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color: #000; padding: 1em; +margin: 1em 5%; font-family: sans-serif; font-size: 90%;} +div.mynote {padding-top: .5em;} +div.mynote a {text-decoration: none;} + +.contents {font-family: sans-serif; margin-left: 1.5em; text-indent: +-1.5em;} + + +</style> +</head> + +<body> + + +<pre> + +The Project Gutenberg EBook of Transactions of the American Society of +Civil Engineers, vol. LXVIII, Sept. 191, by F. Lavis + +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 Bergen Hill Tunnels. Paper No. 1154 + +Author: F. Lavis + +Release Date: April 15, 2007 [EBook #21083] + +Language: English + +Character set encoding: UTF-8 + +*** START OF THIS PROJECT GUTENBERG EBOOK SOCIETY OF CIVIL ENGINEERS *** + + + + +Produced by Louise Hope, Juliet Sutherland and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + +</pre> + + +<div class = "mynote"> +<p> +This e-text includes a few characters that will only display in UTF-8 +(Unicode) file encoding:</p> + +<p class = "inset">⅛ ⅜ ⅝ ⅞ †</p> + +<p> +If any of these characters do not display properly, or if the quotation +marks in this paragraph appear as garbage, you may have an incompatible +browser or unavailable fonts. First, make sure that the browser’s +“character set” or “file encoding” is set to Unicode (UTF-8). You may +also need to change your browser’s default font.</p> + +<p>Two other papers from ASCE <i>Transactions</i> LXVIII (September +1910) are referenced in this paper:</p> + +<p class = "inset"> +No. 1150, “The New York Tunnel Extension...” by Charles W. Raymond, +available from Project Gutenberg as <a href = +"http://www.gutenberg.org/etext/18229" target = "_blank">e-text +18229</a>.</p> + +<p class = "inset"> +No. 1151, “The North River Division” by Charles M. Jacobs, <a href = +"http://www.gutenberg.org/etext/18548" target = "_blank">e-text +18548</a>, generally cited as “the paper by Mr. Jacobs”.</p> + +<p>The word “Figure” is used in two ways. It refers either to individual +numbered Figures (1-21), or to any of the four pictures that make up +each Plate, identified in the form “Fig. 2, Plate XXI”. Figures 1-4 +are always discussed as a group.</p> + +<p> +Larger Figures are shown as thumbnails, followed by inline enlargements +or links. If your browser supports image mapping, some of the more +complicated Figures can be clicked directly.</p> + +<p align = "center"><a href = "#illus"> +List of Illustrations</a> (added by transcriber)</p> + +</div> + + +<span class = "pagenum">84</span> +<!--png 084--> +<h3>AMERICAN SOCIETY OF CIVIL ENGINEERS</h3> + +<h6>INSTITUTED 1852</h6> + +<hr class = "tiny"> + +<h2 class = "boldf">TRANSACTIONS</h2> + +<hr class = "tiny"> + +<h4 class = "boldf">Paper No. 1154</h4> + +<hr class = "tiny"> + +<h4>THE NEW YORK TUNNEL EXTENSION OF THE PENNSYLVANIA RAILROAD.<br> +THE BERGEN HILL TUNNELS.<a class = "tag" name = "tag1" id = "tag1" href += "#note1">1</a></h4> + +<h5 class = "smallcaps">By F. Lavis, M. Am. Soc. C. E.</h5> + +<hr class = "tiny"> + +<p class = "section"> +<a name = "location"><i>Location.</i></a>—That section of the +Pennsylvania Railroad’s New York Tunnels lying west of the Hudson River +is designated Section “K,” and the tunnels are generally spoken of as +the Bergen Hill Tunnels. Bergen Hill is a trap dike (diabase) forming +the lower extension of the Hudson River Palisades.</p> + +<p>There are two parallel single-track tunnels, cross-sections of which +are shown on Plate VIII of the paper by Charles M. Jacobs, M. Am. +Soc. C. E. The center line is a tangent, and nearly on the line of +32d Street, New York City, produced, its course being N. 50° 30' W. The +elevation of the top of the rail at the Weehawken Shaft (a view of +which is shown by Fig. 2, <a href = "#plateXXII">Plate XXII</a>), +on the west bank of the Hudson River, is about 64 ft. below mean high +water; and at the Western Portal, or Hackensack end, the rail is about +17 ft. above; the grade throughout is 1.3%, ascending from east to west. +The length of each tunnel between the portals is 5,920 ft.</p> + +<p>A general plan and profile of these tunnels is shown on Plate I of +the paper by Charles W. Raymond, M. Am. Soc. C. E. At +<span class = "pagenum">85</span> +<!--png 087--> +Central Avenue a shaft 212 ft. deep was sunk. It is 3,620 ft. from the +Weehawken Shaft.</p> + + +<!--png 085--> +<!--png 086--> + +<p align = "right"><a href = "#plateXXIend"> +<i>Skip to text</i></a></p> + +<div class = "plate"> +<a name = "plateXXI" id = "plateXXI"> </a> +<p class = "header"> +PLATE XXI.<br> +TRANS. AM. SOC. CIV. ENGRS.<br> +VOL. LXVIII, No. 1154.<br> +LAVIS ON<br> +PENNSYLVANIA R.R. TUNNELS: BERGEN HILL TUNNELS.</p> + +<p class = "illus"> +<img src = "images/plate21a.jpg" width = "484" height = "388" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 1.</span> +K 94. P.R.R. Tunnels, N. R. D. Section K. (Bergen Hill Tunnels.) from +Hackensack Poral, North Cut and Cover Section, and Portal looking East +from Sta. 323. Dec. 8, 05.</p> + + +<p class = "illus"> +<img src = "images/plate21b.jpg" width = "492" height = "396" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 2.</span> +K 71. P.R.R. Tunnels, N.R. Div. Sect. K. (Bergen Hill Tunnels) Method of +using Cross-Section Rod in getting Sections of Tunnel. Aug. +30, 06.</p> + +<p class = "illus"> +<img src = "images/plate21c.jpg" width = "485" height = "389" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 3.</span> +K 115. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Weehawken Shaft, North Tunnel Conveyor used by King Rice and Garney for +handling and placing concrete. June 3, 07.</p> + +<p class = "illus"> +<img src = "images/plate21d.jpg" width = "486" height = "391" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 4.</span> +K 116. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Weehawken Shaft, North Tunnel. View of conveyor for placing concrete, +with bucket suspended over hopper above belt. Steel forms in fore +ground. June 4, 07.</p> + +</div> + +<a name = "plateXXIend" id = "plateXXIend"> </a> + +<p class = "section"> +<a name = "history"><i>History.</i></a>—The contract for this work +was let on March 6th, 1905, to the John Shields Construction Company; it +was abandoned by the Receiver for that company on January 20th, 1906, +and on March 20th, of that year, was re-let to William Bradley, who +completed the work by December 31st, 1908.</p> + +<p>The progress of excavation and lining in the North Tunnel is shown +graphically on the progress diagram, <a href = "#fig9">Fig. 9</a>, +that of the South Tunnel being practically the same.</p> + +<p class = "section"> +<a name = "geology"><i>Geology.</i></a>—Starting west from the +Weehawken Shaft, the tunnels pass through a wide fault for a distance of +nearly 400 ft., this fault being a continuation of that which forms the +valley between the detached mass of trap and sandstone known as King’s +Bluff, which lies north of the tunnels, and the main trap ridge of +Bergen Hill.</p> + +<p>The broken ground of the fault, which consists of decomposed +sandstone, shale, feldspar, calcite, etc., interspersed with masses of +harder sandstone and baked shale, gradually merges into a compact +granular sandstone, which, at a distance of 460 ft. from the shaft, was +self-supporting, and did not require timbering, which, of course, had +been necessary up to this point.</p> + +<p>A full face of sandstone continued to Station 274 + 60, 940 ft. from +the shaft, where the main overlying body of trap appeared in the +heading. The full face of the tunnel was wholly in trap at about Station +275 + 30, and continued in this through to the Western Portal, where the +top of the trap was slightly below the roof of the tunnel, with hardpan +above. The contact between the sandstone and the overlying trap was very +clearly defined, the angle of dip being approximately 17° 40' toward the +northwest.</p> + +<p>The sandstone and trap are of the Triassic Period, and the trap of +this vicinity is more particularly classified as diabase.</p> + +<p>The character of the trap rock varied considerably. At the contact, +at Station 275, and for a distance of approximately 200 ft. west, +corresponding to a thickness of about 60 ft. measured at right +angles to the line of the contact, a very hard, fine-grained trap, +almost black in color, was found, having a specific gravity of 2.98, and +weighing 186 lb. per cu. ft. The hardness of this rock is attested by +the fact that the average time required to drill a 10-ft. hole in the +heading, with +<span class = "pagenum">86</span> +<!--png 088--> +a No. 34 slugger drill, with air at 90 lb. pressure, was almost +10 hours. The specific gravity of this rock is not as high as that +of some other specimens of trap tested, which were much more easily +drilled. This rock was very blocky, causing the drills to bind and stick +badly, and, when being shoveled back from the heading, as it fell it +sounded very much as though it were broken glass.</p> + +<p>The remainder of the trap varied from this, through several changes +of texture and color, due to different amounts of quartz and feldspar, +to a very coarse-grained rock, closely resembling granite of a light +color, though quite hard. The speed of drilling the normal trap in the +heading was approximately 20 to 25 min. per ft., as compared with the +60 min. per ft. noted above, the larger amounts of quartz and +feldspar accounting for the greater brittleness and consequently the +easier drilling qualities of the rock. The normal trap in these tunnels +has a specific gravity varying from 2.85 to 3.04, and weighs from 179 to +190 lb. per cu. ft.</p> + +<p>The temperature of the tunnels, at points 1,000 ft. from the portals +at both ends, remained nearly stationary, and approximately between 50° +in winter and 60° in summer, up to the time the headings were holed +through, being practically unaffected by daily changes in the +temperature outside. At the western end, after the connection with the +Central Shaft headings was made, there was almost always a current of +air from the portal to the shaft, and ascending through the latter. This +tended to make the temperature in this part of the tunnel correspond +more nearly with the outside temperature; in fact, the variation was +seldom more than 5° Fahr.</p> + +<p class = "section"> +<a name = "timbering"><i>Timbering.</i></a>—These tunnels have +been excavated entirely by the center top heading method, almost +invariably used in the United States. Timbering, where required, was of +the usual segmental form with outside lagging, as shown in several of +the photographs. In a few places it was necessary to hold the ground as +the work progressed, and, in such cases, crown bars were used in the +headings.</p> + +<p>There was some little trouble at the Western Portal, where the top of +the rock was very near the roof of the tunnel, as shown by Fig. 1, +<a href = "#plateXXI">Plate XXI</a>. A side heading was driven at +the level of the springing line until a point was reached where the roof +was self-supporting, and the timbering was brought out to the face of +the portal from that point.</p> + + +<!--png 089--> +<!--png 090--> +<p align = "right"><a href = "#plateXXIIend"> +<i>Skip to text</i></a></p> + +<div class = "plate"> +<a name = "plateXXII" id = "plateXXII"> </a> +<p class = "header"> +PLATE XXII.<br> +TRANS. AM. SOC. CIV. ENGRS.<br> +VOL. LXVIII, No. 1154.<br> +LAVIS ON<br> +PENNSYLVANIA R.R. TUNNELS: BERGEN HILL TUNNELS.</p> + + +<p class = "illus"> +<img src = "images/plate22a.jpg" width = "388" height = "484" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 1.</span> +K 26. P.R.R. Tunnels, N. R. D. Sect. K. (Bergen Hill Tunnels,) Weehawken +Shaft. Scaffold car in South Tunnel at Sta. 267+60. Jan. +11, 06.</p> + +<p class = "illus"> +<img src = "images/plate22b.jpg" width = "389" height = "481" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 2.</span> +K 31. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Weehawken Shaft. Headhouse<ins class = "correction" title = "illegible"> +at ? </ins>elevator frame work, looking West. Oct. 17, 06.</p> + +<p class = "illus"> +<img src = "images/plate22c.jpg" width = "389" height = "482" +alt = "see caption"> +</p> + +<p class = "smallcaps">Fig. 3.—Round Holes in Concrete Forms.</p> + +<p class = "illus"> +<img src = "images/plate22d.jpg" width = "388" height = "483" +alt = "see caption"> +</p> + +<p class = "smallcaps">Fig. 4.—Round Holes in Concrete Forms +Completed.</p> +</div> + +<a name = "plateXXIIend" id = "plateXXIIend"> </a> + +<p><span class = "pagenum">87</span> +<!--png 091--> +<i>Drilling.</i>—Where no timbering was required, several +different methods were used in drilling and excavating the solid rock, +though in all cases a center top heading was driven. The four diagrams, +Figs. 1, 2, 3, and 4, give typical examples of these methods and +show, in the order of their numbers, the general tendency of the +development from a small heading kept some distance ahead of the bench, +to a large heading with the bench kept close to it. The notes on each +diagram give the general details of the quantity of drilling and powder +used, methods of blasting, etc., and on the progress profile, <a href = +"#fig6">Fig. 6</a>, is indicated those portions of the tunnels in +which each method was used.</p> + +<p>All the drills used throughout the work by Mr. Bradley were Rand No. +34 sluggers, with 3⅝-in. cylinders, and the steel was that known as the +“Black Diamond Brand,” 1⅜-in., octagon. It was used in 2, 4, 6, 8, 10, +and 12-ft. lengths; toward the end of the work it was proposed to use +14-ft. lengths, but owing to some delay in delivery this length was +never obtained. The starters, 18 to 24 in. long, were sharpened to 2¾ to +3-in. gauge, which was generally held up to depths of 6 ft.; then +the gauge gradually decreased until it was 1¾ to 2¼ in. at the bottom of +a 12-ft. hole. Frequently, as many as three or four starters were used +in starting a hole, and generally two sharpenings were required for each +2 ft. drilled, after the first 6 ft. It is estimated that +about ¼ in. of steel was used for each sharpening, and that there +was an average of one sharpening for every foot drilled.</p> + +<p>The total quantity of steel used up, lost, or scrapped on the whole +work was almost exactly 1 ft. for each 10 cu. yd. excavated, equal +to 1¼ in. of steel per yard, distributed approximately as +follows:</p> + +<table class = "inline" summary = "data"> +<tr> +<td class = "right">Sharpening</td> +<td width = "50%"> </td> +<td>¾ to ⅞ in.</td> +</tr> +<tr> +<td class = "right">Other losses</td> +<td> </td> +<td>½ to ⅜ ”</td> +</tr> +<tr class = "toppad"> +<td class = "right">Total</td> +<td> </td> +<td class = "overline">1¼ in. per cu. yd.</td> +</tr> +</table> + +<p>An “Ajax” drill sharpener was used, and proved very satisfactory. +Rubber and cotton hose, covered with woven marlin, was used for the +bench (3 in. inside diameter, in 50-ft. lengths), for drills +(1 in. in diameter, in 25-ft. lengths), and for steam shovels +(2½ in. in diameter, in 50-ft. lengths). Hose coverings of wound +marlin, and of woven marlin with spiral steel wire covering were tried, +but were not satisfactory, owing to the unwinding of the marlin and the +bending of the steel covering.</p> + +<p align = "right"><a href = "#fig4end"> +<i>Skip to Text</i></a></p> + +<div class = "mynote"> +<p> +Figures 1-4 were identically laid out; Figure 1 is representative. +In the enlarged views, the plans have been rotated to match the +longitudinal section. In the tables, variation between “to” and “-”, +and formatting of table entries, is as in the original.</p> + +<p class = "inset"> +Adv.: Advance<br> +Cu. Yd.: Cubic Yards</p> +</div> + +<p class = "illustration"> +<img src = "images/fig1thumb.png" width = "486" height = "406" +alt = "Figure 1 thumbnail"> +</p> + +<div class = "figure"> + +<span class = "pagenum">88</span> +<!--png 092--> +<!--used ½ because 3½-4 could be confusing--> + +<p class = "fighead top"><a name = "fig1" id = "fig1">Fig. 1.</a></p> + +<p class = "illustration"> +<img src = "images/fig1cross.png" width = "174" height = "170" +alt = "cross-section"> +</p> + +<p class = "caption second"> +CROSS-SECTION</p> + +<p class = "illustration"> +<img src = "images/fig1long.png" width = "384" height = "152" +alt = "longitudinal section"> +</p> + +<p class = "caption second"> +LONGITUDINAL SECTION</p> + +<p class = "illustration"> +<img src = "images/fig1plan.png" width = "322" height = "176" +alt = "plan"> +</p> + +<p class = "caption second"> +PLAN</p> + +<table class = "outline smaller" summary = "figure 1 data"> +<caption>Drilling Method No. 1: Small heading, 60 to 80 ft. long. Two +columns used in heading, with two drills on each. Drills on sub-bench +and main bench mounted on tripods.</caption> +<tr class = "outline center middle"> +<td rowspan = "2"> </td> +<td colspan = "4">Per Round</td> +<td colspan = "2">Per Cubic Yard</td> +<td colspan = "3">Per linear Foot of Tunnel</td> +</tr> +<tr class = "outline center middle"> +<!--<td></td>--> +<td>Total Depth Drilled</td> +<td>No. of Cubic Yards</td> +<td>Pounds of Dynamite</td> +<td>Adv.</td> +<td>Linear Feet Drilled</td> +<td>Pounds of Dynamite</td> +<td>Cu. Yd.</td> +<td>Linear Feet Drilled</td> +<td>Pounds of Dynamite</td> +</tr> +<tr class = "outline center middle"> +<td>Heading</td> +<td>140-155</td> +<td>18-21.6</td> +<td>93-131</td> +<td>5-6</td> +<td>8-9</td> +<td>5-6</td> +<td>3.6</td> +<td>29.-32</td> +<td>18-22</td> +</tr> +<tr class = "outline center middle"> +<td>Bench</td> +<td>110-120</td> +<td>53-60</td> +<td>76-97</td> +<td>3½-4</td> +<td>2</td> +<td>1.4-1.6</td> +<td>15.4</td> +<td>30.-31</td> +<td>21.5-24.6</td> +</tr> +<tr class = "outline middle"> +<td class = "right" colspan = "7">Total</td> +<td class = "center">19</td> +<td class = "center">59.63</td> +<td class = "center">39.5-46.6</td> +</tr> +<tr class = "outline middle"> +<td class = "right" colspan = "8"> +Per cubic yard, whole tunnel section</td> +<td class = "center">3 to <ins class = "correction" title = +"error for ‘3.3’?">33</ins></td> +<td class = "center">2.1-2.5</td> +</tr> +</table> + +<table class = "outline" summary = "figure 1 data"> +<tr class = "center middle"> +<td colspan = "2">Blasting Notes: </td> +<td class = "outline">Number of Sticks</td> +</tr> +<tr> +<td>Heading:</td> +<td><p>First Round: 6 sticks, 60% in each cut hole, cut generally +blasted twice</p></td> +<td class = "sideline center middle">36 to 72</td> +</tr> +<tr> +<td></td> +<td><p>Second Round: 3 side holes each side, 5 sticks, 40% +ea.</p></td> +<td class = "sideline center middle">30</td> +</tr> +<tr> +<td></td> +<td><p>Third Round: Rest of side holes and dry holes, 5 sticks, 40% +each</p></td> +<td class = "sideline center middle">40</td> +</tr> +<tr> +<td></td> +<td>Stub holes, say</td> +<td class = "sideline center middle">5 to 15</td> +</tr> +<tr> +<td> </td> +<td class = "right">Total Sticks</td> +<td class = "outline center middle">111 to 157</td> +</tr> +<tr> +<td></td> +<td class = "right">Total Pounds</td> +<td class = "outline center middle">93 to 131</td> +</tr> +<tr> +<td><p>Sub‑bench:</p></td> +<td><p>4 widening holes; 2 to 3 sticks, each, 40%</p></td> +<td class = "sideline center middle">10 to 12</td> +</tr> +<tr> +<td></td> +<td><p>6 down holes; 5 to 7 sticks, each, 40%</p></td> +<td class = "sideline center middle">30 to 42</td> +</tr> +<tr> +<td>Bench:</td> +<td>6 holes; 6 to 8 sticks each, 40%</td> +<td class = "sideline center middle">36 to 48</td> +</tr> +<tr> +<td></td> +<td>Taking up bottom, average, say</td> +<td class = "sideline center middle">15</td> +</tr> +<tr> +<td></td> +<td class = "right">Total Sticks</td> +<td class = "outline center middle">91 to 117</td> +</tr> +<tr> +<td></td> +<td class = "right">Total +<ins class = "correction" title = "text reads ‘Pound’">Pounds</ins></td> +<td class = "outline center middle">76 to 97</td> +</tr> +</table> + +</div> + +<div class = "figure"> + +<span class = "pagenum">89</span> +<!--png 093--> + +<p class = "fighead top"><a name = "fig2" id = "fig2">Fig. 2.</a></p> + +<p class = "illustration"> +<img src = "images/fig2cross.png" width = "181" height = "176" +alt = "cross-section"> +</p> + +<p class = "caption second"> +CROSS-SECTION</p> + +<p class = "illustration"> +<img src = "images/fig2long.png" width = "519" height = "163" +alt = "longitudinal section"> +</p> + +<p class = "caption second"> +LONGITUDINAL SECTION</p> + +<p class = "illustration"> +<img src = "images/fig2plan.png" width = "343" height = "178" +alt = "plan"> +</p> + +<p class = "caption second"> +PLAN</p> + + +<table class = "outline smaller" summary = "figure 2 data"> +<caption>Drilling Method, No. 2: Five drills in heading, mounted on +three columns; the holes marked with a cross (X) were drilled with the +drills on the center column<ins class = "correction" +title = "period missing">. </ins></caption> +<tr class = "outline center middle"> +<td rowspan = "2"> </td> +<td colspan = "4">Per Round</td> +<td colspan = "2">Per Cubic Yard</td> +<td colspan = "3">Per linear Foot of Tunnel</td> +</tr> +<tr class = "outline center middle"> +<!--<td></td>--> +<td>Total Depth Drilled</td> +<td>No. of Cubic Yards</td> +<td>Pounds of Dynamite</td> +<td>Adv.</td> +<td>Linear Feet Drilled</td> +<td>Pounds of Dynamite</td> +<td>Cu. Yd.</td> +<td>Linear Feet Drilled</td> +<td>Pounds of Dynamite</td> +</tr> +<tr class = "outline center middle"> +<td>Heading</td> +<td>190-220</td> +<td>35-42</td> +<td>134-196</td> +<td>6½-8</td> +<td>5.4-6.0</td> +<td>3.9-5.0</td> +<td>5.3</td> +<td>28 to 32.</td> +<td>20.7-26.5</td> +</tr> +<tr class = "outline center middle"> +<td>Bench</td> +<td>110-130</td> +<td>55</td> +<td>79-106</td> +<td>4</td> +<td>2.-2.4</td> +<td>1.4-2.0</td> +<td>13.7</td> +<td>27.-33.</td> +<td>19.2-27.4</td> +</tr> +<tr class = "outline middle"> +<td class = "right" colspan = "7">Total</td> +<td class = "center">19</td> +<td class = "center">55.-65.</td> +<td class = "center">39.9-53.9</td> +</tr> +<tr class = "outline middle"> +<td class = "right" colspan = "8"> +Per cubic yard, whole tunnel section</td> +<td class = "center">2.9-<ins class = "correction" +title = "text reads ‘3.4.’">3.4</ins></td> +<td class = "center">2.1-2.8</td> +</tr> +</table> + + +<table class = "outline" summary = "figure 2 data"> +<tr class = "center middle"> +<td colspan = "2">Blasting Notes: </td> +<td class = "outline">Number of Sticks</td> +</tr> +<tr> +<td>Heading:</td> +<td><p>First Round; 2 to 3 relieving holes sprung with 4 to 5 sticks +each</p></td> +<td class = "sideline center middle">8 to 15</td> +</tr> +<tr> +<td></td> +<td><p>8 cut holes, 7 sticks each (sometimes shot twice)</p></td> +<td class = "sideline center middle">56 to 112</td> +</tr> +<tr> +<td></td> +<td><p>First side round, 6 holes, 6 sticks each</p></td> +<td class = "sideline center middle">36</td> +</tr> +<tr> +<td></td> +<td><p>Widening and dry holes, 10 to 12, 6 sticks each</p></td> +<td class = "sideline center middle">60 to 72</td> +</tr> +<tr> +<td></td> +<td class = "right">Total Sticks</td> +<td class = "outline center middle">160 to 235</td> +</tr> +<tr> +<td></td> +<td class = "right">Total Pounds</td> +<td class = "outline center middle">134 to 196</td> +</tr> +<tr> +<td><p>Sub‑bench:</p></td> +<td><p>8 holes, 4 to 6 sticks, each</p></td> +<td class = "sideline center middle">32 to 48</td> +</tr> +<tr> +<td>Bench:</td> +<td>8 holes, 6 to 8 sticks, each</td> +<td class = "sideline center middle">46 to 64</td> +</tr> +<tr> +<td></td> +<td>Taking up bottom, average</td> +<td class = "sideline center middle">15</td> +</tr> +<tr> +<td></td> +<td class = "right">Total Sticks</td> +<td class = "outline center middle">95 to 127</td> +</tr> +<tr> +<td></td> +<td class = "right">Total Pounds</td> +<td class = "outline center middle">79 to 109</td> +</tr> +</table> + +</div> + +<div class = "figure"> + +<span class = "pagenum">90</span> +<!--png 094--> + +<p class = "fighead"><a name = "fig3" id = "fig3">Fig. 3.</a></p> + +<p class = "illustration"> +<img src = "images/fig3cross.png" width = "170" height = "172" +alt = "cross-section"> +</p> + +<p class = "caption second"> +CROSS-SECTION</p> + +<p class = "illustration"> +<img src = "images/fig3long.png" width = "372" height = "161" +alt = "longitudinal section"> +</p> + +<p class = "caption second"> +LONGITUDINAL SECTION</p> + +<p class = "illustration"> +<img src = "images/fig3plan.png" width = "326" height = "173" +alt = "plan"> +</p> + +<p class = "caption second"> +PLAN</p> + +<table class = "outline smaller" summary = "figure 3 data"> +<caption>Drilling Method No. 3: Heading same as second method, but +larger lift taken off bench, and lift holes drilled in bottom bench in +order to get down to grade in floor. Bench kept closer to +heading.</caption> +<tr class = "outline center middle"> +<td rowspan = "2"> </td> +<td colspan = "4">Per Round</td> +<td colspan = "2">Per Cubic Yard</td> +<td colspan = "3">Per linear Foot of Tunnel</td> +</tr> +<tr class = "outline center middle"> +<!--<td></td>--> +<td>Total Depth Drilled</td> +<td>No. of Cubic Yards</td> +<td>Pounds of Dynamite</td> +<td>Adv.</td> +<td>Linear Feet Drilled</td> +<td>Pounds of Dynamite</td> +<td>Cu. Yd.