prepared and presented to this Commission; +first, for a subway from Flatbush Avenue Terminal for the entire +distance to the limits of the City of Brooklyn at Eldert's Lane; second, +for a subway from the Flatbush Avenue Terminal to East New York, +Manhattan Crossing, the railroad to remain as it previously existed at +grade through the 26th Ward of Brooklyn. Each of these schemes +contemplated an extension through Brooklyn to New York City at +Cortlandt Street and Broadway, and surveys and borings for this work +were made across the East River. In the summer of 1896, on the +decease of Mr. Corbin, all projects and work were immediately stopped; +but, after some months, Mr. W. H. Baldwin, Jr., when elected President +of the Long Island Railroad Company, took up actively the +reconsideration of the means whereby the Long Island Railroad could +reach New York City. After the fullest consideration, he decided that +the Blackwell's Island Bridge was by no means a suitable, adequate, or +convenient entry for the Long Island Railroad into New York City, +as it involved too great a cost and altogether too rigid a connection; it +was also a very inconvenient location, inasmuch as it was cut off from +convenient access to the west side of New York City by Central Park.</p> + +<p>For the down-town connection, Mr. Baldwin became enthusiastic, +but he had in mind, throughout, the all-important necessity for the +Long Island Railroad to reach the Pennsylvania Railroad across the +North River. At the same time Mr. Baldwin took up energetically the +Atlantic Avenue Improvement with the Atlantic Avenue Commission, +and, on consideration, decided it was essential that it should extend +through the 26th Ward above or below grade. The better plan, of +course, was obviously to make it a subway throughout, but, further, +the residents of this ward objected to the subway through that +section, and that construction would have made any change of the +Manhattan Beach Division at Manhattan Crossing very difficult for +the future; besides this, the controlling factor was the absolute +limitation by the City of Brooklyn of the amount of expenditure +therefor in which they would participate, therefore a composite +scheme, which is the plan as carried out, was agreed upon, being +in part subway and part elevated. This scheme reached a focus +<span class='pagenum'><a name="Page_39" id="Page_39">[39]</a></span> +early in 1897, and the law constituting the Board for the Atlantic +Avenue Improvement was passed, with a provision in the last paragraph +of the Act, for the construction of a tunnel from Flatbush +Avenue Terminal under Flatbush Avenue and Fulton Street to +Pineapple Street, crossing the river to Broadway and Maiden Lane +(Cortlandt Street), New York City, and with the understanding +that it would be extended beyond the New York State Line to the +Pennsylvania Railroad Station in New Jersey. This gave the legal +right for the construction of this tunnel, and, on June 20th, 1899, +the New York and Long Island Terminal Railroad Company was +incorporated for the purpose, Mr. Baldwin being President and +J. V. Davies, M. Am. Soc. C. E., Chief Engineer. Application was +immediately made to the Boards of Aldermen of Brooklyn and of +New York City. The latter acted favorably on the application, but +the Board of Aldermen of Brooklyn held the matter up, while the +Rapid Transit Commission laid out and promulgated the plan for +Contract No. 2 of the Rapid Transit Subway. With the understanding +that the Rapid Transit Brooklyn extension would be constructed +to the Flatbush Avenue Terminal, Mr. Baldwin withdrew +the application for the independent franchise, and agreed to proceed +with the Atlantic Avenue Improvement, on the basis of the City +proceeding with the Brooklyn extension of the Rapid Transit Subway. +This provided for the Long Island Railroad entry down town.</p> + +<div class="figcenter" style="width: 389px;"> +<a href="images/plate5.jpg"> +<img id="plate5" src="images/plate5tn.jpg" width="389" height="320" +alt="Plate V.—New York Underground Railway Company Section Through Surface and Underground Stations" +title="Plate V.—New York Underground Railway Company Section Through Surface and Underground Stations" /> +<span class="caption"><span class="smcap">Plate V.</span>—<span class="smcap">New York Underground Railway Company</span><br /> +Section Through Surface and Underground Stations</span> +</a> +</div> + +<p>Subsequently, however, it was proved that Mr. Baldwin had not +been fully satisfied that this was the proper solution of the matter, +for on April 12th, 1901, and upon his recommendation, the Board +of Directors of the Long Island Railroad Company took over from +the Pennsylvania Railroad Company its entire interests in the old +Brooklyn, New York, and Jersey City Terminal Railway Company, +thus giving him control of the route from Flatbush Avenue <i>via</i> Maiden +Lane and Cortlandt Street to underneath the Jersey City station.</p> + +<p>In the early part of 1900 active consideration was being given +by the Pennsylvania Railroad and other railroads terminating in +New Jersey to the proposed North River Bridge, as hereinbefore +stated, and, for the Long Island Railroad, Mr. Baldwin organized +a new company to construct a tunnel from the Long Island Railroad +at Sunnyside Yard, diving under the streets of Long Island City +by two tracks under the East River to the foot of 33d Street and +<span class='pagenum'><a name="Page_40" id="Page_40">[40]</a></span> +then proceeding under 33d Street as far as Seventh Avenue. A +station was to be located at Fourth Avenue below the Rapid Transit +Subway Station and also a large Terminal Station at Broadway. For +this purpose an option was obtained on the property of the Newbold +Lawrence Estate, at Broadway, Sixth Avenue, 33d and 34th Streets, +now occupied by Saks' Store. Mr. Baldwin, however, considered that +the amount of the investment ($1,600,000) for that property was too +great for this purpose, and allowed the option to expire. The property +was sold within a week thereafter to the Morganthau Syndicate for +$2,000,000. At this time (May, 1900), the Pennsylvania Railroad +obtained a controlling interest in the Long Island Railroad, and thereafter +the two schemes became one. Mr. Baldwin and Mr. Rea purchased +two 25-ft. lots on 33d Street just east of Broadway for an +entrance to the underground station. Plans were also prepared for +extending this line from Seventh Avenue northward under Seventh +Avenue to 45th Street. The investigation and preliminary work in +connection with this project were carried out in the early part of 1900.</p> + +<p>Reconsideration was given by Mr. Baldwin to the proposed location +of the up-town tunnels, with the idea of connecting the New York +Central and Hudson River Railroad by a tunnel between Long Island +City (Long Island Railroad Station) and the foot of 42d Street and +extending to the Grand Central Station, but nothing further than +investigation and the preparation of estimates was done on this.</p> + +<p>In the summer of 1901 Mr. Cassatt was in Paris and was advised +by Mr. Rea of the opening of the extension of the Orleans Railway to +the Quai d'Orsay Station and its successful operation by electric power, +also of the possibility of the Pennsylvania Railroad reaching New York +City in a similar way (the other trunk lines not having joined in the +promotion of the North River Bridge project). He at once examined +the new line, and then consulted the writer in London in relation to the +possibility of building tunnels under the North River. The writer +returned to New York with Mr. Cassatt, and soon thereafter a conference +of Mr. Cassatt, Mr. Rea, and Mr. Baldwin with the writer and +Mr. Davies was held in the Pennsylvania Railroad Company Office in +New York, when Mr. Cassatt outlined the scheme practically as it is +now carried out, the only difference being that he also proposed a +station on property of the New York and Harlem Railroad Company +at 33d Street, which was soon abandoned on account of the grade from +<span class='pagenum'><a name="Page_41" id="Page_41">[41]</a></span> +the East River, and particularly because of the superior location of the +adopted site at Seventh Avenue and 33d Street, this being central between +the down-town commercial and financial district and Central +Park, which divides New York City. On Mr. Cassatt's instructions, +surveys and investigations were begun in November, 1901, and estimates, +drawings, etc., were made. Preliminary estimates were presented to him +on November 8th, 1901. Following this, borings were continued, and +a plan was presented to Mr. Cassatt for assisting the support of the +North River tunnels on piles, if necessary. At the time of the appointment +of the Board of Engineers and the general organization of the +work, the preliminary investigations and work had been carried to an +advanced state.</p> + +<p>One result of the determination of the Pennsylvania Railroad Company +to extend its lines into New York City and thus move its +principal station from Jersey City, was that the down-town local and +suburban as well as through business was not provided for properly. +Mr. William G. McAdoo, appreciating this opportunity, revived the +scheme of an electric subway from Jersey City to New York, originally +promoted by Mr. Corbin and associates, but not including the extension +<i>via</i> Maiden Lane to Brooklyn, and entered into negotiations with the +Pennsylvania Railroad Company to provide for this down-town business +by extensions of the tunnel lines of the New York and New Jersey +Railroads to Exchange Place, Jersey City, under the Pennsylvania +Railroad Station, and thence across the Hudson River to Cortlandt +and Church Streets. As a result, the Hudson and Manhattan Railroad +Company was organized in 1902, and contracts were made with the +Pennsylvania Railroad Company for the sub-surface use of its station +in Jersey City, and for the interchange of passenger business at that +point between the trains of the Pennsylvania Railroad Company and +the tunnel of the Hudson and Manhattan Railroad Company. Later, +a further contract was made with the Pennsylvania Railroad Company +providing for the construction of the tunnel of the Hudson and +Manhattan Railroad Company westward under the tracks of the +Pennsylvania Railroad in Jersey City to a junction with the latter +at Summit Avenue, at which point can be installed a joint station, +and the operation effected of a joint electric train service between +Church Street, New York City, and Newark, N. J., the Pennsylvania +Railroad tracks between Summit Avenue and Newark to be electrified +<span class='pagenum'><a name="Page_42" id="Page_42">[42]</a></span> +for that purpose, with a transfer station established east of Newark, +at Harrison, at which point the steam and electric locomotives will +exchange. By means of this, all down-town passengers will transfer +to the electric service at Harrison Station, and thus the Pennsylvania +Railroad Company is expected to be relieved of maintaining a separate +steam service for passenger traffic to Jersey City and a large down-town +station with extensive contingent facilities at that point.</p> + +<p>From the foregoing it will be seen that the final decision to extend +the Pennsylvania Railroad into and through New York City by a +system of tunnels, and erect a large station in that city on a most +eligible site, was not reached in a hurried or off-hand manner, but +after years of painstaking study and a full and extended investigation +of all routes, projects, and schemes, whether originating with the +company or suggested by others.</p> + +<div class="figcenter" style="width: 774px;"> +<a href="images/plate6.png"> +<img id="plate6" src="images/plate6tn.png" width="774" height="262" +alt="Plate VI.—Pennsylvania Railroad Extension: Map Showing Proposed Lines Leading to Those Finally Adopted" +title="Plate VI.—Pennsylvania Railroad Extension: Map Showing Proposed Lines Leading to Those Finally Adopted" /> +<span class="caption"><span class="smcap">Plate VI.</span>— +<span class="smcap">Pennsylvania Railroad Extension: Map Showing Proposed Lines Leading to Those Finally Adopted</span></span> +</a> +</div> + +<p><a href="#plate6">Plate VI</a> is a map of New York City and vicinity on which are +shown the various lines contemplated in the evolution of the New York +Tunnel Extension of the Pennsylvania Railroad hereinbefore outlined.