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diff --git a/42149.txt b/42149.txt deleted file mode 100644 index b852fc0..0000000 --- a/42149.txt +++ /dev/null @@ -1,7651 +0,0 @@ -The Project Gutenberg EBook of Transactions of the American Society of -Civil Engineers, Vol. LXVIII, Sept. 1910, by B. H. M. Hewett and W. L. Brown - -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 Tunnels. Paper No. 1155 - -Author: B. H. M. Hewett - W. L. Brown - -Release Date: February 21, 2013 [EBook #42149] - -Language: English - -Character set encoding: ASCII - -*** START OF THIS PROJECT GUTENBERG EBOOK AMERICAN SOCIETY OF CIVIL ENGINEERS *** - - - - -Produced by Juliet Sutherland, Martin Mayer and the Online -Distributed Proofreading Team at http://www.pgdp.net - - - - - -[Transcribers' notes: - -Some tables don't sum to the numbers indicated; no corrections have been -made. All numbers are from the original. - -Minor inconsistencies in hyphenation have been retained. - -Subscripts are represented by underscore and curly braces e.g., CO_{2}. - -Italics are represented by underscores before and after e.g., _italics_. - -Bold is represented by equal signs before and after e.g., =bold=. - -Small caps have been replaced with ALL CAPS.] - - - - - AMERICAN SOCIETY OF CIVIL ENGINEERS - - INSTITUTED 1852 - - TRANSACTIONS - - Paper No. 1155 - - THE NEW YORK TUNNEL EXTENSION OF THE - PENNSYLVANIA RAILROAD. - - THE NORTH RIVER TUNNELS.[A] - - BY B. H. M. HEWETT AND W. L. BROWN, MEMBERS, AM. SOC. C. E. - - [A] Presented at the meeting of June 1st, 1910. - - -INTRODUCTION. - -The section of the Pennsylvania Railroad Tunnel work described in this -paper is that lying between Tenth Avenue, New York City, and the large -shaft built by the Company at Weehawken, N. J., and thus comprises the -crossing of the North or Hudson River, the barrier which has stood for -such a long time between the railroads and their possession of terminal -stations in New York City. The general plan and section, Plate XXVIII, -shows the work included. - -This paper is written from the point of view of those engaged by the -Chief Engineer of the Railroad Company to look after the work of -construction in the field. The history of the undertaking is not -included, the various phases through which many of the designs and plans -passed are not followed, nor are the considerations regarding -foundations under the subaqueous portions of the tunnels and the various -tests made in connection with this subject set out, as all these matters -will be found in other papers on these tunnels. - -This paper only aims to describe, as briefly as possible, the actual -designs which were finally adopted, the actual conditions met on the -ground, and the methods of construction adopted by the contractors. -For easy reference, and to keep the descriptions of work of a similar -character together, the subject will be treated under the four main -headings, viz.: Shafts, Plant, Land Tunnels, and River Tunnels. - - -SHAFTS. - -It is not intended to give much length to the description of the Shafts -or the Land Tunnels, as more interest will probably center in the River -Tunnels. - -The shafts did not form part of the regular tunnel contract, but were -built under contract by the United Engineering and Contracting Company -while the contract plans for the tunnel were being prepared. In this -way, when the tunnel contracts were let, the contractor found the shafts -ready, and he could get at his work at once. - -Two shafts were provided, one on the New York side and one on the New -Jersey side. Their exact situation is shown on Plate XXVIII. They were -placed as near as possible to the point at which the disappearance of -the rock from the tunnels made it necessary to start the shield-driven -portion of the work. - -The details of the shafts will now be described briefly. - -_The Manhattan Shaft._--The Manhattan Shaft is located about 100 ft. -north of the tunnel center; there was nothing noticeable about its -construction. General figures relating to both shafts are given in Table -1. - -_The Weehawken Shaft._--The Weehawken Shaft is shown in Fig. 1. This, as -will be seen from Table 1, was a comparatively large piece of work. The -shaft is over the tunnels, and includes both of them. In the original -design the wall of the shaft was intended to follow in plan the property -line shown in Fig. 2, and merely to extend down to the surface of the -rock, which, as disclosed by the preliminary borings, was here about 15 -ft. below the surface. However, as the excavation proceeded, it was -found that this plan would not do, as the depth to the rock surface -varied greatly, and was often much lower than expected; the rock itself, -moreover, was very treacherous, the cause being that the line of -junction between the triassic sandstone, which is here the country rock, -and the intrusive trap of the Bergen Hill ridge, occurs about one-third -of the length of the shaft from its western end, causing more or less -disintegration of both kinds of rock. Therefore it was decided to line -the shaft with concrete throughout its entire depth, the shape being -changed to a rectangular plan, as shown in the drawings. At the same -time that the shaft was excavated, a length of 40 ft. of tunnels at each -end of it was taken out, also on account of the treacherous nature of -the ground, thus avoiding risk of injury to the shaft when the tunnel -contractors commenced work. There was much trouble with floods during -the fall of 1903, and numerous heavy falls of ground occurred, in spite -of extreme care and much heavy timbering. The greatest care was also -taken in placing the concrete lining, and the framing to support the -forms was carefully designed and of heavy construction; the forms were -of first-class workmanship, and great care was taken to keep them true -to line. A smooth surface was given to the concrete by placing a 3-in. -layer of mortar at the front of the walls and tamping this dry facing -mixture well down with the rest of the concrete. The east and west walls -act as retaining walls, while those on the north and south are facing -walls, and are tied to the rock with steel rods embedded and grouted -into the rock and into the concrete. Ample drainage for water at the -back of the wall was provided by upright, open-joint, vitrified drains -at frequent intervals, with dry-laid stone drains leading to them from -all wet spots in the ground. A general view of the finished work is -shown in Fig. 1, Plate XXIX, and Table 1 gives the most important dates -and figures relating to this shaft. - -TABLE 1.--PARTICULARS OF SHAFTS ON THE NORTH RIVER TUNNELS OF THE -PENNSYLVANIA RAILROAD TUNNELS INTO NEW YORK CITY. - - +===========+=====+======+======+==========+========+===========+========+ - |Location. |Depth| Width|Length|Excavation|Concrete| Date| Date| - | | in| in| in|(including|in cubic|commenced.|finished.| - | |feet.| feet.| feet.| drifts),| yards.| | | - | | | | | in cubic| | | | - | | | | | yards. | | | | - +-----------+-----+------+------+----------+--------+----------+---------+ - |Manhattan: | 55| 22| 32| 2,010| 209|June 10th,| December| - |11th Avenue| | | | | | 1903.| 11th,| - |and 32d | | | | | | | 1903.| - |Street. | | | | | | | | - | | | | | | | | | - |Weehawken: | 76| At| At| 55,315| 9,810|June 11th,|September| - |Baldwin | |bottom|bottom| | | 1903.|1st, | - |Avenue. | |56, at|115.75| | | |1904. | - | | | top|at top| | | | | - | | | 100.| 154.| | | | | - |===========+=====+======+======+==========+========+==========+=========+ - - +==========+====================+=============+============+===========+ - |Location. |Ground met: |Lined with: | Cost to | Cost per | - | | | | Railroad |cubic foot.| - | | | | Company. | | - +----------+--------------------+-------------+------------+-----------+ - |Manhattan:|Top 13 ft. filled; |Concrete | $12,943.75 | $0.335 | - |11th |red mica schist and |reinforced | | | - |Avenue and|granite. |with steel | | | - |32d | |beams down to| | | - |Street. | |rock. | | | - | | | | | | - |Weehawken:|Top 6 ft. filled, 30|Concrete with| 166,162,98 | 0.337 | - |Baldwin |ft. sand and |steel | | | - |Avenue. |hardpan, decomposed |tie-rods in | | | - | |rock (trap and |rock. | | | - | |sandstone) below. | | | | - +==========+====================+=============+============+===========+ - -[Illustration: FINAL DESIGN OF WEEHAWKEN SHAFT PLAN LONGITUDINAL SECTION -TRANSVERSE SECTION FIG. 1.] - -After the tunnel work was finished, both shafts were provided with -stairs leading to the surface, a protective head-house was placed over -the New York Shaft, and a reinforced concrete fence, 8 ft. high, was -built around the Weehawken Shaft on the Company's property line, that -is, following the outline of the shaft as originally designed. - - -PLANT. - -Working Sites. - -Before beginning a description of the tunnel work, it may be well to set -out in some detail the arrangements made on the surface for conducting -the work underground. - -All the work was carried on from two shafts, one at Eleventh Avenue and -32d Street, New York City--called the Manhattan Shaft--and one at -Baldwin Avenue, Weehawken, N. J.--called the Weehawken Shaft. - -[Illustration: WEEHAWKEN SHAFT. EXCAVATION FIG. 2.] - -The characteristics of the two sites were radically different, and -called for different methods of handling the transportation problem. The -shaft site at Manhattan is shown on Plate XXX. It will be seen that -there was not much room, in fact, the site was too cramped for comfort; -the total area, including the space occupied by the old foundry, used -for power-houses, offices, etc., was about 3,250 sq. yd. This made it -necessary to have two stages, one on the ground level for handling -materials into the yard, and an overhead gantry on which the excavated -materials were handled off the premises. The yard at Weehawken was much -larger; it is also shown on Plate XXX. Its area was about 15,400 sq. yd. -in the yard proper, and there was an additional space of about 750 sq. -yd. alongside the wharf at the "North Slip," on the river front, -connected with the main portion of the yard by an overhead trestle. - -All the cars at Manhattan were moved by hand, but at Weehawken two -electric locomotives with overhead transmission were used. - - -Power-House Plant. - -At the Manhattan Shaft the power-house plant was installed on the ground -floor of the old foundry building which occupied the north side of the -leased area. This was a brick building, quite old, and in rather a -tumble-down condition when the Company took possession, and in -consequence it required quite a good deal of repair and strengthening -work. The first floor of the building was used by the contractor as -offices, men's quarters, doctor's offices, and so on, and on the next -one above, which was the top floor, were the offices occupied by the -Railroad Company's field engineering staff. - -On the Weehawken side, the plant was housed in a wooden-frame, -single-story structure, covered with corrugated iron. It was rectangular -in plan, measuring 80 by 130 ft. - -At both sides of the river the engines were bedded on solid concrete on -a rock foundation. - -The installation of the plant on the Manhattan side occupied from May, -1904, to April, 1905, and on the Weehawken side from September, 1904, to -April, 1905. Air pressure was on the tunnels at the New York side on -June 25th, 1905, and on the Weehawken side on the 29th of the same -month. - -[Illustration: PLATE XXIX. TRANS. AM. SOC. CIV. ENGRS. VOL. LXVIII, No. -1155. HEWETT AND BROWN ON PENNSYLVANIA R. R. TUNNELS: NORTH RIVER -TUNNELS. FIG. 1. FIG. 2.] - -The plants contained in the two power-houses were almost identical, -there being only slight differences in the details of arrangement due to -local conditions. A list of the main items of the plant at one -power-house is shown in Table 2. - -TABLE 2.--PLANT AT ONE POWER-HOUSE. - - +======+======================================================+========+ - |No. of| | | - |items.|Description of item. | Cost.| - |------+------------------------------------------------------+--------| - |Three |500-h.p. water-tube Sterling boilers | $15,186| - |Two |Feed pumps, George F. Blake Manufacturing Company | 740| - |One |Henry R. Worthington surface condenser | 6,539| - |Two |Electrically-driven circulating pumps on river front | 5,961| - |Three |Low-pressure compressors, Ingersoll-Sergeant Drill | 33,780| - | |Company | | - |One |High-pressure compressor, Ingersoll-Sergeant Drill | 6,665| - | |Company | | - |Three |Hydraulic power pumps, George F. Blake Manufacturing | 3,075| - | |Company | | - |Two |General Electric Company's generators coupled to Ball | 7,626| - | |and Wood engines | | - |------+------------------------------------------------------+--------| - | |Total cost of main items of plant | $79,572| - |------+------------------------------------------------------+--------| - | SUMMARY OF COST OF ONE PLANT. - |-------------------------------------------------------------+--------+ - |Total cost of main items of plant | $79,572| - | | | - |Cost of four shields (including installation, demolition, | 103,560| - |large additions and renewals, piping, pumps, etc.) | | - | | | - |Cost of piping, connections, drills, derricks, installation | 101,818| - |of offices and all miscellaneous plant | | - | | | - |Cost of installation, including preparation of site | 39,534| - |-------------------------------------------------------------+--------| - |Total prime cost of one power-house plant |$324,484| - |=============================================================+========| - -The following is a short description of each item of plant in Table 2: - -_Boilers._--At each shaft there were three 500-h.p., water-tube boilers, -Class F (made by Sterling and Company, Chicago, Ill.). They had -independent steel stacks, 54 in. in diameter and 100 ft. above grate -level; each had 5,000 sq. ft. of heating surface and 116 sq. ft. of -grate area. The firing was by hand, and there were shaking grates and -four doors to each furnace. Under normal conditions of work, two boilers -at each plant were able to supply all the steam required. The average -working pressure of the steam was 135 lb. per sq. in. - -The steam piping system was on the loop or by-pass plan. The diameter of -the pipes varied from 14 in. in the main header to 10 in. in the body of -the loop. The diameter of the exhaust steam main increased from 8 in. at -the remote machines to 20 in., and then to 30 in., at the steam -separator, which in turn was connected with the condensers. A pipe with -an automatic relief valve from the exhaust to the atmosphere was used -when the condensers were shut down. All piping was of the standard, -flanged extra-heavy type, with bronze-seated gate-valves on the -principal lines, and globe-valves on some of the auxiliary ones. There -was an 8-in. water leg on the main header fitted with a Mason-Kelly -trap, and other smaller water traps were set at suitable intervals. - -Each boiler was fitted with safety valves, and there were automatic -release valves on the high-and low-pressure cylinders of each -compressor, as well as on each air receiver. - -Buckwheat coal was used, and was delivered to the bins on the Manhattan -side by teams and on the Weehawken side by railroad cars or in barges, -whence it was taken to the power-house by 2-ft. gauge cars. An average -of 20 tons of coal in each 24 hours was used by each plant. - -The water was taken directly from the public service supply main. The -daily quantity used was approximately 4,000 gal. for boiler purposes and -4,400 gal. for general plant use. Wooden overhead tanks having a -capacity of 14,000 gal. at each plant served as a 12-hour emergency -supply. - -_Feed Pumps._--There were two feed pumps at each plant. They had a -capacity of 700 cu. ft. per min., free discharge. The plungers were -double, of 6-in. diameter, and 10-in. stroke, the steam cylinders were -of 10-in. diameter and 10-in. stroke. An injector of the "Metropolitan -Double-Tube" type, with a capacity of 700 cu. ft. per min., was fitted -to each boiler for use in emergencies. - -The feed-water heater was a "No. 9 Cochrane," guaranteed to heat 45,000 -lb. of water per hour, and had a total capacity of 85.7 cu. ft. It was -heated by the exhaust steam from the non-condensing auxiliary plant. - -_Condenser Plant._--There were two surface condensers at each plant. -Each had a cooling surface sufficient to condense 22,500 lb. of steam -per hour, with water at a temperature of 70 deg. Fahr. and barometer at 30 -in., maintaining a vacuum of 26 in. in the condenser. Each was fitted -with a Blake, horizontal, direct-acting, vacuum pump. - -_Circulating-Water Pumps._--Two circulating-water pumps, supplying salt -water directly from the Hudson River, were placed on the wharf. They -were 8-in. centrifugal pumps, each driven by a 36-h.p., General Electric -Company's direct-current motor (220 volts and 610 rev. per min.), the -current being supplied from the contractor's power-house generators. The -pumps were run alternately 24 hours each at a time. Those on the -Manhattan side were 1,300 ft. from the power-house, and delivered their -water through a 16-in. pipe; those on the Weehawken side were 450 ft. -away, and delivered through a 14-in. pipe. There was also a direct -connection with the city mains, in case of an accident to the salt-water -pumps. - -_Low-Pressure Compressors._--At each plant there were three low-pressure -compressors. These were for the supply of compressed air to the working -chambers of the subaqueous shield-driven tunnels. They were also used on -occasions to supply compressed air to the cylinders of the high-pressure -compressors, thus largely increasing the capacity of the latter when -hard pressed by an unusual call on account of heavy drilling work in the -rock tunnels. They were of a new design, of duplex Corliss type, having -cross-compound steam cylinders, designed to operate condensing, but -capable of working non-condensing; the air cylinders were simple duplex. -The steam cylinder valves were of the Corliss release type, with vacuum -dash-pots. The valves in the air cylinders were mechanically-operated -piston valves, with end inlet and discharge. The engines used steam at -135 lb. pressure. The high-and low-pressure steam cylinders were 14 in. -and 30 in. in diameter, respectively, with a stroke of 36 in. and a -maximum speed of 135 rev. per min. The two air cylinders were 23 1/2 in. -in diameter, and had a combined capacity of 35.1 cu. ft. of free air per -revolution, and, when running at 125 rev. per min., each machine had an -actual capacity of 4,389 cu. ft. of free air per min., or 263,340 cu. -ft. per hour. The air cylinders were covered by water-jackets through -which salt water from the circulating pumps flowed. A gauge pressure of -50 lb. of air could be obtained. - -Each compressor was fitted with an automatic speed and air-pressure -regulator, designed to vary the cut-off according to the volume of air -required, and was provided with an after-cooler fitted with tinned-brass -tube and eight Tobin-bronze tube-plates having 809 sq. ft. of cooling -surface; each one was capable of reducing the temperature of the air -delivered by it to within 10 deg. Fahr. of the temperature of the cooling -water when its compressor was operated at its fullest capacity. From the -after-cooler the air passed into a vertical receiver, 4 ft. 6 in. in -diameter and 12 ft. high, there being one such receiver for each -compressor. The receivers were tested to a pressure of 100 lb. per sq. -in. The after-coolers were provided with traps to collect precipitated -moisture and oil. The coolers and receivers were fitted with safety -valves set to blow off at 1 lb. above the working pressure. The air -supply was taken from without, and above the power-house roof, but in -very cold weather it could be taken from within doors. - -_High-Pressure Compressors._--There was one high-pressure compressor at -each plant. Each consisted of two duplex air cylinders fitted to a -cross-compound, Corliss-Bass, steam engine. The two steam cylinders were -14 and 26 in. in diameter, respectively, and the air cylinders were -14 1/4 in. in diameter and had a 36-in. stroke. The air cylinder was -water-jacketed with salt water supplied from the circulating water -pumps. - -The capacity was about 1,100 cu. ft. of free air per min. when running -at 85 rev. per min. and using intake air at normal pressure, but, when -receiving air from the low-pressure compressors at a pressure of 30 lb. -per sq. in., the capacity was 3,305 cu. ft. of free air per min.; -receiving air at 50 lb. per sq. in., the capacity would have been 4,847 -cu. ft. of free air per min. This latter arrangement, however, called -for more air than the low-pressure compressors could deliver. With the -low-pressure compressor running at 125 rev. per min. (its maximum -speed), it could furnish enough air at 43.8 lb. per sq. in. to supply -the high-pressure compressor running at 85 rev. per min. (its maximum -speed); and, with the high-pressure compressor delivering compressed air -at 150 lb., the combined capacity of the arrangement would have been -4,389 cu. ft. of free air per min. - -The air passed through a receiver, 4 ft. 6 in. in diameter and 12 ft. -high, tested under a water pressure of 225 lb. per sq. in., before being -sent through the distributing pipes. - -_Hydraulic Power Pumps._--At each power-house there were three hydraulic -power pumps to operate the tunneling shields. One pump was used for each -tunnel, leaving the third as a stand-by. The duplex steam cylinders were -15 in. in diameter, with a 10-in. stroke; the duplex water rams were -2-1/8 in. in diameter with a 10-in. stroke. The pumps were designed to -work up to 6,000 lb. per sq. in., but the usual working pressure was -about 4,500 lb. The piping, which was extra heavy hydraulic, was -connected by heavy cast-steel screw couplings having a hexagonal -cross-section in the middle to enable tightening to be done with a bolt -wrench. The piping was designed to withstand a pressure of 5,500 lb. per -sq. in. - -_Electric Generators._--At each plant there were two electric generators -supplying direct current for both lighting and power, at 240 volts, -through a two-wire system of mains. They were of Type M-P, Class 6, 100 -kw., 400 amperes, 250 rev. per min., 240 volts no load and 250 volts -full load. They were connected direct to 10 by 20 by 14-in., -center-crank, tandem-compound, engines of 150 h.p. at 250 rev. per min. -A switch-board, with all the necessary fuses, switches, and meters, was -provided at each plant. - -_Lubrication._--In the lubricating system three distinct systems were -used, each requiring its own special grade of oil. - -The journals and bearings were lubricated with ordinary engine oil by a -gravity system; the oil after use passed through a "White Star" filter, -and was pumped into a tank about 15 ft. above the engine-room floor. - -The low-pressure air cylinders were lubricated with "High Test" oil, -having a flash point of 600 deg. Fahr. The oil was forced from a receiving -tank into an elevated tank by high-pressure air. When the tank was full -the high-pressure air was turned off and the low-pressure air was turned -on, in this way the air pressure in the oil tank equalled that in the -air cylinder being lubricated, thus allowing a perfect gravity system to -exist. - -The steam cylinders and the high-pressure air cylinders were fed with -oil from hand-fed automatic lubricators made by the Detroit Lubrication -Company, Detroit, Mich. - -"Steam Cylinder" oil was used for the steam cylinders and "High Test" -oil (the same as used for the low-pressure air cylinders) for the -high-pressure air cylinders. The air cylinder and steam cylinder -lubricators were of the same kind, except that no condensers were -necessary. The steam cylinder and engine oil was caught on drip pans, -and, after being filtered, was used again as engine oil in the bearings. -The oil from the air cylinders was not saved, nor was that from the -steam cylinders caught at the separator. - -_Cost of Operating the Power-House Plants._--In order to give an idea of -the general cost of running these plants, Tables 3 and 4 are given as -typical of the force employed and the general supplies needed for a -24-hour run of one plant. Table 3 gives a typical run during the period -of driving the shields, and Table 4 is typical of the period of concrete -construction. In the latter case the tunnels were under normal air -pressure. Before the junction of the shields, both plants were running -continuously; after the junction, but while the tunnels were still under -compressed air, only one power-house plant was operated. - -TABLE 3.--COST OF OPERATING ONE POWER-HOUSE FOR 24 HOURS DURING -EXCAVATION AND METAL LINING. - - ===+===================+====================+============= - No.| Labor. | Rate per day. | Amount. - ---+-------------------+--------------------+------------- - 6 |Engineers | $3.00 | $18.00 - 6 |Firemen | 2.50 | 15.00 - 2 |Oilers | 2.00 | 4.00 - 2 |Laborers | 2.00 | 4.00 - 4 |Pumpmen | 2.75 | 11.00 - 2 |Electricians | 3.50 | 7.00 - 1 |Helper | 3.00 | 3.00 - ---+-------------------+--------------------+------------- - Total per day | $62.00 - --------------------------------------------+------------- - Total for 30 days | $1,860.00 - --------------------------------------------+------------- - Supplies. - -----------------------+--------------------+------------- - Coal (14 tons per day) | $3.25 | $45.50 - Water | 7.00 | 7.00 - Oil (4 gal. per day) | 0.50 | 2.00 - Waste (4 lb. per day) | 0.07 | 0.28 - Other supplies | 1.00 | 1.00 - -----------------------+--------------------+------------- - Total per day | $55.78 - --------------------------------------------+------------- - Total for 30 days | $1,673.00 - --------------------------------------------+------------- - Total cost of labor and supplies for 30 days| $3,533.00 - ============================================+============= - -_Stone-Crusher Plant._--A short description of the stone-crusher plant -will be given, as it played an important part in the economy of the -concrete work. In order to provide crushed stone for the concrete, the -contractor bought (from the contractor who built the Bergen Hill -Tunnels) the pile of trap rock excavated from these tunnels, which had -been dumped on the piece of waste ground to the north of Baldwin Avenue, -Weehawken, N. J. - -The general layout of the plant is shown on Plate XXX. It consisted of a -No. 6 and a No. 8 Austin crusher, driven by an Amex, single-cylinder, -horizontal, steam engine of 120 h.p., and was capable of crushing about -225 cu. yd. of stone per 10-hour day. The crushers and conveyors were -driven from a countershaft, in turn driven from the engine by an 18-in. -belt. - -TABLE 4.--COST OF OPERATING THE ONE PLANT FOR 24 HOURS DURING CONCRETE -LINING. - - ===+===================+====================+============= - No.| Labor. | Rate per day. | Amount. - ---+-------------------+--------------------+------------- - 2 |Engineers | $3.00 | $6.00 - 2 |Firemen | 2.50 | 5.00 - 2 |Pumpmen | 3.00 | 6.00 - 1 |Foreman Electrician| 6.00 | 6.00 - 1 |Electrician | 3.00 | 3.00 - 1 |Laborer | 2.00 | 2.00 - ---+-------------------+--------------------+------------- - Total per day | $28.00 - --------------------------------------------+------------- - Total for 30 days | $840.00 - --------------------------------------------+------------- - Supplies. - -----------------------+--------------------+------------- - Coal (14 tons per day) | $3.15 | $44.10 - Oil (4 gal. per day) | 0.50 | 2.00 - Water | 13.00 | 13.00 - Other supplies | 2.00 | 2.00 - -----------------------+--------------------+------------- - Total per day | $61.10 - --------------------------------------------+------------- - Total for 30 days | $1,833.00 - --------------------------------------------+------------- - Total cost of labor and supplies for 30 days| $2,673.00 - ============================================+============= - -The process of crushing was as follows: The stone from the pile was -loaded by hand into scale-boxes which were lifted by two derricks into -the chute above the No. 6 crusher. One derrick had a 34-ft. mast and a -56-ft. boom, and was worked by a Lidgerwood steam hoister; the other had -a 23-ft. mast and a 45-ft. boom, and was worked by a "General Electric" -hoist. All the stone passed first through the No. 6 crusher, after which -it was lifted by a bucket conveyor to a screen, placed about 60 ft. -higher than and above the stone bin. The screen was a steel chute -pierced by 2 1/2-in. circular holes, and was on a slope of about 45 deg.; in -order to prevent the screen from choking, it was necessary to have two -men continually scraping the stone over it with hoes. All the stone -passing the screen was discharged into a bin below with a capacity of -about 220 cu. yd. The stone not passing the screen passed down a -diagonal chute to a No. 8 crusher, from which, after crushing, it was -carried back by a second bucket conveyor to the bin, into which it was -dumped without passing a screen. The No. 8 crusher was arranged so that -it could, when necessary, receive stone direct from the stone pile. The -cars in which the stone was removed could be run under the bin and -filled by opening a sliding door in the bottom of the bin. A track was -laid from the bin to connect with the contractor's surface railway in -the Weehawken Shaft yard, and on this track the stone could be -transported either to the Weehawken Shaft direct, for use on that side -of the river, or to the wharf, where it could be dumped into scows for -transportation to New York. - -The cars used were 3-cu. yd. side-dump, with flap-doors, and were hauled -by two steam Dinky locomotives. - -The average force employed was: - - 1 foreman @ $3.00 per day. Supervising. - 24 laborers " 1.75 " " Loading scale-boxes for derricks. - 4 laborers " 1.75 " " Feeding crushers. - 2 laborers " 1.75 " " Watching screens to prevent clogging. - 1 engineer " 4.00 " " Driving steam engine. - 2 engineers " 3.50 " " On the derricks. - 1 night watchman. Watching the plant at night. - -Owing to the constant break-down of machinery, chutes, etc., inseparable -from stone-crushing work, there was always at work a repair gang -consisting of either three carpenters or three machinists, according to -the nature of the break-down. - -The approximate cost of the plant was: - - Machinery $5,850 - Lumber 3,305 - Erection labor 3,999 - ------ - Total $13,154 - -The cost of the crushed stone at Weehawken amounted to about $0.91 per -cu. yd., and was made up as follows: - - Cost of stone $0.22 - Labor in operation of plant 0.31 - Plant supplies 0.11 - [B]Plant depreciation 0.27 - ----- - Total $0.91 - -[B] Assuming that the scrap value of derricks and engines is one-half -the cost, crushers one-third the cost, and other items nothing. - -The crushed stone at the Manhattan Shaft cost about $1.04 per cu. yd., -the difference of $0.13 from the Weehawken cost being made up of the -cost of transfer across the river, $0.08, and transport from the dock to -the shaft, $0.05. - -_Miscellaneous Plant._--The various pieces of plant used directly in the -construction work, such as derricks, hauling engines, pumps, concrete -mixers, and forms, will be found described or at least mentioned in -connection with the methods used in construction. - -The tunneling shields, however, will be described now, as much of the -explanation of the shield-driven work will not be clear unless preceded -by a good idea of their design. - - -Tunneling Shields. - -During the period in which the original contract drawings were being -made, namely, in the latter part of 1903 and the early part of 1904, -considerable attention was given to working out detailed studies for a -type of shield which would be suitable for dealing with the various -kinds of ground through which the shield-driven tunnels had to pass. -This was done in order that, when the contract was let, the engineer's -ideas of the requirements of the shields should be thoroughly -crystallized, and so that the contractor might take advantage of this -long-thought-out design, instead of being under the necessity of placing -a hurried order for a piece of plant on which so much of the safety as -well as of the speed of his work depended. Eventually, the contractor -took over these designs as they stood, with certain minor modifications, -and the shields as built and worked gave entire satisfaction. The chief -points held in view were ample strength, easy access to the working face -combined with ease and quickness of closing the diaphragm, and general -simplicity. A clear idea of the main features of the design can be -gathered from Fig. 3 and Plate XXXI. - -[A]The interior diameter of the skin was 2 in. greater than the -external diameter of the metal lining of the tunnel, which was 23 ft. -The skin was made up of three thicknesses of steel plate, a 3/4-in. -plate outside and inside, with a 5/8-in. plate between; thus the -external diameter of the skin was 23 ft. 61/4 in. The length over all -(exclusive of the hood, to be described later) was 15 ft. 11-7/16 in. -The maximum overlap of the skin over the erected metal lining was 6 ft. -4 1/2 in., and the minimum overlap, 2 ft. - -There were no inside or outside cover-plates, the joints of the various -pieces of skin plates being butt-joints covered by the overlap of -adjoining plates. All riveting was flush, both inside and outside. The -whole circumference of each skin plate was made up of eight pieces, each -of which extended the entire length of the shield, the only -circumferential joint on the outside being at the junction of the -removable cutting edge (or of the hood when the latter was in position) -with the shield proper. - -Forward of the back ends of the jacks, the shield was stiffened by an -annular girder supporting the skin, and in the space between the -stiffeners of which were set the 24 propelling rams used to shove the -shield ahead by pressure exerted on the last erected ring of metal -lining, as shown on Plate XXXI. - -To assist in taking the thrust of these rams, gusset-plates were placed -against the end of each ram cylinder, and were carried forward to form -level brackets supporting the cast-steel cutting-edge segments. The -stiffening gussets, between which were placed the rams, were also -carried forward as level brackets, for the same purpose. The cast-steel -segmental cutting edge was attached to the front of the last mentioned -plates. - -The interior structural framing consisted of two floors and three -vertical partitions, giving nine openings or pockets for access to the -face; these pockets were 2 ft. 7 in. wide, the height varying from 2 ft. -2 in. to 3 ft. 4 in., according to their location. The openings were -provided with pivoted segmental doors, which were adopted because they -could be shut without having to displace any ground which might be -flowing into the tunnel, and while open their own weight tended to close -them, being held from doing so by a simple catch. - -[Illustration: PROPOSED SHIELD FOR SUBAQUEOUS TUNNELING GENERAL -ELEVATION FIG. 3.] - -For passing through the varied assortment of ground before entering on -the true sub-river silt, it was decided to adopt the forward detachable -extension, or hood, which has so often proved its worth in ground -needing timber for its support, as shown in Fig. 2, Plate XXIX. This -hood extended 2 ft. 1 in. beyond the cutting edge, and from the top down -to the level of the upper platform. Additional pieces were provided by -which the hood might have been brought down as far as the lower -platform, but they were not used. Special trapezoidal steel castings -formed the junction between the hood and the cutting edge. The hood was -in nine sections, built up of two 3/4-in. and one 5/8-in. skin plates, -as in the main body of the skin, and was supported by bracket plates -attached to the forward ends of the ram chambers. The hoods were bolted -in place, and were removed and replaced by regular cutting-edge steel -castings after the shields had passed the river lines. - -The floors of the two platforms, of which there were eight, formed by -the division of the platforms by the upright framing, could be extended -forward 2 ft. 9 in. in front of the cutting edge, or 8 in. in front of -the hood. This motion was given by hydraulic jacks. The sliding platform -could hold a load of 7,900 lb. per sq. ft., which was equal to the -maximum head of ground and water combined. The uses of these platforms -will be described under the heading "Construction." The weight of the -structural portion of each shield was about 135 tons. - -The remainder of the shield was the hydraulic part, which provided its -motive force and gave the power to the segment erector. The hydraulic -fittings weighed about 58 tons per shield, so that the total weight of -each shield was about 193 tons. The hydraulic apparatus was designed for -a maximum pressure of 5,000 lb. per sq. in., a minimum pressure of 2,000 -lb., and a test pressure of 6,000 lb. The actual average pressure used -was about 3,500 lb. per sq. in. - -There were 24 shoving rams, with a diameter of 8 1/2 in. and stroke of -38 in. The main ram was single-acting. The packings could be tightened -up from the outside without removing the ram, a thing which is of the -greatest convenience, and cannot be done with the differential plunger -type. Some of the chief figures relating to the shield rams, with a -water pressure of 5,000 lb. per sq. in., are: - - Forward force of one ram 275,000 lb. - Forward force of 24 rams (all) 6,600,000 " - Forward force of 24 rams 3,300 tons of 2,000 lb. - Equivalent pressure per square inch of face 105 lb. - Equivalent pressure per square foot of face 15,200 " - Pull-back force of one ram 26,400 " - Pull-back pressure on full area of ram 480 " per sq. in. - -The rams developed a tendency to bend, under the severe test of shoving -the shield all closed, or nearly so, through the river silt, and it is -probable that it would have been better to make the pistons 10 in. in -diameter instead of 8 1/2 in. - -Each sliding platform was actuated by two single-acting rams, 3 1/2 in. -in diameter and having a stroke of 2 ft. 9 in. The rams were attached to -the rear face of the shield diaphragm inside the box floors, and the -cylinders were movable, sliding freely on bearings in the floor. The -front ends of the cylinders were fixed to the front ends of the sliding -platforms. The cylinder thus supported the front end of the sliding -platform, and was designed to carry its half of the load on the -platform. Some of the leading figures in connection with the platform -rams, at a working pressure of 5,000 lb. per sq. in., are: - - Forward force of each pair of rams (in each platform) 96,000 lb. - Total area of nose of sliding platform 1,060 sq. in. - Maximum reaction per square inch on nose 90 lb. - Maximum reaction per square foot on nose 13,040 " - -Each shield was fitted with a single erector mounted on the rear of the -diaphragm. The erector consisted of a box-shaped frame mounted on a -central shaft revolving on bearings attached to the shield. Inside of -this frame there was a differential hydraulic plunger, 4 in. and 3 in. -in diameter and of 48-in. stroke. To the plunger head were attached two -channels sliding inside the box frame, and to the projecting ends of -these the grip was attached. At the opposite end of the box frame a -counterweight was attached which balanced about 700 lb. of the tunnel -segment at 11 ft. radius. - -The erector was revolved by two single-acting rams fixed horizontally to -the back of the shield above the erector pivot through double chains and -chain wheels keyed to the erector shaft. - -The principal figures connected with the erector, assuming a water -pressure of 5,000 lb. per sq. in., are: - - Weight of heaviest tunnel segment 2,584 lb. - Weight of erector plunger and grip 616 " - Total weight to be handled by the erector ram 3,200 " - Total force in erector ram moving from center of shield 35,000 " - Total force in erector ram moving toward center of shield 27,500 " - Weight at 11-ft. radius which is balanced by counterweight 700 " - Maximum net weight at 11-ft. radius to be handled by - turning rams 1,884 " - Total force of each rotating ram, at 5,000 lb. per sq. in. 80,000 " - Load at 11-ft. radius, equivalent to above 3,780 " - -When the shield was designed, a grip was also designed by which the -erector could handle segments without any special lugs being cast on -them. A bolt was passed through two opposite bolt holes in the -circumferential flanges of a plate. The grip jaws closed over this bolt -and locked themselves. The projecting fixed ends of the grip were for -taking the direct thrust on the grip caused by the erector ram when -placing a segment. - -It happened, however, that there was delay in delivering these grips, -and, when the shield was ready to start, and the grip was not -forthcoming, Mr. Patrick Fitzgerald, the Contractor's Superintendent, -overcame this trouble by having another grip made. - -In this design, also, a self-catching bolt is placed through the segment -and the grip catches the bolt. In simplicity and effectiveness in -working, this new design eventually proved a decided advance on the -original one, and, as a result, all the shields were fitted with the new -grip, and the original design was discarded. - -The great drawback to the original grip was that the plate swung on the -lifting bolt, and thus brought a great strain on the bolt when held -rigidly at right angles to the erector arm. The original design was able -to handle both _A_ and _B_ segments, and key segments, without -alteration; in the new design, an auxiliary head had to be swung into -position to handle the key, but this objection did not amount to a -practical drawback. - -The operating floor from which the shield was controlled, and at which -the valves were situated, was placed above the rams which rotate the -erector, and formed a protection for them. The control of the shield -rams was divided into four groups: the seven lower rams constituted one -group, the upper five, another, and the six remaining on each side, the -other two. Each group was controlled by its own stop and release valve. -Individual rams were controlled by stop-cocks. - -The control of the sliding platform rams was divided into two groups, of -which all the rams on the upper floor made one, and all those in the -lower floor, the other; here, again, each group had its own stop and -release valve, and individual platforms were controlled by stop-cocks -arranged in blocks from which the pipes were carried to the rams. - -The in-and-out movements of the erector ram were controlled by a -two-spindle, balanced, stop and release valve, controlled by a -hand-wheel. The erector rotating rams were controlled by a similar -valve, with four spindles, also operated by a single hand-wheel. Both -wheels were placed inside the top shield pockets, and within easy reach -of the operating platform. - -The hydraulic pressure was brought through the tunnel by a 2-in. -hydraulic pipe. Connection with the shield was made by a flexible copper -pipe, the 2-in. line being extended as the shield advanced. - - -LAND TUNNELS. - -General. - -The following is a brief account of the main features of the "Land -Tunnel" work, by which is meant all the part of the structure built -without using tunneling shields. - -The Land Tunnels consist of about 977 ft. of double tunnel on the New -York side and 230 ft. on the New Jersey side, or a total of 1,207 lin. -ft. of double tunnel. - -The general design of the cross-section consists of a semi-circular -arch, vertical side-walls and a flat invert. The tunnel is adapted for -two lines of track, each being contained in its compartment or tunnel. -The span of the arch is wider than is absolutely necessary to take the -rolling stock, and the extra space is utilized by the provision of a -sidewalk or "bench" forming by its upper surface a gangway, out of the -way of traffic, for persons walking in the tunnels, and embedded in its -mass are a number of vitrified earthenware ducts, for high-and -low-tension electric cables. The provision of this bench enables its -vertical wall to be brought much nearer to the side of the rolling stock -than is usually possible, thus minimizing the effects of a derailment or -other accident. Refuge niches for trackmen, and ladders to the top of -the bench are provided at frequent intervals. In cases where a narrow -street limits the width of the structure, as on the New York side, the -two tunnels are separated by a medial wall of masonry, thus involving -excavation over the entire width of both tunnels, and in such case the -tunnels are spoken of as "Twin Tunnels"; where the exigencies of width -are not so severe, the two tunnels are entirely distinct, and are -separated by a wall of rock. This type is found on the Weehawken side. -The arches are of brick, the remainder of the tunnel lining being of -concrete. - - -New York Land Tunnels. - -The work on the Land Tunnels on the Manhattan side was carried on from -the shaft at 11th Avenue and 32d Street. - -The plans and