</td> +<td>Linear Feet Drilled</td> +<td>Pounds of Dynamite</td> +</tr> +<tr class = "outline center middle"> +<td>Heading</td> +<td>190 to 220</td> +<td>35 to 42</td> +<td>134 to 196</td> +<td>6½ to 8</td> +<td>5.4 to 6.0</td> +<td>3.9 to 5.0</td> +<td>5.3</td> +<td>28 to 32</td> +<td>20.7 to 26.5</td> +</tr> +<tr class = "outline center middle"> +<td>Bench</td> +<td>145 ” 190</td> +<td>90 to 110</td> +<td>118 ” 167</td> +<td>6½ ” 8</td> +<td>1.6 ” 1.9</td> +<td>1.3 ” 1.8</td> +<td>13.7</td> +<td>22 ” 36</td> +<td>17.8 ” 24.7</td> +</tr> +<tr class = "outline middle"> +<td class = "right" colspan = "7">Total</td> +<td class = "center">19</td> +<td class = "center">50 ” 58</td> +<td class = "center">38.5 ” 51.2</td> +</tr> +<tr class = "outline middle"> +<td class = "right" colspan = "8"> +Per cubic yard, whole tunnel section</td> +<td class = "center">2.6 ” 3.1</td> +<td class = "center">2.0 ” 2.6</td> +</tr> +</table> + +<table class = "outline" summary = "figure 3 data"> +<tr class = "center middle"> +<td colspan = "2">Blasting Notes: </td> +<td class = "outline">Number of Sticks</td> +</tr> +<tr> +<td>Heading:</td> +<td><p>First Round: 2 to 3 relieving holes sprung, with 4 to 5 sticks +each</p></td> +<td class = "sideline center middle">8 to 15</td> +</tr> +<tr> +<td></td> +<td><p>8 cut holes, 7 sticks each (sometimes shot twice)</p></td> +<td class = "sideline center middle">56 to 112</td> +</tr> +<tr> +<td></td> +<td><p>First side round, 6 holes, 6 sticks each</p></td> +<td class = "sideline center middle">36</td> +</tr> +<tr> +<td></td> +<td><p>Widening and dry holes, 10 to 12 holes, 6 sticks +each</p></td> +<td class = "sideline center middle">60 to 72</td> +</tr> +<tr> +<td> </td> +<td class = "right">Total Sticks</td> +<td class = "outline center middle">160 to 235</td> +</tr> +<tr> +<td></td> +<td class = "right">Total Pounds</td> +<td class = "outline center middle">134 to 196</td> +</tr> +<tr> +<td><p>Sub‑bench:</p></td> +<td><p>4 widening holes, 4 to 5 sticks each, 2 rounds</p></td> +<td class = "sideline center middle">32 to 40</td> +</tr> +<tr> +<td></td> +<td><p>6 down holes, 5 to 7 sticks each, 2 rounds</p></td> +<td class = "sideline center middle">60 to 84</td> +</tr> +<tr> +<td>Bench:</td> +<td><p>4 down holes, 5 to 7 sticks each</p></td> +<td class = "sideline center middle">20 to 28</td> +</tr> +<tr> +<td></td> +<td><p>6 to 8 lift holes, 5 to 6 sticks each</p></td> +<td class = "sideline center middle">30 to 48</td> +</tr> +<tr> +<td></td> +<td class = "right">Total Sticks</td> +<td class = "outline center middle">142 to 200</td> +</tr> +<tr> +<td></td> +<td class = "right">Total Pounds</td> +<td class = "outline center middle">118 to 167</td> +</tr> +</table> + +</div> + +<div class = "figure"> + +<span class = "pagenum">91</span> +<!--png 095--> + +<p class = "fighead"><a name = "fig4" id = "fig4">Fig. 4.</a></p> + +<p class = "illustration"> +<img src = "images/fig4cross.png" width = "161" height = "155" +alt = "cross-section"> +</p> + +<p class = "caption second"> +CROSS-SECTION</p> + +<p class = "illustration"> +<img src = "images/fig4long.png" width = "329" height = "154" +alt = "longitudinal section"> +</p> + +<p class = "caption second"> +LONGITUDINAL SECTION</p> + +<p class = "illustration"> +<img src = "images/fig4plan.png" width = "303" height = "166" +alt = "plan"> +</p> + +<p class = "caption second"> +PLAN</p> + +<table class = "outline smaller" summary = "figure 4 data"> +<caption>Drilling Method No. 4: 8 drills on 4 columns used in heading. +Bench taken off in one lift. Bottom taken up with lift holes<ins class = +"correction" title = "period missing">. </ins></caption> +<tr class = "outline center middle"> +<td rowspan = "2"> </td> +<td colspan = "4">Per Round</td> +<td colspan = "2">Per Cubic Yard</td> +<td colspan = "3">Per linear Foot of Tunnel</td> +</tr> +<tr class = "outline center middle"> +<!--<td></td>--> +<td>Total Depth Drilled</td> +<td>No. of Cubic Yards</td> +<td>Pounds of Dynamite</td> +<td>Adv.</td> +<td>Linear Feet Drilled</td> +<td>Pounds of Dynamite</td> +<td>Cu. Yd.</td> +<td>Linear Feet Drilled</td> +<td>Pounds of Dynamite</td> +</tr> +<tr class = "outline center middle"> +<td>Heading</td> +<td>310-320</td> +<td>63-71</td> +<td>215-257</td> +<td>8-9</td> +<td>4.5-5.1</td> +<td>3.4-5.7</td> +<td>7.9</td> +<td>35.6-45.</td> +<td>26.9-45.0</td> +</tr> +<tr class = "outline center middle"> +<td>Bench</td> +<td>190-210</td> +<td>89-100</td> +<td>107-155</td> +<td>8-9</td> +<td>1.9-2.2</td> +<td>1.2-1.7</td> +<td>11.1</td> +<td>21.1-24.</td> +<td>13.3-18.9</td> +</tr> +<tr class = "outline middle"> +<td class = "right" colspan = "7">Total</td> +<td class = "center">19</td> +<td class = "center">56.7-69.</td> +<td class = "center">40.2-63.9</td> +</tr> +<tr class = "outline middle"> +<td class = "right" colspan = "8"> +Per cubic yard, whole tunnel section</td> +<td class = "center">3.-3.6</td> +<td class = "center">2.1-3.4</td> +</tr> +</table> + +<table class = "outline" summary = "figure 4 data"> +<tr class = "center middle"> +<td colspan = "2">Blasting Notes:<br> +<p>All holes of whole round are cleaned and loaded before blasting is +started</p></td> +<td class = "sideline">Number of Sticks</td> +</tr> +<tr class = "toppad"> +<td>First Round:</td> +<td><p>5-6 lift holes, 7 to 9 sticks each</p></td> +<td class = "sideline center middle">35 to 54</td> +</tr> +<tr> +<td></td> +<td><p>First row, sub-bench, 6 holes, 6 to 8 sticks each</p></td> +<td class = "sideline center middle">36 to 48</td> +</tr> +<tr> +<td>Second Round:</td> +<td><p>Second row, sub-bench and widening holes, 8 to 10 holes, +6 to 8 sticks each</p></td> +<td class = "sideline center middle">48 to 64</td> +</tr> +<tr> +<td></td> +<td>Stub holes</td> +<td class = "sideline center middle">10 to 20</td> +</tr> +<tr> +<td> </td> +<td class = "right"><p>Bench: Total Sticks</p></td> +<td class = "sideline center middle">129 to 186</td> +</tr> +<tr> +<td> </td> +<td class = "right">Total Pounds</td> +<td class = "sideline center middle">107 to 155</td> +</tr> +<tr> +<td>Third Round:</td> +<td><p>8 cut holes, 7 sticks each, often requires 3 to 4 +charges</p></td> +<td class = "sideline center middle">112 to 224</td> +</tr> +<tr> +<td>Fourth Round:</td> +<td><p>8 holes, First side round, 5 to 7 sticks each</p></td> +<td class = "sideline center middle">40 to 56</td> +</tr> +<tr> +<td>Fifth Round:</td> +<td><p>8 holes, Second side round, 5 to 7 sticks each</p></td> +<td class = "sideline center middle">40 to 56</td> +</tr> +<tr> +<td></td> +<td><p>2 dry holes 5 to 7 sticks each</p></td> +<td class = "sideline center middle">10 to 14</td> +</tr> +<tr> +<td>Sixth Round:</td> +<td><p>4 to 6 widening holes and dry holes, 6 sticks each</p></td> +<td class = "sideline center middle">36 to 48</td> +</tr> +<tr> +<td></td> +<td><p>Stub holes</p></td> +<td class = "sideline center middle">20 to 30</td> +</tr> +<tr> +<td> </td> +<td class = "right"><p>Heading: Total Sticks</p></td> +<td class = "sideline center middle">258 to 428</td> +</tr> +<tr> +<td> </td> +<td class = "right">Total Pounds</td> +<td class = "sideline center middle">215 to 357</td> +</tr> +</table> + +</div> + +<a name = "fig4end" id = "fig4end"> </a> + +<p><span class = "pagenum">92</span> +<!--png 096--> +The average quantity of powder used on the whole work was about 2.9 lb. +per cu. yd. The tables on the diagrams, Figs. 1, 2, 3, and 4, show +that the quantity actually used in making the advance at the main +working faces was about 2.5 lb. The difference is accounted for by the +larger percentage of powder used for trimming the sides, breaking out +the cross-passages between the tunnels, and the excavation of the +ditches, the latter operation not being done until the concrete lining +was about to be put in.</p> + +<p>There was some time, too, during the earlier stages of the work, when +it is believed that an excessive quantity of powder was used; for one or +two months it ran up to 4 lb. per cu. yd.</p> + +<p class = "fighead"><a name = "fig5" id = "fig5">Fig. 5.</a></p> + +<p class= "illustration"> +<img src = "images/fig5.png" width = "491" height = "233" +alt = "see caption"> +</p> + +<p class = "caption bottom"> +MUCK CAR USED AT WEEHAWKEN SHAFT</p> + +<p>The dynamite used was “Forcite.” At first, both 40% and 60% were +used, the 60% generally only for blasting the cut in the headings; +during the latter part of the work, however, the 60% was used +exclusively.</p> + +<p>The rock as a rule broke very well, and only a comparatively small +quantity could not be handled by the shovels without being broken up +further by block-holing. In the sandstone the quantity of powder per +cubic yard was much more than for any of the trap.</p> + +<p>In drilling the Central Shaft, a 6-hole cut was made approximately on +the center line, east and west, the enlargement requiring about 18 more +holes, which were generally about 6 ft. deep, the average advance +being about 4 ft. per day of 24 hours.</p> + +<div class = "figure"> + +<span class = "pagenum">93</span> +<!--png 097--> + +<p class = "fighead"><a name = "fig6" id = "fig6">Fig. 6.</a></p> + +<p class= "illustration"> +<img src = "images/fig6Nthumb.png" width = "387" height = "206" +alt = "see caption"> +</p> + +<p class = "caption second"> +NORTH TUNNEL<br> +<a href = "images/fig6Nwide.png" target = "_blank">larger view</a></p> + +<p class= "illustration"> +<img src = "images/fig6Sthumb.png" width = "389" height = "210" +alt = "see caption"> +</p> + +<p class = "caption second"> +SOUTH TUNNEL<br> +<a href = "images/fig6Swide.png" target = "_blank">larger view</a></p> + +<p class = "caption"> +PROGRESS PROFILES OF NORTH AND SOUTH TUNNELS SHOWING MONTHLY +EXCAVATION</p> + +</div> + +<p>The drills were run by steam until a depth of about 150 ft. had been +reached, air from the plant at Hackensack being available after +<span class = "pagenum">94</span> +<!--png 098--> +that time. Four drills were used most of the time, and six later when +air was available. This work was done entirely by the John Shields +Construction Company, and a depth of 205 ft. was sunk in 6 months +(from July 15th, 1905, to January 15th, 1906). A derrick was used +for hoisting and lowering men and tools during the sinking, elevators +being put in later.</p> + + +<!--png 000--> +<!--png 000--> +<p align = "right"><a href = "#plateXXIIIend"> +<i>Skip to text</i></a></p> + +<div class = "plate"> +<a name = "plateXXIII" id = "plateXXIII"> </a> +<p class = "header"> +PLATE XXIII.<br> +TRANS. AM. SOC. CIV. ENGRS.<br> +VOL. LXVIII, No. 1154.<br> +LAVIS ON<br> +PENNSYLVANIA R.R. TUNNELS: BERGEN HILL TUNNELS.</p> + +<p class = "illus"> +<img src = "images/plate23thumb.jpg" width = "471" height = "649" +alt = "see text"> +</p> + +</div> + +<p class = "caption"> +<a href = "images/plate23.jpg" target = "_blank">larger view</a></p> + +<a name = "plateXXIIIend" id = "plateXXIIIend"> </a> + +<p class = "section"> +<a name = "drilling"><i>Drilling Data.</i></a>—During the progress +of the work, both general and detailed observations were made of the +drilling, the results of which are shown in the tables. Table 1 has +been compiled from the records as platted daily on the chart from the +inspectors’ reports, as shown by Plate XXIII, and described on <a href = +"#records">page 113</a>. Table 2 contains some data relating to the +drilling in the headings.</p> + +<p>The general results of these observations show that the average time +the drills were “actually working” was 5.2 hours per shift, and +that they were actually “hitting the rock” about half of this time, or +about 2.5 hours per shift. The average depth drilled per hour, +during the time the drills were “actually working,” was +2.66 ft.</p> + +<p>The “actual working time,” as noted above, covers the period from the +time the drills were first set up in the heading after blasting until +they were taken down for the next blast; it does not include the time +occupied in setting up or taking down, which would probably average +30 min. more per shift. It is believed that this figure will also +apply very closely to drills working on the bench, though no actual +observations were taken to determine this, on account of the +irregularity with which they were worked.</p> + +<p>The actual working time of the drills in the 736 shifts (7,360 hours) +covered by Table 1, was 3,826 hours, or 5.2 hours per shift. The +average depth drilled per yard, as shown in the last column of +Table 1, agrees fairly well with the figures on the diagrams, +Figs. 1, 2, 3, and 4.</p> + +<p>Table 2 has been compiled from detailed timed observations of +individual drilling of down holes in the bench, for periods of 7 or 8 +hours each, in January, 1907. The work at that time was in fairly normal +condition at all points.</p> + +<p>The figures in the third column of Table 2 include the time required +for moving from one hole to another, when this occurred during the +observation, the time required for changing bits, oiling drills, etc., +and all delays of all kinds. A close record of the delays was +<span class = "pagenum">95</span> +<!--png 099--> +kept, and it was considered that, of the 93 hours, 48 min., in +Table 2, the unnecessary delays amounted to 5 hours, 7 min., +or about 5½ per cent.</p> + +<h5><a name = "table1" id = "table1">TABLE 1.</a></h5> + +<table class = "key" summary = "table headers abbreviated"> +<tr> +<td> +<p>Shifts: Number of shifts covered by observations.</p> +<p>Hours: Average number of hours worked per shift.</p> +<p>D/Hr: Average depth drilled per hour per drill</p> +<p>D/Yd: Average depth drilled per yard.</p> +</td> +<td> </td> +<td> +<p>Hack.: Hackensack</p> +<p>Whk.: Weehawken</p> +<p>CS: Central Shaft</p> +</td> +</tr> +</table> + +<table class = "outline double" summary = "drilling data"> +<tr class = "outline center middle"> +<td>Method.</td> +<td>Date.</td> +<td>Shifts</td> +<td colspan = "2">Place.</td> +<td>Hours</td> +<td>D/Hr</td> +<td>D/Yd</td> +</tr> +<tr class = "sideline"> +<td class = "middle" rowspan = "8"><p>No. 1—<br> +4-drill</p></td> +<td>Aug. ’06</td> +<td>44</td> +<td>Hack.,</td> +<td class = "noleft">N.</td> +<td>5.69</td> +<td>2.78</td> +<td>10.1</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>Sept. ’06</td> +<td>38</td> +<td> ”</td> +<td class = "noleft">N.</td> +<td>5.80</td> +<td>3.77</td> +<td>11.1</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>Aug. ’06</td> +<td>43</td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>5.60</td> +<td>2.89</td> +<td> 9.1</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>Sept. ’06</td> +<td>36</td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>6.18</td> +<td>2.65</td> +<td> 8.7</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>Jan. ’07</td> +<td>16</td> +<td>CS E.</td> +<td class = "noleft">N.</td> +<td>5.99</td> +<td>2.99</td> +<td> 8.2</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>Jan. ’07</td> +<td>20</td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>6.05</td> +<td>2.9</td> +<td> 7.1</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>Apr. ’07</td> +<td>48</td> +<td>CS W.</td> +<td class = "noleft">N.</td> +<td>4.92</td> +<td>3.3</td> +<td> 6.7</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>Apr. ’07</td> +<td>48</td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>5.00</td> +<td>3.2</td> +<td> 7.7</td> +</tr> + +<tr class = "sideline toppad"> +<td class = "middle" rowspan = "4"><p>Nos. 2 and 3—<br> +5-drill</p></td> +<td>Dec. ’06</td> +<td>54</td> +<td>Whk.,</td> +<td class = "noleft">N.</td> +<td>4.95</td> +<td>2.16</td> +<td> 4.52</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>Dec. ’06</td> +<td>54</td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>5.23</td> +<td>2.14</td> +<td> 4.54</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>Dec. ’06</td> +<td>52</td> +<td>Hack.,</td> +<td class = "noleft">N.</td> +<td>5.03</td> +<td>2.2</td> +<td> 5.77</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>Dec. ’06</td> +<td>54</td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>5.90</td> +<td>1.82</td> +<td> 5.67</td> +</tr> + +<tr class = "sideline toppad"> +<td class = "middle" rowspan = "2"><p>No. 4—<br> +7-drill</p></td> +<td>June ’07</td> +<td>56</td> +<td>Whk.,</td> +<td class = "noleft">N.</td> +<td>4.77</td> +<td>2.55</td> +<td> 4.23</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>June ’07</td> +<td>58</td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>4.82</td> +<td>2.26</td> +<td> 3.88</td> +</tr> + +<tr class = "sideline toppad"> +<td class = "middle" rowspan = "2"><p><br>8-drill</p></td> +<td>May ’07</td> +<td>60</td> +<td>Hack.,</td> +<td class = "noleft">N.</td> +<td>4.67</td> +<td>2.44</td> +<td> 5.00</td> +</tr> +<tr class = "sideline"> +<!--<td></td>--> +<td>May ’07</td> +<td>60</td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>4.54</td> +<td>2.57</td> +<td> 4.80</td> +</tr> +</table> + +<h5><a name = "table2" id = "table2">TABLE 2.</a></h5> + +<table class = "outline double center" summary = "drilling data"> +<tr class = "outline middle"> +<td>Date.</td> +<td colspan = "2">Place.</td> +<td colspan = "2">Total working time.</td> +<td>Number of<br> +feet drilled.</td> +</tr> +<tr class = "sideline"> +<td></td> +<td colspan = "2"></td> +<td><i>Hours.</i></td> +<td class = "noleft"><i>Minutes.</i></td> +<td></td> +</tr> +<tr class = "sideline"> +<td>Jan. 14th, 1907</td> +<td>Weehawken</td> +<td class = "noleft">N.</td> +<td>8</td> +<td class = "noleft">0</td> +<td>15</td> +</tr> +<tr class = "sideline"> +<td> ” 15th, 1907</td> +<td> ”</td> +<td class = "noleft">N.</td> +<td>7</td> +<td class = "noleft">32</td> +<td>12</td> +</tr> +<tr class = "sideline"> +<td></td> +<td> ”</td> +<td class = "noleft">N.</td> +<td>7</td> +<td class = "noleft">22</td> +<td>14</td> +</tr> +<tr class = "sideline"> +<td> ” 12th, 1907</td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>8</td> +<td class = "noleft">0</td> +<td>20</td> +</tr> +<tr class = "sideline"> +<td></td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>8</td> +<td class = "noleft">0</td> +<td>11</td> +</tr> +<tr class = "sideline"> +<td></td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>8</td> +<td class = "noleft">0</td> +<td>10</td> +</tr> +<tr class = "sideline"> +<td> ” 11th, 1907</td> +<td>Hackensack</td> +<td class = "noleft">N.</td> +<td>8</td> +<td class = "noleft">0</td> +<td>13</td> +</tr> +<tr class = "sideline"> +<td> ” 17th, 1907</td> +<td> ”</td> +<td class = "noleft">N.</td> +<td>7</td> +<td class = "noleft">10</td> +<td>10</td> +</tr> +<tr class = "sideline"> +<td></td> +<td> ”</td> +<td class = "noleft">N.</td> +<td>7</td> +<td class = "noleft">5</td> +<td>11</td> +</tr> +<tr class = "sideline"> +<td></td> +<td> ”</td> +<td class = "noleft">N.</td> +<td>7</td> +<td class = "noleft">10</td> +<td>10</td> +</tr> +<tr class = "sideline"> +<td> ” 16th, 1907</td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>4</td> +<td class = "noleft">20</td> +<td>10</td> +</tr> +<tr class = "sideline"> +<td></td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>6</td> +<td class = "noleft">9</td> +<td>10</td> +</tr> +<tr class = "sideline"> +<td></td> +<td> ”</td> +<td class = "noleft">S.</td> +<td>7</td> +<td class = "noleft">...</td> +<td>8</td> +</tr> +<tr class = "outline"> +<td>Totals.</td> +<td colspan = "2"></td> +<td>93</td> +<td class = "noleft">48</td> +<td>154</td> +</tr> +</table> + +<p align = "center">Average: 36.6 min. per ft. drilled, or 1.64 ft. +drilled per hour.</p> + +<p>As a check on the average figures obtained from various sources, the +following estimate of the cost of drilling per cubic yard was made up +from these average figures, for comparison with the actual average cost +on the whole work. The cost records show this to be about $2.25 per yd., +exclusive of power for running the drills, almost exactly what +<span class = "pagenum">96</span> +<!--png 100--> +the following estimates give for theoretical average conditions, +although no effort was made to have this latter compare so closely.</p> + +<p align = "center"><i>Estimated Cost per Drill per Day.</i></p> + +<table class = "inline" summary = "data"> +<tr> +<td><p>Drill Runner</p></td> +<td>1</td> +<td>at $3.50 per day,</td> +<td>$3.50</td> +</tr> +<tr> +<td><p>Helper</p></td> +<td>1</td> +<td> ” 2.00 ” ”</td> +<td> 2.00</td> +</tr> +<tr> +<td><p>Nipper</p></td> +<td>1/5</td> +<td> ” 1.75 ” ”</td> +<td> 0.35</td> +</tr> +<tr> +<td><p>Heading foreman</p></td> +<td>1/12</td> +<td> ” 5.00 ” ”</td> +<td> 0.42</td> +</tr> +<tr> +<td><p>Walking boss</p></td> +<td>1/50</td> +<td> ” 7.50 ” ”</td> +<td> 0.15</td> +</tr> +<tr> +<td><p>Blacksmith</p></td> +<td>1/12</td> +<td> ” 4.00 ” ”</td> +<td> 0.34</td> +</tr> +<tr> +<td><p>Blacksmith helper</p></td> +<td>1/12</td> +<td> ” 2.00 ” ”</td> +<td> 0.16</td> +</tr> +<tr> +<td><p>Machinist</p></td> +<td>1/12</td> +<td> ” 3.00 ” ”</td> +<td> 0.25</td> +</tr> +<tr> +<td><p>Machinist helper</p></td> +<td>1/24</td> +<td> ” 1.75 ” ”</td> +<td> 0.07</td> +</tr> +<tr> +<td><p>Pipe fitter and helper</p></td> +<td>1/50</td> +<td> ” 5.00 ” ”</td> +<td> 0.10</td> +</tr> +<tr> +<td><p>Oil, waste, blacksmith coal, etc.</p></td> +<td></td><td></td> +<td> 0.24</td> +</tr> +<tr> +<td><p>Drill steel, 6 in. per shift</p></td> +<td></td><td></td> +<td> 0.20</td> +</tr> +<tr> +<td></td><td></td><td></td> +<td class = "overline">$7.78</td> +</tr> +</table> + +<table class = "inline" summary = "data"> +<tr> +<td><p>Average number of feet drilled per cubic yard</p></td> +<td class = "right">3 to 3.5</td> +</tr> +<tr> +<td><p>Number of feet drilled per drill, per shift</p></td> +<td class = "right">10.5 to 12</td> +</tr> +<tr> +<td><p>Number of yards per drill, per shift</p></td> +<td class = "right">3.5±</td> +</tr> +<tr> +<td><p>Cost of drilling, per yard, $7.78/3.5</p></td> +<td class = "right">$2.22±</td> +</tr> +</table> + +<p>In all the foregoing tables and computations, the quantities used +have been those paid for. The quantity taken out, however, has been 10% +more than that paid for, and 28% more than the contractor was actually +required to take out.</p> + +<p>The specifications required that the excavation should be taken +entirely outside of the neat line, as shown on Plate VIII of the paper +by Mr. Jacobs, but not necessarily beyond this line, but that the +contractor would be paid for rock out to the standard section line, +which is 1 ft. larger on the sides and top and 6 in. +deeper in the bottom than the neat line.</p> + +<p>A great deal of the extra quantity was due to rock falling from the +core-wall side whenever one working face was behind the other. Blasting +at the face behind generally loosened more or less rock on the core-wall +side of the tunnel which was ahead, in one or two instances breaking +entirely through, as shown in Fig. 2, <a href = "#plateXXVI">Plate +XXVI</a>, the hole in the core-wall in this case being utilized by +building a storage chamber in it.</p> + +<p><span class = "pagenum">97</span> +<!--png 101--> +Table 3 gives some of the statistics of drilling in the Simplon Tunnel, +as compared with the drilling on this work, the figures for the Simplon +being taken from papers read before the Institution of Civil Engineers +of Great Britain.</p> + +<h5><a name = "table3" id = "table3">TABLE 3.</a></h5> + +<table class = "outline double center" summary = "drilling data"> +<tr class = "outline middle"> +<td></td> +<td>Bergen Hill.</td> +<td>Simplon.</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Drills set up in heading, percentage of total +elapsed time</p></td> +<td>50%</td> +<td>60%</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Actually drilling the rock, percentage of total +elapsed time</p></td> +<td>25%</td> +<td>50%</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Average advance per round (attack)</p></td> +<td>8.5 ft.</td> +<td>3.8 ft.</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Average time for each attack</p></td> +<td>36 hours.</td> +<td>5 hours.</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Average advance per day of 24 hours</p></td> +<td>5 ft.</td> +<td>18 ft.†</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Depth of holes</p></td> +<td>10 ft.</td> +<td>4.6 ft.</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Diameter of holes</p></td> +<td>2¾ in.</td> +<td>2¾ in.</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Linear feet drilled per hour, per drill</p></td> +<td>2.7</td> +<td>7.0</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Linear feet drilled per cubic yard</p></td> +<td>5.0</td> +<td>6.0</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Pounds of dynamite per cubic yard</p></td> +<td>3.4 to 5.7</td> +<td>8½</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Average depth drilled with one sharpening</p></td> +<td>12 in.</td> +<td>6½ in.</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Total number of men per day of 24 hours*</p></td> +<td>450</td> +<td>3,300 +</table> + +<p class = "footnote">* +On Bergen Hill Tunnels, for two full working faces at the Hackensack +end, about 3,000 ft. in from portal (March, 1908). At Simplon, two full +faces and two headings, at a distance of about 5,000 ft. in from the +portal (January, 1900). These both include lining as well as excavation. +The lining of the Bergen Hill Tunnels progressed about twice as fast as +the excavation; it is inferred that on the Simplon it progressed at +about the same rate as the excavation.</p> + +<p class = "footnote">† +At the Italian end, in Antigoric gneiss, which is stated to be very hard +rock.</p> + +<p>The figures in Table 3 are for “heading only” in both cases, except +for the last item (number of men), the heading in the Simplon Tunnels +being about 60 sq. ft., as compared with the heading of Method +No 4 (which has been used for comparison), of 210 sq. ft.</p> + +<p class = "section"> +<a name = "mucking"><i>Mucking and Disposal.</i></a>—The +conditions affecting the disposal of the muck, after blasting, were +quite different at the two ends, the grade descending in the direction +of the loads at Weehawken and ascending at the Hackensack end. At the +Weehawken end the mouth of the tunnels was at the bottom of a shaft some +80 ft. deep, Fig. 2, <a href = "#plateXXII">Plate XXII</a>, the +muck in the tunnel cars being hoisted by elevators to a platform at the +top from which it was dumped into standard-gauge cars supplied by the +Erie Railroad, as shown by <a href = "#fig7">Fig. 7</a>; or later +hauled to the crusher or storage pile, some 500 ft. distant, on the +north side of Baldwin Avenue. At the western end, the cars were hauled +directly to the surface through the approach cut, and the material, +except that required for concrete and rock packing, was deposited in the +embankment across the Hackensack Meadows, a haul of from 1,000 to +3,000 ft. beyond the portal.</p> + +<p>All disposal tracks were of 3-ft. gauge, the main running tracks +being generally laid with 60-lb. second-hand rails, although some of +lighter weight were used.</p> + +<p><span class = "pagenum">98</span> +<!--png 102--> +Except for about 1,000 ft. in each tunnel at the Weehawken end, where +the muck was loaded by hand, four steam shovels, operated by compressed +air, were used, one at each working face. One of these was a “Marion, +Model No. 20,” weighing 38 tons, the others were “Vulcan Little Giant,” +of about 30 tons each. All these shovels were on standard-gauge track, +and were moved back from 300 to 500 ft. from the working face during +blasting.</p> + +<div class = "figure"> + +<p class = "fighead"><a name = "fig7" id = "fig7">Fig. 7.