</p> + +<p>The question of tunnels under the North River was an uncertain +factor in the larger Pennsylvania Railroad scheme, owing to the nature +of the ground composing the river bed in which the tunnels would be +constructed.</p> + +<p>It is well known that about 35 years ago an attempt was made to +construct a tunnel under the North River by using a "Pilot" system +under compressed air and forming the tunnels in brick masonry. +Owing to the very soft nature of the materials through which it passed, +several serious accidents occurred, and the work was abandoned after +about 2,000 ft. of tunnel had been constructed. Later, this work was +taken up again, when a shield was installed and an additional 1,800 ft. +was built with cast-iron segmental lining, but the work was again +abandoned, owing principally to financial difficulties while coincidentally +before entering a rock reef which presented another serious +difficulty in construction. The experience then in the construction of +this tunnel led capitalists and engineers to believe that, owing to the +very soft nature of the ground, a tunnel could not be built that would +be sufficiently stable to withstand the vibration due to heavy traffic, +and for this reason tunnels under the North River were not looked +upon as practicable. The writer devised a scheme to carry within the +tunnel the rolling loads on bridging supported on piers or piles extending +<span class='pagenum'><a name="Page_44" id="Page_44">[44]</a></span> +from the tunnel invert down to hard material. These would be +attached to the tunnel itself or would pass into it independently +through sliding joints in the tunnel shell. This scheme gained the +confidence of the management, as it was believed that, by adopting such +a plan, tunnels could be built in the soft material underlying the +Hudson River and remain stable under all conditions of traffic. After +thus feeling assured that by this method the tunnels could be made +safe beyond question, orders were given to proceed with the great work +of the extension into New York of the Pennsylvania and Long Island +Railroad systems.</p> + +<div class="figcenter" style="width: 781px;"> +<a href="images/fig1.png"> +<img id="fig1" src="images/fig1tn.png" width="781" height="367" +alt="Fig. 1.—(Full page image) ENGINEERING STAFF ORGANIZATION" +title="Fig. 1.—(Full page image) ENGINEERING STAFF ORGANIZATION" /> +<span class="caption"><span class="smcap">Fig. 1.</span>—(Full page image)<br /> +ENGINEERING STAFF ORGANIZATION</span> +</a> +</div> + +<p>The organization of the engineering staff is shown on the diagram, +<a href="#fig1">Fig. 1</a>. In the beginning of 1902 and during the period of making +studies, additional borings, and preliminary triangulations, and prior +to making the contract plans and specifications, James Forgie, M. Am. +Soc. C. E., was appointed Chief Assistant Engineer by the writer. +To him all the Resident Engineers and other heads of the Engineering +Departments reported.</p> + +<p>The work was divided into three Residencies:</p> + +<p>1.—The Terminal Station-West, under the charge of B. F. Cresson, +Jr., M. Am. Soc. C. E., Resident Engineer, comprising the work from +the east side of Ninth Avenue to the east side of Tenth Avenue, including +excavation, retaining and face walls, and the extensive work of +underpinning Ninth Avenue with its surface and elevated railroads +and other structures.</p> + +<p>2.—The River Tunnels, under the charge of B. H. M. Hewett, M. +Am. Soc. C. E., General Resident Engineer, and Mr. H. F. D. Burke +and William Lowe Brown, M. Am. Soc. C. E., Resident Engineers, +including the land tunnels from the east side of Tenth Avenue, New +York City, to the commencement of the iron-lined tunnels, and extending +westward from there to the Weehawken Shaft, New Jersey.</p> + +<p>3.—The Bergen Hill Tunnels, under the charge of F. Lavis, M. Am. +Soc. C. E., Resident Engineer, including the rock tunnels from the +Weehawken Shaft to the Hackensack Portal on the west side of the +Palisades, all in New Jersey.</p> + +<p>Paul A. Seurot, M. Am. Soc. C. E., acted as Office Engineer in +charge of the drawing office, and Mr. J. Soderberg as Mechanical Engineer +in charge of the mechanical drafting. Prior to the construction +of the above works Mr. C. J. Crowley acted as Resident Engineer on +<span class='pagenum'><a name="Page_45" id="Page_45">[45]</a></span> +the construction of the Weehawken Shaft, and J. F. Rodenbough, +Assoc. M. Am. Soc. C. E., on that of the Manhattan Shaft.</p> + +<p>Table 1 shows the quantities of certain materials and other statistics +regarding this Division.</p> + + +<h4>TABLE 1.</h4> + + +<div class='center'> +<table border="0" cellpadding="4" cellspacing="0" summary="Quantities of certain materials."> +<tr class='topr'> + <td class='tdleft'> </td> + <td class='tdright'> Bergen Hill.</td> + <td class='tdright'> River Tunnels.</td> + <td class='tdright'> Term. Sta.-W.</td> +</tr> +<tr class='midr'> + <td class='tdleft'>Excavation disposed of (or displaced), in cubic yards</td> + <td class='tdright'> 263,000</td> + <td class='tdright'> 238,995</td> + <td class='tdright'> 517,000</td> +</tr> +<tr class='midr'> + <td class='tdleft'>Cast metal used in tunnel, including cast iron and cast steel, in tons</td> + <td class='tdright'> </td> + <td class='tdright'> 64,265</td> + <td class='tdright'> </td> +</tr> +<tr class='midr'> + <td class='tdleft'>Steel bolts used, in tons</td> + <td class='tdright'> </td> + <td class='tdright'> 2,606</td> + <td class='tdright'> </td> +</tr> +<tr class='midr'> + <td class='tdleft'>Cement used (concrete and grout), in barrels</td> + <td class='tdright'> 95,000</td> + <td class='tdright'> 145,500</td> + <td class='tdright'> 33,000</td> +</tr> +<tr class='midr'> + <td class='tdleft'>Concrete, in cubic yards</td> + <td class='tdright'> 95,000</td> + <td class='tdright'> 75,400</td> + <td class='tdright'> 18,500</td> +</tr> +<tr class='midr'> + <td class='tdleft'>Dynamite for blasting, in pounds</td> + <td class='tdright'> 600,000</td> + <td class='tdright'> 100,400</td> + <td class='tdright'> 206,000</td> +</tr> +<tr class='midr'> + <td class='tdleft'>Brickwork, in cubic yards</td> + <td class='tdright'> </td> + <td class='tdright'> 4,980</td> + <td class='tdright'> </td> +</tr> +<tr class='botr'> + <td class='tdleft'>Structural steel (including Pier 72), in pounds</td> + <td class='tdright'> 50,000</td> + <td class='tdright'> 3,141,000</td> + <td class='tdright'> 1,475,000</td> +</tr> +</table> +</div> + +<p>The number of passengers carried on the Elevated Railroad and +surface lines of Ninth Avenue during the underpinning of these +structures was about 125,000,000.</p> + +<p>The Board of Engineers, organized by the Pennsylvania Railroad +Company in January, 1902, immediately took up the matter of route +and grade. The center line, which had been assumed as the center +line of 32d Street extended westward, was slightly changed.</p> + +<p>The grade adopted was approximately 2% descending westward +from Ninth Avenue, which would place the tunnel well below the +Government dredging plane of 40 ft. below mean low water at the pier +head line; thence westward on a lighter grade still descending until +the deepest portion of the river was reached where the top of the rail +would be about 90 ft. below mean high water, this location giving sufficient +cover over the tunnels to insure stability and guard against the +possibility of shipwrecks settling on the tunnels. From this point to +the portal an ascending grade of 1.30% was adopted, which gave the +lines sufficient elevation to cross over the tracks of the New York, +Susquehanna and Western and the Erie Railroads, which run along +the westerly base of the Palisades. Owing to the exigencies of construction, +these grades in the river were very slightly modified. <a href="#plate7">Plate +VII</a> is a plan and profile of the tunnels as constructed.</p> + +<div class="figcenter" style="width: 778px;"> +<a href="images/plate7.png"> +<img id="plate7" src="images/plate7tn.png" width="778" height="260" +alt="Plate VII.—Plan, Profile, and Triangulation, North River Tunnels" +title="Plate VII.—Plan, Profile, and Triangulation, North River Tunnels" /> +<span class="caption"><span class="smcap">Plate VII.</span>— +<span class="smcap">Plan, Profile, and Triangulation, North River Tunnels</span></span> +</a> +</div> + +<p>The Board of Engineers early in 1902 took up the question of supports +for the tunnels under the North River, and various plans and +<span class='pagenum'><a name="Page_46" id="Page_46">[46]</a></span> +schemes were considered. It was finally decided to support the tracks +on screw-piles carried through the lining of the tunnels, as originally +proposed by the writer.</p> + +<p>In order to know something of the capacity of screw-piles in the +actual material to be passed through, it was resolved to test them. A +caisson was sunk at the end of one of the Erie Railroad piers on the +New Jersey side near the line of the tunnels, and, to obtain parallel +conditions as much as possible, the excavation was carried down to the +proposed grade of the tunnel. Various types of screw-piles were sunk +therein and tests were made, not only of the dead load carrying +capacity, but also with the addition of impact, when it was found that +screw-piles could be sunk to hard ground and carry the required load. +The final part of the test was the loading. The screw-pile, having a +shaft 30 in. in diameter and a blade 5 ft. in diameter, was loaded with +600,000 lb., with the result that, for a month—the duration of this +loaded test—there was no subsidence.</p> + +<p>Again, and after the iron tunnel lining had been constructed across +the river, tests were made of two types of supports: One a screw-pile +29-1/2 in. in diameter with a blade 4 ft. 8 in. in diameter and the other a +wrought-iron pipe 16 in. in external diameter. Tests were made, not +only for their carrying capacity, but also for their value as anchorages, +and it was found that the screw-pile was more satisfactory in every +way; it could be put down much more rapidly, it was more easily +maintained in a vertical position, and it could carry satisfactorily any +load which could be placed on it as a support for the track. The 16-in. +pipe did not prove efficient either as a carrier or as an anchorage. +These tests will be mentioned in the detailed description of the work +to follow. Figs. <a href="#fig2">2</a> and <a href="#fig3">3</a> illustrate the general arrangement and details +of the machine designed by the writer and used for sinking the test +piles in the tunnels. This machine had been used originally on the +New Jersey side on the test pile at Pier C, and the adaption was not +exactly as shown on these drawings, but if the screw-piles had been +placed in the tunnels, the arrangement shown would have been used.</p> + +<p>Surveys, soundings, and borings were commenced in the latter part +of 1901 on an assumed center line of tunnels which was the center line +of 32d Street extended westward.</p> + +<p>The soundings were made from a float stage fastened to a tugboat, +the location being determined by transits on shore and the elevation +<span class='pagenum'><a name="Page_47" id="Page_47">[47]</a></span> +by measuring from the surface of the water, a tide gauge being continually +observed and the time of soundings and gauge readings kept.</p> + +<p>In the river wash-borings were made from a floating pile-driver +on which was installed a diamond-drill outfit of rods, pump, etc. +Fourteen borings were completed in the river. Considerable difficulty +was found in holding the pile-driver against the current, the material +in the bottom being very soft, and several borings were lost owing to +the drifting of the pile-driver. Each boring was continued, and the +depth of several was more than 250 ft. below the surface of the water. +The borings on land were mostly core borings, and were generally +made with the chilled shot boring machine.</p> + +<p>Base lines, about 2,250 ft. in length, were measured on each side +of the river, and observation points established. It was necessary to +build a triangulation tower 60 ft. high on the New Jersey side as an +observation point. The base lines were measured with 100-ft. steel +tapes which were tested repeatedly, and the work was done at night +in order to obtain the benefit of uniform temperature and freedom +from traffic interruptions. From the base line on the New Jersey side, +which passed over the Weehawken Shaft, an elevated point on the +assumed center line on the side of Bergen Hill was triangulated to, +and from this point westward a closed polygon was measured along the +streets to the top of the hill on the west side and thence along the +assumed center line to the portal. The level transfer across the river +was made by sighting across in opposite directions simultaneously, and +also by tide gauges. The outline of the final triangulation system is +shown on <a href="#plate7">Plate VII</a>.