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diff --git a/17302-h/17302-h.htm b/17302-h/17302-h.htm new file mode 100644 index 0000000..2faf3c1 --- /dev/null +++ b/17302-h/17302-h.htm @@ -0,0 +1,1911 @@ +<!DOCTYPE html PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" + "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> + +<html xmlns="http://www.w3.org/1999/xhtml"> + <head> + <meta http-equiv="Content-Type" content="text/html;charset=iso-8859-1" /> + <title> + The Project Gutenberg eBook of THE NEW YORK TUNNEL EXTENSION OF THE +PENNSYLVANIA RAILROAD, by B.F. Cresson, Jr. + </title> + <style type="text/css"> +/*<![CDATA[ XML blockout */ +<!-- + p { margin-top: .75em; + text-align: justify; + margin-bottom: .75em; + } + h1,h2,h3,h4,h5,h6 { + text-align: center; /* all headings centered */ + clear: both; + } + hr { width: 33%; + margin-top: 2em; + margin-bottom: 2em; + margin-left: auto; + margin-right: auto; + clear: both; + } + + table {margin-left: auto; margin-right: auto;} + + body{margin-left: 10%; + margin-right: 10%; + } + + a {text-decoration: none;} + + img {border: none;} + + .pagenum { /* uncomment the next line for invisible page numbers */ + /* visibility: hidden; */ + position: absolute; + left: 92%; + font-size: smaller; + text-align: right; + color: gray; + background-color: inherit; + } /* page numbers */ + + .sectionh {text-align: center; font-variant: small-caps;} + .center {text-align: center;} + .smcap {font-variant: small-caps;} + .u {text-decoration: underline;} + + .caption {font-variant: small-caps;} + + .figcenter {margin-left: auto; margin-bottom: 2em; margin-top: 2em; + margin-right: auto; text-align: center; font-weight: bold;} + + .footnotes {border: dashed 1px;} + .footnote {margin-left: 10%; margin-right: 10%; font-size: 0.9em;} + .footnote .label {position: absolute; right: 84%; text-align: right;} + .fnanchor {vertical-align: super; font-size: .8em; text-decoration: none;} + + // --> + /* XML end ]]>*/ + </style> + </head> +<body> + + +<pre> + +The Project Gutenberg EBook of Transactions of the American Society of +Civil Engineers, vol. LXVIII, Sept. 1910, by B.F. Cresson, Jr + +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 Terminal Station - West + +Author: B.F. Cresson, Jr + +Release Date: December 13, 2005 [EBook #17302] + +Language: English + +Character set encoding: ISO-8859-1 + +*** START OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + + + + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at https://www.pgdp.net + + + + + + +</pre> + + + +<p><span class='pagenum'><a name="Page_303" id="Page_303">[303]</a></span></p> + + +<h2>AMERICAN SOCIETY OF CIVIL ENGINEERS</h2> + +<h3>INSTITUTED 1852</h3> + +<hr style="width: 45%;" /> + +<h1>TRANSACTIONS</h1> + +<hr style="width: 35%;" /> + +<h3>Paper No. 1156</h3> + +<hr style="width: 45%;" /> + +<h1>THE NEW YORK TUNNEL EXTENSION OF THE +PENNSYLVANIA RAILROAD.</h1> + +<h1>THE TERMINAL STATION-WEST.<a name="FNanchor_A_1" id="FNanchor_A_1"></a><a href="#Footnote_A_1" class="fnanchor">[A]</a></h1> + +<h2><span class="smcap">By B.F. Cresson, Jr., M. Am. Soc. C.E.</span></h2> + +<hr style="width: 45%;" /> + +<p><i>Location of Work.</i>—The area covered by the work of the Terminal +Station-West is bounded as follows: By the east line of Ninth +Avenue; by the south side of 31st Street to a point about 200 ft. +west of Ninth Avenue; by a line running parallel to Ninth Avenue +and about 200 ft. therefrom, from the south side of 31st Street to +the boundary line between the 31st and 32d Street properties; by this +line to the east line of Tenth Avenue; by the east line of Tenth +Avenue to the boundary line between the 32d and 33d Street properties; +by this line to the east line of Ninth Avenue. The area is approximately +6.3 acres.</p> + +<p><i>House-Wrecking.</i>—The property between Ninth and Tenth Avenues +was covered with buildings, 94 in number, used as dwelling and apartment +houses and church properties, and it was necessary to remove +these before starting the construction. Most of the property was bought +outright by the Railroad Company, but in some cases condemnation +proceedings had to be instituted in order to acquire possession. In the +case of the property of the Church of St. Michael, fronting on Ninth +Avenue, 31st and 32d Streets, the Railroad Company agreed to purchase +a plot of land on the south side of 34th Street, west of Ninth<span class='pagenum'><a name="Page_304" id="Page_304">[304]</a></span> +Avenue, and to erect thereon a church, rectory, convent, and school, +to the satisfaction of the Church of St. Michael, to hand over these +buildings in a completed condition, and to pay the cost of moving +from the old to the new buildings, before the old properties would be +turned over to the Railroad Company.</p> + +<p>The house-wrecking was done by well-known companies under contract +with the Railroad Company. These companies took down the +buildings and removed all the materials as far as to the level of the +adjacent sidewalks. The building materials became the property of +the contractors, who usually paid the Railroad Company for the +privilege of doing the house-wrecking. The work was done between +April and August, 1906, but the buildings of the Church of St. Michael +were torn down between June and August, 1907.</p> + +<p>The bricks were cleaned and sold directly from the site, as were +practically all the fixtures in the buildings. The stone fronts were +broken up and left on the premises. Some of the beams were sold on +the premises, but most of them were sent to the storage yards. Some +of the lath and smaller timber was sold for firewood, but most of it +was given away or burned on the premises.</p> + +<p><i>Contracts and Agreements.</i>—The main contract, awarded to the +New York Contracting Company-Pennsylvania Terminal on April +28th, 1906, included about 502,000 cu. yd. of excavation (about 90% +being rock), 17,820 cu. yd. of concrete walls, 1,320,000 lb. of structural +steel, 638,000 ft., B.M., of framed timber, etc., etc.</p> + +<p>This contract was divided into two parts: "Work In and Under +Ninth Avenue" and "Work Between Ninth and Tenth Avenues," and +unit prices were quoted for the various classes of work in each of +these divisions. The prices quoted for excavation included placing +the material on scows supplied by the Railroad Company at the pier +at the foot of West 32d Street, on the North River; there was a clause +in the contract, however, by which the contractor could be required to +make complete disposal of all excavated material at an additional unit +price, and this clause was enforced on January 1st, 1909, when about +94% of the excavation had been done.</p> + +<p>For the purpose of disposing of the excavated material in the +easterly portion of the Terminal, the New York Contracting Company-Pennsylvania +Terminal had excavated under Ninth Avenue a cut which +came to the grade of 32d Street about midway between Ninth and<span class='pagenum'><a name="Page_305" id="Page_305">[305]</a></span> +Tenth Avenues, and a trestle was constructed from this point over +Tenth Avenue and thence to the disposal pier at the foot of West 32d +Street.</p> + +<p>On May 11th, 1906, the work of excavation was commenced on the +east side of Ninth Avenue, and on July 9th, 1906, on the south side +of 31st Street, between Ninth and Tenth Avenues. From the beginning, +the excavation was carried on by day and night shifts, except +on Sundays and holidays, until January, 1909, except that during the +period from November, 1907, to October, 1908, the night shift was +discontinued.</p> + +<p><i>Geology.</i>—The rock encountered may be classed as "gneiss"; its +character varied from granite to mica schist. It was made up of +quartz, feldspar, and mica, and there were also some isolated specimens +of pyrites, hornblend, tourmaline, and serpentine. On the south side +of the work, just west of Ninth Avenue, there were excellent examples +of "contortions" of veins of quartz in the darker rock. On the east +side of Ninth Avenue, near the north end of the work, glacial marks +were found on the rock surface. The general direction of the stratification +was north 5° west, and the general incline about 60° with the +horizontal. As a rule, the rock broke sharply along the line of stratification. +On the south side it broke better than on the north side, where +it was usually softer and more likely to slide; and this, together with +the fact that in winter it was subject to alternate freezing and thawing +and in summer to the direct rays of the sun, made it rather difficult to +get a good foundation for the retaining walls.</p> + + +<p class="sectionh">Work In and Under Ninth Avenue.</p> + +<p><i>General Description.</i>—The work involved the excavation of about +375 ft. of the full width of Ninth Avenue to an average depth of +about 58 ft., and the construction over this area of a steel viaduct, the +deck of which was about 24 ft. below the surface, for the ultimate +support of the Ninth Avenue structures.</p> + +<p>The following estimated quantities appear in the contract: Excavation +of rock, 72,600 cu. yd.; excavation of all materials except rock, +9,300 cu. yd.; concrete (1:3:6) in abutments, etc., 1,680 cu. yd.; +timber, 504,000 ft., B.M.; structural steel, 1,320,000 lb., etc.</p> + +<p>While this excavation was being done it was necessary to support +and maintain the three-track elevated railway structure of the Interborough<span class='pagenum'><a name="Page_306" id="Page_306">[306]</a></span> +Rapid Transit Company, of which 18 columns, or a length of +about 340 ft., were affected, the two-track surface railway structure +of the New York City Railway Company, and various pipes, sewers, +and conduits, and to maintain all surface vehicular and pedestrian +traffic. All structures were left in place with the exception of the +pipes, most of which were temporarily cut out. The 48-in. brick sewer +in the center of Ninth Avenue was broken, and the sewage was pumped +across the excavation through a smaller pipe.</p> + +<p>The general method adopted was as follows: The east and west +sides of the avenue were closed, vehicular traffic was turned into the +center, and a trestle for pedestrians was constructed west of the westerly +elevated railway columns. All structures were then supported +on transverse girders, running across the avenue, below the surface, +and these rested on concrete piers on the central rock core. The sides +of the avenue were then excavated to sub-grade, and the permanent +steel viaduct was erected on both sides of the avenue as close as +possible to the central rock core. The weight of all structures was +then transferred to the permanent steel viaduct, erected on the sides +of the avenue, by timber bents under the transverse girders resting on +the permanent steel viaduct, and all weight was thus taken off the +central rock core. This core was then excavated to sub-grade, the +permanent viaduct was completed, and all structures were placed on +its deck, using concrete piers and timber bents.</p> + +<p>The design and erection of the permanent steel viaduct and the +permanent foundations on its deck were done under another contract, +apart from the North River Division work, and are not described in +this paper.</p> + +<p><i>Elevated Railway Structure of the Interborough Rapid Transit +Company.</i>—The Ninth Avenue Elevated Railway was built between +1877 and 1880 as a two-track structure, the design being such as to +permit a third or central track to be added later, and this was built +in 1894. It is supported on columns under the outside tracks, about +43 ft. from center to center longitudinally and 22 ft. 3 in. from center +to center transversely, the central track being carried by transverse +girders between the columns.