designs for these tunnels are shown on Plate XXXII. In -this short length of about 977 ft. there are no less than nine different -kinds of cross-section. The reason for these changes is the fact that -the two lines of track are here not straight and parallel to the center -line between the tunnels, but are curved, although symmetrical about -this center line. The various changes of section are to enable the -tunnels to be built in straight lengths, thus avoiding the disadvantages -attending the use of curved forms, and at the same time minimizing the -quantity of excavation, an item which accounts for from 60 to 70% of the -total cost of tunnels of this type. Of course, there are corresponding -and obvious disadvantages in the adoption of many short lengths of -different cross-sections, and these disadvantages were well brought out -in the course of the work; on the whole, however, they may be said to -have justified their adoption. These New York Land Tunnels were divided -into three contracts, viz.: From Station 190 + 15 (the Portal to the -open work of the Terminal Station at the east side of Tenth Avenue, New -York City) to Station 197 + 60, called "Section Gy-East." The next -contract, called "Section Gy-West Supplementary," extended from Station -197 + 60 to Station 199 + 20, which is the east side of Eleventh Avenue. -The third contract was called "Section Gy-West," and extended from -Station 199 + 20 to Station 231 + 78 (the dividing line between the -States of New York and New Jersey). Thus, for nearly all its length, -this contract consists of shield-driven tunnel. The portion between -Stations 199 + 20 and 199 + 91.5, however, was of the Land Tunnel type, -and therefore will be included here. A fourth contract extended from -Station 231 + 78 to the Weehawken Shaft at Station 263 + 50, and of this -all but 230 ft. was of the shield-driven type, only the portion next to -the Weehawken Shaft being of the Land Tunnel type. - -The four contracts were let to one contractor (The O'Rourke Engineering -Construction Company), and the work was carried on simultaneously in all -four, so that the division into contracts had no bearing on the methods -of work adopted, and these will now be described as a whole and with no -further reference to the different sections. - - -Excavation. - -Work was started on the New York side on April 18th, 1904, the Weehawken -shaft being at that date still under construction. As will have been -noted in the description of the shafts, the contractor found a shaft -already prepared for his use, and cross-drifts at grade and at right -angles to the future tunnels, and extending across their entire width. -The first essential was to get access to the shield chambers, which were -to lie about 330 ft. to the west of the shaft, so that the construction -of these enlargements in which the shields for the subaqueous tunnels -were to be built might be finished as soon as possible and thus allow -the earliest possible start to be made with the shield-driven tunnels. - -With this in view, two bottom headings, on the center line of each of -the two tracks, were driven westward from the western cross-heading at -the foot of the shaft. When about 138 ft. had been made in this way, -the two headings were brought together and a break-up was made to the -crown level of the tunnel, as the depth of rock cover was doubtful. From -this break-up a top heading was driven westward to Station 200 + 30. -While widening the heading out at Station 200 + 20 the rock was -penetrated on the south side. The exposed wet sand and gravel started to -run, and, as a consequence, a change in design was made, the shield -chambers (and consequently the start of the shield-driven tunnels) being -moved eastward from their original location 133 ft. to their present -location. A certain amount of time was necessarily spent in making these -changes of design, which involved a rearrangement of the whole layout -from the Terminal Station to the start of the River Tunnels. On July -5th, 1904, however, the new design was formally approved. No sooner had -this been decided than a strike arose on the work, and this was not -settled until August 1st, 1904, but from that time the work progressed -without delay. No further reference will be made to the work in the -shield chambers, as that will come under the heading of "River Tunnels," -being of the segmental, cast-iron lined type. - -A top heading was now driven over the original bottom heading west of -the shaft, and at the same time the original cross-drifts from the shaft -were amalgamated with and broken down by a heading driven at the crown -level of the "Intercepting Arch" which here cuts across the ordinary run -of tunnel at right angles and affords access to the tunnels from the -shafts. - -The excavation of the upper portion of the intercepting arch at its -southern end gave some trouble, and caused some anxiety, as the rock -cover was penetrated and the wet sand and gravel were exposed. This made -it necessary to timber all this section heavily, and the tracks of the -New York Central Railroad directly above were successfully supported. -The general way in which this timbering was carried out will be -described under the head of "Timbering." - -Meanwhile, the excavation of the tunnels west of the intercepting arch -was continued until the North and South Tunnels were taken out to their -full outlines, leaving a core of rock between them. This core was -gradually removed, and timbering supporting the rock above the middle -wall was put in as excavation went on. The ground, which was entirely of -micaceous schist, typical of this part of Manhattan, seamed with veins -of granite, was rather heavy at the west end, or adjacent to the shield -chambers, and required complete segmental timbering across the whole -span. One heavy fall of rock in the corewall between the North and South -Tunnels took place on November 2d, but fortunately did not extend beyond -the limits of the permanent work. On November 7th, 1904, the excavation -east of the intercepting arch was begun by driving a bottom heading in -the South Tunnel. This was continued to Station 197 + 14 and then was -taken up to the crown level and worked as a top heading with the view of -keeping track, by making exploratory borings upward from the roof at -frequent intervals, of the rock surface, which was here irregular and -not known with any degree of certainty. The work was not pressed with -any vigor, because all efforts were then being bent toward excavating -from the River Tunnels as much rock as possible. In Section Gy-East the -conditions were exceptionally variable, as the rock was subject to -sudden changes from a soft crumbling mica schist to broad bands of hard -granite, and, in addition, the rock surface was very irregular, and, for -a good length of this section, was below the crown of the tunnel, a -condition which led to the adoption of the cut-and-cover method for part -of the work. - -The irregularity in conditions called for varying methods of procedure, -but in general the methods were as shown on Plate XXXIII, and described -as follows: - -_In Solid Rock._--Where there was plenty of good rock cover, a top -middle heading was driven, which was afterward widened out to the full -cross-section of the twin tunnel arches. If necessary, a few lengths of -segmental timbering were put in before taking down the bench, which was -generally kept some 40 or 50 ft. behind the breast of the heading. After -the bench was down, the middle conduit trench was excavated and the -trimming done. - -_In Soft Rock._--Where there was not enough rock cover, or where there -was actual soft ground in the roof, wall-plate headings at the springing -line level were driven ahead of the remainder of the work. The -wall-plates were laid in these, the roof was taken out in short lengths, -and segmental timbering spanning from wall-plate to wall-plate was put -in. The roof being thus held, the bench excavation proceeded without -trouble. Where the rock was penetrated and soft ground showed in the -roof, poling boards were driven ahead over the crown-bars, as shown in -Fig. 4. - -_Cut-and-Cover Work._--After some 225 ft. had been driven from the -intercepting arch, it was found that the crown of the tunnel was -continually in soft ground. To ascertain the extent of this condition -the contractor decided to make soundings as far as Tenth Avenue, which -was done by sinking trial pits and making wash-borings in the street. -These soundings showed that there would be soft ground in the crown from -Station 194 + 75 to Station 194 + 25 (at one point to a depth of 12 ft. -below the crown), and on each side of this section the cover was -insufficient from Station 193 + 58 to Station 195 + 30. This condition -being known, it was decided to adopt cut-and-cover work for this length, -the principal reasons being that repairs to sewers, streets, and drains -would be no more, and probably less, expensive than with the tunnel -method; the underpinning of a heavy brick brewery building adjoining the -works on the north side would be facilitated, and the opening in the -street, through which muck and materials could be handled, would relieve -the congested shaft, through which the large volume of muck from the -River Tunnels was then being conveyed. On the other hand, the -cut-and-cover method was adversely affected by the presence of a heavy -timber trestle built down the south side of the street and over which -passed all the excavation from the Terminal Station, amounting to a very -heavy traffic. As this trestle had to be supported, it complicated the -situation considerably. Very little active progress was made between -June, 1905, and April, 1906, as the contractor's energies during that -time were much taken up with the progress of the shield-driven tunnels. -In April, 1906, preparations were made to start a 50-ft. length of open -cut, rangers being fixed and sheathing driven; and the sewer which ran -down the middle of this street was diverted to the outside of the -open-cut length. - -April and May were occupied in driving the sheathing down to rock, -supporting the trestle, underpinning the adjoining brewery, and -excavating the soft material above the rock. On June 2d, 1906, rock was -reached, and, by July 31st, the excavation was down to subgrade over -nearly the whole 50 ft. in the first length. In the meantime another -length was opened up, and eventually a third. - -The surface of the rock now seemed to be rising, and the heavy buildings -had been passed, so that tunneling was reverted to for the rest of the -work, though many difficulties were caused by soft rock in the roof from -time to time. - -[Illustration: METHOD OF DRIVING ROOF LAGGING IN SOFT GROUND. FIG. 4.] - -When the excavation for the open-cut work of the Terminal Station had -advanced to the line of Tenth Avenue, the contractor started a heading -from this point and drove westward under Tenth Avenue until the headings -driven eastward from the cut-and-cover portion, were met. - -This was done to expedite the work under Tenth Avenue, where the ground -was not very good, where there were several important gas and water -mains in the street, and where, moreover, the tunnels were of -exceptionally large span (24 ft. 6 in.), making a total width of some 60 -ft. for the excavation. The excavation for the New York Tunnels was -practically finished in January, 1908. - -_Drilling and Blasting._--The foregoing short description will serve to -show in a general way the scheme adopted in making the excavation. A few -details on drilling and blasting methods may not be out of place. - -Percussive drills run by air pressure were used. They were -Ingersoll-Sergeant, Nos. 3 1/2, A-86, C-24, and F-24. The air came from -the high-pressure compressor previously described. This compressor, -without assistance, could supply air for nine drills, but, when fed by -compressed air from the lower pressure, its capacity was increased three -or four times. - -The air was compressed to 100 lb. per sq. in. in the power-house, and -was delivered at about 80 lb. per sq. in. at the drills. A 3-in. air -line was used. The drill steel was 1-1/8-to 1-3/8-in. octagonal. The -holes were about 31/4 in. in diameter at starting and 2-5/8 in. at the -full depth of 10 ft. The powder used on the New York side was 40% -Forcite, the near presence of heavy buildings and lack of much rock -cover necessitating light charges and many holes spaced close together. - -To compensate the contractor for the inevitable excavation done outside -the neat lines of the masonry lining, the excavation was paid for to the -"Standard Section Line" which was 12 in. outside the neat lines on top -and sides and 6 in. outside at the bottom of the cross-section. The -actual amount of excavation done was about 11% greater than that paid -for. The distance excavated beyond the neat line, because of the very -heavy timbering necessary, was about 2.1 ft. instead of the 1 ft. -allowed, and at the bottom about 0.85 ft. instead of the 0.50 ft. paid -for. - -For a period of 5 months detailed records were kept of the drilling and -blasting. About 12,900 cu. yd. of excavation are included. A sketch and -table showing the method of driving the heading, the number and location -of the holes drilled, and the amount of powder used, is given in Fig. 5. -From this and similar figures the information in Table 5 is derived. - -TABLE 5. - - +========================+=======+=======+=======+======+=======+======| - | | FEET OF HOLE | POUNDS OF POWDER | - | |DRILLED PER CUBIC YARD | USED PER CUBIC YARD | - | | OF EXCAVATION. | OF EXCAVATION. | - | +-------+-------+-------+------+-------+------| - |Portion of excavation. |15-ft. |19-ft. |24-ft. | | | | - | | 4-in. | 6-in. | 6-in. |15-ft.|19-ft. |24-ft.| - | |span-- |span-- |span-- |4-in. | 6-in. | 6-in.| - | | twin | twin | twin | | | | - | |tunnel.|tunnel.|tunnel.| | | | - |------------------------+-------+-------+-------+------+-------+------+ - |Wall-plate heading[C] | 13.0 | 10.97 | 10.97 |3.77 | 2.85 | 2.85 | - | | | | | | | | - |Total heading[C] | 7.87 | 8.17 | 7.81 |2.31 | 2.02 | 1.78 | - | | | | | | | | - |Bench and raker bench[C]| 5.97 | 6.15 | 7.56 |0.94 | 0.93 | 1.13 | - | | | | | | | | - |Trench[C] | 9.82 | 15.96 | 18.10 |1.84 | 2.49 | 2.73 | - |------------------------+-------+-------+-------+------+-------+------+ - |Average for section[C] | 6.69 | 7.43 | 8.95 |1.28 | 1.30 | 1.45 | - |------------------------+-------+-------+-------+------+-------+------| - |Actual amount[D] | 6.82 | 7.27 | 8.95 |1.22 | 1.24 | 1.27 | - +========================+=======+=======+=======+======+=======+======+ - -[C] Figures taken from typical cross-sections. - -[D] This gives the actual amount of drilling done and powder used per -cubic yard for the whole period of 5 months of observation, but as this -length included 280 ft. of heading and only 220 ft. of bench, the -average figures (for powder especially) are too low. - -Table 6 gives the rate and cost of drilling, and the cost of powder. It -will be seen that the average rate of drilling was 2.71 ft. per hour per -drill or 27.1 ft. per drill per shift. - -Table 7 shows the result of observation as to the time taken in various -subdivisions of the drilling operations. These observations were not -carried on for a long enough period to give correct results, but the -percentages of time spent on each division of the operation are believed -to be about right. The headings of this table are self-explanatory. The -necessary delays include all time spent in changing bits, making -air-line connections, etc. The unnecessary delays are stoppages caused -by lack of supplies or insufficient air pressure. - -By Table 6 it will be noticed that the cost of labor for drilling and -sharpening steels was about $0.29 per lin. ft. of hole drilled. The -total cost, including repairs, supply of air, etc., came to about $0.38, -as will be seen from Table 8. - -_Timbering._--On the New York side nearly the whole length of the -excavation needed timbering, to a greater or less extent, and for the -most part required timbering of quite a heavy type. - -TABLE 6.--ROCK TUNNEL EXCAVATION UNDER 32D STREET, EAST OF CUT-AND-COVER -SECTION. DRILLING AND BLASTING.--DETAILED COST OF LABOR IN DRILLING, -ALSO QUANTITY AND COST OF POWDER USED. - - +=====================================================================+ - | DRILLING AND BLASTING. | - |-----+-----+------+------+------+-----+-----+------+-----+-----+-----| - |Type.|Date.|Total feet drilled. | No. drill shifts| Feet drilled | - | | | | | | of (10-hour.) |per man per hour.| - | +-----+------+------+------+-----+-----+------+-----+-----+-----+ - | |1907 |Head- |Bench |Total |Head-|Bench|Total |Head-|Bench|Total| - | | | ing | | | ing | | | ing | | | - |-----+-----+------+------+------+-----+-----+------+-----+-----+-----+ - |_Ke._|May | 2,971| 5,578| 8,549| 98 | 204 | 302 |3.031|2.734|2.831| - | |June | 2,093| 6,194| 8,287| 85 | 223 | 308 |2.462|2.777|2.691| - | |July | | 7,627| 7,627| | 268 | 268 | |2.845|2.845| - | |Aug. | | 2,552| 2,552| | 95 | 95 | |2.688|2.688| - | |Sept.| | 2,133| 2,133| | 79 | 79 | |2.700|2.700| - | +-----+------+------+------+-----+-----+------+-----+-----+-----+ - | |Total| 5,064|24,084|29,148| 183 | 869 |1,052 |2.767|2.77 |2.77 | - |-----+-----+------+------+------+-----+-----+------+-----+-----+-----+ - |_Ki._|May | 6,976| | 6,976| 216 | | 216 |3.229| |3.229| - | |June | 4,089| | 4,089| 135 | | 135 |3.029| |3.029| - | |July | | 3,733| 3,733| | 140 | 140 | |2.666|2.666| - | |Aug. | | 6,715| 6,715| | 249 | 249 | |2.769|2.769| - | |Estim| |14,742|14,742| | 46 | 546 | |2.700|2.700| - | +-----+------+------+------+-----+-----+------+-----+-----+-----+ - | |Total|11,065|25,190|36,255| 351 | 935|1,286 |3.152|2.694|2.819| - |-----+-----+------+------+------+-----+-----+------+-----+-----+-----+ - |_Ko._|May | | 1,617| 1,617| | 55| 55 | |2.921|2.921| - | |June | | 2,948| 2,948| | 107| 107 | |2.755|2.755| - | |July | | 3,734| 3,734| | 131| 131 | |2.850|2.850| - | |Aug. | | 8,260| 8,260| | 290| 290 | |2.848|2.848| - | |Estim| | 4,787| 4,787| | 285| 285 | |1.180|1.680| - | +-----+------+------+------+-----+-----+------+-----+-----+-----+ - | |Total| |21,346|21,346| | 868| 868 | |2.460|2.460| - |-----+-----+------+------+------+-----+-----+------+-----+-----+-----+ - |Grand|Total|16,129|70,620|86,749| 534 |2,672|3,206 |3.020|2.710|2.710| - +=====+=====+======+======+======+=====+=====+======+=====+=====+=====+ - - +==================================================+=====================+ - | DRILLING AND BLASTING | POWDER USED. | - |-----+----------+------+--------------------------+--------+-------+----+ - | | | | Cost of labor only. | | | | - | | | | Drilling and sharpening. | | | | - | | | +------+------+-------+----+ | | | - | | | | | | Per | | | Cost | | - | | | | | | cubic | | | per | | - | | | | | | yard. | | | cubic | | - | | | | | | | | |yard at| | - | | | | | | | | | 11 | | - | | | | | | | | | cents | | - | | | | | | | | | per | | - | | | | | | | | |pound. | | - | +----------+------+------+------+-------+----+--------+-------+----+ - |Type.| Quantity | |Total.| Per |Actual.|Paid| Total |Actual.|Paid| - | | of | | |linear| |for |Quantity| |for.| - | |excavation| | |feet. | | | | | | - | | in cubic | | | | | | | | | - | | yards. | | | | | | | | | - | +----------+------+------+------+-------+----+--------+-------+----+ - | | Actual. | Paid | $ | $ | $ | |Pounds. | $ | $ | - | | [E] | for | | | | | | | | - | | | [F] | | | | | | | | - |-----+----------+------+------+------+-------+----+--------+-------+----+ - |_Ke._| 1,736 | 1,664| 2,331| 0.27 | 1.34 |1.40| 1,595 | 0.10 |0.10| - | | 809 | 698| 2,440| 0.29 | 3.01 |3.49| 1,960 | 0.27 |0.31| - | | 1,022 | 960| 2,031| 0.26 | 1.98 |2.11| 966 | 0.10 |0.11| - | | 743 | 716| 640| 0.25 | 0.86 |0.89| 430 | 0.06 |0.07| - | | 238 | 238| 533| 0.25 | 2.24 |2.24| 280 | 0.13 |0.13| - | |----------+------+------+------+-------+----+--------+-------+----+ - | | 4,548 | 4,276| 7,975| 0.27 | 1.75 |1.87| 5,231 | 0.13 |0.13| - |-----+----------+------+------+------+-------+----+--------+-------+----+ - |_Ki._| 614 | 527| 1,604| 0.23 | 2.61 |3.04| 1,230 | 0.22 |0.26| - | | 357 | 259| 1,234| 0.30 | 3.45 |4.76| 1,036 | 0.32 |0.44| - | | 530 | 404| 1,084| 0.29 | 2.04 |2.68| 550 | 0.11 |0.15| - | | 925 | 890| 1,901| 0.28 | 2.05 |2.13| 905 | 0.10 |0.11| - | | 3,254 | 2,908| 4,570| 0.31 | 1.40 |1.57| 2,470 | 0.08 |0.09| - | |----------+------+------+------+-------+----+--------+-------+----+ - | | 5,680 | 4,988|10,393| 0.29 | 1.83 |2.08| 6,191 | 0.12 |0.14| - |-----+----------+------+------+------+-------+----+--------+-------+----+ - |_Ko._| 250 | 188| 471| 0.29 | 1.88 |2.50| 376 | 0.17 |0.22| - | | 496 | 347| 883| 0.29 | 1.78 |2.54| 357 | 0.08 |0.11| - | | 626 | 606| 1,003| 0.27 | 1.60 |1.65| 609 | 0.11 |0.11| - | | 718 | 709| 2,161| 0.26 | 3.00 |3.04| 918 | 0.14 |0.14| - | | 605 | 535| 2,397| 0.50 | 3.96 |4.48| 762 | 0.14 |0.16| - | |----------+------+------+------+-------+----+--------+-------+----+ - | | 2,695 | 2,385| 6,915| 0.32 | 2.57 |2.90| 3,022 | 0.12 |0.14| - | |---------+-------+------+------+-------+----+--------+-------+----+ - | |12,923 |11,649|25,283| 0.29 | 1.96 |2.17|14,444 | 0.12 |0.14| - +=====+==========+======+======+======+=======+====+========+=======+====+ - -The work done during the 5 months when these analyzed cost figures were -kept includes 280 ft. of bench and 220 ft. of heading. This excess of -bench over heading causes the general average amounts per cubic yard to -be too low. - -[E] Actual amount of excavation. - -[F] Amount of excavation paid for. - -[Illustration: 24' 6" SPAN TWIN TUNNELS DETAILS OF METHOD OF DRILLING -AND BLASTING IN A TYPICAL (NOT EXACT AVERAGE) SECTION] - - +---------+--------+--------+-----+-----+------+------+-------+ - | Drilling and Firing Data for | - | Each Sub-division of Section | - |---------+--------+--------+-----+-----+------+------+-------| - | Sub | Volume | No. of | No. | No. |Total |Linear| Total | - |divisions|of each |sets of | of | of | lbs. | feet |length | - | | sub- | holes |holes|times| of | of |drilled| - | |division| | in |fired|powder|tunnel| | - | |paid for| | set | | per |broken| | - | | | | | | hole | | | - | | | | | |fired | | | - |---------+--------+--------+-----+-----+------+------+-------| - | _a_ | _b_ | _c_ | _d_ | _e_ | _f_ | _g_ | _h_ | - |---------+--------+--------+-----+-----+------+------+-------| - | _A_ | 17.775 | {[G] 1 | 6 | 3 | 4.50 | | | - | | | {[H] 1 | 9 | 1 | 1.50 | | | - | | | {[I] 1 | 6 | 1 | 1.00 | | | - | | | {[J] 1 | 6 | 1 | 0.75 | 6.0 | 195 | - | | | | | | | | | - |---------+--------+--------+-----+-----+------+------+-------| - | _A'_ | 1.00 | 2 | 3-4 | 1 | 0.25 | 5.0 | 21 | - |---------+--------+--------+-----+-----+------+------+-------| - | _B_ | 5.925 | {[G] 2 | 3-4 | 1 | 1.00 | 4.0 | 35 | - |---------+--------+--------+-----+-----+------+------+-------| - | _C_ | | {[K] 1 | 3 | 2 | 1.125| | | - | | 33.33 | 4 | 7 | 1 | 1.125| 5.0 | 186 | - |---------+--------+--------+-----+-----+------+------+-------| - | _D_ | 6.665 | 2 | 5-6 | 1 | 0.75 | 3.0 | 33 | - |---------+--------+--------+-----+-----+------+------+-------| - | | | | - | | | | - |=========+========+========+=====+=====+======+======+=======| - | _E_ | 50.00 | | 5 | 1 | 1.50 | 5.0 | 405 | - |---------+--------+--------+-----+-----+------+------+-------| - | _F_ | 88.88 |{ 10.5| 4 | 2 | 1.50 | | | - | | |{[L] 5.0| 4 | 1 | 1.50 | 4.0 | 682 | - |---------+--------+--------+-----+-----+------+------+-------| - | _G_ | 22.22 | 5.5| 4 | 2 | 1.00 | 5.0 | 132 | - |---------+--------+--------+-----+-----+------+------+-------| - | | | | - | | | | - |=========+========+========+=====+=====+======+======+=======| - | _H_ | 9.77 |{ 5 | 3 | 1 | 0.50 | | | - | | |{ 4 | 6 | 1 | 0.50 | 6.0 | 156 | - |---------+--------+--------+-----+-----+------+------+-------| - | _I_ | 26.66 | 8 | 5 | 1 | 1.00 | 6.0 | 252 | - |---------+--------+--------+-----+-----+------+------+-------| - | | | | - | | | | - | | |========+=====+=====+======+======+=======| - | | | | - | | | | - | | | | - | | |========+=====+=====+======+======+=======| - | | | | - +---------+--------+--------+-----+-----+------+------+-------+ - - +---------+------+-------+------+------+---------+-------+------+ - | Drilling and Firing Data for | - | Total Sections | - |---------+------+-------+------+------+---------+-------+------| - | Sub |Total |Length | Cu. | Cu. | Total | Total | Total| - |divisions|length|drilled| yds. | yds. | lbs. of |lbs. of| lbs. | - | | of | per | per | per | powder | powder| of | - | |simi- |linear |linear|linear| per | per |powder| - | |lar |foot of| foot | foot | linear | foot | per | - | |head- |tunnel | of | of | foot of |drilled|cubic | - | |ings | |tunnel|tunnel| tunnel | | yard | - |---------+------+-------+------+------+---------+-------+------| - | _a_ | _i_ | _j_ | _k_ | _l_ | _m_ | _n_ | _o_ | - |---------+------+-------+------+------+---------+-------+------| - | _A_ | |Sigma | | | | | | - | | | c + d |b + i | j |c + d + f| m | m | - | | | ----- |------| --- | ----- | --- | --- | - | | | g | g | k | g | j | k | - | | 2 | 65.00 | 5.925|10.97 | 17.00 | 0.261 |2.848 | - |---------+------+-------+------+------+---------+-------+------| - | _A'_ | 2 | 8.40 | 0.400|21.00 | 0.70 | 0.166 |1.750 | - |---------+------+-------+------+------+---------+-------+------| - | _B_ | 2 | 17.50 | 2.962| 5.90 | 3.50 | 0.200 |1.181 | - |---------+------+-------+------+------+---------+-------+------| - | _C_ | | | | | | | | - | | 1 | 37.20 | 6.666| 5.58 | 6.975 | 0.187 |1.046 | - |---------+------+-------+------+------+---------+-------+------| - | _D_ | 2 | 22.00 | 4.444| 4.95 | 5.500 | 0.250 |1.237 | - |---------+------+-------+------+------+---------+-------+------| - |Total for| |150.10 |20.397| 7.81 | 33.675 | 0.227 |1.778 | - | Heading | | | | | | | | - |=========+======+=======+======+======+=========+=======+======| - | _E_ | 1 | 81.00 |10.000| 8.10 | 13.500 | 0.167 |1.350 | - |---------+------+-------+------+------+---------+-------+------| - | _F_ | | | | | | | | - | | 1 |170.50 |22.222| 7.67 | 23.230 | 0.136 |1.046 | - |---------+------+-------+------+------+---------+-------+------| - | _G_ | 1 | 26.40 | 4.444| 5.94 | 4.400 | 0.166 |0.990 | - |---------+------+-------+------+------+---------+-------+------| - |Total for| |277.90 |36.666| 7.56 | 41.150 | 0.150 |1.133 | - | Bench | | | | | | | | - |=========+======+=======+======+======+=========+=======+======| - | _H_ | | | | | | | | - | | 1 | 26.00 | 1.628|15.96 | 3.250 | 0.125 |1.995 | - |---------+------+-------+------+------+---------+-------+------| - | _I_ | 2 | 84.00 | 4.444|18.90 | 13.333 | 0.158 |3.000 | - |---------+------+-------+------+------+---------+-------+------| - |Total of | |110.00 | 6.072|18.10 | 16.583 | 0.151 |2.731 | - | Trench | | | | | | | | - |=========+======+=======+======+======+=========+=======+======| - |Total for| |548.00 |63.135| 8.95 | 91.408 | 0.172 |1.446 | - | Whole | | | | | | | | - |Section | | | | | | | | - |=========+======+=======+======+======+=========+=======+======| - |Powder taken at 0.5 lb. per stick | - +---------+------+-------+------+------+---------+-------+------+ - -[G] 6 Cut Holes-8 feet (Black circle) - -[H] 9 First Side Rd. and Bottom-7 feet (Circle with dot in it) - -[I] 6 Back Round-7 feet (Circle with line in it) - -[J] 6 Top Back Round-7 feet (Circle with x in it) - -[K] A' 7 Holes-3 feet (Open circle) - -[L] line holes (Plus sign) - -TABLE 7.--Analysis of Drilling Time on Section Gy-East. - - +========+======+========+=====+=====+=======+========+========+=======+ - | | | | AVERAGE TIME TAKEN: | - |Position|Nature| No. of |-----+-----+-------+--------+--------+-------| - | in | of | Drill | | | | | | | - |Section.|Rock. | Shifts |Set- |Dril-|Neces- |Unneces-| Taking |Loading| - | | |observed|ting |ling.| sary | sary | down | and | - | | | for | up. | |delays.|delays. |machine.|firing.| - | | |average.| | | | | | | - |--------+------+--------+-----+-----+-------+--------+--------+-------| - | | | |h. m.|h. m.| h. m. | h. m. | h. m. | h. m. | - | | | |-----+-----+-------+--------+--------+-------| - |Heading |Quartz| 8 |0:38 |4:52 | 1:40 | | 0:05 | 0:04 | - | | | | | | | | | | - |Heading | Hard | 1 |0:15 |8:00 | 1:45 | | | | - | | mica | | | | | | | | - | |schist| | | | | | | | - | | | | | | | | | | - | Bench |Quartz| 23 |1:23 |5:57 | 2:23 | 0:05 | 0:05 | 0:07 | - | | | | | | | | | | - | Bench |Medium| 16 |1:10 |6:08 | 1:50 | 0:12 | 0:07 | 0:07 | - | | mica | | | | | | | | - | |schist| | | | | | | | - | | | | | | | | | | - | Center |Medium| 10 |0:58 |5:53 | 1:33 | 0:06 | 0:12 | 0:30 | - | trench | mica | | | | | | | | - | |schist| | | | | | | | - | | | | | | | | | | - | Center | Soft | 9 |1:10 |6:40 | 1:17 | 0:10 | 0:20 | 0:23 | - | trench | mica | | | | | | | | - | |schist| | | | | | | | - |--------+------+--------+-----+-----+-------+--------+--------+-------| - |General | | 67 |1:08 |5:58 | 1:53 | 0:07 | 0:09 | 0:12 | - |average | | | | | | | | | - |--------+------+--------+-----+-----+-------+--------+--------+-------| - | Per- | | |11.3%|59.7%| 18.9% | 1.1% | 1.5% | 2% | - |centage | | | | | | | | | - +========+======+========+=====+=====+=======+========+========+=======+ - - +========+======+=========+========+======+======+========+ - | | | AVERAGE TIME TAKEN: | FEET DRILLED. | - |Position|Nature|---------+--------+------+------+--------| - | in | of | | | | | | - |Section.|Rock. | Total |Mucking.|Total.| Per | Per | - | | |drilling.| | |shift.|working | - | | | | | | | hour. | - | | | | | | | | - |--------+------+---------+--------+------+------+--------| - | | | h. m. | h. m. |h. m. | | | - | | |---------+--------+------+------+--------| - |Heading |Quartz| 7:19 | 2:41 |10:00 | 22.0 | 2.86 | - | | | | | | | | - |Heading | Hard | 10:00 | |10:00 | 42.0 | 4.20 | - | | mica | | | | | | - | |schist| | | | | | - | | | | | | | | - | Bench |Quartz| 10:00 | |10:00 | 25.9 | 2.59 | - | | | | | | | | - | Bench |Medium| 9:34 | 0:26 |10:00 | 22.22| 2.32 | - | | mica | | | | | | - | |schist| | | | | | - | | | | | | | | - | Center |Medium| 9:12 | 0:48 |10:00 | 22.0 | 2.39 | - | trench | mica | | | | | | - | |schist| | | | | | - | | | | | | | | - | Center | Soft | 10:00 | |10:00 | 26.44| 2.64 | - | trench | mica | | | | | | - | |schist| | | | | | - |--------+------+---------+--------+------+------+--------| - |General | | 9:27 | 0:33 |10:00 | 24.1 | 2.54 | - |average | | | | | | | - |--------+------+---------+--------+------+------+--------| - | Per- | | 94.5% | 5.5% | 100% | | | - |centage | | | | | | | - +========+======+=========+========+======+======+========+ - -TABLE 8.--ANALYZED COST OF DRILLING. - - +=============+===========================+===========================+ - | | COST PER FOOT OF HOLE | COST PER DRILL SHIFT | - |Item of Cost.| DRILLED. | | - | +-------+-----+-----+-------+-----+------+------+-------+ - | | 15 ft | 9 ft|24 ft|Average|15 ft|19 ft |24 ft |Average| - | | 4 in | 6 in| 6 in| | 4 in| 6 in | 6 in | | - |-------------+-------+-----+-----+-------+-----+------+------+-------+ - |Drilling | $0.25 |$0.28|$0.31| $0.28 |$6.95| $7.75| $7.60| $7.45 | - |labor | | | | | | | | | - | | | | | | | | | | - |Sharpening | 0.02 | 0.02| 0.01| 0.016| 0.58| 0.42| 0.34| 0.43 | - | | | | | | | | | | - |Drill steel | 0.007|0.007|0.006| 0.007| 0.19| 0.20| 0.15| 0.19 | - |(5 in. per | | | | | | | | | - |drill shift) | | | | | | | | | - | | | | | | | | | | - |Drill repairs| 0.02 | 0.02| 0.02| 0.02 | 0.61| 0.59| 0.42| 0.54 | - | | | | | | | | | | - |High-pressure|[M]0.05| 0.04| 0.07| 0.07 | 1.39| 1.86| 1.67| 1.82 | - |air | | | | | | | | | - |-------------+-------+-----+-----+-------+-----+------+------+-------+ - |Totals | $0.35 |$0.38|$0.41| $0.385|$9.67|$10.82|$10.18|$10.43 | - +=============+=======+=====+=====+=======+=====+======+======+=======+ - -[M] This is an estimated figure, ascertained by taking a proportion of -the whole charge for plant running. - -_General Methods._--Whenever any considerable support was needed for the -ground, segmental timbering was used. In most cases, this was supported -by wall-plates at the springing line, and was set with an allowance for -settlement, so that it would be clear of the work when the masonry -lining was put in. As the twin-tunnel section involved the excavation of -the North and South Tunnels at the same time, the cross-section of the -upper part of the excavation consisted of two quadrants rising from the -springing line and connected at the top by a horizontal piece from 19 to -28 ft. in length. This made a rather flat arch to support by timbering. - -The timber for the segmental work was 12 by 12-in. yellow pine. In light -ground the bents were spaced at 5-ft. centers, in heavy ground 2-ft. -6-in. centers. - -When the soft ground in the roof was struck, posts had to be used in the -heading to support the caps. When the bench was removed, the posts were -replaced by others down to the bottom of the excavation. These long -posts were a great hindrance to all the work, and each replacement of -short posts by long ones meant a settlement of the caps; consequently, -it was decided to use in the section east of the cut-and-cover, where -all the ground was heavy, a temporary inner bent of segmental timber, -within and reinforcing the permanent bent, and resting on separate -wall-plates. This is shown by Fig. 6. These temporary bents were inside -the work, and were removed as the arch was built. However, the caps -settled considerably in some cases, so that it was not possible to do -away with posting entirely. - -In heavy ground the caps were set about 1 ft. above the neat line of the -crown of the brick arch, in some cases they were set only 6 in. above, -but the settlement was often more than this, causing great trouble in -cutting out the encroaching timber when the arch had to be built. - -[Illustration: DETAILS OF LONGITUDINAL SECTIONAL SHOWING METHOD OF -PLACING LAGGING IN CROWN WITH SOFT ROOF TYPICAL SECTION LOOKING EAST -FIG. 6.] - - -In the tunnels east of the cut-and-cover portion, wall-plate headings -were driven (shown by areas marked _A_ on Fig. 5), and, when a length of -wall-plate had been set, the full-width heading was advanced a foot or -two at a time, the timber segmental bents being set up as soon as -possible; lagging was then driven over the cap into the soft ground. -Fig. 6 shows the double set of segmental bents adopted in the 15-ft. -4-in. twin tunnels east of the cut-and-cover section. - -When the soft ground came down so low as to interfere with the -excavation of the wall-plate headings, a small heading was driven into -the soft ground on the line of the ends of the caps, and lagging was -driven down from this to the wall-plate heading, as illustrated in Fig. -4. - -In the 19-ft. 6-in. tunnels the wall-plate for the inner bent was -supported by a side-bench, termed the "Raker" bench. This was left in -position until the rest of the bench and the middle subgrade conduit -trench had been excavated; it was then possible to support the caps by -two rows of posts from subgrade level, take out the inner bents, and -excavate the raker bench. - -The 24-ft. 6-in. twin tunnels, which are at the extreme eastern end of -this section, adjoining the open-cut work of the Terminal Station, and -under Tenth Avenue, were driven from the Terminal Station-West, and the -timbering had to be made very secure on account of the pipes and sewers -in the street above. Detailed records were kept of the amount of timber -used and the cost of labor and material expended in timbering. These -records cover the same portion of tunnel as that for which the detailed -records of drilling costs, previously referred to, were kept. These -records are shown in Tables 9 and 10. It will be noted that the timber -used in blocking, that is, filling up voids outside the main timbering, -amounted to more than two-thirds of the total timber, and that the cost -of labor in erecting the timbering exceeds the prime cost of the timber -by about one-third. The following distinction is made between permanent -and temporary timbering: The permanent timbering is that which is -concreted in when the masonry is built; the temporary consists of the -lower bents and posts, which have to be removed when the masonry is -built. - -_Force Employed in Excavation._--A typical day's working force for -drilling, blasting, mucking, and timbering is shown in Table 11. - -Where there was any large quantity of soft ground in the roof, the -timber gang was much larger than shown in Table 11, and was helped by -the mucking gang. The drillers did most of the mucking out of the -heading before setting up the drills. - -_Excavation of Weehawken Rock Tunnels._--This subject may be dismissed -in a few words, as very few features of interest were called into play. -The rock was of good quality, being the sandstone typical of this part -of the country. Little or no timbering was needed, there were no -buildings above the tunnel to be taken care of, and large charges of -powder could be used. - -TABLE 9.--SUPPLEMENTARY ANALYSIS OF TIMBERING, ROCK TUNNEL EXCAVATION -UNDER 32D STREET, EAST OF CUT-AND-COVER SECTION. ANALYZED COST OF -TIMBERING, PER FOOT RUN AND PER BENT. - - +=============================+================================ - | | _Ke_ - | |--------+------------+---------- - | |Per foot|Per bent, |Per cubic - | |run of |3 ft, 6 in.,|yard - | |tunnel |center to |excavation - | | |center | - |-----------------------------+--------+------------+---------- - |PERMANENT TIMBERING. | | | - |Lumber in feet, B. M. | | | - | Upper Bent. | 274 | 685 | 7.8 - | Blocking. | 294 | 735 | 8.3 - | Total. | 568 | 1,420 | 16.1 - |Cost, in dollars. | | | - | Lumber. | 23.75| 59.38 | 0.67 - | Labor. | 37.50| 93.75 | 1.06 - | Total. | 61.25| 153.13 | 1.73 - | | | | - |TEMPORARY TIMBERING. | | | - |Lumber in feet, B. M. | | | - | Lower Bent. | 479 | 11.97 | 13.6 - | Blocking. | 193 | 483 | 5.5 - | Total. | 672 | 16.80 | 19.1 - |Cost, in dollars. | | | - | Lumber. | 29.13| 72.81 | 0.82 - | Erection labor. | 28.85| 72.13 | 0.82 - | Removal labor. | 8.29| 20.73 | 0.23 - | Total labor. | 37.14| 92.86 | 1.05 - | Total. | 66.27| 165.67 | 1.87 - | | | | - |GRAND TOTAL. | | | - |Lumber in feet, B. M. |1,240 | 3,100 | 35.2 - |Cost, in dollars. | | | - | Lumber. | 52.88| 132.19 | 1.49 - | Labor. | 74.64| 186.61 | 3.60 - | Total. | 127.52| 318.80 | - |-----------------------------+--------+------------+---------- - | | _Ki_ - | |--------+------------+---------- - | |Per foot|Per bent, |Per cubic - | |run of |3 ft, 6 in.,|yard - | |tunnel |center to |excavation - | | |center | - |-----------------------------+--------+------------+---------- - |PERMANENT TIMBERING. | | | - |Lumber in feet, B. M. | | | - | Upper Bent. | 227 | 830 | 5.3 - | Blocking. | 164 | 601 | 3.8 - | Total. | 391 | 1,431 | 9.1 - |Cost, in dollars. | | | - | Lumber. | 16.84| 61.56 | 0.39 - | Labor. | 12.82| 46.88 | 0.30 - | Total. | 29.66| 108.44 | 0.69 - | | | | - |TEMPORARY TIMBERING. | | | - |Lumber in feet, B. M. | | | - | Lower Bent. | 186.33| 681.25 | 4.33 - | Blocking. | 42.80 156.50 | 0.99 - | Total. | 229.13| 837.75 | 5.32 - |Cost, in dollars. | | | - | Lumber. | 9.65| 35.31 | 0.22 - | Erection labor. | 10.38| 37.97 | 0.24 - | Removal labor. | 9.74| 34.09 | 0.23 - | Total labor. | 20.12| 72.06 | 0.47 - | Total. | 29.77| 107.37 | 0.69 - | | | | - |GRAND TOTAL. | | | - |Lumber in feet, B. M. | 6.20| 22.69 | 14.4 - |Cost, in dollars. | | | - | Lumber. | 26.49| 96.87 | 0.61 - | Labor. | 32.94| 118.94 | 0.77 - | Total. | 59.43| 215.81 | 1.38 - |-----------------------------+--------+----------------------- - | | _Ko_ - | |--------+------------+---------- - | |Per foot|Per bent, |Per cubic - | |run of |3 ft, 6 in.,|yard - | |tunnel |center to |excavation - | | |center | - |-----------------------------+--------+------------+---------- - |PERMANENT TIMBERING. | | | - |Lumber in feet, B. M. | | | - | Upper Bent. | 261 | 962 | 4.1 - | Blocking. | 408 | 1,508 | 6.5 - | Total. | 669 | 24.70 | 10.5 - |Cost, in dollars. | | | - | Lumber. | 28.00| 103.38 | 0.44 - | Labor. | 29.79| 110.00 | 0.47 - | Total. | 57.79| 213.38 | 0.91 - | | | | - |TEMPORARY TIMBERING. | | | - |Lumber in feet, B. M. | | | - | Lower Bent. | 350 | 1,291 | 5.5 - | Blocking. | 61 | 227 | 1.0 - | Total. | 411 | 1,518 | 6.5 - |Cost, in dollars. | | | - | Lumber. | 18.45| 68.16 | 0.29 - | Erection labor. | 20.83| 76.92 | 0.33 - | Removal labor. | 12.16| 44.59 | 0.19 - | Total labor. | 32.99| 121.51 | 0.52 - | Total. | 51.44| 189.67 | 0.81 - | | | | - |GRAND TOTAL. | | | - |Lumber in feet, B. M. |1,080 | 3,988 | 17.1 - |Cost, in dollars. | | | - | Lumber. | 46.45| 171.54 | 0.73 - | Labor. | 62.78| 231.50 | 0.99 - | Total. | 109.23| 403.04 | 1.72 - +=============================+========+============+========= - -TABLE 10.--TIMBERING:--DETAILED COST OF TIMBER, LABOR, AND -SUPERINTENDENCE. ROCK TUNNEL EXCAVATION UNDER 32D STREET, EAST OF -CUT-AND-COVER SECTION. - - +====+=======+======================================+====================+ - | | | | EXCAVATION | | - | | | TIMBER USED, IN | IN CUBIC | COST OF | - | | | FEET, B. M. | YARDS | TIMBER | - | | |------------------------+-------------+--------------------+ - | | | Main |Blocking| Total | | Paid | | | | - | |Date |timber.|timber. |timber.|Actual| for. | Main |Block.|Total.| - | |-------+-------+--------+-------+------+------+------+------+------+ - | |1907 | _a_ | _b_ | _c_ | _d_ | _e_ | _f_ | _g_ | _h_ | - | |-------+-------+--------+-------+------+------+------+------+------+ - |_Ke_|May | 18,016| 15,234 | 33,250| 1,736| 1,664| $810| $565|$1,375| - | |June | 14,048| 11,528 | 25,576| 809| 698| 680| 457| 1,087| - | |July | 20,092| 7,339 | 27,431| 1,022| 960| 900| 300| 1,200| - | |August | 6,485| 2,632 | 9,117| 743| 716| 290| 110| 400| - | |Sept. | 1,632| 2,224 | 3,856| 238| 238| 73| 94| 167| - | |Removal| | | | | | | | | - | |-------+-------+--------+-------+------+------+------+------+------+ - | |Total | 60,273| 38,957 | 99,230| 4,548| 4,276|$2,703|$1,526|$4,229| - |----+-------+-------+--------+-------+------+------+------+------+------+ - |_Ki_|May | | 3,537 | 3,537| 614| 527| | $150| $150| - | |June | 300| | 300| 357| 259| $14| | 14| - | |July | 7,776| 5,811 | 13,587| 530| 404| 350| 233| 583| - | |August | 19,712| 5,702 | 25,414| 925| 890| 887| 220| 1,107| - | |Sept. | 20,556| 9,218 | 29,774| 1,585| 1,501| 925| 325| 1,250| - | |Removal| | | | 1,669| 1,407| | | | - | |-------+-------+--------+-------+------+------+------+------+------+ - | |Total | 48,344| 24,268 | 72,612| 5,680| 4,988|$2,176| $928|$3,104| - |----+-------+-------+--------+-------+------+------+------+------+------+ - |_Ko_|May | 4,332| 8,788 | 13,120| 250| 188| $175| $366| $561| - | |June | 7,132| 10,017 | 17,149| 496| 347| 324| 396| 720| - | |July | 3,070| 200 | 3,270| 626| 606| 134| 10| 144| - | |August | 10,704| 2,102 | 12,806| 718| 709| 481| 80| 561| - | |Sept. | 2,400| 245 | 2,645| 396| 324| 108| 8| 116| - | |Removal| | | | 209| 211| | | | - |----|-------+-------+--------+-------+------+------+------+------+------+ - | |Total | 27,638| 21,352 |48,990 | 2,695| 2,385|$1,242| $860|$2,102| - |----|-------+-------+--------+-------+------+------+------+------+------+ - | |Grand |136,255| 84,577 |220,832|12,923|11,649|$6,121|$3,314|$9,435| - | |total | | | | | | | | | - +====+=======+=======+========+=======+======+======+======+======+======+ - - +====+=======+=======+=======+=======+=======+======+=======+=====+=====| - | | | | | COST PER | COST PER | - | | | | | CUBIC YARD | CUBIC YARD | - | | |COST OF| TOTAL | (ACTUAL). | (PAID FOR). | - | | | Labor | Cost. |-------+-------+------+-------+-----+-----+ - | |DATE | | |Timber.|Labor. |Total.|Timber.|Labor|Total| - | |-------+-------+-------+-------+-------+------+-------+-----+-----+ - | | | | | _h_ | _i_ | _j_ | _h_ | _i_ | _j_ | - | | | | | --- | --- | --- | --- | --- | --- | - | |1907 | _i_ | _j_ | _d_ | _d_ | _d_ | _e_ | _e_ | _e_ | - |----+-------+-------+-------+-------+-------+------+-------+-----+-----+ - |_Ke_|May | $1,792| $3,167| $0.79 | $1.03 | $1.82| $0.82 |$1.07|$1.90| - | |June | 1,576| 2,663| 1.34 | 1.95 | 3.29| 1.55 | 2.25| 3.81| - | |July | 1,580| 2,780| 1.16 | 1.55 | 2.72| 1.25 | 1.64| 2.89| - | |August | 300| 700| 0.53 | 0.40 | 0.94| 0.57 | 0.41| 0.98| - | |Sept. | 60| 227| 0.70 | 0.25 | 0.95| 0.70 | 0.25| 0.95| - | |Removal| 663| 663| | | | | | | - | |-------+-------+-------+-------+-------+------+-------+-----+-----+ - | |Total | $5,971|$10,200| $0.91 | $1.51 | $2.22| $1.00 |$1.40|$2.40| - |----+-------+-------+-------+-------+-------+------+-------+-----+-----+ - |_Ki_|May | $100| $250| $0.24 | $0.16 | $0.40| $0.28 |$0.19|$0.47| - | |June | 44| 58| 0.04 | 0.12 | 0.16| 0.05 | 0.17| 0.22| - | |July | 525| 7,108| 1.10 | 0.99 | 2.09| 1.44 | 1.30| 2.74| - | |August | 1,018| 2,125| 1.20 | 1.10 | 2.30| 1.24 | 1.14| 2.38| - | |Sept. | 1,028| 2,278| 0.79 | 0.65 | 1.44| 0.83 | 0.68| 1.51| - | |Removal| 1,139| 1,139| | 0.68 | 0.68| | 0.81| 0.81| - | |-------+-------+-------+-------+-------+------+-------+-----+-----+ - | |Total | $3,854| $6,958| $0.55 | $0.68 | $1.23| $0.63 |$0.77|$1.40| - |----+-------+-------+-------+-------+-------+------+-------+-----+-----+ - |_Ko_|May | $303| $864| $2.24 | $1.21 | $3.45| $3.00 |$1.61|$4.61| - | |June | 562| 1,282| 1.45 | 1.18 | 2.58| 2.07 | 1.61| 3.68| - | |July | 156| 300| 0.23 | 0.25 | 0.48| 0.23 | 0.26| 0.49| - | |August | 727| 1,288| 0.78 | 1.01 | 1.79| 0.80 | 1.02| 1.82| - | |Sept. | 400| 516| 0.29 | 1.01 | 1.30| 0.36 | 1.23| 1.59| - | |Removal| 535| 535| | 2.56 | 2.56| | 2.54| 2.54| - | |-------+-------+-------+-------+-------+------+-------+-----+-----+ - | |Total | $2,683| $4,785| $0.78 | $1.00 | $1.78| $0.88 |$1.12|$2.00| - |----+-------+-------+-------+-------+-------+------+-------+-----+-----+ - | |Grand |$12,508|$21,943| $0.73 | $0.97 | $1.70| $0.81 |$1.07|$1.88| - | |total | | | | | | | | | - +====+=======+=======+=======+=======+=======+======+=======+=====+=====+ - - +====+===========+======================+ - | | | COST, PER 1,000 | - | | | FT., B. M., OF | - | | | TOTAL TIMBER. | - | | |-------+------+-------| - | | | Total | | | - | | Date |timber.