</p> + +<div class="figcenter" style="width: 678px;"> +<a href="images/fig2.png"> +<img id="fig2" src="images/fig2tn.png" width="678" height="470" +alt="Fig. 2.—(Full page image) HYDRAULIC SCREWING MACHINE WITH RATCHET DRIVE AND VERTICAL JACK GENERAL ARRANGEMENT" +title="Fig. 2.—(Full page image) HYDRAULIC SCREWING MACHINE WITH RATCHET DRIVE AND VERTICAL JACK GENERAL ARRANGEMENT" /> +<span class="caption"><span class="smcap">Fig. 2.</span>—(Full page image)<br /> +HYDRAULIC SCREWING MACHINE<br /> +WITH RATCHET DRIVE AND VERTICAL JACK<br /> +GENERAL ARRANGEMENT</span> +</a> +</div> + +<div class="figcenter" style="width: 717px;"> +<a href="images/fig3.png"> +<img id="fig3" src="images/fig3tn.png" width="717" height="497" +alt="Fig. 3.—(Full page image) HYDRAULIC SCREWING MACHINE +WITH RATCHET DRIVE AND VERTICAL JACK DETAILS" +title="Fig. 3.—(Full page image) HYDRAULIC SCREWING MACHINE +WITH RATCHET DRIVE AND VERTICAL JACK DETAILS" /> +<span class="caption"><span class="smcap">Fig. 3.</span>—(Full page image)<br />HYDRAULIC SCREWING MACHINE<br /> +WITH RATCHET DRIVE AND VERTICAL JACK <br /> +DETAILS</span> +</a> +</div> + +<p>The decision as to the locations of the shafts on both sides of the +river, for construction purposes and finally for permanent use, was a +comparatively simple matter, and, all circumstances considered, they +are unquestionably in the most suitable places. On the New York +side the shaft was as near as practicable to the line dividing the +subaqueous iron-lined tunnels from the land tunnels, and on the New +Jersey side the shaft was placed centrally on the line of the tunnels +and on the nearest available ground to the river, while at the same time +beyond the other end of the river tunnels, thus necessitating driving +the subaqueous tunnels only from east and west to meet under the +river. A caisson shaft on the New York side, on the line of the tunnels +near the river bulkhead, was at one time considered, but was not +<span class='pagenum'><a name="Page_50" id="Page_50">[50]</a></span> +adopted as it entailed the driving of two shields both east and west, +in addition to the two from New Jersey, adding to the plant outlay +while not affording any material saving in the time of construction.</p> + +<p>It was thought desirable to construct the shafts on the two sides +of the river in advance of letting the main contracts for the tunnels. +The Manhattan Shaft is north of the line of the tunnels, on the north +side of 32d Street, east of Eleventh Avenue. The Weehawken Shaft is +on the line of the tunnels in the yards of the Erie Railroad on the +New Jersey side, and the distance between the shafts is about 6,575 ft. +The contracts for these shafts were let in June, 1903, to the United +Engineering and Contracting Company, and they were completed and +ready for use at the time of letting the main contract for the tunnels, +thus saving considerable time.</p> + +<p><i>The Terminal Station-West.—Between Ninth and Tenth Avenues.</i>—In +the original design it was contemplated to have a four-track +tunnel under 32d Street from Ninth to Eleventh Avenues, but owing +to the necessity for having additional yard facilities, property was +bought for about 100 ft. north and 100 ft. south of 32d Street, between +Ninth and Tenth Avenues, and an open excavation, lined with concrete +retaining walls and face walls, was made. Between Ninth and +Tenth Avenues, 32d Street was closed, and the property formerly the +street was bought by the Tunnel Company from the City of New York +for a consideration by deed dated April 18th, 1906. The Church, +Rectory, and School of St. Michael's, which was located on the west +side of Ninth Avenue between 31st and 32d Streets, was acquired by +the Tunnel Company after it had acquired property for and had built +a similar institution on the south side of 34th Street west of Ninth +Avenue.</p> + +<p>Probably the most interesting feature of this contract was the support +and maintenance of Ninth Avenue, which has a three-track +elevated railway structure and a two-track surface railway structure, +on which it was necessary to maintain traffic while excavation was +made to a depth of about 60 ft., and a viaduct was erected to carry +Ninth Avenue. The length of this viaduct is about 375 ft., and the +steelwork and its erection was done apart from the North River +Division work, but all excavation and underpinning was included in +this division. The contract for this work on the Terminal Station-West +was let to the New York Contracting Company-Pennsylvania +<span class='pagenum'><a name="Page_51" id="Page_51">[51]</a></span> +Terminal, on April 28th, 1906, and included about 517,000 cu. yd. of +excavation, about 87% being rock, the construction of about 2,000 lin. +ft. of retaining and face walls containing about 18,500 cu. yd. of concrete, +and a large quantity of structural steel (1,475,000 lb.) for +temporary use in underpinning Ninth Avenue.</p> + +<p><a href="#fig4">Fig. 4</a> shows cross-sections of the Terminal Station-West yard, +and <a href="#fig5">Fig. 5</a> shows the general method of underpinning the Ninth +Avenue structures.</p> + +<div class="figcenter" style="width: 681px;"> +<a href="images/fig4.png"> +<img id="fig4" src="images/fig4tn.png" width="681" height="424" +alt="Fig. 4.—TERMINAL STATION WEST TYPICAL SECTIONS" +title="Fig. 4.—TERMINAL STATION WEST TYPICAL SECTIONS" /> +<span class="caption"><span class="smcap">Fig. 4.</span>—TERMINAL STATION WEST TYPICAL SECTIONS</span> +</a> +</div> + +<p><i>River Tunnels.</i>—In the original plan a four-track tunnel was contemplated +from the east side of Tenth Avenue to the east side of +Eleventh Avenue, but, owing to the extension of the Terminal Yard, +previously noted, this plan was changed, and a two-track structure was +built having a central wall between the tracks. This was constructed +in tunnel, with the exception of 172 ft. about midway between Tenth +and Eleventh Avenues, where the rock dipped below the roof of the +tunnel, and there the construction was made in open cut. These +tunnels were lined with concrete with brick arches, Figs. <a href="#fig6">6</a>, <a href="#fig7">7</a>, and <a href="#fig8">8</a> +being typical cross-sections. This work was executed by the O'Rourke +Engineering Construction Company, under a contract dated November +1st, 1904.</p> + +<p><span class='pagenum'><a name="Page_52" id="Page_52">[52]</a></span> +It was possible to excavate in full rock cover about 250 ft. of the +tunnels eastward from the Weehawken Shaft and 225 ft. westward +from the Manhattan Shaft. At these points the rock cover was very +thin, and there shield chambers were made for the erection of two sets +of shields, about 6,100 ft. apart. A typical cross-section of the Weehawken +Land Tunnel is shown on <a href="#plate8">Plate VIII</a>.</p> + +<div class="figcenter" style="width: 471px;"> +<a href="images/plate8.png"> +<img id="plate8" src="images/plate8tn.png" width="471" height="548" +alt="Plate VIII.—Typical Sections Between Manholes, Bergen Hill Tunnels" +title="Plate VIII.—Typical Sections Between Manholes, Bergen Hill Tunnels" /> +<span class="caption"><span class="smcap">Plate VIII.</span>— +<span class="smcap">Typical Sections Between Manholes, Bergen Hill Tunnels</span></span> +</a> +</div> + +<p>The Board of Engineers decided, and it was so stated in the contract +and specifications, that the river tunnels should be constructed +by means of hydraulic shields, but bidders were permitted to present +to the Board any scheme on which they might desire to bid, but, of +course, the decision as to the practicability of such plans rested with +the Board.</p> + +<p>Inasmuch as the shield method of construction was required, the +writer designed a shield for use in the North River Tunnels. The +shield was about 18 ft. long, over all, and was provided with a rigid +but removable hood extending beyond the normal line of the cutting +edge, for use in sand, gravel, and ballast, to be removed when the shield +reached the silt. The shields were thrust forward by twenty-four rams +capable of exerting a pressure of 3,400 tons at a hydraulic pressure of +5,000 lb. per sq. in. Taking into account 30 lb. air pressure, this +pressure was increased to 4,400 tons. The shield was fitted with a +single hydraulic erector and hydraulic sliding platforms, and when +complete weighed 194 tons. <a href="#fig9">Fig. 9</a> is a back elevation and section +of the shield.</p> + +<p>The contract for the river tunnels was let to the O'Rourke Engineering +Construction Company on May 2d, 1904.</p> + +<p>The shields were built in accordance with the design previously +referred to, and proved entirely satisfactory. Generally, the materials +passed through were as follows: Starting out in full face rock, from +it into a mixed face of rock and sand, thence into sand and gravel, +full face of sand, piles, rip-rap, and the Hudson silt; and all were +fully charged with water.</p> + +<p>Compressed air, at an average gauge pressure of about 25 lb. and +a maximum of 40 lb. per sq. in., was used in the tunnels from the time +the shields emerged from full rock face until the tunnel lining had +been joined up and all caulking and grummeting had been done.</p> + +<div class="figcenter" style="width: 764px;"> +<a href="images/fig5.png"> +<img id="fig5" src="images/fig5tn.png" width="764" height="408" +alt="Fig. 5.—(Full page image) ARRANGEMENT OF STRUCTURES SUPPORTING NINTH AVE. DURING PROGRESS OF EXCAVATION" +title="Fig. 5.—(Full page image) ARRANGEMENT OF STRUCTURES SUPPORTING NINTH AVE. DURING PROGRESS OF EXCAVATION" /> +<span class="caption"><span class="smcap">Fig. 5.</span>—(Full page image)<br /> +ARRANGEMENT OF STRUCTURES SUPPORTING NINTH AVE. DURING PROGRESS OF EXCAVATION</span> +</a> +</div> + +<p>Contractor's plants were established at the Weehawken Shaft and at +the Manhattan Shaft, including at each, low-pressure air compressors +<span class='pagenum'><a name="Page_54" id="Page_54">[54]</a></span> +of a capacity of 13,000 cu. ft. of free air per minute and also high-pressure +air compressors for drills, hydraulic pumps, electric generators, +etc.</p> + +<p>The river tunnels passed under Pier 72, North River (old No. 62), +which was occupied by the New York Central and Hudson River +Railroad Company. The Tunnel Company leased this pier and withdrew +all the piles on the lines of the tunnels prior to the commencement +of construction, and on the remaining piles constructed a trestle +for the disposal of the excavation from the tunnels and the terminal. +At the completion of the work this pier had to be restored, and <a href="#fig10">Fig. 10</a> +shows the general arrangements of the location of the piles and the pier +structure with reference to the tunnels.</p> + +<p>In the tunnels which were constructed in silt farther down the river, +by the writer as Chief Engineer for the Hudson Companies, it had +been possible to shove the shield through the silt with all the doors +closed, displacing the ground and making great speed in construction +owing to the absence of all mucking. It was thought that this procedure +might be pursued in the larger tunnels of the Pennsylvania +Railroad, and it was tried, but it was almost immediately found to be +impossible to maintain the required grade without taking a certain +quantity of muck into the tunnels through the lower doors, the tendency +of the shield being to rise. By taking in about 33% of the +excavation displaced by the tunnel, the grade could be maintained. It +was considered desirable, owing to this rising of the shields, to increase +the weight of the cast-iron lining, and this was done, making the weight +of the completed tunnel more nearly equal to the weight of the displaced +material. The weight of the cast-iron lining (with bolts) was +increased from 9,609 to 12,127 lb. per lin. ft. of tunnel. The weight of +the finished tunnel with this heavier iron is 31,469 lb. per lin. ft. The +weight of the silt displaced per linear foot of tunnel, at 100 lb. per +cu. ft., is 41,548 lb. The weight of the completed tunnel with the maximum +train load is 42,869 lb. per lin. ft.