</p> + +<p>The columns carrying the structure are of fan top design, with the +points of bearing near the extremities at the top; each of the outside +tracks is supported on two longitudinal latticed girders and the central +<span class='pagenum'><a name="Page_307" id="Page_307">[307]</a></span>track on two plate girders; between the columns, transverse girders +are spliced to the outside track cross-frames, and carry the central +track system. It was not thought desirable to put brackets on the +columns near the street level to support the structure temporarily, and, +as there is an expansion joint at each column, and as the transverse +girders carrying the central track system are not rigidly attached to +the longitudinal girders carrying the outside tracks, the central track +could not be supported by supporting the outside tracks; therefore, +independent supports for each track, in the form of overhead girders, +had to be provided. The columns rest on brick piers, each having four +2-in. anchor-bolts. The brick foundations on the west side are wide +in order to allow a 24-in. water main to pass directly beneath the +columns. The foundations are usually on rock.</p> + +<div class="figcenter" style="width: 590px;"> +<img id="plate47_fig1" src="images/p47f1.jpg" width="590" height="465" +alt="Plate XLVII, Fig. 1.— TW 4, P.N.Y. & L.I.R.R. Terminal Station West. View of 9th Ave. looking Northwest from 32nd Street, prior to commencement of work. April 23, 06." +title="Plate XLVII, Fig. 1.— TW 4, P.N.Y. & L.I.R.R. Terminal Station West. View of 9th Ave. looking Northwest from 32nd Street, prior to commencement of work. April 23, 06." /> +<span class="caption">Plate XLVII, Fig. 1.— TW 4, P.N.Y. & L.I.R.R. Terminal Station West. View of 9th Ave. looking Northwest from 32nd Street, prior to commencement of work. April 23, 06.</span> +</div> + +<div class="figcenter" style="width: 577px;"> +<img id="plate47_fig2" src="images/p47f2.jpg" width="577" height="449" +alt="Plate XLVII, Fig. 2.— TW 17, P.N.Y. & L.I.R.R. Terminal Station West. View of East side of 9th Ave. looking North from a point 100 feet south of 33rd St. showing condition of work. July 23, 06." +title="Plate XLVII, Fig. 2.— TW 17, P.N.Y. & L.I.R.R. Terminal Station West. View of East side of 9th Ave. looking North from a point 100 feet south of 33rd St. showing condition of work. July 23, 06." /> +<span class="caption">Plate XLVII, Fig. 2.— TW 17, P.N.Y. & L.I.R.R. Terminal Station West. View of East side of 9th +Ave. looking North from a point 100 feet south of 33rd St. showing condition of work. July 23, 06.</span> +</div> + +<div class="figcenter" style="width: 578px;"> +<img id="plate47_fig3" src="images/p47f3.jpg" width="578" height="448" +alt="Plate XLVII, Fig. 3.— TW 25, P.N.Y. & L.I.R.R. Terminal Station West. View showing permanent and temporary supports of 9th Ave. Structures, looking Northwest from 31st. St. April 24, 07." + title="Plate XLVII, Fig. 3.— TW 25, P.N.Y. & L.I.R.R. Terminal Station West. View showing permanent and temporary supports of 9th Ave. Structures, looking Northwest from 31st. St. April 24, 07." /> +<span class="caption">Plate XLVII, Fig. 3.— TW 25, P.N.Y. & L.I.R.R. Terminal Station West. View showing permanent and temporary supports of 9th Ave. Structures, looking Northwest from 31st. St. April 24, 07.</span> +</div> + +<div class="figcenter" style="width: 577px;"> +<img id="plate47_fig4" src="images/p47f4.jpg" width="577" height="450" +alt="Plate XLVII, Fig. 4.— TW 28, P.T. & T.R.R. Co. Terminal Station West. East side of 9th Avenue, North of 32nd St. looking West, showing rock excavation and supports of 9th Avenue structures. Aug. 17, 07." +title="Plate XLVII, Fig. 4.— TW 28, P.T. & T.R.R. Co. Terminal Station West. East side of 9th Avenue, North of 32nd St. looking West, showing rock excavation and supports of 9th Avenue structures. Aug. 17, 07." /> +<span class="caption">Plate XLVII, Fig. 4.— TW 28, P.T. & T.R.R. Co. Terminal Station West. East side of 9th Avenue, North of 32nd St. looking West, showing rock excavation and supports of 9th Avenue structures. Aug. 17, 07.</span> +</div> + +<p><a href="#plate47_fig1">Fig. 1, Plate XLVII</a>, shows the elevated railway structure and the +street surface prior to the commencement of the work.</p> + +<p>The east track is used for north-bound local trains, the west track +for south-bound local trains, and the central track for south-bound +express trains between 7 and 9.30 <span class="smcap">a.m.</span> and for north-bound express +trains between 2.30 and 7 <span class="smcap">p.m.</span> It is said that an average of 90,000 +passengers are carried over this structure every 24 hours.</p> + +<p><i>Surface Railway Structure of the New York City Railway Company.</i>—This +is an electric surface railway of the ordinary type, the +rail and slot being bedded in concrete, with cast-iron yokes every 5 ft. +There are manholes every 100 ft., and cleaning-out holes every 15 ft. +Power conduits are bedded in the concrete on the east side of the +east track.</p> + +<p><i>Forty-eight-Inch Brick Sewer.</i>—This sewer was in the center of +Ninth Avenue, with the invert about 12 ft. below the surface, and +manholes about 100 ft. apart, and had to be abandoned in this position +to allow the transverse girders to be put in place to carry all structures +while the excavation was being done.</p> + +<p><i>Twenty-four-Inch Cast-Iron Water Main.</i>—This water main was +laid under the west elevated railway columns, with its top about 3 ft. +below the surface, a space being left for it in the brick foundations, +and a large column base casting being used to span it. Valves were +installed, one north of 33d Street and one south of 31st Street, prior +to excavating near the pipe, so that if it was broken the water could +be shut off promptly.</p> + +<p><span class='pagenum'><a name="Page_308" id="Page_308">[308]</a></span></p><p><i>Street Surface.</i>—It was the original intention to close and excavate +the east side of the avenue and to erect there a street-traffic trestle +before closing the west side, but, at the contractor's request, both sides +were closed, and all vehicular traffic was turned into the center. A +light trestle on the west side of the avenue provided for pedestrian +traffic.</p> + +<p><i>Other Sub-surface Structures.</i>—There were various gas mains, +water mains, electric conduits, manholes, hydrants, etc., in the avenue, +and most of these were cut out temporarily, at the contractor's request, +to be replaced subsequently.</p> + +<p><i>Supports for Elevated Railway Structure.</i>—As stated previously, +the central track had to be supported independently.</p> + +<p>The overhead girders, known as girders "B", were therefore designed +as shown on <a href="#fig_01">Fig. 1</a>, and put in place as shown on <a href="#fig_02">Figs. 2</a> and <a href="#fig_03">3</a>. +The outside tracks were blocked directly on these girders, and the +central track was supported by blocking up the transverse girders on +I-beams placed between the girders "B"; and no blocking was placed +between the girders "B" and the longitudinal girders carrying the +central track. The weight on each column was assumed to be +172,000 lb.</p> + + +<div id="Page_309" class="figcenter" style="width: 541px;"> +<a href ="images/fig01.png"> +<img id="fig_01" src="images/fig01tn.png" width="541" height="361" alt="DETAILS OF STEEL GIRDERS, ETC. SUPPORTING NINTH AVENUE STRUCTURES" title="DETAILS OF STEEL GIRDERS, ETC. SUPPORTING NINTH AVENUE STRUCTURES" /> +<span class="caption">Fig. 1.</span> (full page image)<br /> +DETAILS OF STEEL GIRDERS, ETC. SUPPORTING NINTH AVENUE STRUCTURES +</a> +</div> + +<p><i>Supports for Surface Railway Structure.</i>—A uniform load of +3,000 lb. per lin. ft. of single track, with the weight of a car at +39,000 lb., was assumed. Several feet of earth, between the structure +and the rock, were mined out, and the structure was supported on +I-beams and posts, and ultimately on the transverse girders by using +timber bents under the I-beams, as shown on <a href="#fig_03">Fig. 3</a>.</p> + +<p><i>Water Mains and Sewer.</i>—Cradles were designed for the support +of the 48-in. and 24-in. water mains, resting on the transverse girders, +and the 48-in. cast-iron sewer on the east side of the avenue was carried +on I-beams bracketed to the ends of the transverse girders, as shown +on <a href="#fig_01">Figs. 1</a> and <a href="#fig_02">2</a>.</p> + +<div id="Page_311" class="figcenter" style="width: 510px;"> +<a href ="images/fig02.png"> +<img id="fig_02" src="images/fig02tn.png" width="510" height="354" alt="METHOD OF SUPPORTING ELEVATED RAILWAY STRUCTURE" title="METHOD OF SUPPORTING ELEVATED RAILWAY STRUCTURE" /> +<span class="caption">Fig. 2.</span> (full page image)<br /> +METHOD OF SUPPORTING ELEVATED RAILWAY STRUCTURE +</a> +</div> + +<div id="Page_312" class="figcenter" style="width: 529px;"> +<a href ="images/fig03.png"> +<img id="fig_03" src="images/fig03tn.png" width="529" height="363" alt="METHOD OF SUPPORTING TRACKS OF NEW YORK CITY RAILWAY CO." title="METHOD OF SUPPORTING TRACKS OF NEW YORK CITY RAILWAY CO." /> +<span class="caption">Fig. 3.</span> (full page image)<br /> +METHOD OF SUPPORTING TRACKS OF NEW YORK CITY RAILWAY CO. +</a> +</div> + +<p><i>Girders "C."</i>—The transverse girders below the street surface, +referred to above, were known as girders "C," and they were put in +place at first resting on concrete piers on the central core; the weight +of all structures was placed on them while the sides of the avenue +were being excavated, and the sides of the viaduct were being built. +The ends of these girders were then picked up on the sides of the +viaduct, and, spanning the central rock core, carried all structures +<span class='pagenum'><a name="Page_310" id="Page_310">[310]</a></span>while the core was being excavated and the viaduct completed. New +foundations were then placed on the deck of the viaduct to carry all +structures.</p> + +<p>Fifty-four of these girders were required, each weighing about +19,000 lb. The bents carrying the ends of these girders on the sides +of the viaduct are shown on <a href="#fig_02">Fig. 2</a>. They were of long-leaf yellow +pine. These girders were located so that a cradle could be laid on them +east of the elevated railway structure to carry a proposed 48-in. cast-iron +water main.</p> + +<p><i>Girders "B."</i>—Eighteen of these girders were required, each weighing +about 6,000 lb. The timber bents supporting these girders, shown +on <a href="#fig_02">Fig. 2</a>, were of long-leaf yellow pine.</p> + +<p>The total weight, including the elevated railway structure, surface +railway structure, pipes, etc., supported during the work, amounted to +about 5,000 tons.</p> + +<p><i>Details of the Work.</i>—The method in general is shown on <a href="#fig_04">Figs. +4</a> and <a href="#fig_05">5</a>. At first the east side of the avenue was closed and excavated +down to rock, the earth was mined out under alternate yokes of the +surface railway structure, and temporary posts were placed under the +yokes to support the structure while the remainder of the earth was +being removed. Then needle-beams and posts were placed under +each yoke. The concrete forming the track structure was then enclosed +with planking to prevent it from cracking and falling. I-beams +were then placed under the needle-beams carrying the structures, and +these were carried on posts; they were changed alternately until the +excavation had been taken out to a depth of about 16 ft. below the +surface. In placing these I-beams, heavier blocking was used in the +center of the span than at the ends where the bents would come, to +prevent the subsidence of the track owing to the sag in the I-beams. +As much excavation, to a depth of about 20 ft., was taken out adjoining +the elevated railway foundations as could be done with safety. +<a href="#plate47_fig2">Fig. 2, Plate XLVII</a>, shows this condition of the work. The 48-in. +brick sewer was broken, and the sewage was pumped across the +excavation.