</a></p> + +<p class = "illustration"> +<img src = "images/fig7thumb.png" width = "404" height = "204" +alt = "see caption"> +</p> + +<p class = "caption"> +METHOD OF EMPTYING DUMP CARS AT WEEHAWKEN SHAFT</p> + +<p class = "caption"> +<a href = "images/fig7.png" target = "_blank">larger view</a></p> + +</div> + +<p>At Weehawken, previous to the time the shovels were installed, the +muck was shoveled by hand into the cars from the bottom of the bench, +and the heading muck was dumped into them from the movable platform +(Jumbo) shown by Fig. 1, <a href = "#plateXXII">Plate XXII</a>. +There were three loading tracks at the face. The cars used at that time +were similar to that shown by <a href = "#fig5">Fig. 5</a>, but +were about two-thirds the size and had no end door; stop-planks were +supposed to be placed in the ends but seldom were. The loads averaged +about ½ cu. yd. (measured in place). After the shovel was +installed the cars shown by Fig. 5 were used, and the loads +averaged nearly 1 cu. yd.</p> + +<p>The empty cars were pushed up to the shovel by hand from the storage +track. When loaded, they were given a start with the bucket of the +shovel, and were then allowed to coast by gravity out to the storage +track near the shaft, where they were stopped by placing rolls of cement +bags or burlap on the rails. After the lining was started, the loaded +cars were stopped on the inside of the lining and only sent out over the +single track through this latter at stated intervals, +<span class = "pagenum">99</span> +<!--png 103--> +when several cars followed in close succession, with a long interval +which permitted the concrete to be brought in. The empty cars were +hauled back to the storage track near the working face by mules, one +mule usually hauling two cars at a time.</p> + +<p>Up to the time the trap rock was reached, about 1,100 ft. from the +shaft, the excavated material was disposed of by loading it on flat +cars. All the trap, however, was stored to be used later for concrete +and ballast.</p> + +<p>When the tunnels were in full working order, sixty muck cars of the +type shown by <a href = "#fig5">Fig. 5</a>, were in use, about +evenly divided between the two tunnels. For some time the work was +greatly hampered by lack of cars, and even with the sixty finally +obtained, there were many times when extra cars could have been used to +advantage to keep the shovel working.</p> + +<p>When mucking by hand, the mucking gangs consisted of from 15 to 20 +men. The maximum output was 50 cu. yd., and averaged about 35 +cu. yd. per shift; there was a great deal of trouble in keeping the +gangs full, as labor at that time was very scarce, and the tunnels were +quite wet. The maximum output of either of the shovels was 159 +cu. yd. in one shift, and the best average in any month—which +was between July and December, 1907, during which time only the +enlargement and bench of the Central Shaft headings was being taken out +from the western end—was 60 cu. yd. per shift. As the shovels +were generally idle for one shift out of three, the quantity actually +handled averaged 90 cu. yd. per shift during the shifts the shovel +worked. All these quantities were “measured in place,” and, as +previously noted, would be about equal to twice as much measured loose +in the cars.</p> + +<p>The shovels at both ends were usually worked with three crews for the +two tunnels; two day crews, one at each shovel, and a night crew which +was used in either tunnel as occasion required. The day crews generally +averaged from 45 to 60 hours overtime during the month, one of them +working during the early part of the evenings in the opposite tunnel to +the night crew. For a short time, when the ventilation at the western +end was very bad, four crews were worked, day and night crews in each +tunnel; but, as a general rule, the method of working three crews was +preferred by the men, and was less expensive for the contractor.</p> + +<p><span class = "pagenum">100</span> +<!--png 104--> +At the Hackensack end, 4-yd., Allison, one-way, dump cars were used, +being handled by “dinky” locomotives, of which there were three in use +up to October, 1907, and four after that. One 15-ton Porter engine, with +10 by 16-in. cylinders, was used outside the tunnels for handling the +trains (from 6 to 8 cars) on the dumps and to the crusher; the other +three, 12-ton Vulcans, 9 by 14-in., were used in the tunnels. About +30 dump cars were in use, and of these there were generally from +3 to 6 under repair.</p> + +<p>Generally, 4 cars were hauled out together, although 5 and +occasionally 6 were handled. The work was generally arranged so that the +heavy mucking shift alternated in the two tunnels, the two engines being +worked there and a single engine in the other tunnel.</p> + +<p>The tunnel engines left the cars on a track just outside the portal, +from which they were made up into trains of from 6 to 8 cars and taken +to the dump or crusher by the large “dinky.”</p> + +<p>The muck from the Central Shaft headings was loaded by hand into cars +similar to that shown by <a href = "#fig5">Fig. 5</a>, but smaller +and having no door at the forward end. A double elevator took the +cars to a platform about 20 ft. above the surface, where they were +dumped by revolving platforms, similar to those at Weehawken, into +storage bins or directly into wagons. The muck was all hauled away in +wagons; part of it was used to fill some vacant lots, and part was +hauled to the crusher at the Western Portal.</p> + +<p>The method under which the best results were obtained was that in +which a full round was blasted every 36 hours, securing an advance of +practically 9 ft. of full section. During the first shift of the +three, as soon as the blasting had been completed and lights strung, the +shovel was moved forward, and cleaned up the floor to the main pile of +muck, the material from the blast being scattered from 150 to 300 ft. +back from the face; during this shift, also, the drillers mucked the +heading and set up their drills, the muckers helping to carry in the +columns and drills. During the second shift the main pile of muck was +disposed of, leaving not more than 2 or 3 hours’ work for the +shovel on the third shift. This left nearly the whole of the third shift +for drilling the lift holes.</p> + +<p class = "section"> +<a name = "ventilation"><i>Ventilation.</i></a>—At Weehawken +considerable difficulty was caused by fog and smoke accumulating in the +tunnels after blasting. This was generally worse on days when the +barometric pressure was low outside, +<span class = "pagenum">101</span> +<!--png 105--> +and worse in the North than in the South Tunnel. A 6-ft. fan, +driven by an electric motor, was installed in the cross-passage at +Station 274, 900 ft. from the shaft, the headings at that time being +about 300 ft. in advance of this point, to force the air from the South +into the North Tunnel, drawing it in at the mouth of the South Tunnel +and discharging it at the mouth of the North Tunnel, thus insuring a +circulation in both tunnels, as shown in plan by <a href = +"#fig8">Fig. 8</a>.</p> + +<p>This necessitated, of course, that the cross-passages between that in +which the fan was placed and the mouths of the tunnels should be blocked +tight. There was some difficulty in keeping this blocking tight, owing +to the force of the blasting blowing out the bulkheads. The fan, +however, did good service when it and the bulkheads were in good order. +The compressed air discharged from the drills kept the headings fairly +clear, as well as that part of the tunnel between the headings and the +fan. The fan was moved ahead to the next cross-passage at Station 277 +when the work had progressed far enough, and was used there for some +time; it was found, however, that by the time the excavation had reached +Station 280, about 1,500 ft. from the shaft, there was practically no +further difficulty from fog and smoke. No satisfactory explanation was +found for this, as it would rather be expected that the ventilation and +trouble with smoke and fumes from blasting would be worse as the +distance increased between the mouth of the tunnel and the working face. +One explanation was offered: That the blasting of the softer sandstone +tended to create more and lighter dust than the heavier trap rock; +whether or not this was so, it is a fact that there was far less trouble +with fog and smoke after the sandstone was passed.</p> + +<p class = "fighead top"><a name = "fig8" id = "fig8">Fig. 8.</a></p> + +<p class = "illustration"> +<img src = "images/fig8.png" width = "479" height = "75" +alt = "ventilation shaft"> +</p> + +<p>At Hackensack, the principal cause of trouble was the smoke from the +“dinky” locomotives. As the tunnels progressed, this gradually became +worse, until a connection was made with the Central Shaft headings. +A fan was installed in the cross-passage at Station +<span class = "pagenum">102</span> +<!--png 106--> +316 (700 ft. in from the portal), but was never worked properly. +Apparently, the men, at least the walking bosses and foremen, had little +faith in the fan as a means of ventilation; no real attempt was made to +keep it in order or operate it properly, and a great deal of time and +money was lost groping around in the smoke and fog, the density of which +increased, not only with the state of the atmosphere, but also with the +direction of the wind. On some days the tunnels easily cleared +themselves, and on others the smoke was so thick that a candle held at +arm’s length could not be seen. At this end, the South Tunnel was +generally worse than the North. After the headings were holed through +between the portal and the Central Shaft there was very little trouble, +there being usually a strong up-draft through the shaft. This was so +pronounced when the wind was blowing toward the portal, that the +moisture-laden air, as it ascended from the mouth of the shaft, +presented the appearance of a heavy rainstorm with the rain ascending +instead of descending. When the wind was blowing away from the portal, +that is, from the southeast, the effect of the shaft as a chimney was +neutralized, and, consequently, the smoke accumulated in the tunnels. To +overcome this, a large blower, with a fan 9 ft. in diameter, +and with blades 4 ft. wide and 2 ft. 3 in. long, +operated by a vertical 12-h.p. engine, was installed at the top of the +shaft, and this kept the tunnels reasonably clear of smoke at all times. +After the bench and enlargement had passed the bottom of the shaft, the +use of the fan was abandoned, as it was found that the tunnels cleared +themselves fairly well, probably owing to the larger cross-section +reaching all the way to the Shaft. What little fog and smoke there might +be did not cause enough trouble to warrant the cost of running the fan, +which, owing to its location, required the whole time of a mechanic in +attendance day and night.</p> + +<p class = "section"> +<a name = "lighting"><i>Lighting.</i></a>—During the earlier +stages of the work, gasoline lamps and Kitson lights were used. The +former, of the familiar banjo type, and a modification of this, with a +section of wrought-iron pipe for the reservoir, were very +unsatisfactory, and were out of repair and leaking a large proportion of +the time. The Kitson lights were given only a short trial, but were +found unsatisfactory, owing to the necessity of moving them frequently +and having to set them up in insecure positions. Electric lights were +installed by Mr. Bradley, on his assumption of the contract.</p> + +<p><span class = "pagenum">103</span> +<!--png 107--> +The number of lamps maintained in each of the tunnels for the excavation +was approximately as follows:</p> + +<table class = "inline" summary = "data"> +<tr> +<td>At the main working face</td> +<td>From 8 to 10</td> +</tr> +<tr> +<td>On and around the shovel</td> +<td> ” 9 to 12</td> +</tr> +<tr> +<td>Between the portal and the working face</td> +<td> ” 60 to 80</td> +</tr> +</table> + +<p>The cost of lighting for the whole work averaged about 15 cents per +cu. yd., which is quite large. This was mainly due to the fact that +current was bought from outside sources during a large part of the time +(one-third of the yardage). Part of this current cost 5 cents per +kw-hr., and there were fairly heavy charges for connecting the tunnel +wiring system with the source of supply. Current bought from the Public +Service Corporation cost from 10 to 12 cents per kw-hr. delivered at the +mouth of the tunnel.</p> + +<p class = "section"> +<a name = "pumping"><i>Pumping.</i></a>—The quantity of water +encountered during the excavation of the tunnels, measured somewhat +roughly, was approximately as follows:</p> + +<table class = "inline" summary = "data"> +<tr> +<td>At Weehawken</td> +<td>74 gal. per min.</td> +</tr> +<tr> +<td>At Central Shaft</td> +<td> 1 ” ” ”</td> +</tr> +<tr> +<td>At Hackensack</td> +<td>18 ” ” ”</td> +</tr> +</table> + +<p>The water at the Weehawken end had to be pumped from the bottom of +the shaft, a lift of about 90 ft., while at the Hackensack end it +had to be pumped back from the face up grade to the portal.</p> + +<p>The cost of pumping was about $100 to $125 per month for labor for +the whole work, besides the cost of the plant (about $1,200) and the +power for running it.</p> + + +<h5 class = "smallcaps"> +<a name = "progress" id = "progress">Progress.</a></h5> + +<p>The total time elapsed from the time of starting work at the +Weehawken end, in May, 1905, to the completion of the excavation, in +May, 1908, was almost exactly three years. Of this time about 40 days +were lost in February and March, 1906, when work was stopped by the +Receiver of the Shields Company, the total number of days actually +worked being about 940, giving an average progress of 6.26 ft. per +working day in each of the two tunnels, which, omitting the Central +Shaft headings, gives an average rate of progress for each working face, +of 3.13 ft. per day.</p> + +<p><span class = "pagenum">104</span> +<!--png 108--> +These 940 days include practically all the time elapsed, except Sundays +and such few holidays as were observed. For some of this time, work was +being carried on at only one or two points; the time, therefore, +represents practically the total possible working time during the period +covered.</p> + +<p class = "section"> +<a name = "weehawken"><i>Progress at Weehawken.</i></a>—At +Weehawken the total number of days worked was 763, divided as +follows:</p> + +<p class = "hanging"> +186 days in timbered section, about 426 ft., an average rate of +2.3 ft. per day in each tunnel;</p> + +<p class = "hanging"> +176 days in hard sandstone, about 563 ft., an average rate of +3.2 ft. per day in each tunnel;</p> + +<p class = "hanging"> +112 days in hard trap, about 267 ft., an average rate of 2.4 ft. per day +in each tunnel;</p> + +<p class = "hanging"> +289 days in ordinary trap, about 1,316 ft., an average rate of 4.55 ft. +per day in each tunnel. +</p> + +<p class = "section"> +<a name = "central_shaft"><i>Progress at Central Shaft.</i></a>—At +Central Shaft the average length driven per day in each of the four +headings is shown by Table 4.</p> + +<h5><a name = "table4" id = "table4">TABLE 4.</a></h5> + +<table class = "outline double center" summary = "drilling data"> +<tr class = "outline middle"> +<td width = "25%">Location.</td> +<td>Number of days worked.</td> +<td>Total length of heading, in feet.</td> +<td width = "25%">Average length of heading driven per day worked, in +feet.</td> +</tr> +<tr class = "sideline"> +<td>N.E.</td> +<td>227</td> +<td>446</td> +<td>1.96</td> +</tr> +<tr class = "sideline"> +<td>S.E.</td> +<td>168</td> +<td>346</td> +<td>2.06</td> +</tr> +<tr class = "sideline"> +<td>N.W.</td> +<td>272</td> +<td>768</td> +<td>2.82</td> +</tr> +<tr class = "sideline"> +<td>S.W.</td> +<td>234</td> +<td>698</td> +<td>2.98</td> +</tr> +</table> + +<p class = "section"> +<a name = "hackensack"><i>Progress at Hackensack.</i></a>—At +Hackensack the total number of days worked on the tunnels proper, all in +trap rock (omitting the cut and cover) was about 792, divided as shown +in Table 5.</p> + +<h5><a name = "table5" id = "table5">TABLE 5.</a></h5> + +<table class = "outline double center" summary = "drilling data"> +<tr class = "outline middle"> +<td>Location.</td> +<td>Number of days worked.</td> +<td>Advance.</td> +<td>Average advnce per day.</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Station 323 to Central Shaft headings</td> +<td>492</td> +<td>1,450</td> +<td>4.5</td> +</tr> +<tr class = "sideline middle"> +<td class = "left"><p>Bench and enlargement of Central Shaft +headings</p></td> +<td>159</td> +<td>{1,150*<br> +{ 906†</td> +<td>7.2*<br> +5.7†</td> +</tr> +<tr class = "sideline"> +<td class = "left"><p>Central Shaft headings to Weehawken headings</td> +<td>141</td> +<td>620</td> +<td>4.4</td> +</tr> +</table> + +<p class = "footnote">* +Actual advance.</p> + +<p class = "footnote">† +Equivalent linear feet of full section tunnel.</p> + +<p><span class = "pagenum">105</span> +<!--png 109--> +The best month’s work in each location was as follows, the actual +yardage excavated and paid for being reduced to equivalent linear feet +of full section. The tunnels were generally taken out to full section, +except for a small amount left in the bottom, which latter reduced the +equivalent linear feet of full section to about 95% of the actual +advance at the face.</p> + +<p><i>Weehawken.</i>—</p> + +<table class = "inline" summary = "data"> +<tr class = "center middle"> +<td></td><td></td><td></td> +<td>Linear <br> +feet.</td> +<td>Feet<br> +per<br> +day.</td> +</tr> +<tr> +<td>Full timbered section,</td> +<td>North Tunnel</td> +<td>Nov., 1905,</td> +<td class = "center" colspan = "2"> 87 == 3.0</td> +</tr> +<tr> +<td>Sandstone</td> +<td> ” ”</td> +<td>May, 1906,</td> +<td class = "center" colspan = "2">109 == 3.9</td> +</tr> +<tr> +<td>Trap (normal)</td> +<td>South ”</td> +<td>July, 1907,</td> +<td class = "center" colspan = "2">144 == 5.3</td> +</tr> +</table> + +<p class = "space"><i>Hackensack (All trap).</i>—</p> + +<table class = "inline" summary = "data"> +<tr class = "center middle"> +<td></td><td></td><td></td> +<td>Linear <br> +feet.</td> +<td>Feet<br> +per<br> +day.</td> +</tr> +<tr> +<td><p>Portal to Central Shaft headings,</td> +<td>South Tunnel</td> +<td>May, 1907,</td> +<td class = "center" colspan = "2">139 == 5.0</td> +</tr> +<tr> +<td><p>* Enlargement of headings,</p></td> +<td><p> ” ”</p></td> +<td>Nov., 1907,</td> +<td class = "center" colspan = "2">175 == 6.0</td> +</tr> +<tr> +<td colspan = "2"><p>Central Shaft headings to Weehawken headings,<br> +North Tunnel</p></td> +<td>Apr., 1908,</td> +<td class = "center" colspan = "2">145 == 5.2</td> +</tr> +</table> + +<p class = "footnote overline">* +The actual advance of the bench this month was 202 lin. ft.</p> + +<p class = "section"> +<a name = "headings"><i>Central Shaft Headings.</i></a>—During +April, 1907, 122 lin. ft. of heading, averaging 3.8 cu. yd. per lin. +ft., were taken out in the South Tunnel, west of the shaft. This was +equal to 5.0 ft. per day for the 24 days worked.</p> + +<p class = "section"> +<a name = "best_week"><i>The Best Week’s Work.</i></a>—The best +week’s work at either of the main working faces, when the full section +was being excavated in trap rock, was 803 cu. yd., equal to 41.8 lin. +ft. of full-section tunnel, or an average of 6.0 lin. ft. of full +section per day; this was from the South Tunnel at Hackensack for the +week ending January 11th, 1908.</p> + +<p class = "section"> +<a name = "best_yardage"><i>The Best Yardage.</i></a>—The largest +number of yards taken out in any one week from one working face was +1,087, equivalent to 56.6 lin. ft. of full section, or an average of 8.1 +lin. ft. of full section per day. This was bench and enlargement only +(Central Shaft headings) in the North Tunnel, Hackensack, for the week +ending October 19th, 1907.</p> + +<p>The largest yardage for the whole work in any one week was 3,238 cu. +yd. from four working faces—two at Weehawken in full section and +<span class = "pagenum">106</span> +<!--png 110--> +two at the Hackensack bench and enlargement (Central Shaft headings). +This was equivalent to 168.4 lin. ft. of full-section tunnel, or an +average of 6 ft. per day from each working face.</p> + +<p class = "section"> +<a name = "best_month"><i>The Best Month’s Work.</i></a>—The best +month’s work with each of the four methods of drilling the headings, as +shown in Figs. 1, 2, 3, and 4, where the work was straight forward +and the full section was being taken out, was as follows:</p> + +<table class = "inline" summary = "data"> +<tr> +<td>Method</td> +<td>No. 1</td> +<td width = "25%"> </td> +<td>About</td> +<td> 90 ft. in sandstone.</td> +</tr> +<tr> +<td> ”</td> +<td>No. 2</td> +<td></td> +<td> ”</td> +<td>100 ” in trap.</td> +</tr> +<tr> +<td> ”</td> +<td>No. 3</td> +<td></td> +<td> ”</td> +<td>137 ” in trap.</td> +</tr> +<tr> +<td> ”</td> +<td>No. 4</td> +<td></td> +<td> ”</td> +<td>145 ” in trap.</td> +</tr> +</table> + +<p>In regard to these figures it should be noted, as stated previously, +that the organization of the men and plant was not properly completed +until near the time Method No. 4 was put in operation.</p> + +<p>In <a href = "#fig9">Fig. 9</a> is shown graphically the relation of +the progress to the time elapsed in the North Tunnel, the diagram for +the South Tunnel being almost exactly the same.</p> + +<div class = "figure"> + +<span class = "pagenum">107</span> +<!--png 111--> + +<p class = "fighead"><a name = "fig9" id = "fig9">Fig. 9.</a></p> + +<p class= "illustration"> +<img src = "images/fig9thumb.png" width = "484" height = "239" +alt = "see caption"> +</p> + +<p class = "caption">PROGRESS PROFILE—NORTH TUNNEL</p> + +<p class = "caption"> +<a href = "images/fig9.png" target = "_blank">larger view</a></p> + +</div> + + +<h5 class = "smallcaps"><a name = "plant" id = "plant">Plant.</a></h5> + +<p>The plant installed by the John Shields Construction Company, and +taken over by Mr. Bradley, was composed very largely of second-hand +material, and eventually most of it had to be replaced. Insufficient and +inefficient plant and delay in installation were largely responsible for +the small progress made by the Shields Company, and Mr. Bradley’s +endeavor to utilize this plant not only caused much delay during the +first 8 or 10 months after he started work, but also involved large +expense.</p> + +<p class = "section"> +<a name = "power_plant"><i>Power Plant.</i></a>—At Weehawken the +plant installed by the Shields Company consisted of three old locomotive +boilers, each having a nominal capacity of about 125 h.p., and one Rand +and one Ingersoll-Sergeant compressor, each of a rated capacity of about +1,250 cu. ft. of free air per min. compressed to 100 lb.</p> + +<p>To this Mr. Bradley added two more second-hand locomotive boilers, +and another Rand compressor of the same type and capacity as the first. +The theoretical steam capacity of each of the five old locomotive +boilers was about 4,250 lb. per hour, or a total capacity of 21,250 lb. +per hour.</p> + +<p><span class = "pagenum">108</span> +<!--png 112--> +Theoretically, the demand on this steam was:</p> + +<table class = "inline" summary = "data"> +<tr> +<td></td><td></td> +<td class = "center">Pounds<br> +per hour.</td> +</tr> +<tr> +<td colspan = "2"> +Three compressors, about 5,600 lb. per hour each</td> +<td class = "number">16,800</td> +</tr> +<tr> +<td>One dynamo</td> +<td>About</td> +<td class = "number">1,000</td> +</tr> +<tr> +<td>One 500-gal. pump</td> +<td> ”</td> +<td class = "number">1,000</td> +</tr> +<tr> +<td>One hoisting engine for elevators</td> +<td> ”</td> +<td class = "number">2,000</td> +</tr> +<tr> +<td class = "inset toppad" colspan = "2">Total</td> +<td class = "number overline">20,800</td> +</tr> +</table> + +<p>Actually, there was considerable deficiency of steam when an endeavor +was made to work the three compressors at their full capacity. +A separate boiler was afterward installed to run the hoisting +engine for the elevators and the pumps, thus leaving a requirement of +only approximately 18,000 lb. of steam per hour, but even this was +beyond the capacity of the boilers, especially as one was almost always +out of commission.</p> + +<p>The two Rand compressors were 24 by 24 by 30-in., straight-line, +one-stage, steam-driven, with a nominal capacity of 1,250 cu. ft. +of free air per min. at 80 rev. per min. The Ingersoll-Sergeant was of +similar type and capacity. Therefore, the theoretical quantity available +was 3,750 cu. ft. of free air per min.</p> + +<p>The theoretical air requirements (as taken from manufacturers’ +catalogues) were:</p> + +<table class = "inline" summary = "data"> +<tr> +<td></td> +<td class = "center">Cubic feet<br> +of free air<br> +per minute.</td> +</tr> +<tr> +<td>20 Rand slugger drills (12 by 174)</td> +<td class = "number">2,088</td> +</tr> +<tr> +<td><p> 2 Little Giant shovels (taking air two-thirds of the +time)</p></td> +<td class = "number">1,100</td> +</tr> +<tr> +<td class = "inset toppad">Total</td> +<td class = "number overline">3,188</td> +</tr> +</table> + +<p>This estimate, based on the assumption (given in the catalogues) that +the drills would be working about three-fifths of the time, and the +shovels about two-thirds of the time, left apparently an ample margin +between the full capacity of the compressors and the requirements for +the drills; as a matter of fact, however, it was seldom that more than +80 lb. of air was available, and the pressure often dropped to 60 or 50 +lb. at the compressors. During the time this plant was in use the +greatest distance to the drills was about 1,500 ft.</p> + +<p>As this plant proved to be entirely inadequate to the demands, an +arrangement was made with the O’Rourke Construction Company on +<span class = "pagenum">109</span> +<!--png 113--> +August 17th, 1906, whereby they agreed to supplement the air supply by +1,000 cu. ft. of free air per min. at 100 lb. pressure. This arrangement +was not altogether satisfactory, and finally (on December 5th, +1906) an arrangement was made with the same company to supply air up to +4,000 cu. ft. of free air per min. at 100 lb., and the old plant was +shut down.</p> + +<p>The new plant had been in use previously in the construction of the +River Tunnels. The air from it was compressed to 40 lb. by low-pressure +machines, one being used all the time and two when necessary. These +machines were built by the Ingersoll-Sergeant Company, the engines being +of the Corliss duplex type, cross-compound steam, with simple duplex air +cylinders, each compressor having a capacity of nearly 4,000 cu. ft. of +free air per min. This air, at 40 lb., was delivered to an +Ingersoll-Sergeant high-pressure machine, having Corliss cross-compound +engines, 14 by 26 by 36-in., with air cylinders of the piston inlet +type, 13¼ by 36-in., which compressed it to 100 lb. The capacity of this +latter machine, taking air at normal pressure, is 920 cu. ft. of free +air per min. working at 85 rev. per min.; by taking the air at +40 lb., and working at a somewhat higher speed, this machine alone +supplied all the air used at the Weehawken end (approximately 4,000 ft.) +from December, 1906, to November, 1907, and, with very few exceptions, +the pressure was steadily maintained at from 90 to 100 lb., there being +no break-down of any kind.