</p> + +<p>The maximum progress at one face in any one month was 545 ft., +working three 8-hour shifts, and the average progress in each heading +while working three shifts was 18 ft. per 24 hours; while working one +shift with the heavier lining referred to above, the delivery of which +was slow, the average progress was 11 ft. per 24 hours.</p> + +<p><span class='pagenum'><a name="Page_55" id="Page_55">[55]</a></span></p> + +<div class="figcenter" style="width: 561px;"> +<a href="images/fig6.png"> +<img id="fig6" src="images/fig6tn.png" width="561" height="375" +alt="Fig. 6.—15' 4" Span Twin Tunnels. Rock Roof." +title="Fig. 6.—15' 4" Span Twin Tunnels. Rock Roof." /> +<span class="caption"><span class="smcap">Fig. 6.</span>—15' 4" Span Twin Tunnels. Rock Roof.</span> +</a> +</div> + +<div class="figcenter" style="width: 564px;"> +<a href="images/fig7.png"> +<img id="fig7" src="images/fig7tn.png" width="564" height="324" +alt="Fig. 7.—19' 6" Span Twin Tunnels." +title="Fig. 7.—19' 6" Span Twin Tunnels." /> +<span class="caption"><span class="smcap">Fig. 7.</span>—19' 6" Span Twin Tunnels.</span> +</a> +</div> + +<div class="figcenter" style="width: 601px;"> +<a href="images/fig8.png"> +<img id="fig8" src="images/fig8tn.png" width="601" height="321" +alt="Fig. 8.—21' 6" Span Twin Tunnels" +title="Fig. 8.—21' 6" Span Twin Tunnels" /> +<span class="caption"><span class="smcap">Fig. 8.</span>—21' 6" Span Twin Tunnels</span> +</a> +</div> + +<p><span class='pagenum'><a name="Page_56" id="Page_56">[56]</a></span></p> + +<div class="figcenter" style="width: 780px;"> +<a href="images/fig9.png"> +<img id="fig9" src="images/fig9tn.png" width="780" height="462" +alt="Fig. 9.—PROPOSED SHIELD FOR SUBAQUEOUS TUNNELING GENERAL ELEVATION" +title="Fig. 9.—PROPOSED SHIELD FOR SUBAQUEOUS TUNNELING GENERAL ELEVATION" /> +<span class="caption"><span class="smcap">Fig. 9.</span>—PROPOSED SHIELD FOR SUBAQUEOUS TUNNELING GENERAL ELEVATION</span> +</a> +</div> + +<p><span class='pagenum'><a name="Page_57" id="Page_57">[57]</a></span></p> + +<div class="figcenter" style="width: 787px;"> +<a href="images/fig10.png"> +<img id="fig10" src="images/fig10tn.png" width="787" height="507" +alt="Fig. 10.—RESTORATION OF PIER 72 (OLD 62) NORTH RIVER TRANSVERSE SECTION AT CENTER OF PIER" +title="Fig. 10.—RESTORATION OF PIER 72 (OLD 62) NORTH RIVER TRANSVERSE SECTION AT CENTER OF PIER" /> +<span class="caption"><span class="smcap">Fig. 10.</span>—RESTORATION OF PIER 72 (OLD 62) NORTH RIVER TRANSVERSE SECTION AT CENTER OF PIER</span> +</a> +</div> + +<p>In order to permit the screw-piles to be put in place through the +<span class='pagenum'><a name="Page_58" id="Page_58">[58]</a></span> +lining, cast-steel bore segments were designed, and placed in the invert +at 15-ft. centers; these are of such a design as to permit the blade and +shaft of the screw-pile to be inserted without removing any portion of +the lining. <a href="#fig11">Fig. 11</a> is a typical cross-section of the river tunnel, as +originally planned, with these pile supports.</p> + +<p>After the shields had met and the iron lining was joined up, various +experiments and tests were made in the tunnel; screw-piles, and 16-in. +pipes, previously referred to, were inserted through the bore segments +in the bottom of the tunnel, thorough tests with these were made, levels +were observed in the tunnels during the construction and placing of +the concrete lining, an examination was conducted of the tunnels of +the Hudson and Manhattan Railroad Company under traffic, and the +result of these examinations was the decision not to install the screw-piles. +The tunnels, however, were reinforced longitudinally by twisted +steel rods in the invert and roof, and by transverse rods where there +was a superincumbent load on the tunnels; it might also be noted that +on the New York side, where the tunnels emerge from the rock and +pass into the soft material, the metal shell is of cast steel instead of +cast iron. <a href="#fig12">Fig. 12</a> is a typical cross-section of the river tunnels as +actually constructed.</p> + +<div class="figcenter" style="width: 321px;"> +<a href="images/fig11.png"> +<img id="fig11" src="images/fig11tn.png" width="321" height="522" alt="Fig. 11.—(Full page image) CROSS-SECTION OF TUNNEL SHOWING TRACK SYSTEM AND SCREW-PILE." +title="Fig. 11.—(Full page image) CROSS-SECTION OF TUNNEL SHOWING TRACK SYSTEM AND SCREW-PILE." /> +<span class="caption"><span class="smcap">Fig. 11.</span>—(Full page image)<br /> +CROSS-SECTION OF TUNNEL SHOWING TRACK SYSTEM AND SCREW-PILE.</span> +</a> +</div> + +<div class="figcenter" style="width: 494px;"> +<a href="images/fig12.png"> +<img id="fig12" src="images/fig12tn.png" width="494" height="478" alt="Fig. 12.—SUBAQUEOUS TUNNELS CROSS-SECTIONS" +title="Fig. 12.—SUBAQUEOUS TUNNELS CROSS-SECTIONS" /> +<span class="caption"><span class="smcap">Fig. 12.</span>—SUBAQUEOUS TUNNELS CROSS-SECTIONS</span> +</a> +</div> + +<p>During the investigations in the tunnels, borings were made to +determine exactly the character of the underlying material, and it was +then found that the hard material noted in the preliminary wash-borings +was a layer of gravel and boulders overlying the rock. When the +borings in the tunnels reached this material it was found to be water-bearing +and the head was about equivalent to that of the river. Rock +cores were taken from these borings, and the deepest rock was found +at about the center of the river at an elevation of 302.6 ft. below mean +high water. Rods were then inserted in each bore hole and thereby +attached to the rock and used as bench-marks in the tunnels. From +these bench-marks, using specially designed instruments, very accurate +observations of the behavior of the tunnels could be made, and from +these the very interesting phenomenon of the rise and fall of the tunnels +with the tide was verified, the tunnels being low at high tide and +the average variations being about 0.008 ft. in the average tide of about +4.38 ft.: the tidal oscillations are entirely independent of the weight +of the tunnels, since observations show them to have been the same +both before and after the concrete lining was in position. There was +<span class='pagenum'><a name="Page_60" id="Page_60">[60]</a></span> +considerable subsidence in the tunnels during construction and lining, +amounting to an average of 0.34 ft. between the bulkhead lines. This +settlement has been constantly decreasing since construction, and +appears to have been due almost entirely to the disturbances of the +surrounding materials during construction. The silt weighs about +100 lb. per cu. ft. (this is the average of a number of samples taken +through the shield door, and varied from 93 to 109 lb. per cu. ft.), +and contains about 38% of water. It was found that whenever this +material was disturbed outside the tunnels a displacement of the tunnels +followed. The tunnels as above noted have been lined with concrete +<span class='pagenum'><a name="Page_61" id="Page_61">[61]</a></span> +reinforced with steel rods, and prior to the placing of the concrete +the joints were caulked, the bolts grummeted, and the tunnels rendered +practically water-tight; the present quantity of water to be disposed of +does not exceed 300 gal. per 24 hours in each tunnel 6,100 ft. long.</p> + +<p><i>Bergen Hill Tunnels.</i>—These are two single-track tunnels, 37 ft. +from center to center, and extend for a distance of 5,940 ft. from the +Weehawken Shaft to the Hackensack Portal. They were built almost +entirely through trap rock. The contract was let on March 6th, 1905, +to the John Shields Construction Company, but was re-let on January +1st, 1906, to William Bradley, the Shields Company having gone into +the hands of a receiver. About 1,369 ft. of the tunnel excavation was +done by the Shields Company, but no concrete lining. The maximum +monthly progress for all headings was 622 ft., and the average progress +was 338 ft. A working shaft 216 ft. deep was sunk from the top of the +hill, to facilitate construction. The tunnels are lined with concrete +throughout. Typical cross-sections of these tunnels are shown on +<a href="#plate8">Plate VIII</a>.</p> + +<p>In conclusion it may be admissible for the writer after having, in +conjunction with Mr. Samuel Rea, experienced the evolution and +materialization of this Pennsylvania Railroad scheme, to express his +great sorrow for the untimely death of the father of the entire scheme, +the late President Cassatt.</p> + + + + + + + + +<pre> + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, vol. LXVIII, Sept. 1910, by Charles M. 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LXVIII, Sept. 1910, by Charles M. Jacobs + +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 North River Division. Paper No. 1151 + +Author: Charles M. Jacobs + +Release Date: June 10, 2006 [EBook #18548] + +Language: English + +Character set encoding: ASCII + +*** START OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + + + + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + + + + + +AMERICAN SOCIETY OF CIVIL ENGINEERS + +INSTITUTED 1852 + + +TRANSACTIONS + +Paper No. 1151 + + +THE NEW YORK TUNNEL EXTENSION OF THE +PENNSYLVANIA RAILROAD. + +THE NORTH RIVER DIVISION. + +BY CHARLES M. JACOBS, M. AM. SOC. C. E. + + + + +These observations are written with the purpose of outlining briefly, as +far as the writer was concerned, the evolution of the scheme of bringing +the Pennsylvania Railroad and the Long Island Railroad into New York +City, and also, as Chief Engineer of the North River Division of the New +York Tunnel Extension of the Pennsylvania Railroad, to record in a +general way some of the leading features of the work on this division, +which is that portion of the work extending from the east line of Ninth +Avenue, New York City, to the Hackensack Portal on the westerly side of +the Palisades, as an introduction to the papers by the Chief Assistant +Engineer and the Resident Engineers describing in detail the work as +constructed. + +It may be stated that, since shortly after the year 1871, when the +Pennsylvania Railroad system was extended to New York Harbor through the +lease of the New Jersey Lines, the officers of that company have been +desirous of reaching New York City by direct rail connection. + +The writer's first connection with the tunneling of the North River was +early in 1890, when he was consulted by the late Austin Corbin, +President of the Long Island Railroad Company and the Philadelphia and +Reading Railroad Company, as to the feasibility of connecting the Long +Island Railroad with the Philadelphia and Reading Railroad (or with the +Central Railroad of New Jersey, which was the New York connection of the +Reading) by a tunnel from the foot of Atlantic Avenue, Brooklyn, under +the Battery and New York City, and directly across the North River to +the terminal of the Central Railroad of New Jersey. Surveys, borings, +and thorough investigations were made, and the Metropolitan Underground +Railroad Company was incorporated in the State of New York to construct +this railroad. Mr. Corbin, however, was aware that, in the +transportation problem he had in hand, the Central Railroad of New +Jersey and the Philadelphia and Reading Railroad were not as important +factors as the Pennsylvania Railroad, and, in consequence, he abandoned +the scheme for a tunnel to the Central Railroad of New Jersey for a line +direct to the Pennsylvania Railroad terminal in Jersey City. + +Meantime, the Pennsylvania Railroad Company, as a result of its +investigation of the matter, in June, 1891, thought that the most +feasible project seemed to be to build tunnels for rapid transit +passenger service from its Jersey City Station to the lower part of New +York, connecting there with the rapid transit systems of that city, and +also extending under New York on the line of Cortlandt Street, with +stations and passenger lifts at the main streets and elevated railroads. + +The late A. J. Cassatt, then a Director of the Pennsylvania Railroad +Company, and previous thereto as General Manager and Vice-President (and +later as President) of that company, was deeply interested in obtaining +an entrance into New York City, but was not satisfied with the proposed +rapid transit passenger tunnels which required the termination of the +Pennsylvania Railroad trains at its Jersey City Station. Therefore, upon +his request, in September of the same year, another study and report was +made