</p> + +<p>The overhead girders "B" were then put in place, and two of the +girders "C" were used as temporary shoring girders at each column. +These, as shown by <a href="#plate47_fig3">Fig. 3, Plate XLVII</a>, were placed parallel to the +elevated railway, with blocking between them and the girders "B."<span class='pagenum'><a name="Page_315" id="Page_315">[315]</a></span> +Double bents, independent of each other, were placed under the ends +of these temporary shoring girders, and these were braced securely +to prevent possible dislodgment during the removal of the rock. The +weight of the structure was then taken by jacking up the girders +near the bents until the column was lifted off the old foundation; +blocking was put in between the girders and the bents during the jacking, +so that when the jacks were released the base of the column was +still clear of the old foundation. One 80-ton jack was used for this +purpose, and the general method is shown by <a href="#plate52_fig1">Fig. 1, Plate LII</a>.</p> + +<div id="Page_313" class="figcenter" style="width: 529px;"> +<a href ="images/fig04.png"> +<img id="fig_04" src="images/fig04tn.png" width="529" height="363" alt="METHOD OF EXCAVATING NINTH AVENUE PLAN AND ELEVATION SHOWING VARIOUS STAGES OF THE WORK" title="METHOD OF EXCAVATING NINTH AVENUE PLAN AND ELEVATION SHOWING VARIOUS STAGES OF THE WORK" /> +<span class="caption">Fig. 4.</span> (full page image)<br /> +METHOD OF EXCAVATING NINTH AVENUE PLAN AND ELEVATION SHOWING VARIOUS STAGES OF THE WORK +</a> +</div> + +<div id="Page_314" class="figcenter" style="width: 575px;"> +<a href ="images/fig05.png"> +<img id="fig_05" src="images/fig05tn.png" width="575" height="363" alt="METHOD OF EXCAVATING NINTH AVENUE SECTIONS SHOWING VARIOUS STAGES OF WORK" title="METHOD OF EXCAVATING NINTH AVENUE SECTIONS SHOWING VARIOUS STAGES OF WORK" /> +<span class="caption">Fig. 5.</span> (full page image)<br /> +METHOD OF EXCAVATING NINTH AVENUE SECTIONS SHOWING VARIOUS STAGES OF WORK +</a> +</div> + +<p>Temporary raker braces were placed against the structure to prevent +lateral movement. Four sets of these temporary shoring girders +were used in this manner, two sets starting at the north end and two +sets at about the middle of the work, and these sets were moved south +as they were released.</p> + +<p>The columns being thus supported on temporary shoring girders, +the old foundations were removed and the excavation was taken down +to a level about 16 ft. below the surface.</p> + +<p>Two sets of three of the girders "C" were then put in place under +the avenue at each column, each set being placed on four concrete +piers 6 ft. square with spaces of 4 ft. between them, so that the outside +of the outside pier would be 18 ft. from the center of the avenue and +32 ft. from the house line. This is shown on <a href="#fig_05">Fig. 5</a> and on <a href="#plate47_fig3">Fig. 3, +Plate XLVII</a>. Four small piers were used, as they could be more +easily removed than one continuous pier. The girders "C" were set to +line and grade, and the piers were built under them, great care being +taken to get the concrete well under the girders so as to give a firm +bearing.</p> + +<p>After these girders "C" were in place it was necessary to remove +the temporary shoring girders before the bents could be erected on +girders "C" to support girders "B," being in the same plane; and +provision had to be made to support the structure while this was being +done. Therefore, double bents were erected directly beneath the +columns, as shown by <a href="#fig_02">Figs. 2</a>, <a href="#fig_04">4</a>, and <a href="#fig_05">5</a>, and by <a href="#plate47_fig3">Fig. 3, Plate XLVII</a>. +These were built with their sills resting on the girders "C," and blocking +was put in between the sills and the rock to carry the full weight +of the structure. Later, when the weight of the structure was carried +on the permanent bents, this blocking was knocked out, but the bents +were left in to carry the weight of the column itself, which was swinging +<span class='pagenum'><a name="Page_316" id="Page_316">[316]</a></span>more or less from the structure above. The weight of the structure +was placed on these bents directly beneath the columns by jacking up +the temporary girders again, putting blocking between the bents and +the base of the columns, and taking out the blocking which had been +put in previously under the temporary shoring girders. The 24-in. +water main was carried over the excavation on cables from the temporary +shoring girders, except when they were being jacked up, at +which time posts were placed beneath it.</p> + +<p>Anchor-bolts were put in place between the column bases and the +bents directly beneath, in order to increase the lateral stiffness, and +raker braces were also used. This having been done, the temporary +shoring girders were moved south to the next column, where the process +was repeated. The timber bents, shown in detail by <a href="#fig_02">Fig. 2</a>, were +then put in place as shown by <a href="#fig_04">Figs. 4</a> and <a href="#fig_05">5</a>, and by <a href="#plate47_fig3">Fig. 3, Plate +XLVII</a>. These bents were framed as tightly as possible, using generally +a 20-ton jack, and they were erected simultaneously at each pair +of columns. The weight was taken on these columns by jacking up +directly beneath the column base and taking out the blocking between +this base and the bent directly beneath the column. On releasing the +jack the weight was transferred to the permanent timber bents, and +the east and west columns of each pair were transferred on the same +day. One 80-ton jack was used on the easterly columns and two were +necessary on the westerly columns, one on each side of the 24-in. water +main. The raker braces of these permanent bents were not framed as +tightly as the main posts, in order that the main post should carry +the entire weight and the raker braces merely steady the structure.</p> + +<p>Timber bents were erected on girders "C" to carry the I-beams +under the surface railway structure, as shown on <a href="#fig_03">Fig. 3</a>, and all temporary +posts under these I-beams were removed. The bents were +framed with a jack, as tightly as possible, and very little settlement of +the track occurred.</p> + +<p>A cradle was then built under the 24-in. water main and placed +on girders "C," and, as a temporary footwalk had been constructed on +the west side of the avenue, it will be seen that all structures were thus +carried on girders "C."</p> + +<p>All structures were put on the girders "C" before continuing the +excavation on the sides of the avenue because, in case of a slide of +rock, there would be less danger than to individual structures. The +<span class='pagenum'><a name="Page_317" id="Page_317">[317]</a></span>outside piers, on which the girders "C" rested, might even be lost, +without affecting the stability of the structure, and posting could +readily be done beneath these girders in case of necessity.</p> + +<p>A very careful record of levels, taken on the elevated railway +columns, was kept, observations being made during each jacking up +and at least twice a week during the progress of the work. The columns +were usually kept about ½ in. high so as to allow for compression in +the timber bents.</p> + +<p>As a rule, no jacking of the elevated railway structure was done +while trains were passing over, and trains were flagged during the +operation. There was generally very little delay, as all jacking was +done between 10.30 <span class="smcap">a.m.</span> and 2.30 <span class="smcap">p.m.</span>, when the traffic was lightest, +and frequently the jacking was done between trains, causing no delay +whatever. Steel clamps were placed, three on the top and three on the +bottom of each set of the girders "C," to bind them together and cause +them to act as a unit.</p> + +<p>All structures then being supported on girders "C," which were +carried on four concrete piers resting on the central rock core, the +excavation on the sides of the avenue was continued down to sub-grade +and the east and west portions of the concrete north abutment were +constructed. The central rock core was about 36 ft. wide on the top +and 45 ft. wide on the bottom, and at the center of 32d Street it was +about 42 ft. high.</p> + +<p>It was the original intention to excavate a sufficient width of the +sides of the avenue to erect six rows of the permanent steel viaduct, +5 ft. from center to center, and this was done on the south portion of +the work. On the north portion, however, the rock was of poor quality, +and it was thought best to excavate for only five rows at first, to erect +the five rows of permanent steel and put the timber bents in place +under the ends of the girders "C," in order to give them some support +while the outside concrete piers were being removed and the excavation +was being widened out to permit the erection of the sixth row. Additional +raker braces were put in these bents temporarily, and were +removed when the sixth row of steel had been erected. This is shown +on <a href="#fig_04">Figs. 4</a> and <a href="#fig_05">5</a>.</p> + +<div class="figcenter" style="width: 577px;"> +<img id="plate48_fig1" src="images/p48f1.jpg" width="577" height="448" +alt="Plate XLVIII, Fig. 1.— TW 33, P.T. & T.R.R. Co. Terminal Station West. East side of 9th Ave. looking North from 31st St., showing rock excavation and supports of 9th Ave. structures. Dec. 28, 07." +title="Plate XLVIII, Fig. 1.— TW 33, P.T. & T.R.R. Co. Terminal Station West. East side of 9th Ave. looking North from 31st St., showing rock excavation and supports of 9th Ave. structures. Dec. 28, 07." /> +<span class="caption">Plate XLVIII, Fig. 1.— TW 33, P.T. & T.R.R. Co. Terminal Station West. East side of 9th Ave. looking North from 31st St., showing rock excavation and supports of 9th Ave. structures. Dec. 28, 07.</span> +</div> + +<div class="figcenter" style="width: 580px;"> +<img id="plate48_fig2" src="images/p48f2.jpg" width="580" height="449" +alt="Plate XLVIII, Fig. 2.— TW 39, P.T. & T.R.R. Co. Terminal Station West. East side of 9th Ave. looking North from 31st Street, showing rock excavation and permanent steel work. March 24, 08." +title="Plate XLVIII, Fig. 2.— TW 39, P.T. & T.R.R. Co. Terminal Station West. East side of 9th Ave. looking North from 31st Street, showing rock excavation and permanent steel work. March 24, 08." /> +<span class="caption">Plate XLVIII, Fig. 2.— TW 39, P.T. & T.R.R. Co. Terminal Station West. East side of 9th Ave. looking North from 31st Street, showing rock excavation and permanent steel work. March 24, 08.</span> +</div> + +<div class="figcenter" style="width: 578px;"> +<img id="plate48_fig3" src="images/p48f3.jpg" width="578" height="448" +alt="Plate XLVIII, Fig. 3.— TW 73, P.T. & T.R.R. Co. Terminal Station West. West side of Ninth Ave. Jacking up girders "C" at Elevated Railroad Column 491, showing method of taking weight on permanent viaduct girders. Nov. 14, 08." +title="Plate XLVIII, Fig. 3.— TW 73, P.T. & T.R.R. Co. Terminal Station West. West side of Ninth Ave. Jacking up girders "C" at Elevated Railroad Column 491, showing method of taking weight on permanent viaduct girders. Nov. 14, 08." /> +<span class="caption">Plate XLVIII, Fig. 3.— TW 73, P.T. & T.R.R. Co. Terminal Station West. West side of Ninth Ave. Jacking up girders "C" at Elevated Railroad Column 491, showing method of taking weight on permanent viaduct girders. Nov. 14, 08.</span> +</div> + +<div class="figcenter" style="width: 578px;"> +<img id="plate48_fig4" src="images/p48f4.jpg" width="578" height="450" +alt="Plate XLVIII, Fig. 4.— TW 58, P.T. & T.R.R. Co. Terminal Station West. East side of Ninth Ave. looking North from 31st St., showing underpinning of Ninth Ave. Structures. Aug. 10, 08." +title="Plate XLVIII, Fig. 4.