|Labor.|Total. | - | |-----------+-------+------+-------| - | | | _h_ | _i_ | _j_ | - | | | --- | --- | --- | - | | 1907 | _c_ | _c_ | _c_ | - |----+-----------+-------+------+-------| - |_Ke_|May |$41.35 |$53.89| $95.24| - | |June | 42.50 | 61.62| 104.12| - | |July | 43.74 | 57.60| 101.34| - | |August | 43.87 | 32.90| 76.77| - | |Sept. | 43.31 | 15.56| 58.87| - | |Removal | | | | - | |-----------+-------+------+-------| - | |Total |$42.62 |$60.19|$102.81| - |----+-----------+-------+------+-------| - |_Ki_|May |$42.41 |$28.27| $70.68| - | |June | 46.66 |146.33| 193.33| - | |July | 42.91 | 38.64| 81.54| - | |August | 43.56 | 40.06| 83.61| - | |Sept. | 41.98 | 34.53| 76.51| - | |Removal | | | | - | |-----------+-------+------+-------| - | |Total |$42.75 |$53.09| $95.84| - |----+-----------+-------+------+-------| - |_Ko_|May |$42.76 |$23.10| $65.86| - | |June | 41.98 | 32.77| 74.75| - | |July | 44.04 | 47.70| 91.74| - | |August | 43.80 | 56.77| 100.57| - | |Sept. | 43.85 |151.23| 195.08| - | |Removal | | | | - | |-----------+-------+------+-------| - | |Total |$42.91 |$54.75| $97.65| - |----+-----------+-------+------+-------| - | |Grand total|$42.73 |$56.65| $99.38| - +====+===========+=======+======+=======+ - -Work was begun on September 1st, 1904, immediately on the completion of -the work on the shaft. The North and South Tunnels in this case are -completely independent, as will be seen from Plate XXXIV. The procedure -adopted was to drive a top heading on the center line of each tunnel and -to break down the bench from this. The drilling was at first supplied -with steam power from a temporary plant, as the contractor was at that -time installing his permanent plant, which was finished at the end of -November, 1904. At this time the rate of advance averaged 3 1/2 lin. ft. -of full section per day of 24 hours. By the end of January the Weehawken -rock tunnels were completely excavated, and by the middle of April, -1905, the excavation for the shield chambers was finished; the erection -of the shields was started at the end of that month. - -TABLE 11. - - ==================+=========+========+=============+========+========== - Grade. |Total No.|Rate per|Drilling and |Mucking:|Timbering: - | | day. |blasting: No.| No. | No. - ------------------+---------+--------+-------------+--------+---------- - Superintendent | 1 | $7.70 | 1/2 | 1/8 | 3/8 - Assistant engineer| 1 | 5.80 | 1/2 | 1/8 | 3/8 - Electrician | 1 | 3.50 | 1/2 | 1/8 | 3/8 - Engineer | 1 | 3.50 | | 1 | - Signalman | 1 | 2.00 | | 1 | - Foreman | 3 | 4.00 | 1 | 1 | 1 - Driller | 5 | 3.00 | 5 | | - Driller's helper | 5 | 2.00 | 5 | | - Laborers | 14 | 2.00 | | 14 | - Timbermen | 3 | 3.00 | | | 3 - " helpers | 4 | 2.00 | | | 4 - Machinist | 1 | 4.00 | 1 | | - Blacksmith | 2 | 3.50 | 2 | | - " helper | 2 | 2.00 | 2 | | - Nipper | 2 | 2.00 | 2 | | - Waterboy | 1 | 2.00 | 1 | | - ------------------+---------+--------+-------------+--------+--------- - Total | 47 | | 201/2 | 17-3/8 | 9-1/8 - ==================+=========+========+=============+========+========= - -The general scheme of excavation is shown by Plate XXXIII. The bench was -kept 50 or 60 ft. behind the face of the heading. The powder used was -60% Forcite. The general system of drilling was as shown in Fig. 7. The -average length of hole drilled per cubic yard of excavation was 2.9 ft., -as against 7.70 ft. at Manhattan; and the amount of powder used was 1.96 -lb. per cu. yd., as against 1.24 lb. at Manhattan. There was little -timbering. A length of about 30 or 40 ft. adjoining the Weehawken shaft -was timbered, and also a shattered seam of about 17 ft. in width between -Stations 262 + 10 and 262 + 27. - -[Illustration: LAND TUNNELS TYPICAL METHOD OF DRILLING USED IN THE -WEEHAWKEN TUNNELS FIG. 7] - -The two entirely separate tunnels gave a cross-section which was much -more easily timbered than the wide flat span at Manhattan, and the -segmental timbering was amply strong without posts or other -reinforcement. - -Table 12 is a summary of the cost of excavating the Land Tunnels, based -on actual records carefully kept throughout the work. - -TABLE 12.--COST OF EXCAVATION OF LAND TUNNELS, IN DOLLARS PER CUBIC -YARD. - - ======================================+=========+=========+============= - | | |Total yardage - | | | and - |Manhattan|Weehawken|average cost. - --------------------------------------+---------+---------+------------- - Cubic yards excavated |43,289 | 8,311 | 51,600 - _Labor._ | | | - Surface transport | $0.49| $0.87| $0.55 - Drilling and blasting | 2.37| 1.55| 2.24 - Mucking | 2.49| 2.08| 2.42 - Timbering | 0.87| 0.18| 0.76 - --------------------------------------+---------+---------+------------- - Total labor | $6.22| $4.68| $5.97 - --------------------------------------+---------+---------+------------- - _Material._ | | | - Drilling | $0.15| $0.15| $0.15 - Blasting | 0.21| 0.21| 0.21 - Timber | 0.39| 0.20| 0.36 - --------------------------------------+---------+---------+------------- - Total material | $0.75| $0.56| $0.72 - --------------------------------------+---------+---------+------------- - Plant running | $0.76| $0.65| $0.74 - Surface labor, repairs and maintenance| 0.15| 0.08| 0.14 - Field office administration | 1.05| 1.18| 1.07 - --------------------------------------+---------+---------+------------- - Total field charges | $8.96| $7.15| $8.64 - --------------------------------------+---------+---------+------------- - Chief office administration | $0.34| $0.38| $0.34 - Plant depreciation | 0.66| 1.01| 0.72 - Street and building repairs | 0.27| | 0.23 - --------------------------------------+---------+---------+------------- - Total average cost per cubic yard | $10.23| $8.54| $9.93 - ======================================+=========+=========+============= - -Masonry Lining of Land Tunnels. - -Plates XXXII and XXXIV show in detail the tunnels as they were actually -built. It will be seen that in all work, except in the Gy-East contract, -there was a bench at each side of each tunnel in which the cable -conduits were embedded. In Gy-East the bank of ducts which came next to -the middle wall was carried below subgrade, and the inner benches were -omitted. - -The side-walls and subgrade electric conduits were water-proofed with -felt and pitch. The water-proofing was placed on the outside of the -side-walls (that is, on the neat line), and the space between the rock -and the water-proofing was filled with concrete. This concrete was -called the "Sand-Wall." - -The general sequence of building the masonry lining is shown in Fig. 8. -The operations were as follows: - - 1.--Laying concrete for the whole height of the - sand-walls, and for the floor and foundations for - walls and benches up to the level of the base of - the conduits; - - 2.--Water-proofing the side-walls, and, where there was - a middle trench containing subgrade conduits, - laying and water-proofing these conduits; - - 3.--Building concrete wall for conduits to be laid - against, and, where there was a middle trench, - filling up with concrete between the conduits; - - 4.--Laying conduits; - - 5.--Laying concrete for benches and middle-wall; - - 6.--Building haunches from top of bench to springing of - brick arch; - - 7.--Building brick arch and part of concrete - back-filling; - - 8.--Finishing back-filling. - -The whole work will be generally described under the headings of -Concrete, Brickwork, Water-proofing, and Electric Conduits. - -_Concrete._--The number of types and the obstructions caused by the -heavy posting of the timbering made it inadvisable to use built-up -traveling forms at the Manhattan side, though they were used in the -Weehawken Rock Tunnels. - -The specifications required a facing mixture of mortar to be deposited -against the forms simultaneously with the placing of the concrete. This -facing mixture was dry, about 2 in. thick, and was kept separate from -the concrete during the placing by a steel diaphragm. The diaphragm was -removed when the concrete reached the top of each successive layer, and -the facing mixture and concrete were then tamped down together. This -method was at first followed and gave good results, which was indeed a -foregone conclusion, as the Weehawken shaft had been built in this way. -However, it was found that as good results, in the way of smooth finish, -were to be obtained without the facing mixture by spading the concrete -back from the forms, so that the stone was forced back and the finer -portion of the mixture came against the forms; this method was followed -for the rest of the work. All corners were rounded off on a 1-in. radius -by mouldings tacked to the forms. The side-bench forms were used about -four times, and were carefully scraped, planed, filled at open joints, -and oiled with soap grease each time they were set up. When too rough -for face work they were used for sand-wall and other rough work. - -The mixing was done by a No. 4 Ransome mixer, driven by 30-h.p. electric -motors. The mixer at Manhattan was set on an elevated platform at the -north end of the intercepting arch; that at Weehawken was placed at the -entrance to the tunnels. The sand and stone were stored in bins above -the mixers, and were led to the hoppers of the mixers through chutes. -The hoppers were divided into two sections, which gave the correct -quantities of sand and stone, respectively, for one batch. The water was -measured in a small tank alongside. A "four-bag" batch was the amount -mixed at one time, that is, it consisted of 4 bags of cement, 83/4 cu. -ft. of sand, and 17 1/2 cu. ft. of broken stone, and was called a 1 : -2 1/2 : 5 mixture. It measured when mixed about 3/4 cu. yd. - -The cement was furnished to the contractor by the Railroad Company, -which undertook all the purchasing from the manufacturer, as well as the -sampling, testing, and storing until the contractor needed it. The -Railroad Company charged the contractor $2 a barrel for this material. - -The sand was required by the specifications to be coarse, sharp, and -silicious, and to contain not more than 0.5% of mica, loam, dirt, or -clay. All sand was carefully tested before being used. The stone was to -be a sound trap or limestone, passing a 1 1/2-in. mesh and being -retained on 3/8-in. mesh. The contractor was allowed to use a coarser -stone than this, namely, one that had passed a 2-in. and was retained on -a 1 1/2-in. mesh. - -The concrete was to be machine-mixed, except in cases of local -necessity. The quantity of water used in the mixture was to be such that -the concrete would quake on being deposited, but the engineer was to use -his discretion on this point. Concrete was to be deposited in such a -manner that the aggregates would not separate. It was to be laid in -layers, not exceeding 9 in. in thickness, and thoroughly rammed. When -placing was suspended, a joint was to be formed in a manner satisfactory -to the engineer. Before depositing fresh concrete, the entire surface on -which it was to be laid was to be cleaned, washed and brushed, and -slushed over with neat cement grout. Concrete which had begun to set was -not to be used, and retempering was not to be allowed. - -[Illustration: MANHATTAN TYPES FIG. 8.] - -The forms were to be substantial and hold their shape until the concrete -had set. The face forms were to be of matched and dressed planking, -finished to true lines and surfaces; adequate measures were to be taken -to prevent concrete from adhering to the forms. Warped or distorted -forms were to be replaced. Plastering the face was not allowed. Rock -surfaces were to be thoroughly washed and cleaned before the concrete -was deposited. - -These specifications were followed quite closely. - -A typical working gang, as divided among the various operations, is -shown below: - - _Superintendence._ - 1/2 Superintendent @ $250 per month - 1/2 Assistant engineer " 150 " " - 1 Assistant superintendent " 150 " " - _Surface Transport._ - 1 Foreman @ $2.50 per day - 1 Engineer " 3.00 " " - 1 Signalman " 2.00 " " - 16 Laborers " 1.75 " " - 3 Teams " 7.50 " " - _Laying._ - 1 Foreman @ $4.00 per day - 8 Laborers " 2.00 " " - _Forms._ - 1 Foreman @ $4.50 per day - 4 Carpenters " 3.25 " " - 5 Helpers " 2.25 " " - _Tunnel Transport._ - 1/4 Foreman @ $3.25 per day - 1/4 Engineer " 3.00 " " - 1/4 Signalman " 2.00 " " - 4 Laborers " 1.75 " " - _Mixers._ - 1/4 Foreman @ $3.25 per day - 2 Laborers " 1.75 " " - -The superintendent and assistant engineer looked after the brickwork and -other work as well as the concrete. The surface transport gang handled -all the materials on the surface, including the fetching of the cement -from the cement warehouses. - -The tunnel transport gang handled all materials in the tunnel, but, when -the haul became too long, the gang was reinforced with laborers from the -laying gang. Of the laying gang, two generally did the spading, two the -spreading and tamping, and the remaining force dumped the concrete. The -general cost of this part of the work is shown in Table 13. - -The figures in Table 13 include the various items built into the -concrete and some that are certificate extras in connection with the -concrete, such as drains, ironwork and iron materials, rods and bars, -expanded metal, doors, frames and fittings, etc. - -_Water-proofing._--According to the specifications, the water-proofing -was to consist of seven layers of pitch and six layers of felt on the -side-walls and a 1/2-in. layer of mastic, composed of coal-tar and -Portland cement, to be plastered over the outside of the arches. - -By the time the work was in hand, some distrust had arisen as to the -efficiency of this mastic coating, and a great deal of study was devoted -to the problem of how to apply a felt and pitch water-proofing to the -arches. The difficulty was that there was no room between the rock and -the arch or between the timber and the arch (as the case might be) in -which to work. Several ingenious schemes of putting the felt on in -layers, or in small pieces like shingles, were proposed and discussed, -and a full-sized model of the tunnel arch was even built on which to try -experiments, but it was finally decided to overcome the difficulty by -leaving out the arch water-proofing altogether, and simply building in -pipes for grouting through under pressure, in case it was found that the -arch was wet. - -As to the arch built through the length excavated by cut-and-cover on -the New York side, it was resolved to water-proof that with felt and -pitch exactly as the side-walls were done, the spandrel filling between -the arches being raised in a slight ridge along the concrete line -between tunnels in order to throw the water over to the sides. The -portions of arch not water-proofed were rather wet, and grouting with a -1:1 mixture was done, but only with the effect of stopping large local -leaks and distributing a general dampness over the whole surface of the -arch. - -TABLE 13.--COST OF CONCRETE IN LAND TUNNELS, IN DOLLARS PER CUBIC YARD. - - =======================================+==========+==========+========== - | | | Total - |Manhattan.|Weehawken.| yardage. - ---------------------------------------+----------+----------+---------- - Cubic yards placed |14,706 1/2 | 3,723 |18,429 1/2 - ---------------------------------------+----------+----------+---------- - LABOR. | Average Cost per Cubic Yard. - ---------------------------------------+----------+----------+---------- - Surface transport | $0.31 | $1.43 | $0.54 - Superintendence and general labor at | | | - point of work | 0.31 | 1.31 | 0.51 - Mixing | 0.52 | 0.56 | 0.53 - Laying | 1.38 | 1.45 | 1.39 - Tunnel transport | 1.30 | 1.47 | 1.34 - Cleaning | 0.21 | | 0.17 - Forms: erecting and removal | 1.58 | 1.51 | 1.56 - ---------------------------------------+----------+----------+---------- - Total labor | $5.61 | $7.73 | $6.04 - ---------------------------------------+----------+----------+---------- - MATERIAL. - ---------------------------------------+----------+----------+---------- - Cement | $2.30 | $2.22 | $2.28 - Sand | 0.34 | 0.40 | 0.36 - Stone | 0.91 | 0.61 | 0.85 - Lumber for forms | 0.47 | 0.45 | 0.47 - Sundry tunnel supplies | 0.16 | 0.17 | 0.16 - ---------------------------------------+----------+----------+---------- - Total materials | $4.18 | $3.85 | $4.12 - ---------------------------------------+----------+----------+---------- - Plant running | $0.44 | $0.44 | $0.44 - Surface labor, repairs and maintenance | 0.25 | 1.24 | 0.44 - Field office administration | 0.50 | 1.72 | 0.75 - ---------------------------------------+----------+----------+---------- - Total field charges | $10.98 | $14.98 | $11.79 - ---------------------------------------+----------+----------+---------- - Plant depreciation | $0.62 | $1.57 | $0.81 - Chief office administration | 0.24 | 0.31 | 0.25 - ---------------------------------------+----------+----------+---------- - Total average cost per cubic yard | $11.84 | $16.86 | $12.85 - ---------------------------------------+----------+----------+---------- - Cost of Miscellaneous Items in Concrete. - ---------------------------------------+----------+----------+---------- - |Manhattan.|Weehawken.| Average. - Cubic yards |14,706 1/2 | 3,723 |18,429 1/2 - Amount, in dollars |$6,184.83 | $1,756.79|$7,941.62 - Unit cost | 0.42 | 0.47| 0.43 - =======================================+==========+==========+========== - -The 24-ft. 6-in. tunnel adjoining the Terminal Station-West was -water-proofed by a surface-rendering method which, up to the present -time, has been satisfactory. Generally speaking, the arches of the Land -Tunnels, though not dripping with water, are the dampest parts of the -whole structure from Tenth Avenue to Weehawken, and it would seem as if -some form of water-proofing over these arches would have been a distinct -advantage. - -There was no difficulty in applying the water-proofing on the -side-walls, after a little experience had been gained as to the best -methods. The specifications required the sand-wall to be covered with -alternate layers of coal-tar pitch and felt, seven layers of the former -and six layers of the latter, the felt to be of Hydrex brand or other -equally satisfactory to the engineer. The pitch was to be straight-run, -coal-tar pitch which would soften at 60 deg. Fahr., and melt at 100 deg. Fahr., -being a grade in which distillate oils, distilled from it, should have a -specified gravity of 1.105. The pitch was to be mopped on the surface to -a uniform thickness of 1/16 in., and a covering of felt, previously -mopped with pitch, was to be applied immediately. The sheets were to lap -not less than 4 in. on cross-joints and 12 in. on longitudinal joints, -and had to adhere firmly to the pitch-covered surface. This layer was -then to be mopped, and another layer placed, and so on until all the -layers were in place. This water-proofing was to extend from the bottom -of the cable conduits to the springing of the brick arch. Where -sub-track conduits were used, these were to be surrounded with their own -water-proofing. The work was carried out as specified; the sand-walls -were not rendered, but were built smooth enough to apply the -water-proofing directly to them. They were dried with gasoline torches -before the application of the pitch, and in very wet sections grooves -were cut to lead the water away. - -The first attempts were with the felt laid in horizontal strips. This -ended very disastrously, as the pitch could not sustain the weight of -the felt, and the whole arrangement slipped down the wall. The felt was -then laid vertically, being tacked to a piece of horizontal scantling at -the top of the sand-wall and also held by a row of planks braced -against it at about half its height. A layer of porous brick was laid as -a drain along the base of the water-proofing, covered by a single layer -of felt to prevent it from becoming choked with concrete. - -The water-proofing of the sub-track conduits was troublesome, as the -numerous layers and the necessity for preserving the proper laps in both -directions between adjacent layers made the whole thing a kind of -Chinese puzzle. Various modifications, to suit local conditions, were -made from time to time. Conduits outside the general outline of the -tunnel are difficult to excavate, to lay, and to water-proof, and should -be avoided wherever possible. - -The usual force in water-proofing consisted of a foreman, at $3.50 per -day, and nine laborers at $1.75 per day. These men not only laid the -water-proofing, but transported the materials, heated the pitch, and cut -up the rolls of felt. In general, two men transported material, one -tended the heater, and the other six worked in pairs, two preparing the -surface of the concrete sand-wall, two laying pitch, and two laying -felt. - -The cost of the water-proofing operation was about as shown in Table 14. - -TABLE 14.--COST OF WATER-PROOFING, IN DOLLARS PER SQUARE FOOT. - - =======================================+==========+===========+======== - |Manhattan.| Weehawken.| Total. - ---------------------------------------+----------+-----------+-------- - Square feet covered | 47,042 | 13,964 | 60,736 - ---------------------------------------+----------+-----------+-------- - Average cost per square foot. - ---------------------------------------+----------+-----------+-------- - Labor | $0.07 | $0.07 | $0.07 - Material | 0.12 | 0.09 | 0.11 - ---------------------------------------+----------+-----------+-------- - Total field charges | $0.19 | $0.16 | $0.18 - Chief office and plant depreciation | 0.01 | 0.03 | 0.02 - ---------------------------------------+----------+-----------+-------- - Total average cost | $0.20 | $0.19 | $0.20 - =======================================+==========+===========+======== - -_Brickwork in Arches._--Owing to the heavy timbering, the brickwork at -Manhattan was interfered with to a considerable extent, and the gang was -always kept at work at two or more places. The work was carried up to a -point where it was necessary to back-fill, or prop or cut away -encroaching timbers, and then the men were moved to another place while -this was being done. - -The centers were set up in sets of seven, spaced 4 ft. apart. Two -14-ft. lengths of 3 by 4-in. yellow pine lagging were used with each set -of ribs, with 24 by 8-in. block lagging in the crown. - -All centers were set 1/4 in. high, to allow for settlement, except in -the 24-ft. 6-in. span, in which they were set 1/2 in. high. This proved -ample, the average settlement of the ribs being 0.01 ft. and of the -masonry, 0.003 ft. In the 24-ft. 6-in. span the ribs were strengthened -with 6 by 6-in. blocking and 12 by 12-in. posts to subgrade. Great -trouble was here encountered with encroaching timbering, due to the -settlement of the wide flat span. Grout pipes were built in, as -previously mentioned. - -Each mason laid an average of 0.535 cu. yd. of brickwork per hour, or -4.28 cu. yd. per day. The number of bricks laid per mason per hour was -218, or 1,744 per day. - -The bricks were of the best quality of vitrified paving brick, and were -obtained from the Jamestown Brick Company, of Jamestown, N. Y. The -average size was 83/4 by 3-15/16 by 2-7/16 in.; the average number per -cubic yard of masonry was 408, the arches being from 19 ft. to 24 ft. 6 -in. in span and from 22 to 27 in. thick. The joints were 3/16 in. at the -face and averaged 9/16 in. through the arch. - -The proportions for mortar were 1 of cement and 2 1/2 of sand. One cubic -yard of masonry was composed of 73.5% brick and 26.5% mortar. The volume -of the ingredients in a four-bag batch was 12.12 cu. ft., and the -resulting mixture was 9.54 cu. ft. The number of barrels of cement was -0.915 per cu. yd. of masonry, and about 17.7% of the mortar made was -wasted. The average force employed was: - - _Laying._ - 1 Foreman @ $8.00 per day - 4 Layers " 6.00 " " - 8 Tenders " 2.00 " " - 2 Mixers " 2.00 " " - _Forms._ - 1 Foreman @ $4.50 per day - 4 Carpenters " 3.50 " " - 5 Helpers " 2.25 " " - _Transport._ - 1/4 Hoist engineer @ $3.00 per day - 1/4 Signalman " 2.00 " " - 4 Laborers " 2.00 " " - -For materials, the following prices prevailed: - - Cement, $2.00 per bbl., - Sand, $0.90 to $1.00 per cu. yd., - Brick, $16.00 per thousand, delivered at yard, - Centers, $26.00 each, - Lagging, $45.00 per 1,000 ft. B. M. - -The cost of the brickwork is given in Table 15. - -TABLE 15.--COST OF BRICKWORK. - - ===========================================+==========+==========+====== - |Manhattan.|Weehawken.|Total. - -------------------------------------------+----------+----------+------ - Cubic yards placed | 4,137 | 790 |4,927 - -------------------------------------------+----------+----------+------ - LABOR. |Average Cost per Cubic Yard. - -------------------------------------------+----------+----------+------ - Surface transport | $0.35 | $1.19 | $0.48 - Superintendent and general labor at point | | | - of work | 0.17 | 0.04 | 0.16 - Laying and mixing | 2.58 | 3.20 | 2.60 - Forms: erection and removal | 2.62 | 0.32 | 2.25 - Tunnel transport | 1.19 | 1.12 | 1.18 - -------------------------------------------+----------+----------+------ - Total labor | $6.91 | $5.87 | $6.75 - -------------------------------------------+----------+----------+------ - MATERIAL. - -------------------------------------------+----------+----------+------ - Brick | $6.56 | $6.56 | $6.56 - Cement | 1.76 | 1.75 | 1.76 - Sand | 0.20 | 0.28 | 0.22 - Forms | 0.92 | 0.98 | 0.98 - Overhead conductor pockets | 0.15 | 0.09 | 0.13 - -------------------------------------------+----------+----------+------ - Total material | $9.59 | $9.66 | $9.60 - -------------------------------------------+----------+----------+------ - Plant running | $0.55 | $0.30 | $0.51 - Surface labor, repairs and maintenance | 0.36 | 1.30 | 0.51 - Field office administration | 0.55 | 0.88 | 0.60 - -------------------------------------------+----------+----------+------ - Total field charges | $17.96 | $18.01 |$17.97 - -------------------------------------------+----------+----------+------ - Chief office administration | $0.60 | $0.66 | $0.61 - Plant depreciation | 0.35 | 0.64 | 0.39 - -------------------------------------------+----------+----------+------ - Total average cost per cubic yard | $18.91 | $19.31 |$18.97 - ===========================================+==========+==========+====== - -In Table 16 the cost of grout is expressed in terms of barrels of cement -used, because in the schedule of prices attached to the contract, that -was the unit of payment for grout. - - TABLE 16.--COST OF GROUT OVER ARCHES IN LAND TUNNELS. - Cost, in Dollars per Barrel of Cement Used. - - ======================================+===============+==========+====== - | Manhattan. | | - |(Gy-East only.)|Weehawken.|Total. - --------------------------------------+---------------+----------+------ - Barrels used | 3,000 1/2 | 261 1/2 |3,262 - --------------------------------------+---------------+----------+------ - Average Cost - per Barrel of Cement Used. - --------------------------------------+---------------+----------+------ - Labor | $0.55 | $0.46 |$0.53 - Material | 2.30 | 2.25 | 2.28 - Field office administration | 0.08 | 0.06 | 0.08 - Plant and supplies | 0.10 | 0.07 | 0.09 - --------------------------------------+---------------+----------+------ - Total field charges | $3.03 | $2.84 |$2.98 - --------------------------------------+---------------+----------+------ - Chief office and plant depreciation | 0.21 | 0.22 | 0.28 - --------------------------------------+---------------+----------+------ - Total average cost | $3.24 | $3.06 |$3.20 - ======================================+===============+==========+====== - -_Vitrified Earthenware Conduits for Electric Cables._--The general -drawings will show how the ducts were arranged, and that manholes were -provided at intervals. They were water-proofed, in the case of those -embedded in the bench, by the general water-proofing of the tunnels, -which was carried down to the level of the bottom of the banks of ducts; -and in the case of those below subgrade, by a special water-proofing of -felt and pitch wrapped around the ducts themselves. - -The portion of wall in front of the ducts was bonded to that behind by -bonds, mostly of expanded metal, passing between the ducts. Examples of -the bonding will be seen in the drawings. - -The joints between successive lengths of 4-way and 2-way ducts were -wrapped with two thicknesses of cotton duck, 6 in. wide, those of -single-way ducts were not wrapped, but plastered with cement mortar. The -ducts were laid on beds of mortar, and were made to break joints at top -and bottom and side to side with the adjacent ducts. They were laid with -a wooden mandrel; a square leather washer at the near end acted as a -cleanser when the mandrel was pulled through. - -The specifications required the ducts to be laid at the same time as the -concrete and be carried up with it, but this was found to be a very -awkward operation, as the tamping of the concrete and the walking of -men disturbed the ducts, especially as the bonds lay across them. It was -resolved, therefore, to build the portion of the wall behind the ducts -first, with the bonds embedded in it at the proper heights and -projecting from it, then to lay up the banks of ducts against this wall, -bending the bonds down as they were reached, and finally, after all the -ducts were in, to lay the concrete in front of and over the top of the -ducts. Several detailed modifications of this general scheme were -followed at one time or another when necessary or advisable. - -The laying of ducts below subgrade was not complicated by the presence -of bonds, the water-proofing caused the trouble here, as before -described. - -The specifications called for a final rodding after completion. A group -of the apparatus used in this process is shown in Fig. 1, Plate XXXV; -the various parts are identified by the following key: - - KEY TO FIG. 1, PLATE XXXV. - - 1.--4-way duct, for telephone and telegraph cables, - 2.--2-way duct, for telephone and telegraph cables, - 3.--1-way duct, for high- and low-tension cables, - 4.--Plug for closing open ends of ducts, - 5.--Plug for closing open ends of ducts in position, - 6, 7, and 8.--Cutters for removing obstructions, - 9.--Hedgehog cutter for removing grout in ducts, - 10.--Rodding mandrel for multiple ducts, - 11.--Laying mandrel, - 12.--Rodding mandrel, with jar-link attached, - 13.--Laying mandrel, - 14 and 15.--Rubber-disk cleaners, used after final - rodding, - 16 and 17.--Sectional wooden rods used for rodding, - 18.--Section of iron rods used for rodding, - 19.--Jar-link, - 20.--Cotton duck for wrapping joints of multiple ducts, - 21.--Hook for pulling forward laying mandrel, - 22.--Top view of trap for recovering lost or broken - rods left in ducts. - -[Illustration: PLATE XXXV. TRANS. AM. SOC. CIV. ENGRS. VOL. LXVIII, No. -1155. HEWETT AND BROWN ON PENNSYLVANIA R. R. TUNNELS: NORTH RIVER -TUNNELS. FIG. 1. FIG. 2.] - -Ordinary 3/4-in. gas pipe was used for the rod, and a cutter with -rectangular cross-section and rounded corners was run through ahead of -the mandrel: following the cutter came a scraper consisting of several -square leather washers, of the size of the ducts, spaced at intervals on -a short rod. The mandrel itself was next put through, three or four men -being used on the rods. All the ducts in a bank were thus rodded from -manhole to manhole. When a duct was rodded it was plugged at each end -with a wooden plug. A solid wooden paraffined plug was used at first, -but afterward an expansion plug was used. - -Very little trouble was met in rodding the power conduits, except for a -few misplaced ducts, or a small mound of mortar or a laying mandrel left -in. At such points a cut was made in the concrete and the duct replaced. - -In the subgrade telephone and telegraph ducts east of the Manhattan -Shaft, much trouble was caused by grout in the ducts. The mandrel and -cutters were deflected and broke through the web of the ducts rather -than remove this hard grout. Trenches had to be cut from the floor to -the top of the water-proofing, the latter was then cut and folded back, -and the ducts replaced. To do this, a number of ducts had to be taken -out to replace the broken ones and get the proper laps. The -water-proofing was then patched and the concrete replaced. This grout -had not penetrated the water-proofing, but had got in through the ends -of the ducts where they had not been properly plugged and protected. The -duct gang, both for laying and rodding, generally consisted of - - 1 Foreman, at $3.50 per day, - and 9 laborers, at $1.75 per day. - -When laying: 4 men were laying, 2 men mixing and carrying mortar, and 3 -were transporting material. When rodding: 4 men were rodding, 2 men at -adjacent manholes were connecting and disconnecting cutters and -mandrels, 1 was joining up rods, and 2 men assisting generally. - -The cost of this work is shown in Table 17. - - -Transportation and Disposal. - -The track on the surface and in the tunnels was of 20-lb. rails on a -2-ft. gauge. - -The excavation was handled in scale-boxes carried on flat cars, and the -concrete in 11/4-cu. yd. mining cars dumping either at the side or -end. - -TABLE 17.--COST OF CONDUIT WORK. - - =========================================+==========+==========+======= - |Manhattan.|Weehawken.| Total. - -----------------------------------------+----------+----------+------- - Duct feet | 115,962 | 35,155 |151,117 - -----------------------------------------+----------+----------+------- - Average Cost per Duct Foot. - -----------------------------------------+----------+----------+------- - Labor | $0.035 | $0.032 | $0.034 - Material | 0.043 | 0.052 | 0.045 - -----------------------------------------+----------+----------+------- - Total field charges | 0.078 | 0.084 | 0.079 - -----------------------------------------+----------+----------+------- - Chief office and plant depreciation | 0.005 | 0.008 | 0.006 - -----------------------------------------+----------+----------+------- - Total average cost | $0.083 | $0.092 | $0.085 - =========================================+==========+==========+======= - -When the haulage was up grade, 6 by 6-in. Lidgerwood hoisting engines, -with 10-in. single friction drums, and driven by compressed air from the -high-pressure lines, were used. Down grade, cars were moved and -controlled by hand. - -The muck which came through the shaft at Manhattan was dumped into -hopper bins on the surface and thence loaded into trucks at convenience. -At the open cut, the muck was dumped into trucks direct. The trucking -was sublet by the contractor to a sub-contractor, who provided trucks, -teams, and trimmers at the pier. At Weehawken, arrangements were made -with the Erie Railroad which undertook to take muck which was needed as -fill. The tunnel cars, therefore, were dumped directly on flat cars -which were brought up to a roughly made platform near the shaft. - -The hoisting at Manhattan was by derrick at Tenth Avenue and the open -cut, and by the elevator at the Manhattan Shaft. At Weehawken, all -hoisting was done by the elevator in the shaft. - -The sand and stone were received at the wharves by scows. At Manhattan, -these materials were unloaded on trucks by an overhead traveler, and -teamed to the shaft, where they were unloaded by derricks into the bins. -At Weehawken, they were unloaded by an orange-peel grab bucket, loaded -into cars on the overhead trestle, transported in these to the top of -the shaft, and discharged into the bins. - -The cement at Manhattan was trucked from the Company's warehouse, at -Eleventh Avenue and 38th Street, to the shaft, where it was put into a -supplementary storage shed at the top of the shaft, whence it was -removed to the mixer by the elevator when needed. At Weehawken, it was -taken on flat cars directly from the warehouse to the mixer. - - -Lighting. - -Temporarily and for a short time at the start, kerosene flares were used -for light until replaced by electric lights, the current for which was -furnished by the contractor's generators, which have been described -under the head of "Power Plant." - -The lamps used along the track were of 16 c.p., and were protected by -wire screens; these were single, but, wherever work was going on, groups -of four or five, provided with reflectors, were used. - - -Pumping. - -Two pumps were installed at the Manhattan Shaft. They had to handle the -water, not only from the rock tunnels, but also from those under the -river. One was a Deane compound duplex pump, having a capacity of 500 -gal. per min., the other, a Blake pump, of 150 gal. per min. They were -first driven by steam direct from the power-house, but compressed -air was used later. When the power-house was shut down, an -electrically-driven centrifugal pump was used. This was driven by a -General Electric shunt-wound motor, Type C-07 1/2, with a speed of 1,250 -rev. per min. at 250 volts and 37.5 amperes (10 h.p.) when open, and -22.9 amperes (6 h.p.) when closed, and had a capacity of 450 gal. per -min. To send the water to the shaft sump during the construction, small -compressed-air Cameron pumps, of about 140 gal. per min., were used. - -At the Weehawken shaft two pumps were used; these dealt with the water -from the Bergen Hill Tunnels as well as that from the Weehawken Tunnels. -At first a Worthington duplex pump having a capacity of about 500 gal. -per min. was used. Later, this was replaced by a General Electric -shunt-wound motor, Type O-15, with a speed of 925 rev. per min. at 230 -volts and 74 amperes (20 h.p.) when open, and 38.5 amperes (10 h.p.) -when closed. Its capacity was 240 gal. per min. During the progress of -the construction, the water was pumped from the working face to the -shaft by small Cameron pumps similar to those used at Manhattan. When -the work was finished, a subgrade reversed-grade drain carried the -water to the shaft sump by gravity. - -The work in the Manhattan Land Tunnels was practically finished by May -1st, 1908, though the ventilating arrangements and overhead platform in -the intercepting arch were not put in until after the River Tunnel -concrete was completed, so that the work was not finished until -September, 1909. - -The Weehawken Land Tunnels work was finished in July, 1907, but the -benches and ventilating arrangements in the Weehawken Shaft were not put -in until after the completion of the Bergen Hill Tunnels, and so were -not finished until August, 1909. - -The reinforced concrete wall around the Weehawken Shaft, together with -the stairs from the bench level of the shaft to the surface, was let as -a separate contract; the work was started on September 15th, 1909, and -finished by the end of December, 1909. - - -RIVER TUNNELS. - -The River Tunnel work, from some points of view, has the most interest. -It is interesting because it is the first main line crossing of the -formidable obstacle of the Hudson River, and also by reason of the long -and anxiously discussed point as to whether, in view of the preceding -experiences and failures to construct tunnels under that river, -foundations were needed under these tunnels to keep them from changing -in elevation under the action of heavy traffic. - -The River Tunnels here described start on the east side of the shield -chambers on the New York side and end at the east side of the shield -chambers on the New Jersey side. They thus include the New York and -exclude the New Jersey shield chambers, the reason for such -discrimination being that the New York shield chambers are lined with -cast iron while those on the New Jersey side are of the typical rock -section type, as already described. The design of the tunnels and their -accessories will be first described, then will come the construction of -the tunnels as far as the completion of the metal lining, followed by a -description of the concrete lining and completion of the work. - - -Design of Metal Lining. - -_New York Shield Chambers._--The shield chambers may be seen on Plate -XXXII, previously referred to, which shows the junction of the -iron-lined tunnels and the shield chambers. They consist of two -iron-lined pieces of tunnel placed side by side, with semi-circular -arches and straight side-walls. The segments of the arch are made to -break joint with one another by making the side-wall or column castings -of two different heights, as shown in Fig. 9. The length of each ring is -18 in. - -The reason for the adoption of this type of construction was the -necessity for keeping the width of the permanent structure within the -60-ft. width of the street. The length of this twin structure is 28.5 -ft., and the weight of the metal in it is as follows: - - 19 long-column arch rings at 22,802 lb. 433,238 lb. - 19 short-column arch rings at 23,028 lb. 437,532 " - ------- - Total weight 870,770 lb. - -_General Type of River Tunnel Lining._--The main ruling type adopted for -the tunnels under the Hudson River, and in the soft water-bearing ground -for some distance on the shoreward side of the river lines, consists of -two parallel metal-lined tunnels, circular in cross-section, each tunnel -being 23 ft. outside diameter, and the two tunnels 37 ft. apart from -center to center, as shown on Fig. 10. The metal lining is of cast iron -(except for a few short lengths of cast steel) and of the usual -segmental type, consisting of "Rings" of iron, each ring being 2 ft. 6 -in. in length, and divided by radial joints into eleven segments, or -"Plates," with one "Key," or closing segment, having joints not radial -but narrower at the outside circumference of the metal lining than at -the inside. The whole structure is joined, segment to segment, and ring -to ring, by mild-steel bolts passing through bolt holes in flanges of -all four faces of each segment. The joints between the segments are made -water-tight by a caulking of sal-ammoniac and iron borings driven into -grooves formed for the purpose on the inner edges of the flanges. The -clearances between the bolts and the bolt holes are also made -water-tight by using grummets or rings of yarn smeared with red lead, -having a snug fit over the shank of the bolt and placed below the washer -on either end of each bolt. When passing through ground more or less -self-sustaining, the space outside the iron lining (formed by the -excavation being necessarily rather larger than the external diameter of -the lining itself) was filled with grout of 1:1 Portland cement and sand -forced by air pressure through grout holes in each segment. These holes -were tapped, and were closed with a screw plug before and after -grouting. - -[Illustration: DETAILS OF MANHATTAN SHIELD CHAMBERS FIG. 9.] - -Having thus stated in a general way the main ruling features of the -design, a detailed description of the various modifications of the -ruling type will be given. - -[Illustration: TYPICAL CROSS-SECTION OF RULING DESIGN OF METAL-LINED -SHIELD-DRIVEN TUNNELS FIG. 10.] - -The two main divisions of the iron lining are the "ordinary" or lighter -type and the heavy type. The details of the ordinary iron are shown in -Fig. 11, which shows all types of lining. It was on this design that the -contract was let, and it was originally intended that this should be the -only type of iron used. The dimensions of the iron are clearly shown on -the drawing, and it will be seen that the external diameter is 23 ft., -the interior diameter, 21 ft. 2 in., the length of each ring, 2 ft. 6 -in., and the thickness of the iron skin or web, 1 1/2 in. The bolt holes -in the circumferential flanges are evenly spaced through the circle, so -that adjacent rings may be bolted together in any relative position as -regards the radial joints, and, as a matter of fact, in the erection of -the tunnel lining, all the rings "break joint," with the exception of -those at the bore segments, as will be described later. This type of -iron, when the original type was modified, came to be known as the -ordinary pocketless iron; that is, the weight is of the ordinary or -lighter type, in contradistinction to the heavier one, which later -supplanted it, and the caulking groove runs along the edges of the -flanges and does not form pockets around the bolt holes, as did the -groove in a later type. - -Each ring is made up of eleven segments and a key piece. Of these, nine -have radial joints at both ends, and are called "_A_" segments; two, -called "_B_" segments, have a radial joint at one end and a non-radial -joint at the other. The non-radial joint is placed next to the key, -which is 12.25 in. wide at the outside circumference of the iron and -12.50 in. wide at the inside. - -The web is not of uniform thickness. The middle part of each _A_ and _B_ -segment is 1 1/2 in. thick; at the distance of 6 in. from the root of -each flange, the thickness of web begins to increase, so that at the -root it is 2-3/8 in. thick. The web of the key plate is 13/4 in. thick. - -The bolts are of mild steel, and are 1 1/2 in. in diameter; there are 67 -in one circumferential joint and 5 in each radial joint. As there are 12 -such radial joints, there are altogether 60 bolts in the cross-joints, -making a total of 127 bolts per ring. - -This original type of ordinary iron was modified for a special purpose -as follows: It was known that for some distance on either side of the -river, and especially at Weehawken, the tunnels would pass through a -gravel formation, rather open, and containing a heavy head of water. It -was thought that, by carrying the caulking groove around the bolt holes, -it would be possible to make them more water-proof than by the simple -use of the red-leaded grummets. Hence the "Pocket Iron" was adopted for -this situation, the name being derived from the pocket-like recess which -the caulking groove formed when extended around the bolt hole. The -details of this lining are shown on Fig. 11, and the iron (except for -the pockets) is exactly like the pocketless type. - -[Illustration: DETAILS OF ALL TYPES OF METAL LININGS USED IN SUBAQUEOUS -SHIELD-DRIVEN TUNNELS FIG. 11.] - -On the New York side, in both North and South Tunnels, two short lengths -were built with cast-steel lining. This was done where unusual stresses -were expected to come on the lining, namely, at the point where the -invert passed from firm ground to soft, and also where the tunnels -passed under the heavy river bulkhead wall. - -The design was precisely the same as for the ordinary pocketless iron, -and Fig. 11 shows the details. After the tunnels had entered into the -actual under-river portion, several phenomena (which will be described -later) led to the fear that the tunnels, being lighter than the -semi-liquid mud they displaced, might be subject to a buoyant action, -and therefore a heavier type of lining was designed. The length of ring, -number of bolts, etc., were just the same as for the lighter iron, but -the thickness of the web was increased from 1 1/2 to 2 in., the -thickness of the flanges was proportionately increased, and the diameter -of the bolts was increased from 1 1/2 to 13/4 in. This iron was all of -the pocketless type, shown in Fig. 11. Table 18 gives the weights of the -various types of lining. - -TABLE 18.