by Joseph T. Richards, M. Am. Soc. C. E., then Engineer of +Maintenance of Way of the Pennsylvania Railroad, on a route beginning in +New York City at 38th Street and Park Avenue on the high ground of +Murray Hill, thence crossing the East River on a bridge, and passing +around Brooklyn to Bay Ridge, thence under the Lower Bay or Narrows to +Staten Island and across to the mainland, reaching the New York Division +of the Pennsylvania Railroad at some point between Rahway and Metuchen. +Mr. Cassatt also had in mind at that time a connection with the New +England Railroad, then independent, but now part of the New York, New +Haven, and Hartford Railroad system, by means of the Long Island +Railroad, and a tunnel under the East River, which in later years, as +the result of further consideration of the situation, has been covered +by the proposed New York Connecting Railroad with a bridge across the +East River and over Ward's and Randall's Islands. + +As a result of these investigations, the late George D. Roberts, who was +then President of the Pennsylvania Railroad Company, authorized an +expenditure of about $25,000 for soundings to determine the nature of +the strata for tunneling under water. These soundings were carefully +made by Mr. Richards with a diamond drill, bringing up the actual core +of all rock found in crossing the waters of New York Bay from the west +to the east side and extending from the Narrows to the Jersey City +Station of the Pennsylvania Railroad. + +After these investigations had been made, early in 1892, Mr. Roberts +expressed himself as being favorable to the undertaking, with the +definite limitation that the tunnels must be for small cars doing local +suburban business, and for the transfer of Pennsylvania Railroad +passengers to and from New York, Brooklyn, and Jersey City, and not in +any way to be tunnels for standard steam equipment, the expense for +terminals and the prohibited use of coal for fuel in such tunnels not +warranting any broader consideration. Under such instructions, the +interests of the Pennsylvania Railroad Company for effecting a physical +entrance into New York City in that year were turned over to Samuel Rea, +M. Am. Soc. C. E., then Assistant to the President of that Company, who +has been identified with the investigations, and the progress and +construction of this work since that time, Mr. Cassatt also working in +conjunction with him on the plans then and since considered by the +Pennsylvania Railroad Management. + +On October 5th, 1892, Mr. Rea, under special direction of President +Roberts, made an extended investigation of the various routes which had +then been projected for extending the system into New York City by rail +or transport, and reported to Mr. Roberts that, in his opinion, because +of the limitation of the tunnel scheme to rapid transit trains and the +consequent transfer of passengers and traffic carried in passenger +trains, and because of the drawbacks caused by the use of steam +locomotives in full-sized tunnels, and the objection to cable traction +or any system of transportation which had not then stood the test of +years of practical service, the plan of the North River Bridge for +reaching New York City and establishing a terminus therein was the best +that had been evolved up to that time. The plan provided a direct rail +entrance into New York City for all railroads reaching the west side of +the Hudson River, and also for the New York Central and Hudson River +Railroad, as well as adequate station facilities in that city. This +bridge would have had one clear span of 3,100 ft. between pier heads, +landing on the New York side at the foot of West 23d Street, and thence +the line would have passed diagonally to the terminus at Sixth Avenue +and 25th Street. The location of the terminus was subsequently changed +to the vicinity of Seventh Avenue and 36th Street. The bridge was +designed with three decks: The first or lower deck was to accommodate +eight steam railroad tracks; the second was to have six tracks, four of +which could be assigned for rapid transit trains operating with electric +power, and the other two for steam railroad trains; the third deck, +reached by elevators, was to be a promenade extending from anchorage to +anchorage. A connection with the Eleventh Avenue tracks of the New York +Central and Hudson River Railroad was to bring the trains of that road +into the Union Station. The Bridge Company had a Federal +charter--granted in 1888--with broad powers. Gustav Lindenthal, M. Am. +Soc. C. E., was Chief Engineer, and he and Mr. Rea were corporators and +among its early promoters. The Pennsylvania Railroad Management looked +with favor on its construction at that time, as subaqueous tunnels, with +standard railroad equipment with steam traction, were not regarded as a +final or attractive solution of the problem, from the standpoint of the +Management, and at a subsequent period the Pennsylvania Railroad Company +agreed to use the North River Bridge provided the other roads reaching +the west bank of the Hudson River would join. These roads, however, did +not avail themselves of the opportunity which in its broadest scope was +laid before them in 1900, after the Board of Directors of the +Pennsylvania Railroad Company had approved the scheme at the instance of +Mr. Cassatt. + +The scheme of Mr. Corbin for a subway connection, between Flatbush +Avenue and the Jersey City Station of the Pennsylvania Railroad, for +local transit, took form in 1892, and, jointly with the Pennsylvania +interests, railroad companies were incorporated in the respective States +to build a tunnel from under the Jersey City Station, under the Hudson +River to Cortlandt Street, New York City, thence under Maiden Lane, the +East River, and Pineapple and Fulton Streets, Brooklyn, to a location at +or near Flatbush and Atlantic Avenues. On May 9th, 1893, these companies +were merged into the Brooklyn, New York and Jersey City Terminal +Railroad Company, and estimates and reports on the construction were +made ready by the writer in association with Mr. Rea, pending +application for the franchises. The panic of 1893, occurring about that +time, checked further progress on this scheme, and, before it could be +revived again, other important projects for reaching New York City were +given consideration. + +That part of Mr. Corbin's plan contemplating a subway under Atlantic +Avenue in Brooklyn to the present Flatbush Avenue Terminal was not a new +idea, as a tunnel had been built in 1845 and operated under a portion of +Atlantic Avenue, but later it was filled up. Plate IV, reproduced from a +crayon sketch which was the property of the late William H. Baldwin, +Jr., is a view of this tunnel. + +In conjunction with schemes for river tunnels, complete plans for rapid +transit subways for New York City, very much on the line of the present +rapid transit subways, were also prepared for Mr. Corbin by the writer. +These plans provided a system of deep tunnels in rock, entirely below +the plane of quicksand, and at the Battery the lines were to connect +directly into the tunnels to Long Island and New Jersey, respectively, +and the stations throughout, where the rock was at a deep level, were to +be fitted with elevators, grouped as suggested in Plate V, using private +property on each side of the street at station locations--one side for +north-bound and the other side for south-bound traffic. These plans were +submitted to the first Rapid Transit Commission, and, after long +consideration, were rejected by that Commission because they provided +for the construction of the tunnels by a private company, +notwithstanding Mr. Corbin gave the Commission assurances of ample +financial means to carry the work to completion. + +During the years 1892-93 Mr. Corbin was convinced that it was necessary +to get better facilities for handling the baggage and express matter of +the Long Island Railroad and the Long Island Express Company across the +East River between Long Island City and New York City, and he +instructed the writer to investigate and report on the feasibility of +building a tunnel, along the lines of the East River Gas Tunnels, then +nearly completed, between the foot of East 34th Street, New York City, +and the Long Island City Station of the Long Island Railroad. In 1893 an +investigation was made for such a tunnel, to be of similar size to the +East River Gas Tunnel (8 by 10 ft.), solely for the purpose of handling +baggage and express matter. Investigation was made and estimates +prepared, but the cost was considered to be prohibitive in view of the +possible earnings solely from the handling of baggage and express, and +the matter was not considered further. + +[Illustration: PLATE IV.--TUNNEL UNDER PART OF ATLANTIC AVENUE, +BROOKLYN. + +(From a Crayon Sketch.)] + +While Mr. Corbin was deeply interested in the down-town river tunnels, +the up-town situation was of great importance to the Long Island +Railroad, and, having allied himself with Mr. Charles Pratt, they took +up generally the franchise owned by Dr. Thomas Rainey for a bridge over +Blackwell's Island. Mr. Corbin became interested with Dr. Rainey in +1894, and the actual construction proceeded on this bridge. The design +provided for four railroad tracks, besides highways for tracks, +pedestrians, etc., with a terminal station at Third Avenue and 64th +Street, New York City, which, under the franchise, was the limit to +which the railroad could proceed. + +At this period there were two projects for bridging the Hudson or North +River: the New York and New Jersey Bridge Company at about 59th Street, +and the North River Bridge Company at 23d Street, as hereinbefore +described. Several studies were made by the writer, with the idea of +making a rail connection between the Long Island "Rainey" bridge and a +bridge over the North River. An overhead structure connection was +prohibitory, as no franchise could be obtained to cross Fifth Avenue +with an overhead structure. Sketches were prepared for a subway +construction to connect with the bridges, but a final plan was not +worked out. + +The failure to carry out the joint undertaking with the Pennsylvania +Railroad Company in 1893 led Mr. Corbin to revive the scheme of +extending the Long Island Railroad from Flatbush Avenue, Brooklyn, to +New York City, therefore consideration was given to a relocation of the +route for Mr. Corbin during the early months of 1896, the idea being +that the entire up-town outlet for the Long Island Railroad would be by +Blackwell's Island Bridge, and the tunnel project would give the +down-town outlet. + +At this time a commission had been appointed by the Legislature to +investigate the conditions on Atlantic Avenue, Brooklyn, and evolve some +scheme for the elimination of grade crossings on that avenue. Early in +1896 plans were prepared and presented to this Commission; first, for a +subway from Flatbush Avenue Terminal for the entire distance to the +limits of the City of Brooklyn at Eldert's Lane; second, for a subway +from the Flatbush Avenue Terminal to East New York, Manhattan Crossing, +the railroad to remain as it previously existed at grade through the +26th Ward of Brooklyn. Each of these schemes contemplated an extension +through Brooklyn to New York City at Cortlandt Street and Broadway, and +surveys and borings for this work were made across the East River. In +the summer of 1896, on the decease of Mr. Corbin, all projects and work +were immediately stopped; but, after some months, Mr. W. H. Baldwin, +Jr., when elected President of the Long Island Railroad Company, took up +actively the reconsideration of the means whereby the Long Island +Railroad could reach New York City. After the fullest consideration, he +decided that the Blackwell's Island Bridge was by no means a suitable, +adequate, or convenient entry for the Long Island Railroad into New York +City, as it involved too great a cost and altogether too rigid a +connection; it was also a very inconvenient location, inasmuch as it was +cut off from convenient access to the west side of New York City by +Central Park. + +For the down-town connection, Mr. Baldwin became enthusiastic, but he +had in mind, throughout, the all-important necessity for the Long Island +Railroad to reach the Pennsylvania Railroad across the North River. At +the same time Mr. Baldwin took up energetically the Atlantic Avenue +Improvement with the Atlantic Avenue Commission, and, on consideration, +decided it was essential that it