— TW 58, P.T. & T.R.R. Co. Terminal Station West. East side of Ninth Ave. looking North from 31st St., showing underpinning of Ninth Ave. Structures. Aug. 10, 08." /> +<span class="caption">Plate XLVIII, Fig. 4.— TW 58, P.T. & T.R.R. Co. Terminal Station West. East side of Ninth Ave. looking North from 31st St., showing underpinning of Ninth Ave. Structures. Aug. 10, 08.</span> +</div> + +<p><a href="#plate47_fig4">Fig. 4, Plate XLVII</a>, and <a href="#plate48_fig1">Fig. 1, Plate XLVIII</a>, show the structures +supported on the central rock core and the excavation on the +east side to permit of the erection of the permanent viaduct girders.<span class='pagenum'><a name="Page_318" id="Page_318">[318]</a></span> +<a href="#plate48_fig1">Fig. 1, Plate XLVIII</a>, shows also the easterly portion of the concrete +north abutment. <a href="#plate48_fig2">Fig. 2, Plate XLVIII</a>, shows five rows of the permanent +viaduct girders erected on the east side of the work.</p> + +<p>The excavation of the sides of the avenue having been completed, +and six rows of permanent viaduct girders erected on both sides, timber +bents, as shown on <a href="#fig_02">Figs. 2</a>, <a href="#fig_04">4</a>, <a href="#fig_05">5</a>, and <a href="#fig_06">6</a>, were erected on this steel to +support the ends of the girders "C" and carry the structure while the +rock core was being excavated. <a href="#plate48_fig3">Fig. 3, Plate XLVIII</a>, shows the method +of taking the weight on these bents. Four 80-ton jacks were used, and +oak blocks were placed on the top of each jack to transmit pressure +to a temporary oak cap under the girders "C" independent of the +bents; all four of these jacks were operated simultaneously, and the +girders "C" were lifted off the bents and clear of the concrete piers. +Oak filling pieces were then inserted between the bents and the girders +"C," so that when the jacks were released the girders "C" were clear +of the concrete piers. <a href="#plate48_fig3">Fig. 3, Plate XLVIII</a>, shows that the girders +have been lifted off the piers. Elevations were taken on each set of +girders during each operation, and careful observations were made on +the elevated railway columns. Where the rock was very close to these +bents, the open space between the posts was filled with blocking so that +there would be less danger of the bent shifting if struck by blasted +materials. <a href="#plate48_fig3">Fig. 3, Plate XLVIII</a>, shows one of these bents filled with +blocking.</p> + +<p>All structures being carried on girders "C," which, in turn, were +carried on the sides of the permanent viaduct, the central core was +excavated. <a href="#plate48_fig4">Fig. 4, Plate XLVIII</a>, and <a href="#plate49_fig1">Figs. 1</a>, +<a href="#plate49_fig2">2</a>, <a href="#plate49_fig3">3</a>, and <a href="#plate49_fig4">4, Plate +XLIX</a>, show various views of the work at this stage.</p> + +<p>The central portion of the viaduct was then erected, and, using +concrete piers and timber bents, all structures were placed on its deck. +<a href="#plate49_fig3">Fig. 3, Plate XLIX</a>, shows the piers under the elevated railway +columns prior to the removal of girders "C."</p> + +<div id="Page_319" class="figcenter" style="width: 514px;"> +<a href ="images/fig06.png"> +<img id="fig_06" src="images/fig06tn.png" width="514" height="358" alt="GENERAL ARRANGEMENT OF TEMPORARY AND PERMANENT STRUCTURES" title="GENERAL ARRANGEMENT OF TEMPORARY AND PERMANENT STRUCTURES" /> +<span class="caption">Fig. 6.</span> (full page image)<br /> +GENERAL ARRANGEMENT OF TEMPORARY AND PERMANENT STRUCTURES +</a> +</div> + +<p>During the latter part of 1908 a 48-in. cast-iron water main was +laid by the city on a cradle built by the Railroad Company on girders +"C" on the east side of the avenue. This is part of the high-pressure +system, and the location and elevation of this water main were taken +into consideration when the underpinning was designed. This main, +and the 48-in. cast-iron sewer bracketed to girders "C," are shown on +<a href="#plate48_fig4">Fig. 4, Plate XLVIII</a>.</p> + +<p><span class='pagenum'><a name="Page_320" id="Page_320">[320]</a></span></p><p>Elevations had been taken on marks on the elevated railway +columns between 30th and 34th Streets at the time the original surveys +were made, in 1902, and these marks were used to test the level of the +structure during the progress of the excavation.</p> + +<p>At the extreme south end of the work the procedure was changed. +The east side was excavated down to sub-grade, the east portion of the +south abutment was constructed, and six rows of the permanent steel +viaduct were erected. Very little excavation had been done on the west +side of the avenue at the south end of the work, and it would have +delayed the completion of the work to have waited for the excavation +for and the construction of the west portion of the south abutment +and the erection of the steel; therefore, instead of supporting the +girders "C" on the central rock core, the east ends were taken up on +the permanent viaduct girders, and the west ends were supported on a +concrete pier on the rock. The central portion of the avenue was +excavated in advance of the west portion. The permanent viaduct +girders were put in place from east to west across the avenue, and the +girders "C" were supported on the deck of the permanent viaduct +approximately under the west elevated railway columns before the west +portion of the avenue was excavated, the central portion of the south +abutment having been constructed before the west portion. This procedure +was adopted only at the north girders "C" at elevated railway +column No. 488, the south set of girders "C" being on the rock immediately +south of the south abutment. <a href="#plate49_fig2">Figs. 2</a> and <a href="#plate49_fig4">4, Plate XLIX</a>, +and <a href="#plate52_fig2">Fig. 2, Plate LII</a>, show various stages of the work at the +south end.</p> + +<div class="figcenter" style="width: 576px;"> +<img id="plate49_fig1" src="images/p49f1.jpg" width="576" height="451" +alt="Plate XLIX, Fig. 1.— TW 60, P.T. & T.R.R. Co. Terminal Station West. Under Ninth Ave., looking South from North abutment, showing underpinning and excavation of rock core. Aug. 13, 08." +title="Plate XLIX, Fig. 1.— TW 60, P.T. & T.R.R. Co. Terminal Station West. Under Ninth Ave., looking South from North abutment, showing underpinning and excavation of rock core. Aug. 13, 08." /> +<span class="caption">Plate XLIX, Fig. 1.— TW 60, P.T. & T.R.R. Co. Terminal Station West. Under Ninth Ave., looking South from North abutment, showing underpinning and excavation of rock core. Aug. 13, 08.</span> +</div> + +<div class="figcenter" style="width: 577px;"> +<img id="plate49_fig2" src="images/p49f2.jpg" width="577" height="449" +alt="Plate XLIX, Fig. 2.— TW 84, P.T. & T.R.R. Co. Terminal Station West. View looking toward Ninth Ave. from South side of 31st St., 200 feet West of Ninth Ave. Jan. 28, 09." +title="Plate XLIX, Fig. 2.— TW 84, P.T. & T.R.R. Co. Terminal Station West. View looking toward Ninth Ave. from South side of 31st St., 200 feet West of Ninth Ave. Jan. 28, 09." /> +<span class="caption">Plate XLIX, Fig. 2.— TW 84, P.T. & T.R.R. Co. Terminal Station West. View looking toward Ninth Ave. from South side of 31st St., 200 feet West of Ninth Ave. Jan. 28, 09.</span> +</div> + +<div class="figcenter" style="width: 589px;"> +<img id="plate49_fig3" src="images/p49f3.jpg" width="589" height="460" +alt="Plate XLIX, Fig. 3.— TW 88, P.T. & T.R.R. Co. N.R. Div. Terminal Station West. Center line of 32nd St., looking East from Sta. 183+50, showing excavation under Ninth Avenue, permanent concrete piers under Elevated Railway Columns and removal of temporary shoring girders "C". April 8, 09." +title="Plate XLIX, Fig. 3.— TW 88, P.T. & T.R.R. Co. N.R. Div. Terminal Station West. Center line of 32nd St., looking East from Sta. 183+50, showing excavation under Ninth Avenue, permanent concrete piers under Elevated Railway Columns and removal of temporary shoring girders "C". April 8, 09." /> +<span class="caption">Plate XLIX, Fig. 3.— TW 88, P.T. & T.R.R. Co. N.R. Div. Terminal Station West. Center line of 32nd St., looking East from Sta. 183+50, showing excavation under Ninth Avenue, permanent concrete piers under Elevated Railway Columns and removal of temporary shoring girders "C". April 8, 09.</span> +</div> + +<div class="figcenter" style="width: 594px;"> +<img id="plate49_fig4" src="images/p49f4.jpg" width="594" height="457" +alt="Plate XLIX, Fig. 4.— TW 95, P.T. & T.R.R. Co. N.R. Div. Terminal Station West. View under Ninth Avenue looking Southward from 100 feet South of center line, showing underpinning of Ninth Avenue structure taken at sub-grade. May 25, 09." +title="Plate XLIX, Fig. 4.— TW 95, P.T. & T.R.R. Co. N.R. Div. Terminal Station West. View under Ninth Avenue looking Southward from 100 feet South of center line, showing underpinning of Ninth Avenue structure taken at sub-grade. May 25, 09." /> +<span class="caption">Plate XLIX, Fig. 4.— TW 95, P.T. & T.R.R. Co. N.R. Div. Terminal Station West. View under Ninth Avenue looking Southward from 100 feet South of center line, showing underpinning of Ninth Avenue structure taken at sub-grade. May 25, 09.</span> +</div> + +<p>It was made a practice all through the work to transfer the weight +of the structures very positively from one support to another by lifting +them bodily by jacks, and putting in filler pieces before releasing the +jacks, not trusting to wedging to transfer the loads. In fact, apart +from the boxing-in of the surface railway concrete, no wedges whatever +were used. This appears to have been a decided advantage, for, +with the constant pounding of trains on the elevated railway and the +jarring due to heavy trucks on the pavement blocks, it is very likely +that wedging would have become loosened and displaced, whereas, with +blocking, there was little or no tendency toward displacement due to +vibration. Although the vibration of the structure, when a long +length was supported on girders "C" resting on the permanent viaduct +<span class='pagenum'><a name="Page_321" id="Page_321">[321]</a></span>girders on the sides of the avenue, appeared to be considerable, not +only vertically but transversely, very careful observation showed that +the sag in the girder "C" due a live load of three elevated railway +trains, one surface railway car, and one heavy truck, amounted to 1/8; in. +The sideway vibration did not amount to more than 1/32 in. on either side +of the normal position. More vibration was caused by heavy trucks +and wagons going over the stone pavement than by the elevated railway +trains or surface cars.</p> + +<p>No blasting was done near the supports of the elevated railway +structure while trains were passing over it, and occasionally trains +were stopped during a heavy or uncertain blast. A watchman on the +surface, day and night, and at first one and later two flagmen on the +elevated railway structure, were on duty at all times, reporting to the +Interborough Rapid Transit Company, by whom they were employed. +Log mats and timber protection for the girders and the columns of +the permanent viaduct were used, as shown by <a href="#plate49_fig1">Figs. 1</a> and <a href="#plate49_fig4">4, Plate +XLIX</a>, during the excavation of the rock core, and timber was also +used to protect the face of the completed portions of the concrete +abutments.</p> + +<p>In excavating the sides of the avenue, the rock broke better on +the east than on the west side, where large seams developed and some +slides occurred.</p> + +<p><i>Abutments.