</p> + +<p>At Hackensack the plant taken over by Mr. Bradley consisted of six +old locomotive boilers and four Rand compressors, all of the same type +as those at Weehawken. To this he added two second-hand marine boilers, +each of a stated capacity of about 350 h.p., and two more Rand +compressors of the same type and capacity as the others, making the +total theoretical steam power available approximately 1,450 h.p., with a +compressor capacity of approximately 7,500 cu. ft. of free air per min., +equal to about 1,500 h.p., allowing for 15% of loss.</p> + +<p>Nowhere near the theoretical steam power was ever developed from the +boilers. The tubes of the old locomotive boilers were filled with mud in +many cases, and were always leaking. The marine boilers were not +properly installed to give the best results, and it was seldom possible +to work more than four compressors at once, or to keep the air pressure +at the power-house much greater than from 70 to 80 lb. at any time.</p> + +<p><span class = "pagenum">110</span> +<!--png 114--> +This plant had been built by the Shields Company on the meadows +alongside the Erie and New York, Susquehanna and Western Railroads, and +the foundations were not made sufficiently strong to resist the effect +of the vibration caused by the passing trains. It was impossible to keep +the steam connections tight, and there was not only the loss of steam +due to leaky joints, but positive danger of one of the main steam lines +breaking entirely. After attempting to operate this plant for nearly +5 months, Mr. Bradley determined to abandon the site and the +boilers, and build a new plant, farther back from the railroad, on solid +ground, in such a position that a spur track could be built to a coal +trestle in front of the boilers.</p> + +<p>Two pairs of Stirling boilers, with a total capacity of 2,000 h.p., +were installed. As a rule, at times of maximum demand, three of the +boilers were in use; after the Central Shaft was stopped, two were +generally sufficient, until, toward the latter part of the excavation, +the losses in the transmission of the air made it necessary to keep +three going.</p> + +<p>Eight compressors (the six old ones with two brought from Weehawken), +were installed in the new power-house. All were of the same type, +namely, Rand, straight-line, steam-driven, 24 by 24 by 30-in., each with +a nominal capacity of 1,250 cu. ft. of free air per min. Seven of these +were generally worked to their full capacity in order to keep up the +necessary supply of air.</p> + +<p>The maximum requirements of air at this end were primarily estimated +as follows:</p> + +<table class = "inline" summary = "data"> +<tr> +<td>Central Shaft, four headings</td> +<td>24 drills.</td> +</tr> +<tr> +<td>Hackensack, two working faces</td> +<td>20 drills.</td> +</tr> +<tr> +<td class = "toppad inset">Total</td> +<td class = "overline">44 drills.</td> +</tr> +</table> + +<table class = "inline" summary = "data"> +<tr> +<td></td><td></td> +<td class = "center">Cubic feet<br> +of free air<br> +per minute.</td> +</tr> +<tr> +<td>44</td> +<td>Slugger drills (25 by 174) require</td> +<td class = "number">4,350</td> +</tr> +<tr> +<td> 2</td> +<td>Steam shovels</td> +<td class = "number">1,600</td> +</tr> +<tr> +<td></td> +<td>Pumps and machine-shop, say</td> +<td class = "number">1,000</td> +</tr> +<tr> +<td> 4</td> +<td>Hoisting engines, placing concrete</td> +<td class = "number">2,000</td> +</tr> +<tr> +<td> 4</td> +<td>Derricks</td> +<td class = "number">2,000</td> +</tr> +<tr class = "toppad"> +<td></td> +<td class = "inset">Total</td> +<td class = "number overline">10,950</td> +</tr> +</table> + +<p><span class = "pagenum">111</span> +<!--png 115--> +The theoretical capacity of the whole eight compressors was:</p> + +<p align = "center"> +1250 × 8 = 10,000 cu. ft. of free air per min.</p> + +<p>It was considered that not more than two-thirds of the above +equipment would be working at the same time; the actual requirement, +therefore, was taken at about 8,000 cu. ft. of free air per min., thus +leaving a margin of one spare compressor.</p> + +<p>As actually worked out, there were probably never more than eight +drills working at any one time at the Central Shaft, and this work was +entirely suspended in June, 1907, before there was any demand for power +in connection with the tunnel lining. The heaviest actual requirement, +therefore, was approximately as follows:</p> + +<h5>(<i>A</i>) <i>Previous to June 25th, 1907:</i></h5> + +<table class = "inline" summary = "data"> +<tr> +<td></td><td></td> +<td class = "center">Cubic feet<br> +of free air<br> +per minute.</td> +</tr> +<tr> +<td>40</td> +<td>Drills (22 by 174)</td> +<td class = "number">3,828</td> +</tr> +<tr> +<td> 2</td> +<td>Shovels</td> +<td class = "number">1,600</td> +</tr> +<tr> +<td></td> +<td>Pumps and machine-shop, say</td> +<td class = "number">1,000</td> +</tr> +<tr> +<td> 2</td> +<td>Derricks</td> +<td class = "number">1,000</td> +</tr> +<tr class = "toppad"> +<td></td> +<td class = "inset">Total</td> +<td class = "number overline">7,428</td> +</tr> +</table> + +<h5>(<i>B</i>) <i>After November, 1907</i> (<i>after completion of +enlargement of Central Shaft headings</i>):</h5> + +<table class = "inline" summary = "data"> +<tr> +<td></td><td></td> +<td class = "center">Cubic feet<br> +of free air<br> +per minute.</td> +</tr> +<tr> +<td>32</td> +<td>Drills (17 by 174)</td> +<td class = "number">2,958</td> +</tr> +<tr> +<td> 2</td> +<td>Shovels</td> +<td class = "number">1,600</td> +</tr> +<tr> +<td></td> +<td>Pumps, etc</td> +<td class = "number">1,000</td> +</tr> +<tr> +<td> 3</td> +<td><p>Hoisting engines on concrete, each working one-third +time</p></td> +<td class = "number">500</td> +</tr> +<tr> +<td> 2</td> +<td>Derricks</td> +<td class = "number">1,000</td> +</tr> +<tr class = "toppad"> +<td></td> +<td class = "inset">Total</td> +<td class = "number overline">7,058</td> +</tr> +</table> + +<p>The average number of drillers per shift was about 25 at the two main +working faces. There were also from 5 to 10 drills trimming and cleaning +up for concrete, say an average of 7, making 32 in all.</p> + +<p>After November 1st, it actually required three boilers under steam +all the time, and not less than seven compressors running at full +capacity, to keep the air at proper pressure, the theoretical capacity +<span class = "pagenum">112</span> +<!--png 116--> +of the compressors being 8,750 cu. ft. of free air per min., as against +7,000 to 7,400 cu. ft., the theoretical maximum requirement.</p> + +<p>Some of this deficiency was due to losses in transmission, part also +was due to the fact that the actual was probably considerably below the +theoretical capacity of the compressors.</p> + + +<h5 class = "smallcaps"> +<a name = "accidents" id = "accidents">Accidents.</a></h5> + +<p>Two accidents occurred to the powder magazines, the causes of which +were never absolutely determined. The first occurred on January 10th, +1907, when the dynamite burned up without exploding. The second accident +was on March 3d, 1907, when an explosion occurred which damaged property +over a very large area, but did not involve any serious injury to +persons, only one man being slightly hurt.</p> + +<p>The only serious blasting accident in the tunnels occurred on January +26th, 1908, and was due to a premature blast, the cause for which could +not be ascertained.</p> + +<p class = "section"> +<a name = "contractor_org"><i>Contractor’s +Organization.</i></a>—The work was in general charge of a +superintendent, and, during the time it was being carried on at both +ends, an assistant superintendent had charge at night. At each end there +was a day and a night walking boss, who had general supervision of the +men in the tunnels, the day walking boss being the superior, and +responsible for the general conduct of the work at his end, both day and +night. Two 10-hour shifts were worked, thirteen shifts every two weeks, +no work being done on alternate Sundays and Sunday nights. With the +exception of the walking bosses and the master mechanic, all the men +changed from the day to the night shift every two weeks.</p> + +<p>The organization was approximately as follows, for each shift:</p> + +<h5><i>General—Both Tunnels.</i></h5> + +<table class = "inline" summary = "data"> +<tr> +<td> +<p>1 Master mechanic (days only),</p> +<p>1 Machinist,</p> +<p>1 Engine runner,</p> +<p>2 Firemen,</p> +<p>2 Oilers,</p> +<p>1 Electrician and helper,</p> +<p>1 Drill machinist and helper,</p> +<p>3 Blacksmiths and helpers,</p> +<p>1 Powderman,</p> +</td> +<td> </td> +<td> +<p>1 Walking boss,</p> +<p>4 Locomotive engine runners,</p> +<p>4 Brakemen,</p> +<p>1 Switchman,</p> +<p>1 Foreman on dump,</p> +<p>6 Men on dump,</p> +<p>1 Foreman on track,</p> +<p>6 Men on track.</p> +</td> +</tr> +</table> + +<span class = "pagenum">113</span> +<!--png 117--> +<h5><i>In Each Tunnel.</i></h5> + +<table class = "inline" summary = "data"> +<tr class = "center"> +<td><i>Drilling and Blasting.</i></td> +<td width = "20%"> </td> +<td><i>Mucking.</i></td> +</tr> +<tr> +<td> +<p> 1 Foreman,</p> +<p>12 Drillers,</p> +<p>12 Helpers,</p> +<p> 1 Nipper,</p> +<p> 1 Pipe-fitter.</p> +</td> +<td> </td> +<td> +<p> 1 Shovel engineer,</p> +<p> 1 Cranesman,</p> +<p> 1 Muck boss,</p> +<p>12 Muckers.</p> +</td> +</tr> +</table> + + +<h5 class = "smallcaps"> +<a name = "records" id = "records">Records.</a></h5> + +<p>The records of the work have been based largely on the reports of the +day and night inspectors, which were made out on regular forms.</p> + +<p>A daily report card was made out each morning and forwarded to the +office of the chief engineer. It covered the work done for the previous +24 hours, up to 6 o’clock each morning.</p> + +<p>A telephone report was made to the resident engineer by the +inspectors each day at 8.30 <span class = "smallcaps">A.M.</span>, +giving the conditions, number of men, etc., at the opening of the day’s +work.</p> + +<p>A daily progress profile, on 10 by 10 to the inch cross-section +paper, covering the whole length of the tunnels, was kept in the office +of the resident engineer. This was mounted in sections, on a piece of +composition board, and hung on the wall for convenient reference. The +information, showing the progress up to 6 o’clock each morning, was +shown on the report of the night inspector, and was plotted on this +profile at 7 o’clock each morning. The plotting was left in pencil, +and each month’s work was colored in. A progress profile was taken +by the men of the alignment corps each Saturday morning and plotted by +them, alternate weeks being in red and blue ink on the same profile.</p> + +<p>A chart showing the number of drills working, time worked, blasting +periods, etc. (<a href = "#plateXXIII">Plate XXIII</a>), was +plotted each morning and was extremely useful, not only in keeping in +touch with the work, but in compiling many of the statistics used in the +preparation of this paper. These cross-section sheets were ruled 12 by +12 to the inch, thus giving one space per hour horizontally. In the top +vertical space are shown the heading drills, their time of stopping and +starting, and their number, each heavy line representing one drill. In +the next space below are shown the drills on the bench, lift holes, +etc.</p> + +<p>The blasting time is shown by the portion hatched (shown in red on +the original), which covers the whole vertical space when a complete +<span class = "pagenum">114</span> +<!--png 118--> +round of both heading and bench is blasted, and only part, top or +bottom, as the case might be, if only one or the other. The number of +drillers and muckers at the main working face is shown, and below that +(in red ink on the original) the number of cubic yards handled each +shift. The time the shovel is working is shown by the heavy line filling +a whole space; and the air pressure, platted from the recording gauge +charts, is shown in the space below.</p> + +<p>A combination daily and weekly report, showing the total number of +men working on each section, and the number of cubic yards excavated, +was entered every day and kept on a filing board in the office of the +resident engineer, and a copy was sent to the main office at the end of +the week, with such notes on the back as might be necessary, or of +interest.</p> + +<p>A report was made out weekly and sent to the contractor’s +superintendent, showing any deviations from grade, any tight places, and +the station of bench and headings.</p> + +<p>A monthly report was made to the chief engineer, giving detailed +statistics of the amount of work done, etc., plant installed, and short +notes of any matter of interest affecting the work in any way.</p> + + +<h5 class = "smallcaps"> +<a name = "lining" id = "lining">Tunnel Lining.</a></h5> + +<p> +<a name = "preliminary"><i>Preliminary Considerations.</i></a>—For +the placing of the concrete lining, a sub-contract was given to +Messrs. King, Rice and Ganey, by Mr. Bradley, which provided +substantially that all materials should be supplied by him, and +delivered to the sub-contractors at track level, at or near the point in +the tunnel at which they were to be placed, and that he would supply +light and power; the sub-contractors were to supply the plant, forms, +and labor necessary for placing the concrete and water-proofing, +building the conduit lines, manholes, etc., etc., to complete the +lining, the general form of which is shown on Plate VIII of the paper by +Mr. Jacobs, and in <a href = "#fig10">Fig. 10</a>. The latter also shows +the different sections into which the lining was divided for purposes of +construction, and the nomenclature adopted for each. It may be noted, +incidentally, that the cubic contents of the lining per linear foot of +tunnel is almost exactly half the quantity excavated, out to the +standard section lines, and as there was some excavation outside of +these lines, all of which had to be replaced, the actual quantity of +material which had to be brought back into the tunnel +<span class = "pagenum">115</span> +<!--png 119--> +was quite a little more than half the quantity taken out. It will be +evident, therefore, that the question of transportation was an important +one.</p> + +<p class = "fighead top"><a name = "fig10" id = "fig10">Fig. 10.</a></p> + +<p class = "illustration"> +<img src = "images/fig10.png" width = "482" height = "442" +alt = "see caption and text"> +</p> + +<p class = "caption bottom"> +SKETCH SHOWING DIVISION OF LINING FOR PURPOSES OF CONSTRUCTION, AND +NAMES OF SECTIONS</p> + +<p>An essential part of the agreement with the sub-contractors provided +that the operations incident to the placing of the lining should be +carried on so as to provide at all times space for a single track of +3-ft. gauge, running through the work, and the necessary clearance for +the locomotives and cars used in hauling out the muck. A clearance +diagram of one of the “dinkys” used in the tunnels, and its relation to +the forms used, is shown by <a href = "#fig12">Fig. 12</a> and also by +<a href = "#fig16">Fig. 16</a>, the 4-yd. Allison cars, used for +handling the muck, taking practically the same width, although they were +not quite as high. This requirement and the limited space available must +be kept in mind in considering the design finally adopted for the forms +and plant required in placing +<span class = "pagenum">116</span> +<!--png 120--> +the lining. It should also be kept in mind that, with the rolling stock +used, there was only room for a single track through that part of the +tunnel where any concrete had been built. As the concrete progressed, +therefore, the length of single track was necessarily lengthened, and +the problem of transportation was made increasingly difficult.</p> + +<p>In working out a design for the bench-wall forms, another highly +important and controlling factor, which had to be considered, was the +arrangement of the conduit lines, as shown in the general +cross-section.<a class = "tag" name = "tag2" id = "tag2" href = +"#note2">2</a></p> + +<p>The quantities of the various materials in the lining, per linear +foot of tunnel, were as follows:</p> + +<table class = "inline" summary = "data"> +<tr> +<td colspan = "2">Concrete</td> +<td> 7.64 cu. yd.</td> +</tr> +<tr> +<td>Rock packing: Paid for</td> +<td>1.48 cu. yd.</td> +<td></td> +</tr> +<tr> +<td class = "inset">Outside standard section line</td> +<td>1.74 ” ”</td> +<td></td> +</tr> +<tr class = "toppad"> +<td></td> +<td class = "overline"> </td> +<td> 3.22 ” ”</td> +</tr> +<tr> +<td colspan = "2">Iron and steel</td> +<td>44.2 lb.</td> +</tr> +<tr> +<td colspan = "2">Vitrified conduits</td> +<td>84.0 duct ft.</td> +</tr> +<tr> +<td colspan = "2">Water-proofing</td> +<td>13.0 sq. ft.</td> +</tr> +<tr> +<td colspan = "2">Flags</td> +<td> 3.3 ” ”</td> +</tr> +</table> + +<p class = "section"> +<a name = "general"><i>General Methods.</i></a>—The lining was +started at both ends of the tunnels before the headings were finally +holed through, so that there was practically a separate organization at +each end, each in charge of one of the members of the firm. The work at +the Weehawken end was started first, and the plant and scheme of working +adopted there was thoroughly tried out before the plant for the western +end was built, consequently, the latter was somewhat more efficient, +being designed in the light of the experience gained at the Weehawken +end.</p> + +<p>The general sequence of the plan first adopted in placing the +concrete is shown by <a href = "#fig10">Fig. 10</a>. The concrete was +first placed in the foundations up to the elevation of the bottom of the +conduit bines, this work, of course, being kept well in advance; next +followed, in the order named, the sand-walls, water-proofing, conduits, +bench-walls, and finally the arch. The foundation was built in any +convenient lengths, multiples of 16 ft., the length of one section of +form, the sand-walls in lengths of from 25 to 35 ft., the bench-walls in +25-ft. lengths, and the arch in 10-ft. lengths. Concrete was placed +during the day shift only, +<span class = "pagenum">117</span> +<!--png 121--> +the forms being moved partly at night, and partly on the alternate days +when concrete was not being placed in them.</p> + +<p>Five gangs were organized at each end, the first placed concrete in +the foundations in both tunnels, as the excavation was ready. In each +tunnel there was a gang which built sand-wall one day and bench-wall the +next, the two tunnels alternating so that only one bench-wall was built +each day, and finally a gang in each tunnel building arches, +a 10-ft. section being completed each day. During the night shift, +the arch forms and travelers were moved, and all other forms, etc., were +made ready for the concrete to be placed the following day. Some of the +conduit laying was done by the night shift, but part of it was +necessarily done during the day, as the concrete was built up. +A small gang was kept busy in both tunnels, during the day shift, +laying conduits and water-proofing. The latter two operations were +generally performed by the same gang.</p> + +<p>This organization, of course, required considerable regularity in the +work, and this was finally attained, but at the beginning many sections +were often not finished on time, thus creating considerable confusion. +The progress possible with this organization (finally maintained with +great regularity) was 75 ft. of bench-wall and 60 ft. of arch per week +at each of the two working faces in each tunnel. This allowed the +bench-wall to gain considerably on the arch, and therefore at a suitable +point, as shown on the progress diagram, <a href = "#fig9">Fig. 9</a>, +a third pair of arches was started, one in each tunnel, increasing +the progress on the arches to 180 ft. per week in each tunnel.</p> + +<p class = "section"> +<a name = "mixing"><i>Mixing and Transportation.</i></a>—All the +concrete used on this section was mixed in Hains mixers, one being at +each end. At the Weehawken shaft the mixer was installed in the +framework supporting the head-house and elevators; and storage bins were +arranged above, as shown by <a href = "#fig11">Fig. 11</a>, <i>A</i>, +the whole structure being somewhat strengthened to allow this to be +done. At the western end the mixer was placed immediately under the bins +of the stone crusher, as shown by Fig. 11, <i>B</i>, the track +below being connected directly with the tunnels. The stone bin under the +screen of the crusher plant at the Hackensack end was divided into three +parts, the center being filled with sand by a derrick having a +clam-shell bucket, the other two with stone directly from the screen +above.</p> + +<p align = "right"><a href = "#fig11end"> +<i>Skip to Text</i></a></p> + +<div class = "figure"> + +<p class = "fighead"><a name = "fig11" id = "fig11">Fig. 11.</a></p> + +<p class = "illustration"> +<img src = "images/fig11thumb.png" width = "467" height = "357" +alt = "Figure 11 thumbnail" usemap = "#fig11map"> +</p> + +<map name = "fig11map" id = "fig11map"> +<area shape = "poly" coords = "0,0, 145,0, 250,357, 0,357" +href = "images/fig11a.png" target = "_blank" +alt = "mixer at Weehawken"> +<area shape = "rect" coords = "260,0,467,357" +href = "images/fig11b.png" target = "_blank" +alt = "mixer at Hackensack"> +</map> + +<p class = "caption bottom"> +<a href = "images/fig11a.png" target = "_blank">Cross-Section of Hains +Mixer Installation, at Weehawken Shaft</a><br> +(Larger view)</p> + +<p class = "caption"> +<a href = "images/fig11b.png" target = "_blank">Cross-Section of Hains +Mixer Installation, Stone and Sand Bins Above and Screen of Crusher, at +Hackensack Portal</a><br> +(Larger view)</p> + +</div> + +<a name = "fig11end" id = "fig11end"> </a> + +<p>This type of mixer proved very efficient on this work. The largest +<span class = "pagenum">118</span> +<!--png 122--> +number of full batches (0.8 cu. yd.) mixed in one plant per hour was +about 35; the largest number per day of 10 hours was about 240; but the +apparatus was never worked to its full capacity, the quantity of +concrete which it was possible to use being limited by other +considerations.</p> + +<p>The concrete for the foundations was hauled in steel, +<b>V</b>-shaped, dumping cars holding about 1 cu. yd., and the +concrete for the bench-walls and arches in Stuebner, 1-yd., +bottom-dumping buckets placed on small flat cars, as shown by +Fig. 1, <a href = "#plateXXIV">Plate XXIV</a>. Rock packing was +handled in Allison 4-yd. cars and also in the cars shown by <a href = +"#fig5">Fig. 5</a>, as well as in the Stuebner buckets, the latter, +however, being most generally used. Mules were used for a short time at +the Weehawken end to haul the concrete in, but proved entirely +inadequate to haul the loaded cars up the 1.3% grade, and +locomotives were substituted after the headings were holed through. At +the western end the cars were allowed to coast in, and, up to the time +the headings were holed through, were hauled back by mules; after that +they were pushed out by a locomotive which had gone in ahead of them. As +a rule, from 8 to 10 cars of concrete and rock packing were sent in, one +after the other, in proper order, a boy riding on each car and +stopping it at the proper place; all these cars were pushed out together +when empty.</p> + +<!--png 123--> +<!--png 124--> +<p align = "right"><a href = "#plateXXIVend"> +<i>Skip to text</i></a></p> + +<div class = "plate"> +<a name = "plateXXIV" id = "plateXXIV"> </a> +<p class = "header"> +PLATE XXIV.<br> +TRANS. AM. SOC. CIV. ENGRS.<br> +VOL. LXVIII, No. 1154.<br> +LAVIS ON<br> +PENNSYLVANIA R.R. TUNNELS: BERGEN HILL TUNNELS.</p> + +<p class = "illus"> +<img src = "images/plate24a.jpg" width = "485" height = "391" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 1.</span> +K 131. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Weehawken Shaft, North Tunnel. Rear view of conveyor for concrete, +showing method of hoisting bucket from car on track in hopper over belt. +June 7, 07.</p> + +<p class = "illus"> +<img src = "images/plate24b.jpg" width = "482" height = "387" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 2.</span> +K 130. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Weehawken Shaft, South Tunnel. View showing waterproofing (extreme left) +portion of completed sand wall, sand wall forms, traveller and end of +conveyor overhead. July 22, 07.</p> + +<p class = "illus"> +<img src = "images/plate24c.jpg" width = "485" height = "388" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 3.</span> +K 148. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Weehawken. View showing method of placing concrete in forms. Hoisting +apparatus and bucket in background. Sept. 24, 07.</p> + +<p class = "illus"> +<img src = "images/plate24d.jpg" width = "484" height = "387" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 4.</span> +K 154. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Weehawken Shaft, North Tunnel. Method of placing concrete in bench +walls. Top of waterproofing suspended from top of sandwall. Oct. +21, 07.</p> + +</div> + +<a name = "plateXXIVend" id = "plateXXIVend"> </a> + +<p><span class = "pagenum">119</span> +<!--png 125--> +During the time the excavation was being carried on simultaneously with +the lining at the Weehawken end, the rock packing was loaded at the +working face and sent out to the point where it was to be used; after +that the rock packing was sent in from outside from the reserve pile on +the north side of Baldwin Avenue.</p> + +<p>At the western end the larger part of the rock packing was sent in +from outside, but occasionally, during the time the excavation was going +on, the cars from the heading were stopped at convenient points, +generally under the gantries, where the lining was being placed, and +whatever stone could be utilized was sorted from the top and passed up +to the platforms above.