should extend through the 26th Ward +above or below grade. The better plan, of course, was obviously to make +it a subway throughout, but, further, the residents of this ward +objected to the subway through that section, and that construction would +have made any change of the Manhattan Beach Division at Manhattan +Crossing very difficult for the future; besides this, the controlling +factor was the absolute limitation by the City of Brooklyn of the amount +of expenditure therefor in which they would participate, therefore a +composite scheme, which is the plan as carried out, was agreed upon, +being in part subway and part elevated. This scheme reached a focus +early in 1897, and the law constituting the Board for the Atlantic +Avenue Improvement was passed, with a provision in the last paragraph of +the Act, for the construction of a tunnel from Flatbush Avenue Terminal +under Flatbush Avenue and Fulton Street to Pineapple Street, crossing +the river to Broadway and Maiden Lane (Cortlandt Street), New York City, +and with the understanding that it would be extended beyond the New York +State Line to the Pennsylvania Railroad Station in New Jersey. This gave +the legal right for the construction of this tunnel, and, on June 20th, +1899, the New York and Long Island Terminal Railroad Company was +incorporated for the purpose, Mr. Baldwin being President and J. V. +Davies, M. Am. Soc. C. E., Chief Engineer. Application was immediately +made to the Boards of Aldermen of Brooklyn and of New York City. The +latter acted favorably on the application, but the Board of Aldermen of +Brooklyn held the matter up, while the Rapid Transit Commission laid out +and promulgated the plan for Contract No. 2 of the Rapid Transit Subway. +With the understanding that the Rapid Transit Brooklyn extension would +be constructed to the Flatbush Avenue Terminal, Mr. Baldwin withdrew the +application for the independent franchise, and agreed to proceed with +the Atlantic Avenue Improvement, on the basis of the City proceeding +with the Brooklyn extension of the Rapid Transit Subway. This provided +for the Long Island Railroad entry down town. + +[Illustration: PLATE V.--NEW YORK UNDERGROUND RAILWAY COMPANY Section +Through Surface and Underground Stations] + +Subsequently, however, it was proved that Mr. Baldwin had not been fully +satisfied that this was the proper solution of the matter, for on April +12th, 1901, and upon his recommendation, the Board of Directors of the +Long Island Railroad Company took over from the Pennsylvania Railroad +Company its entire interests in the old Brooklyn, New York, and Jersey +City Terminal Railway Company, thus giving him control of the route from +Flatbush Avenue _via_ Maiden Lane and Cortlandt Street to underneath the +Jersey City station. + +In the early part of 1900 active consideration was being given by the +Pennsylvania Railroad and other railroads terminating in New Jersey to +the proposed North River Bridge, as hereinbefore stated, and, for the +Long Island Railroad, Mr. Baldwin organized a new company to construct a +tunnel from the Long Island Railroad at Sunnyside Yard, diving under the +streets of Long Island City by two tracks under the East River to the +foot of 33d Street and then proceeding under 33d Street as far as +Seventh Avenue. A station was to be located at Fourth Avenue below the +Rapid Transit Subway Station and also a large Terminal Station at +Broadway. For this purpose an option was obtained on the property of the +Newbold Lawrence Estate, at Broadway, Sixth Avenue, 33d and 34th +Streets, now occupied by Saks' Store. Mr. Baldwin, however, considered +that the amount of the investment ($1,600,000) for that property was too +great for this purpose, and allowed the option to expire. The property +was sold within a week thereafter to the Morganthau Syndicate for +$2,000,000. At this time (May, 1900), the Pennsylvania Railroad obtained +a controlling interest in the Long Island Railroad, and thereafter the +two schemes became one. Mr. Baldwin and Mr. Rea purchased two 25-ft. +lots on 33d Street just east of Broadway for an entrance to the +underground station. Plans were also prepared for extending this line +from Seventh Avenue northward under Seventh Avenue to 45th Street. The +investigation and preliminary work in connection with this project were +carried out in the early part of 1900. + +Reconsideration was given by Mr. Baldwin to the proposed location of the +up-town tunnels, with the idea of connecting the New York Central and +Hudson River Railroad by a tunnel between Long Island City (Long Island +Railroad Station) and the foot of 42d Street and extending to the Grand +Central Station, but nothing further than investigation and the +preparation of estimates was done on this. + +In the summer of 1901 Mr. Cassatt was in Paris and was advised by Mr. +Rea of the opening of the extension of the Orleans Railway to the Quai +d'Orsay Station and its successful operation by electric power, also of +the possibility of the Pennsylvania Railroad reaching New York City in a +similar way (the other trunk lines not having joined in the promotion of +the North River Bridge project). He at once examined the new line, and +then consulted the writer in London in relation to the possibility of +building tunnels under the North River. The writer returned to New York +with Mr. Cassatt, and soon thereafter a conference of Mr. Cassatt, Mr. +Rea, and Mr. Baldwin with the writer and Mr. Davies was held in the +Pennsylvania Railroad Company Office in New York, when Mr. Cassatt +outlined the scheme practically as it is now carried out, the only +difference being that he also proposed a station on property of the New +York and Harlem Railroad Company at 33d Street, which was soon abandoned +on account of the grade from the East River, and particularly because +of the superior location of the adopted site at Seventh Avenue and 33d +Street, this being central between the down-town commercial and +financial district and Central Park, which divides New York City. On Mr. +Cassatt's instructions, surveys and investigations were begun in +November, 1901, and estimates, drawings, etc., were made. Preliminary +estimates were presented to him on November 8th, 1901. Following this, +borings were continued, and a plan was presented to Mr. Cassatt for +assisting the support of the North River tunnels on piles, if necessary. +At the time of the appointment of the Board of Engineers and the general +organization of the work, the preliminary investigations and work had +been carried to an advanced state. + +One result of the determination of the Pennsylvania Railroad Company to +extend its lines into New York City and thus move its principal station +from Jersey City, was that the down-town local and suburban as well as +through business was not provided for properly. Mr. William G. McAdoo, +appreciating this opportunity, revived the scheme of an electric subway +from Jersey City to New York, originally promoted by Mr. Corbin and +associates, but not including the extension _via_ Maiden Lane to +Brooklyn, and entered into negotiations with the Pennsylvania Railroad +Company to provide for this down-town business by extensions of the +tunnel lines of the New York and New Jersey Railroads to Exchange Place, +Jersey City, under the Pennsylvania Railroad Station, and thence across +the Hudson River to Cortlandt and Church Streets. As a result, the +Hudson and Manhattan Railroad Company was organized in 1902, and +contracts were made with the Pennsylvania Railroad Company for the +sub-surface use of its station in Jersey City, and for the interchange +of passenger business at that point between the trains of the +Pennsylvania Railroad Company and the tunnel of the Hudson and Manhattan +Railroad Company. Later, a further contract was made with the +Pennsylvania Railroad Company providing for the construction of the +tunnel of the Hudson and Manhattan Railroad Company westward under the +tracks of the Pennsylvania Railroad in Jersey City to a junction with +the latter at Summit Avenue, at which point can be installed a joint +station, and the operation effected of a joint electric train service +between Church Street, New York City, and Newark, N. J., the +Pennsylvania Railroad tracks between Summit Avenue and Newark to be +electrified for that purpose, with a transfer station established east +of Newark, at Harrison, at which point the steam and electric +locomotives will exchange. By means of this, all down-town passengers +will transfer to the electric service at Harrison Station, and thus the +Pennsylvania Railroad Company is expected to be relieved of maintaining +a separate steam service for passenger traffic to Jersey City and a +large down-town station with extensive contingent facilities at that +point. + +From the foregoing it will be seen that the final decision to extend the +Pennsylvania Railroad into and through New York City by a system of +tunnels, and erect a large station in that city on a most eligible site, +was not reached in a hurried or off-hand manner, but after years of +painstaking study and a full and extended investigation of all routes, +projects, and schemes, whether originating with the company or suggested +by others. + +[Illustration: Plate VI.--Pennsylvania Railroad Extension: +Map Showing Proposed Lines Leading to Those Finally Adopted] + +Plate VI is a map of New York City and vicinity on which are shown the +various lines contemplated in the evolution of the New York Tunnel +Extension of the Pennsylvania Railroad hereinbefore outlined. + +The question of tunnels under the North River was an uncertain factor in +the larger Pennsylvania Railroad scheme, owing to the nature of the +ground composing the river bed in which the tunnels would be +constructed. + +It is well known that about 35 years ago an attempt was made to +construct a tunnel under the North River by using a "Pilot" system under +compressed air and forming the tunnels in brick masonry. Owing to the +very soft nature of the materials through which it passed, several +serious accidents occurred, and the work was abandoned after about 2,000 +ft. of tunnel had been constructed. Later, this work was taken up again, +when a shield was installed and an additional 1,800 ft. was built with +cast-iron segmental lining, but the work was again abandoned, owing +principally to financial difficulties while coincidentally before +entering a rock reef which presented another serious difficulty in +construction. The experience then in the construction of this tunnel led +capitalists and engineers to believe that, owing to the very soft nature +of the ground, a tunnel could not be built that would be sufficiently +stable to withstand the vibration due to heavy traffic, and for this +reason tunnels under the North River were not looked upon as +practicable. The writer devised a scheme to carry within the tunnel the +rolling loads on bridging supported on piers or piles extending from +the tunnel invert down to hard material. These would be attached to the +tunnel itself or would pass into it independently through sliding joints +in the tunnel shell. This scheme gained the confidence of the +management, as it was believed that, by adopting such a plan, tunnels +could be built in the soft material underlying the Hudson River and +remain stable under all conditions of traffic. After thus feeling +assured that by this method the tunnels could be made safe beyond +question, orders were given to proceed with the great work of the +extension into New York of the Pennsylvania and Long Island Railroad +systems. + +[Illustration: FIG. 1.