</i>—As shown on <a href="#fig_07">Fig. 7</a>, the face of the north abutment +has a batter of 2 in. to the foot, and the face of the south abutment +has a variable batter, the base being on a grade and the bridge seat +being level, and both maintaining a uniform distance from the center +of the Terminal Yard. The back walls of the abutments were not +built until the steel had been put in place.</p> + +<p>No attempt was made to water-proof these abutments, but, in the +rear of the wall, open spaces were left, about 6 ft. from center to +center, which were connected with drain pipes at the base of and +extending through the wall, for the purpose of carrying off any water +that might develop in the rock. These drains were formed by building +wooden boxes with the side toward the rock open and the joints +in the boxes and against the rock plastered with mortar in advance +of the wall. A hose was used to run water through these drains during +the placing of the concrete, for the purpose of washing out any grout +which might run into them. Each box was washed out at frequent +<span class='pagenum'><a name="Page_322" id="Page_322">[322]</a></span>intervals, and there was no clogging of the drains whatever. This +method of keeping the drains open was adopted and used successfully +for the entire work. The abutments were built of concrete, and the +mixture was 1 part of cement, 3 parts of sand, and 6 parts of broken +stone.</p> + +<p>The concrete was mixed in a No. 3 Ransome mixer, and was placed +very wet. No facing mixture or facing diaphragms were used, but +the stone was spaded away from the face of the wall as the concrete +was laid. Chutes were used inside the form, if the concrete had to +drop some distance. Work was continued day and night, without any +intermission, from the time of commencement to the time of completion +of each section.</p> + +<p>The face of the concrete wall was rubbed and finished in a manner +similar to that used on the walls between Ninth and Tenth Avenues, +as described later.</p> + +<p><a href="#plate52_fig2">Fig. 2, Plate LII</a>, shows the east and central portions of the south +abutment, completed and carrying the permanent viaduct, and the +excavation completed for the west portion.</p> + + +<p class="sectionh">Work Between Ninth and Tenth Avenues.</p> + +<p><i>General Description.</i>—The work involved the excavation of about +5.4 acres, between the west house line of Ninth Avenue and the east +house line of Tenth Avenue, to an average depth of about 50 ft., the +construction of a stone masonry portal at Tenth Avenue leading to the +River Tunnels, and the construction around the site of the concrete +retaining and face walls.</p> + +<p>The following estimated quantities appear in the contract: Excavation +of rock in trenches, 3,400 cu. yd.; excavation of rock in pit, +377,000 cu. yd.; excavation of all materials except rock in trenches, +6,500 cu. yd.; excavation of all materials except rock in pit, 34,000 +cu. yd.; concrete, 1:3:6, in retaining walls, 4,580 cu. yd.; concrete, +1:3:6, in face walls, 7,460 cu. yd.; concrete, 1:2:3, with ¾-in. stone, +in face walls, 4,100 cu. yd.; stone masonry in portal, 247 cu. yd., +etc., etc.</p> + +<div id="Page_323" class="figcenter" style="width: 598px;"> +<a href ="images/fig07.png"> +<img id="fig_07" src="images/fig07tn.png" width="598" height="381" alt="NINTH AVE. ABUTMENTS & KEY PLAN" title="NINTH AVE. ABUTMENTS & KEY PLAN" /> +<span class="caption">Fig. 7.</span> (full page image)<br /> +NINTH AVE. ABUTMENTS & KEY PLAN +</a> +</div> + +<p>As previously stated, the contract price included the placing of +all excavated material on scows at Pier 62, North River. Prior to this +contract this pier had been used by the New York Contracting Company-Pennsylvania +Terminal, for the disposal of excavated material +<span class='pagenum'><a name="Page_324" id="Page_324">[324]</a></span>from east of Ninth Avenue. In order to get the material to the pier, +the contractor had excavated a cut under Ninth Avenue which came +to the grade of 32d Street about midway between Ninth and Tenth +Avenues, and a trestle was constructed from this point over Tenth +Avenue and thence to the pier. <a href="#plate47_fig2">Fig. 2, Plate XLVII</a>, shows the east +end of this cut, and <a href="#plate50_fig1">Fig. 1, Plate L</a>, shows the trestle, looking east from +Tenth Avenue.</p> + +<p>A 30-ton steam shovel was brought to the south side of the work, +and commenced operating on July 9th, 1906. After working there +about a month, the earth had been practically stripped off the rock, +and the shovel was moved over to the north side where it excavated +both earth and rock until August 10th, 1907.</p> + +<p>At three points south of 32d Street and at one point north of 32d +Street near Tenth Avenue, cuts were made in the rock to sub-grade, +and from these cuts, together with the cuts on the west side of Ninth +Avenue, all widening out was done and the excavation was completed. +<a href="#plate50_fig1">Fig. 1, Plate L</a>, shows the excavation of the three cuts on the south +side of 32d Street, the steam shovel operating on the north side of that +street, and the material-disposal tracks and trestle. <a href="#plate52_fig3">Fig. 3, Plate LII</a>, +shows the cuts joined up and the excavation along the south side +practically completed.</p> + +<p>On the north side of the work, between Stations 182 + 90 and +183 + 65, the rock was low, and provision had to be made for maintaining +the yards to the north of the site. Therefore a rubble-masonry +retaining wall was built, with the face about 2 ft. north of the face +of the proposed concrete wall which was to be put in later. On the +same side of the work, between Stations 188 + 24 and 188 + 46, the +rock was exceedingly poor, and as a small frame house on the adjoining +lot was considered to be in an unsafe condition, a rubble masonry +retaining wall was built. As the building adjoining the south side of +the work at Tenth Avenue was on an earth foundation, it was necessary +to underpin it before the excavation could be done. The building +was supported on needles, and rubble masonry was put in from the +bottom of the old foundation to the rock. The foundation of 413 +West 31st Street, immediately west of the Express Building site, was +of very poor masonry, and it was necessary to rebuild it prior to taking +out the adjoining excavation.</p> + +<div class="figcenter" style="width: 578px;"> +<img id="plate50_fig1" src="images/p50f1.jpg" width="578" height="450" +alt="Plate L, Fig. 1.— TW 23, P.N.Y. & L.I.R.R. Terminal Station West. View looking Eastward from Tenth Ave., showing work between Ninth & Tenth Avenues. Dec. 26, 06." +title="Plate L, Fig. 1.— TW 23, P.N.Y. & L.I.R.R. Terminal Station West. View looking Eastward from Tenth Ave., showing work between Ninth & Tenth Avenues. Dec. 26, 06." /> +<span class="caption">Plate L, Fig. 1.— TW 23, P.N.Y. & L.I.R.R. Terminal Station West. View looking Eastward from Tenth Ave., showing work between Ninth & Tenth Avenues. Dec. 26, 06.</span> +</div> + +<div class="figcenter" style="width: 581px;"> +<img id="plate50_fig2" src="images/p50f2.jpg" width="581" height="452" +alt="Plate L, Fig. 2.— TW 35, P.T. & T.R.R. Co. Terminal Station West. View looking Northwest from Sta. 184, 120 feet South of center line. Dec. 31, 07." +title="Plate L, Fig. 2.— TW 35, P.T. & T.R.R. Co. Terminal Station West. View looking Northwest from Sta. 184, 120 feet South of center line. Dec. 31, 07." /> +<span class="caption">Plate L, Fig. 2.— TW 35, P.T. & T.R.R. Co. Terminal Station West. View looking Northwest from Sta. 184, 120 feet South of center line. Dec. 31, 07.</span> +</div> + +<div class="figcenter" style="width: 580px;"> +<img id="plate50_fig3" src="images/p50f3.jpg" width="580" height="451" +alt="Plate L, Fig. 3.— TW 96, P.T. & T.R.R. Co. N.R. Div. Terminal Station West. View looking West from Ninth Avenue Elevated Railway, showing condition of work. May 26, 09." +title="Plate L, Fig. 3.— TW 96, P.T. & T.R.R. Co. N.R. Div. Terminal Station West. View looking West from Ninth Avenue Elevated Railway, showing condition of work. May 26, 09." /> +<span class="caption">Plate L, Fig. 3.— TW 96, P.T. & T.R.R. Co. N.R. Div. Terminal Station West. View looking West from Ninth Avenue Elevated Railway, showing condition of work. May 26, 09.</span> +</div> + +<div class="figcenter" style="width: 576px;"> +<img id="plate50_fig4" src="images/p50f4.jpg" width="576" height="447" alt="Plate L, Fig. 4.— TW 104, P.N.Y. & L.I.R.R. Terminal Station West. View from Tenth Avenue looking East, showing progress of concrete walls. Aug. 7, 09." title="Plate L, Fig. 4.— TW 104, P.N.Y. & L.I.R.R. Terminal Station West. View from Tenth Avenue looking East, showing progress of concrete walls. Aug. 7, 09." /> +<span class="caption">Plate L, Fig. 4.— TW 104, P.N.Y. & L.I.R.R. Terminal Station West. View from Tenth Avenue looking East, showing progress of concrete walls. Aug. 7, 09.</span> +</div> + +<p><span class='pagenum'><a name="Page_325" id="Page_325">[325]</a></span></p><p>Along the north side, between Stations 186 + 50 and 187 + 50, +the walls supporting the adjoining back yards were of poor quality +and had to be renewed by the contractor before excavation could be +done.</p> + +<p>The excavated material was loaded by derricks on cars at the top +of the excavation, these cars being on tracks having a direct connection +with the disposal trestle, as shown by <a href="#plate50_fig1">Fig. 1, Plate L</a>. As soon +as it could be done, derricks were placed at the bottom of the excavation; +tracks were then laid out there, and the excavated material was +loaded on cars at the bottom and hoisted by derricks to cars on the +disposal trestle. A locomotive was lowered to the bottom of the excavation +on August 25th, 1907, and a derrick started operating at the +bottom on August 27th, 1907. The commencement of this work by +derricks at the bottom is shown by <a href="#plate52_fig3">Fig. 3, Plate LII</a>. In general, +the disposal tracks were maintained about on the center line of 31st +Street until the excavation had been carried as close to them as possible, +and on October 16th, 1907, they were shifted to the extreme +north side of the work, as shown by <a href="#plate50_fig2">Fig. 2, Plate L</a>. A portion of +the old trestle was left in place near Tenth Avenue, a derrick was +erected thereon, and the tracks were used for cars to receive the +excavated material hoisted from sub-grade. The disposal trestle was +maintained in this position until such time as it would interfere with +the excavation, and then the tracks were abandoned. This was done +on November 11th, 1908. <a href="#plate50_fig3">Fig. 3, Plate L</a>, shows the finishing of +the excavation on the north side of the work. On August 30th, 1908, +a cut was made under Ninth Avenue at sub-grade, and cars could then +be run from Seventh to Tenth Avenue at sub-grade. On October 24th, +1908, the connection with the disposal trestle east of Ninth Avenue +was abandoned, and all excavated material was hoisted from sub-grade +at Tenth Avenue by derricks.</p> + +<p>As previously stated, the contractor was required to make complete +disposal of all excavated material after January 1st, 1909, but +was allowed the use of the pier until January 20th, 1909, after which +date the materials were hoisted by derricks at Tenth Avenue, loaded +on 2-horse trucks, and transported to the 30th Street pier, North River, +where it was loaded on scows by two electric derricks. A considerable +amount of the rock excavation was broken up and used for back-fill.</p> + +<p><span class='pagenum'><a name="Page_326" id="Page_326">[326]</a></span></p><p><i>Earth Excavation.</i>—Practically all the earth excavation, amounting +to about 57,000 cu, yd., was done with steam shovels. The average +quantity of earth excavated by a steam shovel per 10-hour shift was +180 cu. yd. This material was loaded on side-dump cars and taken to +the disposal pier where it was dumped through chutes to the decks of +scows. Inasmuch as the quantity of earth excavation was small, as +compared with the rock, the earth was used principally for the first +layer on the scows for padding, so that small stones might be dumped +through the chutes without injuring the decks.