--WEIGHTS OF TUNNEL LINING, DIAMETER AND WEIGHTS OF BOLTS, ETC. - - +=========+===============+========+========+=======+========+========| - |Reference|Type of Lining.| Weight | Weight |Weight | Weight |Diameter| - |No. | | of one | of one |of one | of one | of | - | | | "A" | "B" |key, in|complete| bolts, | - | | |Segment,|Segment,|pounds.|ring, in| in | - | | | in | in | |pounds. |inches. | - | | |pounds. |pounds. | | | | - | | | | | | | | - | | | | | | | | - | | | | | | | | - | | | | | | | | - |---------+---------------+--------+--------+-------+--------+--------| - |1 |Ordinary cast | 2,063 | 2,068 | 480 | 23,183 | 1 1/2 | - | |iron without | | | | | | - | |caulking | | | | | | - | |pockets. | | | | | | - |2 |Ordinary cast | 2,038 | 2,043 | 469 | 22,897 | 1 1/2 | - | |iron with | | | | | | - | |caulking | | | | | | - | |pockets. | | | | | | - |3 |Ordinary cast | 2,247 | 2,252 | 522 | 25,249 | 1 1/2 | - | |steel without | | | | | | - | |caulking | | | | | | - | |pockets. | | | | | | - |4 |Heavy cast iron| 2,579 | 2,584 | 606 | 28,985 | 13/4 | - | |without | | | | | | - | |caulking | | | | | | - | |pockets. | | | | | | - +---------+---------------+--------+--------+-------+--------+--------+ - - +=========+===============+========+=======+=========+ - |Reference|Type of Lining.| Weight |Weight | Total | - |No. | | of 1 | of |weight of| - | | | bolt, |bolts, |one ring | - | | |nut, and| nuts, |(segments| - | | | 2 | and | and | - | | |washers,|washers| bolts), | - | | | in | per | in | - | | |pounds. | ring, | pounds. | - | | | | in | | - | | | |pounds.| | - |---------+---------------+--------+-------+---------| - |1 |Ordinary cast | 6.62 | 840.7 | 24,024 | - | |iron without | | | | - | |caulking | | | | - | |pockets. | | | | - |2 |Ordinary cast | 6.62 | 840.7 | 23,738 | - | |iron with | | | | - | |caulking | | | | - | |pockets. | | | | - |3 |Ordinary cast | 6.62 | 840.7 | 26,090 | - | |steel without | | | | - | |caulking | | | | - | |pockets. | | | | - |4 |Heavy cast iron| 10.50 |1,333.5| 30,319 | - | |without | | | | - | |caulking | | | | - | |pockets. | | | | - +---------+---------------+--------+-------+---------+ - - - WEIGHTS OF VARIOUS TYPES OF LINING PER LINEAR FOOT OF TUNNEL. - - +---------+---------------+--------------+-------------+---------------+ - |Reference|Type of Lining.|Weights of |Weights of |Weights of | - |No. | |complete rings|bolts, nuts, |segments and | - | | |(segments |and washers, |bolts in tunnel| - | | |only), in |in pounds. |complete, in | - | | |pounds. | |pounds. | - |---------+---------------+--------------+-------------+---------------| - |1 |Ordinary cast | 9,273.0 | 336.3 | 9,609.6 | - | |iron without | | | | - | |pockets. | | | | - | | | | | | - |2 |Ordinary cast | 9,158.8 | 336.3 | 9,495.2 | - | |iron with | | | | - | |pockets. | | | | - | | | | | | - |3 |Ordinary cast | 10,099.6 | 336.3 | 10,436.0 | - | |steel without | | | | - | |pockets. | | | | - | | | | | | - |4 |Heavy cast iron| 11,594.0 | 533.4 | 12,127.6 | - | |without | | | | - | |pockets. | | | | - +=========+===============+==============+=============+===============+ - -The weights in Table 18 are calculated by assuming cast iron to weigh -450 lb. per cu. ft., and cast steel 490 lb. In actual practice the -"ordinary" iron was found to weigh a little more than the weights given, -and the "heavy" a little less. - -The silt in the sub-river portion averaged about 100 lb. per cu. ft., so -that the weight of the silt displaced by the tunnel was about 41,548 lb. -per lin. ft. - -_Taper Rings._--In order to pass around curves (whether horizontal or -vertical), or to correct deviation from line or grade, taper rings were -used; by this is meant rings which when in place in the tunnels were -wider than the standard rings, either at one side (horizontal tapers or -"Liners"), or at the top ("Depressors"), or at the bottom ("Elevators"). - -In the original design a 1/2-in. taper was called for, that is, the wide -side of the ring was 1/2 in. wider than the narrow side, which was of -the standard width of 2 ft. 6 in. As a matter of fact, during -construction, not only 1/2-in., but 3/4-in. and 1-in. tapers were often -used. - -These taper rings necessitated each plate having its own unalterable -position in the ring, hence each plate of the taper ring was numbered, -so that no mistake could be made during erection. - -The taper rings were made by casting a ring with one circumferential -flange much thicker than usual, and then machining off this flange to -the taper. This was not only much cheaper than making a special pattern -for each plate, but made it possible to see clearly where and what -tapers were used in the tunnel. - -Taper rings were provided for all kinds of lining (except the cast -steel), and the lack of taper steel rings was felt when building the -steel-lined parts of the tunnel, as nothing could be done to remedy -deviations from line or grade until the steel section was over and cast -iron could again be used. Table 19 gives the weights of the different -kinds of tapers used. - -TABLE 19.--WEIGHTS OF CAST-IRON TAPER RINGS, IN POUNDS PER COMPLETE -RING. - - =================================+====================================== - Classification. |Weight of cast iron per complete ring, - | in pounds. - ---------------------------------+-------------------------------------- - Ordinary pocketless 1/2- in. taper| 23,767.7 - " " 1- " " | 24,352.4 - " pocket 1/2- " " | 23,481.7 - Heavy pocketless 1/2- in. taper | 29,564.8 - " " 3/4- " " | 29,854.7 - " " 1- " " | 30,144.6 - =================================+======================================= - -_Cast-Steel Bore Segments and Accessories._--The following feature of -these tunnels is different from any hitherto built. It was the original -intention to carry the rolling load independent of the tunnel, or to -assist the support of the silt portion of the structure by a single row -of screw-piles, under each tunnel, and extending down to firmer ground -than that through which the tunnels were driven. Therefore, provision -had to be made whereby these piles could be put down through the invert -of the tunnel with no exposure of the ground. - -[Illustration: DETAILS OF BORE SEGMENTS AND ACCESSORIES USED IN -SUBAQUEOUS SHIELD DRIVEN TUNNELS FIG. 12.] - -This provision was afforded by the "Bore Segments," which are shown in -detail in Fig. 12. There are two segments, called No. 1 and No. 2, -respectively. These two segments are bolted together in the bottom of -two adjacent rings, and thus form a "Pile Bore." As the piles were to be -kept at 15-ft. centers, and as the tunnel rings were 2 ft. 6 in. in -length, it will be seen that, between each pair of bore-segment rings, -there came four "Plain" rings. The plain rings were built up so that the -radial joints broke joint from ring to ring, but with the bore-segment -rings this could not be done, without unnecessarily adding to the types -of segments. - -The bore segments were made of cast steel, and were quite complicated -castings, the principle, however, was quite simple. The segments -provided an opening just a little larger than the shaft of the pile, the -orifice being 2 ft. 7 in. in diameter at the smallest (lowest) point, -while the shaft of the pile was to be 2 ft. 51/4 in. In order to allow -of the entry of the screw-blade or helix of the pile, a slot was formed -in the depth of Bore Segment No. 1, so that, when a pile was put in -position above the bore, the blade, when revolved, would enter the slot -and thus pass under the metal lining, although the actual orifice was -only slightly larger than the pile shaft. - -The wall of the pile orifice in Segment No. 2 was made lower than that -in No. 1 so as to allow the blade to enter the slot in Segment No. 1. -When the pile is not actually in process of being sunk, this lower -height in No. 2 is made up with the removable "distance piece." This had -a tongue at one end which engaged in a recess cast to take it in Segment -No. 2 and was held in place by a key piece at the other end of the -distance piece. Details of the distance piece and key are shown in Fig. -12. - -The flanges around the pile bore were made flat and furnished with -twelve tapped holes, six in Segment No. 1 and six in Segment No. 2, for -the purpose of attaching the permanent arrangements in conjunction with -which the pile was to be attached to the track system, independently of -the tunnel shell, or directly to the tunnel. It was never decided which -of these alternatives would be used, for, before this decision was -reached, it was agreed that, at any rate for the present, it was better -not to put down piles at all. - -To close the bore, the "Bore Plug" was used. This is shown on Fig. 12. -It was of cast steel, and was intended to act as a permanent point of -the screw-pile, that is, the blade section was to be attached to the -bore plug, the distance piece and key were to be removed, and the pile -was to be rotated until the blade had cleared the slot; the distance -piece and key were then to be replaced and sinking resumed. - -The plug was held in place against the pressure of the silt by the two -"dogs," while the dogs themselves were attached to the tunnel, as shown -in Fig. 12. The ends of the dogs, which rested on the flanges of the -metal lining of the tunnel, were prevented from being knocked off the -flanges (and thus releasing the plug) by steel clips. - -It was expected that it might be desirable to keep the lower end of the -piles open during their sinking, so that the bore plugs were not made -permanently closed, but a seating was formed on the inner circumference -of the plug, and on the seating was placed the "Plug Cover," made of -cast iron, 183/4 in. in diameter and 3 in. thick, furnished with a lug -for lifting and a 3-in. tapped hole closed by a screw-plug, through -which any soundings or samples of ground could be taken prior to sinking -the piles. This plug cover was held in place by a heavy steel "Yoke" -under it, which engaged on the under side of the flange, on top of which -the cover was set. The yoke was attached to the cover by a 13/4-in. -tap-bolt, screwed into the yoke and passing through a 2-in. hole bored -in the center of the cover. This rather peculiar mode of attaching the -cover was adopted so that the cover could be removed by taking off the -nut of the yoke, in case it was desired to open the end of the pile -during the process of sinking. - -The plug was a fairly close fit at the bottom of the orifice, that is, -at the outside circumference of the tunnel, where the bore was 2 ft. 7 -in. in diameter and the plug 2 ft. 63/4 in., but at the top of the -bore-segment there was more clearance, as the plug was cylindrical while -the bore tapered outward. To fill this space, it was intended that steel -wedges should be used while the shield was being driven, so that they -would withstand the crushing action of the thrusting shield, and, when -the shield was far enough ahead, that they should be removed and -replaced by hardwood wedges. This method was only used in the early -weeks of the work; the modification of not using the shield-jacks which -thrust against the bore segments was then introduced, and the wooden -wedges were put in, when the bore plugs were set in place, and driven -down to the stage of splitting. - -When it was resolved not to sink the screw-piles, the bores had to be -closed before putting in the concrete lining. This was done by means of -the covers shown in Fig. 13. The bore plug and all its attachments were -removed, and the flat steel cover, 2 in. thick and with stiffening webs -on the under side, was placed over the circular flanges of the pile -bore. The cover was attached to the bore segments by twelve 1 1/2-in. -stud-bolts, 6 in. long, in the bolt holes already mentioned as provided -on these flanges. - -When these were in place, with lead grummets under the heads of the -bolts, and the grooves caulked, the bore segments were water-tight, -except in Bore Segment No. 2, at the joint of the distance piece; and, -to keep water from entering here, this segment was filled to the level -of the top of the flanges with 1:1 Portland cement mortar. - -[Illustration: SUBAQUEOUS TUNNELS COVER FOR BORE SEGMENTS FIG. 13.] - -The weights of the various parts of the bore segments are given in Table -20. - -TABLE 20.--WEIGHTS OF BORE SEGMENTS AND ACCESSORIES, IN POUNDS. - - ====================+=====+==================================== - Part. | No. | Material. | Weight, in pounds. - --------------------+-----+---------------+-------------------- - Bore Segment No. 1 | 1 | Cast Steel | 3,004.0 - Bore Segment No. 2 | 1 | " " | 2,628.0 - Distance piece | 1 | " " | 423.5 - Key | 1 | " " | 34.3 - Plug | 1 | " " | 1,192.5 - Yoke | 1 | " " | 57.3 - Dogs | 2 | " " | 106.0 - Slot cover | 1 | Rolled steel | 6.4 - Plug cover | 1 | Cast iron | 162.0 - Dog holders | 2 | Rolled steel | 6.4 - --------------------+-----+---------------+-------------------- - Complete weight of one pair, without bolts| 7,620.4 - ==========================================+==================== - -_Sump Segments._--In order to provide sumps to collect the drainage and -leakage water in the subaqueous tunnels, special "sump segments" were -installed in each tunnel at the lowest point--about Station 241 + 00. -The details of the design are shown in Fig. 14. The segment was built -into the tunnel invert as though it were an ordinary "_A_" segment. In -building the sump, three lining castings were bolted, one on top of the -other, and attached to the flat upper surface of the sump segment; -meanwhile, the bolts attaching the sump segment to the adjacent tunnel -plates were taken out and the plate and lining segments were forced -through the soft mud by hydraulic jacks, the three 6-in. holes in the -bottom of the sump segment being opened in order to minimize the -resistance. The sump when built appeared as shown in Fig. 14, the top -connection being made with a special casting, as shown. - -The capacity of each sump is 500 gal., which is about the quantity of -water entering the whole length of each subaqueous tunnel in 24 hours. - -_Cross-Passages._--When the contract was let, provision was made for -cross-passages between the tubular tunnels, in the form of special -castings to be built into the tunnel lining at intervals. However, the -idea was given up, and these castings were not made. Later, however, -after tunnel building had started, the question was raised again, and it -was thought that such cross-connections would be very useful to the -maintenance forces, that it might be possible to build them safely, and -that their subsequent construction would be made much easier if some -provision were made for them while the shields were being driven. It was -therefore arranged to build, at intervals of about 300 ft., two -consecutive rings in each tunnel, at the same station in each tunnel, -with their longitudinal flanges together, instead of breaking joint, as -was usually done. The keys of these rings were displaced twelve bolt -holes from their normal positions toward the other tunnel. This brought -the keys about 6 ft. above the bench, so that if they were removed, -together with the _B_ plates below them, an opening of about 5 by 7 ft. -would be left in a convenient position with regard to the bench. - -[Illustration: DETAILS OF SUMPS IN SUBAQUEOUS TUNNELS AT STATION 241 -FIG. 14.] - -Nothing more was done until after the tunnels were driven. It was then -decided to limit the cross-passages between the tubular tunnels to the -landward side of the bulkhead walls. They were arranged as follows: -three on the New York side, at Stations 203 + 22, 206 + 80, and 209 + -80, and two on the New Jersey side, at Stations 255 + 46 and 260 + 14. -The cross-passages are square in cross-section. - -TABLE 21.--WEIGHTS OF SUMP SEGMENTS. - - ====================+=====+===============+==================== - Part. | No. | Material. | Weight, in pounds. - --------------------+-----+---------------+-------------------- - Middle top casting | 1 | Cast steel | 880 - End top castings | 2 | " " | 1,718 - Lining castings | 3 | " " | 18,232 - Sump segment | 1 | Cast iron | 3,560 - --------------------+-----+---------------+-------------------- - Total weight per sump, exclusive of bolts | 24,390 - ==========================================+==================== - -_Turnbuckle Reinforcement for Cast-Iron Segments._--During the period of -construction, a certain number of cast-iron segments, mostly in the -roof, but in some cases at Manhattan in the invert, behind the river -lines, became cracked owing to uneven pressures of the ground. Before -the concrete lining was put in, considerable discussion occurred as to -the wisest course to pursue with regard to these broken plates. It was -finally thought best not to take the plates out, as more harm than good -might be done, but to reinforce them with turnbuckles, as shown in Fig. -15. The number of broken segments was distributed as follows: - - North Manhattan Tunnel 87, chiefly in silt (not under the river), - South Manhattan Tunnel 7, chiefly in silt ( " " " " ), - North Weehawken Tunnel 24, chiefly in sand ( " " " " ), - South Weehawken Tunnel 48, chiefly in silt, under the Fowler - Warehouse. - -The chief features of the tunnel lining have now been described, and, -before giving any account of the methods of work, it will be well to -mention briefly the salient features of the concrete lining which is -placed within the actual lining. - - -Design of Concrete Lining. - -This concrete lining will be considered and described in the following -order: - - The New York Shield Chambers, - - Standard Cross-Section of Concrete Lining of Shield-Driven - Tunnels, - - Final Lines and Grades, and How Obtained, - - Steel Rod Reinforcement of Concrete, - - Cross-Passage Lining, - - Special Provision for Surveys and Observations. - -[Illustration: SUBAQUEOUS TUNNELS TURNBUCKLES AND RODS REINFORCING -TUNNEL SEGMENTS FIG. 15.] - -_The New York Shield Chambers._--The cross-section of the concrete -lining of these chambers is shown by Plate XXXII, referred to in the -Land Tunnel Section. They are of the twin-tunnel double-bench type. The -deep space beneath the floor is used as a sump for drainage, and -manholes for access to the cable conduits are placed in the benches. - -[Illustration: TYPES OF CONCRETE LINING OF SHIELD-DRIVEN TUNNELS. FIG. -16.] - -_Standard Cross-Section of Concrete Lining of Shield-Driven -Tunnels._--The cross-section of the concrete lining of the tube tunnel -is shown in Fig. 16. There are two main types, one extending from the -shield chambers to the first bore segment, that is, to where the tunnel -leaves solid ground and passes into silt, and the other which extends -the rest of the way. The first type has a drain in the invert, the -second has not. - -The height from the top of the rail to the soffit of the arch being less -than 16 ft. 11 in., overhead pockets for the suspension of electrical -conductors were set in the concrete arch on the vertical axis line at -10-ft. centers. These pockets are shown in Fig. 16. The benches are -utilized for the cable conduits in the usual way. Ladders are provided -on one side at 25-ft. and on the other side at 50-ft. intervals, to -give access from the track level to the top of the benches. Refuge -niches for trackmen are placed at 25-ft. intervals on the single-way -conduits side only, as there is not enough room in front of the 4-way -ducts. Manholes for giving access to the cable conduits, both power, and -telephone and telegraph, are at 400-ft. intervals. - -_Final Lines and Grades, and How Obtained._--It may be well to explain -here how the final lines and grades for the track, and therefore for the -concrete lining, were obtained and determined. It is first to be -premised that the standard cross-section of the tunnel (that is, of the -concrete and iron lining combined) is not maintained throughout the -tunnel. In other words, the metal lining is of course uniform, or -practically so, throughout; the interior surface of the concrete lining -is also uniform from end to end, but the metal lining, owing to the -difficulty of keeping the shields, and hence the tunnels built within -them, exactly on the true line and grade, is not on such lines and -grades; the concrete lining is built exactly on the pre-arranged lines -and grades, consequently, the relative positions of the concrete and -metal linings vary continually along the length of the structure, -according to whether the metal lining is higher or lower than it should -be, further to the north or to the south, or any combination of these. - -As before stated, it was strongly desired to encroach as little as -possible on the standard 2-ft. concrete arch, and after some discussion -it was decided that a thickness of 1 ft. 6 in. was the thinnest it was -advisable to allow. This made it possible to permit the metal lining of -the tunnel to be 6 in. lower, in respect to the level of the track at -any point, than the standard section shows, and also allowed the center -line of the track to have an eccentricity of 6 in. either north or south -of the center line of the tunnel. This only left to be settled the -extent to which the metal lining might be higher in respect to the track -than that shown on the standard section. - -This amount was governed by the desirability of keeping sufficient -clearance between the top of the rail and the iron lining in the invert -to admit of the attachment of pile foundations and all the accompanying -girder-track system which would necessarily be caused by the use of -piles, should it ever become apparent after operation was begun, that, -after all, it was essential to have the tunnels supported in this way. -Careful studies were made of the clearance necessary, and it was -decided that 4 ft. 9 in. was the minimum allowable depth from the top of -the rail to the outside of the iron at the bottom. This meant that the -iron lining could be 3 in. higher, with respect to the track level, than -that shown on the standard section. - -All the determining factors for fixing the best possible lines and -grades for the track within the completed metal lining were now at hand. -In March, 1908, careful surveys of plan and elevation were made of the -tunnels at intervals of 25 ft. throughout. The following operations were -then performed to fix on the best lines and grades: - -First, for Line: It has been explained that the permissible deviation of -the center line of the track on either side of the center line of the -tunnel was 6 in. Had the metal lining been invariably of the true -diameter, it would have been necessary to survey only one side of the -tunnel; this would have given a line parallel to the center line, and -might have been plotted as such; then, by setting off 6 in. on either -side of this line, there would have been obtained a pair of parallel -lines within which the center line of the track must lie. Owing to -variations in the diameter of the tunnel, however, such a method was not -permissible, and therefore the following process was used: - -When running the survey lines through the tunnel (which were the center -lines used in driving the shields), offsets were taken to the inner -edges of the flanges of the metal lining, both on the north and south -sides, at axis level at each 25-ft. interval. On the plat on which the -survey lines were laid down, and at each point surveyed, a distance was -laid off to north and south equal to the following distances: - -Offset, as measured in the tunnel to north (or south), minus 10.08 ft. - -This 10.08 ft. (or 10 ft, 1 in.) represents 10 ft. 7 in., the true -radius to inside of iron, minus 6 in., the permissible lateral deviation -of the track from the axis of the tunnel. - -The result of this process was two lines, one on either side of the -survey lines, not parallel to it or to each other, but approaching each -other when the horizontal diameter was less than the true diameter, -receding from each other when the diameter was more, and exactly 12 in. -apart when the diameter was correct. As long as the center line of the -track lay entirely within these two limiting lines, the condition that -the concrete arch should not be 6 in. less in thickness than the -standard 2 ft. was satisfied, and in order to arrive at the final line, -the longest possible tangents that would be within these limits were -adopted as the final lines; and, as the survey lines were those used in -driving the tunnel shields (that is, the lines to which it was intended -that the track should be built), the amount by which the new lines thus -obtained deviated from the survey lines was a measure of the deviation -of the finally adopted track and concrete line from the original -contract lines. - -Next, for Grades: The considerations for grade were very similar to -those for line. If the vertical diameter of the tunnel had been true at -each 25-ft. interval surveyed, it would have been correct to plot the -elevations of the crown (or invert) as a longitudinal section of the -tunnel, and to have set up over those points others 6 in. above (as the -metal lining could have been 6 in. lower than the standard section, -which is equivalent to the track being an equal amount higher), and -below these crown or invert elevations others 3 in. lower (as the metal -lining could be 3 in. higher). - -Then, by joining the points 6 in. above in one line and those 3 in. -below in another, there would have been obtained lines of limitation -between which the track grades must lie. However, as the tunnel diameter -was not uniformly correct, a modification of this method had to be made, -as in the case of the line determination, the principle, however, -remaining the same. - -The elevations were taken on the inner edges of the circumferential -flanges of the metal lining, not only in the bottom, but also in the -top, of the tunnel, at each 25-ft. interval; then, for the upper limit -of the track at each such interval the following was plotted: - -Elevation of inner edge of flange at top, minus 16.58 ft. - -This 16.58 ft. (or 16 ft. 7 in.) was obtained thus: The standard height -from the top of the rail to the inner edge of the iron flange is 17 ft. -1 in., but, as the track may be 6 in. above the standard or normal, the -minimum height permissible is 16 ft. 7 in. For the lower limit of track -at each 25-ft. interval the following was plotted: - -Elevation of inner edge of flange at bottom, plus 3.83 ft. - -This 3.83 ft. (or 3 ft. 10 in.) was obtained thus: The standard height -from the top of the rail to the inner edge of the iron flange is 4 ft. 1 -in. (5 ft. to outside of iron, less 11 in. for depth of flange), but, -as the track may be 3 in. below the standard, the minimum height -permissible is 4 ft, 1 in. less 3 in., or 3 ft. 10 in. - -By plotting the elevations thus obtained, two lines were obtained which -were not parallel but were closer together or further apart according as -the actual vertical diameter was less or greater than the standard, and -the track grade had to lie within these two lines in order to comply -with the requirements indicated above. The results of these operations -for the North Tunnel are shown on Plate XXXVI. - -The greatest deviations between the lines and grades in the subaqueous -tunnels as determined by these means and those as originally laid out in -the contract drawings are on the Weehawken side, and were caused by the -unexpected behavior of the tunnel when the shields were driven "blind" -into the silt, causing a rise which could not be overcome, and the -thrusting aside of one tunnel by the passage of the neighboring one. Had -this unfortunate incident not occurred, it is clear that it would have -been possible to adhere very closely indeed to the contract lines and -grades, although the deviation is small, considering all things. - -The internal outline of the concrete cross-section is uniform -throughout, and is built on the lines and grades thus described. - -_Steel Rod Reinforcement of Concrete._--The original intention had been -to line the metal lining of the tube tunnels with plain concrete, but, -as the discussion on the foundation question continued, it was felt -advisable, while still it was intended to put in the foundations, to -guard against any stresses which were likely to come on the structure, -by using a system of steel rods embedded circumferentially within the -concrete. Designs were made on this basis, and even the necessary -material prepared, before the decision to omit the piles altogether was -reached. However, in order to provide a safeguard for the structure -where it is partly or wholly beyond the solid rock, it was decided to -use reinforcement, even with the piles omitted. - -For this purpose the tunnel was considered as a girder, and longitudinal -reinforcement was provided at the top and bottom. The top reinforcement -extends from a point 25 ft. behind the point where the crown of the -tunnel passes out of rock on the New York side to where the crown passes -into rock on the New Jersey side. The bottom reinforcement extends from -where the invert of the tunnel passes out of rock on the New York side -to where it passes into rock on the New Jersey side. - -The reinforcement both at top and bottom consists of twenty 1-in. square -twisted rods, ten placed symmetrically on either side of the vertical -axis, 9 in. apart from center to center and set 4 in. (to their centers) -back from the face of the concrete. - -As a further precaution, circumferentially-placed rods were used on the -landward side of the river lines, mainly to assist in preventing the -distortion of shape which might occur here, either under present -conditions, such as under the Fowler Warehouse at Weehawken, or under -any possible different future conditions, such as might be brought about -by building some new structure in the vicinity of the tunnels. - -For purposes of classification of the circumferential reinforcement, the -tunnel was divided into two types, "_B_" and "_C_"; (Type "_A_" covering -the portion which, being wholly in solid rock, was not reinforced at -all). - -Type "_B_" covers the part of the tunnels on both sides of the river -lying between the point where the top of the tunnel passes out of rock -and the point where the invert passes out of rock on the Manhattan side, -or out of gravel on the Weehawken side. The reinforcement consists of -twenty 1-in. square longitudinal rods in the crown of the tunnel, as -described for the general longitudinal reinforcement, together with -1-in. square circumferential rods at 10-in. centers, and extending over -the arch to 2 ft. 3 in. below the horizontal axis. - -Type "_C_" extends from the latter limit of Type "_B_" to the river line -on each side, and consists of longitudinal reinforcement in both top and -bottom, as described before, together with circumferential reinforcement -entirely around the tunnel, and formed of 1-in. square twisted rods at -15-in. centers. - -Type "_D_" consists of longitudinal reinforcement only, and extends from -river line to river line, thus occupying 72.5% of the length in which -concrete is used. The reinforcement consists of twenty 1-in. twisted -rods at 9-in. centers in the crown, and twenty 1-in. rods at 9-in. -centers in the invert. In addition to the three standard types, "_B_," -"_C_," and "_D_," there were two sub-types which were used in Type -"_D_," and in conjunction with it wherever the thickness of the center -of the concrete arch became less than 1 ft. 6 in., measuring to the -outside of the metal lining. This thickness was one of the limits used -in laying out the lines and grades, and in general the arch was not less -than this. There were one or two short lengths, however, where it was -less, for, if the arch thickness requirement had been adhered to, it -would have resulted in a break of line or grade for the sake of perhaps -only a few feet of thin arch, and it was here that the sub-types came -into play. - -Sub-type 1 was used where the arch was less than 1 ft. 6 in. thick at -the top. The extra reinforcement here consisted of 1-in. square twisted -rods, 16 ft. long, laid circumferentially in the crown at 10-in. -centers. - -Sub-type 2 was used where the arch was less than 1 ft. 6 in. thick at -the side. The extra reinforcement here consisted of 1-in. square twisted -rods, 16 ft. long, laid circumferentially, at the side on which the -concrete was thin, at 10-in. centers. Very little of either of these two -sub-types was used. The entire scheme is shown graphically and clearly -on Plate XXXVII. - -_Cross-Passage Lining._--There are two main types of cross-passages: -Lined with steel plates, and unlined. - -There is only one example of lining with steel plates, namely, the most -western one at Weehawken. This is built in rock which carried so much -water that, in order to keep the tunnels and the passage dry, it was -decided to build a concrete-lined passage, without attempting to stop -the flow of water, and within this to place a riveted steel lining, not -in contact with the concrete, but with a space between the two. This -space was drained and the water led back to the shield chamber and -thence to the Weehawken Shaft sump. The interior of the steel lining is -covered with concrete. - -In the passages not lined with steel plates the square concrete lining -is rendered on the inside with a water-proof plaster. Each of the -passages is provided with a steel door. - -_Provisions in Concrete Lining for Surveys and Observations._--The long -protracted discussion as to the provision for foundations in these -tunnels led to many surveys, tests, and observations, which were carried -out during the constructive period, and, as it was desired to continue -as many of these observations as possible up to and after the time when -traffic started, certain provisions were made in the concrete lining -whereby these requirements might be fulfilled. The chief points on which -information was desired were as follows: - - The change in elevation of the tunnel, - The change in lateral position of the tunnel, - The change in shape of the tunnel, - The tidal oscillation of the tunnel. - -A detailed account of these observations will be found in another paper -on this work, but it may be said now that it was very desirable to be -able to get this information independently of the traffic as far as -possible, and therefore provision was made for carrying on the -observations from the side benches. - -For studying the changes in level of the tunnel, a permanent bench-mark -is established in each tunnel where it is in the solid rock and -therefore not subject to changes of elevation; throughout the tunnel, -brass studs are set in the bench at intervals of about 300 ft. A series -of levels is run every month from the stable bench-mark on each of these -brass plugs, thus obtaining an indication of the change of elevation -that the tunnels have undergone during the month. - -These results are checked on permanent bench-marks in the subaqueous -portion of the tunnels. These consist of rods, encased in pipes of -larger diameter, which extend down through the tunnel invert into the -bed-rock below the tunnel. Leakage is kept out by a stuffing-box in the -invert. By measuring between a point on these rods where they pass -through the invert and the tunnel itself a direct reading of the change -of elevation of the tunnel is obtained. These measurements are taken at -weekly intervals, and, as the tunnels are subject to tidal influences, -being lower at high tide than at low tide, are always taken under the -same conditions as to height of water in the river. These permanent -bench-marks are at Stations 209 + 05 and 256 + 02 (about 100 ft. on the -shoreward side of the river line in each case) in the South Tunnel, at -Stations 220 + 00 and 243 + 86, also in the South Tunnel, and at Station -231 + 78 in the North Tunnel. In order to study the lateral change of -position, a base line was established on the side bench at each end of -each tunnel in the portion built through the solid rock. - -At intervals of about 300 ft. throughout each tunnel, alignment pockets -are formed in the concrete arch, also above the bench, on the south -bench of the North Tunnel and the north bench of the South Tunnel. In -each pocket is placed a graduated and verniered brass bar, so that, when -the base line is projected on these bars, the lateral movement of the -tunnel can be read directly. As it was desirable to have as much -cross-connection as possible between the tunnels at the points where the -instruments were to be set up, five of the main survey stations were set -opposite each of the five cross-passages. Then, for the purpose of -increasing the cross-connection still further, pipes 6 in. in diameter -were put through from one tunnel to the other at axis level at Stations -220 + 60, 231 + 78, 234 + 64, 241 + 99, and 251 + 13, and a survey -station was put in opposite each one. - -Points were established at Station 220 + 00, which is the point of -intersection for the curve on the original center line of the tunnel, -and also at Station 220 + 23, where the intersection of the track center -line comes in the North Tunnel. As it was desirable to have the survey -stations not much more than 300 ft. apart, so as to obtain clear sights, -other stations were established so that the distances between survey -stations were at about that interval. - -For studying changes of shape in the tunnel, brass "diameter markers" -were inserted at each survey station in the concrete lining at the -extremities of the vertical and horizontal axes. These were pieces of -brass bar, 3/8 in. in diameter and 6 in. long, set in the concrete and -projecting 5/8 in. into the tunnel, so that a tape could be easily held -against the marker and read. - -For obtaining the tidal oscillation of elevation of the tunnel, -recording gauges are attached to the invert of the tunnel at each of the -five permanent bench-marks referred to above in such a way that the -recording pencil of the gauge is actuated by the rod of the permanent -bench-mark. A roll of graduated paper is driven by clock-work below the -recording pencil which thus marks automatically the relative movement -between the moving tunnel and the stable rods. These have shown that in -the subaqueous part of the tunnel there is a regular tidal fluctuation -of elevation, the tunnel moving down as the tide rises, and rising again -when the tide falls. For an average tide of about 5 ft. the tunnel -oscillation would be about 1/8 in. Before the concrete lining was -placed, there was a tidal change in the shape of the tunnel, which -flattened about 1/64 in. at high tide. After the concrete lining was -placed, this distortion seemed to cease. - -The general design and plan of the work have been described, and before -giving any account of the contractor's methods in carrying it out, Table -22, showing the chief quantities of work in the river tunnels, is -presented. - - -Methods of Construction. - -The following is an account of the methods used by the contractor in -carrying out the plans which have already been described. First, it may -be well to point out the sequence of events as they developed in this -work. These events may be divided into six periods. - - _1._--Excavation and Iron Lining: June, 1903, to - November, 1906; - - _2._--Caulking and grummeting the iron lining: - November, 1906, to June, 1907; - - _3._--Surveys, tests and observations: April, 1907, to - April, 1908; - - _4._--Building cross-passages and capping pile bores: - April, 1908, to November, 1908; - - _5._--Placing the concrete lining: November, 1908, to - June, 1909; - - _6._--Cleaning up and various small works: June, 1909, - to November, 1909. - -The tunnels were under an average air pressure of 25 lb. per sq. in. -above normal for all except Periods 5 and 6, during which times there -was no air pressure in the tunnels. - -All the work will be described in this paper except that under Period 3 -which will be found in another paper. - -_Period 1.--Excavation and Iron Lining, June, 1903, to November, -1906._--Table 23 gives the chief dates in connection with this period. - -_Manhattan Shield Chambers._--The Manhattan shield chamber construction -will be first described. The Weehawken shield chambers have been -described under the Land Tunnel Section, as they are of the regular -masonry-lined Land Tunnels type, whereas the Manhattan chambers are of -segmental iron lining with a concrete inner lining. - -During the progress of excavation, the location of the New York shield -chambers was moved back 133 ft., as previously described in the "Land -Tunnel" Section, and when the location had been finally decided, there -was a middle top heading driven all through the length now occupied by -the shield chamber. Narrow cross-drifts were taken out at right angles -to the top heading, and from the ends of these the wall-plate headings -were taken out. Heavy timbering was used, as the rock cover was only -about 6 ft., and the whole span to be covered was 60 ft. The process -adopted was to excavate and timber the north side first, place the iron -lining, and then excavate the south side, using the iron of the north -side as the supports for the north ends of the segmental timbering of -the south. The only incident of note was that at 2:00 A.M., on October -20th, 1904, the rock at the west end of the south wall-plate heading was -pierced. Water soon flooded the workings, and considerable disturbance -was caused in the New York Central Railroad yard above. The cavity on -the surface was soon filled in, but to stop the flow of mud and water -was quite a troublesome job. - -TABLE 22.--QUANTITIES OF WORK IN SUBAQUEOUS TUNNELS. - - ============================+========================================= - | TYPE. - |----------+--------------+--------------+ - DESCRIPTION, QUANTITY, |MANHATTAN | CAST IRON, | CAST IRON, | - LENGTH, ETC. |shield | ordinary | ordinary | - |chambers. | pocketless. | pocket. | - ----------------------------+----------+--------------+--------------+ - Length, in feet. | 59.00| 4,374.99 | 2,146.3 | - ----------------------------+----------+--------------+--------------+ - Excavation, in cubic yards. | | | | - Total. | 1,884 | 67,344 | 33,038 | - Per linear foot. | 31.9 | 15.4 | 15.4 | - Cast-iron tunnel lining, | | | | - in pounds. | | | | - Total. |847,042 |39,643,120 |19,715,405 | - Per linear foot. | 14,357 | 9,061 | 9,186 | - Cast-steel tunnel lining, | | | | - in pounds. | | | | - Total. | | 1,544,962 | 757,938 | - Per linear foot. | | 353.1 | 353.1 | - Steel bolts and washers, | | | | - in pounds. | | | | - Total. | 23,627 | 1,475,991 | 724,095 | - Per linear foot. | 400.46| 337.37 | 397.00 | - Rust joints, in linear feet.