</p> + +<p>After the headings were holed through, there was considerable +difficulty at times in getting a sufficient supply of concrete and rock +packing into the tunnel at the time it was required, and while +undoubtedly the transportation facilities may have had some influence in +this, the principal trouble lay in the difficulty of securing a +sufficient supply of proper stone for rock packing, and for the +crusher.</p> + +<p>While the excavation was progressing, the cars of muck, as they came +from the headings, were taken directly to the crusher and dumped into +it, the proportion of fine material being fairly constant and the supply +regular. At this time, also, a portion of the rock not required at +the crusher was dumped along the edge of the bank on the south side of +the approach, the larger stones rolling to the bottom where they were +easily available to be loaded into cars for rock packing, being entirely +free from the fine material; as this stone at the bottom of the bank was +used up, the supply was renewed, the rock suitable for rock packing +being automatically separated from the fine material as it rolled to the +foot of the slope.</p> + +<p>After the excavation was completed, however, it was necessary to go +into the bulk of the storage piles to get material for the crusher and +for rock packing, and then the difficulties were materially increased by +the large quantity of fine material encountered, the proportion +remaining after the rock packing had been sorted out being too large to +send through the crusher. It was not only the handling over of this fine +material which caused delay, but the difficulty of disposing of it. On +rainy days the trouble was increased by the difficulty of getting men to +work in the open.</p> + +<p>The delays due to transportation were usually caused by derailments, +<span class = "pagenum">120</span> +<!--png 126--> +which were more numerous than they should have been, and were due to the +condition of the rolling stock rather than to that of the track. These +delays, especially when they occurred in the early part of the day, +greatly increased the cost, by necessitating over-time work; +a delay of 1 hour in the forenoon generally meant +2 hours’ work after 6 o’clock to finish the day’s work.</p> + +<p>The average number of cars handled (round trips of 1 car) during +a day (two 10-hour shifts) at the Hackensack end during January, 1908, +when the excavation and lining were in full swing, was about 125 cars of +muck and 200 cars of lining material, the former being hauled by +locomotives and the latter by mules.</p> + +<p class = "section"> +<a name = "concrete"><i>Methods of Handling Concrete in the +Tunnels.</i></a>—The concrete for the floor, ditches, and +foundations, was brought into the tunnel in <b>V</b>-shaped steel, +dumping cars, and dumped as near as possible to the place it was to +occupy.</p> + +<p>The concrete for the arches and bench-walls was loaded at the mixers +into 1-yd., Stuebner, bottom-dumping buckets which just held a 4-bag +batch. These buckets were placed on small flat cars, hauled into the +tunnel, placed beneath the traveling gantry, as shown by Fig. 1, <a +href = "#plateXXIV">Plate XXIV</a>, and hoisted to the platform +above.</p> + +<p>These traveling gantries, the details of which are shown by <a href = +"#fig12">Fig. 12</a>, consisted essentially of platforms at each end of +which an <b>A</b>-frame was erected; the latter supported at their +apexes two <b>I</b>-beams, from the lower flanges of which was suspended +a traveling block, shown at <i>A</i>, Fig. 12, and through which +the hoisting rope was rigged. The buckets were hoisted through an +opening in the platform and then moved along to where they could be +dumped. The platforms were supported on wheels traveling on rails laid +on the concrete of the foundation (for the bench-wall gantries) or on +top of the bench-wall (for the arch gantries).</p> + +<p align = "right"><a href = "#fig12end"> +<i>Skip to Text</i></a></p> + +<div class = "figure"> + +<span class = "pagenum">121</span> +<!--png 127--> + +<p class = "fighead"> +<a name = "fig12" id = "fig12">Fig. 12.</a></p> + +<p class = "illustration"> +<img src = "images/fig12thumb.png" width = "447" height = "293" +alt = "Figure 12 thumbnail" usemap ="#fig12map"> +</p> + +<map name = "fig12map" id = "fig12map"> +<area shape = "rect" coords = "0,0,257,160" +href = "images/fig12elev.png" target = "_blank" +alt = "sectional elevation"> +<area shape = "rect" coords = "257,0,441,195" href = "#fig12sec" +alt = "cross-section"> +<area shape = "rect" coords = "95,160,257,250" href = "#fig12a" +alt = "A: traveling block"> +<area shape = "rect" coords = "0,160,95,210" href = "#fig12b" +alt = "B: top sheave"> +<area shape = "rect" coords = "0,210,95,293" href = "#fig12c" +alt = "C: lower sheave"> +</map> + +<p class = "caption bottom"> +DETAILS OF TRAVELING GANTRY USED IN THE CONSTRUCTION OF THE TUNNEL +LINING</p> + +<p class = "caption second bottom"> +SECTIONAL ELEVATION<br> +<a href = "images/fig12elev.png" target = "_blank">(Larger view)</a></p> + +<p class = "illustration"> +<a name = "fig12sec" id = "fig12sec"> </a> +<img src = "images/fig12sec.png" width = "380" height = "348" +alt = "see caption and text"> +</p> + +<p class = "caption second bottom"> +CROSS-SECTION</p> + +<p class = "illustration"> +<a name = "fig12a" id = "fig12a"> </a> +<img src = "images/fig12a.png" width = "324" height = "157" +alt = "see caption and text"> +</p> + +<p class = "caption second bottom"> +A. DETAIL OF TRAVELING BLOCK</p> + +<table class = "picture" summary = "part of figure 12"> +<tr> +<td class = "picture"> +<a name = "fig12b" id = "fig12b"> </a> +<img src = "images/fig12b.png" width = "146" height = "82" +alt = "see caption and text"> +</td> +<td class = "picture"> +<a name = "fig12c" id = "fig12c"> </a> +<img src = "images/fig12c.png" width = "135" height = "176" +alt = "see caption and text"> +</td> +</tr> +<tr> +<td><p class = "caption second"> +B. DETAIL OF TOP SHEAVE</p> +</td> +<td><p class = "caption second"> +C. DETAIL OF LOWER SHEAVE.</p> +</td> +</tr> +</table> + +</div> + +<a name = "fig12end" id = "fig12end"> </a> + +<p>Each of the first two of these traveling gantries used was equipped +with a belt conveyor working on a cantilever arm, as shown by Figs. 3 +and 4, <a href = "#plateXXI">Plate XXI</a>, and Figs. 1 +and 2, <a href = "#plateXXIV">Plate XXIV</a>. In using these +belt conveyors, the concrete was dumped from the Stuebner bucket into a +hopper, Fig. 1, Plate XXIV, with an adjustable slot in the +bottom, under which the belt ran.</p> + +<p>It was the original intention, in designing the conveyor, that the +end of the cantilever arm should be swung from one side of the tunnel +<span class = "pagenum">122</span> +<!--png 128--> +to the other, and that the traveler should be moved backward or forward, +as might be required, and thus deliver the concrete from the end of the +belt directly over the place in which it was to be deposited in the +bench-walls. As a matter of fact, it was found impractical in operation +to move the gantry readily, owing to its great weight, which was +supported on only four ordinary car wheels and their bearings, and it +was found more convenient to leave the arm in one position near the +center, letting the concrete drop on the platform above the bench- or +sand-wall forms, whence it could be shoveled into place, than to attempt +to move it as had been intended. Both of these difficulties might +possibly have been overcome by modifications in the design of the gantry +and conveyor, had this method of handling the concrete seemed otherwise +desirable.</p> + +<p>The principal difficulty with its use, however, was the inability to +take care of more than one batch of concrete at a time. When one batch +had been dumped into the hopper, a second could not be disposed of +until the first had nearly all run through on the belt, and this took +from 7 to 20 min., varying with the consistency of the concrete, etc. In +a few instances, where there happened to be some fairly dry batches, the +concrete could not be started through the slot at all, and had to be +shoveled out of the hopper. On the other hand, it is stated that some +batches, under favorable conditions, passed through in about +2 min., but this was quite exceptional, and the operation was +irregular and uncertain.</p> + +<p>Before the final method of handling the concrete was adopted, +a trial was made of two forms of cars and buckets, to be used on +the top platform, as shown by Figs. 3 and 4<ins class = +"correction" title = "apparent error for ‘Figs. 3 and 4, Plate XXIV’">, +and </ins><a href = "#plateXXIV">Plate XXIV</a>. In the method +shown by Fig. 3, Plate XXIV, the concrete was hoisted in the +regular Stuebner buckets, one of which can be seen suspended in the +background of this photograph, and dumped into the car shown, which was +mounted so that it could be revolved in a horizontal plane. It was +intended to move this car on the tracks to the point at which the +concrete was required, and dump it directly through a chute into the +bench-walls. This car was abandoned, as there was a great deal of +difficulty in turning it when it was loaded, and in several instances it +had to be dumped straight ahead in the middle of the platform and the +concrete shoveled into the forms. This method was also objectionable +when the bucket was dumped, inasmuch as the force of the impact +<span class = "pagenum">123</span> +<!--png 129--> +of a whole batch of concrete dumped from such a height into the forms, +not only tended to throw the conduits out of line, and to break them, +but also caused considerable strain on the forms.</p> + +<p>The bucket shown by Fig. 4, <a href = "#plateXXIV">Plate XXIV</a>, +was next tried. It had a slanting bottom and a door opening at the side. +It was filled at the mixer, came into the tunnel on a small flat car, +and was hoisted and placed on a similar car on top, as shown. This +bucket was not successful, as its great weight made it difficult to +handle, and it generally required a man to shovel the concrete out, +which latter, of course, had been pretty well compacted in the bottom of +the bucket by its trip from the mixer. All these cars were hauled +backward and forward on the top platform by a rope running to the winch +on the hoisting engine on the traveling gantry.</p> + +<p>Aside from the fact that neither type was a success, neither of these +schemes was much improvement over the belt, inasmuch as only one batch +could be handled at a time, owing to the necessity of using the engine +to haul the cars back and forth on the platform. The final solution was +found in the use of the traveling gantry, shown by <a href = +"#fig12">Fig. 12</a> and Fig. 1, <a href = "#plateXXVI">Plate +XXVI</a>, the latter being one of the arch gantries. The gantry used for +the bench- and sand-walls was supported on framed bents on wheels +running on rails laid on the foundation; that for the arch was the same, +except that the high-framed bent was dispensed with, the side-sills +resting directly on the journals of wheels traveling on rails on top of +the finished bench-wall.</p> + +<p>These gantries were used only as a means of hoisting the buckets and +moving them along to where they could be dumped directly on the +platform, whence the concrete was shoveled into wheel-barrows, which +could be dumped directly into the bench-walls; or, in the case of the +arches, shoveled from the platform of the gantry to the intermediate +platform on the arch ribs, and thence directly into the arch. This use +of wheel-barrows, though apparently a somewhat crude method and a +retrogression from the use of the belt conveyor, proved very successful, +and really involved no more labor than did the conveyors, although this +might not have been the case had these latter worked as they were +originally designed to.</p> + +<p>The method finally adopted allowed as many as four buckets to be +dumped on the platform on one end of the arch gantry at one time, and +eight on one end of that used for the bench-walls, the workmen +<span class = "pagenum">124</span> +<!--png 130--> +handling about three of these latter into the forms by the time the last +of the eight was dumped. It required about 1½ min. to place a car +under the gantry, hoist the bucket, dump, close it, and return it to the +car below.</p> + +<p>Rock packing was stored at the other end of the platform, for use as +required, when it was not handled directly from the end nearest the +work. This method allowed the concrete and other materials to be brought +in in trains at infrequent intervals, and provided a sufficient supply +of material on hand so that the men handling it on top could be kept +steadily at work.</p> + +<p>Each hoisting engine on these gantries had 7 by 10-in. cylinders, and +a double drum; some of them were Lamberts and some Mundys, operated by +compressed air.</p> + +<p class = "section"> +<a name = "floor"><i>Ditches, Floor and Foundations.</i></a>—The +first method of building the foundation was that shown by <a href = +"#fig13">Fig. 13</a>, <i>A</i>; no attempt was then made to build the +ditch, or floor, the intention being to leave these until the completion +of the remainder of the lining. In building the bench-wall on this +foundation, however, it was found difficult to secure the bottom of the +forms properly (Fig. 2, <a href = "#plateXXV">Plate XXV</a>), so as +to prevent any give, as the material under the track was not solid +enough to brace against. It was decided, therefore, to build the whole +of the ditch (see <a href = "#fig13">Fig. 13</a>, <i>B</i>) so that the +bottom of the forms could be braced against the solid concrete. At the +beginning of the work, the face of the bench-wall was built up to the +level of the bottom of the conduits with the foundation; if, therefore, +in placing the concrete above this level, extreme care were not taken to +get a tight fit between the bench-wall form and the lower face, and then +to hold it rigidly in place, the result was a rather unsightly +horizontal joint high enough to be plainly visible. The position of this +joint may be seen in Fig. 2, <a href = "#plateXXV">Plate XXV</a>, +which shows the first section of bench-wall built. Several subsequent +sections showed an overhang above this joint, amounting in one or two +cases to as much as ½ in., due to the fact that the bench-wall form +moved or did not fit tightly. This defect was obviated by building the +foundations with an offset on the face, shown by <a href = "#fig13">Fig. +13</a>, <i>B</i>, so that the joint came at the level of the top of the +flagging over the ditches, and therefore was almost entirely concealed; +at the same time this allowed a sufficient surface, on the plane of the +face of the bench-wall, against which the bench-wall forms could be +braced and lined up.</p> + +<p align = "right"><a href = "#fig13end"> +<i>Skip to Text</i></a></p> + +<div class = "figure"> + +<span class = "pagenum">125</span> +<!--png 131--> + +<p class = "fighead"> +<a name = "fig13" id = "fig13">Fig. 13.</a></p> + +<p class = "caption">PLAN SHOWING VARIOUS METHODS OF BUILDING FLOOR AND +FOUNDATION, AND DETAILS OF FORMS</p> + +<p class = "illustration"> +<img src = "images/fig13thumb.png" width = "463" height = "309" +alt = "Figure 13 thumbnail" usemap ="#fig13map"> +</p> + +<map name = "fig13map" id = "fig13map"> +<area shape = "rect" coords = "0,0,195,185" href = "#fig13ab" +alt = "sectional elevation"> +<area shape = "rect" coords = "240,0,463,240" href = "#fig13c" +alt = "sectional elevation"> +<area shape = "rect" coords = "0,185,240,309" +href = "images/fig13d.png" target = "_blank" +alt = "sectional elevation"> +</map> + +<p class = "illustration"> +<a name = "fig13ab" id = "fig13ab"> </a> +<img src = "images/fig13ab.png" width = "464" height = "443" +alt = "see caption and text"> +</p> + +<p class = "illustration"> +<a name = "fig13c" id = "fig13c"> </a> +<img src = "images/fig13c.png" width = "458" height = "475" +alt = "see caption and text"> +</p> + +<p class = "caption second bottom"> +Method Finally Adopted</p> + +<p class = "caption second"> +DETAILS OF DITCH FORMS<br> +<a href = "images/fig13d.png" target = "_blank">(Larger View)</a></p> + +</div> + +<a name = "fig13end" id = "fig13end"> </a> + +<p><span class = "pagenum">126</span> +<!--png 132--> +The ditch forms were set very carefully to line and grade by the +alignment corps, as this formed the starting point of all the rest of +the work, the only other thing which was necessary was to give a level +at the front end of the bench-wall form, after it was set, for the +elevation of the top of the bench, and to check up the stations of the +ends of the sections occasionally to see that they were at the even +25-ft. points (that is +08, +33, +58, and +83).</p> + +<p>After a short length had been built with the ditches only, it was +thought desirable to try and put in the floor as well, so that the whole +of the concrete would be put in place as the lining advanced, and leave +less cleaning up to be done over the end of a single track, in the +restricted spaces between the bench-walls. <a href = "#fig13">Fig. +13</a>, <i>C</i>, shows the method finally adopted. In this may be seen +the three stages in which it was put in, the details of the ditch forms +being shown by Fig. 13, <i>D</i>.</p> + +<p>In that part of the tunnel where sand-walls were built, a hollow tile +drain was built into the foundation, as shown in <a href = "#fig13">Fig. +13</a>, <i>A</i> and <i>B</i>, along the foot of the water-proofing and +connected at intervals with the drains by 4-in. cast-iron pipes. When +the sand-walls and water-proofing were not built, however, the concrete +of the foundations was sloped from the neat line back to the rock, as +shown by Fig. 13, <i>C</i><sup>3</sup>, so that in case any water +found its way down through the rock packing, its tendency would be to +flow back against the rock, or to follow the low part of this concrete +to 4-in. cast-iron pipes leading to the side ditches, rather than to +find its way through the joint between the foundation and the bench-wall +and so into the lower duct lines.</p> + +<p class = "section"> +<a name = "sand_walls"><i>Sand-Walls.</i></a>—The sand-wall forms +first used are shown in Fig. 2, <a href = "#plateXXIV">Plate +XXIV</a>, with a section of the finished sand-wall. As this work was +only intended to give a comparatively smooth surface against which to +place the water-proofing, no particular care was taken with the surface, +except to avoid sharp projections which might cut through the felt and +pitch used for this purpose. A rather porous concrete (with all the +rock which could be safely embedded in it and have the wall stand) was +used, so that it would not act as a dam, but rather tend to allow the +water to find its way to the bottom of the tunnel, and so into the +drains.</p> + +<p>The traveling gantry for placing the concrete in the sand-walls, as +first designed, with the belt conveyor, could of course only deliver the +concrete at one end. Before setting the forms for a new section, it +<span class = "pagenum">127</span> +<!--png 133--> +was necessary, therefore, to move the gantry ahead, before the +cross-bracing between the tops of the forms, which also held the top +platform, could be placed in position. Fig. 2, <a href = +"#plateXXIV">Plate XXIV</a>, shows the end of the conveyor over the top +of the cross-braces. In order to hold the bottom of these forms, small +wooden blocks were embedded in the foundation concrete, against which +they could be wedged, as shown by <a href = "#fig13">Fig. 13</a>, +<i>A</i>; these blocks were cut out after the sand-wall had been +built.</p> + +<p>After the forms had been filled, the conveyor could not be moved back +to the bench-wall until the concrete had set sufficiently so that these +cross-braces could be removed, and, on account of the overhang at the +top, the set had to be fairly good in order to prevent this overhang +from breaking off. This arrangement, therefore, for placing the concrete +was found to be impractical, if the proposed schedule of a section of +bench-wall and a section of sand-wall to be built on alternate days, was +to be carried out. In a few instances, where the sand-wall was finished +fairly early in the afternoon, the forms were released next morning, and +the conveyor was moved back, but, even then, 2 or 3 hours at least +were lost at the beginning of the shift. The conveyor, however, was +abandoned, for the reasons previously given, and the traveling gantry +was rearranged to allow concrete to be delivered at either end; it was +then only necessary to move it backward and forward between the bench- +and sand-wall forms instead of through these forms. This permitted the +construction of the much more substantial type of forms shown by <a href += "#fig14">Fig. 14</a>.</p> + +<p class = "fighead top"><a name = "fig14" id = "fig14">Fig. 14.</a></p> + +<p class = "illustration"> +<img src = "images/fig14a.png" width = "384" height = "398" +alt = "see caption and text"> +</p> + +<p class = "caption"> +TRAVELING FORM FOR BUILDING SAND-WALL</p> + +<table class = "picture" summary = "part of figure 14"> +<tr> +<td class = "picture"> +<img src = "images/fig14b.png" width = "162" height = "194" +alt = "see caption and text"></td> +<td> +<p class = "caption"> +DETAIL SHOWING METHOD<br> +OF HANGING WATER-PROOFING<br> +FROM TOP OF SAND-WALL</p> +</td> +</tr> +</table> + +<p>After being moved ahead on the track on top of the foundation, the +form was first blocked up to grade, and then adjusted to line by the +screws and slotted cleats shown at <i>B</i>, <a href = "#fig14">Fig. +14</a>, after which it was secured by the braces from the ditches, as +shown. The face lagging was placed in separate pieces and held against +the uprights by lightly nailing every third or fourth piece; the whole +was removed each time the form was moved, and built up again as the +concrete was placed.</p> + +<p>Considerable care was taken to slope the top of the sand-wall back +toward the rock, as shown by <a href = "#fig14">Fig. 14</a>, and to +allow free drainage along the top (which ran parallel to the grade of +the tunnel) to the 4-in. cast-iron drain pipes which carried the water +from the rock packing above the arch to the drains beneath the +track.</p> + +<p>Sand-walls were built for a length of about 1,100 ft. in each tunnel +at the Weehawken end, and about 700 ft. in each tunnel at the western +<span class = "pagenum">128</span> +<!--png 134--> +end, the remainder of the work, with the exception of a few short +stretches, not being considered wet enough to require +water-proofing.</p> + + +<!--png 135--> +<!--png 136--> +<p align = "right"><a href = "#plateXXVend"> +<i>Skip to text</i></a></p> + +<div class = "plate"> +<a name = "plateXXV" id = "plateXXV"> </a> +<p class = "header"> +PLATE XXV.<br> +TRANS. AM. SOC. CIV. ENGRS.<br> +VOL. LXVIII, No. 1154.<br> +LAVIS ON<br> +PENNSYLVANIA R.R. TUNNELS: BERGEN HILL TUNNELS.</p> + + +<p class = "illus"> +<img src = "images/plate25a.jpg" width = "483" height = "389" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 1.</span> +K 173. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels.) +Hackensack Portal and Approach. Telephone and Telegraph ducts and +mandrels. Nov. 20, 08.</p> + +<p class = "illus"> +<img src = "images/plate25b.jpg" width = "486" height = "387" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 2.</span> +K 125. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Weehawken Shaft, North Tunnel. View showing general construction of +tunnel lining forms, and clearance to allow disposal of excavated +material. June 17, 07.</p> + +<p class = "illus"> +<img src = "images/plate25c.jpg" width = "485" height = "389" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 3.</span> +K 156. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Weehawken Shaft, South Tunnel. North side looking East, showing method +of placing waterproofing. Oct. 22, 07.</p> + +<p class = "illus"> +<img src = "images/plate25d.jpg" width = "482" height = "387" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 4.</span> +K 147. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Weehawken. General view showing center and first section of arch and +completed lining, North Tunnel. Sept. 24, 07.</p> + +</div> + +<a name = "plateXXVend" id = "plateXXVend"> </a> + +<p class = "section"> +<a name = "conduits"><i>Conduits.</i></a>—The arrangement of the +conduit lines is shown in the general cross-section.<a class = "tag" +name = "tag3" id = "tag3" href = "#note3">3</a> On the core-wall side +there are 48 lines for telegraph and telephone cables, built of 4-way +multiple conduit, each piece of which is 3 ft. long and about 10 +in. square outside. On the other side there are the high- and +low-tension lines, built of single conduit 18 in. long and a little +more than 5 in. square outside. Manholes or splicing chambers are +built every 400 ft., and are about 8 ft. long and 4 ft. +wide. General views of the conduits as built are shown in Fig. 4, +<a href = "#plateXXV">Plate XXV</a>, which shows all the lines in one +tunnel, and in Fig. 1, Plate XXV, which shows the telegraph and +telephone lines, with the expanding mandrels used in laying them.</p> + +<p>In attempting to plan the work of placing the lining, two methods of +building the bench-wall were considered. One was to build the wall in +longitudinal sections, each section separated by a line of ducts; and +the other was to attempt to build the wall in the manner called for by +the specifications, which required the concrete to be carried up in +layers as the conduits were laid. In this latter method, it was +<span class = "pagenum">129</span> +<!--png 137--> +proposed to bond the concrete together with the forked bonds, the +details of which are shown by <a href = "#fig15">Fig. 15</a>, <i>A</i>, +but, as it might have been impractical to use these if the wall had been +built in sections, provision was made in the contract to place expanded +metal, as shown by Fig. 15, <i>B</i>, if this was thought advisable. The +method of construction necessary, if the wall had been built in +sections, is shown graphically by the five sketches, Fig. 15, <i>B</i>, +1, 2, 3, 4, and 5.</p> + +<p>The form and details of the expanding mandrel which was finally +designed to meet the conditions, and proved so satisfactory in every +way, are shown by <a href = "#fig15">Fig. 15</a>, <i>C</i>. The mandrel +consisted of two triangular pieces of hard pine, separated by wedges +attached to one piece which fitted into slots in the other; these, when +expanded, practically filled the whole of the inside of the ducts. One +of these mandrels was placed in each line of single ducts and two in +each 4-way duct, placed diagonally, as shown in Fig. 1, <a href = +"#plateXXV">Plate XXV</a>. This required 60 mandrels at each working +point, or 240 for the whole work. The mandrels were 35 ft. long, so that +they easily covered the whole of a 25-ft. section, projected +sufficiently far back into the previously finished work to assure the +continuity of the alignment, and allowed the ends to be racked out at +the forward end to secure proper breaks between the joints.