</p> + +<p><i>Rock Excavation.</i>—As previously stated, the rock broke better on +the south than on the north side, where there were several slides, and +considerable excavation had to be taken out beyond the neat line required +in the specifications. The worst slide occurred at midnight on +July 3d, 1909, at about Station 188 + 50. The last blast, to complete +the excavation to sub-grade at this point, had been fired in the afternoon +of the same day, and the mucking was practically completed. +Great care had been taken in excavating near this point, as it was +evident that the rock was not of a very stable character, but, when the +excavation had been completed, it was thought that the rock remaining +in place would stand. The volume of material brought down by this +slide amounted to about 200 cu. yd. The rock on the south side broke +very well, and there were no slides of any consequence.</p> + +<p>The drill holes were laid out by the blaster, and the general method +of drilling for different classes of work was as follows: In breaking +down, the holes were started about 8 ft. apart, on a slight batter, so +that at the bottom they would be considerably less than 8 ft. apart. +They were drilled about 10 ft. deep, and blasting logs were used, as it +was necessary to load quite heavily in order to lift the material and +start the cut. After the cut had been made, side holes were shot to +widen out sufficiently to start another cut.</p> + +<p>After a side cut about 20 ft. deep had been made, the side holes +were drilled 20 ft. deep, and the holes were loaded and tamped for the +full 20-ft. cut. Under the terms of the specifications, the contractor +was required to complete the excavation on the sides by drilling broaching +holes.</p> + +<p>The maximum length of drill steel was about 20 ft., and, where the +excavation plane of broaching was more than 20 ft. in depth, the contractor +was permitted to start the holes back of the broaching line, in +<span class='pagenum'><a name="Page_327" id="Page_327">[327]</a></span>order to allow for setting up the drills on the second lift. A distance +of about 8 in. was usually allowed for setting up a drill. The broaching +line was painted on the surface of the rock in advance of the +drilling, and the batter of the drill was tested with a specially designed +hand-level in which the bubble came to a central position when the face +of the level was on the required batter. Holes were also drilled in +front of this broaching line, and, when the excavation had been taken +out to within about 6 ft. in front of it, the holes immediately in front +were loaded, and also about every third one of the broaching holes, +and, unless the rock was very bad, it usually broke sharply at the +broaching line. Occasionally, the broaching holes which were not +loaded were filled with sand, which gave rather better results than +leaving them open.</p> + +<p>In the steam-shovel work on the east side of Ninth Avenue, spring +holes were used. They were formed by drilling a 20-ft. hole and exploding +at the bottom of it, without tamping, two or three sticks of dynamite, +and repeating this process with heavier charges until there had been +formed at the bottom of the hole a large cavity which would hold from +100 to 200 lb. of dynamite. Face holes and breast holes were also +drilled, and it was possible by this method to drill and break up a cut +20 ft. deep and 15 ft. thick. The only place where spring holes were +used on this work was on the east side of Ninth Avenue where the +heavy cutting was sometimes extended beyond the east house line.</p> + +<p>From the best records obtainable, the average progress in drilling +was about 33 lin. ft. per 8-hour shift. The average number of cubic +yards of excavation per drill shift was 13.9, and the average amount +of drilling per cubic yard of excavation was 2.4 ft.; this covered more +than 27,000 drill shifts.</p> + +<p>The dynamite was practically all 60%, and the average excavation +per pound of dynamite was 2.2 cu. yd. The contractor employed an +inspector of batteries and fuses, who, using an instrument for that +purpose, tested the wiring of each blast prior to firing, in order to discover +any short circuits, and thus prevent the danger of leaving unexploded +dynamite in the holes.</p> + +<p>The average quantity of excavation per derrick shift of 10 hours, +covering 7,400 shifts, 87% of the excavation being rock, was 50 cu. yd., +and the average force per shift, including only foreman and laborers, +was 13 men. It was found that a derrick operating at the top of a<span class='pagenum'><a name="Page_328" id="Page_328">[328]</a></span> +20-ft. cut would handle about 40 cu. yd. per shift, whereas, if operating +at the bottom of the cut, it would handle about 60 cu. yd. per shift. +The elevator derricks at Tenth Avenue were very efficient, and each +could take care of the material from four derricks at the bottom, hoisting +250 cu. yd. per shift a height of 60 ft.</p> + +<p><i>Concrete Retaining and Face Walls.</i>—It was essential to have the +greatest space possible at the bottom of the excavation, and, inasmuch +as the yard was to be left open, it was necessary to provide some facing +for the rock on the sides in order to prevent disintegration, due to +exposure, and give a finished appearance to the work. Above the rock +surface a retaining wall of gravity section was designed, the top being +slightly higher than the yards of the adjoining properties. The face +wall was designed to be as thin as possible, in order to allow the +maximum space for tracks.</p> + +<p>The excavation, therefore, was laid out so that the back of the +retaining wall would not encroach on the adjoining property, but would +practically coincide with the property line at positions of maximum +depth.</p> + +<p>The batter on the face of the wall was 2 in. per ft., and a bridge +seat 3½ ft. wide was formed at an elevation of 22 ft., minimum clearance, +above the top of the rail. This bridge seat was made level. The +maximum height of the south wall is 49 ft., and of the north wall +65 ft.</p> + +<p>The face walls were classed as "Upper Face Walls," extending from +the base of the retaining wall to the bridge seat, and as "Lower Face +Walls," extending from the bridge seat to the base of the wall. The +general design is shown on <a href="#fig_08">Fig. 8</a>.</p> + +<p>In considering the design of the face wall it was felt that, the wall +being so thin, ample provision should be made to prevent any accumulation +of water and consequent pressure back of the wall; therefore, +no attempt was made to water-proof it, but provision was made to carry +off any water which might appear in the rock. Box drains, 2 ft. wide +and 6 ft. from center to center, were placed against the rock, so that, +there being but 4 ft. between the drains, and the wall having a minimum +thickness of 2 ft., any water in the rock would not have to go +more than 2 ft. to reach a drain, and would probably pass along the +face of the rock to a drain rather than through 2 ft. of concrete. These +drains were connected with pipes leading through the wall at its base.</p> + +<p><span class='pagenum'><a name="Page_329" id="Page_329">[329]</a></span></p> + +<div class="figcenter" style="width: 554px;"> +<a href ="images/fig08.png"> +<img id="fig_08" src="images/fig08tn.png" width="554" height="385" alt="RETAINING AND FACE WALLS NORTH SIDE" title="RETAINING AND FACE WALLS NORTH SIDE" /> +<span class="caption">Fig. 8.</span> (full page image)<br /> +RETAINING AND FACE WALLS NORTH SIDE +</a> +</div> + +<p><span class='pagenum'><a name="Page_330" id="Page_330">[330]</a></span></p><p>These box drains occurred so frequently, and decreased the section +of the wall so materially, that it was thought desirable to tie the +wall to the rock. This was done by drilling into the rock holes from +6 to 15 ft. in depth, and grouting into each hole a 1½-in. rod having a +split end and a steel wedge. The outer end of each rod was fitted with +a 12 by 12 by ½-in. plate and a nut, and extended into the wall, thus +tying the concrete securely to the rock. The drains being 6 ft. from +center to center, the tie-rods were placed midway between them, and +6 ft., from center to center, vertically and horizontally. <a href="#fig_08">Fig. 8</a> shows +the arrangement of these rods and drains. Around the Express Building +site, just west of Ninth Avenue, on the south side of the work, the +bridge seat was omitted, and the face wall was designed 2 ft. thick +from top to bottom. The batter on the 31st Street wall was made +variable, the top and bottom being constant distances from the center +line and on different grades.</p> + +<p>The retaining walls were water-proofed with three layers of felt +and coal-tar pitch, which was protected by 4 in. of brick masonry. A +6-in. vitrified drain pipe was laid along the back of the wall, with the +joints open on the lower half, and this was covered with 1 ft. of broken +stone and sand before any back-fill was placed on it.</p> + +<p>The arrangement of the drains was as follows: The 6-in. drain +back of the retaining wall was connected with one of the box drains in +the rear of the face wall by a cast-iron pipe or wooden box every +24 ft., and this ran through the base of the retaining wall. Midway +between these pipes, a connection was made at the bridge seat between +the drain in the rear of the face wall and the gutter formed at the rear +of the bridge seat to carry off rain-water coming down the face of the +wall above. All the box drains, except those connected with the drains +back of the retaining wall, were sealed at the elevation of the base of +the retaining wall, as noted previously.</p> + +<p>The specifications required vitrified pipe to be laid through the +retaining wall, but, owing to the difficulty of holding the short lengths +of pipe in place during the laying of wet concrete, they were dispensed +with, and either iron pipes or wooden boxes were used.</p> + +<p><i>Tie-Rods.</i>—When the excavation on the sides had been completed, +movable drilling platforms were erected, as shown by <a href="#plate50_fig4">Fig. 4, Plate +L</a>. The holes were drilled on a pitch of 2 in. per ft. with the +horizontal. The depths of the holes were decided by the engineer, and +<span class='pagenum'><a name="Page_331" id="Page_331">[331]</a></span>were on the basis of a minimum depth of 5 ft. in perfect rock; the +character of the rock, therefore, and the presence of seams, determined +the depths of the holes. Each hole was partly filled with grout, and +the rod, with the steel wedge in the split end, was inserted and driven +with a sledge so that the wedge, striking the bottom of the hole first, +would cause the split end of the rod to open. Each hole was then +entirely filled with neat cement grout.</p> + +<p><i>Box Drains.</i>—Various methods of forming the box drains were considered, +such as using half-tile drains, or a metal form, or a collapsible +form which could be withdrawn, but it was finally decided to build boxes +in which the side toward the rock was open and the joints in the boxes +and against the rock were plastered with cement mortar. These boxes +were left in place. <a href="#plate51_fig1">Fig. 1, Plate LI</a>, shows the tie-rods and box drains +in place, and holes being cut near the bottom of the drains for the +pipes leading through the wall.</p> + +<p><i>Forms.