| | | | - Total. | 3,376 | 170,755 | 83,935 | - Per linear foot. | 57.2 | 39.0 | 39.1 | - Concrete, in cubic yards. | | | | - Total. | 766 | 20,030 | 9,827 | - Per linear foot. | 12.98| 4.58 | 4.58 | - Steel beams, plates, etc., | | | | - in pounds. | | | | - Total. | 12,346 | 83,774 | 41,098 | - Per linear foot. | 2,092.5 | 19.1 | 19.1 | - Steel bolts, hooks, etc., | | | | - in pounds. | | | | - Total. | 1,328 | 36,980 | 18,142 | - Per linear foot. | 22.5 | 84.5 | 84.5 | - Expanded metal, in pounds. | | | | - Total. | 594 | 2,215 | 1,086 | - Per linear foot. | 10.07| 0.506| 0.506| - Vitrified conduits, in | | | | - duct feet. | | | | - Total. | 2,560 | 235,903 | 115,728 | - Per linear foot. | 43.49| 53.92 | 53.92 | - ============================+==========+==============+==============+ - - ============================+========================================== - | - |--------------+-------------+------------- - DESCRIPTION, QUANTITY, | CAST IRON, | CAST STEEL, | - LENGTH, ETC. | heavy | ordinary | Total. - | pocketless. | pocketless. | - ----------------------------+--------------+-------------+------------- - Length, in feet. | 5,522.05 | 152.66 |12,255.00 ft. - ----------------------------+--------------+-------------+------------- - Excavation, in cubic yards. | | | - Total. | 85,001 | 2,349 | 189,616 - Per linear foot. | 15.4 | 15.4 | cu. yd. - Cast-iron tunnel lining, | | | - in pounds. | | | - Total. |61,559,845 | | 121,765,412 - Per linear foot. | 11,148 | | lb. - Cast-steel tunnel lining, | | | - in pounds. | | | - Total. | 2,730,905 |1,549,711 | 6,583,516 - Per linear foot. | 494.5 | 10,151.4 | lb. - Steel bolts and washers, | | | - in pounds. | | | - Total. | 2,935,455 | 51,266 | 5,210,434 - Per linear foot. | 581.59 | 335.82 | lb. - Rust joints, in linear feet.| | | - Total. | 218,656 | 5,996 | 482,718 - Per linear foot. | 39.6 | 39.3 | ft. - Concrete, in cubic yards. | | | - Total. | 25,282 | 713 | 56,618 - Per linear foot. | 4.58 | 4.58 | cu. yd. - Steel beams, plates, etc., | | | - in pounds. | | | - Total. | 105,738 | 7,432 | 250,388 - Per linear foot. | 19.1 | 48.7 | lb. - Steel bolts, hooks, etc., | | | - in pounds. | | | - Total. | 46,675 | 1,471 | 104,596 - Per linear foot. | 84.5 | 96.4 | lb. - Expanded metal, in pounds. | | | - Total. | 2,795 | 62 | 6,752 - Per linear foot. | 0.506| 0.406| lb. - Vitrified conduits, in | | | - duct feet. | | | - Total. | 297,752 | 7,757 | 659,700 - Per linear foot. | 53.92 | 50.81 | duct ft. - ============================+==============+=============+============ - -TABLE 23.--EXCAVATION AND IRON LINING. - - ====================================+================+================| - | North | North | - | Manhattan. | Weehawken. | - ------------------------------------+----------------+----------------| - Shaft and preliminary headings. | June 10, '03. | June 11, '03. | - Begun. | | | - Shaft and preliminary headings. |December 11, '03|September 1, '04| - Finished. | | | - Excavation of shield chamber. Begun.| May 24, '04. |January 16, '05.| - Excavation of shield chamber. |January 21, '05.| March 25, '05. | - Finished. | | | - Cast-iron lining of shield chambers.|February 4, '05.| None. | - Begun. | | | - Cast-iron lining of shield chambers.| March 13, '05. | None. | - Finished. | | | - Excavation of tunnels begun before |October 17, '04.|January 13, '05.| - installation of shield. | | | - Commenced building falsework for | March 6, '05. | March 23, '05. | - shield. | | | - Shield parts received at shaft. | March 11, '05. | March 20, '05. | - Erection of shield begun. | March 13, '05. | March 27, '05. | - Erection of shield (structural | March 27, '05. | April 12, '05. | - steel). Finished. | | | - Erection of shield (hydraulic | May 11, '05. | May 25, '05. | - fittings). Finished. | | | - First ring of permanent cast-iron | May 12, '05. | May 29, '05. | - lining put in. | | | - First air lock bulkhead wall. Begun.| May 29, '05. | June 15, '05. | - First air lock bulkhead wall. | June 7, '05. | June 23, '05. | - Finished. | | | - Air pressure first put in tunnel. | June 25, '05. | June 29, '05. | - Rock disappeared from invert of |December 1, '05.|October 31, '05.| - tunnel. | | | - First pair of bore segments built in|December 9, '05.|January 12, '06.| - tunnel. | | | - Rip-rap of river bulkhead wall met. |February 8, '06.| None. | - First pile met (in river bulkhead |February 18, '06|January 3, '06. | - wall at Manhattan, and Fowler | | | - warehouse foundation at Weehawken). | | | - Last pile met. | March 2, '06. |February 5, '06.| - First ring erected on river side of | March 3, '06. |February 6, '06.| - shore line. | | | - Removing hood of shield. Begun. | March 27, '06. |February 6, '06.| - Removing hood of shield. Finished. | April 1, '06. |February 8, '06.| - Second air-lock bulkhead wall. | May 12, '06. | March 19, '06. | - Begun. | | | - Second air-lock bulkhead wall. | May 21, '06. | March 24, '06. | - Finished. | | | - ------------------------------------+----------------+----------------| - Tunnel holed through with meeting | September 12, 1906. | - tunnel. | | - Last ring of permanent cast-iron | October 9, 1906. | - lining built in. | | - ====================================+================+================| - - ====================================+================+================| - | South | South | - | Manhattan. | Weehawken. | - ------------------------------------+----------------+----------------| - Shaft and preliminary headings. |June 10, '03. |June 11, '03. | - Begun. | | | - Shaft and preliminary headings. |December 11, |September 1, 04| - Finished. |'03. | | - Excavation of shield chamber. Begun.|May 24, '04. |January 16, '05.| - Excavation of shield chamber. |May 13, '05. |April 19, '05. | - Finished. | | | - Cast-iron lining of shield chambers.|May 15, '05. |None. | - Begun. | | | - Cast-iron lining of shield chambers.|June 14, '05. |None. | - Finished. | | | - Excavation of tunnels begun before |January 5, '05. |January 25, '05.| - installation of shield. | | | - Commenced building falsework for |June 19, '05. |April 17, '05. | - shield. | | | - Shield parts received at shaft. |June 22, '05. |April 24, '05. | - Erection of shield begun. |June 22, '05. |April 24, '05. | - Erection of shield (structural |June 8, '05. |May 6, '05. | - steel). Finished. | | | - Erection of shield (hydraulic |August 27, '05. |June 13, '05. | - fittings). Finished. | | | - First ring of permanent cast-iron |August 27, '05. |June 14, '05. | - lining put in. | | | - First air lock bulkhead wall. Begun.|September 18, |June 21, '05. | - |'05 | | - First air lock bulkhead wall. |September 23, |July 3, '05. | - Finished. |'05 | | - Air pressure first put in tunnel. |October 6, '05. |July 8, '05. | - Rock disappeared from invert of |February 8, '06.|September 21, 05| - tunnel. | | | - First pair of bore segments built in|February 16, |December 12, '05| - tunnel. |'06. | | - Rip-rap of river bulkhead wall met. |April 11, '06. |None. | - First pile met (in river bulkhead |April 18, '06. |December 4, '06.| - wall at Manhattan, and Fowler | | | - warehouse foundation at Weehawken). | | | - Last pile met. |May 1, '06. |January 9 '06. | - First ring erected on river side of |May 9, '06. |January 19, '06.| - shore line. | | | - Removing hood of shield. Begun. |May 9, '06. |January 19, '06.| - Removing hood of shield. Finished. |May 12, '06. |January 24, '06.| - Second air-lock bulkhead wall. |July 13, '06. |March 11, '06. | - Begun. | | | - Second air-lock bulkhead wall. |July 21, '06. |March 18, '06. | - Finished. | | | - ------------------------------------+----------------+----------------| - Tunnel holed through with meeting | October 9, 1906. | - tunnel. | | - Last ring of permanent cast-iron | November 18, 1906. | - lining built in. | | - ====================================+================+================+ - -The excavation was begun on May 24th, 1904, and finished on May 15th, -1905. The segments were placed by an erector consisting of a timber boom -supported by cross-timbers running on car wheels on longitudinal timbers -at each side of the tunnel. Motion was transmitted to the boom by two -sets of tackle, and the heavy (5,000-lb.) segments were easily handled. -The erection of the lining was started on February 4th, 1905, and -finished on June 14th, 1905. - -While the shield chambers were being excavated, bottom headings were run -along the lines of the river tunnels and continued until the lack of -rock cover prevented their being driven further. These were afterward -enlarged to the full section as far as possible. The typical working -force in the shield chambers was as follows: - - _Ten-hour Shifts._ - - _Drilling and Blasting._ - - 1 Foreman @ $3.50 - 6 Drillers " 3.00 - 6 Drillers' helpers " 2.00 - 1 Blacksmith " 3.50 - 1 Blacksmith's helper " 2.25 - 1 Powderman " 2.00 - 1 Waterboy " 2.00 - 1 Nipper " 2.00 - 1 Machinist " 3.00 - 1 Machinist's helper " 1.80 - - _Mucking._ - - 1 or 2 Foremen @ $3.00 - 16 Muckers " 2.00 - -[Illustration: PLATE XXXVIII. TRANS. AM. SOC. CIV. ENGRS. VOL. LXVII, -NO. 1155. HEWETT AND BROWN ON PENNSYLVANIA R. R. TUNNELS: NORTH RIVER -TUNNELS. FIG. 1. FIG. 2.] - -_Erection of Shields._--The tunneling shields have been described in -some detail in the section of this paper dealing with the contractor's -plant. They consist essentially of two parts, the structural steelwork -and the hydraulic fittings. The former was made by the Riter Conley -Manufacturing Company, of Pittsburg, Pa., and put up by the Terry and -Tench Company, of New York City; the hydraulic fittings were made and -put in by the Watson-Stillman Company, of New York City. - -On the New York side, the shields were built inside the iron lining of -the shield chambers, hence no falsework was needed, as the necessary -hoisting tackle could be slung from the iron lining; at Weehawken, -however, the erection was done in the bare rock excavation, so that -timber falsework had to be used. The assembly and riveting took about 2 -weeks for each shield; the riveting was done with pneumatic riveters, -using compressed air direct from the tunnel supply. - -After the structural steel had been finished, the shields, which had -hitherto been set on the floor of the chambers in order to give room for -working over the top, were jacked up to grade; this involved lifting a -weight of 113 tons. While the hydraulic fittings were being put in, the -shields were moved forward on a cradle, built of concrete with steel -rails embedded, on which the shield was driven for the length in which -the tunnel was in solid rock. - -The installation of the hydraulic fittings took from 4 to 6 weeks per -shield. The total weight of each finished shield was about 193 tons. The -completed shield, as it appeared in the tunnel, is shown by Fig. 1, -Plate XXXVIII. The typical force working on shield erection was as -follows: - - _Ten-hour Shifts._ - - _Shield Erection._ (_Terry and Tench._) - - 1 Superintendent @ $13.00 per day - 4 Foremen " 5.50 " " - 1 Timekeeper " 2.50 " " - 2 Engineers " 4.50 " " - 34 Iron workers " 4.50 " " - 7 Laborers " 2.25 " " - - _Hydraulic Work._ (_Watson-Stillman Company._) - - 4 Mechanics @ $4.00 per day - _General Labor._ (_O'Rourke Engineering Construction Company._) - - 1 Inspector @ $4.00 per day - 1 Foreman " 4.00 " " - 8 Laborers " 2.00 " " - 1 Engineer " 2.50 " " - -After the shield was finished and in position, the first two rings of -the lining were erected in the tail of the shield. These first rings -were then firmly braced to the rock and the chamber lining; then the -shield was shoved ahead by its own jacks, another ring was built, and so -on. - -The description of the actual methods of work in the shield-driven -tunnels can now be given; this will be divided generally into the -different kinds of conditions met at the working face, for example, Full -Face of Rock, Mixed Face, Full Face of Sand and Gravel, Under River -Bulkhead, and Full Face of Silt. - -The last heading is the one under which by far the longest length of -tunnel was driven, and, as not much has hitherto appeared descriptive of -the handling of a shield, through this material, considerable space will -be devoted to it. - -_Full Face of Rock._--As was described when dealing with the shield -chambers, as much as possible of the rock excavation was done before the -shields were installed. On the New York side, about 146 ft. of tunnel -was completely excavated, with 71 ft. of bottom headings beyond that, -and at Weehawken, 58 and 40 ft. of tunnel and heading beyond, -respectively. This was chiefly done to avoid handling the rock through -the narrow shield doors. Test holes were driven ahead at short intervals -to make sure that the rock cover was not being lost, but, nevertheless, -at Weehawken, on February 14th, 1905, a blast broke through the rock and -let the mud flow in, filling the tunnel for half its height for a -distance of 300 ft. from its face. - -Throughout the rock section the shield traveled on a cradle of concrete -in which were embedded either two or three steel rails. In the portion -in which the whole of the excavation had been taken out, it was only -necessary to trim off projecting corners of rock. In the portion in -which only a bottom heading had been driven, the excavation was -completed just in front of the shield, the drilling below axis level -being done from the heading itself, and above that from the front -sliding platforms of the shield. The holes were placed near together and -drilled short, and very light charges of powder were used, so as to -lessen the chance of knocking the shield about too much. In this work -the small shield doors hampered the work greatly, and it might have been -well to have provided a larger bottom opening which could have been -subdivided or partly closed when soft ground was met; on the other hand, -the quantity thus handled was small, owing to the fact that the greater -part of the rock was excavated before the shields were installed. - -The space outside the lining was grouted with a 1:1 mixture of Portland -cement and sand. Large voids were hand-packed with stone before -grouting. The details of grouting will be described later. - -A typical working gang is given herewith. Two such gangs were worked per -shield per 24 hours, 10 hours per shift. All this work was done under -normal air pressure. - - _General:_ - - 1/2 Tunnel superintendent @ $200.00 per month - 1 Assistant tunnel superintendent " 5.00 per day - 1 General foreman " 5.00 " " - 1/2 Electrician " 3.50 " " - 1/2 Electrician's helper " 3.00 " " - 1/2 Pipefitter " 3.00 " " - 1/2 Pipefitter's helper " 2.75 " " - - _Drilling:_ - - 1 Foreman " 5.00 " " - 3 Drillers " 4.00 " " - 3 Drillers' helpers " 3.00 " " - 1 Nipper " 2.50 " " - 1/2 Waterboy " 2.50 " " - 1/2 Powderboy " 2.75 " " - - _Mucking:_ - - 1 Foreman " 3.50 " " - 8 Muckers " 2.75 " " - - _Erecting Iron and Driving Shield:_ - - 1 Erector runner " 4.00 " " - 3 Iron workers " 3.00 " " - -The duties of such a gang were as follows: The tunnel superintendent -looked after both shifts of one shield. The assistant or "walking boss" -had charge of all work in the tunnel on one shift. The general foreman -had charge of the labor at the face. The electricians looked after -repairs, extensions of the cables, and lamp renewals. The pipefitters -worked in both tunnels repairing leaks in pipes between the power-house -and the working faces, extending the pipe lines, and attending to shield -repairs, and in the latter work the erector runner helped. - -The drillers stuck to their own jobs, which were not subject to -interruption as long as the bottom headings lasted. One waterboy and one -powderboy served two tunnels. The muckers helped the iron men put up the -rings of lining, as well as doing their own work. The iron men tightened -bolts, whenever not actually building up iron. The list does not include -the transportation gang, which will be described under its own heading. - -The rate of progress attained was 4.2 ft. per day per shield where most -of the excavation had been done before, and 2.1 ft. where none had been -done before. - -When the shields had got far enough away from the shield chamber, and -before rock cover was lost, the first air-lock bulkhead walls were put -in. - -_Air-Lock Bulkhead Walls._--The specifications required these walls and -all their fittings to be strong enough to stand a pressure of 50 lb. per -sq. in. Accordingly, all the walls were of concrete, 10 ft. in -thickness, except the first two, which were 8 ft. in thickness, and -grouted up tight. - -There were three locks in each bulkhead wall capable of holding men, -namely, the top or emergency lock which is set high in order to afford a -safe means of getting away in case of a flood; this lock was used -continuously for producing the lines and levels into the tunnels. It was -very small and cramped for this purpose, and a larger one would have -been better, both for lines and emergencies. This lock was directly -connected with the overhead platform (also called for in the -specifications) which ran the whole length of the tunnels. Side by side, -on the level of the lower or working platform of the tunnel, were the -man lock and the muck lock. In addition a number of pipes were built in -to give access to the cables and for passing pipes, rails, etc., in and -out. - -After each tunnel was about 1,200 ft. ahead of the first walls, a second -wall was built just like the first, and no others were put in, so that -altogether there were eight walls. This second wall not only gave an -added safeguard to the tunnel but enabled the air pressure at the -working face to be divided between the two walls, and this compression -or decompression in stages, separated by a spell of walking exercise, -was found to be very good for the health of those working in the air. - -_Mixed Face._--When the rock cover became so thin that it was risky to -go on without the air pressure, the air pressure was turned on, starting -with from 12 to 18 lb., which was enough to stop the water from the -gravel on top of the rock. At first, when the surface of the rock was -penetrated, the soft face was held up by horizontal boards braced from -the shield until the shield was shoved. The braces were then taken out -and, as soon as the shield had been shoved, were replaced by others. As -the amount of soft ground in the face increased, the system of timbering -was gradually changed to one of 2-in. poling boards resting on top of -the shield and supported at the face by vertical breast boards, in turn -held by 6 by 6-in. walings braced both through the upper doors to the -iron lining and from the sliding platforms of the shield. The latter -were in their forward position before the shield was shoved, the -pressure being turned off and the exhaust valves opened just before the -shove began. As the shield went ahead, the platform jacks gradually -exhausted and thus held enough pressure on the face to keep it up. Fig. -17 is a sketch of this method. In driving through mixed ground a typical -working gang was about as follows: - - _General:_ - - 1/3 Tunnel superintendent @ $300.00 per month - 1 Assistant tunnel superintendent " 5.00 per day - 1 General foreman " 5.00 " " - 1/2 Electrician " 3.50 " " - 1/2 Electrician's helper " 3.00 " " - 1/2 Pipefitter " 3.25 " " - 1/2 Pipefitter's helper " 3.00 " " - - _Drilling:_ - - 1 Foreman " 5.00 " " - 2 Drillers " 3.25 " " - 2 Drillers' helpers " 3.00 " " - - _Timbering:_ - - 2 Timbermen @ $2.50 per day - 2 Timbermen's helpers " 2.00 " " - - _Mucking:_ - - 1 Foreman " 3.50 " " - 6 Muckers " 2.75 " " - - _Erecting Iron and Driving Shield:_ - - 1 Erector runner " 3.25 " " - 3 Iron workers " 3.00 " " - -The average rate of progress was 2.6 ft. per day. - -In this case there were three such gangs, each on an 8-hour shift. - -_Full Face of Sand and Gravel._--This condition of affairs was only met -at Weehawken. Two systems of timbering were used. In the first system, -Fig. 17, the ground was excavated 2 ft. 6 in. ahead of the cutting edge, -the roof being held by longitudinal poling boards, resting on the -outside of the skin at their back end and on vertical breast boards at -the forward end. When the upper part of the face was dry, it was held by -vertical breast boards braced from the sliding platform and through the -shield doors to cross-timbers in the tunnel; the lower part, which was -always wet, was held by horizontal breast boards braced through the -lower shield pockets to cross-timbers in the tunnel. This system worked -all right as long as the ground in the top was sandy enough and had -sufficient cohesion to allow the polings to be put in, but, when the -upper part was in gravel, thus making it impossible to put in the -longitudinal polings or the vertical breasting, the second system came -in. Here the excavation was only carried 1 ft. 3 in. (half a shove) -ahead of the cutting edge, and the longitudinal polings were replaced by -transverse boards supported by pipes which were placed in the holes -provided in the shield to accommodate some telescopic poling struts -which had been designed but not made. These pipes acted as cantilevers, -and were in two parts, a 2 1/2-in. pipe wedged tight into the holes and -smaller pipes sliding inside them. After a small section of the ground -had been excavated, a board was placed against it, one of the pipes was -drawn out under it, and wedges were driven between it and the board. -These polings were kept below the level of the hood, so that when the -shield was shoved they would come inside of it; in addition, they were -braced with vertical posts from the sliding platforms. The upper part of -the face was held by longitudinal breast boards braced from the sliding -platform by vertical "soldier" pieces. The lower part of the face was -supported by vertical sheet-piling braced to the tunnel through the -lower doors. Sometimes two rows of piling were used, but generally one, -as shown in Fig. 17. Notwithstanding the fact that the breasting was -only 1 ft. 3 in. ahead of the hood, the shield was moved its full stroke -of 2 ft. 6 in., the ground around the cutting edge of the hood being -scraped away by men working bars in the place from which the temporary -breast boards at the circumference had been removed. The back pressure -on the sliding platform jacks, when the exhaust valves were only partly -open, offered a good deal of resistance, and held the face as long as -the movement of the shield was continuous. - -[Illustration: METHOD OF TIMBERING FACE IN MIXED GROUND METHOD OF -TIMBERING FACE IN SAND METHOD OF TIMBERING FACE IN SAND AND GRAVEL FIG. -17.] - -On one occasion, when for some reason the shield was stopped with the -shove only partly done, and the exhaust valves had not been shut off, -the platforms continued to slide and allowed the face to collapse; the -shield platforms and doorways, however, caught the falling sand and -gravel and the flow choked itself. - -As soon as the rock surface was penetrated and the sand and gravel were -met, which happened almost at the same time in the two Weehawken -Tunnels, the escape of air increased enormously, and it at once became -clear that it was impossible to keep enough air in the two tunnels by -the methods then in use, even when working the three compressors, each -capable of compressing 4,400 cu. ft. of free air per min. at top speed. -When the shields just entered the sand and gravel, the face had been -held by light breasting, without any special effort to prevent the -escape of air, but when it was found impossible to supply enough air, a -large amount of straw and clay was used in front of the boards. - -This cut down the escape, but, as much air was escaping through the -joints of the iron lining, these were plastered with Portland cement. -Even then, the loss was too great, therefore one tunnel was shut down -entirely and all the air was sent to the other. This allowed a pressure -of 10 lb. to be kept up in the working tunnel, and this, though less -than the head, was enough to allow progress to be made. In order to use -one tunnel as a drain for the other, the two faces were always kept -within 150 ft. of each other by working them alternately. The timbered -face was never grouted, though this would have reduced the loss of air, -as at the same time it would have decreased the progress very much, and -any one who saw the racing engines in the power-house, and realized -that a breakdown of one of them would mean the loss of the faces, was -ready to admit that the quicker this particular period was cut short, -the better. - -Above the sand and gravel lay the silt, and, when it showed in the roof, -the escape of air was immediately reduced and the two faces could be -worked simultaneously. Almost at the same time the piles supporting the -large warehouse, known as the Fowler Building, were met. Although the -face now took much less timber, the same system of breast boards as had -been used in the gravel was kept up, but in skeleton form. They were set -2 ft. 6 in. ahead of the shield, however, instead of 1 ft. 3 in., and -the transverse roof poling boards were replaced by longitudinals resting -on the shield. The more piles in the face the less timbering was done. -The piles were cut into handy lengths with axes and chisels. - -All timbering was light compared with the weight of the ground, but, as -the shove took place as soon as the set was made, it served its purpose. -When a face was closed down the whole system was greatly reinforced by -braces from the shield, the face of which was closed by the doors. - -In driving through such a face the typical 8-hour shift gang was about -as follows: - - _General:_ - - 1/3 Tunnel superintendent @ $300.00 per month. - 1 Assistant tunnel superintendent " 5.00 per day. - 1 General foreman " 5.00 " " - 1/2 Pipefitter " 3.25 " " - 1/2 Pipefitter's helper " 2.75 " " - 1/2 Electrician " 3.00 " " - 1/2 Electrician's helper " 2.75 " " - - _Timbering:_ - - 3 Timbermen " 2.50 " " - 3 Timbermen's helpers " 2.00 " " - - _Mucking:_ - - 1 Foreman " 3.50 " " - 6 Muckers " 2.75 " " - - _Erecting Iron and Driving Shield:_ - - 1 Erector runner " 3.25 " " - 1 Foreman " 4.00 " " - 4 Iron workers " 3.00 " " - -The drillers were not kept on after the rock disappeared; a foreman was -added who divided his time between iron erection and mucking. - -The average rate of progress in sand and gravel without piles was 5.1 -ft. per day per shield. When piles and silt were met in the upper part -of the face, the speed increased to 7.0 ft. per day. - -_Passing Under River Bulkhead._--At Weehawken no trouble was found in -passing under the river wall, as the bulkhead consisted of only cribwork -supported on silt, and, though the piles obstructed the motion of the -shield, they were easily cut out, and the cribwork itself was well above -the top of the shield. - -On the New York side, however, conditions were not nearly as good. The -heavy masonry bulkhead was supported on piles and rip-rap, as shown in -Fig. 18. The line of the top of the shield was about 6 ft. above the -bottom of the rip-rap, the spaces between the stones of which were quite -open and allowed a free flow of water directly from the river. As soon, -therefore, as the cutting edge of the shield entered the rip-rap there -was a blow, the air escaping freely to the ground surface behind the -bulkhead and to the river in front of it. Clay puddle, or mud made from -the excavated silt, was used in large quantities to plug up the -interstices between the stone in the working face, the air pressure -being slightly greater than that needed to keep out the water holding it -in place. The excavation of the rip-rap was a tedious affair, for it had -to be removed one stone at a time and the spaces between the newly -exposed stones plugged with mud immediately. One man stood ready with -the mud while another loosened the stones with a bar. When the shield -had advanced its own length in the rip-rap, another point for the escape -of the air was exposed at the rear end of the shield. This loss was -closed at the leading end of the last ring with mud and cement sacks. - -[Illustration: SKETCH SHOWING RIVER TUNNELS PASSING UNDER RIVER BULKHEAD -WALL AT MANHATTAN CROSS-SECTION OF RIVER BULKHEAD WALL ON AXIS OF NORTH -TUNNEL PLAN SHOWING PILES REMOVED TO ALLOW PASSAGE OF SHIELD FIG. 18.] - -As long as the shield was stationary it was possible, by using these -methods and exercising great care and watchfulness, to prevent excessive -loss of air; but, while the shield was being shoved ahead, the -difficulties were much increased, for the movement of the shield -displaced the bags and mud as fast as they were placed, and it was only -by shoving slowly and having a large number of men looking out for leaks -and stopping them up the instant they developed that excessive loss of -air could be prevented. In erecting the iron lining, as each segment was -brought into position, it was necessary to clean off the leading -surface of the previous ring and the adjacent portion of the tail of the -shield; this was always accompanied by a slight "blow," and for some -time the air pressure in the tunnel dropped from 25 to 20 lb., that is, -from greater than the balancing pressure to less, every time a segment -was placed, and on two occasions the "blow" became so great that the -tunnel pressure was reduced considerably further, and in consequence the -water from the river rushed in and was not stopped until it had risen -about 4 ft. in the tunnel invert. On such occasions the surface of the -river was greatly disturbed, rising more than 20 ft. in the air in a -sort of geyser. A large quantity of grout (about 2,500 bbl. of cement -and a similar quantity of sand in the North Tunnel and 1,000 bbl. in the -South Tunnel) was used at this point; it was forced through the tunnel -lining immediately behind the shield, greatly reducing the loss of air -and helping to bind the rip-rap together. - -When the shield had traveled 25 ft. through the rip-rap, the piles which -support the bulkhead were met. One hundred of these which were spaced at -3-ft. centers in each direction, were cut out of the path of each shield -in a distance of 35 ft. The presence of the piles caused considerable -extra labor, as each pile had to be cut into several pieces with axes to -enable it to be removed through the shield doors, otherwise they -presented no difficulties. It was not necessary to timber the face, as -the piles supported it most effectively. - -When the river line had been passed, the "blow" still continued, and as -there was no heavy ground above the tunnel the light silt was carried -away into the water by the escaping air. At one time the cover over the -crown of the tunnel was reduced to such an extent that for a distance of -30 ft. there was less than 10 ft. of very soft silt, and in some places -none at all. Therefore, the shield was stopped and the air pressure -reduced until it was less than the balancing pressure; the blow then -ceased, and about 28,000 cement bags filled with mud were dumped into -the hole (the location made it impossible to dump them _en masse_ from a -scow). They were then weighted down with rip-rap. This sealed the blow, -and the work was continued without any further disturbance from this -source. Just before the blow reached its maximum it was found that two -of the piles which had been encountered were directly in the path of one -of the proposed screw-piles. It was therefore decided to pull these, -and this was done with two 40-ton hydraulic jacks supported by the upper -sliding platforms and acting on a horizontal timber which was connected -to the piles by tie-rods and chains. The working force here was similar -to that employed in the sand and gravel section previously described. - -_In Full Face of Silt._--A full face of silt was first met under the New -York Central Railroad freight yard on the New York side. Up to this -point the ground passed through had been either solid rock or a mixed -face of rock and gravel. In both of these the full excavation had to be -taken out before the shield could be shoved, and the soft ground had -needed timbering. When the rock, gravel, and hardpan gave place to a -full face of silt, the timber was removed, all the shield doors were -opened, and the shield was shoved into the ground without any excavation -being done by hand ahead of the diaphragm. As the shield advanced, the -silt was forced through the open doors into the tunnel. After the work -had gone on in this way for some time, taking in about 90% of the full -volume of the tunnel excavation per foot forward, the air pressure was -raised from 20 to 22 lb. The result was that the silt in the face got -harder and flowed less readily through the shield, and the amount taken -in fell to about 65% of the full volume. This manner of shoving at once -caused a disturbance on the surface and the railroad tracks above the -tunnel were raised, so that the pressure was lowered to 16 lb., then the -muck got softer and the full volume of excavation was taken in; after a -while the pressure was again raised to 20 lb. - -The forcing of the shield through the silt resulted in a rising of the -bed of the river, the amount that the bed was raised depending on the -quantity of material brought into the shield. - -If the whole volume of excavation was being brought in, the surface of -the bed was not affected; when about 50% was being taken in, the surface -was raised about 3 ft.; if the shield was being driven blind, the bed -was raised about 7 ft. - -The number of open doors was regulated so as to take in the minimum -quantity of muck consistent with causing no surface disturbance. On the -average, in the North Manhattan Tunnel, all the doors were open, but in -the South Tunnel there were generally only five or six out of the total -nine. - -In front of the bulkhead wall at Manhattan the tunnels were under Pier -No. 72. This structure was supported on wooden piles, some 80 ft. or -more in length, which came down below the tunnel invert. The piles which -lay directly in the path of the tunnels, with a few exceptions, had been -pulled. In driving the tunnels through this section, great care had to -be taken not to disturb the piles on either side of the tunnels, as they -supported a heavy trestle used in disposing of the excavation from the -open cut in the terminal yard. To avoid such disturbance, a large -portion of the total excavation had to be taken through the shields. - -The first shield which passed the river bulkhead was the south one at -Weehawken. As soon as this line was crossed the silt was found to be -much softer than behind the wall, in fact it was like a fluid in many of -its properties. The fluidity could be changed by varying the tunnel air -pressure; for example, when the air pressure was made equal to the -weight of the overlying material (water and silt), the silt was quite -stiff, and resembled a rather soft clay; but when the air pressure was -from 10 to 15 lb. per sq. in. lower, it became so liquid that it would -flow through a 1 1/2-in. grout hole in the lining, in a thick stream, at -the rate of from 10 to 50 gal. per min. as soon as the plug was taken -out. This was the point to which the contractor had long looked forward, -as he expected to be able to close all his shield doors and drive the -rest of the way across without taking in a shovelful of muck, as had -just been done under the Hudson River, on the South Tunnel of the Hudson -and Manhattan Railroad Company's Tunnels between Morton Street, New York -City, and Hoboken, N. J. The doors were shut and the shield was shoved; -the tunnel at once began to rise rapidly, notwithstanding that the -heaviest possible downward leads that the clearance between the iron and -the shield would allow were put on. At the same time, the pressures -induced in the silt by the shield shouldering the ground aside caused -the iron lining to rise about 2 in. as soon as the shield left it, and -also distorted it, the horizontal diameter decreasing and the vertical -diameter increasing by about as much as 11/4 in. An anxious discussion -followed these phenomena, as the effects had been so utterly unexpected, -and a good many different theories were advanced as to the probable -cause. It was thought that the hood of the shield might have something -to do with the trouble. The shield was stopped, the hood removed, the -doors were shut, and the driving continued. The same trouble was found, -and it was impossible to keep to grade. Work was stopped, and the -question was thoroughly debated; finally, on January 31st, 1906, the -chief engineer directed that one of the shield doors be opened as an -experiment and 50% of the excavation taken in. - -The effect was instantaneous, the shield began to come down to grade at -once, and it soon became necessary to close the door partially and -reduce the quantity of muck taken in in order to prevent the tunnel from -getting below grade. The other troubles from distortion, etc., ceased at -the same time. - -It was soon found that a powerful aid in the guidance of the shield was -thus brought to hand, for, if high, the shield could be brought down by -increasing the quantity of muck taken in, if low, by decreasing it. From -this time forward, the quantity of muck taken in at each shove was -carefully regulated according to the position of the tunnel with regard -to grade and the nature of the ground. The quantity varied from nothing -to the full volume displaced by the tunnel, and averaged 33% of the -latter. - -To regulate the flow, the bottom middle door was fitted with two steel -angles behind which were placed 6 by 6-in. timbers. In this way the -opening could be entirely closed or one of any size left. The muck -flowed into the tunnel in a thick stream, as shown in Fig. 2, Plate -XXXV, and, by regulating the rate of shove it could be made to flow just -as fast as it could be loaded into cars. - -In driving through the silt, the typical gang per shift of 8 hours per -shield was as follows: - - _General:_ - - 1/3 Tunnel superintendent @ $300 per month - 1 Assistant tunnel superintendent " 6.00 per day - 1 General foreman " 5.00 " " - 1/2 Electrician " 3.50 " " - 1/2 Electrician's helper " 3.00 " " - 1 Foreman " 4.00 " " - 2 Pipefitters " 3.50 " " - 2 Pipefitters' helpers " 3.25 " " - - _Mucking:_ - - 1 Foreman " 4.00 " " - 6 Muckers " 3.00 " " - - _Erecting Iron and Driving Shield:_ - - 1 Foreman @ $4.00 per day - 1 Erector runner " 3.50 " " - 4 Iron workers " 3.00 " " - 3 Laborers " 3.00 " " - -Three such shifts were worked per day, and the air pressure averaged 25 -lb. per sq. in. - -The increase in the number of pipefitters was due to the greatly -increased speed, and also the steadily increasing length of completed -tunnel. The three laborers in the erection gang spent their whole time -tightening bolts. The rate of progress in the silt under the river per -ring of 2 1/2 ft. was 3 hours 21 min., exclusive of all time when work -was actually suspended. For a considerable part of the time only two -8-hour shifts were worked, owing to a shortage of iron caused by the -change in the design of the lining, whereby the original lining was -changed to a heavier one, and, as the work was also stopped for -experiments and observations, the average of the actual total time, -including all the time during which work was suspended, was 5 hours 32 -min. per ring, or 10.8 ft. per day. - -The junction of the shields under the river was made as follows: When -the two shields of one tunnel, which had been driven from opposite sides -of the river approached within 10 ft. of each other, the shields were -stopped, a 10-in. pipe was driven between them, and a final check of -lines and levels was made through the pipe. Incidentally, also, the -first through traffic was established by passing a box of cigars through -the pipe from the Manhattan shield to that from Weehawken. One shield -was then started up with all doors closed while the doors on the -stationary shield were opened so that the muck driven ahead by the -moving shield was taken in through the other one's doors. This was -continued until the cutting edges came together. All doors in both -shields were then opened and the shield mucked out. The cutting edges -were taken off, and the shields moved together again, edge of skin to -edge of skin. The removal of the cutting edge necessitated the raising -of the pressure to 37 lb. As the sections of the cutting edges were -taken off, the space between the skin edges was poled with 3-in. stuff. -Fig. 1, Plate XXXIX, is a view of the shields of the North Tunnel after -being brought together and after parts of the interior frames had been -removed. When everything except the skins had been removed, iron lining -was built up inside the skins, the gap at the junction was filled with -concrete, and long bolts were used from ring to ring on the -circumferential joint. Finally, the rings inside the shield skins were -grouted. - -[Illustration: Plate XXXIX. TRANS. AM. SOC. CIV. ENGRS. VOL. LXVIII, No. -1155. HEWETT AND BROWN ON PENNSYLVANIA R. R. TUNNELS: NORTH RIVER -TUNNELS. FIG. 1. FIG. 2.] - -In order to make clear the nature of the work done in building these -shield-driven tunnels in silt, a short description will be attempted, -this description falling into three main divisions, namely, Shoving the -Shield, Pushing Back the Jacks, and Erecting the Iron Lining. - -_Shoving the Shield._--This part of the work is naturally very -important, as the position of the shield determines within pretty narrow -limits the position of the iron built within it, hence the shield during -its forward movement has to be guided very carefully. On this work -certain instructions were issued for the guidance of the foreman in -charge of the shield. These instructions were based on results of -"checks" of the shield and iron's position by the engineering corps of -the Company, and comprised, in the main, two requirements, namely, the -leads that were to be got, and the quantity of muck to be taken in. The -"lead" is the amount that the shield must be advanced further from the -iron, on one side or the other, or on the top or bottom, as measured -from the front face of the last ring of iron lining to the diaphragm of -the shield. These leads are not necessarily true leads from a line at -right angles to the center line, as the iron may have, and in fact -usually does have, a lead of its own which is known and allowed for when -issuing the requirements for the shove. - -The foreman, knowing what was wanted, arranged the combination of shield -jacks which would give the required leads and the amount of opening on -the shield door which would give the required amount of muck. To see how -the shield was going ahead, a man was stationed at each side at axis -level and another in the crown. Each man had a graduated rod on which -the marks were so distinct that they could be read by anyone standing on -the lower platform. These rods were held against the shield diaphragm, -and, as it advanced, its distance from the leading end of the last ring -could be seen by the man in control of the jack valves. If he found that -he was not getting the required leads, he could change the combination -of jacks in action. As the time of a shove was often less than 10 min., -the man had to be very quick in reading the rods and changing the jacks. -If it was found that extensive change in the jack arrangement was -wanted, the shove could be stopped by a man stationed at the main -hydraulic control valve; but, as any such stoppage affected the quantity -of muck taken in, it was not resorted to unless absolutely necessary. - -If the quantity of muck coming in was not as desired, a stop had to be -made to alter the size of the opening, and if, while this was being -done, the exhaust valves were not closed quite tight, the silt pressure -on the face of the shield would force it back against the iron. This -fact was sometimes taken advantage of when a full opening did not let in -the desired quantity, for the shield could be shoved, allowed to return, -and shoved again. - -The time taken to shove in silt varied greatly with the quantity of -material taken in; for shoving and mucking combined, it averaged 66 -min., with an average of 13 cu. yd. of muck disposed of, or about 5 min. -per cu. yd. of material. - -_Pushing Back the Jacks._--This was a simple matter, and merely -consisted in making the loose push-back connection to each jack as it -had to be sent back. Some of the jacks became strained and bent, and had -to be taken out and replaced. Where there was silt pressure against the -face of the shield, the hydraulic pressure had to be kept on until the -ring was erected. In such cases, only two or three jacks could be pushed -back at a time, and only after a segment had been set in position, and -the pressure taken on it, could the next jack be pushed back, and so on -around the ring. The time between the finish of the shove (hydraulic -pressure turned off) and the placing of the first segment, was occupied -in pushing back the bottom jacks and cleaning dirt off the