</p> + +<p>In laying the single conduits, as a rule, the (collapsed) mandrels +were pulled ahead from the previous section as each line was laid, and +the conduits were strung on it until the whole length was completed; the +conduits were then pushed up tight together, so as to close the joints +as tightly as possible, and then the mandrel was expanded. The conduits +were thus held firmly in position, and the forward end of the line was +lifted slightly so that the wraps could be placed around the joints. The +4-way conduits were generally laid in the ordinary way, except that no +laying mandrel was necessary. One dowel was used between each of the +pieces of conduit, at the center, and the joints were wrapped. When a +line was finished, two mandrels were placed diagonally in each line and +expanded simultaneously, so that any inequalities in the ducts +themselves were divided as far as possible. In connection with the use +of these mandrels, one of the points which was most carefully watched +was that they projected back into the last completed section, thus +insuring the continuity of the alignment.</p> + +<p>It was originally intended to wrap the joints of the 4-way ducts +<span class = "pagenum">130</span> +<!--png 138--> +only, but it was found to be impractical to keep the grout from the wet +concrete entirely out of the single ducts, and, after a short trial, it +was decided to wrap these also. The expanding mandrel kept out a great +deal of the cement, and, in the sections laid without wraps, the only +difficulty from this cause seemed to be that a slight film of grout, +from 1/16 to ⅛ in. thick, was deposited on the bottom of the inside +of the ducts at some places, and although this was not considered a +serious defect, it was thought that the slight extra cost of placing the +wraps would undoubtedly be justified by the practically perfect results +obtained by using them.</p> + +<p>Considerable attention was given to breaking the joints of the ducts +properly, so as to maintain throughout the conduit lines the greatest +break possible. The joints in each superimposed line were broken at half +the length of the individual pieces of conduit, the joints in lines in +the same horizontal plane being broken at one-quarter the length, thus +preventing any joints from touching one another either at the sides or +corners, which tended to prevent a burn-out on one line from being +communicated to another. There was some little difficulty at first in +maintaining the breaks, owing to slight variations in the lengths of the +conduit, but after a very short time both the workmen and the inspectors +became very expert at this and in the proper use of short lengths to +maintain the spacing; after the first few weeks there was little if any +difficulty in attaining at all times almost perfect results. The method +of making the breaks is shown in the photographs and by the isometric +sketch at <i>F</i>, <a href = "#fig15">Fig. 15</a>.</p> + +<p>All the conduits used on this work were furnished by the Great +Eastern Clay Company, and were made at its factory at South River, N.J., +where they were inspected before shipment.</p> + +<p>The mandrel used in the final rodding was made as shown at <i>G</i>, +<a href = "#fig15">Fig. 15</a>, the larger size being used for all +lines. The rods for pushing it through the conduit lines were made of +6½-ft. lengths of ordinary 1-in. wrought-iron pipe with extra long +(3-in.) couplings. The lines were rodded in both directions from +alternate manholes, thus avoiding uncoupling the rods and allowing every +pull to be effective in pushing the mandrel through the ducts.</p> + +<p>Wooden rods were used at first, but proved entirely too light, as the +mandrels used were a close fit, and it required considerable effort to +push them through 400 ft. of conduit. Iron pipe with ordinary couplings +<span class = "pagenum">132</span> +<!--png 140--> +was next tried, but the couplings broke quite often, as the threads +became worn in uncoupling the sections to move the rods from one line to +another, and the break was generally inside a duct line. The long +couplings were finally adopted, and a set of rods was put in each line, +that is, six sets in all, so that when coupled up they remained in the +line until it was finished. The expense of the extra quantity of pipe +thus required was more than offset by the decreased labor cost.</p> + + +<p align = "right"><a href = "#fig15end"> +<i>Skip to Text</i></a></p> + +<div class = "figure"> + +<span class = "pagenum">131</span> +<!--png 139--> + +<p class = "mynote"> +In the Figure as printed, only <i>B</i> was shown. Red letters were +added by the transcriber.</p> + +<p class = "fighead"><a name = "fig15" id = "fig15">Fig. 15.</a></p> + +<p class = "illustration"> +<img src = "images/fig15thumb.png" width = "436" height = "311" +alt = "Figure 15 thumbnail" usemap ="#fig15map"> +</p> + +<map name = "fig15map" id = "fig15map"> +<area shape = "rect" coords = "0,0,100,75" href = "#fig15a" +alt = "A: bonds for conduits"> +<area shape = "rect" coords = "100,0,436,75" href = "#fig15b" +alt = "B: bench-wall"> +<area shape = "rect" coords = "0,75,300,116" +href = "images/fig15c.png" target = "_blank" +alt = "C: isometric drawing of mandrel"> +<area shape = "rect" coords = "318,75,436,218" href = "#fig15d" +alt = "D: weasel"> +<area shape = "rect" coords = "0,210,125,280" href = "#fig15e" +alt = "E: cutter"> +<area shape = "rect" coords = "0,116,102,210" href = "#fig15f" +alt = "F: joints and bonds"> +<area shape = "rect" coords = "102,116,275,190" href = "#fig15g" +alt = "G: plan and section of mandrel"> +<area shape = "poly" coords = "102,190, 225,190, 320,215, 320,243, +200,243, 102,212" +href = "images/fig15mandrel_det.png" target = "_blank" +alt = "details of mandrel"> +</map> + +<p class = "caption bottom"> +ELECTRICAL CONDUITS: METHODS OF LAYING, RODDING, ETC.</p> + +<p class = "illustration"> +<a name = "fig15a" id = "fig15a"> </a> +<img src = "images/fig15a.png" width = "218" height = "138" +alt = "see caption and text"> +</p> + +<p class = "caption second bottom"> +A. FORK ENDED STEEL BONDS FOR CONDUITS.</p> + +<p class = "illustration"> +<a name = "fig15b" id = "fig15b"> </a> +<img src = "images/fig15b.png" width = "499" height = "359" +alt = "see caption and text"> +</p> + +<p class = "caption second bottom"> +B. SEQUENCE OF METHODS OF BUILDING BENCH-WALL PROPOSED WHEN USING +EXPANDED METAL BONDS.</p> + +<p class = "caption second bottom"> +C. ISOMETRIC DRAWING OF EXPANDING MANDREL.<br> +<a href = "images/fig15c.png" target = "_blank"> +(Larger view)</a></p> + +<p class = "illustration"> +<a name = "fig15d" id = "fig15d"> </a> +<img src = "images/fig15d.png" width = "308" height = "317" +alt = "see caption and text"> +</p> + +<p class = "caption second bottom"> +D. DETAILS OF <ins class = "correction" title = +"quotation marks hand-drawn in extra space">“WEASEL”</ins><br> +Used for gripping disconnected pipe rods in conduit</p> + +<p class = "illustration"> +<a name = "fig15e" id = "fig15e"> </a> +<img src = "images/fig15e.png" width = "304" height = "156" +alt = "see caption and text"> +</p> + +<p class = "caption second bottom"> +E. CUTTER FOR REMOVING OBSTRUCTIONS IN CONDUITS.</p> + +<p class = "illustration"> +<a name = "fig15f" id = "fig15f"> </a> +<img src = "images/fig15f.png" width = "271" height = "195" +alt = "see caption and text"> +</p> + +<p class = "caption second bottom"> +F. ISOMETRIC SKETCH SHOWING METHOD OF BREAKING JOINTS AND POSITION +FORKED BONDS.</p> + +<p class = "illustration"> +<a name = "fig15g" id = "fig15g"> </a> +<img src = "images/fig15g.png" width = "436" height = "179" +alt = "see caption and text"> +</p> + +<p class = "caption second bottom"> +G. PLAN AND SECTIONS OF EXPANDING MANDREL.</p> + +<p class = "caption second bottom"> +MANDREL DETAILS<br> +<a href = "images/fig15mandrel_det.png" target = "_blank"> +(Larger view)</a></p> + +<p class = "caption second top"> +DETAILS OF FINAL RODDING MANDRELS</p> + +<table class = "outline float center" summary = "part of figure 15"> +<caption><span class = "sans">INDEX</span></caption> +<tr class = "outline"> +<td></td> +<td><ins class = "correction" title = +"text reads ‘Mult-’">Multi</ins>-Duct<br> +Mandrel</td> +<td>Single-Duct<br> +Mandrel</td> +</tr> +<tr class = "outline"> +<td><i>A</i></td> +<td>3¼”</td> +<td>3⅜”</td> +</tr> +<tr class = "outline"> +<td><i>B</i></td> +<td>¾”</td> +<td>⅞”</td> +</tr> +<tr class = "outline"> +<td><i>C</i></td> +<td>2½”</td> +<td>2⅝”</td> +</tr> +</table> + +<h5>Note</h5> + +<p class = "smallroman"> +End pipe connections may be changed to suit connections of rodding +outfit, care being taken to use a connection which will not split and +expand the mandrel if it should be driven back into it, in attempting to +ram the mandrel back when stuck in a duct.</p> + +<p class = "smallroman"> +Connection at Head End may be dispensed with, if the mandrel is threaded +through ducts by rods attached to the trailing end.</p> + +</div> + +<a name = "fig15end" id = "fig15end"> </a> + +<p>It was thought necessary at first to run a cutter, <a href = +"#fig15">Fig. 15</a>, <i>E</i>, through the conduits ahead of the final +rodding mandrel, but this was soon found to be unnecessary except in a +very few instances, and, after a short experience, the cutter was only +used at places where an obstruction was encountered by the mandrel.</p> + +<p>At such times as the pipe became uncoupled inside the duct line, the +part remaining inside was recovered by the use of the tool shown at +<i>D</i>, <a href = "#fig15">Fig. 15</a>, called a “weasel.” In two +instances, the mandrel became stuck in such a manner that the duct line +had to be cut into in order to take it out.</p> + +<p>The best day’s work of the rodding gang (1 foreman and 4 men) was +20,400 duct ft. of the 4-way conduit in the telegraph and telephone +line, and 19,200 duct ft. of single conduit on the low-tension line, an +average day’s work under ordinary conditions being about 10,000 duct ft. +The cost, including labor, material, and all tools, for rodding for the +whole work was slightly less than 0.2 cent per duct ft. The average cost +of the single conduit was about 0.25 cents per ft., and of the 4-way, +0.15 cents per ft. About 10% of the conduit lines were rodded twice, +owing to partial sections having been rodded once before completion. The +best continuous work on rodding was done between October 22d and 29th, +1908, when in 7 working days, 105,600 duct ft. were rodded, an +average of a little more than 15,000 ft. per day.</p> + +<p class = "section"> +<a name = "bench_walls"><i>Bench-walls.</i></a>—The original +design for the tunnels provided for the construction of a brick arch +above a point 22° above the springing line, that is, the part above the +side-walls (<a href = "#fig10">Fig. 10</a>). It was thought desirable, +therefore, in designing the bench-wall forms, to provide for placing the +concrete in the side-walls and bench-walls at one operation. These +forms, as first designed, are shown by Fig. 2, <a href = +"#plateXXV">Plate XXV</a>, and the details in <a href = "#fig16">Fig. +16</a>, <i>A</i> and <i>A’</i>; they were built of steel, the facing +plates being 5/16 in. thick, in pieces 4 ft. 6 in. wide, and +in length about 6 in. more than the height of the bench-wall.</p> + +<p align = "right"><a href = "#fig16end"> +<i>Skip to Text</i></a></p> + +<div class = "figure"> + +<span class = "pagenum">133</span> +<!--png 141--> + +<p class = "fighead"><a name = "fig16" id = "fig16">Fig. 16.</a></p> + +<p class = "illustration"> +<img src = "images/fig16thumb.png" width = "416" height = "308" +alt = "Figure 16 thumbnail" usemap = "#fig16map"> +</p> + +<map name = "fig16map" id = "fig16map"> +<area shape = "rect" coords = "0,0,175,160" href = "#fig16a1" +alt = "D: weasel"> +<area shape = "rect" coords = "175,0,416,150" +href = "images/fig16a.png" target = "_blank" +alt = "A: section and elevation"> +<area shape = "rect" coords = "0,170,115,250" href = "#fig16b" +alt = "B: screw-jacks"> +<area shape = "rect" coords = "25,250,110,308" href = "#fig16c" +alt = "C: section C-D"> +<area shape = "rect" coords = "120,160,295,308" href = "#fig16d" +alt = "D: wooden forms"> +</map> + +<p class = "caption"> +DETAILS OF TRAVELING FORMS USED IN THE CONSTRUCTION OF THE BENCH +WALLS</p> + +<p class = "illustration"> +<a name = "fig16a1" id = "fig16a1"> </a> +<img src = "images/fig16a1.png" width = "453" height = "486" +alt = "A’: Cross-Section of Steel Form" +title = "A’: Cross-Section of Steel Form"> +</p> + +<p class = "caption second bottom"> +A. LONGITUDINAL SECTION AND ELEVATION OF STEEL FORM USED AT WEEHAWKEN +END<br> +<a href = "images/fig16a.png" target = "_blank"> +(Larger view)</a></p> + +<table class = "picture" summary = "part of figure 16"> +<tr> +<td class = "picture"> +<a name = "fig16b" id = "fig16b"> </a> +<img src = "images/fig16b.png" width = "275" height = "196" +alt = "see caption and text"></td> +<td class = "picture"> +<a name = "fig16c" id = "fig16c"> </a> +<img src = "images/fig16c.png" width = "192" height = "78" +alt = "see caption and text"></td> +</tr> +<tr> +<td><p class = "caption second"> +B. DETAILS OF SCREW-JACKS FOR ADJUSTING FORM TO LINE</p> +</td> +<td><p class = "caption second"> +C. SECTION <i>C</i>-<i>D</i> SHOWING CONNECTION OF FACE PLATES TO I-BEAM +UPRIGHTS</p> +</td> +</tr> +</table> + +<p class = "illustration"> +<a name = "fig16d" id = "fig16d"> </a> +<img src = "images/fig16d.png" width = "486" height = "314" +alt = "see caption and text" title = "No chutes were used with these forms, the wheel-barrows being dumped from the runways on the sides."> +</p> + +<p class = "caption second bottom"> +D. DETAILS OF WOODEN FORMS USED AT WESTERN END<br> +CROSS-SECTION (left),<br> +PART LONGITUDINAL SECTION (right)</p> + +</div> + +<a name = "fig16end" id = "fig16end"> </a> + +<p><span class = "pagenum">134</span> +<!--png 142--> +The design was controlled very largely by the necessity of providing the +requisite clearance for the locomotives and muck cars, and the principal +feature was the support of the forms on two trusses, one at either side, +the front ends of which were supported from the foundation on a long +leg, as shown in Fig. 3, <a href = "#plateXXV">Plate XXV</a>, and +the rear ends directly on the journal-boxes of wheels traveling on a +rail on the top of the finished bench, as shown in Fig. 2, Plate +XXV.</p> + +<p>Although it had been decided to substitute concrete for brick in the +arch before any of the lining was actually placed, two sets of forms for +the Weehawken end had already been ordered and delivered, so it was +decided to use them as designed, and place the side-wall with the +bench.</p> + +<p>The forms were designed so that 30-ft. lengths could be built, and +this was done at the start, but owing to the occurrence of the refuge +niches, ladders, etc., at 25-ft. intervals, it was soon seen that it +would be advisable to build the bench-wall in sections of that length +(25 ft.), or multiples of it, and as the clearance conditions +seemed to preclude the possibility of making the forms 50 ft. long, +25 ft. was adopted. This permitted the removal of one of the +panels, 4 ft. 6 in. wide, and at the same time it was decided +to remove the side-wall forms. This decreased the load on the trusses +considerably, but being still a trifle weak, they were strengthened by +the substitution of 1¼-in. truss rods instead of the ¾-in. rods used +originally. The top platform and the cross-bracing were also stiffened a +little and tightened up to prevent racking.</p> + +<p>The construction of the side-walls in conjunction with the bench-wall +was abandoned for three reasons: First, it was found that there would be +a much more even distribution of the work by including the side-wall +with the arch rather than with the bench; second, there was difficulty +in getting a good finish for the top of the bench-wall, as of course a +top form for the latter had to be placed to prevent the concrete from +squeezing up when the side-wall was built above it, which prevented +troweling; the third reason was the weakness of the whole form as +designed, and the increasing difficulty of adjusting it to line as the +work progressed, the principal difficulty being with the curved +side-wall forms.</p> + +<p>The bench-wall forms were set in position, after they had been moved +ahead, by first blocking the bottom against the face of the +<span class = "pagenum">135</span> +<!--png 143--> +foundation, as shown by <a href = "#fig13">Fig. 13</a>. As previously +noted, this foundation face had been built very carefully to line. The +back end of the form, of course, was blocked tightly against the end of +the previously finished section, and the top was made plumb by the +adjusting screwjacks shown in <a href = "#fig16">Fig. 16</a>, <i>B</i>. +At first these screws were ¾-in., but they were afterward changed to +1¼-in. The only points which it was necessary for the alignment corps to +give in setting these forms was a grade at each of the front ends for +the top of the finished bench.</p> + +<p>The steel face forms in both tunnels gave excellent results, as far +as smoothness of finish was concerned, but, owing to the imperviousness +of the steel, small air holes were formed in the surface, though not in +sufficient numbers or size to cause trouble or disfigure the work in any +way.</p> + +<p>The design of the bench-wall forms used at the western end, where +this differs from the steel form, is shown by <a href = "#fig16">Fig. +16</a>, <i>D</i>. The principal features in which they differed from +those used at the Weehawken end was in the substitution of 2½-in. +tongued and grooved hard pine for the face. This timber was of the very +best quality obtainable, each piece being especially selected and as +nearly clear and free from knots or other defects as it was possible to +get it. The edges of each piece were planed at the back so as to insure +a tight joint on the face, and all joints were shellacked. These forms +were used, without renewal of the face timber and with only two +planings, for a length of 2,500 ft., or 100 separate sections, and gave +good satisfaction.</p> + +<p>In order to obtain a surface to which the face lagging could be +fastened, wooden uprights were used and were reinforced on either side +by light channels bolted together through the timber, in place of the +<b>I</b>-beams used on the steel forms. The lagging was nailed to these +uprights by 6-in. wire nails driven through the top edges of each piece +as it was placed in position, thus leaving the surface entirely clear +and free from any marks or nail holes, and in condition for planing when +this became necessary. Runways for wheeling the concrete were built one +either side over the bench-walls instead of having a center platform +with chutes, as was used at Weehawken.</p> + +<p>When the original lagging had become too much worn for further use, +it was resurfaced with strips of ⅞ by 2½-in., clear, tongued and +grooved, hard pine, placed vertically, which did fairly well and lasted +to the end (about 1,000 ft.), although it was not altogether +satisfactory, +<span class = "pagenum">136</span> +<!--png 144--> +and the last eight or ten sections built had to be rubbed down with a +wooden float in order to obtain a suitable finish.</p> + +<p>In designing the forms for all exposed surfaces in the tunnels, it +was the desire of the contractors to obtain directly from them a surface +which would be <ins class = "correction" title = +"text reads ‘satifactory’">satisfactory</ins> to the engineers without +further finishing than the patching of minor defects. In this they were +generally quite successful, and excellent results were obtained, as +shown in the view of the finished tunnel, Fig. 2, <a href = +"#plateXXVII">Plate XXVII</a>. The surface of the bench-walls was +obtained solely by spading the face with a flat spade as the work +progressed. No after treatment was resorted to, except for the few +sections where the forms became worn. The top of the bench-wall was +finished with a float about 2 or 3 hours after the concrete was +placed.</p> + +<p>When the work was well organized, a bench-wall was built at each end +each day, one day in the North Tunnel, and the following day in the +South. During the time sand-walls were being built, a sand-wall and +bench-wall were built on alternate days in each tunnel, care being taken +that when a bench-wall was being built in one tunnel, the sand-wall was +being built in the other, this being necessary in order to equalize the +work of the night gang and the conduit layers as well as the +transportation.</p> + +<p>The conduit layers on the day shift, two or three men and a foreman, +required about 2 hours in the forenoon and 1 hour in the +afternoon to lay their portion of the conduits, and usually finished +this work by 3 <span class = "smallcaps">P.M.</span> At other times +during the shift they were utilized at those points where rock packing +was heaviest, and when the packing was brought in in the large cars, as +shown in Fig. 1, <a href = "#plateXXVI">Plate XXVI</a>, these men +helped unload it so that the track could be cleared as soon as possible. +When water-proofing was to be done, the number of men in this gang was +increased, so as to enable them to do that work also.</p> + + +<!--png 145--> +<!--png 146--> +<p align = "right"><a href = "#plateXXVIend"> +<i>Skip to text</i></a></p> + +<div class = "plate"> +<a name = "plateXXVI" id = "plateXXVI"> </a> +<p class = "header"> +PLATE XXVI.<br> +TRANS. AM. SOC. CIV. ENGRS.<br> +VOL. LXVIII, No. 1154.<br> +LAVIS ON<br> +PENNSYLVANIA R.R. TUNNELS: BERGEN HILL TUNNELS.</p> + + +<p class = "illus"> +<img src = "images/plate26a.jpg" width = "486" height = "389" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 1.</span> +K 167. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels.) View +of form for circuit breaker chamber at Sta. 286, and travelling gantry +for placing concrete in arches, looking Easterly from near Sta. 280+85, +South Tunnel. Oct. 3, 08.</p> + +<p class = "illus"> +<img src = "images/plate26b.jpg" width = "482" height = "387" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 2.</span> +K 166. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels.) View +of forms for storage chamber at Sta. 294+24, looking Southward. Sept. +17, 08.</p> + +<p class = "illus"> +<img src = "images/plate26c.jpg" width = "482" height = "387" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 3.</span> +K 163. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels.) Tunnel +lining. Rock packing over arches, South tunnel Sta. <ins class = +"correction" title = "illegible">???+??</ins> end of completed section. +May 19, 08.</p> + +<p class = "illus"> +<img src = "images/plate26d.jpg" width = "485" height = "390" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 4.</span> +K 168. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels.) +Showing method of waterproofing in timbered tunnel section at Weehawken +end. Oct. 21, 08.</p> +</div> + +<a name = "plateXXVIend" id = "plateXXVIend"> </a> + +<p>A gang of four rough carpenters and a foreman was employed on the day +shift; they moved and set the bench-wall forms or sand-wall forms, as +the case might be, and moved the traveling gantry into position. This +was done in the afternoon, and required about 3 hours. They also +took out, cleaned, repaired, and set all ditch forms, all passenger +forms, circuit-breaker forms, and did all other repair work. The ladder +forms, the refuge-niche forms, and overhead conductor +<span class = "pagenum">137</span> +<!--png 147--> +pocket forms were attended to by one man, who set, removed, cleaned, and +repaired them. The carpenters on the night shift set the arch centers +and gantries, also the manhole forms when needed. The conduit layers on +the night shift laid up half the 4-way conduits (3-high) and one-third +of the single ducts (4-high). This one gang laid the conduits in two +sections of bench-wall each night, that is, one section at Weehawken and +the other at the western end.</p> + +<p>In concreting the bench-walls, the concrete was first placed on the +side containing the single conduit until it reached the top of the four +tiers laid, then the concrete gang was turned over to the side with the +4-way conduits while four more tiers of single conduits were laid, the +work thus progressing, the conduits being laid on one side while +concrete was placed on the other. On the side of the 4-way conduits the +concrete was built in two layers while that on the side of the single +ducts was built in three; the interval between the different layers was +not sufficiently long to prevent a complete bond being obtained, and +there were only one or two instances where there was any mark on the +face to indicate a break.</p> + +<p>After the work had been in progress some time, it was found to be +quite feasible to build all the 4-way conduits at night and half the +single conduits, that is, 6 ducts high, as the mandrels proved +amply sufficient to hold them in place; in fact, had it been necessary, +the writer has no doubt that all the ducts might have been laid and held +in place with very little extra precaution, by the use of the expanding +mandrels, as described under the head of conduit laying. +A <b>V</b>-shaped joint about ½ in. deep was made between each +section of bench-wall so that the expansion cracks would follow this +joint rather than show irregularly on the face. These joints divided the +face into the even 25-ft. panels, and were very effectual in concealing +what few cracks there were.</p> + +<p>After the construction of the sand-walls was discontinued, the space +behind the bench-walls, between the neat line and the rock, was filled +with rock packing, which was generally built, part way up at least, as a +dry wall ahead of the construction of the bench-wall, or it was put in +place simultaneously with the concrete, care being taken to keep it as +free as possible for the drainage of any water there might be. Toward +the latter part of the work, owing to the difficulty of getting +sufficient rock packing during the day, a rough back form +<span class = "pagenum">138</span> +<!