</i>—<a href="#plate51_fig1">Fig. 1, Plate LI</a>, shows the form used on the south +side of the work. The materials were of good quality, and the form, +which was about 50 ft. long, was used to build twelve sections, or about +600 ft. of wall. The form was tied in at the top and bottom by cables +attached to rods drilled into the rock, and it was thought that, with the +trusses to stiffen the middle section of the form, it would not be necessary +to use raker braces against it. This would have been desirable, as +the placing of the raker braces took considerable time. It was found, +however, that the form was not sufficiently rigid, as it bulged at the +middle section and could not be held by the trusses. Two or three sets +of raker braces, about 12 ft. apart, were used, and in addition, rods +with turnbuckles were placed through the form and fastened to the +tie-rods, and thus the form was held in place successfully. On the +forms built later, the trusses were omitted, and raker braces, about +every 6 ft., were used. The rods which screwed into the turnbuckles +were removed before the form was moved. The photograph, <a href="#plate52_fig4">Fig. 4, +Plate LII</a>, was taken inside the concrete form for the lower face +wall on the north side, and shows the drains leading through the wall, +the turnbuckles attached to the tie-rods, the cables attached to rods in +the rock, and the braces to keep the form from coming in; these braces, +of course, were removed as the concrete came up. The form was built +low and wedged up into position. After a section of concrete had set +sufficiently, the wedges were knocked out, the form was lowered and +<span class='pagenum'><a name="Page_332" id="Page_332">[332]</a></span>moved from the wall, and was then moved along the lowest waling +piece by block and tackle to its new position.</p> + +<p><a href="#plate50_fig4">Fig. 4, Plate L</a>, shows the forms used on the north side of the +work.</p> + +<p>A section, 1 ft. square, at the top of the bridge seat of the lower +face wall, was left out, so that the bottom of the form for the upper +face wall could be braced against it. The top of this form was tied +by cables attached to rods in the rock and by rods with turnbuckles +running from back to front of the form; braces were also put in from +the back of the retaining wall form to the walls of buildings along the +property lines, when this could be done. The middle section of the +form was held by rods with turnbuckles which passed through the form +and were fastened to each of the tie-rods drilled into the rock, as was +also done in the case of the lower face wall. It was generally possible +to hold the form to true position in this manner, but occasionally it +had a tendency to bulge; when this occurred, the rods leading through +the form and fastened to the tie-rods were tightened up, the placing +of the concrete was slowed up, and no serious bulging occurred.</p> + +<p>Bulkheads at the ends of the sections were built of rough planking +securely braced to the rock, except that a planed board was laid up +against the face of the form to make a straight joint. At the end of +each section a V was formed, as shown by <a href="#plate51_fig1">Fig. 1, Plate LI</a>. At all +corners, a "return," or portion of the wall running at right angles, was +built, and no section of wall was stopped at a corner.</p> + +<p><i>Filling Forms of Lower Face Walls.</i>—A temporary trestle was +erected above the elevation of the bridge seat, and a track, leading +from the mixer to the form to be filled, was laid on it. At the commencement +of each section a layer of mortar (1 part of cement to 2½ +parts of sand) was deposited on the bottom. A 1:3:6 mixture of concrete +was used; it was run from the mixer into dump-cars and deposited +in the form through chutes, three of which were provided for each +50-ft. section, the average length. The concrete was mixed wet, and +was not rammed; the stone was spaded back from the face, and no +facing mixture or facing diaphragms were used. Work on each section +was continued day and night without any intermission from the +time of commencement to the time of completion. At frequent intervals +the box drains were washed out thoroughly with a hose, in order +to prevent them from clogging up with grout.</p> + +<div class="figcenter" style="width: 575px;"> +<img id="plate51_fig1" src="images/p51f1.jpg" width="575" height="449" alt="Plate LI, Fig. 1.— TW 66, P.N.Y. & L.I.R.R. Terminal Station West. Box drains and tie rods, South side, Sta. 184+80 to 185+14. Sept. 17, 08." title="Plate LI, Fig. 1.— TW 66, P.N.Y. & L.I.R.R. Terminal Station West. Box drains and tie rods, South side, Sta. 184+80 to 185+14. Sept. 17, 08." /> +<span class="caption">Plate LI, Fig. 1.— TW 66, P.N.Y. & L.I.R.R. Terminal Station West. Box drains and tie rods, South side, Sta. 184+80 to 185+14. Sept. 17, 08.</span> +</div> + +<div class="figcenter" style="width: 575px;"> +<img id="plate51_fig2" src="images/p51f2.jpg" width="575" height="451" alt="Plate LI, Fig. 2." title="Plate LI, Fig. 2." /> +<span class="caption">Plate LI, Fig. 2.</span> +</div> + +<div class="figcenter" style="width: 576px;"> +<img id="plate51_fig3" src="images/p51f3.jpg" width="576" height="451" +alt="Plate LI, Fig. 3.— P 46. P.R.R. Tunnels, N.R. Div. Sect. Gy. West. Disposal trestle just before demolition. View of South side showing chutes. Jan. 21, 09." +title="Plate LI, Fig. 3.— P 46. P.R.R. Tunnels, N.R. Div. Sect. Gy. West. Disposal trestle just before demolition. View of South side showing chutes. Jan. 21, 09." /> +<span class="caption">Plate LI, Fig. 3.— P 46. P.R.R. Tunnels, N.R. Div. Sect. Gy. West. Disposal trestle just before demolition. View of South side showing chutes. Jan. 21, 09.</span> +</div> + +<div class="figcenter" style="width: 580px;"> +<img id="plate51_fig4" src="images/p51f4.jpg" width="580" height="451" +alt="Plate LI, Fig. 4.— A 54. P.R.R. Tunnels, N.R. Div. Sect. Gy. West & Oj. View across North River on line of Tunnels, looking from New York to New Jersey. Feb. 9, 07." +title="Plate LI, Fig. 4.— A 54. P.R.R. Tunnels, N.R. Div. Sect. Gy. West & Oj. View across North River on line of Tunnels, looking from New York to New Jersey. Feb. 9, 07." /> +<span class="caption">Plate LI, Fig. 4.— A 54. P.R.R. Tunnels, N.R. Div. Sect. Gy. West & Oj. View across North River on line of Tunnels, looking from New York to New Jersey. Feb. 9, 07.</span> +</div> + +<p><span class='pagenum'><a name="Page_333" id="Page_333">[333]</a></span></p><p>In the first few sections of wall, the form was filled to within 1 in. +of the top of the bridge seat and allowed to set for about 2 hours; it was +then finished to the proper elevation with a plaster of 1 part of cement +to 1 part of sand. This did not prove satisfactory, as there were indications +of checking and cracking, and, later, the form was filled to the +required elevation and the surface floated. The form was allowed to +remain in place for from 18 to 24 hours, depending on the weather. +In most cases, immediately after the form had been moved, a scaffold +was erected against the face of the wall, and the face was wet and +thoroughly rubbed, first with a wooden float and then with a cement +brick, until the surface was smooth and uniform.</p> + +<p>The section 1 ft. square at the top of the bridge seat, which was +left out in order to brace the bottom of the form for the upper face +wall, was filled in after the walls had been completed. The old concrete +was very thoroughly cleaned before the new concrete was placed +on it, and a gutter was formed at the rear connecting with the box +drains back of the wall to carry off rain-water coming down the face +of the upper walls.</p> + +<p>In hot weather the walls were thoroughly wetted down several +times a day for several days after the form had been removed.</p> + +<p><i>Upper Face and Retaining Wall.</i>—In cases where the top of the +retaining wall was at a higher elevation than the mixer, it was necessary +to raise the concrete in a bucket with a derrick, and dump it into +cars on the trestle above the top of the coping. Concrete was deposited +through chutes, as in the lower face wall, continuously from the bottom +of the face wall to the top of the retaining wall. At the commencement +of each section of the retaining wall a layer of mortar was put +on the rock. A 1:2:3 mixture of concrete was used in the face wall, +and a 1:3:6 mixture in the retaining wall.</p> + +<p>As the face walls were so thin, the number of batches of concrete +per hour was reduced, for the form filled so rapidly that the concrete, +before it set, exerted an excessive pressure against the form, and this +tended to make it bulge. The proper rate at which to place the concrete +behind a form 50 ft. long, with a wall 2 ft. thick, was found to be about +fifteen ½-yd. batches per hour.</p> + +<p><i>Cracks in Walls and Longitudinal Reinforcement.</i>—Before the concrete +walls were started, the contractor suggested using forms 100 ft.<span class='pagenum'><a name="Page_334" id="Page_334">[334]</a></span> +long and building the walls in sections of that length; it was decided, +however, to limit the length to 50 ft.</p> + +<p>The south walls, in sections approximately 50 ft. long, were built +first, starting at Tenth Avenue and extending for about 500 ft. Soon +after the forms were removed, irregular cracks appeared in the walls +between the joints in practically every section. It was thought that +these cracks might be due to the wall being very thin and being held +at the back by the tie-rods; there was also quite a material change +in the section of the wall at each drainage box. Although it was +admitted that these cracks would have no effect on the stability of the +wall, it was thought that, for appearance sake, it would be desirable +to prevent or control them, if possible. The first method suggested +was to shorten the sections to 25 ft., which would give an expansion +and contraction joint every 25 ft., it being thought that sections of this +length would not crack between the joints. This, however, was not +considered desirable. An effort was then made to prevent cracks in a +section of wall, about 46 ft. long, on the south side, by using longitudinal +reinforcement. In the lower and upper face walls, ¾-in. square +twisted steel rods were placed longitudinally about 4 in. in from the +face and about 1 ft. 4 in. apart vertically. The sections of these walls +were finished on April 10th, and May 5th, 1909, respectively. At +present there are no indications of cracks in these sections, and they +are practically the only ones in the south walls which do not show +irregular cracks.</p> + +<p>It was decided, however, that, inasmuch as the cracks did not affect +the stability of the walls, the increased cost of thus reinforcing the +remaining walls was not warranted. An effort to control the cracks +was made by placing corrugated-iron diaphragms in the form, dividing +each 50-ft. section into three parts. The diaphragms were 1 ft. wide, +and were placed with the outer edge 1 in. in from the face of the wall, +but in the copings they were omitted. The purpose of these diaphragms +was to provide weak sections in the walls, so that if there was any +tendency to crack it would occur along the line of the diaphragms. +Corrugated iron was used for the diaphragms instead of sheet iron as +it was more easily maintained in a vertical position. The general +arrangement of the diaphragms is shown on <a href="#plate52_fig4">Fig. 4, Plate LII</a>. The +results obtained by using diaphragms have been quite satisfactory, +and cracks approximately straight and vertical have usually appeared +<span class='pagenum'><a name="Page_335" id="Page_335">[335]</a></span>opposite the diaphragms soon after the forms were removed. Diaphragms +were used on all the remaining walls, with the exception of +those between Stations 187 + 07 and 188 + 83 on the north side, where +the rock was of poor character and bad slides had occurred. Between +these points, in order to strengthen the wall, twisted steel rods, 1 in. +square, were placed longitudinally, 6 in. in from the face of the wall +and 2 ft. apart vertically, between Elevations 295 and 335.