tail of the -shield, and averaged about 14 min. - -_Erecting the Iron Lining._--As soon as the shove was over, the whole -force, when in silt, set to work at building up the iron and then -tightening the bolts so that the shield could be shoved again. A section -of the tunnel with bolting and working platform is shown on Plate XL. - -In the early part of the work, when the ground was being excavated ahead -of the shield, the whole force, with the exception of those working in -front of the shield, was engaged in erecting the iron, but, as soon as -this was done, most of the men returned to the mucking, and only the -iron workers continued to tighten up bolts. On the other sections, where -the shield was shoved into the silt without excavating ahead, as soon as -the shove was completed, the whole force was engaged in the erection of -the iron and the tightening of the bolts, until they were so tight that -the shield could be shoved again for another ring. - -The iron was brought into the tunnel on flat cars, two segments to the -car, and was lifted from the car and lowered into the invert of the -shield by a block and fall and chain sling, as shown in Fig. 2, Plate -XXXIX. The bottom three or four segments were pushed around into -position with the erector, the head simply bearing against the -longitudinal flange without being attached to the segment; the upper -segments, however, were, as shown in Fig. 2, Plate XXXVIII, and Fig. 1, -Plate XLI, attached to the erector, by using the expanding bar and the -erector head designed by Mr. Patrick Fitzgerald, the Tunnel -Superintendent. This was found to be a most convenient arrangement. - -The single erector attached to the center of the shield was able to -erect the iron as fast as it could be brought into the tunnel, and even -when the weight of the segments was increased 25% (from 2,060 to 2,580 -lb.) it always proved equal to its task, although occasionally one of -the chains in the mechanism broke and delayed the work for an hour or -so; but the sum of all the delays from this cause and from breaks and -leaks in the hydraulic line only averaged 13 min. per ring. The -operating valve which was first used was a four-spindle turning valve, -but this was replaced by a sliding valve which was found to be much more -satisfactory, both in ease of operation and freedom from failure. - -As the iron was put into place, two of the middle bolts in each -longitudinal flange and two in each circumferential one were pulled as -tight as possible, and the others put in loosely; then, as soon as the -ring was in position, as large a force as could be conveniently worked -at one time was engaged in tightening the bolts. The shape of the tunnel -depended on the thoroughness of the tightening of the bolts, and the -shield was never shoved until the bolts in all the longitudinal flanges -had been thoroughly tightened. In addition, all the bolts in the -circumferential flanges below the axis were tightened, and at least -three of the six in each segment above. After the shield had been shoved -ahead, the bolts were found to have slackened, and, where the daily -progress was four rings, or more, it was necessary to have a small gang -of men always at this work. - -In order to get at the bolts, special platforms were necessary, and -throughout the greater part of the work, a traveling platform was used. -This enabled the men to reach handily all parts of the seven leading -rings. This platform was supported and moved forward on wheels fixed on -brackets to the tunnel, and was pulled forward by connecting chains -every time the shield was shoved. In the early part of the work it was -not possible to use platforms, because, in order to maintain the correct -circular shape of the iron lining, it was necessary to put in temporary -horizontal turnbuckles at axis level. These, however, were very -convenient for supporting the planks which were used as a temporary -bolting platform for the sides of the tunnel, and a temporary platform -resting on 6 by 6-in. timbers across the tunnel enabled the bolts in the -crown of the tunnel to be reached, while the 6 by 6-in. timbers were -left in to support the emergency platform previously described (Plate -XL), which extended the entire length of the tunnel. - -The time taken to erect the iron lining became shorter and shorter as -the tunnel organization became more perfect and the force better -trained, so that, whereas, in the early part of the work, it frequently -took 6 hours to erect a ring, in the latter part, when the work was -nearing completion, it was a common occurrence to erect a ring in 30 -min. The average time in the "heavy iron" section, which included the -greater part of the work under the river, was 1 hour 4 min. for the -erection of the ring and 40 min. for tightening the bolts after that had -been completed, so that the total time spent by the whole gang on -erection and bolting averaged 1 hour 44 min. per ring, exclusive of the -time spent by the small gang which was always engaged in tightening the -bolts. The average time spent in erecting and bolting, for the whole -length of the tube tunnels, was 2 hours 15 min. per ring. - -_Tables of Progress._--Tables 24, 25, 26, and 27 have been prepared to -show the time taken in the various operations at each working face. - -[Illustration: PLATE XLI. TRANS. AM. SOC. CIV. ENGRS. VOL. LXVIII, No. -1155. HEWETT AND BROWN ON PENNSYLVANIA R. R. TUNNELS: NORTH RIVER -TUNNELS. FIG. 1.] - -[Illustration: PLATE XLI. TRANS. AM. SOC. CIV. ENGRS. VOL. LXVIII, No. -1155. HEWETT AND BROWN ON PENNSYLVANIA R. R. TUNNELS: NORTH RIVER -TUNNELS. FIG. 2.] - -In Tables 24, 25, 26, and 27, the following symbols are used: - - _A_--Including assistant superintendents, foremen, and - electricians, in driving the shield, erecting iron, mucking, - attending to the electric lights, and repairing the pipe line. - - _B_--Drillers, drillers' helpers, drill foremen, and nippers. - - _C_--All men grouting. - - _D_--Engineers and laborers wholly employed on transport between the - first lock and the face. - - _E_--In rock, one car = 0.60 cu. yd.; in sand or silt = 1.20 cu. yd. - in place. - - _F_--Time between completion of mucking and putting in first plate, - spent in shoving the jacks back. - - _G_--In ordinary iron = the whole time spent on erection and - bolting. In heavy iron = the time between putting in the first - plate and placing the key only. - - _H_--Time between placing the key and starting the next shove, spent - by the whole gang in tightening bolts. In addition to this, - there was a small gang which spent its whole time at this work. - - _I_--In Table 24 the first pair of bore segments is at ring 207-208. - " " 25 " " " " " " " " " 201-202. - " " 26 " " " " " " " " " 185-186. - " " 27 " " " " " " " " " 171-172. - - Outside diameter of tunnel = 23 ft. 0 in. - Inside " " " = 21 ft. 2 in. - Length of ring = 2 ft. 6 in. - -In the "Ordinary Iron" section the time is divided between mucking -(which included the shoving and pushing back of the jacks) and the -erection time (which included the time spent by the whole gang in -tightening bolts). In the "Heavy Iron" section these times are all -separated into "Mucking," "Pushing Back Jacks," "Erecting," and -"Bolting," and here the bolting time included only that spent on bolts -by the whole gang; in addition, there was a small gang engaged solely in -tightening bolts. The lost time is the average time lost due to the -break-down of hydraulic pipe lines, damaged jacks, and broken erector -chains. The erection time is separated for the various kinds of rings, -that is, straight ordinary rings, rings containing No. 1 bore segments, -rings containing No. 2 bore segments, and taper rings, and it will be -seen that, on the average, taper rings took 22 min. (or 24%) more time -to erect and to bolt than ordinary ones, and that rings containing No. 2 -bore segments took 14 min. (or 15%) more. - -TABLE 24.--SHIELD-DRIVEN TUNNEL WORK, MANHATTAN SHAFT, RIVER TUNNEL -NORTH. Table showing the size of the gang, the amount of excavation, and -the time per ring taken for the various operations involved in building -tunnel through the several kinds of ground encountered; also the extent -and nature of all the unavoidable delays. - - TABLE 24 PART 1 - - =+===========+=======+=============+===+=============+=====+===+==+==| - W| | | AVE. NO. | - e| | | OF MEN | - i| | DESCRIPTION | IN GANG | - g| |-------+-------------+---+-------------+--+--+---+--+--| - h| | | |Ave| | | | |A | | - t| | | |air| | |D |G |i | | - | | | | | | |r |r |r | | - o| | | |P | |S |i |o | | | - f| | | |r | |h |l |u |t |T | - | | | |e | |i |l |t |r |o | - | | | |s | |e |i |i |a |t | - i| | | |s | |l |n |n |n |a | - r| Section | | |u | |d |g |g |s |l | - o| between | Length| |r |Method of |--+--+---+--| | - n| rings |in feet|Material |e |Excavation |A |B |C |D | | - -+-----------+-------+-------------+---|-------------+--+--+---+--+--| - | 1-54 | 135.0|Rock | |[P] | | | | |14| - | 55-80 | 65.0| " |19 |[P] |24| 7|1/3| 1|32| - | 81-107 | 65.0|Soft rock |18 |[P] |22| 5| | 2|29| - O| 108-153 | 117.5|Rock |14 |[P] |17|11| | 2|30| - r| 154-194 | 102.5|Rock and |14 |[P] |23| 6| | 2|31| - d| | |earth | | | | | | | - i| 195-215 | 52.5|Silt |19 |[P]Breasting |28| | | 2|30| - n| 216-393 | 445.0| " |20 |[Q]8 doors |27| | | 4|31| - a| 394-429 | 90.0|Silt, piles, |24 |[C]Breasting |28| | | 4|32| - r| | |rip-rap | | | | | | | - y| 430-509 | 200.0|Silt |23 |[Q]1 door |24| | | 3|27| - | 510-692 | 457.5| " |23 |[Q]3 doors |26| | | 4|30| - | 55-692 |1,593.0| |20 | |25| 2| | 3|30| - | 216-692 |1,192.5| |22 | |26| | | 4|30| - -+-----------+-------+-------------+---+-------------+--+--+---+--+--| - | 693-954 | 655.0|Silt |24 |[Q]1 door |28| | | 6|34| - | 955-1,014 | 150.0| " |24 |[Q]1 " |28| | | 8|36| - |1,015-1,074| 150.0| " |24 |[Q]1 " |25| | | 8|33| - H|1,075-1,134| 150.0| " |24 |[Q]1 " |27| | | 9|36| - e|1,135-1,194| 150.0| " |25 |[Q]1 " |26| | | 8|34| - a|1,195-1,224| 75.0| " |25 |[Q]1 " |24| | | 9|33| - v|1,225-1,262| 95.0| " |25 |[Q]1 " |23| | | 9|32| - y|1,263-1,277| 37.5| " |25 |[Q]1 " |24| | |10|34| - |1,278-1,307| 75.0| " |25 |[Q]1 " |21| | |10|31| - |1,308-1,326| 47.5| " |28 |[Q]1 " |27| | |11|38| - | 955-1,326| 930.0| |24 | |26| | | 9|35| - | 693-1,326|1,585.0| |24 | |27| | | 8|35| - -+-----------+-------+-------------+---+-------------+--+--+---+--+--| - A| 216-1,326|2,777.5| |23 | |27| | | 7|34| - l| 55-1,326|3,180.0| |22 | |26| | | 6|32| - l| | | | | | | | | | | - =+===========+=======+=============+===+=============+==+==+===+==+==| - - TABLE 24 PART 2 - - =+===========+====+=====+=====+========+====+====+====+====+====| - W| | | |Av. | | TIME FOR RING | - e| | | | | | ERECTION, | - i| | | |Time | | HRS. AND MIN. | - g| |----+-----| | |----+----+----+----+----| - h| |Av. |Time |per | | | | | | | - t| |No. |Muck-| |T | O | | | | | - | |of |ing, |ring,|i | r | | | | | - o| |cu. |per | |m | d | B | B | | | - f| |yd. |cu. |shov-|e J | i | o | o | T | | - | |per |yd. |ing |a | n | r | r | a | M | - | |ring| | |f c | a | e | e | p | e | - i| | | |and |o k | r | | | e | a | - r| Section | | | |r s | y | 1 | 2 | r | n | - o| between | | |Muck-+--------+----+----+----+----+----| - n| rings |E | |ing | F | G | G | G | G | G | - -+-----------+----+-----+-----+--------+----+----+----+----+----| - | 1-54 | | | |Time for|4-00| | |4-21|4-04| - | 55-80 |41 |0-31 |21-00|jacks |6-04| | |5-30|5-57| - | 81-107 |41 |0-33 |22-30|for |4-26| | | |4-26| - O| 108-153 |41 |0-39 |26-31|light |3-10| | |3-30|3-12| - r| 154-194 |41 |0-27 |18-34|iron is |2-08| J. | J. |2-40|2-10| - d| | | | |included| | | | | | - i| 195-215 |41 |0-10 | 6-46|in |3-03|3-30|3-30| |3-09| - n| 216-393 |46 |0-05 | 3-53|shoving |2-40|2-56|3-00|3-10|2-50| - a| 394-429 |46 |0-18 |17-09|and |3-43|3-39|4-46|4-11|3-56| - r| | | | |mucking | | | | | | - y| 430-509 |11 |0-10 | 1-42| |3-14|4-12|3-59|3-46|3-34| - | 510-692 |30 |0-05 | 1-47| |2-08|2-21|2-32|2-50|2-18| - | 55-692 |30 |0-15 | 7-35|[N] |3-02| | |4-31|3-12| - | 216-692 |30 |0-07 | 3-42|[N] |2-38|2-59|3-08|1-30|2-50| - -+-----------+----+-----+-----+--------+----+----+----+----+----| - | 693- 954|11 |0-12 | 1-02|[N] |1-52|2-05|2-15|2-29|2-0 | - | 955-1,014|12 |0-04 | 0-48|0-16 |0-51|1-18|1-08|0-50|0-58| - |1,015-1,074|12 |0-03 | 0-41|0-13 |0-43|0-46|0-55|0-40|0-45| - H|1,075-1,134| 8 |0-04 | 0-34|0-12 |1-04|1-01|1-15|1-20|1-08| - e|1,135-1,194| 8 |0-04 | 0-33|0-13 |0-53|0-51|0-58|0-46|0-53| - a|1,195-1,224| 6 |0-04 | 0-24|0-12 |0-58|0-42|0-53|0-50|0-54| - v|1,225-1,262| 5 |0-05 | 0-23|0-10 |0-48|0-49|0-50|0-35|0-47| - y|1,263-1,277|10 |0-04 | 0-36|0-11 |0-47|0-50|0-52|0-48|0-52| - |1,278-1,307|17 |0-04 | 1-09|0-10 |1-03|1-01|1-06|0-00|1-04| - |1,308-1,326|22 |0-05 | 1-39|0-18 |1-25|1-48|1-50|0-50|1-31| - | 955-1,326|11 |0-04 | 0-41|0-13 |0-55|0-59|1-03|0-55|0-58| - | 693-1,326|12 |0-04 | 0-51|[N] |1-27|1-34|1-41|1-38|1-31| - -+-----------+----+-----+-----+--------+----+----+----+----+----| - A| 216-1,326|19 |0-06 | 1-59|[N] |1-55|2-08|2-16|1-35|2-03| - l| 55-1,326|21 |0-10 | 4-13|[N] | | | | |2-22| - l| | | | | | | | | | | - =+===========+====+=====+=====+========+====+====+====+====+====| - - TABLE 24 PART 3 - - =+===========+====+====+====+====+====+====+=====+=====+=====+=====+=====| - W| | BOLTING TIME, WHOLE |Time| | - e| | TIME ON BOLTS AFTER | | | - i| | RING IS COMPLETE. |lost| TOTAL TIME. | - g| |----+----+----+----+----| |-----+-----+-----+-----+-----| - h| | | | | | |re- | | | | | | - t| | O | | | | |pair- | | | | | - | | r | | | | |ing | | | | | | - o| | d | B | B | | | | O | | | | | - f| | i | o | o | T | |hy- | r | | | | | - | | n | r | r | a | M |drau- d | B | B | | | - | | a | e | e | p | e |lic | i | o | o | T | | - i| | r | | | e | a | | n | r | r | a | M | - r| Section | y | 1 | 2 | r | n |pip-| a | e | e | p | e | - o| between |----+----+----+----+----|ing | r | | | e | a | - n| rings | H | H | H | H | H | | y | 1 | 2 | r | n | - -+-----------+----+----+----+----+----+----+-----+-----+-----+-----+-----| - | 1-54 | Excavation partially completed previously. | - | 55-80 |} {| |27-4 | | |26-30|26-57| - O| 81-107 |} {| |26-56| | | |26-56| - r| 108-153 |} {| |29-41| | |30-1 |29-43| - d| 154-194 |} {| |20-42| | |21-14|20-44| - i| |} {| | | | | | | - n| 195-215 |} {| | 9-49|10-16|10-16| | 9-55| - a| 216-393 |} Bolting time for {|0-09| 6-42| 6-58| 7-02| 7-12| 6-52| - r| 394-429 |} light iron is {| |23-79|23-25|24-32|23-57|23-42| - y| |} included in {| | | | | | | - | 430-509 |} erection. {|0-18| 5-14| 6-12| 5-59| 5-46| 5-34| - | 510-692 |} {|0-11| 4-06| 4-19| 4-30| 4-48| 4-16| - | 55-692 |} {|0-17|10-54| | |12-23|11-04| - | 216-692 |} {|0-25| 6-45| 7-06| 7-15| 5-37| 6-57| - -+-----------|} {|----+-----+-----+-----+-----+-----| - | 693- 954|} {|0-13| 3-7 | 3-20| 3-30| 3-44| 3-15| - | 955-1,014|0-24|0-21|0-37|0-10|0-25|0 | 2-19| 2-43| 2-49| 2-04| 2-27| - |1,015-1,074|0-31|0-30|0-52|0-23|0-34|0-02| 2-10| 2-12| 2-43| 1-59| 2-15| - H|1,075-1,134|0-28|0-35|1-40|0-52|0-44|0-03| 2-21| 2-25| 3-44| 3-01| 2-41| - e|1,135-1,194|0-32|0-20|0-24|0-18|0-26|0 | 2-11| 1-57| 2-08| 1-50| 2-05| - a|1,195-1,224|0-19|0-20|0-34|0-35|0-23|0 | 1-53| 1-38| 2-03| 2-01| 1-53| - v|1,225-1,262|0-29|0-29|0-36|0-18|0-30|0 | 1-50| 1-51| 1-59| 1-26| 1-50| - y|1,263-1,277|0-23|0-23|0-41|0-23|0-27|0 | 1-57| 2-0 | 2-20| 1-58| 2-06| - |1,278-1,307|0-33|0-34|0-51|0-0 |0-36|0 | 2-55| 2-54| 3-16| 0-0 | 2-59| - |1,308-1,326|0-49|0-42|0-58|0-25|0-48|0 | 4-11| 4-27| 4-45| 3-12| 4-16| - | 955-1,326|0-29|0-27|0-49|0-31|0-32|0 | 2-18| 2-20| 2-46| 2-20| 2-24| - | 693-1,326|[O] | | | | |0-06| 2-24| 2-31| 2-38| 2-35| 2-28| - -+-----------+----+----+----+----+----+----+-----+-----+-----+-----+-----| - A| 216-1,326|[O] | | | | |0-16| | | | | 4-18| - l| 55-1,326|[O] | | | | |0-12| | | | | 6-47| - l| | | | | | | | | | | | | - =+===========+====+====+====+====+====+====+=====+=====+=====+=====+=====| - - TABLE 24 SUMMARY PART 1 - - ===+===========+=======+==============+====+============+==+==+===+==+==| - | | | AVE. NO. | - W| | | OF MEN | - e| | DESCRIPTION | IN GANG | - i| |-------+--------------+----+------------+--+--+---+--+--| - g| | | |Ave.| | | | | | | - h| | | |air | | | | | | | - t| | | | | | | | | A| | - | | | |P | | | D| G | i| | - o| | | |r | | | r| r | r| | - f| | | |e | | S| i| o | | | - | | | |s | | h| l| u | T|T | - i| | | |s | | i| l| t | r|o | - r| Section | | |u | | e| i| i | a|t | - o| between |Length | |r |Method of | l| n| n | n|a | - n| rings |in feet| Material |e |Excavation | d| g| g | s|l | - ---+-----------+-------+--------------+----+------------+--+--+---+--+--| - O {| 1-54 | 135.0|Rock |0 | [P] | | | | |14| - r {| 55-194 | 350.0|Earth and rock|16 | [P] |22| 6|1/3| 2|30| - d {| 195-393 | 497.5|Silt |20 |[P]Breasting|27| | | 4|31| - i {| 394-440 | 117.5| " |24 |[P]Breasting|28| | | 4|32| - n {| 441-692 | 630.0| " |23 |[Q]3 doors |25| | | 4|29| - a {|-----------+-------+--------------+----+------------+--+--+---+--+--| - r {| 216-692 |1,192.5| |22 | |26| | | 4|30| - y {|-----------+-------+--------------+----+------------+--+--+---+--+--| - {| 55-692 |1,595.0| |20 | |25| 2| | 3|30| - ---+-----------+-------+--------------+----+------------+--+--+---+--+--| - Hvy| 693-1,326|1,585.0|Silt |24 |[Q]1 door |27| | | 8|35| - ---+-----------+-------+--------------+----+------------+--+--+---+--+--| - All| 55-1,326|3,180.0| |22 | |26| | | 6|32| - ===+===========+=======+==============+====+============+==+==+===+==+==| - - TABLE 24 SUMMARY PART 2 - - ===+========+========+=======+=======+====+=====+===============+========| - W | | | | UNAVOIDABLE DELAYS | - e | | | AVERAGE TIME |(NOT INCLUDED IN AVERAGE| - i o| | | PER RING. | TIME PER RING). | - g f| | |-------+-------+----+-----+---------------+--------| - h |Average | Time | | | | | | | - t i| No. of |mucking,|Shoving| | | | | | - r| cubic | per | and | Erec- | | | | | - o| yards | cubic |mucking| tion |Lost| | | Time | - n|per ring| yard | [N] | [O] |time|Total| Items |hrs min| - ---+--------+--------+-------+-------+----+-----+---------------+--------| - O {| | | | 4-14 | | |First bulkhead |172 00| - r {| 41 | 0-32 | 21-44 | 4-4 | |25-48|Second bulkhead|119 00| - d {| 38 | 0-7 | 4-11 | 2-52 |0-9 | 7-12|Grouting |200 00| - i {| 41 | 0-18 | 11-54 | 4-17 |1-41|17-52|Blowout | 73 00| - n {| 17 | 0-6 | 2-04 | 2-34 |0-42| 5-20|Cradle |100 00| - a {|--------+--------+-------+-------+----+-----+---------------+--------| - r {| 30 | 0-7 | 3-42 | 2-50 |0-25| 6-57|Total |664 00| - y {|--------+--------+-------+-------+----+-----+---------------+--------| - {| 30 | 0-15 | 7-35 | 3-12 |0-17|11-04|Per ring | 0 30| - ---+--------+--------+-------+-------+----+-----+---------------+--------| - Hvy| 12 | 0-4 | 0-51 | 1-31 |0-06| 2-28| | | - ---+--------+--------+-------+-------+----+-----+---------------+--------| - All| 21 | 0-10 | 4-13 | 2-22 |0-12| 6-47| | | - ===+========+========+=======+=======+====+=====+===============+========| - -[N] Including time for jacks. - -[O] Including bolting time. - -[P] Excavating ahead of shield. - -[Q] Shoving shield into silt with ... doors open. - -TABLE 25.--SHIELD-DRIVEN TUNNEL WORK, MANHATTAN SHAFT, RIVER TUNNEL -SOUTH. Table showing the size of the gang, the amount of excavation, and -the time per ring taken for the various operations involved in building -tunnel through the several kinds of ground encountered; also the extent -and nature of all the unavoidable delays. - - TABLE 25 PART 1 - - =+===========+=======+==================+===+============+==+==+==+==+==| - W| | | AVE. NO. | - e| | | OF MEN | - i| | DESCRIPTION | IN GANG | - g| |-------+------------------+---+------------+--+--+--+--+--| - h| | | |Ave| | | | |A | | - t| | | |air| | |D |G |i | | - | | | | | | |r |r |r | | - o| | | |P | |S |i |o | | | - f| | | |r | |h |l |u |t |T | - | | | |e | |i |l |t |r |o | - | | | |s | |e |i |i |a |t | - i| | | |s | |l |n |n |n |a | - r| Section | | |u | |d |g |g |s |l | - o| between | Length| |r |Method of |--+--+--+--| | - n| rings |in feet|Material |e |Excavation |A |B |C |D | | - -+-----------+-------+------------------+---+------------+--+--+--+--+--| - | 1-68 | 170.0|Rock | 0 |[R] |20| 5| 5|2 |32| - | 69-95 | 67.5|Rock and earth |13 |[R] |22| 8| |2 |32| - O| 96-141 | 115.0|Rock |10 |[R] |21|13| |2 |36| - r|142-191 | 125.0|Rock and earth |15 |[R] |24| 7| |2 |33| - d|192-203 | 30.0|Silt |18 |[R]Breasting|23| | |3 |26| - i|204-388 | 462.5| " |18 |[S]7 doors |27| | |3 |30| - n|389-429 | 102.5|{Silt, piles and} |22 |[S]6 doors |24| | |4 |28| - a| | |{rip-rap. } | |[R]Breasting| | | | | | - r|430-504 | 187.5|Silt |21 |[S]3 doors |23| | |5 |28| - y|505-629 | 312.5| " |22 |[S]4 doors |25| | |6 |31| - |630-692 | 157.5| " |23 |[S]2 doors. |24| | |8 |32| - |204-692 |1,222.5| |21 | |25| | |5 |30| - | 69-692 |1,560.0| |17 | |23|4 | 0|3 |30| - -+-----------+-------+------------------+---+------------+--+--+--+--+--| - | 693-766 | 185.0|Silt |24 |[S]2 doors |21| | |6 |27| - | 767-806 | 100.0| " |24 |[S]2 " |22| | |7 |29| - H| 807-900 | 235.0| " |24 |[S]1 1/2 " |23| | |8 |31| - e| 901-933 | 82.5| " |25 |[S]1 door |30| | |10|40| - a| 934-988 | 137.5| " |25 |[S]1 " |30| | |11|41| - v| 989-1,043| 137.5| " |25 |[S]1 " |28| | |11|39| - y|1,044-1,053| 25.0| " |26 |[S]1 " |25| | |9 |34| - |1,054-1,068| 37.5| " |26 |[S]1 " |26| | |9 |35| - |1,069-1,110| 105.0| " |26 |[S]1 " |30| | |11|41| - | 693-1,110|1,045.0| |25 | |25| | |8 |33| - -+-----------+-------+------------------+---+------------+--+--+--+--+--| - A| 204-1,110|2,267.5| |23 | |25| | |6 |31| - l| 69-1,110|2,605.0| |20 | |24|2 | |5 |31| - l| | | | | | | | | | | - =+===========+=======+==================+===+============+==+==+==+==+==| - - TABLE 25 PART 2 - - =+===========+====+=====+=====+========+====+====+====+====+====| - W| | | |Av. | | TIME FOR RING | - e| | | | | | ERECTION, | - i| | | |time | | HRS. AND MIN. | - g| |----+-----| | |----+----+----+----+----| - h| |Av. |Time |per | | | | | | | - t| |No. |Muck-| |T | O | | | | | - | |of |ing, |ring,|i | r | | | | | - o| |cu. |per | |m | d | B | B | | | - f| |yd. |cu. |shov-|e J | i | o | o | T | | - | |per |yd. |ing | a | n | r | r | a | M | - | |ring| | |f c | a | e | e | p | e | - i| | | |and |o k | r | | | e | a | - r| Section | | | |r s | y | 1 | 2 | r | n | - o| between |----| |Muck-+--------+----+----+----+----+----| - n| rings | E | |ing | F | G | G | G | G | G | - -+-----------+----+-----+-----+--------+----+----+----+----+----| - | 1-68 |41 |0-14 | 9-53|Time for|5-27| | |4-32|5-07| - | 69-95 |41 |0-24 |16-18|jacks |3-02| | |2-40|3-00| - O| 96-141 |70 |0-16 |18-16|for |2-08| | |2-27|2-09| - r| 142-191 |52 |0-20 |17-27|light |2-08| J | J |2-04|2-08| - d| 192-203 |36 |0-13 | 7-58|iron is |2-27|6-00|2-10|3-15|2-47| - i| 204-388 |37 |0-05 | 3-19|included|2-41|2-49|2-54|2-56|2-47| - n| 389-429 |40 |0-17 |12-42|in |3-15|2-36|5-03|3-26|3-27| - a| | | | |shoving | | | | | | - r| 430-504 |20 |0-06 | 1-51|and |2-53|3-17|3-00|2-57|2-59| - y| 505-629 |27 |0-05 | 2-20|mucking |2-23|2-40|2-45|2-28|2-30| - | 630-692 |22 |0-05 | 1-53| |1-54|2-10|2-22|2-23|2-02| - | 204-692 |30 |0-07 | 3-27| [T] |2-34|2-45|2-58|2-35|2-42| - | 69-692 |36 |0-11 | 6-40| [T] |2-47| | |3-18|2-52| - -+-----------+----+-----+-----+--------+----+----+----+----+----| - | 693-766 |22 |0-05 | 1-35| 0-25 |1-18|1-44|1-30|1-40|1-25| - | 767-806 |22 |0-05 | 1-19| 0-21 |1-00|0-56|1-37|1-21|1-08| - | 807-900 |19 |0-05 | 1-11| 0-17 |0-58|1-13|1-08|1-12|1-04| - H| 901-933 |19 |0-04 | 1-13| 0-09 |0-59|1-05|0-59| |1-00| - e| 934-988 |16 |0-04 | 0-54| 0-12 |0-49|0-44|0-56| |0-50| - a| 989-1,043|13 |0-05 | 0-52| 0-14 |0-51|0-44|0-52|1-14|0-52| - v|1,044-1,053|16 |0-07 | 0-40| 0-15 |1-04|1-15|0-50|0-55|1-02| - y|1,054-1,068| 8 |0-05 | 0-36| 0-08 |0-57|0-40|1-02| |0-56| - |1,069-1,110|14 |0-06 | 1-00| 0-15 |0-48|0-54|1-06|1-31|0-56| - | 693-1,110|18 |0-05 | 1-29| [T] |1-01|1-08|1-09|1-19|1-05| - -+-----------+----+-----+-----+--------+----+----+----+----+----| - A| 204-1,110|25 |0-06 | 2-35| [T] |2-09|2-19|2-33|2-19|2-17| - l| 69-1,110|29 |0-09 | 4-36| [T] |2-19| | |2-46|2-25| - l| | | | | | | | | | | - =+===========+====+=====+=====+========+====+====+====+====+====| - - TABLE 25 PART 3 - - =+===========+====+====+====+====+====+====+=====+=====+=====+=====+=====| - W| | BOLTING TIME, WHOLE |Time| | - e| | TIME ON BOLTS AFTER | | | - i| | RING IS COMPLETE. |lost| TOTAL TIME. | - g| |----+----+----+----+----| |-----+-----+-----+-----+-----| - h| | | | | | |re- | | | | | | - t| | O | | | | |pair- | | | | | - | | r | | | | |ing | | | | | | - o| | d | B | B | | | | O | | | | | - f| | i | o | o | T | |hy- | r | | | | | - | | n | r | r | a | M |drau- d | B | B | | | - | | a | e | e | p | e |lic | i | o | o | T | | - i| | r | | | e | a | | n | r | r | a | M | - r| Section | y | 1 | 2 | r | n |pip-| a | e | e | p | e | - o| between |----+----+----+----+----|ing | r | | | e | a | - n| rings | H | H | H | H | H | | y | 1 | 2 | r | n | - -+-----------+----+----+----+----+----+----+-----+-----+-----+-----+-----| - | 1-68 |}Excavation partially {| |15-20| | |14-25|15-00| - | 69-95 |}completed previously. {| |19-20| | |18-58|19-18| - O| 96-141 |} {|0-03|20-27| | |20-46|20-28| - r| 142-191 |} {|0-12|19-47| | |19-43|19-47| - d| 192-203 |}Bolting time for light{|1-20|11-45|15-18|11-28|12-33|12-05| - i| 204-388 |}iron is included in {|0-05| 6-05| 6-13| 6-18| 6-20| 6-11| - n| 389-429 |}erection. {|0-38|16-35|15-56|18-23|16-46|16-47| - a| |} {| | | | | | | - r| 430-504 |} {|0-39| 5-23| 5-47| 5-30| 6-27| 5-29| - y| 505-629 |} {|0-23| 5-06| 5-23| 5-28| 5-11| 5-13| - | 630-692 |} {|0-08| 3-55| 4-11| 4-23| 4-24| 4-03| - | 204-692 |} {|0-18| 6-19| 6-30| 6-43| 6-20| 6-27| - | 69-692 |} {|0-15| 9-42| | |10-13| 9-47| - -+-----------+----+----+----+----+----+----+-----+-----+-----+-----+-----| - | 693-766 |0-43|1-09|0-52|0-50|0-49|0-07| 4-08| 5-00| 4-29| 4-37| 4-21| - | 767-806 |0-38|0-24|0-43|0-38|0-42|0-02| 3-20| 3-02| 4-02| 3-41| 3-32| - | 807-900 |0-39|0-34|0-56|0-31|0-40|0-06| 3-11| 3-21| 3-38| 3-17| 3-18| - H| 901-933 |0-34|0-26|1-47| |0-43|0-05| 3-00| 2-58| 4-13| | 3-10| - e| 934-988 |0-28|0-34|0-34| |0-30|0-06| 2-29| 2-30| 2-42| | 2-32| - a| 989-1,043|0-33|0-24|0-51|0-35|0-35|0-04| 2-34| 2-18| 2-53| 2-59| 2-37| - v|1,044-1,053|0-23|0-38|0-30|0-55|0-36| | 3-22| 3-48| 3-15| 3-45| 3-33| - y|1,054-1,068|0-33|0-25|0-35| |0-32| | 2-14| 1-49| 2-21| | 2-12| - |1,069-1,110|0-32|0-40|0-48|0-46|0-37|0-05| 2-40| 2-54| 3-14| 3-37| 2-53| - | 693-1,110|0-37|0-39|0-52|0-40|0-40|0-05| 3-12| 3-21| 3-35| 3-33| 3-19| - -+-----------+----+----+----+----+----+----+-----+-----+-----+-----+-----| - A| 204-1,110| [U]| | | | |0-12| 4-56| 5-06| 5-20| 5-06| 5-04| - l| 69-1,110| [U]| | | | |0-14| 7--0| | | 7-36| 7-15| - l| | | | | | | | | | | | | - =+===========+====+====+====+====+====+====+=====+=====+=====+=====+=====| - - TABLE 25 SUMMARY PART 1 - - ===+===========+=======+==============+====+============+==+==+===+==+==| - | | | AVE. NO. | - W| | | OF MEN | - e| | DESCRIPTION | IN GANG | - i| |-------+--------------+----+------------+--+--+---+--+--| - g| | | |Ave.| | | | | | | - h| | | |air | | | | | | | - t| | | | | | | | | A| | - | | | |P | | | D| G | i| | - o| | | |r | | | r| r | r| | - f| | | |e | | S| i| o | | | - | | | |s | | h| l| u | T|T | - i| | | |s | | i| l| t | r|o | - r| Section | | |u | | e| i| i | a|t | - o| between |Length | |r |Method of | l| n| n | n|a | - n| rings |in feet| Material |e |Excavation | d| g| g | s|l | - ---+-----------+-------+--------------+----+------------+--+--+---+--+--| - O {| 1-68 | 170.0|Rock | 0 | [R] |20| 5| 5| 5|32| - r {| 69-191 | 307.5|Rock and earth|13 | [R] |22| 9| | 2|33| - d {| 192-388 | 492.5|Silt |18 |[R]Breasting|25| | | 3|28| - i {| | | | {|[S]7 doors | | | | | | - n {| 389-429 | 102.5|Silt piles and|22 |[R]Breasting|24| | | 4|28| - a {| | |rip-rap | {|[S]6 doors | | | | | | - r {| 430-692 | 657.5|Silt |22 |[S]3 doors |24| | | 6|30| - y {|-----------+-------+--------------+----+------------+--+--+---+--+--| - {| 204-692 |1,222.5| |21 | |25| | | 5|30| - {|-----------+-------+--------------+----+------------+--+--+---+--+--| - {| 69-692 |1,560.0| |17 | |23| 4| 0| 3|30| - ---+-----------+-------+--------------+----+------------+--+--+---+--+--| - Hvy| 693-1,110|1,045.0| |25 |[S]1 door |25| | | 8|33| - ---+-----------+-------+--------------+----+------------+--+--+---+--+--| - All| 69-1,110|2,605.0| |20 | |24| | | 5|31| - ===+===========+=======+==============+====+============+==+==+===+==+==| - - TABLE 25 SUMMARY PART 2 - - ===+========+========+=======+=====+====+=====+==================+=======| - W | | | | UNAVOIDABLE DELAYS | - e | | | AVERAGE TIME | (NOT INCLUDED IN AVERAGE | - i o| | | PER RING. | TIME PER RING). | - g f| | |-------+-----+----+-----+------------------+-------| - h |Average | Time | | | | | | | - t i| No. of |mucking,|Shoving| | | | | | - r| cubic | per | and |Erec-| | | | | - o| yards | cubic |mucking|tion |Lost| | | Time | - n|per ring| yard | [T] | [U] |time|Total|Items |hrs min| - ---+--------+--------+-------+-----+----+-----+------------------+-------| - O {| 41 | 0-14 | 9-53 | 5-07| |15-00|First bulkhead |160 00| - r {| 54 | 0-19 | 17-20 | 2-26|0-05|19-51|Second bulkhead |157 45| - d {| 37 | 0-09 | 5-39 | 2-47|0-63| 9-29|Grouting |200 00| - i {| | | | | | | | | - n {| 40 | 0-17 | 12-42 | 3-27|0-38|16-47|Blowout | 69 45| - a {| | | | | | | | | - r {| 24 | 0-05 | 1-58 | 2-29|0-22| 4-49|Waiting-heavy iron| 64 00| - y {|--------+--------+-------+-----+----+-----+------------------+-------| - {| 30 | 0-07 | 3-27 | 2-42|0-18| 6-27|Total |715 30| - {|--------+--------+-------+-----+----+-----+------------------+-------| - {| 36 | 0-11 | 6-40 | 2-52|0-15| 9-47|Per ring | 0 39| - ---+--------+--------+-------+-----+----+-----+------------------+-------| - Hvy| 18 | 0-05 | 1-29 | 1-45|0-06| 3-19| | | - ---+--------+--------+-------+-----+----+-----+------------------+-------| - All| 29 | 0-09 | 4-36 | 2-25|0-14| 7-15| | | - ===+========+========+=======+=====+====+=====+==================+=======| - -[R] Excavating ahead of shield. - -[S] Shoving shield into silt with ... doors open. - -[T] Including time for jacks. - -[U] Including bolting time. - -TABLE 26.--SHIELD-DRIVEN TUNNEL WORK, WEEHAWKEN SHAFT, RIVER TUNNEL -NORTH. Table showing the size of the gang, the amount of excavation, and -the time per ring taken for the various operations involved in building -tunnel through the several kinds of ground encountered; also the extent -and nature of all the unavoidable delays. - - TABLE 26 PART 1 - - =+===========+=======+=================+===+============+==+===+===+==+==| - W| | | AVE. NO. | - e| | | OF MEN | - i| | DESCRIPTION | IN GANG | - g| |-------+- ------------- +---+------------+--+---+---+--+--| - h| | | |Ave| | | | |A | | - t| | | |air| | |D |G |i | | - | | | | | | |r |r |r | | - o| | | |P | |S |i |o | | | - f| | | |r | |h |l |u |t |T | - | | | |e | |i |l |t |r |o | - | | | |s | |e |i |i |a |t | - i| | | |s | |l |n |n |n |l | - r| Section | | |u | |d |g |g |s |e | - o| between | Length| |r |Method of |--+---+---+--+--| - n| rings |in feet|Material |e |Excavation |A |B |C |D | | - -+-----------+-------+-----------------+---+------------+--+---+---+--+--| - | 1-24 | 60.0|Rock | 0 |[X] | 9|.04| 0 | 0|10| - | 25-55 | 77.5| " |20 |[X] |14|5 |0.5| 1|21| - | 56-72 | 42.5|Mixed sand and |10 |[X]Breasting|22|2 |.09| 2|26| - O| | |rock | | | | | | | | - r| 73-165 | 232.5|Sand and gravel |10 |[X] " |22|0 |0.1| 2|24| - d| 166-184 | 47.5|Sand and silt |20{|[X]Breasting|22|0 |.38| 3|25| - i| | |with piles | {|and cutting}| | | | | | - n| 185-253 | 172.5|Silt and piles |24{|piles }|23|0 |.71| 3|26| - a| 254-293 | 100.0|Silt |26 |[Y]8 doors |22|0 | 0 | 3|25| - r| 294-301 | 20.0| " |27 | |19|0 | 0 | 2|21| - y| 302-307 | 15.0| " |27 |[Y]8 doors |21|0 | 0 | 2|23| - | 308-342 | 87.5| " |28 | |19|0 | 0 | 2|21| - | 343-347 | 12.5| " |28 |[Y]8 doors |15|0 | 0 | 2|17| - | 348-459 | 280.0| " |28 | |20|0 | 0 | 3|28| - | 460-494 | 87.5| " |28 |[Y]8 doors |21|0 | 0 | 3|24| - | 495-513 | 47.5| " |28 | 8 " |23|0 | 0 | 4|27| - | 514-605 | 230.0| " |28 | 8 " |25|0 | 0 | 4|29| - | 606-624 | 47.5| " |28 | 8 " |24|0 | 0 | 4|28| - | 625-640 | 40.0| " |28 | 8 " |38|0 | 0 | 5|43| - | 25-640 |1,540.0| |20 | | | | | | | - | 185-640 |1,140.0| |26 | |23|0 |0.2| 3|26| - -+-----------+-------+-----------------+---+------------+--+---+---+--+--| - | 641-647 | 17.5|Silt |28 |[Y]8 doors |24|0 | 0 | 6|30| - | 648-751 | 260.0| " |28 |[Y]8 " |22|0 | 0 | 4|26| - | 752-795 | 110.0| " |28 |[Y]8 " |18|0 | 0 | 7|25| - | 796-825 | 75.0| " |28 |[Y]8 " |19|0 | 0 |10|28| - H| 826-854 | 72.5| " |28 |[Y]8 " |17|0 | 0 | 3|20| - e| 855-881 | 67.5| " |28 |[Y]8 " |23|0 | 0 | 9|32| - a| 882-982 | 252.5| " |28 |[Y]8 " |20|0 | 0 | 8|28| - v| 983-990 | 20.0| " |28 |[Y]8 " |21|0 | 0 | 7|28| - y| 991-1,049| 147.5| " |28 |[Y]8 " |23|0 | 0 | 7|30| - |1,050-1,074| 62.5| " |28 |[Y]8 " |24|0 | 0 | 9|33| - |1,075-1,110| 90.0| " |28 |[Y]8 " |25|0 | 0 |10|35| - | 641-1,110|1,175.0| |28 | |21|0 | 0 | 7|28| - -+-----------+-------+-----------------+---+------------+--+---+---+--+--| - A| 185-1,110|2,315.0| |28 | |22|0 |0.1| 5|27| - l| 25-1,110|2,715.0| |26 | |21|0.1|0.1| 3|24| - l| | | | | | | | | | | - =+===========+=======+=================+===+============+==+===+===+==+==| - - TABLE 26 PART 2 - - =+===========+====+=====+=====+========+====+====+====+====+====| - W| | | |Av. | | TIME FOR RING | - e| | | | | | ERECTION, | - i| | | |Time | | HRS. AND MIN. | - g| |----+-----| | |----+----+----+----+----| - h| |Av. |Time |per | | | | | | | - t| |No. |Muck-| |T | S | | | | | - | |of |ing, |ring,|i | t | | | | | - o| |cu. |per | |m | r | B | B | | | - f| |yd. |cu. |shov-|e J | a | o | o | T | | - | |per |yd. |ing |a | i | r | r | a | M | - | |ring| | |f c | g | e | e | p | e | - i| | | |and |o k | h | | | e | a | - r| Section | | | |r s | t | 1 | 2 | r | n | - o| between | | |Muck-+--------+----+----+----+----+----| - n| rings | E | |ing | F | G | G | G | G | G | - -+-----------+----+-----+-----+--------+----+----+----+----+----| - | 1-24 | 46 |0-06 | 4-32|Time |6-23| | | |6-23| - | 25-55 | 46 |0-51 |39-33|for |4-25| | |5-10|4-29| - O| 56-72 | 44 |0-21 |15-05|jacks |2-53| | |3-15|2-55| - O| | | | |for | | | | | | - r| 73-165 | 39 |0-11 | 6-56|light |2-27| | |2-21|2-26| - d| 166-184 | 42 |0-09 | 6-19|iron is |2-31| J | J |6-30|2-37| - i| | | | |included| | | | | | - n| 185-253 | 43 |0-09 | 6-13|in |1-57|2-44|2-52|2-00|2-15| - a| 254-293 | 6 |0-18 | 1-45|shoving |1-58|1-57|2-15|2-45|2-02| - r| 294-301 | 0 | | 1-08|and |0-58|1-45|1-50| |1-17| - y| 302-307 | 26 |0-09 | 4-03|mucking.|2-20|1-40|1-55|2-57|2-22| - | 308-342 | 0 | | 0-36| |2-00|1-34|2-42|1-58|2-02| - | 343-347 | 2 |0-36 | 1-11| |2-15|2-20| |2-43|2-33| - | 348-459 | 0 | | 0-33| |2-03|2-04|2-09|2-23|2-06| - | | | | | | | | | | | - | 460-494 | 9 |0-09 | 1-23| |2-49|2-30|2-50|1-50|2-38| - | 495-513 | 17 |0-05 | 1-28| |2-35|2-23|1-55|2-10|2-26| - | 514-605 | 26 |0-04 | 1-44| |2-12|2-34|2-29|2-15|2-19| - | 606-624 | 16 |0-04 | 1-07| |1-54|2-33|2-16|1-35|2-04| - | 625-640 | 24 |0-03 | 1-13| |2-14|2-55|2-35|2-46|2-28| - | 25-640 | | | | | | | | | | - | 185-640 | 16 |0-07 |1-58 | |2-07|2-19|2-26|2-15|2-13| - -+-----------+----+-----+-----+--------+----+----+----+----+----| - | 641-647 | 19 |0-04 | 0-08| [V] |1-20|2-08|1-65|1-40|1-41| - | 648-751 | 14 |0-03 | 0-36| 0-12 |1-21|1-22|1-26|1-55|1-23| - | 752-795 | 10 |0-03 | 0-29| 0-14 |0-46|1-25|1-31|2-37|1-10| - | 796-825 | 5 |0-08 | 0-40| 0-11 |0-48|1-31|1-34|0-53|1-03| - H| 826-854 | 15 |0-03 | 0-48| 0-19 |0-54|1-12|1-02|1-23|1-01| - e| 855-881 | 7 |0-05 | 0-33| 0-16 |0-59|0-45|1-15|1-20|1-01| - a| 882-982 | 10 |0-02 | 0-20| 0-14 |0-49|1-02|1-01|0-50|0-54| - v| 983-990 | 17 |0-02 | 0-34| 0-14 |0-40|0-40|0-48| |0-44| - y| 991-1,049| 8 |0-03 | 0-21| 0-11 |0-40|0-48|0-39| |0-41| - |1,050-1,074| 7 |0-03 | 0-18| 0-10 |0-43|0-44|0-46|0-40|0-43| - |1,075-1,110| 16 |0-02 | 0-33| 0-12 |0-50|1-02|1-06|0-58|0-55| - | 641-1,110| 8 |0-04 | 0-30| 0-14 |0-56|1-08|1-12|1-29|1-02| - -+-----------+----+-----+-----+--------+----+----+----+----+----| - A| 185-1,110| 12 |0-07 | 1-20| 0[V] |1-48|2-01|2-11|2-17|1-56| - l| 25-1,110|17.1|0-12 | 3-13| [V] | | | | |2-05| - l| | | | | | | | | | | - =+===========+====+=====+=====+========+====+====+====+====+====| - - TABLE 26 PART 3 - - =+===========+====+====+====+====+====+====+=====+=====+=====+=====+=====| - W| | BOLTING TIME, WHOLE |Time| | - e| | TIME ON BOLTS AFTER | | | - i| | RING IS COMPLETE. |lost| TOTAL TIME. | - g| |----+----+----+----+----| |-----+-----+-----+-----+-----| - h| | | | | | |re- | | | | | | - t| | S | | | | |pair- | | | | | - | | t | | | | |ing | | | | | | - o| | r | B | B | | | | S | | | | | - f| | a | o | o | T | |hy- | t | | | | | - | | i | r | r | a | M |drau- r | B | B | | | - | | g | e | e | p | e |lic | a | o | o | T | | - i| | h | | | e | a | | i | r | r | a | M | - r| Section | t | 1 | 2 | r | n |pip-| g | e | e | p | e | - o| between |----+----+----+----+----|ing | h | | | e | a | - n| rings | H | H | H | H | H | | t | 1 | 2 | r | n | - -+-----------+----+----+----+----+----+----+-----+-----+-----+-----+-----| - | 1-24 | Excavation partially | |10-55| | | |10-55| - | 25-55 |} completed previously.{| |43-58| | |44-43|44-02| - | 56-72 |} {|0-04|18-02| | |18-24|18-04| - O| 73-165 |} {|0-09| 9-32| | | 9-26| 9-31| - r| 166-184 |} {|0-07| 8-57| | |12-56| 9-03| - d| 185-253 |} {|0-15| 8-25| 9-12| 9-20| 8-28| 8-43| - i| |} {| | | | | | | - n| 254-293 |} Bolting time for {|0-14| 3-57| 3-56| 4-14| 4-44| 4-01| - a| 294-301 |} light iron is {| | 2-06| 2-53| 2-58| | 2-25| - r| 302-307 |} included in {| | 6-23| 5-43| 5-58| 7-00| 6-25| - y| 308-342 |} erection. {| | 2-36| 2-10| 3-18| 2-29| 2-38| - | 343-347 |} {|0-39| 4-05| 4-10| | 4-43| 4-23| - | 348-459 |} {|0-14| 2-50| 2-51| 2-56| 3-10| 2-53| - | |} {| | | | | | | - | 460-494 |} {|0-27| 4-39| 4-20| 4-40| 3-40| 4-28| - | 495-513 |} {| | 4-03| 3-51| 3-23| 3-38| 3-54| - | 514-605 |} {| | 3-56| 4-18| 4-13| 3-59| 4-03| - | 606-624 |} {| | 3-01| 3-40| 3-23| 2-42| 3-11| - | 625-640 |} {| | 3-27| 4-08| 3-48| 3-59| 3-41| - | 25-640 |} {| | | | | | | - | 185-640 |} {|0-09| 4-14| 4-26| 4-33| 4-22| 4-20| - -+-----------+------------------------+----+-----+-----+-----+-----+-----| - | 641-647 |0-40|0-35|1-25|0-55|0-47| | 3-08| 3-51| 4-28| 3-43| 3-36| - | 648-751 |0-31|0-29|0-38|0-30|0-32|0-12| 2-52| 2-51| 3-04| 3-25| 2-55| - | 752-795 |0-48|0-31|0-44|0-35|0-43|0-05| 2-22| 2-44| 3-03| 4-00| 2-41| - H| 796-825 |0-31|1-03|0-49|3-27|0-51| | 2-10| 3-25| 3-14| 5-11| 2-45| - e| 826-854 |0-22|0-37|0-38|0-20|0-27|0-06| 2-29| 3-02| 2-53| 2-56| 2-41| - a| 855-881 |0-22|0-21|0-45|0-40|0-26|0-45| 2-55| 2-40| 3-34| 3-34| 3-01| - v| 882-982 |0-41|0-36|0-36|0-15|0-39|0-12| 2-16| 2-24| 2-23| 1-51| 2-19| - y| 983-990 |1-15|0-15|0-28| |0-48| | 2-43| 1-43| 2-04| | 2-20| - | 990-1,046|0-41|0-34|0-55| |0-41| | 1-53| 1-54| 2-06| | 1-54| - |1,047-1,074|0-35|1-15|0-07|0-35|0-48|0-04| 1-50| 2-31| 2-25| 1-47| 2-03| - |1,075-1,110|0-35|0-46|0-58|2-10|0-41|0-21| 2-31| 2-54| 2-10| 4-14| 2-42| - | 641-1,110|0-36|0-36|0-44|0-54|6-38|0-11| 2-27| 2-27| 2-51| 3-18| 2-35| - -+-----------+----+----+----+----+----+----+-----+-----+-----+-----+-----| - A| 185-1,110|[W] | | | | |0-10| 3-18| 3-31| 3-41| 3-47| 3-26| - l| 25-1,110|[W] | | | | |0-09| | | | | 5-27| - l| | | | | | | | | | | | | - =+===========+====+====+====+====+====+====+=====+=====+=====+=====+=====| - - TABLE 26 SUMMARY PART 1 - - ===+===========+=======+==============+====+============+==+===+===+==+==| - | | | AVE. NO. | - W| | | OF MEN | - e| | DESCRIPTION | IN GANG | - i| |-------+--------------+----+------------+--+---+---+--+--| - g| | | |Ave.| | | | | | | - h| | | |air | | | | | | | - t| | | | | | | | | A| | - | | | |P | | | D | G | i| | - o| | | |r | | | r | r | r| | - f| | | |e | | S| i | o | | | - | | | |s | | h| l | u | t|T | - i| | | |s | | i| l | t | r|o | - r| Section | | |u | | e| i | i | a|t | - o| between |Length | |r |Method of | l| n | n | n|a | - n| rings |in feet| Material |e |Excavation | d| g | g | s|l | - ---+-----------+-------+--------------+----+------------+--+---+---+--+--| - O {| 1-24 | 60.0|Rock | 0 | [X] | 9|.04| 0 | 0|10| - r {| 25-55 | 77.5| " |20 | [X] |14|5 |0.5| 1|21| - d {| 56-72 | 42.5|Mixed sand and|10 |[X]Breasting|22|2 |.09| 2|26| - i {| | |rock | | | | | | | | - n {| 73-165 | 232.5|Sand & gravel |10 |[X]Breasting|22|0 |.1 | 2|24| - a {| 166-184 | 47.5|Sand and silt |20 {|[X]Breasting|22|0 |.38| 3|25| - r {| | |with piles | {|and cutting | | | | | | - y {| 185-253 | 172.5|Silt w/ piles |24 {|piles |23|0 |.71| 3|26| - {| 254-640 | 110.0|Silt |26 |[Y]Doors |22|0 | 0 | 3|25| - {|-----------+-------+--------------+----+------------+--+---+---+--+--| - {| 25-640 |1,540.0| |20 |[Y]Doors |21|0.3|.12| 3|24| - ---+-----------+-------+--------------+----+------------+--+---+---+--+--| - Hvy| 641-1,110|1,175.0| |28 | |21| 0 | 0 | 7|28| - ---+-----------+-------+--------------+----+------------+--+---+---+--+--| - All| 25-1,110|2,715.0| |26 | |21|0.1|0.1| 3|24| - ===+===========+=======+==============+====+============+==+===+===+==+==| - - TABLE 26 SUMMARY PART 2 - - ===+========+========+=======+=======+====+=====+===============+========| - W | | | | UNAVOIDABLE DELAYS | - e | | | AVERAGE TIME |(NOT INCLUDED IN AVERAGE| - i o| | | PER RING. | TIME PER RING). | - g f| | |-------+-------+----+-----+---------------+--------| - h |Average | Time | | | | | | | - t i| No. of |mucking,|Shoving| | | | | | - r| cubic | per | and | Erec- | | | | | - o| yards | cubic |mucking| tion |Lost| | | Time | - n|per ring| yard | [V] | [W] |time|Total| Items |hrs min| - ---+--------+--------+-------+-------+----+-----+---------------+--------| - O {| 46 | 0-06 | 4-32 |6-23 |0-00|10-55|First bulkhead |132-00 | - r {| 46 | 0-51 |39-33 |4-29 |0-00|44-02|Second bulkhead|158-50 | - d {| 44 | 0-21 |15-05 |2-55 |0-04|18-04|Grouting |240-00 | - i {| | | | | | |Old cave-in |234-00 | - n {| 39 | 0-11 | 6-56 |2-26 |0-09| 9-31|shoving tube |128-00 | - a {| 42 | 0-09 | 6-19 |2-37 |0-07| 9-03|---------------+--------| - r {| | | | | | | Total |892-50 | - y {| 43 | 0-09 | 6-13 |2-15 |0-05| 8-43|---------------+--------| - {| 11 | 0-07 | 1-13 |2-20 |0-08| 3-41| per ring | 0-49 | - {|--------+--------+-------+-------+----+-----+---------------+--------| - {| 24 | 0-14 | 5-06 |2-24 |0-08| 7-38| | | - ---+--------+--------+-------+-------+----+-----+---------------+--------| - Hvy| 8 | 0-04 | 0-44 |1-40 |0-11| 2-35| | | - ---+--------+--------+-------+-------+----+-----+---------------+--------| - All| 17.1 | 0-12 | 3-13 |3-05 |0-09| 5-27| | | - ===+========+========+=======+=======+====+=====+===============+========| - -[V] Including time for jacks. - -[W] Including bolting time. - -[X] Excavating ahead of shield. - -[Y] Shoving shield into silt with ... doors open. - -TABLE 27.