--png 148--> +for the bench-wall was built at the neat line, in places where the +section was at all large, and the space was filled with rock afterward, +generally at night or on Sundays.</p> + +<p>In the sections where water-proofing was required, where no sand-wall +was built, the rock was taken out for 2 ft. outside the neat line, +if the excavation was not already that far out (at the expense of +the contractors, who preferred to do this rather than build the +sand-walls for the short sections required), so that there would be +sufficient room for placing the water-proofing on the back of the +bench-walls, as shown by <a href = "#fig18">Fig. 18</a>, <i>E</i>. The +water-proofing of these sections was left until just before the arch was +to be built, and after being placed it was protected by a single row of +brick laid on edge before the rock packing was filled in.</p> + +<p class = "section"> +<a name = "arches"><i>Arches.</i></a>—The centering used for the +arches is shown very clearly in Fig. 4, <a href = "#plateXXV">Plate +XXV</a>, which is a view of the back end of the first section built at +Weehawken. In this part of the tunnel, the lower part of the arch, about +5 ft. above the bench-wall, was built first, as previously referred +to, but the centers, as will be seen, were built so that they could be +used for the whole of the arch. The forward bulkhead, and the shoveling +platform on a section being built, are shown in Fig. 3, <a href = +"#plateXXVI">Plate XXVI</a>.</p> + +<p>The front bulkheads used were made in nine sections, bolted to a 2½ +by 2½-in. angle bent to the radius of the arch, as shown in Fig. 3, +<a href = "#plateXXVI">Plate XXVI</a>, and fitting on the end of the +lagging; when set they were braced partly against the rock of the roof +and partly against the gantry. After the ribs and part of the lagging +had been set by the night gang for a fresh section of arch, the braces +holding the bulkheads were knocked out, the concrete placed during the +day having set sufficiently by this time; the whole of the bulkhead was +then easily moved ahead, sliding along the lagging to the forward end, +and made ready for the next day’s work. The middle section at the top +was taken out temporarily, to facilitate working at the sides, until it +was needed.</p> + +<p>The traveling gantry used in handling the concrete for the arch is +shown in Fig. 1, <a href = "#plateXXVI">Plate XXVI</a>, which also +shows the form for the circuit-breaker chamber, and a car of rock +packing on the track beneath.</p> + +<p>The arches were built in 10-ft. sections, the ribs being spaced +5 ft. apart, the end ribs of each section supporting the end of the +lagging +<span class = "pagenum">139</span> +<!--png 149--> +on two adjoining sections. Five sets of lagging and ten ribs were used +at each place where the arch was being built, thus giving each section +practically 4 days’ set before removing the centers. Probably in the +greater part of the work the centers could have been removed in from 40 +to 48 hours after the concrete had been placed, but 3 days was +considered the least time which would certainly be safe at all times, +and the contractors thought that the very slight additional expense +involved in leaving the centers up 4 days was more than warranted +by the additional feeling of security.</p> + +<p>The lagging was made from 3 by 6-in. clear, hard pine, 10 ft. long, +dressed to about 2½ in. in thickness, about 5½ in. in width, and +the sides to radial lines. As it was placed, every third or fourth piece +was lightly nailed to the ribs; when the latter were released and taken +down, the nails pulled out, and the lagging was left in place until one +piece was pried out, allowing the others to fall. A light +<b>A</b>-frame, about 8 ft. long, spanning the bench-walls, was +placed below, in order to break the fall and allow the lagging to slide +to the top of the bench-walls rather than fall to the track beneath.</p> + +<p>Cross-passages between the two tunnels were built every 300 ft., +their form being shown on Plate VIII of the paper by Mr. Jacobs. There +were two circuit-breaker chambers, one at Station 286 and the other at +Station 310. Steel doors are provided so that all the openings between +the two tunnels can be closed. At Station 294+24, the core-wall broke +through for a length of about 40 ft., and instead of filling this in, +a storage chamber 34 ft. long and 11 ft. wide, inside, was built +there, the form for which is shown in Fig. 2, <a href = +"#plateXXVI">Plate XXVI</a>. This photograph, as well as Fig. 1, +Plate XXVI, a form for a circuit-breaker chamber, shows the method +of setting the steel doors in the forms, so that they were built into +the concrete instead of being fastened in with expansion bolts +afterward, thus showing a perfect fit and a much neater job.</p> + +<p>During construction the arches in each tunnel were kept even with +each other, so that when the cross-passages were reached, they, and the +sections of arch which they joined, could be completed at one +operation.</p> + +<p>By the methods used on this work, one section of arch was easily +built in a shift, so that the monolithic construction of each section +was easily secured, and concrete, as wet as it was possible to handle +with +<span class = "pagenum">140</span> +<!--png 150--> +shovels, could be used for all except the last 5 ft. or so at the +top, thus getting a structure which was as nearly impervious as possible +under the circumstances.</p> + +<p>The gangs placing the arches were paid over-time when they were +required to work after 6 o’clock to finish their section, which was +generally only necessary when the quantity of rock packing to be placed +was very large. If they finished their section before 6 o’clock, +however, they were allowed to quit when this was done, and were given a +full day’s pay. The difference in time, when there was any, was usually +due to the greater or less quantity of rock packing, as the excavation +varied from the standard section line.</p> + +<p>In building the arches, the night gang set the two ribs (one at the +center and one at the forward end of the section to be built), placed +the lagging on the sides, 4 or 5 ft. high, built the shoveling +platform on the horizontal cross-braces of the ribs, and placed the +traveling gantry in position for use. The forward end of the gantry +(that is, the end farthest from the arch being built), as shown in +Fig. 1, <a href = "#plateXXVI">Plate XXVI</a>, was loaded with rock +packing to be used as required. As the concrete was brought into the +tunnel it was hoisted and dumped on the end of the gantry next the arch, +and shoveled from there to the platform on the ribs and from there into +place. The rock packing brought in during the day was dumped on the +front or back end of the gantry, as was most convenient, and handled +into the work in the intervals between batches of concrete. The concrete +and rock packing, with the back-lagging and water-proofing, where these +were used, were placed simultaneously, or nearly so, and brought up the +sides together until the key was reached; the latter was then worked +from the back toward the front. The key was usually made about +5 ft. wide, the lagging for this width was made 5 ft. long and +put up in two sections. It was found to be more convenient to have the +key of this width than narrower.</p> + +<p>The method used in making the closures where two sections of the arch +came together is shown by <a href = "#fig17">Fig. 17</a>.</p> + +<p align = "right"><a href = "#fig17end"> +<i>Skip to Text</i></a></p> + +<div class = "figure"> + +<p class = "fighead"><a name = "fig17" id = "fig17">Fig. 17.</a></p> + +<p class = "caption"> +SKETCH SHOWING METHOD OF MAKING ARCH CLOSURE</p> + +<p class = "illustration"> +<img src = "images/fig17cross.png" width = "300" height = "215" +alt = "see caption and text"> +</p> + +<p class = "caption second bottom"> +CROSS-SECTION OF TUNNEL SHOWING JACK PARTLY EXTENDED</p> + +<p class = "illustration"> +<img src = "images/fig17long.png" width = "237" height = "314" +alt = "longitudinal tunnel section" +title = "LONGITUDINAL SECTION OF TUNNEL SHOWING JACK PARTLY EXTENDED"> +</p> + +<table class = "picture" summary = "part of figure 17"> +<tr> +<td class = "picture"> +<img src = "images/fig17boxplan.png" width = "92" height = "78" +alt = "see caption and text"> +</td> +<td class = "picture"> +<img src = "images/fig17plungerplan.png" width = "76" height = "62" +alt = "see caption and text"> +</td> +<td class = "picture" rowspan = "3"> +<img src = "images/fig17plungerview.png" width = "82" height = "209" +alt = "see caption and text"> +</td> +</tr> +<tr> +<td> +<p class = "caption second"> +PLAN OF BOX</p> +</td> +<td> +<p class = "caption second"> +PLAN OF PLUNGER<br> +BOTTOM OF BOX</p> +</td> +<!--<td></td>--> +</tr> +<tr> +<td class = "picture"> +<img src = "images/fig17boxview.png" width = "92" height = "100" +alt = "see caption and text"> +</td> +<td> </td> +<!--<td></td>--> +</tr> +<tr> +<td> +<p class = "caption second"> +END VIEW</p> +</td> +<td> </td> +<td> +<p class = "caption second"> +END VIEW OF PLUNGER<br> +JACK FULLY EXTENDED</p> +</td> +</tr> +</table> + +</div> + +<a name = "fig17end" id = "fig17end"> </a> + +<p class = "section"> +<a name = "water_proofing"><i>Water-proofing.</i></a>—As already +pointed out, the original design for the lining of these tunnels +provided for a brick arch. It was intended to cover this arch with +water-proofing, this latter extending over the whole of the roof and +down the sides as far as the bottom of the conduit lines. The +water-proofing was to be placed against the sand-walls +<span class = "pagenum">141</span> +<!--png 151--> +on the sides, up to the top of the side walls, Figs. <a href = +"#fig10">10</a> and <a href = "#fig14">14</a>. Over the arch, after +being placed, it was to be protected by an armor course of brick, laid +flat, the space between the brick and the excavation, which was required +to be not less than 4 in. (and, as a matter of fact, was actually a +great deal more), being filled with rock packing. Besides filling the +space, this latter was designed to allow any water from the roof of the +tunnel to find its way easily to the top of the sand-wall, from there +being carried through the 4-in. cast-iron pipes, shown on Plate VIII<a +class = "tag" name = "tag4" id = "tag4" href = "#note4">4</a> to the +side ditches in the floor of the tunnel.</p> + +<p>All the water-proofing placed in these tunnels was of felt and pitch, +six-ply felt and seven layers of pitch. The felt was required to be +Hydrex, or of equal quality, and the pitch, “Straight run coal-tar pitch +which will soften at 60° Fahr., of a grade in which the distillate oils +will have a specific gravity of 1.05.”</p> + +<p>In addition to tests as to the above qualities, the pitch was +analyzed +<span class = "pagenum">142</span> +<!--png 152--> +to determine the amount of free carbon it contained, and was not +accepted if this fell below 20 per cent.</p> + +<p>It was considered quite important that there should be absolutely +free drainage on the outer side of the lining, so that there would be no +chance for any water to acquire a head. More than three-quarters of the +length of these tunnels is below the level of mean high water, and while +it was hardly expected that there would be any direct connection between +the water in the Hudson River and the groundwater of the section +penetrated, it was thought wise to provide ample drainage.</p> + +<p>Before the lining was started, however, the excavation had progressed +sufficiently to show that the tunnels, while very wet in places, and +varying from that to quite damp, would be, on the whole, much dryer than +had been anticipated. It was then decided to substitute concrete for the +brick in the arch and omit the water-proofing over the top, except at +places where water came into the tunnels in sufficiently large +quantities to form practically a continuous stream. Three general types +of construction for the arch were decided on, as shown in <a href = +"#fig18">Fig. 18</a>. The first, as shown at <i>A</i>, was to be used +where the tunnel was quite dry. In this type, the sand-wall was omitted +entirely, and the concrete and rock packing were built up together, the +rock packing impinging to a certain extent on the concrete, and the +concrete squeezing somewhat into the rock packing, as shown by +Fig. 4, <a href = "#plateXXV">Plate XXV</a>. The section shown at +<i>B</i> was used where the tunnels were damp, or where there were +slight droppers not forming a continuous stream. The back lagging, of +1-in. boards, which was left in place, provided a practically smooth +outer surface on the concrete arch, and allowing the concrete and rock +packing to be built almost simultaneously. It was considered that the +free drainage through the rock packing, the surface of the boards, and +the smooth outer surface of the concrete in the arch would allow the +comparatively small quantity of water in these parts of the tunnel to +find its way to the sides, and thence to the ditches at the bottom, +rather than to percolate through the concrete, and this proved to be +very generally the case, as is shown by the dry condition of the tunnel +as built. The back lagging was used over the arch, both where the +sand-wall was built and where it was omitted, as well as being placed +over the water-proofing of the arch as an armor course where +water-proofing was required. Where the sand-walls +<span class = "pagenum">144</span> +<!--png 154--> +were built and water-proofed, and where the water-proofing was not +carried over the arch, the water-proofing was turned in at the top, as +shown at <i>C</i>, <a href = "#fig18">Fig. 18</a>.</p> + +<p align = "right"><a href = "#fig18end"> +<i>Skip to Text</i></a></p> + +<div class = "figure"> + +<span class = "pagenum">143</span> +<!--png 153--> + +<p class = "fighead"><a name = "fig18" id = "fig18">Fig. 18.</a></p> + +<p class = "illustration"> +<img src = "images/fig18thumb.png" width = "429" height = "300" +alt = "see caption and text" usemap = "#fig18map"> +</p> + +<map name = "fig18map" id = "fig18map"> +<area shape = "rect" coords = "0,0,70,140" href = "#fig18a" +alt = "arch A"> +<area shape = "rect" coords = "0,165,70,300" href = "#fig18b" +alt = "arch B"> +<area shape = "rect" coords = "75,165,145,300" href = "#fig18c" +alt = "arch C"> +<area shape = "rect" coords = "160,165,235,300" href = "#fig18e" +alt = "arch E"> +<area shape = "rect" coords = "280,0,350,140" href = "#fig18f" +alt = "arch F"> +<area shape = "rect" coords = "70,0,280,165" href = "#fig18d" +alt = "lapped mats"> +<area shape = "rect" coords = "350,0,429,205" href = "#fig18det" +alt = "water-proofing"> +</map> + +<p class = "caption"> +VARIOUS TYPES OF ARCHES, AND WATER-PROOFING USED</p> + +<table class = "picture" summary = "part of figure 18"> +<tr> +<td class = "picture"> +<a name = "fig18a" id = "fig18a"> </a> +<img src = "images/fig18a.png" width = "132" height = "268" +alt = "see caption and text"> +</td> +<td width = "33%"> +<p class = "smallroman"> +Method of making joint when work on section was not continuous. Part of +joint on radial line, part sloping slightly toward outside of arch.</p> +</td> +<td class = "picture"> +<a name = "fig18f" id = "fig18f"> </a> +<img src = "images/fig18f.png" width = "140" height = "268" +alt = "see caption and text"> +</td> +</tr> +<tr> +<td> +<a name = "fig18b" id = "fig18b"> </a> +<img src = "images/fig18b.png" width = "137" height = "255" +alt = "see caption and text"> +</td> +<td> +<a name = "fig18c" id = "fig18c"> </a> +<img src = "images/fig18c.png" width = "135" height = "255" +alt = "see caption and text"> +</td> +<td> +<a name = "fig18e" id = "fig18e"> </a> +<img src = "images/fig18e.png" width = "140" height = "248" +alt = "see caption and text"> +</td> +</tr> +</table> + +<p class = "illustration"> +<a name = "fig18d" id = "fig18d"> </a> +<img src = "images/fig18d.png" width = "412" height = "326" +alt = "see caption and text"> +</p> + +<p class = "caption second"> +Method of Lapping Mats over Arch</p> + +<table class = "picture" summary = "part of figure 18"> +<tr> +<td class = "picture"> +<a name = "fig18det" id = "fig18det"> </a> +<img src = "images/fig18water.png" width = "183" height = "248" +alt = "see caption and text"> +</td> +<td> +<p class = "caption second"> +DETAILS OF WATER-PROOFING</p> +<p class = "smallroman"> +One layer of felt with 4" overlap to be nailed to lagging of inch +boards, using tin washers on nails over the whole of the intrados of the +arch before starting any concrete or placing any of the permanent felt +and pitch water-proofing. The water-proofing over the arch can be laid +in mats of three thicknesses of felt properly joined together with pitch +made as shown diagrammatically at “<i>x</i>”<br> +<br> +Each of these mats of three-ply felt will be overlapped half the width +of the mat, as shown diagrammatically at “<i>y</i>” +</p> +</td> +</tr> +</table> + +</div> + +<a name = "fig18end" id = "fig18end"> </a> + +<p>The third method provided for water-proofing the whole of the arch, +and was the same as <i>B</i> except for the addition of the +water-proofing inside the back lagging. In placing this water-proofing, +the felt was cut in strips about 11 ft. long (about 1 ft. longer +than the length of a section of arch), and six thicknesses were cemented +together with hot pitch. These mats were then laid shingle-fashion, as +shown at <i>D</i>, <a href = "#fig18">Fig. 18</a>, up the sides of the +arch until a space about 5 ft. wide remained at the crown; shorter +mats were then brought out over this, laying them perpendicular to the +axis of the tunnel. Care was taken in making all laps, irrespective of +the direction in which the arch was built, so that they would lay with +the grade, that is, so that the water would tend to flow over the edges +of the laps rather than against them.</p> + +<p>Most of the wet sections of the tunnel were at the ends, where +sand-walls had been built for the purpose of providing a smooth surface +against which the water-proofing was to be placed; there were several +wet places at isolated points in the tunnels, however, and, in order to +avoid building sand-walls at these points, the method shown at <i>E</i>, +<a href = "#fig18">Fig. 18</a>, was adopted. This involved a slightly +larger excavation, 2 ft. outside of the neat line, up to the height +of the top of the bench, where there was not already that much room. The +bench-wall was built with a back form on the neat line, the +water-proofing was placed as shown, protected by an armor course of +brick, and then continued over the arch when this latter was built. The +excavation and refilling with rock packing were done at the contractor’s +expense, which he was willing to assume rather than build these short +sections of sand-wall.</p> + +<!--png 155--> +<!--png 156--> +<p align = "right"><a href = "#plateXXVIIend"> +<i>Skip to text</i></a></p> + +<div class = "plate"> +<a name = "plateXXVII" id = "plateXXVII"> </a> +<p class = "header"> +PLATE XXVII.<br> +TRANS. AM. SOC. CIV. ENGRS.<br> +VOL. LXVIII, No. 1154.<br> +LAVIS ON<br> +PENNSYLVANIA R.R. TUNNELS: BERGEN HILL TUNNELS.</p> + + +<p class = "illus"> +<img src = "images/plate27a.jpg" width = "483" height = "389" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 1.</span> +K 181. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels.) +Timbered section near Weehawken Shaft, showing method of placing +waterproofing and keying arch. Dec. 8, 08.</p> + +<p class = "illus"> +<img src = "images/plate27b.jpg" width = "483" height = "387" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 2.</span> +K 184. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels). View +of completed tunnel looking Eastward from Sta. 323+60. South Tunnel. +Feb. 8, 09.</p> + +<p class = "illus"> +<img src = "images/plate27c.jpg" width = "483" height = "389" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 3.</span> +K 149. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels) +Hackensack Portal, general view of completed Portal, and arches through +cut and cover section looking East. Oct. 15, 07.</p> + +<p class = "illus"> +<img src = "images/plate27d.jpg" width = "482" height = "388" +alt = "see caption"> +</p> + +<p class = "caption"><span class = "smallcaps">Fig. 4.</span> +K 190. P.R.R. Tunnels, N. R. Div. Sect. K. (Bergen Hill Tunnels.) +Hackensack Approach. General view, looking East. March 16, 09.</p> + +</div> + +<a name = "plateXXVIIend" id = "plateXXVIIend"> </a> + +<p>The method of water-proofing that part of the timbered section which +was very wet, is shown at <i>F</i>, <a href = "#fig18">Fig. 18</a>, and +in Fig. 4, <a href = "#plateXXVI">Plate XXVI</a>, and Fig. 1, +<a href = "#plateXXVII">Plate XXVII</a>. A lagging of 1-in. boards +was nailed up the sides and to the soffit of the segmental timbering, +all the spaces outside of this lagging being carefully filled with rock +packing. Before starting any concrete work, a single thickness of +water-proofing felt was nailed to the inner side of the lagging, which +not only served to protect the finished surfaces of the concrete from +the +<span class = "pagenum">145</span> +<!--png 157--> +water which fell copiously from the roof, but also provided a +comparatively dry surface to which the regular six-ply water-proofing +could be cemented with pitch and held in position, while the concrete +was placed against it.</p> + +<p>In placing the water-proofing in this section on the sides, the +strips of felt were placed vertically, nailed at the top to the +wall-plate, to support their weight, and lapped and cemented with pitch +to the sides as on the sand-walls, except that there was no trouble from +the overhang. After the bench-wall had been built, the felt was cut just +below the nails and about 2 ft. above the top of the bench, so that +the mats which were placed over the arch could be inserted behind it. +The roof was covered with three-ply mats and lapped over a little more +than half, as shown diagrammatically on the drawing.</p> + +<p>When the upper part of the arch was reached, where the cementing +strength of the pitch was not sufficient to hold the felt in place, the +mats were braced temporarily from the centering, as shown by +Fig. 1, <a href = "#plateXXVII">Plate XXVII</a>, until the concrete +could be packed against it.</p> + +<p>Where the water-proofing was placed against the sand-wall, the method +of securing the sheets at the top is shown in the small sketch on <a +href = "#fig14">Fig. 14</a> and by Figs. 3 and 4, <a href = +"#plateXXIV">Plate XXIV</a>. Fig. 3, <a href = "#plateXXV">Plate +XXV</a>, shows the laps of the sheets and the method of hanging. At the +start an attempt was made to stick the water-proofing to the sand-wall, +but this could not be done on account of its dampness and the overhang +at the top.</p> + +<p>The sand-wall water-proofing was kept about 35 ft. ahead of the +finished bench-wall, as shown by Fig. 3, <a href = +"#plateXXV">Plate XXV</a>. As the bench-wall form was moved ahead and +set, the mat was braced back against the sand-wall from the forms at a +point just above the top of the finished bench, care being taken to +avoid wrinkles, as, if these were once formed, it was practically +impossible to straighten them out.</p> + +<p>The completion of the bench-wall left the upper part of this +water-proofing stretched taut across the curved top of the sand-wall, +forming a chord of the arc. As the arch was built up, the top was +gradually slackened so as to allow the concrete to press the mat back +into place until the top of the sand-wall was reached, when the end was +turned in, as shown at <i>C</i>, <a href = "#fig18">Fig. 18</a>, or the +water-proofing was continued over the arch, if that was necessary.</p> + +<p>The desire to obtain a dry tunnel, and the methods adopted to +<span class = "pagenum">146</span> +<!--png 158--> +secure it, were responsible in a great measure for the decision to build +the arch in short lengths, as well as the reasons given under the head +of arches. Had the tunnels been dry throughout, the method shown at +<i>A</i>, <a href = "#fig18">Fig. 18</a>, could have been used +exclusively, and, except for the fact that monolithic concrete might not +have been obtained, there would have been no objection to building +longer lengths.</p> + +<p>The quantity of water reaching the tunnel drains and flowing out of +their lower ends after the completion of the lining was about 100,000 +gal. per day, or 75 gal. per min.; of this it is estimated that +considerably less than 1% comes through the lining in the form of leaks. +The very general distribution of this water over the roof is indicated +by the fact that, during the excavation of the first 1,000 ft. of both +tunnels from the Weehawken end, oilskins had to be provided for the +laborers to induce them to work at all. The success, therefore, of the +rock packing as a means of diverting this water to the side drains, is +shown, especially in view of the fact that, excluding the cut-and-cover +section, only 10% of the length of the arch, 1,189 ft., was +water-proofed.</p> + +<p>Considerable care was taken to make all joints in the concrete which +were in such a position that water might follow through them to the +inside of the tunnel lining, in such a manner that they would slope +outward toward the rock. The top of the sand-wall is shown by Figs. <a +href = "#fig14">14</a> and <a href = "#fig18">18</a>. The slope of the +back of the foundation may be noted in Fig. 18, and the method of making +the joint in the arch, in the few instances where a section was not +completed at one operation, is shown at <i>A</i>, Fig. 18. These +joints in the arch were not allowed to be made above a point 60° above +the springing line.</p> + +<p align = "right"><a href = "#fig19end"> +<i>Skip to Text</i></a></p> + +<div class = "figure"> +<span class = "pagenum">148</span> +<!--png 159--> + +<p class = "fighead"><a name = "fig19" id = "fig19">Fig. 19.</a></p> + +<p class = "illustration"> +<img src = "images/fig19thumb.png" width = "452" height = "309" +alt = "Figure 19 thumbnail" usemap = "#fig19map"> +</p> + +<map name = "fig19map" id = "fig19map"> +<area shape = "rect" coords = "0,0,175,90" href = "#fig19app_plan" +alt = "approach plan"> +<area shape = "rect" coords = "0,90,190,170" href = "#fig19app_prof" +alt = "approach profile"> +<area shape = "rect" coords = "15,175,150,309" +href = "#fig19joint_section" alt = "joint section"> +<area shape = "rect" coords = "160,215,235,285" href = +"#fig19joint_plan" +alt = "joint plan"> +<area shape = "rect" coords = "210,0,452,200" href = "#fig19wall" +alt = "wall section"> +</map> + +<p class = "caption bottom"> +BERGEN HILLS TUNNELS.