--(Full page image) + +ENGINEERING STAFF ORGANIZATION + + +CHIEF ENGINEER + | +CHIEF ASSISTANT + ENGINEER + | + | + +--(CHIEF OFFICE) + | | + | +--OFFICE ENGINEER + | | | + | | +--Chief Draftsman. + | | Draftsmen. + | | Messenger. + | | + | +--MECHANICAL ENGINEER + | | | + | | +--Mechanical Draftsmen. + | | + | +--ASSISTANT ENGINEER + | | + | +--Accountant. + | Clerks. + | Telephone Operators. + | Messenger. + | + | + +--(TERMINAL STATION WEST) + | | + | RESIDENT ENGINEER + | | + | +--Assistant Engineer. + | | Chief of Party. + | | Instrumentmen. + | | Rodmen. + | | Chainmen. + | | + | +--Inspectors. + | | + | +--Clerk. + | Janitors. + | + | + +--(SUBAQUEOUS, 32ND STREET AND WEEHAWKEN TUNNELS) + | | + | GENERAL RESIDENT ENGINEER + | | + | +--Cement Inspectors. + | | Ass't. Cement Inspectors. + | | + | +--Photographer. + | | + | +--Recording Clerk. + | | Ass't. Recording Clerks. + | | + | +--DISPATCH BOAT + | | | + | | +--Captains. + | | Engineers. + | | Deckhands. + | | Messenger. + | | + | +--RESIDENT ENGINEERS + | | + | +--(CONSTRUCTION) + | | | + | | +--Ass't. Engineers. + | | Chief Tunnel Inspectors. + | | Tunnel Inspectors. + | | Surface Inspectors. + | | Clerks. + | | + | +--(ALIGNMENT) + | | | + | | +--Ass't. Engineers. + | | Chiefs of Parties. + | | Instrumentmen. + | | Rodmen. + | | Chainmen. + | | Rear Chainmen. + | | Laborers. + | | + | +--(OFFICE STAFF) + | | + | +--Draftsmen. + | Field Office Clerks. + | Cement Warehousemen. + | Janitors. + | Messengers. + | + +--(MEDICAL DEPARTMENT) + | | + | CHIEF MEDICAL OFFICER + | Ass't. Medical Officer. + | + | + +--(BERGEN HILL TUNNELS) + | | + | RESIDENT ENGINEER + | Assistant Resident Engineer + | | + | +--Assistant Engineer. + | | Instrumentmen. + | | Rodmen. + | | Chainmen. + | | + | +--Inspectors. + | | Cement Warehousemen. + | | + | +--Clerk. + | Janitors. + | + | + +--(METAL INSPECTION) + | + CHIEF METAL INSPECTOR + Metal Inspectors. + Clerks. +] + +The organization of the engineering staff is shown on the diagram, Fig. +1. In the beginning of 1902 and during the period of making studies, +additional borings, and preliminary triangulations, and prior to making +the contract plans and specifications, James Forgie, M. Am. Soc. C. E., +was appointed Chief Assistant Engineer by the writer. To him all the +Resident Engineers and other heads of the Engineering Departments +reported. + +The work was divided into three Residencies: + +1.--The Terminal Station-West, under the charge of B. F. Cresson, Jr., +M. Am. Soc. C. E., Resident Engineer, comprising the work from the east +side of Ninth Avenue to the east side of Tenth Avenue, including +excavation, retaining and face walls, and the extensive work of +underpinning Ninth Avenue with its surface and elevated railroads and +other structures. + +2.--The River Tunnels, under the charge of B. H. M. Hewett, M. Am. Soc. +C. E., General Resident Engineer, and Mr. H. F. D. Burke and William +Lowe Brown, M. Am. Soc. C. E., Resident Engineers, including the land +tunnels from the east side of Tenth Avenue, New York City, to the +commencement of the iron-lined tunnels, and extending westward from +there to the Weehawken Shaft, New Jersey. + +3.--The Bergen Hill Tunnels, under the charge of F. Lavis, M. Am. Soc. +C. E., Resident Engineer, including the rock tunnels from the Weehawken +Shaft to the Hackensack Portal on the west side of the Palisades, all in +New Jersey. + +Paul A. Seurot, M. Am. Soc. C. E., acted as Office Engineer in charge of +the drawing office, and Mr. J. Soderberg as Mechanical Engineer in +charge of the mechanical drafting. Prior to the construction of the +above works Mr. C. J. Crowley acted as Resident Engineer on the +construction of the Weehawken Shaft, and J. F. Rodenbough, Assoc. M. Am. +Soc. C. E., on that of the Manhattan Shaft. + +Table 1 shows the quantities of certain materials and other statistics +regarding this Division. + + +TABLE 1. + +------------------------------------------+---------+-----------+---------- + | Bergen | River | Term. + | Hill. | Tunnels. | Sta.-W. + +---------+-----------+---------- + | | | +Excavation disposed of (or displaced), | | | + in cubic yards | 263,000 | 238,995 | 517,000 +Cast metal used in tunnel, including | | | + cast iron and cast steel, in tons | | 64,265 | +Steel bolts used, in tons | | 2,606 | +Cement used (concrete and grout), | | | + in barrels | 95,000 | 145,500 | 33,000 +Concrete, in cubic yards | 95,000 | 75,400 | 18,500 +Dynamite for blasting, in pounds | 600,000 | 100,400 | 206,000 +Brickwork, in cubic yards | | 4,980 | +Structural steel (including Pier 72), | | | + in pounds | 50,000 | 3,141,000 | 1,475,000 +------------------------------------------+---------+-----------+---------- + +The number of passengers carried on the Elevated Railroad and surface +lines of Ninth Avenue during the underpinning of these structures was +about 125,000,000. + +The Board of Engineers, organized by the Pennsylvania Railroad Company +in January, 1902, immediately took up the matter of route and grade. The +center line, which had been assumed as the center line of 32d Street +extended westward, was slightly changed. + +The grade adopted was approximately 2% descending westward from Ninth +Avenue, which would place the tunnel well below the Government dredging +plane of 40 ft. below mean low water at the pier head line; thence +westward on a lighter grade still descending until the deepest portion +of the river was reached where the top of the rail would be about 90 ft. +below mean high water, this location giving sufficient cover over the +tunnels to insure stability and guard against the possibility of +shipwrecks settling on the tunnels. From this point to the portal an +ascending grade of 1.30% was adopted, which gave the lines sufficient +elevation to cross over the tracks of the New York, Susquehanna and +Western and the Erie Railroads, which run along the westerly base of the +Palisades. Owing to the exigencies of construction, these grades in the +river were very slightly modified. Plate VII is a plan and profile of +the tunnels as constructed. + +[Illustration: Plate VII.--Plan, Profile, and Triangulation, North River +Tunnels] + +The Board of Engineers early in 1902 took up the question of supports +for the tunnels under the North River, and various plans and schemes +were considered. It was finally decided to support the tracks on +screw-piles carried through the lining of the tunnels, as originally +proposed by the writer. + +In order to know something of the capacity of screw-piles in the actual +material to be passed through, it was resolved to test them. A caisson +was sunk at the end of one of the Erie Railroad piers on the New Jersey +side near the line of the tunnels, and, to obtain parallel conditions as +much as possible, the excavation was carried down to the proposed grade +of the tunnel. Various types of screw-piles were sunk therein and tests +were made, not only of the dead load carrying capacity, but also with +the addition of impact, when it was found that screw-piles could be sunk +to hard ground and carry the required load. The final part of the test +was the loading. The screw-pile, having a shaft 30 in. in diameter and a +blade 5 ft. in diameter, was loaded with 600,000 lb., with the result +that, for a month--the duration of this loaded test--there was no +subsidence. + +Again, and after the iron tunnel lining had been constructed across the +river, tests were made of two types of supports: One a screw-pile 29-1/2 +in. in diameter with a blade 4 ft. 8 in. in diameter and the other a +wrought-iron pipe 16 in. in external diameter. Tests were made, not only +for their carrying capacity, but also for their value as anchorages, and +it was found that the screw-pile was more satisfactory in every way; it +could be put down much more rapidly, it was more easily maintained in a +vertical position, and it could carry satisfactorily any load which +could be placed on it as a support for the track. The 16-in. pipe did +not prove efficient either as a carrier or as an anchorage. These tests +will be mentioned in the detailed description of the work to follow. +Figs. 2 and 3 illustrate the general arrangement and details of the +machine designed by the writer and used for sinking the test piles in +the tunnels. This machine had been used originally on the New Jersey +side on the test pile at Pier C, and the adaption was not exactly as +shown on these drawings, but if the screw-piles had been placed in the +tunnels, the arrangement shown would have been used. + +Surveys, soundings, and borings were commenced in the latter part of +1901 on an assumed center line of tunnels which was the center line of +32d Street extended westward. + +The soundings were made from a float stage fastened to a tugboat, the +location being determined by transits on shore and the elevation by +measuring from the surface of the water, a tide gauge being continually +observed and the time of soundings and gauge readings kept. + +In the river wash-borings were made from a floating pile-driver on which +was installed a diamond-drill outfit of rods, pump, etc. Fourteen +borings were completed in the river. Considerable difficulty was found +in holding the pile-driver against the current, the material in the +bottom being very soft, and several borings were lost owing to the +drifting of the pile-driver. Each boring was continued, and the depth of +several was more than 250 ft. below the surface of the water. The +borings on land were mostly core borings, and were generally made with +the chilled shot boring machine. + +Base lines, about 2,250 ft. in length, were measured on each side of the +river, and observation points established. It was necessary to build a +triangulation tower 60 ft. high on the New Jersey side as an observation +point. The base lines were measured with 100-ft. steel tapes which were +tested repeatedly, and the work was done at night in order to obtain the +benefit of uniform temperature and freedom from traffic interruptions. +From the base line on the New Jersey side, which passed over the +Weehawken Shaft, an elevated point on the assumed center line on the +side of Bergen Hill was triangulated to, and from this point westward a +closed polygon was measured along the streets to the top of the hill on +the west side and thence along the assumed center line to the portal. +The level transfer across the river was made by sighting across in +opposite directions simultaneously, and also by tide gauges. The outline +of the final triangulation system is shown on Plate VII. + +[Illustration: FIG. 2.--(Full page image) + +HYDRAULIC SCREWING MACHINE WITH RATCHET DRIVE AND VERTICAL JACK + +GENERAL ARRANGEMENT] + +[Illustration: FIG. 3.--(Full page image) + +HYDRAULIC SCREWING MACHINE WITH RATCHET DRIVE AND VERTICAL JACK + +DETAILS] + +The decision as to the locations of the shafts on both sides of the +river, for construction purposes and finally for permanent use, was a +comparatively simple matter, and, all circumstances considered, they are +unquestionably in the most suitable places. On the New York side the +shaft was as near as practicable to the line dividing the subaqueous +iron-lined tunnels from the land tunnels, and on the New Jersey side the +shaft was placed centrally on the line of the tunnels and on the nearest +available ground to the river, while at the same time beyond the other +end of the river tunnels, thus necessitating driving the subaqueous +tunnels only from east and west to meet under the river. A caisson shaft +on the New York side, on the line of the tunnels near the river +bulkhead, was at one time considered, but was not adopted as it +entailed the driving of two shields both east and west, in addition to +the two from New Jersey, adding to the plant outlay while not affording +any material saving in the time of construction. + +It was thought desirable to construct the shafts on the two sides of the +river in advance of letting the main contracts for the tunnels. The +Manhattan Shaft is north of the line of the tunnels, on the north side +of 32d Street, east of Eleventh Avenue. The Weehawken Shaft is on the +line of the tunnels in the yards of the Erie Railroad on the New Jersey +side, and the distance between the shafts is about 6,575 ft. The +contracts for these shafts were let in June, 1903, to the United +Engineering and Contracting Company, and they were completed and ready +for use at the time of letting the main contract for the tunnels, thus +saving considerable time. + +_The Terminal Station-West.