--SHIELD-DRIVEN TUNNEL WORK, WEEHAWKEN SHAFT, RIVER TUNNEL -SOUTH. Table showing the size of the gang, the amount of excavation, and -the time per ring taken for the various operations involved in building -tunnel through the several kinds of ground encountered; also the extent -and nature of all the unavoidable delays. - - TABLE 27 PART 1 - - =+===========+=======+============+====+============+==+==+===+===+==| - W| | | AVE. NO. | - e| | | OF MEN | - i| | DESCRIPTION | IN GANG | - g| |-------+------------+----+------------+--+--+---+---+--| - h| | | |Ave | | | | |A | | - t| | | |air | | |D |G |i | | - | | | | | | |r |r |r | | - o| | | |P | |S |i |o | | | - f| | | |r | |h |l |u |t |T | - | | | |e | |i |l |t |r |o | - | | | |s | |e |i |i |a |t | - i| | | |s | |l |n |n |n |a | - r| Section | | |u | |d |g |g |s |l | - o| between | Length| |r |Method of |--+--+---+---| | - n| rings |in feet|Material |e |Excavation |A |B |C |D | | - -+-----------+-------+------------+----+------------+--+--+---+---+--| - | 1-27 | 67.5|Rock | 9 |[C] {|Excavation }| - | | | | | {|partially }| - | | | | | {|completed }| - | | | | | {|previously. }| - | 28-42 | 37.5| " |12 |[C] |13| 4|1 |1 |19| - | 43-58 | 40.0|Rock or |12 |[C] |19| 2|2 |2 |25| - | | | | | | | | - O| 59-153 | 237.5|Gravel and |16 |[C]Breasting|25| |1 |4 |30| - r| | |sand | | | | | | | | - d| 154-170 | 42.5|Sand and |18 | " |26| |1 |5 |32| - i| | |silt w/piles| | | | | | | | - n| 171-236 | 165.0|Silt with |22 |Top half |22| |1 |3 |26| - a| | |piles | | - r| 237-259 | 57.5|Silt |25 |[D]1 door |18| |1 |3 |22| - y| 260-302 | 107.5| " |27 |[D]1 door |15| | |2 |17| - | 303-350 | 120.0| " |27 |[D]8 doors |15| | |4 |19| - | 351-378 | 70.0| " |27.5|[D]8 " |18| | |6 |24| - | 379-424 | 115.0| " |27.5|[D]8 " |19| | |4 |23| - | 425-522 | 245.0| " |28 |[D]1 door |19| | |4 |23| - | 523-625 | 257.5| " |28 |[D]1 " |20| | |4 |24| - | 171-625 |1,137.5| |27 | |19| | |4 |23| - | 28-625 |1,495.0| |25 | |19|.8|0.8|3.4|24| - -+-----------+-------+------------+----+------------+--+--+---+---+--| - | 626-649 | 57.5|Silt |28 |[D]1 door |16| | | 3 |19| - | 650-733 | 210.0| " |28 |[D]8 doors |19| | | 4 |23| - | 734-753 | 50.0| " |28 |[D]8 " |24| | | 5 |29| - H| 754-844 | 227.5| " |28 |[D]8 " |26| | | 8 |34| - e| 845-859 | 37.5| " |28 |[D]8 " |27| | | 9 |36| - a| 860-899 | 100.0| " |28 |[D]8 " |24| | | 8 |33| - v| 900-935 | 90.0| " |28 |[D]1 door |25| | | 7 |32| - y| 936-963 | 70.5| " |28 |[D]1 " |25| | | 8 |33| - | 964-1,003| 100.0| " |28 |[D]1 " |25| | |10 |35| - |1,004-1,060| 142.5| " |28 |[D]1 " |26| | |10 |36| - |1,061-1,110| 125.0| " |28 |[D]1 " |37| | |10 |47| - |1,111-1,238| 320.0| " |28 |[D]1 " |30| | | 9 |39| - |1,239-1,312| 185.0| " |28 | |39| | | 9 |38| - | 626-1,312|1,717.5| " |28 | |35| | | 8 |33| - -+-----------+-------+------------+----+------------+--+--+---+---+--| - A| 171-1,312|2,855.0| |28 | |23| | | 6 |29| - l| 28-1,312|3,212.5| |26 | |21| | | 5 |26| - l| | | | | | | | | | | - =+===========+=======+============+====+============+==+==+===+===+==| - - TABLE 27 PART 2 - - =+===========+====+=====+=====+========+====+====+====+====+====| - W| | | |Av. | | TIME FOR RING | - e| | | | | | ERECTION, | - i| | | |Time | | HRS. AND MIN. | - g| |----+-----| | |----+----+----+----+----| - h| |Av. |Time |per | | | | | | | - t| |No. |Muck-| |T | O | | | | | - | |of |ing, |ring,|i | r | | | | | - o| |cu. |per | |m | d | B | B | | | - f| |yd. |cu. |shov-|e J | i | o | o | T | | - | |per |yd. |ing |a | n | r | r | a | M | - | |ring| | |f c | a | e | e | p | e | - i| | | |and |o k | r | | | e | a | - r| Section | | | |r s | y | 1 | 2 | r | n | - o| between | | |Muck-+--------+----+----+----+----+----| - n| rings | E | |ing | F | G | G | G | G | G | - -+-----------+----+-----+-----+--------+----+----+----+----+----| - | 1-27 |Excavation| | |8-30| | |3-45|8-08| - | | partially| | | | | | | | - | | completed| | | | | | | | - | |previously| | | | | | | | - | 28-42 |48.7|0-25 |20-33| |4-23| | |4-00|4-21| - | 43-58 |44.2|0-46 |33-44| |4-16| | |5-45|4-44| - | | | | | | | | | | | - O| 59-153 |39.0|0-12 | 8-06| |2-19| | |4-18|2-23| - r| | | | | | | | | | | - d| 154-170 |41.6|0-10 | 7-10| |2-00| J. | J. |1-48|1-59| - i| | | | | | | | | | | - n| 171-236 |42.6|0-10 | 7-23| |2-36|2-55|2-58|1-24|2-35| - a| | | | | | | | | | | - r| 237-259 |13.8|0-11 | 2-29| |3-01|2-05|1-28|2-00|2-32| - y| 260-302 | 0 | | 0-32| |2-34|2-35|3-38|4-28|3-05| - | 303-350 | 6.9|0-07 | 0-52| |2-59|2-28|2-37|1-44|2-41| - | 351-378 | 0 | | 0-33| |2-05|2-32|2-48|2-00|2-18| - | 379-424 | 6.9|0-07 | 0-48| |3-34|2-51|3-18|3-19|3-22| - | 425-522 | 6.7|0-06 | 0-45| |3-09|3-51|3-00|3-28|3-16| - | 523-625 | 0 | | 0-32| |1-36|1-37|1-47|1-51|1-39| - | 171-625 | 9.7|0-11 | 1-44| [A] |2-37|2-41|2-41|2-32|2-38| - | 28-625 |17.8|0-14 | 4-14| [A] | | | | |2-41| - -+-----------+----+-----+-----+--------+----+----+----+----+----| - | 626-649 |12.2|0-12 | 2-23| [A] |2-19|2-30|2-05|1-42|2-16| - | 650-733 |13.5| | 0-57| 0-13 |1-42|1-24|1-47|1-48|1-39| - | 734-753 | 8.3|0-05 | 0-41| 0-17 |1-06|1-55|0-38|1-20|1-12| - H| 754-844 |12.8|0-04 | 0-51| 0-16 |1-19|1-41|1-52|0-50|1-29| - e| 845-859 | 5.6|0-07 | 0-39| 0-19 |1-24|1-08|1-10| |1-20| - a| 860-899 |16.5|0-02 | 0-39| 0-13 |1-00|1-05|1-13| |1-04| - v| 900-935 |11.5|0-03 | 0-29| 0-14 |0-47|1-13|0-52|1-10|0-52| - y| 936-963 | 5.9|0-03 | 0-19| 0-15 |0-59|0-47|0-55| |0-56| - | 964-1,003| 8.1|0-03 | 0-27| 0-10 |0-51|0-52|1-05| |0-53| - |1,004-1,060| 8.7|0-03 | 0-30| 0-15 |1-01|1-09|1-05|0-45|1-03| - |1,061-1,110| 6.2|0-03 | 0-19| 0-10 |0-42|0-49|0-54|0-45|0-45| - |1,111-1,238|15.6|0-02 | 0-38| 0-16 |0-48|1-06|1-04|1-23|0-56| - |1,239-1,312|13.0|0-03 | 0-36| 0-18 |1-04|1-01|1-02|1-15|1-07| - | 626-1,312|10.6|0-04 | 0-42| 0-14 |1-06|1-15|1-16|1-18|1-10| - -+-----------+----+-----+-----+--------+--- |----+----+----+----| - A| 171-1,312|10.2|0-07 |1-15 | [A] |2-09|2-13|2-21|2-20|2-13| - l| 28-1,312|14.1|0-10 |2-28 | [A] | | | | |2-18| - l| | | | | | | | | | | - =+===========+====+=====+=====+========+====+====+====+====+====| - - TABLE 27 PART 3 - - =+===========+====+====+====+====+====+====+=====+=====+=====+=====+=====| - W| | BOLTING TIME, WHOLE |Time| | - e| | TIME ON BOLTS AFTER | | | - i| | RING IS COMPLETE. |lost| TOTAL TIME. | - g| |----+----+----+----+----| |-----+-----+-----+-----+-----| - h| | | | | | |re- | | | | | | - t| | S | | | | |pair- | | | | | - | | t | | | | |ing | | | | | | - o| | r | B | B | | | | s | | | | | - f| | a | o | o | T | |hy- | t | | | | | - | | i | r | r | a | M |drau- r | B | B | | | - | | g | e | e | p | e |lic | a | o | o | T | | - i| | h | | | e | a | | i | r | r | a | M | - r| Section | t | 1 | 2 | r | n |pip-| g | e | e | p | e | - o| between |----+----+----+----+----|ing | h | | | e | a | - n| rings | H | H | H | H | H | | t | 1 | 2 | r | n | - -+-----------+----+----+----+----+----+----+-----+-----+-----+-----+-----| - | 1-27 |} {|0-14|21-11| | |16-26|20-49| - | |} {| | | | | | | - | |} {| | | | | | | - | |} {| | | | | | | - | 28-42 |} {|0-12|25-08| | |24-45|25-06| - | 43-58 |} {|1-15|39-15| | |40-44|39-43| - | |} {| | | | | | | - O| 59-153 |} {|0-30|10-55| | |12-54|10-59| - r| |{ {| | | | | | | - d| 154-170 |} {|0-00| 9-10| J. | J. | 8-58| 9-09| - i| |} {| | | | | | - n| 171-236 |} Bolting time for {|0-05|10-04|10-23|10-26| 8-52|10-03| - a| |} light iron is {| | | | | | | - r| 237-259 |} included in {|0-20| 5-50| 4-54| 4-17| 4-49| 5-21| - y| 260-302 |} erection. {|0-08| 3-14| 3-15| 4-18| 5-08| 3-45| - | 303-350 |} {|0-07| 3-58| 3-27| 3-36| 2-43| 3-40| - | 351-378 |} {|0-17| 2-55| 3-22| 3-38| 2-50| 3-08| - | 379-424 |} {|0-25| 4-47| 4-09| 4-31| 4-32| 4-35| - | 425-522 |} {|0-16| 4-10| 4-52| 4-01| 4-29| 4-17| - | 523-625 |} {|0-12| 2-20| 2-21| 2-31| 2-35| 2-23| - | 171-625 |} {|0-13| 4-34| 4-38| 4-38| 4-29| 4-35| - | 28-625 |} {|0-16| | | | | 7-11| - -+-----------+----+----+----+----+----+----+-----+-----+-----+-----+-----| - | 626-649 |1-01|1-04|1-04|0-50|1-01|0-32| 6-15| 6-29| 6-04| 5-27| 6-12| - | 650-733 |1-15|0-52|0-55|0-42|1-07|0-32| 4-39| 3-58| 4-24| 4-12| 4-28| - | 734-753 |0-38|0-44|1-13|0-20|0-44|0-06| 2-48| 3-43| 2-55| 2-44| 3-00| - H| 754-844 |0-39|0-50|0-54|0-40|0-44|0-25| 3-30| 4-08| 4-18| 3-02| 3-45| - e| 845-859 |0-45|0-15|0-15| |0-37|0-48| 3-55| 3-09| 3-11| | 3-43| - a| 860-899 |0-59|0-32|0-49| |0-52|0-07| 2-58| 2-36| 3-01| | 2-55| - v| 900-935 |0-39|0-43|0-32|0-20|0-38|0-04| 2-18| 2-43| 2-11| 2-17| 2-17| - y| 936-963 |0-34|0-16|0-41| |0-32|0-37| 2-44| 2-14| 2-47| | 2-39| - | 964-1,003|0-32|0-45|0-37| |0-35|0-16| 2-16| 2-30| 2-35| | 2-21| - |1,004-1,060|0-54|0-37|0-49|0-40|0-49|0-24| 3-04| 2-55| 3-03| 2-34| 3-01| - |1,061-1,110|0-24|0-26|0-39|0-25|0-27|0-00| 1-35| 1-44| 2-02| 1-39| 1-41| - |1,111-1,238|0-36|0-34|0-57|1-12|0-41|0-02| 2-20| 2-36| 2-57| 3-31| 2-33| - |1,239-1,312|0-39|0-43|1-12|0-59|0-50|0-10| 2-47| 2-48| 3-18| 3-18| 3-01| - | 626-1,312|0-45|0-40|0-52|0-54|0-47|0-16| 3-03| 3-07| 3-20| 3-24| 3-09| - -+-----------+----+----+----+----+----+----+-----+-----+-----+-----+-----| - A| 171-1,312| [C]| | | | |0-15| 3-39| 3-43| 3-51| 3-50| 3-43| - l| 28-1,312| [C]| | | | |0-15| | | | | 5-01| - l| | | | | | | | | | | | | - =+===========+====+====+====+====+====+====+=====+=====+=====+=====+=====| - - TABLE 27 SUMMARY PART 1 - - ===+===========+=======+==============+====+============+==+==+===+===+==| - | | | AVE. NO. | - W| | | OF MEN | - e| | DESCRIPTION | IN GANG | - i| |-------+--------------+----+------------+--+--+---+---+--| - g| | | |Ave.| | | | | | | - h| | | |air | | | | | | | - t| | | | | | | | | A | | - | | | |P | | | D| G | i | | - o| | | |r | | | r| r | r | | - f| | | |e | | S| i| o | | | - | | | |s | | h| l| u | T |T | - i| | | |s | | i| l| t | r |o | - r| Section | | |u | | e| i| i | a |t | - o| between |Length | |r |Method of | l| n| n | n |a | - n| rings |in feet| Material |e |Excavation | d| g| g | s |l | - ---+-----------+-------+--------------+----+------------+--+--+---+---+--| - {| 28-42 | 37.5|Rock |12 |[B]Breast |13| 4| 1| 1 |19| - O {| 43-58 | 40.0|Rock & gravel |12 | " |19| 2| 2| 2 |25| - r {| 59-153 | 237.5|Gravel & sand |16 | " |25| | 1| 4 |30| - d {| 154-170 | 42.5|Sand or silt, |18 | " |26| | 1| 5 |32| - i {| | | with piles | | | | | | | | - n {| 171-236 | 165.0|silt w/ piles |22 | " |22| | 1| 3 |26| - a {| 237-259 | 57.5|Silt |25 |[C]1 door |18| | 1| 3 |22| - r {| 260-625 | 915.0| " |27 | 1 " |18| | | 4 |22| - y {|-----------+-------+--------------+----+------------+--+--+---+---+--| - {| 28-625 |1,495.0| |25 | |19|.8|0.8|3.4|24| - ---+-----------+-------+--------------+----+------------+--+--+---+---+--| - Hvy| 626-1,312|1,717.5|Silt |28 | |25| | | 8 |33| - ---+-----------+-------+--------------+----+------------+--+--+---+---+--| - All| 28-1,312|3,212.5| |26 | |21| | | 5 |26| - ===+===========+=======+==============+====+============+==+==+===+===+==| - - TABLE 27 SUMMARY PART 2 - - ===+========+========+=======+======+====+=====+===============+========| - W | | | | UNAVOIDABLE DELAYS | - e | | | AVERAGE TIME |(NOT INCLUDED IN AVERAGE| - i o| | | PER RING. | TIME PER RING). | - g f| | |-------+------+----+-----+---------------+--------| - h |Average | Time | | | | | | | - t i| No. of |mucking,|Shoving| | | | | | - r| cubic | per | and | Erec-| | | | | - o| yards | cubic |mucking| tion |Lost| | | Time | - n|per ring| yard | [Z] | [A] |time|Total| Items |hrs min| - ---+--------+--------+-------+------+----+-----+---------------+--------| - {| 48.7 | 0-25 | 20-33 | 4-21|0-12|25-06|First bulkhead | 80-00| - O {| 44.2 | 0-46 | 33-44 | 4-44|1-15|39-43|Second bulkhead| 156-00| - r {| 39.0 | 0-12 | 8-06 | 2-23|0-30|10-59|Grouting rock | 280-00| - d {| 41.6 | 0-10 | 7-10 | 1-59|0-0 | 9-09| sections| | - i {| | | | | | |Blow-outs | 222-00| - n {| 42.6 | 0-10 | 7-23 | 2-35|0-05|10-03|Shield repairs | 326-40| - a {| 13.8 | 0-11 | 2-29 | 2-32|0-20| 5-21|Horz. timbers | 69-30| - r {| 3.6 | 0-06 | 0-40 | 2-39|0-14| 3-33| Total |1,134-10| - y {|--------+--------+-------+------+----+-----+---------------+--------| - {| 17.8 | 0-14 | 4-14 | 2-41|0-16| 7-11|Per ring | 0-53| - ---+--------+--------+-------+------+----+-----+---------------+--------| - Hvy| 10.6 | 0-4 | 0-56 | 1-57|0-16| 3-09| | | - ---+--------+--------+-------+------+----+-----+---------------+--------| - All| 14.1 | 0-10 | 2-28 | 2-18|0-15| 5-01| | | - ===+========+========+=======+======+====+=====+===============+========| - -[Z] Including time for jacks. - -[A] Including bolting time. - -[B] Excavating ahead of shield. - -[C] Shoving shield into silt with ... doors open. - -The average time taken for each operation at all the working faces is -given in Table 28. The work has been subdivided into the different kinds -of ground encountered. - -The progress, as shown by the amount of work done each month by each -shield, is given in Table 29. - -TABLE 28.--SHIELD-DRIVEN TUNNEL WORK.--TOTAL NUMBER OF RINGS ERECTED AND -SHIFTS WORKED BY ALL FOUR SHIELDS IN CONTRACTS GY-WEST AND GJ, AND THE -AVERAGE SIZE OF GANG, AMOUNT OF EXCAVATION AND TIME TAKEN PER RING FOR -THE VARIOUS OPERATIONS INVOLVED IN BUILDING TUNNEL IN EACH OF THE -SEVERAL KINDS OF GROUND ENCOUNTERED; ALSO THE EXTENT AND NATURE OF ALL -THE UNAVOIDABLE DELAYS. - - TABLE 28 PART 1 - - ===+===================+=====+========+======+==+====+====+====+====+====| - | | | | |A | AVE. NO. | - W| | | | |v | OF MEN | - e| | | | | | IN GANG | - i| | | | |a +----+----+----+----+----+ - g| | | | |i | | | | A | | - h| | | | |r | | D | G | i | | - t| | | |Total | | | r | r | r | | - | | | | |p | S | i | o | | | - o| |Total| Total |number|r | h | l | u | t | T | - f| | | | |e | i | l | t | r | o | - | Description | No. | No. | of |s | e | i | i | a | t | - i| | | | |s | l | n | n | n | a | - r| of | of | of |8-hour|u | d | g | g | s | l | - o| | | | |r |----+----+----+----+----+ - n| Material |rings| feet. |shifts|e |Unit|Unit|Unit|Unit|Unit| - ---+-------------------+-----+--------+------+--+----+----+----+----+----+ - {|Rock. | 165| 412.5| 597 |16| 18 | 9 |0.25| 1 | 28 | - O {|Rock and earth and | 177| 442.5| 500 |14| 22 | 5 |0.3 | 2 | 30 | - r {| rock and gravel.| | | | | | | | | | - d {|Sand and gravel | 188| 470.0| 241 |13| 24 | |0.6 | 3 | 27 | - i {| (unobstructed), NJ| | | | | | | | | | - n {|Sand and silt (with| 171| 427.5| 199 |22| 23 | |1.0 | 3 | 27 | - a {| piles.)| | | | | | | | | | - r {|Silt under R. R. | 396| 990.0| 355 |19| 27 | | | 3 | 30 | - y {| tracks, NY| | | | | | | | | | - {|Rip-rap and silt | 77| 192.5| 193 |23| 26 | | | 4 | 30 | - | under bulkhead.| | | | | | | | | | - i {| |-----+--------+------+--+----+----+----+----+----| - r {|Total mixed and | | | | | | | | | | - o {| difficult ground.|1,174| 2,935.0|2,085 |17| 22 | 4 |0.3 | 3 | 29 | - n {|-------------------+-----+--------+------+--+----+----+----+----+----+ - {|Silt--ordinary iron|1,302| 3,255.0| 676 |25| 22 | | | 4 | 26 | - ---+-------------------+-----+--------+------+--+----+----+----+----+----+ - Hvy|Silt--heavy iron. |2,209| 5,522.5| 791 |26| 25 | | | 8 | 33 | - ---+-------------------+-----+--------+------+--+----+----+----+----+----+ - |Silt--ord and heavy| | | | | | | | | | - |iron under river. |3,511| 8,777.5|1,467 |26| 24 | | | 6 | 30 | - |-------------------+-----+--------+------+--+----+----+----+----+----+ - |Grand total. |4,685|11,712.5|3,552 |21| 23 | 2 |0.2 | 4 | 29 | - ===+===================+=====+========+======+==+====+====+====+====+====| - - TABLE 28 PART 2 - - ====+====+=======+========+=======+=======+=============+========| - | | | | - | | | | - | | | | - | | | | - | | | | - | | | AVE. UNAVOIDABLE | - | | | DELAY PER | - | | AVERAGE TIME PER RING. | WORKING FACE. | - Cu. |Time|------------------------+-------+-------------+--------| - yd. |per |Shoving| | | | | Time | - per |cu. | and | | Lost | | Items |--------| - ring|yd. |mucking|Erecting| time | Total |not included |Ave unit| - ----+----+-------+--------+-------+-------| in previous |--------| - Unit|Unit|Hrs Min|Hrs Min |Hrs Min|Hrs Min| figures |Hrs Min | - | | K | L | M | | | | - ----+----+-------+--------+-------+-------+-------------+--------| - 51 |0-27| 25 15| 3 41 | 0 02| 28 58|1st Bulkhead |136 00 | - 45 |0-26| 19 31| 2 55 | 0 11| 22 37| 2d " |147 54 | - | | | | | | | | - 39 |0-12| 7 31| 2 24 | 0 20| 10 15|Grouting |246 00 | - | | | | | | | | - 43 |0-09| 6 46| 2 24 | 0 09| 9 19|Blow-outs | 91 11 | - | | | | | | | | - 42 |0-06| 4 09| 2 51 | 0 10| 7 10|Miscellaneous|230 33 | - | | | | | | | | - 43 |0-21| 14 47| 3 41 | 1 34| 20 02|Total |851 38 | - | | | | | | | | - ----+----+-------+--------+-------+-------+-------------+--------| - | | | | | | | | - 43 |0-18| 11 02| 2 54 | 0 16| 14 12| | | - ----+----+-------+--------+-------+-------+-------------+--------| - 12 |0-07| 1 20| 2 35 | 0 14| 4 12| | | - ----+----+-------+--------+-------+-------+-------------+--------| - 12 |0-05| 0 58| 1 44 | 0 10| 2 52| | | - ----+----+-------+--------+-------+-------+-------------+--------| - | | | | | | | | - 12 |0-06| 1 09| 2 05 | 0 12| 3 26| | | - ----+----+-------+--------+-------+-------+-------------+--------| - 20 |0-11| 3 33| 2 15 | 0 13| 6 01| | | - ----+----+-------+--------+-------+-------+-------------+--------| - - Average delay per ring--0 hrs. 44 min. - Average rings built by one shield = 1,1461/4. - - Average time per ring. 6 hr 01 min - Delays. 44 min - ----------- - Total time per ring. 6 hr 45 min - -NOTE.--The "unavoidable delays" included in this table do not embrace -the periods during which the work was at complete or partial standstill -due to experiments and observations, shortage of iron due to change of -design, and holidays. - - K-Including time for jacks. - - L-Including time spent by the whole gang on bolting; in - addition to this there was a small gang which spent its - whole time bolting. - - M-Chiefly due to breakdowns of hydraulic lines and - erector. - -_Air Pressure._--The air pressure varied from 17 to 37 lb. Behind the -river line it averaged 17 lb. and under the river 26 lb. Behind the -river lines the pressure was generally kept about equal to the water -head at the crown, except where at Weehawken, as previously described, -this was impossible. - -In the silt the pressure was much lower than the hydrostatic head at the -crown, but if it became necessary to make an excavation ahead of the -shield, for example at the junction of the shields, the air pressure -required was about equal to the weight of the overlying material, -namely, the water and the silt, as the silt, which weighed from 97 to -106 lb. per cu. ft. and averaged 100 lb. per cu. ft., acted like a -fluid. - - TABLE 29.--MONTHLY PROGRESS OF SHIELD-DRIVEN TUNNEL WORK. - - =====+=============================+=============================+ - | North Manhattan. | South Manhattan. | - +-----------------------------+----------------------+------+ - | Number of | Station |Lin. | Number of | Station |Lin. | - | rings | of |ft. | rings | of |ft. | - | erected. | leading |for | erected. | leading |for | - +-----------+ ring. |month.+-----------+ ring. |month.| - |For | To | | |For |To | | | - Month|month|date | | |month|date | | | - -----+-----+-----+----------+------+-----+-----+----------+------+ - 1905 | | | | | | | | | - May | 26 | 26|200 + 83.7| 63.7 | | | | | - June | 26 | 52|201 + 49.0| 65.3 | | | | | - July | 28 | 80|202 + 19.2| 70.2 | | | | | - Aug | 26 | 106|202 + 84.3| 65.1 | | | | | - Sept | 21 | 127|203 + 36.8| 52.5 | 31 | 31|200 + 96.4| 76.4 | - Oct | 25 | 152|203 + 99.4| 63.6 | 45 | 76|202 + 09.2|112.8 | - Nov | 31 | 183|204 + 76.9| 77.5 | 31 | 107|202 + 86.5| 77.3 | - Dec | 59 | 242|206 + 24.6|147.7 | 34 | 141|208 + 71.8| 85.3 | - 1906 | | | | | | | | | - Jan | 94 | 336|208 + 59.8|235.2 | 27 | 168|304 + 39.4| 67.6 | - Feb | 78 | 414|210 + 54.9|195.1 | 64 | 232|205 + 99.6|160.2 | - Mar | 56 | 470|211 + 95.2|140.3 | 96 | 328|208 + 39.9|240.3 | - April| 119 | 589|214 + 93.0|297.8 | 84 | 412|210 + 59.1|210.2 | - May | 129 | 718|218 + 15.7|322.7 | 70 | 482|212 + 25.3|165.2 | - June | 218 | 936|232 + 60.9|545.2 | 140 | 622|215 + 75.5|350.2 | - July | 155 |1,091|227 + 48.5|387.6 | 82 | 704|217 + 80.7|205.2 | - Aug | 145 |1,236|231 + 11.2|362.7 | 134 | 838|221 + 15.8|335.1 | - Sept | 89 |1,325|233 + 34.1|222.9 | 168 |1,006|225 + 35.8|420.0 | - Oct | | | | | 105 |1,111|227 + 98.6|262.8 | - Nov | | | | | 7 |1,118|228 + 16.8| 18.2 | - =====+=====+=====+==========+======+=====+=====+==========+======+ - - =====+=============================+============================+======== - | North Weehawken. | South Weehawken. | - +-----------------------------+----------------------------+Average - | Number of | Station |Lin. | Number of | Station |Lin. |progress - | rings | of |ft. | rings | of |ft. |per - | erected. | leading |for | erected. | leading |for |shield - +-----------+ ring. |month.+-----------+ ring. |month|lin. ft. - |For | To | | |For |To | | |per - Month|month|date | | |month|date | | |month. - -----+-----+-----+----------+------+-----+-----+----------+-----+-------- - 1905 | | | | | | | | | - May | | | | | | | | | 15.9 - June | 24 | 24|260 + 76.6| 59.3 | 12 | 12|260 + 70.0| 30.0| 38.6 - July | 12 | 36|260 + 46.6| 30.0 | 15 | 27|260 + 32.4| 37.6| 34.4 - Aug | 15 | 51|260 + 09.1| 37.5 | 16 | 43|260 + 07.4| 25.0| 31.9 - Sept | 1 | 52|260 + 06.6| 2.5 | 18 | 61|259 + 47.2| 60.2| 47.9 - Oct | 10 | 62|259 + 81.5| 25.1 | 20 | 81|258 + 97.2| 50.0| 62.9 - Nov | 29 | 91|259 + 09.0| 72.5 | 39 | 120|257 + 99.7| 97.5| 81.2 - Dec | 46 | 137|257 + 94.0|115.0 | 77 | 197|256 + 07.1|192.6| 135.1 - 1906 | | | | | | | | | - Jan | 77 | 214|256 + 01.4|192.6 | 73 | 270|254 + 24.6|182.5| 169.4 - Feb | 133 | 347|252 + 68.6|332.8 | 165 | 435|250 + 11.7|412.9| 275.2 - Mar | 142 | 489|249 + 13.3|355.3 | 111 | 546|247 + 34.0|277.7| 253.4 - April| 32 | 521|248 + 33.3| 80.0 | 78 | 624|245 + 38.9|195.1| 195.7 - May | 121 | 642|245 + 30.6|302.7 | 2 | 626|245 + 33.9| 5.0| 198.9 - June | 162 | 804|241 + 25.3|405.3 | 157 | 788|241 + 41.1|392.8| 423.4 - July | 113 | 917|238 + 42.4|282.9 | 118 | 901|238 + 45.9|295.2| 292.7 - Aug | 138 |1,055|234 + 97.1|345.3 | 140 |1,041|234 + 95.8|850.1| 348.3 - Sept | 55 |1,110|233 + 59.5|137.6 | 177 |1,218|230 + 52.8|443.0| 305.9 - Oct | 1 |1,111|233 + 57.0| 2.5 | 94 |1,312|228 + 16.8|236.0| 125.3 - Nov | 9 |1,120|233 + 34.1| 22.9 | | | | | 10.3 - -----+-----+-----+----------+------+-----+-----+----------+-----+-------- - -A 1/2-in. air line was taken direct from the working chamber to the -recording gauges in the engine-room, which enabled the engine-room force -to keep a constant watch on the air conditions below. To avoid undue -rise of pressure, a safety valve was set on the air line at each lock, -set to blow off if the air pressure rose above that desired. The -compressor plant was ample, except, as before described, when passing -the gravel section at Weehawken. - -Records were kept of the air supply, and it may be said here that the -quantity of free air per man per hour was in general between 1,500 and -5,000 cu. ft., though in the open gravel where the escape was great it -was for a time as much as 10,000 cu. ft. For more than half the silt -period it was kept between 3,000 and 4,000 cu. ft., but when it seemed -proved beyond doubt that any quantity more than 2,000 cu. ft. had no -beneficial effect on health, no attempt was made to deliver more, and on -two separate occasions for two consecutive weeks it ran as low as 1,000 -cu. ft. without any increase in the number of cases of bends. - -The amount of CO_{2} in the air was also measured daily, as the -specifications called for not more than 1 part of CO_{2} per 1,000 parts -of air. The average ranged between 0.8 and 1.5 parts per 1,000, though -in exceptional cases it fell as low as 0.3 and rose to 4.0. The air -temperature in the tunnels usually ranged from 55 deg. to 60 deg. Fahr., which -was the temperature also of the surrounding silt, though at times, in -the earlier parts of the work when grouting extensively in long sections -of the tunnel in rock, it varied from 85 deg. to 110 deg. Fahr. - -_Grouting._--Grout of one part of Portland cement to one part of sand by -volume was forced outside the tunnel lining by air pressure through -1 1/2-in. tapped and plugged grout holes formed in each segment for this -purpose, wherever the ground was not likely to squeeze in upon the metal -lining as soon as this was erected. That is to say, it was used -everywhere up to the river line; between river lines it was not used -except at the New York bulkhead wall in order to fill voids in the -rip-rap, and at the point of junction of the shields where the space -between the metal lining and the shield skins outside it was grouted. -Cow Bay sand was used, and it had to be screened to remove particles -greater than 1/10 in. in diameter, which would choke the valves. For -later grouting work, namely, in the top of the concrete lining inside -the metal lining, Rockaway Beach sand was used. This is very fine, and -did not need screening; it cost more, but the saving of screening and -the non-blocking of valves, etc., resulted in a saving. - -The grout was mixed in a machine shown in Fig. 2, Plate XLI, which is a -view of the grouting operation. - -The grout pipes were not screwed directly into the tapped hole in the -segments, but a pipe containing a nipple and valve was screwed into the -grout hole and the grout pipe screwed to the pipe. This prevented the -waste of grout, enabled the valve to be closed and the grout pipe -disconnected, and the pipe to be left in position until the grout had -set. In the full rock section, 20 or 30 rings were put in without -grouting; then the shield was stopped, the last two or three rings were -detached and pulled ahead by the shield, a masonry stop-wall was built -around the outside of the last ring left in, and the whole 20 or 30 -rings were grouted at one time. In the landward silt and gravel each -ring had to be grouted as soon as the shield had left it, in order to -avoid the flattening caused by the weight coming on the crown while the -sides were as yet unsupported. The grout was prevented from reaching the -tail of the shield by plugging up the space with empty cement bags, -assisted by segmental boards held against the face of the leading ring -by U-shaped clamps, fitting over the front circumferential flange of the -ring and the boards, and tightened by wedges. The air pressure varied -between 70 and 100 lb. per sq. in. above normal. - -The force consisted of one pipe-fitter and one or two laborers employed -part of their time. When a considerable length was being grouted at a -time, as in the full rock section, many laborers were employed for a -short period. - - -Transportation and Disposal. - -The transportation and disposal will be described under the following -headings: - - Receipt and Unloading of Materials, - Surface Transportation, - Tunnel Transportation, - Disposal. - -_Receipt and Unloading of Materials._--At the Manhattan Shaft the -contractor laid a spur siding into the yard from the freight tracks of -the New York Central Railroad, which immediately adjoins the yard on the -west. There was also wharfage on the river front about 1,500 ft. away. - -At the Weehawken Shaft there were four sidings from the Erie Railroad -and one from the West Shore Railroad. Access to the river was gained by -a trestle direct from the yard, and Baldwin Avenue adjoined the yard. - -All the iron lining arrived by railroad. It was unloaded by derricks, -and stacked so that it was convenient for use in the tunnel. The -Manhattan derricks were a pair of steel ones with 39-ft. booms, worked -by a 30-h.p., 250-volt, electric motor. There was also a stiff-leg -derrick with 50-ft. boom, on a platform near the shaft, which was worked -by a 40-h.p., 250-volt motor. At Weehawken there were two 45-ft. boom, -stiff-leg derricks of 2 tons capacity, one worked by a 42-h.p. -Lidgerwood boiler and engine, and the other by a 25-h.p., 250-volt, -electric motor. These derricks were set on elevated trestles near the -Erie Railroad sidings. There was a 50-ft. stiff-leg derrick with a -70-h.p. Lidgerwood boiler and engine near the cement warehouse on the -West Shore Railroad. - -The storage area for iron lining was 1,800 sq. ft. at Manhattan and -63,000 sq. ft. at Weehawken; the maximum quantity of lining in storage -at any one time was 150 rings at Manhattan and 1,200 rings at Weehawken. - -The cement, which was issued and sold by the Company to the contractor, -was kept in cement warehouses; that at the New York side was at Eleventh -Avenue and 38th Street, or some 1,200 ft. from the shaft, to which it -was brought by team; that at Weehawken was adjacent to the shaft, with a -2-ft. gauge track throughout it and directly connected with the shaft -elevator. - -_Surface Transportation._--In the early days the excavation was handled -in scale-boxes of 1 cu. yd. capacity which were hoisted up the shafts by -a derrick, but, when the iron period began, two-cage elevators were put -in at each shaft. They were worked by a single, friction-drum, -Lidgerwood, steam hoisting engine of 40 h.p. - -All materials of construction were loaded on cars on the surface at the -point where they were stored, and hauled on these to the elevators, -sent down the shaft, and taken along the tunnels to the desired point -without unloading. - -The narrow-gauge railway on the surface and in the tunnel was of 2-ft. -gauge with 20-lb. rails. About 70 flat cars and 50 mining cars were used -at each shaft. On the surface at Manhattan these were moved by hand, but -at Weehawken, where distances were greater, two electric locomotives on -the overhead trolley system were used. - -_Tunnel Transportation._--The mining cars shown in Fig. 19 were of 11/4 -cu. yd. capacity. The short wheel base and unbalanced loading caused a -good many upsets, but they were compact, easily handled, and could be -dumped from either side or end. - -[Illustration: MUCK CAR (AS USED IN RIVER TUNNELS) CAPACITY 5,000 LBS. -OR 11/4 CU. YD. FIG. 19.] - -The flat cars shown in Fig. 20 were of 3 tons capacity, and could hold -two tunnel segments. As the working face was down grade from the shafts, -the in-bound cars were run by gravity. For out-bound cars a cable -haulage system was used, consisting of double-cylinder, Lidgerwood, -single friction-drum, hoisting engines (No. 32) of 6 h.p., with -cylinders 5 in. in diameter and 6 in. stroke and drums 10 in. in -diameter. These were handily moved from point to point, but, as there -was no tail rope, several men had to be used to pull the cable back to -the face. After the second air-lock bulkhead walls had been built, a -continuous-cable system, worked electrically, was put in each tunnel -between the first and second air-locks. - -The engine consisted of an electric motor driving a 3-ft. 6-in. drum -hoist around which a 3/4-in. steel wire cable passed three times. The -cable was led around a sheave, down the tunnel on the right side of the -in-bound track, and returned on the left side of the out-bound track. It -was then carried around a set of sheaves, where a tension of 1,000 lb. -was supplied by a suspended weight which acted on a sheave with a -sliding axle on the tension carriage. The cable was supported throughout -its length on 8-in. pulleys set in the floor at 50-ft. intervals. All -the guide sheaves were 36 in. in diameter. - -[Illustration: FLAT CAR FOR TUNNEL SEGMENTS CAPACITY 6,000 LBS. FIG. -20.] - -Each car was attached to the cable by a grip at its side. This was -fastened and unfastened by hand, but was automatically released just -before reaching the turn in the cable near each lock. This system could -haul without difficulty an unbalanced load of 10 muck cars, spaced 100 -ft. apart, up a 2% grade. The cable operated over about 1,000 ft. of -tunnel, the motor being placed at the top of the grade. The driving -motor was of the semi-armored, 8-pole, series-wound type, rated at 25 -h.p., 635 rev. per min., and using direct current at 220 volts. The -speed of handling the cars was limited by their having to pass through -the air-locks on a single track. As many as 106 cars have been hauled -each way in one 8-hour shift. - -_Disposal._--At Manhattan the tunnel muck was carried from the elevator -over the upper level of the yard trestle and dumped into bins on the 33d -Street side, whence it was teamed to the public dump at 30th Street and -North River. At Weehawken the rock excavation was removed by the Erie -Railroad on flat cars on which it was dumped by the tunnel contractor, -but all the silt muck was teamed away to some marshy ground where -dumping privileges were obtained. - -The typical forces employed on transportation were as follows: - -_Receipt and Unloading of Material: Surface Transportation and -Disposal._ - -At Manhattan Shaft, on 10-hour shifts: - - 2 Engineers on derricks. @ $3.00 per day. - 2 Foremen. " 3.25 " " - 15 Laborers loading and unloading iron. " 1.75 " " - 7 Laborers on disposal. " 1.75 " " - 6 Teams. " 7.50 " " - -At Weehawken Shaft, on 10-hour shifts: - - 3 Engineers on derricks and locomotives. @ $3.00 per day. - 16 Laborers loading and unloading iron. " 1.75 " " - 3 Foremen. " 3.50 " " - 11 Laborers on disposal. " 1.75 " " - 6 Teams on disposal. " 6.50 " " - -Tunnel Transportation (Including Shaft Elevator): - -Shaft elevators and to and from the first air-lock on 10-hour shift: - - 2 Engineers. @ $3.00 per day. - 2 Signalmen. " 2.00 " " - 1 Foreman. " 3.00 " " - 12 Laborers. " 1.75 " " - -Between first lock and working face, on 8-hour shifts, the force varied: - - From 1 to 3 (average 2) Hoist engineers @ $3.00 per day. - From 0 to 2 (average 1) Lockman " 2.75 " " - From 1 to 2 (average 2) Trackmen " 3.00 " " - From 2 to 7 (average 4) Cablemen - (pulling back cable) " 3.00 " " - -_Pumping._--The water was taken out of the invert by a 4-in. blow-pipe -which was always kept up to a point near the shield and discharged into -the sump near the shaft. - -When the air pressure was removed and the blow-pipe device, -consequently, was unavailable, small Cameron pumps, driven by compressed -air, and having a capacity of about 140 gal. per hour, were used, one -being set up wherever it was necessary to keep the invert dry; for -example, at points where caulking was in progress. - -_Lighting._--The tunnels were lighted by electricity, the current being -supplied, at a pressure of 250 volts, from the dynamos in the -contractor's power-house. - -Two 0000 wire cables were used as far as the second air-locks, about -1,650 ft. from the power-house, on each side; and beyond that point, to -the junction of the shields (about 1,750 ft.), 00 and 0 wires were used. -These cables also carried the current for the cable haulage system. Two -rows of 16-c.p. lamps, provided with reflectors, were used in each -tunnel; one row was along the side just above the axis, with the lights -at about 30-ft. intervals; the other along the crown, with the lamps -halfway between the side lamps, also at 30-ft. intervals. At points -where work was in progress three groups of 5 lights each were used. The -tunnels as a whole were well lighted, and in consequence work of all -kinds was much helped. - -_Period No. 2._--_Caulking and Grummeting._--_November, 1906, to June, -1907._--After the metal lining had been built completely across the -river in both tunnels, the work of making it water-tight was taken up. -This consisted in caulking into the joints between the plates a mixture -of sal-ammoniac and iron borings which set up into a hard rusty mass, -and in taking out each bolt and placing around the shank under the -washer at each end a grummet made of yarn soaked in red lead. These -grummets were made by the contractor on the works, and consisted of -three or four strands of twisted hemp yarn, known as "lath yarn," making -up a rope-like cross-section about 1/4 in. in diameter. Usually, one of -these under each washer was enough, but in wet gravel, or where bolts -were obliquely in the bolt-holes, two were used at each end. After -pulling the grummets in, all the nuts were pulled up tight by wrenches -about 3 ft. long, with two men on one wrench. Bolts were not passed as -tight unless the nut resisted the weight of an average man on a -2 1/2-ft. wrench. - -Before putting in the caulking mixture, the joints were carefully -scraped out with a special tool, cleaned with cotton waste, and washed -with a stream of water. The usual mixture for sides and invert was about -2 lb. of sal-ammoniac and 1 lb. of sulphur to 250 lb. of iron filings or -borings. In the arch, 4 lb. of sal-ammoniac and 3 lb. of sulphur to 125 -lb. of filings was the mixture. A small hand-hammer was used to drive -the caulking tool, but, in the sides and invert, air hammers were used -with some advantage. The success of work of this kind depends entirely -on the thoroughness with which the mixture is hammered in; and the -inspection, which was of an exceedingly monotonous nature, called for -the greatest care and watchfulness on the part of the Company's forces, -especially in the pocket iron, where each bolt had to be removed, the -caulking done at the bottom of the pockets put in, the bolts replaced; -and the rest of the pockets filled. The results have been satisfactory, -as the leakage under normal air and prior to placing the concrete -averaged about 0.14 gal. per lin. ft. of tunnel per 24 hours, which is -about 0.0035 gal. per lin. ft. of joint per 24 hours. With each linear -foot of joint is included the leakage from 1.27 bolts. Afterward, when -the concrete lining was in, the leakage was found to be about 0.05 to -0.06 gal. per lin. ft. of tunnel per 24 hours, which compares favorably -with the records of other lined tunnels. The typical gang employed on -this work was as follows: - -_In Pocket Iron:_ - - 1 General foreman @ $5.00 per day. - 1 Mixer " 3.00 " " - 1 Nipper " 3.00 " " - 5 Caulkers " 3.00 " " - 10 Grummeters " 3.00 " " - -_In Pocketless Iron:_ - - 1 General foreman @ $5.00 per day. - 1 Mixer " 3.00 " " - 1 Nipper " 3.00 " " - 3 Caulkers " 3.00 " " - 12 Grummeters " 3.00 " " - -The average amount of caulking and grummeting done per shift with such a -gang was (with pocketless grooves), 348 lin. ft. of joint and 445 bolts -grummeted; and in pocket iron: 126 lin. ft. of joint and 160 bolts -grummeted. - -The caulking and grummeting work was finished in June, 1907, this -completing the second period. - -_Period No. 3._--_Experiments, Tests, and Observations._--_April, 1907, -to April, 1908._--The third period, that of tests and observations in -connection with the question of foundations, is dealt with in another -paper. It occupied from April, 1907, to November, 1908. The results of -the information then gathered was that it was not thought advisable to -go on with the foundations. - -_Period No. 4._--_Capping Pile Bores, Sinking Sumps, and Building -Cross-Passages._--_April, 1908, to November, 1908._--In order to reduce -the leakage from the bore segments to the least possible amount before -placing the concrete lining, it was decided to remove the plugs and -replace them with flat cover-plates; these have been described before, -together with the filling of Bore Segments No. 2 with mortar to reduce -the leakage around the distance piece. - -During this period the turnbuckles to reinforce the broken plates were -put in, and the sump sunk at the lowest point of the tunnel. These sumps -have been described in a previous part of this paper; they were put down -without trouble. As much as possible of the concrete lining was put in -before the lining castings were taken into the tunnel, as the space -inside was very restricted. The first lining casting was bolted to the -flat flanges of the sump segment, the bolts holding the latter to the -adjacent segments were removed, and the whole was forced down with two -of the old shield jacks, taking a bearing on the tunnel. The two -together exerted a pressure of about 150 tons. The plugs in the bottom -of the sump segment were taken out, and pipes were put in, through which -the silt squeezed up into the tunnel and relieved the pressure on the -sump segment. - -If the silt did not flow freely, a water-jet was used. The sump was kept -plumb by regulating the jacks. In this way the sump was sunk, adding -lining sections one by one, and finally putting on the top segment, -which was composed of three pieces. - -The time taken to sink one sump was about 4 days, working one 8-hour -shift per day, and not counting the time taken to set up the jacks and -bracing. The sinking of each section took from 4 to 6 hours. The air -pressure was 25 lb. and the hydrostatic head 41 lb. per sq. in. The -force was 1 assistant superintendent at $6.00 per day, 1 foreman at -$4.50, and 6 laborers at $3.00 per day. - -_Cross-Passages._--It was during this period that the five -cross-passages previously mentioned were built. In the case of those in -the rock, careful excavation was needed so as to avoid breaking the iron -lining. Drilling was done from both ends, the holes were closely spaced, -and about 2 ft. 6 in. deep, and light charges of powder were used. The -heading, 5 by 7 ft. in cross-section, was thus excavated in five -lengths, with 24 holes to a length, and about 23 lin. ft. of hole per -yard. About 5.3 lb. of powder per cu. yd. was used. The sides, top, and -bottom were then drilled at a very sharp angle to the face and the -excavation was trimmed to the right size. This widening out took about -7 1/2 ft. of hole per cu. yd., and 0.9 lb. of powder. - -In the passages in silt the excavation had to be 12 ft. wide and 13 ft. -8 in. high to give enough room inside the timbers. The plates at one end -of the passage were first removed. An air pressure of 17 lb. was -carried, which was enough to keep the silt from squeezing in and yet -left it soft enough to be chopped with a spade. - -A top heading, of full width and 6 ft. 8 in. high, was first taken out, -and the roof was sheathed with 2-in. boards held by 10 by 10-in. head -trees at 3-ft. centers, with 10 by 10-in. side trees. The lower 7 ft. of -bench was then taken out, a tight floor of 6 by 6-in. cross-timber was -put in, and also longer side trees, the head trees being temporarily -held by two longitudinal 10 by 10-in. stringers blocked in place. The -bulk of the space between the side trees was filled with 10 by 10-in. -posts and blocking. The plates at the other end of the passage were then -taken out from the other tunnel. - -After the excavation was out, the outer reinforced concrete lining was -built. Rough forms were used, as the interior surfaces of the passages -were to be rendered with a water-proofing cement. A few grout pipes -were built in, and all voids outside the concrete were grouted. Grouting -was also done through the regular grout holes of the metal lining around -the openings. - -In the case of the most westerly of the cross-passages at Weehawken, -which was in badly seamed rock carrying much water, a steel -inter-lining, rather smaller than the concrete, was put in. The space -between the concrete and the steel was left open, so that water coming -through the concrete lining was stopped by the steel plate. This water -was led back to the shield chamber in a special drain laid in the bench -of the river tunnel and behind the ducts. From the shield chamber the -water ran with the rest of the drainage from the Weehawken Land Tunnels -to the Weehawken Shaft sump. - -[Illustration: TYPICAL CROSS-SECTIONS SHOWING SUCCESSIVE STAGES IN -PLACING CONCRETE IN RIVER TUNNELS FIG. 21.] - -_Period No. 5._--_Placing the Concrete Lining._--_November, 1908, to -June, 1909._--During the fifth period the concrete lining was put in. -This lining was placed in stages, as follows: First, the invert; second, -the duct bench; third, the arch; fourth, the ducts; and fifth, the face -of the bench. This division can be seen by reference to Fig. 21. - -All the work was started on the landward ends and carried toward the -middle of the river from both sides. Except where the Weehawken force -passed the lowest point of the tunnel, which is at Station 241 or nearly -900 ft. to the west of the middle of the river, all the work was down -grade. - -Before any concrete was placed, the surface of the iron was cleaned with -scrapers and wire brushes, and washed with water. Any leaks in the -caulking and grummeting (finished by June, 1907, and therefore all more -than 12 months old) were repaired. All the grout hole plugs were -examined, and the plugs in any leaking ones were taken out, smeared -with red lead, and replaced. The leakage in the caulking was due to the -fact that the tunnel had been settling slightly during the whole 12 -months of pile tests, and, therefore, had opened some of the joints. -After the caulking had been repaired and the surface thoroughly cleaned, -the flanges were covered with neat cement (put on dry or poured on in -the form of thick grout) just before the concrete was placed. - -_Invert Concrete._--The form used for the landward type of concrete, -that is, the one with a middle drain, consisted of a frame made of a -pair of trussed steel rails on each side of the tunnel and connected at -intervals with 6 by 6-in. cross-timbers; two "wing forms" were hung from -this frame by adjustable arms. These wings formed the curved sides of -the invert, the lip, and the form for the middle drain. The whole form -was supported on three wheels, two on the rear end running on a rail -laid on the finished concrete, and the third in front attached to the -frame by a carriage and running on a rail temporarily laid on the iron -lining. The form was braced from the iron lining by 6 by 6-in. blocks. - -For the soft-ground type of invert, namely, the one without the middle -drain, a form of the same general type was used, except that the form -for the middle drain was removed. After the form had been in use for -some time, "key pieces" (made of strips of wood about 1 ft. 3 in. in -length and 3 by 3 in. in cross-section) were nailed circumferentially on -the under side of the wings at 2-ft. intervals. This was done because, -at the time, it was not known whether ballasted tracks or some form of -rigid concrete track construction would be adopted, and, if the latter, -it was desirable not to have the surface smooth. - -The concrete was received in cars at the rear end of the form and dumped -on a temporary platform. It was then loaded into wheel-barrows on the -runways, as shown in Fig. 22. The concrete was thrown from the barrows -into the invert, where it was spaded and tamped. - -In cases where there was steel-rod reinforcement, the concrete was first -brought up to the level of the underside of these rods, which came -between the wings; the rods were laid in place, and then more concrete -was placed over the rods and brought up to the level of the bottom of -the wings. Where there was no reinforcement, the concrete was brought up -in one lift. - -[Illustration: CONCRETE FORM STANDARD IN RIVER TUNNELS FIG. 22.] - -After this was finished, the concrete behind the wings was placed, -thoroughly spaded and tamped, and, where there were longitudinal -reinforcing rods, these were put in at their proper level. Where there -were circumferential rods, the 16-ft. rods had already been put in when -the lower part of the concrete was placed. As the invert was being -finished off, the 8-ft. rods were embedded and tied in position. - -The longitudinal rods were held in place at the leading end of each -length of arch by the wooden bulkhead, through which holes were drilled -in the proper position. At the rear end they were tied to the rods -projecting from the previous length. The quantity of water used in -mixing the invert concrete needed very nice adjustment; if too wet, the -middle would bulge and rise when the weight of the sides came on it; -and, if too dry, it would not pack properly between the flanges of the -iron lining. The difficulties as to this were often increased by the -flow of accumulated leakage water from the tunnel behind on the concrete -while it was being put in. To prevent this, a temporary dam of sand bags -was always built across the last length of finished invert concrete -before beginning a new length. A sump hole, about 4 by 1 ft. and 1 