</p> + +<div class="figcenter" style="width: 458px;"> +<img id="plate52_fig1" src="images/p52f1.jpg" width="458" height="407" +alt="Plate LII, Fig. 1.—Girders Under 9th Avenue Elevated Railroad." +title="Plate LII, Fig. 1.—Girders Under 9th Avenue Elevated Railroad." /> +<span class="caption">Plate LII, Fig. 1.—Girders Under 9th Avenue Elevated Railroad.</span> +</div> + +<div class="figcenter" style="width: 452px;"> +<img id="plate52_fig2" src="images/p52f2.jpg" width="452" height="576" +alt="Plate LII, Fig. 2.— TW 100. P.T. & T.R.R. Co. Terminal Station West. Showing excavation of completion of South abutment 9th Ave. and method of Supporting Elevated Railway Column 488. July 21, 09." +title="Plate LII, Fig. 2.— TW 100. P.T. & T.R.R. Co. Terminal Station West. Showing excavation of completion of South abutment 9th Ave. and method of Supporting Elevated Railway Column 488. July 21, 09." /> +<span class="caption">Plate LII, Fig. 2.— TW 100. P.T. & T.R.R. Co. Terminal Station West. Showing excavation of completion of South abutment 9th Ave. and method of Supporting Elevated Railway Column 488. July 21, 09.</span> +</div> + +<div class="figcenter" style="width: 450px;"> +<img id="plate52_fig3" src="images/p52f3.jpg" width="450" height="575" +alt="Plate LII, Fig. 3.— TW 31. P.T. & T.R.R. Co. Terminal Station West. View showing excavation 9th and 10th Avenues South of 32nd St. looking West from Sta. 184. Aug. 17, 07." +title="Plate LII, Fig. 3.— TW 31. P.T. & T.R.R. Co. Terminal Station West. View showing excavation 9th and 10th Avenues South of 32nd St. looking West from Sta. 184. Aug. 17, 07." /> +<span class="caption">Plate LII, Fig. 3.— TW 31. P.T. & T.R.R. Co. Terminal Station West. View showing excavation 9th and 10th Avenues South of 32nd St. looking West from Sta. 184. Aug. 17, 07.</span> +</div> + +<div class="figcenter" style="width: 450px;"> +<img id="plate52_fig4" src="images/p52f4.jpg" width="450" height="575" +alt="Plate LII, Fig. 4.— TW 101. P.T. & T.R.R. Co. Terminal Station West. Inside of concrete form for lower-face wall, showing drains, tie rods, diaphragms and methods employed for tying in the form in addition to braces outside. July 21, 09." +title="Plate LII, Fig. 4.— TW 101. P.T. & T.R.R. Co. Terminal Station West. Inside of concrete form for lower-face wall, showing drains, tie rods, diaphragms and methods employed for tying in the form in addition to braces outside. July 21, 09." /> +<span class="caption">Plate LII, Fig. 4.— TW 101. P.T. & T.R.R. Co. Terminal Station West. Inside of concrete form for lower-face wall, showing drains, tie rods, diaphragms and methods employed for tying in the form in addition to braces outside. July 21, 09.</span> +</div> + +<p><i>Tenth Avenue Portal.</i>—The design of the Tenth Avenue Portal +is shown on <a href="#fig_09">Fig. 9</a>. The stone selected came from the Millstone Granite +Company's Quarries, Millstone Point, Conn., and is a close-grained +granite. <a href="#plate51_fig2">Fig. 2, Plate LI</a>, shows the completed portal.</p> + +<p>Practically all the stone cutting was done at the quarry, but certain +stones in each course were sent long and were cut on the ground, in +order to make proper closures. Drains were left behind the portal +around the back of each arch, leading down to the bottom, and through +the concrete base at each side of the portal and in the central core-wall; +all these drains have been discharging water.</p> + +<p><i>Power-House.</i>—The old church at No. 236 West 34th Street, between +Seventh and Eighth Avenues, was turned over to the New York Contracting +Company-Pennsylvania Terminal for a power-house to supply +compressed air for use on the Terminal Station work between Seventh +and Ninth Avenues and the work below sub-grade as well as that on +the Terminal Station-West. Four straight-line compressors and one +cross-compound Corliss compressor were installed, the steam being supplied +by three Stirling boilers. Three electrically-driven air compressors, +using current at 6,600 volts, were also installed, and the total +capacity of the power-house was about 19,000 cu. ft. of free air per +minute compressed to 90 lb. per sq. in.</p> + +<p><i>Disposal Pier.</i>—The disposal pier (old No. 62 and new No. 72), at +the foot of West 32d Street, North River, was leased by the Pennsylvania +Railroad Company. The entire pier, with the exception of the +piles, was taken down, and the piles which would be in the path of the +proposed tunnel were withdrawn prior to the building of the tunnels +and the construction of the pier for disposal purposes. Subsequent to +the driving of the tunnels there was a considerable settlement in the +pier, especially noticeable at the telphers, and finally these had to +be abandoned on this account. <a href="#plate51_fig3">Fig. 3, Plate LI</a>, shows the chutes +through which the earth was dumped on the decks of the scows +<span class='pagenum'><a name="Page_337" id="Page_337">[337]</a></span> +to form a padding on which to dump the heavier rock. <a href="#plate51_fig4">Fig. 4, Plate +LI</a>, shows the derricks at the end of the pier. These were used, not +only for loading heavy stones and skips, but also with a clam-shell +bucket for bringing in broken stone and sand for use in the work. +Large quantities of pipe, conduits, brick, etc., were also brought to this +pier for use on the work.</p> + +<div id="Page_336" class="figcenter" style="width: 536px;"> +<a href ="images/fig09.png"> +<img id="fig_09" src="images/fig09tn.png" width="536" height="357" alt="PORTAL, RETAINING AND FACE WALLS, TENTH AVENUE" title="PORTAL, RETAINING AND FACE WALLS, TENTH AVENUE" /> +<span class="caption">Fig. 9.</span> (full page image)<br /> +PORTAL, RETAINING AND FACE WALLS, TENTH AVENUE +</a> +</div> + + +<p class="sectionh">Organization of Engineering Force in Field.</p> + +<p>The design and execution of the work were under the direction of +Charles M. Jacobs, M. Am. Soc. C.E., Chief Engineer, and James +Forgie, M. Am. Soc. C.E., Chief Assistant Engineer. The writer +acted as Resident Engineer.</p> + +<div class="figcenter" style="width: 617px;"> +<img id="fig_10" src="images/fig10.png" width="617" height="322" alt="Fig. 10" title="Fig. 10" /> +<span class="caption">Fig. 10</span> +</div> + +<p>The general organization of the engineering force in the field is +shown by the diagram, <a href="#fig_10">Fig. 10</a>.</p> + +<p>The position of Assistant Engineer, in responsible charge of Construction +and Records, has been filled in turn by Messrs. A.W. Gill, +N.C. McNeil, Jun. Am. Soc. C.E., and W.S. Greene, Assoc. M. +Am. Soc. C.E.</p> + +<p>Messrs. A.P. Combes and T.B. Brogan have acted as Chief Inspector +and Night Inspector, respectively, in charge of outside work +during the entire carrying out of the contract.</p> + +<p>Base lines had been established on Ninth and Tenth Avenues for +the Terminal work east of Ninth Avenue and for the Tunnel work +<span class='pagenum'><a name="Page_338" id="Page_338">[338]</a></span>west of Tenth Avenue, and these lines, together with bench-marks +similarly established, were used in laying out the Terminal Station-West +work.</p> + +<p>Prior to the commencement of the work, elevations were taken on +the surface at 10-ft. intervals, and elevations of the rock surface were +taken on these points as the rock was uncovered. Cross-sections were +made and used in computing the progress and final estimates.</p> + +<p>Very careful records were kept of labor, materials, derrick performances, +steam-shovel performances, quantity of dynamite used, etc., +and, in addition, a diary was kept giving a description of the work and +materials used each day; various tables and diagrams were also +prepared.</p> + +<p>A daily report was sent to the Chief Office showing the quantities +of excavation removed and concrete built, the force in the field, the +plant at work, etc., during the previous day. At the end of each month +a description of the work done during that month, with quantities, +force of men employed, percentages of work done, etc., was sent to the +Chief Office. Two diagrams, showing cross-sections and contours of +the excavation done and the progress of the concrete walls, were +also sent.</p> + + +<p class="sectionh">Cost Account.</p> + +<p>From the records of labor and material obtained in the field, and +from estimated charges for administration and power, an estimate +was made of the cost to the contractor for doing various classes of +work. It was necessary to estimate the administration and power +charges, as the contractor's organization and power-house were also +controlling and supplying power to the Terminal Station work east of +Ninth Avenue and also the work below sub-grade. The labor and +material charges in the field were placed directly against the class of +work on which they were used and the administration and general +charges (which included superintendence, lighting, etc.) were apportioned +to the various classes of work in proportion to the value of the +labor done.</p> + + +<p class="sectionh">Statistics.</p> + +<p>The total weight of the structural steel used during the underpinning +of Ninth Avenue was 1,475,000 lb.</p> + +<p>The total weight supported during the work under Ninth Avenue +was about 5,000 tons.</p> + +<p><span class='pagenum'><a name="Page_339" id="Page_339">[339]</a></span></p><p>The average daily traffic over the Ninth Avenue Elevated Railway +was 90,000 passengers, and, during the progress of the excavation and +underpinning, about 100,000,000 passengers were carried over that +structure.</p> + +<p>The total excavation was 521,000 cu. yd., of which 87% was solid +rock.</p> + +<p>The average drill performance was about 33 lin. ft. per 8-hour +shift.</p> + +<p>The average number of cubic yards of excavation per drill shift +was 13.9.</p> + +<p>The average number of feet of drilling per cubic yard of excavation +was about 2.4.</p> + +<p>The average excavation per pound of dynamite was 2.2 cu. yd.</p> + +<p>The average amount of excavation per derrick shift of ten hours, +87% of the excavation being rock, was 50 cu. yd.</p> + +<p>The average derrick force per shift, including only foreman and +laborers, was 13 men.</p> + +<p>The salaries of the engineering staff in the field and the expenses +of equipping and maintaining the field office amounted to 2.8% of the +cost of the work executed, 2.7% being for engineering salaries alone.</p> + +<div class="footnotes"><h3>FOOTNOTES:</h3> + +<div class="footnote"><p><a name="Footnote_A_1" id="Footnote_A_1"></a><a href="#FNanchor_A_1"><span class="label">[A]</span></a> Presented at the meeting of April 6th, 1910.</p></div> +</div> + + + + + + + +<pre> + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, vol. LXVIII, Sept. 1910, by B.F. Cresson, Jr + +*** END OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + +***** This file should be named 17302-h.htm or 17302-h.zip ***** +This and all associated files of various formats will be found in: + https://www.gutenberg.org/1/7/3/0/17302/ + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at https://www.pgdp.net + + +Updated editions will replace the previous one--the old editions +will be renamed. + +Creating the works from public domain print editions means that no +one owns a United States copyright in these works, so the Foundation +(and you!) can copy and distribute it in the United States without +permission and without paying copyright royalties. Special rules, +set forth in the General Terms of Use part of this license, apply to +copying and distributing Project Gutenberg-tm electronic works to +protect the PROJECT GUTENBERG-tm concept and trademark. 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