--Between Ninth and Tenth Avenues._--In the +original design it was contemplated to have a four-track tunnel under +32d Street from Ninth to Eleventh Avenues, but owing to the necessity +for having additional yard facilities, property was bought for about 100 +ft. north and 100 ft. south of 32d Street, between Ninth and Tenth +Avenues, and an open excavation, lined with concrete retaining walls and +face walls, was made. Between Ninth and Tenth Avenues, 32d Street was +closed, and the property formerly the street was bought by the Tunnel +Company from the City of New York for a consideration by deed dated +April 18th, 1906. The Church, Rectory, and School of St. Michael's, +which was located on the west side of Ninth Avenue between 31st and 32d +Streets, was acquired by the Tunnel Company after it had acquired +property for and had built a similar institution on the south side of +34th Street west of Ninth Avenue. + +Probably the most interesting feature of this contract was the support +and maintenance of Ninth Avenue, which has a three-track elevated +railway structure and a two-track surface railway structure, on which it +was necessary to maintain traffic while excavation was made to a depth +of about 60 ft., and a viaduct was erected to carry Ninth Avenue. The +length of this viaduct is about 375 ft., and the steelwork and its +erection was done apart from the North River Division work, but all +excavation and underpinning was included in this division. The contract +for this work on the Terminal Station-West was let to the New York +Contracting Company-Pennsylvania Terminal, on April 28th, 1906, and +included about 517,000 cu. yd. of excavation, about 87% being rock, the +construction of about 2,000 lin. ft. of retaining and face walls +containing about 18,500 cu. yd. of concrete, and a large quantity of +structural steel (1,475,000 lb.) for temporary use in underpinning Ninth +Avenue. + +Fig. 4 shows cross-sections of the Terminal Station-West yard, and Fig. +5 shows the general method of underpinning the Ninth Avenue structures. + +[Illustration: FIG. 4.--TERMINAL STATION WEST + +TYPICAL SECTIONS] + +_River Tunnels._--In the original plan a four-track tunnel was +contemplated from the east side of Tenth Avenue to the east side of +Eleventh Avenue, but, owing to the extension of the Terminal Yard, +previously noted, this plan was changed, and a two-track structure was +built having a central wall between the tracks. This was constructed in +tunnel, with the exception of 172 ft. about midway between Tenth and +Eleventh Avenues, where the rock dipped below the roof of the tunnel, +and there the construction was made in open cut. These tunnels were +lined with concrete with brick arches, Figs. 6, 7, and 8 being typical +cross-sections. This work was executed by the O'Rourke Engineering +Construction Company, under a contract dated November 1st, 1904. + +It was possible to excavate in full rock cover about 250 ft. of the +tunnels eastward from the Weehawken Shaft and 225 ft. westward from the +Manhattan Shaft. At these points the rock cover was very thin, and there +shield chambers were made for the erection of two sets of shields, about +6,100 ft. apart. A typical cross-section of the Weehawken Land Tunnel is +shown on Plate VIII. + +[Illustration: Plate VIII.--Typical Sections Between Manholes, Bergen +Hill Tunnels] + +The Board of Engineers decided, and it was so stated in the contract and +specifications, that the river tunnels should be constructed by means of +hydraulic shields, but bidders were permitted to present to the Board +any scheme on which they might desire to bid, but, of course, the +decision as to the practicability of such plans rested with the Board. + +Inasmuch as the shield method of construction was required, the writer +designed a shield for use in the North River Tunnels. The shield was +about 18 ft. long, over all, and was provided with a rigid but removable +hood extending beyond the normal line of the cutting edge, for use in +sand, gravel, and ballast, to be removed when the shield reached the +silt. The shields were thrust forward by twenty-four rams capable of +exerting a pressure of 3,400 tons at a hydraulic pressure of 5,000 lb. +per sq. in. Taking into account 30 lb. air pressure, this pressure was +increased to 4,400 tons. The shield was fitted with a single hydraulic +erector and hydraulic sliding platforms, and when complete weighed 194 +tons. Fig. 9 is a back elevation and section of the shield. + +The contract for the river tunnels was let to the O'Rourke Engineering +Construction Company on May 2d, 1904. + +The shields were built in accordance with the design previously referred +to, and proved entirely satisfactory. Generally, the materials passed +through were as follows: Starting out in full face rock, from it into a +mixed face of rock and sand, thence into sand and gravel, full face of +sand, piles, rip-rap, and the Hudson silt; and all were fully charged +with water. + +Compressed air, at an average gauge pressure of about 25 lb. and a +maximum of 40 lb. per sq. in., was used in the tunnels from the time the +shields emerged from full rock face until the tunnel lining had been +joined up and all caulking and grummeting had been done. + +[Illustration: FIG. 5.--(Full page image) + +ARRANGEMENT OF STRUCTURES SUPPORTING NINTH AVE. DURING PROGRESS OF +EXCAVATION] + +Contractor's plants were established at the Weehawken Shaft and at the +Manhattan Shaft, including at each, low-pressure air compressors of a +capacity of 13,000 cu. ft. of free air per minute and also high-pressure +air compressors for drills, hydraulic pumps, electric generators, etc. + +The river tunnels passed under Pier 72, North River (old No. 62), which +was occupied by the New York Central and Hudson River Railroad Company. +The Tunnel Company leased this pier and withdrew all the piles on the +lines of the tunnels prior to the commencement of construction, and on +the remaining piles constructed a trestle for the disposal of the +excavation from the tunnels and the terminal. At the completion of the +work this pier had to be restored, and Fig. 10 shows the general +arrangements of the location of the piles and the pier structure with +reference to the tunnels. + +In the tunnels which were constructed in silt farther down the river, by +the writer as Chief Engineer for the Hudson Companies, it had been +possible to shove the shield through the silt with all the doors closed, +displacing the ground and making great speed in construction owing to +the absence of all mucking. It was thought that this procedure might be +pursued in the larger tunnels of the Pennsylvania Railroad, and it was +tried, but it was almost immediately found to be impossible to maintain +the required grade without taking a certain quantity of muck into the +tunnels through the lower doors, the tendency of the shield being to +rise. By taking in about 33% of the excavation displaced by the tunnel, +the grade could be maintained. It was considered desirable, owing to +this rising of the shields, to increase the weight of the cast-iron +lining, and this was done, making the weight of the completed tunnel +more nearly equal to the weight of the displaced material. The weight of +the cast-iron lining (with bolts) was increased from 9,609 to 12,127 lb. +per lin. ft. of tunnel. The weight of the finished tunnel with this +heavier iron is 31,469 lb. per lin. ft. The weight of the silt displaced +per linear foot of tunnel, at 100 lb. per cu. ft., is 41,548 lb. The +weight of the completed tunnel with the maximum train load is 42,869 lb. +per lin. ft. + +The maximum progress at one face in any one month was 545 ft., working +three 8-hour shifts, and the average progress in each heading while +working three shifts was 18 ft. per 24 hours; while working one shift +with the heavier lining referred to above, the delivery of which was +slow, the average progress was 11 ft. per 24 hours. + +[Illustration: FIG. 6.--15' 4" Span Twin Tunnels. Rock Roof.] + +[Illustration: FIG. 7.--19' 6" Span Twin Tunnels.] + +[Illustration: FIG. 8.--21' 6" Span Twin Tunnels] + +[Illustration: FIG. 9.--PROPOSED SHIELD FOR SUBAQUEOUS TUNNELING GENERAL +ELEVATION] + +[Illustration: FIG. 10.--RESTORATION OF PIER 72 (OLD 62) NORTH RIVER +TRANSVERSE SECTION AT CENTER OF PIER] + +In order to permit the screw-piles to be put in place through the +lining, cast-steel bore segments were designed, and placed in the invert +at 15-ft. centers; these are of such a design as to permit the blade and +shaft of the screw-pile to be inserted without removing any portion of +the lining. Fig. 11 is a typical cross-section of the river tunnel, as +originally planned, with these pile supports. + +After the shields had met and the iron lining was joined up, various +experiments and tests were made in the tunnel; screw-piles, and 16-in. +pipes, previously referred to, were inserted through the bore segments +in the bottom of the tunnel, thorough tests with these were made, levels +were observed in the tunnels during the construction and placing of the +concrete lining, an examination was conducted of the tunnels of the +Hudson and Manhattan Railroad Company under traffic, and the result of +these examinations was the decision not to install the screw-piles. The +tunnels, however, were reinforced longitudinally by twisted steel rods +in the invert and roof, and by transverse rods where there was a +superincumbent load on the tunnels; it might also be noted that on the +New York side, where the tunnels emerge from the rock and pass into the +soft material, the metal shell is of cast steel instead of cast iron. +Fig. 12 is a typical cross-section of the river tunnels as actually +constructed. + +[Illustration: FIG. 11.--(Full page image) + +CROSS-SECTION OF TUNNEL SHOWING TRACK SYSTEM AND SCREW-PILE.] + +[Illustration: FIG. 12.--SUBAQUEOUS TUNNELS CROSS-SECTIONS] + +During the investigations in the tunnels, borings were made to determine +exactly the character of the underlying material, and it was then found +that the hard material noted in the preliminary wash-borings was a layer +of gravel and boulders overlying the rock. When the borings in the +tunnels reached this material it was found to be water-bearing and the +head was about equivalent to that of the river. Rock cores were taken +from these borings, and the deepest rock was found at about the center +of the river at an elevation of 302.6 ft. below mean high water. Rods +were then inserted in each bore hole and thereby attached to the rock +and used as bench-marks in the tunnels. From these bench-marks, using +specially designed instruments, very accurate observations of the +behavior of the tunnels could be made, and from these the very +interesting phenomenon of the rise and fall of the tunnels with the tide +was verified, the tunnels being low at high tide and the average +variations being about 0.008 ft. in the average tide of about 4.38 ft.: +the tidal oscillations are entirely independent of the weight of the +tunnels, since observations show them to have been the same both before +and after the concrete lining was in position. There was considerable +subsidence in the tunnels during construction and lining, amounting to +an average of 0.34 ft. between the bulkhead lines. This settlement has +been constantly decreasing since construction, and appears to have been +due almost entirely to the disturbances of the surrounding materials +during construction. The silt weighs about 100 lb. per cu. ft. (this is +the average of a number of samples taken through the shield door, and +varied from 93 to 109 lb. per cu. ft.), and contains about 38% of water. +It was found that whenever this material was disturbed outside the +tunnels a displacement of the tunnels followed. The tunnels as above +noted have been lined with concrete reinforced with steel rods, and +prior to the placing of the concrete the joints were caulked, the bolts +grummeted, and the tunnels rendered practically water-tight; the present +quantity of water to be disposed of does not exceed 300 gal. per 24 +hours in each tunnel 6,100 ft. long. + +_Bergen Hill Tunnels._--These are two single-track tunnels, 37 ft. from +center to center, and extend for a distance of 5,940 ft. from the +Weehawken Shaft to the Hackensack Portal. They were built almost +entirely through trap rock. The contract was let on March 6th, 1905, to +the John Shields Construction Company, but was re-let on January 1st, +1906, to William Bradley, the Shields Company having gone into the hands +of a receiver. About 1,369 ft. of the tunnel excavation was done by the +Shields Company, but no concrete lining. The maximum monthly progress +for all headings was 622 ft., and the average progress was 338 ft. A +working shaft 216 ft. deep was sunk from the top of the hill, to +facilitate construction. The tunnels are lined with concrete throughout. +Typical cross-sections of these tunnels are shown on Plate VIII. + +In conclusion it may be admissible for the writer after having, in +conjunction with Mr. Samuel Rea, experienced the evolution and +materialization of this Pennsylvania Railroad scheme, to express his +great sorrow for the untimely death of the father of the entire scheme, +the late President Cassatt. + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, vol. LXVIII, Sept. 1910, by Charles M. 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