ft. -deep, was left every 800 ft. along the tunnel, and a small Cameron pump -was put there to pump out the water. - -The invert forms were left in place about 12 hours after the pour was -finished. The average time taken to fill a length of 30 feet was 7 -hours, the form was then left 12 hours, and it took 2 hours to set it up -anew. The total time for one length, therefore, was 21 hours, equal to -34 ft. per 24 hours. At one place, a 45-ft. form was used, and this gave -an average speed of 45 ft. per 24 hours. - -An attempt was made to build the invert concrete without forms (seeing -that a rough finish was desired, as previously explained, to form a key -for possible sub-track concrete), but it proved a failure. - -The typical working force (excluding transport) was as follows: - - 1 Foreman @ $3.25 per shift. - 2 Spaders " 2.00 " " - 9 Laborers " 1.75 " " - -The average time taken to lay a 30-ft. length of invert was 7 hours; the -two spaders remained one hour extra, smoothing off the surface. - -For setting the form, the force was: - - 1 Foreman @ $4.50 per shift. - 5 Carpenters " 3.25 " " - 6 Carpenters' helpers " 2.25 " " - -The average time taken to erect a form was 2 hours, 1 carpenter and 1 -helper remaining until the concrete was finished. - -_Duct Bench Concrete._--The duct bench (as described previously) is the -portion of the concrete on which the ducts are laid. The exact height of -the steps was found by trial, so as to bring the top of the ducts into -the proper position with regard to the top and the face of the bench. - -Both kinds of duct bench forms were of the same general type. A drawing -of one of them is shown on Plate XLII. The form consisted of a skeleton -framework running on wheels on a track at the level of the temporary -transportation tracks. The vertical faces of the steps were formed by -boards supported from the uprights by adjustable arms. The horizontal -surfaces were formed by leveling off the concrete with a shovel at the -top of the vertical boards. Where the sheets of expanded metal used for -bonding came at a step, the lower edge of the boards forming the back of -the step was placed 1 in. above the one forming the front of it; but, -when the expanded metal came in the middle of a step, a slot 1 in. wide -was left at that point to accommodate it. - -A platform was formed on the top of the framework for the form, and on -this a car forming a sort of traveling stage was run. There was ample -room to maintain traffic on a single track through the form. A -photograph of the form is shown in Fig. 1, Plate XLIII. - -The concrete, for the most part, was received at the form in 3/4-cu. yd. -dumping buckets. The buckets were lifted by the rope from a small -hoisting engine. This rope passed over a pulley attached to the crown of -the tunnel and dumped into the traveling stage on the top of the form. -In this the concrete was moved along to the point where it was to be -deposited, and there it was thrown out by shovels into the form below. -For a portion of the period, while the duct bench concrete was being -laid, it was not necessary to maintain a track for traffic through the -form and, during that period, the concrete for the lower step was placed -from below the form, the concrete being first dumped on a temporary -stage at the lower track level. - -Owing to the horizontal faces of the steps being uncovered, there was a -tendency for the concrete there to rise when concrete was placed in the -steps above. For this part of the work, also, it was necessary to see -that the concrete was not mixed too wet, for, when that was the case, -the concrete in the upper steps was very apt to flow out at the top of -the lower one. At the same time, there was the standing objection to the -mixture being too dry, namely, the responsibility of getting a -sufficient amount of spading and tamping done. Particulars of the exact -quantity of water used are given later in describing "Mixing." Fig. 2, -Plate XLIII, illustrates the process of laying. - -In the section of the tunnel in which there were circumferential -reinforcement rods in the duct bench, the rods were in place before the -laying commenced, as they had been placed with the invert concrete. The -circumferential reinforcing rods in the arch came down into the upper -part of the duct bench concrete; these rods were put in position and -tied to the iron lining in the crown at the same time as the duct bench -concrete was being finished off. Openings for the manholes were left in -the duct bench at the regular stationing. - -The average time taken to fill a length of 35 ft. was about 6 hours; the -form was then left in position for about 8 hours--usually enough to let -the concrete set properly--and then moved ahead; it then took about 3 -hours to set it up again ready to continue work. The total time for a -length, therefore, was about 17 hours, equal to an average progress of -about 49 ft. per day. The average force engaged in duct bench concrete -(not including transport) was: - - 1 Foreman @ $3.25 per day. - 2 Spaders " 2.00 " " - 9 Laborers " 1.75 " " - -_Arch Concrete._--By far the greater part of the arch work was put in -with traveling centers before the face of the bench was built, in which -case the whole of the arch was built at once. A short length of arch at -each end of the tunnel was built after the face of the bench, in which -case the haunches or lower 5 ft. were laid first and the upper part of -the arch later. - -The first traveling centers were used on the New York side, and were 50 -ft. long. The laggings were of 4-in. yellow pine, built up in panels 10 -ft. long and 16 in. wide for the sides, and solely longitudinal lagging -5 ft. long for the key. - -It was pretty certain that the results to be obtained from forms of such -a length would not be satisfactory, and this was pointed out to the -contractor, who, however, obtained permission to use them on trial. -Grout pipes were built in, as it was not likely that the concrete could -be packed tightly into the upper part of the lining. - -[Illustration: PLATE XLIII. TRANS. AM. SOC. CIV. ENGRS. VOL. LXVIII, No. -1155. HEWETT AND BROWN ON PENNSYLVANIA R. R. TUNNELS: NORTH RIVER -TUNNELS. FIG. 1.] - -[Illustration: PLATE XLIII. TRANS. AM. SOC. CIV. ENGRS. VOL. LXVIII, No. -1155. HEWETT AND BROWN ON PENNSYLVANIA R. R. TUNNELS: NORTH RIVER -TUNNELS. FIG. 2.] - -After about 300 lin. ft. of arch had been built with these forms, a test -hole was cut out and large voids were found, and, to confirm this, -another hole was cut, and similar conditions observed. - -The results were so unsatisfactory that orders were given that the use -of longitudinal key lagging should be discontinued, and cross or block -lagging used instead. These block laggings were 6 in. in length (in the -direction of the tunnel) and 2 ft. in width; at the same time, the -system of grout pipes was changed. This will be described later under -"Grouting." It was soon found that with block lagging a better job could -be made of packing the concrete up into the keys, but the time taken to -"key up" a 50-ft. length was so great that the rest of the arch had set -by the time the key was finished. Despite a lot of practice, this was -the case, even in the unreinforced type. When the reinforcing rods were -met, the time for keying up became still greater, and therefore the -contractor was directed to shorten the forms to 20-ft. lengths. A -typical working force for a 50-ft. length was: - - 1 Foreman @ $3.25 per day. - 4 Spaders " 2.00 " " - 12 Laborers " 1.75 " " - -Details of the 20-ft. forms are shown on Plate XLIV. The lower 4 ft. of -lagging was built on swinging arms, which could be loosened to allow the -centers to be dropped and moved ahead. The rest of the lagging was built -up in panels 10 ft. long and 1 ft. 4 in. high. The ribs rested on a -longitudinal timber on each side; these were blocked up from the top -step of the duct bench concrete. When the form was set, or when it was -released, it was moved ahead on rollers placed under it. - -The concrete was received at the form in 3/4-cu. yd. dumping buckets; -from the flat cars on which they were run, these were hoisted to the -level of the lower platform of the arch form. At this level the concrete -was dumped on a traveling car or stage, and moved in that to the point -on the form where it was to be placed. For the lower part of the arch, -the concrete was thrown directly into the form from this traveling -stage, but, for the upper part, it was first thrown on the upper -platform of the arch. The hoisting was done by a small Lidgerwood -compressed-air hoister, and set up on an overhead platform across the -tunnel. The pulley over which the cable from the hoister passed was -attached to the iron lining near one end of the form, and the traveling -stage ran back from the arch form on a trailer, shown on Plate XLIV. -When it was impossible to hang a pulley--owing to the concrete arch -having been built at the point where the trailer stood--an =A=-frame was -built on the trailer, and the pulley was attached to that. - -In laying the lower part of the arch, about 1 ft. of lagging (including -the swinging arms) was first set, the other panels being pulled up -toward the top of the arch. When that was filled, the next panel above -was lowered into place, and the work continued. As the concrete rose -toward the key, it was packed up to a radial surface, so that the arch -would not be unduly weakened if the sides set before the key was placed. -All the time, great care was taken to see that the concrete was -carefully packed into the segments of the metal lining. The quantity of -water used in the concrete was carefully regulated, more being used in -the lower than in the upper parts of the arch. - -In places where there were no reinforcing rods, the width of the -concrete key was the length of the block lagging, namely, 2 ft. Where -there was circumferential reinforcement, the key had to be more than 5 -ft. wide, in order to take the 5-ft. closure rods used in the key. This -naturally increased the time of keying very much. On the places where -the 5-ft. longitudinal laggings were used, it was impossible to fill the -flanges of the metal lining much higher than their undersides. - -As the concrete used in the key had to be much drier than that used -elsewhere, it was not easy to get a good surface. This trouble was -overcome by putting a thin layer of mortar on the laggings just before -the concrete was put in. - -The overhead conductor pockets were a great hindrance to the placing of -the key concrete, especially where the iron was below true grade. -Whenever an especially troublesome one was met, a special grout pipe was -put in to fill up unavoidable holes by grouting after the concrete had -set. All the circumferential reinforcing rods were bent in the tunnel by -bending them around a curved form of less diameter than the required -bend. This generally left them all right in the middle of their length, -but with their end portions too straight; in such cases the ends were -bent again. All rods were compared with a template before being passed -for use. - -The arch forms were left up for 48 hours after keying was finished. -Levels taken after striking the forms showed that no appreciable -settlement occurred. An average gang for a 20-ft. length of arch was: - - 1 Foreman @ $3.25 per shift. - 2 Spaders " 2.00 " " - 10 Laborers " 1.75 " " - -Table 30 shows the progress attained under various conditions. - -Whenever the face of the bench concrete was constructed before the arch, -the latter was built in two separate portions, that is, the bottom 5 -ft., or "haunches" of the arch, as they were termed, were built on each -side and the rest of the arch later. This involved the use of two -separate sets of forms, namely, for the haunch and for the arch. Not -very much arch was built in this way, and, as the methods were in -principle precisely the same as those used when all the arch was built -in one operation, no detailed description is needed. - -No provision was made in the contract for grouting the concrete arch, -but it soon became evident that by ordinary methods the top part of the -concrete could not be packed solid against the iron segments, especially -in the keys. As it was imperative to have the arch perfectly solid, it -was determined to fill these unavoidable gaps with a 1:1 Portland cement -grout, at the same time making every effort to reduce the spaces to a -minimum. This made it necessary to build grout pipes into the concrete -as it was put in. - -The first type of grout pipe arrangement is shown as Type _A_, in Fig. -23. This was used with the longitudinal key laggings; when this method -was found to be no good, and cross-laggings were used, the system shown -as Type _B_, in Fig. 23, was adopted, in which vents were provided to -let out the air during grouting. The expense of these pipes was high, -and the contractor obtained permission to use sheet-iron tubes, which, -however, were found to be unsuitable, so that the screwed pipes were -used again. The contractor next obtained permission to try dispensing -altogether with the vent pipes, and so Type _C_, in Fig. 23 was evolved. -This, of course, was found to be worse than any of the other systems, as -the imprisoned air made it impossible to force grout in. Several other -modifications were made, and are shown in Fig. 23. - -It was then decided to devise as perfect a system as possible, without -allowing the question of cost to be the ruling factor, and to use that -system throughout. In this system, shown as Type _S_, in Fig. 23, most -of the vent pipes were contained in the concrete, and their size was -independent of the thickness of the arch, so that they were easily -fixed in position and not subject to disturbance while placing the -concrete. This system was used for about 80% of the total length of the -tunnel, and proved entirely satisfactory. The machine used for grouting -was the same as that used for grouting outside the metal lining. - -TABLE 30.--AVERAGE TIME TAKEN FOR VARIOUS OPERATIONS CONNECTED WITH -BUILDING CONCRETE ARCHES IN SUBAQUEOUS TUNNELS. - - ==========+=============+========+================+=========+=========+ - Average |Type of |Length |Time, in hours, |Time, |Time, | - time |reinforcement|of |moving and |in hours,|in hours,| - in hours, | |section,|erecting forms. |placing |placing | - form stood| |in | |concrete |concrete | - after | |feet. | |in arch. |in key. | - filing. | | | | | | - | | | | | | - ----------+-------------+--------+----------------+---------+---------+ - 70 | { A | } 50 | 20 | 15 | 15.40 | - | {day work | } | ______/\______ | | | - | | |/ \| | | - | { A | } |Moving Erecting| | | - | {day work | } 20 | 2 3 | 8.30 | 2.40 | - | | | | | | - 53 | { B | } | | | | - | {day work | } 20 | 2 3 | 10.40 | 11.20 | - | | | | | | - 58 | { C | } | | | | - | {day work | } 20 | 2 3 | 11.00 | 7.20 | - | | | | | | - 58 | { D | } | | | | - | {day work | } 20 | 2 3 | 9.30 | 4.35 | - | | | | | | - 53 | { D | } | | | | - | {day work | } 20 | 2 3 | 6.15 | 2.05 | - | | | | | | - 53 | {Sub-Type | } 20 | 2 3 | 6.00 | 3.00 | - | No. 1 | } | | | | - | piece work | } | | | | - ==========+=============+========+================+=========+=========+ - - ==========+=========+===========+===========+============ - Average |Time, |Total Time |Total time |Remarks. - time |in hours,|in hours, |in hours, | - in hours, |placing |for moving,|per linear | - form stood|concrete |erecting, |foot, | - after |in key |and filling|for moving,| - filing. |and arch | |erecting, | - | | |and filling| - ----------+---------+-----------+-----------+------------ - 70 | 30.40 | 50.40 | 1.01 | - | | | | - | | | | - | | | | - | 11.10 | 16.10 | 0.50 | - | | | | - 53 | | | |Includes - | 22.10 | 27.00 | 1.35 |placing rods - | | | | - 58 | | | | - | 18.20 | 23.20 | 1.16 | do. - | | | | - 58 | | | | - | 14.25 | 19.25 | 0.91 | do. - | | | | - 53 | | | | - | 8.20 | 13.20 | 0.05 | do. - | | | | - 53 | 9.00 | 14.00 | 0.70 | do. - | | | | - | | | | - ==========+=========+===========+===========+============ - -[Illustration: FIG. 23.] - -The only compressed air available was the high-pressure supply, at about -90 lb.; a reducing valve, to lower this pressure to 30 lb. was used -between the air line and the grouting machine. This was thought to be -about as high a pressure as the green concrete arch would stand, and, -even as it was, at one point a section about 2 ft. by 1 ft. was blown -out. - -A rough traveling stage resting on the bottom step of the duct bench -concrete was used as a working platform. In the earlier stages of the -work the grouting was carried on in a rather haphazard manner, but, when -the last system of grout and vent pipes was adopted; the work was -undertaken systematically, and was carried out as follows: - -Two 20-ft. lengths of arch were grouted at one time, and, in order to -prevent the grout from flowing along the arch and blocking the pipes in -the next lengths, a bulkhead of plaster was made at the end of every -second length to confine the grout. - -After a section had been grouted, test holes were drilled every 50 ft. -along the crown to see that all the voids were filled; if not, holes -were drilled in the arch, both for grouting and for vents, and the -faulty section was re-grouted. An average of 3/4 bbl. of cement and an -equal quantity of sand was used per linear foot of tunnel. The average -amount put in by one machine per shift was 15 bbl., and therefore the -average length of tunnel grouted per machine per shift was 20 ft. The -typical working force was: - - 1 Foreman @ $3.75 per shift - 1 Laborer running grout machine " 2.00 " " - 2 Laborers handling cement and sand. " 1.75 " " - 1 Laborer tending valve and grout pipes " 1.75 " " - -After the grouting was finished, the arches were rubbed over with wire -brushes to take off discoloration, and rough places at the junctions of -adjoining lengths or left by the block laggings were bush-hammered. - -_Face of Bench Concrete._--The form used for this portion of the work is -shown on Plate XLV. It consisted of a central framework traveling on -wheels, and, from the framework, two vertical forms were suspended, one -on each side, and equal in height to the whole height of the bench. -Adjusting screws were fitted at intervals both at top and bottom, and -thus the position of the face forms could be adjusted accurately. The -face forms were built very carefully of 3-in. tongued and grooved yellow -pine, and one 50-ft. form was used for 3,000 ft. of tunnel without -having the face renewed. Great care was taken to set these forms true to -line and grade, as the appearance of the tunnel would have been ruined -by any irregularity. Joints between successive lengths were finished -with a =V=-groove. - -The concrete was received at the form in dumping buckets; these were -hoisted to the top of the form by a Lidgerwood hoister fixed to a -trailer. The concrete was placed in the form by shoveling it from the -traveling stage down chutes fitted to its side. The quantity of water to -be used in the mixture needed careful regulation. The first few batches -in the bottom had to be very wet, and were made with less stone than the -upper portion, in order that the concrete would pack solidly around the -niche box forms and other awkward corners. - -The forms for the ladders and refuge niches were fastened to the face of -the bench forms by bolts which could be loosened before the main form -was moved ahead, and in this way the ladder and niche forms were left in -position for some time after the main form was removed. - -At first the forms were kept in place for 36 hours after finishing a -length, but, after a little experience, 24 hours was found to be enough. -In the summer, when the rise of temperature quickened the set, the time -was brought down to 18 hours. The average time taken for a 50-ft. length -was: - - Laying concrete 4 1/2 hours. - Interval for setting 18 " - Moving forms ahead and resetting 5 " - ------- - Total 27 1/2 hours. - -The typical working gang was: - -_Laying Concrete._ - - 1 Foreman @ $3.25 per shift. - 2 Spaders " 2.00 " " - 8 Laborers " 1.75 " " - -_Moving and Setting Forms._ - - 1 Foreman @ $4.00 per shift. - 10 Laborers " 1.75 " " - -After the forms were removed, any rough places at the lower edge, where -the concrete joins the "lip," were bush-hammered; no other cleaning work -was done. - -_Duct Laying and Rodding._--The design and location of the ducts have -already been described. It will have been seen that the duct-bench -concrete was laid in steps, on which the ducts were laid, hence the -maintenance of the grade and line in the ducts was an easy matter. The -only complication was the expanded metal bonds, which were bent up out -of the way of the arch forms and straightened out again after the arch -forms had passed. The materials, such as ducts, sand, and cement, were -brought into the tunnel by the regular transportation gang. The mortar -was mixed in a wooden trough about 10 ft. long, 2 ft. 6 in. wide and 8 -in. deep. - -After the single-way ducts had been laid, all the joints were plastered -with mortar, in order to prevent any foreign substance from entering the -ducts. This was not necessary with the multiple duct, as the joints were -wrapped with cotton duck. The ducts were laid on a laying mandrel, and, -as soon as possible after the concrete was laid around a set of ducts, -they were "rodded" with a rodding mandrel. Not many obstructions were -met, and these were usually some stray laying mandrel which had been -left in by mistake, or collections of mortar where the plastering of the -single-way joints had been defective. - -In the 657,000 duct ft. of conduit in the river tunnels only eight -serious obstructions were met. That the work was of exceptionally high -quality is shown by the fact that a heavy 3-in. lead cable has been -passed through from manhole to manhole (450 ft.) in 6 min., and the -company, engaged to lay the cables in these ducts, broke all its -previous records for laying, not only for tunnel work, but also in the -open. - -Fig. 1, Plate XXXV, shows a collection of the tools and arrangements -used in laying and rodding ducts. The typical working force was: - -_Laying Multiple Ducts._ - - 1 Foreman @ $3.50 per shift. - 9 Laborers " 1.75 " " - -_Laying Single-Way Ducts._ - - 1 Foreman @ $3.50 per shift. - 8 Laborers " 1.75 " " - -_Rodding Multiple Ducts._ - - 1 Foreman @ $3.50 per shift. - 5 Laborers " 1.75 " " - -_Rodding Single-Way Ducts._ - - 1 Foreman @ $3.50 per shift. - 5 Laborers " 1.75 " " - -The average progress per 10-hour shift with such gangs was: - - Laying multiple ducts 4,000 duct ft. - Laying single-way ducts 1,745 " " - Rodding multiple ducts 4,040 " " - Rodding single-way ducts 2,532 " " - -No detailed description need be given of the concreting of the -cross-passages, pump chambers, sumps, and other small details, the -design of which has been previously shown. The concrete was finished on -June 1st, 1909. - -_Period No. 6._--_Final Cleaning Up._--_June, 1909, to November, -1909._--As soon as all the concrete was finished, the work of cleaning -up the invert was begun. A large quantity of debris littered the -tunnels, and it was economical to remove it as quickly as possible. The -remaining forms were first removed, and hoisting engines, supported on -cross-timber laid across the benches, were set up in the middle of the -tunnel at about 500-ft. intervals. - -Work was carried on day and night, and about 169 ft. of single tunnel -was cleared per 10-hour shift. Work was begun on May 28th, and finished -on July 15th, 1909. For part of the time it was carried on at two points -in each tunnel, working toward the two shafts, but when the work in the -Weehawken Shaft, which was being done at the same time, blocked egress -from that point, all material was sent out by the Manhattan Shaft. - -The total quantity of material removed was 5,350 cu. yd., or about 0.44 -cu. yd. per lin. ft. of tunnel. The average force per shift was: - -_In Tunnel._ - - 3 Foremen @ $3.25 per shift - 1 Hoist engineer " 3.00 " " - 1 Signalman " 2.00 " " - 38 Laborers " 1.75 " " - -_On the Surface._ - - 1 Foreman @ $3.25 per shift - 1 Hoist engineer " 3.00 " " - 1 Signalman " 2.00 " " - 12 Laborers " 1.75 " " - -After the cleaning out had been done, the contractor's main work was -finished. However, quite a considerable force was employed, up to -November, 1909, in doing various incidental jobs, such as the -installation of permanent ventilation conduits and nozzles at the -intercepting arch near the Manhattan Shaft, the erection of a head-house -over the Manhattan Shaft, and collecting and putting in order all the -miscellaneous portable plant, which was either sold or returned to -store, sorting all waste materials, such as lumber, piping, and scraps -of all kinds, and, in general, restoring the sites of the working yards -to their original condition. - - -Concrete Mixing. - -The plant used in mixing the concrete for the land tunnels was pulled -down and re-erected before the concrete work in the river tunnels was -begun. At the New York shaft two new bins for sand and stone were built, -bringing the total capacity up to 950 cu. yd. Two No. 6 Ransome mixers, -driven electrically by 30-h.p. General Electric motors, using current -from the contractor's generators, were set up on a special platform in -the intercepting arch. - -At Manhattan the sand and stone were received from the bins in chutes at -a small hopper built on the permanent upper platform of the intercepting -arch. Bottom-dumping cars, divided by a partition into two portions, -arranged to hold the proper quantities of sand and stone for a 4-bag -batch of concrete, were run on a track on this upper platform, filled -with the proper quantities of sand and stone, and then run back and -dumped into the hoppers of the mixer. After mixing, the batch was run -down chutes into the tunnel cars standing on the track below. The water -was brought in pipes from the public supply. It was measured in barrels -by a graduated scale within the barrels. The water was not put into the -mixer until the sand and stone had all run out of the mixer hopper. The -mixture was revolved for about 1 1/2 min., or about 20 complete -revolutions. - -At Weehawken Shaft the mixing plant was entirely rebuilt. Four large -bins, two for sand and two for stone, were built in the shaft. Together, -they held 430 cu. yd. of stone and 400 cu. yd. of sand. The sand and -stone were dumped directly into the bins from the cars on the trestle -which ran from the wharf to the shaft. The materials were run through -chutes directly from the bins to the hoppers of the mixers, where they -were measured. Two No. 6 Ransome mixers, electrically driven, were used -here, as at New York, and, as there, the water was led into measuring -tanks before being let into the mixer. - -The quantity of water used in the various parts of the concrete -cross-section, for a 4-bag batch consisting of 1 bbl. (380 lb.) of -cement, 8.75 cu. ft. of sand, and 17.5 cu. ft. of stone, is given in -Table 31. - -TABLE 31.--QUANTITY OF WATER PER 4-BAG BATCH OF CONCRETE, IN U.S. -GALLONS. - - ==========================+==========+==========+========== - Portion of cross-section. | Maximum. | Minimum. | Average. - --------------------------+----------+----------+---------- - Invert | 40 | 20 | 26 - Duct bench | 36 | 21 | 27 - Arch (excluding key) | 37 | 19 | 25 - Key of arch | 27 | 15 | 20 - Face of bench | 31 | 22 | 27 - ==========================+==========+==========+========== - -The maximum quantities were used when the stone was dry and contained -more than the usual proportion of fine material, the minimum quantity -when the sand was wet after rain. - -The resulting volumes of one batch, for various kinds of stone, are -given in Table 32. - -TABLE 32.--VOLUME OF CONCRETE PER BATCH, WITH VARIOUS KINDS OF STONE. - - ========+===========+================+===========+==================| - | | Resulting | | - | DESCRIPTION OF STONE. |volume per | | - Mixture.|-----------+----------------| barrel of | Remarks. | - | | |cement, in | | - | Passed | Retained on | cubic | | - | screen. | screen. | yards. | | - --------+-----------+----------------+-----------+------------------| - 1:2 1/2:5 | 1 1/2-in. | 3/8-in. | 0.815 | Measured in air | - 1:2 1/2:5 | 2 1/2-in. |Run of crusher. | 0.827 | " " " | - 1:2 1/2:5 | -- |General average.| 0.808[D]|Measured from plan| - 1:2 1/2:5 | 2-in. | 1 1/2-in. | 0.768[E]| " " " | - ========+===========+================+===========+==================| - -[D] Average for whole of River Tunnel section. - -[E] Average from 7,400 cu. yd. in Land Tunnel section. - -The sand used was practically the same for the whole of the river tunnel -section, and was supposed to be equal to "Cow Bay" sand. The result of -the mechanical analysis of the sand is shown on Plate XLVI. The stone -was all trap rock. For the early part of the work it consisted of stone -which would pass a 2-in. ring and be retained on a 1 1/2-in. ring, in -fact, the same as used for the land tunnels. This was found to be too -coarse, and for a time it was mixed with an equal quantity of fine -gravel or fine crushed stone. As soon as it could be arranged, -run-of-crusher stone was used, everything larger than 2 1/2 in. being -excluded. About three-quarters of the river tunnel concrete was put in -with run-of-crusher stone. The force was: - -_At Manhattan._ - - 1 Foreman @ $3.00 per shift - 4 Men on sand and stone cars " 1.75 " " - 4 Men handling cement " 1.75 " " - 2 Men dumping mixers " 1.75 " " - -_At Weehawken._ - - 1 Foreman @ $3.00 per shift - 2 Men hauling cement " 1.75 " " - 2 Men dumping mixers " 1.75 " " - -The average quantity of concrete mixed per 10-hour shift was about 117 -batches, or about 90 cu. yd. The maximum output of one of the mixers was -about 168 batches, or 129 cu. yd. per 10-hour shift. - - -Transportation. - -_Surface Transportation._--At Manhattan the stone and sand were received -in scows at the wharf on the river front. For the first part of the -work, the wharf at 32d Street and North River was used, and while that -was in use the material was unloaded from the scows into scale-boxes by -a grab-bucket running on an overhead cable, and then teamed to the -shaft. For the latter part of the work, the wharf used was at 38th -Street and North River, where facilities for unloading were given to the -contractor by the Pennsylvania Railroad Company which was the permanent -lessee of the piers. The material was unloaded into scale-boxes by a -grab-bucket operated by a derrick, and teamed to the shaft. When the -scale-boxes arrived at the shaft they were lifted from the trucks by -derricks and dumped into the bins. - -At Weehawken all the stone and sand, with the exception of the stone -crushed on the work, was received by water at the North slip. Here it -was unloaded by a 2-cu. yd. grab-bucket and dumped into 3-cu. yd. -side-tipping cars, which were hauled by a small steam locomotive over -the trestle to the shaft, where they were dumped directly into the bins. - -Before beginning the concrete lining, the 2-ft. gauge railway, which had -been used for the surface transportation during the driving of the -iron-lined tunnels, was taken up and replaced by a 3-ft. gauge track -consisting largely of 30-lb. rails. The cars were 3-cu. yd. -side-dumping, with automatic swinging sides. Two steam locomotives which -were being stored at Weehawken (part of the plant from another -contract), were used for hauling the cars in place of the electric ones -used with the 2-ft. gauge railway. - -_Tunnel Transport._--The track used in the tunnel was of 2-ft. gauge, -laid with the 20-lb. rails previously used in driving the iron-lined -tunnels. The mining cars (previously mentioned in describing the driving -of the iron-lined tunnels) were used for transporting the invert -concrete, although, for most of the work, dumping buckets carried on -flat cars were used. Several haulage systems were considered for this -work, but not one of them was thought to be flexible enough to be used -with the constantly changing conditions, and it was eventually decided -to move all the cars by hand, because, practically all the work being -down grade, the full cars could be run down by gravity and the empty -ones pushed back by hand. Two men were allotted to each car, and were -able to keep the traffic moving in a manner that would have been perhaps -impossible with any system of mechanical haulage. This system was -apparently justified by the results, for the whole cost of the tunnel -transport, over an average haul of about 2,000 ft., was only about 50 -cents per cu. yd., which will be found to compare favorably with -mechanical haulage on similar work elsewhere, provided full allowance is -made for the use of the plant and power. - -_Force Employed._--The average force employed on transport, both on the -surface and in the tunnel, is shown in Table 33. - - -Costs. - -During the work, careful records of the actual cost to the contractor of -carrying out this work were kept by the Company's forces; these costs -include all direct charges, such as labor and materials, and all -indirect charges such as head office, plant depreciation, insurance, -etc., but do not include the cost of any financing, of which the Company -had no information. - -TABLE 33.--AVERAGE FORCE PER SHIFT FOR TRANSPORTATION IN TWO TUNNELS. - - ========+==================+=====+==========+============+===========+ - Location|Grade |Rate | WORK IN PROGRESS | - | | |----------+------------+-----------+ - | | | Two |Two arches, |Four arches| - | | | inverts |two inverts,| and one | - | | | and two |and two duct| face of | - | | | duct | benches | bench | - | | | benches | | | - --------+------------------+-----+----------+------------+-----------+ - {|Foreman |$3.00| 2 | 2 | 2 | - Tunnel {|Laborer | 1.75| 24 | 28 | 70 | - {|Switchmen | 2.00| | 2 | 2 | - {|Hoisting engineers| 3.00| 2 | 4 | 5 | - {|Foreman | 3.00| 1 | 1 | 2 | - Surface{|Laborers | 1.75| 8 | 8 | 15 | - {|Teams | 6.50| 1 | 1 | 2 | - ========+==================+=====+==========+============+===========+ - - -Field Engineering Staff. - -The field staff may be considered as divisible into five main divisions: - - (_A_).--Construction, including alignment, - - (_B_).--Cost records, - - (_C_).--Testing of cement and other materials of construction, - - (_D_).--Photography, - - (_E_).--Despatch-boat service. - -(_A_).--_Construction_ (_Inspection and Alignment_) _Staff._--A -comparatively large staff was maintained by the Company, and to this two -causes contributed. In the first place, the contractor maintained no -field engineering staff, because, early in the proceedings, it was -arranged that the Company would carry out all this work, and thus avoid -the overlapping, confusion, and lack of definite responsibility which -often ensues when two engineering forces are working over the same -ground. Even had the contractor maintained an engineering force, it -would have been necessary for the Company to check most of the -contractor's work. - -In the second place, this work gave rise to a number of special surveys, -tests, borings, and observations of various kinds, most of which were -kept up as a part of the regular routine work, and this necessitated a -staff. Also, for a whole year, active progressive work was at a -standstill while the pile tests were going on. - -(_B_).--_Cost Records Staff._--A distinct feature was made of keeping as -accurately as possible detailed records of the actual cost to the -contractor of carrying out the work. A small staff of clerks, retained -solely for this purpose, tabulated and recorded the information -furnished by the members of the construction staff. About $12,000, -altogether, was spent in salaries in this department, and it may be -considered an extremely wise investment, for, not only is the -information thus obtained of great value and interest in itself, but it -also puts the Company in an excellent position should any claim or -discussion arise with the contractor. - -(_C_).--_Cement-Testing Department._--As the Company furnished the -cement to the contractor, it became incumbent to make careful tests of -the quality. A cement-testing laboratory was established at the -Manhattan Shaft offices, under the charge of a cement inspector who was -furnished with assistants for sampling, shipping, and testing cement. -All materials used on the work, such as bricks, sand, stone, -water-proofing, etc., were tested here, with the exception of metals, -which were under the charge of a metal inspector reporting directly to -the head office. This department cost about $10,000 for salaries and -$3,000 for apparatus and supplies, or about $13,000, in all. - -There were 800,000 bbl. of cement tested, and samples from 2,100,000 -brick. A large amount of useful information has resulted from the work -of this laboratory. - -(_D_).--_Photography._--It was desired to keep a complete photographic -record of the progress of the work, and therefore a photographer was -appointed, with office room at the Manhattan Shaft. The photographer -took all the progress photographs on the work of the North River -Division, made photographic reductions of all drawings and plans, made -lantern slides of all negatives of a more important nature, and, in -addition, during the period of compressed air, analyzed the samples of -compressed air, brought into the office for the purpose, for the amount -of CO_{2} present. About $8,000 was spent on this department. - -(_E_).--_Despatch-Boat Service._--To provide access to the New Jersey -side, a despatch boat was purchased. This boat was at first (June, 1904) -chartered, and in May, 1905, was bought outright, and ran on regular -schedules, day and night. It continued in the service until April, -1909, when it was given up, as the tunnels were so far completed that -they provided easy access to New Jersey. The cost of the boat -(second-hand) was about $3,000. It was then thoroughly overhauled and -the cabin remodeled. The monthly cost, when working a 12-hour shift, was -$270 for manning, $65 for supplies, and $64 for coal. On two 12-hour -shifts, the monthly cost was $533 for manning, $100 for supplies, and -$96 for coal. About 100,000 passengers were carried during the boat's -period of service, and the total cost was about $37,500. - -For the major part of the period embraced by this paper, B. H. M. -Hewett, M. Am. Soc. C. E., served as General Resident Engineer, in -charge of the Field Work as a whole. - -W. L. Brown, M. Am. Soc. C. E., was at first Resident Engineer of the -work constructed from the Manhattan Shaft, while H. F. D. Burke, M. Am. -Soc. C. E., was Resident Engineer of the work constructed from the -Weehawken Shaft. After the meeting of the shields, Mr. Burke left to -take up another appointment, and from that time Mr. Brown acted as -Resident Engineer. - -It may be said, without reflecting in any way on the manufacturers, that -the high standard of all the metal materials also testified to the -efficient inspection conducted under the direction of Mr. J. C. -Naegeley. - -It is impossible to close this brief account of these tunnels without -recording the invaluable services at all times rendered by the members -of the Company's field staff. Where all worked with one common aim it -might seem invidious to single out names, but special credit is due to -the following Assistant Engineers: Messrs. H. E. Boardman, Assoc. M. Am. -Soc. C. E., W. H. Lyon, H. U. Hitchcock, E. R. Peckens, H. J. Wild, -Assoc. M. Am. Soc. C. E., J. F. Sullivan, Assoc. M. Am. Soc. C. E., and -R. T. Robinson, Assoc. M. Am. Soc. C. E. Mr. C. E. Price was in charge -of the cement tests throughout the entire period, and brought to his -work not only ability but enthusiasm. Mr. H. D. Bastow was in charge of -the photographic work, and Mr. A. L. Heyer of the cost account records, -in which he was ably seconded by Mr. A. P. Gehling, who, after Mr. -Heyer's departure, finished the records and brought them into their -final shape. The organization of the Company's field engineering staff -is shown graphically by Fig. 24. - -FIELD ORGANIZATION OF THE O'ROURKE ENGINEERING CONSTRUCTION COMPANY FOR -THE BUILDING OF THE PENNSYLVANIA RAILROAD TUNNELS INTO NEW YORK -CITY--NORTH RIVER DIVISION. SECTIONS GY EAST, GY WEST SUPPLEMENTARY, GY -WEST, AND CO. - - - GENERAL SUPERINTENDENT. - | - +------------------------+-------+--+ - | | | - (General, Surface and Office) (Excavation | - ---------------+------------- of Land | - | Tunnels) | - ASSISTANT GENERAL SUPERINTENDENT | | - | GENERAL | - | ROCK SUPT | - +------------+------------+ | | - | | | Tunnel | - FIELD SURFACE DESPATCH Supts | - OFFICE BOAT Tunnel | - Foreman | - Civil Head Captain Foremen | - Engineer Carpenter Engineer Timbermen | - Inspectors Foreman Deck Hands Timbermen | - Bookkeepers Carpenter Timbermen's | - Paymaster Carpenters Helpers | - Head Carpenters' Foremen | - Storekeeper Helpers Drillers | - Storekeepers Blacksmiths Drillers | - Timekeepers Blacksmiths' Foremen | - Telephone Helpers Muckers | - Operators Foreman Pipe Fitters | - Office Boys Laborers Pipe Fitters' | - Messengers Laborers Helpers | - Janitors Disposal Electricians | - Trimmers Hoist | - Teamsters Engineers | - Signalmen | - Muckers | - Nippers | - Water Boys | - | - | - -------------+--------+-------------------------+--------+----------+ - | | | | - (Shield Tunnel Driving) (Masonry (Power (Medical - | Lining-Rock Plant) Supervision) - GENERAL TUNNEL SUPERINTENDENT and River | | - | Tunnels) MASTER CHIEF MED - ASSISTANT SUPERINTENDENTS | MECHANIC OFFICER - | | | | | | | - +--------+------------+---------+ | Foreman | - EXCAVATION | | GENERAL | Electrician | - | IRON LINING CAULKING AND | | Electricians | - General | GRUMMETING | | Engineers | - Foremen Foremen | Pipefitters | Foreman Resident - Foremen Erector Foremen Pipefitters' | Machinist Doctor - Drillers Runners Caulkers Helpers | Machinists - Drillers Ironmen Grummeters Electricians | Machinists' - Powdermen Boltmen Electricians'| Helpers - Foremen Helpers | Firemen - Timbermen Trackmen | Oilers - Timbermen Lockmen | Pumpmen - Foremen Transport | Hoist Engineers - Muckers Foreman | Signalmen - Muckers Transport | - Shieldmen Laborers | - Laborers Watchmen | - Nippers | - Water Boys | - GENERAL CONCRETE SUPERINTENDENT - | - TUNNEL SUPERINTENDENTS - | - +-----------+------------+----------------++-----------+ - | | | | | - CONCRETE BRICKWORK DUCTS WATER-PROOFING GENERAL - - Foremen Foremen Foremen Foremen Pipefitters - Carpenters Bricklayers Duct-layers Waterproofers Pipefitters' - Carpenters' Bricklayers' Helpers - Helpers Laborers Electricians - Mixer Carpenters Electricians' - Foremen Carpenters' Helpers - Mixer Helpers Transport - Laborers Foremen - Concrete Transport - Laborers Laborers - Watchmen - - FIG. 24. - -_Contractor's Organization._--The contracting firm which did the work -described in this paper was the O'Rourke Engineering Construction -Company, of New York City. The President of this Company was John F. -O'Rourke, M. Am. Soc. C. E., the Vice-President was F. J. Gubelman, -Assoc. M. Am. Soc. C. E. The General Superintendent was Mr. George B. -Fry, assisted by J. F. Sullivan, Assoc. M. Am. Soc. C. E. The duties of -General Tunnel Superintendent fell to Mr. Patrick Fitzgerald. The -generally pleasant relations existing between the Company and the -contractor's forces did much to facilitate its execution. - -The organization of the Contractor's field staff is shown on Fig. 25. - -PENNSYLVANIA TUNNEL AND TERMINAL RAILROAD COMPANY. NORTH RIVER DIVISION. - -SECTIONS GY EAST, GY WEST SUPPLEMENTARY, GY WEST, GJ, AND I, _I. E._, -FROM 10TH AVENUE, MANHATTAN, TO THE WEEHAWKEN SHAFT, FIELD ENGINEERING -STAFF ORGANIZATION. - - GENERAL RESIDENT ENGINEER - | - +-----------------+------------+------------+---------+----+ - | | | | | | - (Material Testing) (Photography) | (Cost Records) |(Office) - Cement Inspector Photographer | Recording Clerk | Clerks - Asst Cement | Asst Recording |Messengers - Inspectors | Clerks | - (Construction) | - | (Despatch Boat) - +----------------+ Captain - | Engineers - RESIDENT ENGINEERS Deckhands - (Two during driving of Shield-driven Messengers - Tunnels, and one subsequently.) - | - +---------------------+---+------------------+ - | | | - (Inspection) (Alignment) (Office) - Assistant Engineers Assistant Engineers Draftsmen - Chief Tunnel Chiefs of Parties Field Office - Inspector Instrumentmen Clerks - Tunnel Inspectors Rodmen Cement - Surface Inspectors Chainmen Warehousemen - Clerks Laborers Janitors - - FIG. 25 - -In conclusion, the writers cannot forego the pleasure of expressing -their deep obligation to Samuel Rea, M. Am. Soc. C. E., as representing -the Management of the Company, to the Chief Engineer, Charles M. Jacobs, -M. Am. Soc. C. E., and to James Forgie, M. Am. Soc. C. E., Chief -Assistant Engineer, for their permission to write this paper, and also -to all the members of the field office staff for their great and -unfailing assistance in its preparation. - - - - - -End of the Project Gutenberg EBook of Transactions of the American Society -of Civil Engineers, Vol. LXVIII, Sept. 1910, by B. H. M. Hewett and W. L. 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