<br> +Hackensack Portal and Approach.<br> +SECTIONS AND ELEVATIONS.</p> + +<p class = "illustration"> +<a name = "fig19app_plan"> </a> +<img src = "images/fig19app_plan.png" width = "461" height = "212" +alt = "see caption and text"> +</p> + +<p class = "caption second"> +PLAN OF APPROACH.</p> + +<p class = "illustration"> +<a name = "fig19app_prof"> </a> +<img src = "images/fig19app_prof.png" width = "436" height = "152" +alt = "see caption and text"> +</p> + +<p class = "caption second"> +PROFILE THROUGH APPROACH.</p> + +<p class = "illustration"> +<a name = "fig19joint_section"> </a> +<img src = "images/fig19joint_section.png" width = "347" height = "318" +alt = "see caption and text"> +</p> + +<p class = "caption second"> +SECTION SHOWING METHOD OF MAKING JOINT<br> +BETWEEN COPING AND WALL.</p> + +<table class = "picture" summary = "part of figure 19"> +<tr> +<td> +<a name = "fig19joint_plan"> </a> +<img src = "images/fig19joint_plan.png" width = "158" height = "128" +alt = "see caption and text"> +</td> +<td> +<p class = "caption second"> +PLAN SHOWING METHOD OF MAKING JOINT<br> +BETWEEN ADJOINING SECTIONS.</p> +</td> +</tr> +</table> + +<p class = "illustration"> +<a name = "fig19wall"> </a> +<img src = "images/fig19wall.png" width = "481" height = "328" +alt = "see caption and text"> +</p> + +<p class = "caption second"> +SECTION OF BENCH AND RETAINING WALLS<br> +AND HALF ELEVATION OF PORTAL.</p> + +</div> + +<a name = "fig19end" id = "fig19end"> </a> + +<h5 class = "smallcaps">Hackensack Portal and Approach.</h5> + +<p>The approach cut at the western end is 300 ft. long, the alignment +being a 2° curve, as shown in <a href = "#fig19">Fig. 19</a>. The +bench-walls and conduit lines built throughout the length of the tunnels +are extended through the approach cut, the top of the former gradually +sloping from the portal to the mouth of the cut, where they are just +level with the top of the rail, the conduits also being depressed to the +same relative position with the tops of the benches.</p> + +<p>The top of the rock at the mouth of the cut, Station 327, was from 4 +to 6 ft. below the top of the rail, and gradually rose through +<span class = "pagenum">148</span> +<!--png 160--> +the approach until at the portal it was about 6 or 8 ft. above the +roof of the tunnel. The rock was covered with hardpan. A profile of +this part of the work is shown on <a href = "#fig19">Fig. 19</a>. The +rock throughout the approach was water-bearing to a considerable extent, +and a face-wall was built at the sides with free drainage, through rock +packing and vitrified and cast-iron drains behind it, to keep this water +from flowing over the tops of the bench-walls, and also to keep the +lines of conduits dry.</p> + +<p>The retaining walls were built in 25-ft. sections, the joints +corresponding to those in the benches, being at the even stations, +08, ++33, +58, and +83. <b>V</b>-shaped joints were made down the face, and +the ends of the sections were made as shown by <a href = "#fig19">Fig. +19</a>. The back part of the joint was mopped with hot pitch before the +next section was built, so that there was practically no bond between +any two adjoining sections.</p> + +<p>The concrete in these walls was placed late in the season, and the +expansion cracks, which were entirely confined to the <b>V</b>-shaped +joints, were quite small even in the coldest weather of the following +winter, nor were there any indications during the past summer of any +stresses due to expansion. The coping and drain at the top of the wall +were built together, but separate from the rest of the wall, the joint +being made as shown in the sketch on <a href = "#fig19">Fig. 19</a>. +Thus far, there has seemed to be no seepage through either the vertical +or horizontal joints.</p> + +<p>The portal is built of granite, a half elevation being shown on <a +href = "#fig19">Fig. 19</a>, the stone being supplied by the Millstone +Granite Company, Millstone Point, Conn. Fig. 3, <a href = +"#plateXXVII">Plate XXVII</a>, shows the portal and the cut-and-cover +section after the arches were completed but not covered.</p> + +<p>The forms for the concrete in the approach were made of ordinary +dressed lumber, and the surface was rubbed twice after the forms were +removed, which was as soon as possible after the concrete had set. The +surface was first very lightly rubbed with a piece of soft, +light-colored, sandstone to remove any irregularities, being wetted +slightly if necessary while being rubbed. After the concrete had become +fairly hard and dry, it was rubbed a second time and a uniform texture +and color obtained. The completion of this work was delayed until the +second week in January, and considerable difficulty was encountered in +obtaining a good finish of that part which was built after +<span class = "pagenum">149</span> +<!--png 161--> +cold weather set in, when it was necessary to protect it from frost. +Unless extreme care was taken to prevent freezing after the rubbing, the +entire surface was likely to scale off, although no cement or other +material was added to it after the removal of the forms. A general +view of the completed approach is shown by Fig. 4, <a href = +"#plateXXVII">Plate XXVII</a>.</p> + +<h5><a name = "table6" id = "table6">TABLE 6.</a></h5> + +<table class = "outline double center" summary = "labor costs"> +<tr class = "outline middle"> +<td rowspan = "2">Title.</td> +<td class = "smallcaps" colspan = "3">Day.</td> +<td class = "smallcaps" colspan = "3">Night.</td> +</tr> +<tr class = "outline"> +<!--<td></td>--> +<td>No.</td> +<td>Rate.</td> +<td>Amount.</td> +<td>No.</td> +<td>Rate.</td> +<td>Amount.</td> +</tr> +<tr class = "sideline toppad"> +<td class = "left">Walking bosses</td> +<td>2</td> +<td>$5.00</td> +<td>$10.00</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Timekeeper</td> +<td>2</td> +<td>3.00</td> +<td>6.00</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Watchmen</td> +<td></td> +<td></td> +<td></td> +<td>5</td> +<td>$2.00</td> +<td>$10.00</td> +</tr> +<tr class = "sideline"> +<td class = "left">Waterboys</td> +<td>1</td> +<td>1.50</td> +<td>1.50</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Carpenter foremen</td> +<td>2</td> +<td>3.50</td> +<td>7.00</td> +<td>1</td> +<td>4.00</td> +<td>4.00</td> +</tr> +<tr class = "sideline"> +<td class = "left">Carpenters</td> +<td>14</td> +<td>2.50</td> +<td>35.00</td> +<td>8</td> +<td>2.50</td> +<td>20.00</td> +</tr> +<tr class = "sideline"> +<td class = "left">Pipe-fitters</td> +<td>1</td> +<td>3.00</td> +<td>3.00</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Pipe-fitter’s helper</td> +<td>1</td> +<td>1.75</td> +<td>1.75</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Wheelwright</td> +<td>1</td> +<td>2.75</td> +<td>2.75</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Wheelwright’s helper</td> +<td>1</td> +<td>1.75</td> +<td>1.75</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Blacksmith</td> +<td>1</td> +<td>3.00</td> +<td>3.00</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Blacksmith’s helper</td> +<td>1</td> +<td>1.75</td> +<td>1.75</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Foremen riggers</td> +<td>1</td> +<td>3.00</td> +<td>3.00</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Riggers</td> +<td>6</td> +<td>1.75</td> +<td>10.50</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Foremen trackmen</td> +<td>1</td> +<td>3.00</td> +<td>3.00</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Trackmen</td> +<td>6</td> +<td>1.50</td> +<td>9.00</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Machinist</td> +<td>2</td> +<td>3.00</td> +<td>6.00</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Machinist’s helper</td> +<td>1</td> +<td>1.75</td> +<td>1.75</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Electrician</td> +<td>2</td> +<td>3.00</td> +<td>6.00</td> +<td>1</td> +<td>2.50</td> +<td>2.50</td> +</tr> +<tr class = "sideline"> +<td class = "left">Electrician’s helper</td> +<td>1</td> +<td>1.75</td> +<td>1.75</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Lampman</td> +<td>1</td> +<td>1.50</td> +<td>1.50</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Pumpman</td> +<td>1</td> +<td>1.50</td> +<td>1.50</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Finishers</td> +<td>3</td> +<td>2.50</td> +<td>7.50</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Hoist engineers</td> +<td>12</td> +<td>3.00</td> +<td>36.00</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Dinky engineers</td> +<td>5</td> +<td>2.75</td> +<td>13.75</td> +<td>1</td> +<td>2.75</td> +<td>2.75</td> +</tr> +<tr class = "sideline"> +<td class = "left">Brakemen</td> +<td>5</td> +<td>1.75</td> +<td>8.75</td> +<td>1</td> +<td>1.75</td> +<td>1.75</td> +</tr> +<tr class = "sideline"> +<td class = "left">Switchmen</td> +<td>1</td> +<td>1.50</td> +<td>1.50</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Barnmen</td> +<td>1</td> +<td>2.00</td> +<td>2.00</td> +<td>1</td> +<td>2.50</td> +<td>2.50</td> +</tr> +<tr class = "sideline"> +<td class = "left">Drivers</td> +<td>9</td> +<td>1.50</td> +<td>13.50</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Foremen ductmen</td> +<td></td> +<td></td> +<td></td> +<td>2</td> +<td>2.50</td> +<td>2.50</td> +</tr> +<tr class = "sideline"> +<td class = "left">Ductmen</td> +<td></td> +<td></td> +<td></td> +<td>5</td> +<td>2.00</td> +<td>10.00</td> +</tr> +<tr class = "sideline"> +<td class = "left">Foremen laborers</td> +<td>13</td> +<td>3.50</td> +<td>45.50</td> +<td>2</td> +<td>3.50</td> +<td>7.00</td> +</tr> +<tr class = "sideline"> +<td class = "left">Laborers</td> +<td>120</td> +<td>1.75</td> +<td>210.00</td> +<td>20</td> +<td>1.75</td> +<td>35.00</td> +</tr> +<tr class = "sideline"> +<td class = "left">Compressor engineer</td> +<td>1</td> +<td>3.50</td> +<td>3.50</td> +<td>1</td> +<td>3.50</td> +<td>3.50</td> +</tr> +<tr class = "sideline"> +<td class = "left">Firemen</td> +<td>2</td> +<td>2.50</td> +<td>5.00</td> +<td>1</td> +<td>2.50</td> +<td>2.50</td> +</tr> +<tr class = "sideline"> +<td class = "left">Oiler</td> +<td>1</td> +<td>1.75</td> +<td>1.75</td> +<td></td> +<td></td> +<td></td> +</tr> +<tr class = "sideline"> +<td class = "left">Coal passers</td> +<td>2</td> +<td>1.75</td> +<td>3.50</td> +<td>1</td> +<td>1.75</td> +<td>1.75</td> +</tr> +<tr class = "sideline overline"> +<td>Totals</td> +<td>334</td> +<td></td> +<td>$469.75</td> +<td>50</td> +<td></td> +<td>$108.25</td> +</tr> +<tr class = "toppad"> +<td></td> +<td class = "left" colspan = "5">Total daily labor expense</td> +<td class = "number">$578.00</td> +</tr> +</table> + +<p>The water finding its way into the side ditches in the approach, +which of course included all rain falling in this area, was intercepted +just inside the portal and carried back to the mouth of the cut through +24-in. cast-iron pipes laid beneath the conduits in the central +bench-wall, thus disposing by natural drainage of a not inconsiderable +<span class = "pagenum">150</span> +<!--png 162--> +quantity of water which would otherwise have flowed through the tunnels +to the sump at the Weehawken Shaft, from which it would have had to be +pumped to the surface.</p> + +<p>About 100 ft. of the tunnel immediately east of the Hackensack Portal +was built by the cut-and-cover method, and the arch section used in the +tunnel was modified by widening the haunches, the thickness of the arch +at the crown being gradually increased from 22 in. at the portal, +Station 324, to 34 in. at Station 323, where the regular segmental +timbering at the tunnel commenced. A general view of the approach +during construction is shown by Fig. 1, <a href = "#plateXXV">Plate +XXV</a>.</p> + + +<h5 class = "smallcaps">Contractor’s Organization.</h5> + +<p>Table 6 shows approximately the number of men employed daily on the +tunnel lining, by both the contractor and the sub-contractors, their +occupation, the average rate of wages and the total daily expense for +labor when the work was in full swing.</p> + + +<h5 class = "smallcaps">Engineering Organization.</h5> + +<p>The whole of the work of the North River Division was designed and +executed 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 construction of Section “K,” +Bergen Hill Tunnels, being directly in charge of the writer as Resident +Engineer.</p> + +<p class = "fighead top smallroman"> +PENNSYLVANIA TUNNEL AND TERMINAL RAILROAD COMPANY,<br> +SECTION “K”—BERGEN HILL TUNNELS.</p> + +<h6 class = "smallcaps">Organization of Staff of Resident Engineer.</h6> + +<h6 class = "smallcaps">Organization Previous to the Holing Through of +the Tunnels.</h6> + +<p class = "fighead"><a name = "fig20" id = "fig20">Fig. 20.</a></p> + +<table class = "chart" summary = "organizational diagram"> +<tr class = "center"> +<td colspan = "10">Resident Engineer.</td> +</tr> +<tr> +<td width = "10%"> </td><td></td> +<td width = "10%"> </td><td></td> +<td width = "10%"> </td> +<td class = "leftline"> </td> +<td width = "10%"> </td><td></td> +<td width = "10%"> </td><td></td> +</tr> +<tr> +<td></td><td></td> +<td class = "topline leftline" colspan = "2"> </td> +<td class = "topline midline" rowspan = "3"> </td> +<td class = "topline" colspan = "3"> </td> +<td class = "leftline"> </td> +<td></td><td></td> +</tr> +<tr class = "center"> +<td colspan = "4"><p>Assistant Engineer.</p></td> +<!--<td></td>--> +<td></td> +<td colspan = "4"><p>Assistant Engineer.</p></td> +</tr> +<tr> +<td></td><td></td> +<td class = "leftline"> </td> +<td></td> +<!--<td></td>--> +<td></td><td></td><td></td> +<td class = "leftline" rowspan = "2"> </td> +<td></td> +</tr> +<tr> +<td></td> +<td class = "topline leftline" colspan = "3"> </td> +<td class = "leftline midline"> </td> +<td></td><td></td><td></td> +<!--<td></td>--> +<td></td> +</tr> +<tr class = "names center"> +<td colspan = "2" rowspan = "2"><p>Cost and Office Records.</p></td> +<td colspan = "4"><p>Field Inspection.</p></td> +<td colspan = "4">Alignment.</td> +</tr> +<tr> +<!--<td></td><td></td>--> +<td></td><td></td> +<td class = "leftline"> </td> +<td></td><td></td><td></td> +<td class = "leftline"> </td> +<td></td> +</tr> +<tr> +<td></td> +<td class = "leftline" rowspan = "3"> </td> +<td></td> +<td class = "topline leftline" colspan = "2"> </td> +<td class = "leftline"> </td> +<td></td> +<td class = "topline leftline" colspan = "2"> </td> +<td class = "leftline"> </td> +</tr> +<tr class = "names center"> +<td></td> +<!--<td></td>--> +<td colspan = "2">Weehawken.</td> +<td colspan = "2">Hackensack.</td> +<td colspan = "2">Weehawken.</td> +<td colspan = "2">Hackensack.</td> +</tr> +<tr> +<td></td> +<!--<td></td>--> +<td></td> +<td class = "leftline"> </td> +<td></td> +<td class = "leftline"> </td> +<td></td> +<td class = "leftline" rowspan = "3"> </td> +<td></td> +<td class = "leftline" rowspan = "3"> </td> +</tr> +<tr class = "names"> +<td colspan = "2">Inspector.</td> +<td colspan = "2"><p>Chief Inspector.</p></td> +<td colspan = "2"><p>Chief Inspector.</p></td> +<td></td> +<!--<td></td>--> +<td></td> +<!--<td></td>--> +</tr> +<tr> +<td></td><td></td><td></td> +<td class = "leftline"> </td> +<td></td> +<td class = "leftline"> </td> +<td></td> +<!--<td></td>--> +<td></td> +<!--<td></td>--> +</tr> +<tr class = "names"> +<td colspan = "2"> +<p>Two Clerks.</p> +<p>Stenographer.</p> +<p>Telephone Operator.</p> +<p>Messenger.</p> +<p>Janitors.</p> +</td> +<td colspan = "2"> +<p>Inspector, N. Tunnel.</p> +<p>——”—— S. Tunnel.</p> +<p>——”—— Mixer.</p> +<p>——”—— Excavation and Force Account.</p> +<p>Inspector, Night.</p> +<p>Cement Warehouseman.</p> +</td> +<td colspan = "2"> +<p>Inspector, N. Tunnel.</p> +<p>——”—— S. Tunnel.</p> +<p>——”—— Mixer.</p> +<p>——”—— Excavation and Force Account.</p> +<p>Inspector, Night.</p> +<p>Cement Warehouseman.</p> +</td> +<td colspan = "2"> +<p>Chief of Party.</p> +<p>Instrumentman.</p> +<p>Rodman.</p> +<p>Chainman.</p> +</td> +<td colspan = "2"> +<p>Chief of Party.</p> +<p>Instrumentman.</p> +<p>Rodman.</p> +<p>Chainman.</p> +</td> +</tr> +<tr> +<td colspan = "2"></td> +<td class = "center" colspan = "4"> +<p>Conduit Inspector.</p></td> +<td colspan = "2"></td><td colspan = "2"></td> +</tr> +</table> + +<span class = "pagenum">151</span> +<!--png 163--> + +<p class = "fighead top smallroman"> +Organization After the Tunnels Had Been Holed Through.</p> + +<p class = "fighead"><a name = "fig21" id = "fig21">Fig. 21.</a></p> + +<table class = "chart" summary = "organizational diagram"> +<tr class = "center"> +<td colspan = "8">Resident Engineer.</td> +</tr> +<tr> +<td width = "12%"> </td><td></td> +<td width = "12%"> </td><td></td> +<td class = "midline" width = "12%"> </td> +<td></td> +<td width = "12%"> </td><td></td> +</tr> +<tr> +<td></td><td></td> +<td class = "topline leftline" colspan = "2"> </td> +<td class = "topline leftline" rowspan = "4"> </td> +<td class = "topline leftline" colspan = "2"> </td> +<td class = "leftline"> </td> +</tr> +<tr class = "center"> +<td colspan = "3"><p>Assistant Engineer.</p></td> +<td> </td> +<!--<td></td>--> +<td class = "leftline" rowspan = "6"> </td> +<td colspan = "2"><p>Assistant Engineer.</p></td> +</tr> +<tr> +<td></td><td></td> +<td class = "leftline"> </td> +<td></td> +<!--<td></td>--> +<!--<td></td>--> +<td></td> +<td class = "leftline"> </td> +</tr> +<tr> +<td></td> +<td class = "topline leftline" colspan = "2"> </td> +<td class = "leftline"> </td> +<!--<td></td>--> +<!--<td></td>--> +<td class = "center" colspan = "2">Alignment.</td> +</tr> +<tr> +<td colspan = "2"><p>Cost and Office Records.</p></td> +<td class = "center" colspan = "3"><p>Field Inspection.</p></td> +<!--<td></td>--> +<td></td> +<td class = "leftline" rowspan = "3"> </td> +</tr> +<tr> +<td></td> +<td class = "leftline" rowspan = "4"> </td> +<td></td> +<td class = "leftline"> </td> +<td></td> +<!--<td></td>--> +<td></td> +<!--<td></td>--> +</tr> +<tr> +<td></td> +<!--<td></td>--> +<td></td> +<td class = "topline leftline" colspan = "2"> </td> +<!--<td></td>--> +<td></td> +<!--<td></td>--> +</tr> +<tr> +<td></td> +<!--<td></td>--> +<td class = "names center" colspan = "2">Tunnels.</td> +<td class = "names center" colspan = "2"><p>Conduit Inspector.</p></td> +<td colspan = "2" rowspan = "3"> +<p>1 Instrumentman.</p> +<p>1 Draftsman.</p> +<p>2 Rodmen.</p> +<p>3 Chainmen.</p> +</td> +</tr> +<tr> +<td></td> +<!--<td></td>--> +<td></td> +<td class = "leftline"> </td> +<td></td> +<td class = "leftline"> </td> +<!--<td></td><td></td>--> +</tr> +<tr class = "names"> +<td colspan = "2"> +<p>Two Inspectors.</p> +<p>Two Clerks.</p> +<p>Stenographer.</p> +<p>Telephone Operator.</p> +<p>Messenger.</p> +<p>Janitor.</p> +</td> +<td colspan = "2"><p>Chief Inspector.</p> +<p align = "center">|</p> +<p>8 Tunnel Inspectors.</p> +<p>2 Mixer Inspectors.</p> +<p>1 Night Inspector.</p> +<td colspan = "2"> +<p>Inspector, Hackensack Approach.</p> +</td> +<!--<td></td><td></td>--> +</tr> +</table> + +<p>The general organization of the staff is shown by the two diagrams, +Figs. <a href = "#fig20">20</a> and <a href = "#fig21">21</a>. Fig. 20 +shows the organization previous to the holing through of the tunnels, +during which time a separate office was maintained at the western end +for the use of the men stationed there; Fig. 21 shows the +organization during the latter part of the time, after the tunnels were +holed through. The Assistant Engineer in charge of the construction was +J. R. Taft, Assoc. M. Am. Soc. C. E.; the Chief Inspector, +J. S. Frazer, Jun. Am. Soc. C. E., had charge of about 75% of +the work of the lining of the tunnels. The alignment has been from the +beginning under the charge of R. L. Reynolds, Assistant +Engineer.</p> + +<hr class = "mid"> + +<div class = "footnote"> + +<h4>Footnotes</h4> + +<p><a name = "note1" id = "note1" href = "#tag1">1.</a> +Presented at the meeting of April 6th, 1910.</p> + +<p><a name = "note2" id = "note2" href = "#tag2">2.</a> +Plate VIII of the paper by Mr. Jacobs.</p> + +<p><a name = "note3" id = "note3" href = "#tag3">3.</a> +Plate VIII in the paper by Mr. Jacobs.</p> + +<p><a name = "note4" id = "note4" href = "#tag4">4.</a> +Of the paper by Mr. Jacobs.</p> + +</div> + +<div class = "illus"> + +<h4><a name = "illus" id = "illus">List of Illustrations</a></h4> +<h5>(added by transcriber)</h5> + +<p> +Plates are numbered continuously through the volume; Figures are +numbered from 1 within each article.</p> + +<p>Some illustrations have been repositioned to avoid breaking up the +text. Page numbers in the table refer to the original printed volume. +Plates were unpaginated; numbers such as “85” or “129” mean “facing page +84“, “facing page 128”. When a Figure took up a full (numbered) page, +its page number is shown in <i>italics</i>. They may be slightly out of +sequence with nearby page numbers. +</p> + +<table class = "toc" summary = "list of plates"> +<tr> +<td class = "item smallcaps">Plate</td> +<td></td> +<td class = "number">Page</td> +</tr> +<tr> +<td class = "item"><a href = "#plateXXI"> +XXI.</a></td> +<td><p>Hackensack Portal, Bergen Hill Tunnels; Method of Using +Cross-Section Rod; and Belt Conveyor for Handling and Placing +Concrete</p></td> +<td class = "number">85</td> +</tr> +<tr> +<td class = "item"><a href = "#plateXXII"> +XXII.</a></td> +<td><p>Scaffold Car; Headhouse; and Round Holes in Concrete +Forms</p></td> +<td class = "number">87</td> +</tr> +<tr> +<td class = "item"><a href = "#plateXXIII"> +XXIII.</a></td> +<td><p>Record of Drilling, Air Pressure, Mucking, etc., in Bergen Hill +Tunnels</p></td> +<td class = "number">95</td> +</tr> +<tr> +<td class = "item"><a href = "#plateXXIV"> +XXIV.</a></td> +<td><p>Belt Conveyor for Handling and Placing Concrete; Water-Proofing, +Portion of Completed Sand-Wall, etc.; and Methods of Placing Concrete in +Forms and Bench-Walls</p></td> +<td class = "number">119</td> +</tr> +<tr> +<td class = "item"><a href = "#plateXXV"> +XXV.</a></td> +<td><p>Telephone and Telegraph Ducts and Mandrels; Tunnel Lining Forms; +Placing Water-Proofing; and Section of Completed Lining</p></td> +<td class = "number">129</td> +</tr> +<tr> +<td class = "item"><a href = "#plateXXVI"> +XXVI.</a></td> +<td><p>Form of Circuit-Breaker Chamber and Traveling Gantry; Forms for +Storage Chamber; Rock Packing Over Arches; Method of Water-Proofing in +Timbered Tunnels, etc.</p></td> +<td class = "number">137</td> +</tr> +<tr> +<td class = "item"><a href = "#plateXXVII"> +XXVII.</a></td> +<td><p>Method of Placing Water-Proofing and Keying Arch; View of +Completed Tunnel; General View of Completed Hackensack Tunnel and Arches +Through Cut-and-Cover Section; and View of Hackensack Approach</p></td> +<td class = "number">145</td> +</tr> +</table> + +<table class = "toc" summary = "list of figures"> +<tr> +<td class = "item smallcaps"><a href = "#fig1">Fig. 1.</a></td> +<td> +<p>Drilling Method No. 1</p> +</td> +<td class = "number"><i>88</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig2">2.</a></td> +<td> +<p>Drilling Method No. 2</p> +</td> +<td class = "number"><i>89</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig3">3.</a></td> +<td> +<p>Drilling Method No. 3</p> +</td> +<td class = "number"><i>90</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig4">4.</a></td> +<td> +<p>Drilling Method No. 4</p> +</td> +<td class = "number"><i>91</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig5">5.</a></td> +<td><p>Muck Car Used at Weehawken Shaft</p></td> +<td class = "number">92</td> +</tr> +<tr> +<td class = "item"><a href = "#fig6">6.</a></td> +<td> +<p>Progress Profiles of North and South Tunnels Showing Monthly +Excavation</p> +</td> +<td class = "number"><i>93</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig7">7.</a></td> +<td> +<p>Method of Emptying Dump Cars at Weehawken Shaft</p> +</td> +<td class = "number">98</td> +</tr> +<tr> +<td class = "item"><a href = "#fig8">8.</a></td> +<td><p>Ventilation System (<i>no caption</i>)</p></td> +<td class = "number">101</td> +</tr> +<tr> +<td class = "item"><a href = "#fig9">9.</a></td> +<td> +<p>Progress Profile—North Tunnel</p> +</td> +<td class = "number"><i>107</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig10">10.</a></td> +<td> +<p>Sketch Showing Division of Lining for Purposes of Construction, and +Names of Sections</p> +</td> +<td class = "number">115</td> +</tr> +<tr> +<td class = "item"><a href = "#fig11">11.</a></td> +<td> +<p><i>A</i> Cross-Section of Hains Mixer Installation, at Weehawken +Shaft</p> +<p><i>B</i> Cross-Section of Hains Mixer Installation, Stone and Sand +Bins Above and Screen of Crusher, at Hackensack Portal</p> +</td> +<td class = "number">118</td> +</tr> +<tr> +<td class = "item"><a href = "#fig12">12.</a></td> +<td> +<p>Details of Traveling Gantry Used in the Construction of the Tunnel +Lining</p> +</td> +<td class = "number"><i>121</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig13">13.</a></td> +<td> +<p>Plan Showing Various Methods of Building Floor and Foundation, and +Details of Forms</p> +</td> +<td class = "number"><i>125</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig14">14.</a></td> +<td> +<p>Traveling Form for Building Sand-Wall</p> +</td> +<td class = "number">128</td> +</tr> +<tr> +<td class = "item"><a href = "#fig15">15.</a></td> +<td> +<p>Electrical Conduits: Methods of Laying, Rodding, etc.</p> +</td> +<td class = "number"><i>131</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig16">16.</a></td> +<td> +<p>Details of Traveling Forms Used in the Construction of the Bench +Walls</p> +</td> +<td class = "number"><i>131</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig17">17.</a></td> +<td> +<p>Sketch Showing Method of Making Arch Closure</p> +</td> +<td class = "number">141</td> +</tr> +<tr> +<td class = "item"><a href = "#fig18">18.</a></td> +<td> +<p>Various Types of Arches, and Water-Proofing Used</p> +</td> +<td class = "number"><i>143</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig19">19.</a></td> +<td> +<p>Bergen Hills Tunnels. Hackensack Portal and Approach. Sections and +Elevations.</p> +</td> +<td class = "number"><i>148</i></td> +</tr> +<tr> +<td class = "item"><a href = "#fig20">20.</a></td> +<td> +<p>Organization of Staff of Resident Engineer. Organization Previous to +the Holing Through of the Tunnels.</p> +</td> +<td class = "number">150</td> +</tr> +<tr> +<td class = "item"><a href = "#fig21">21.</a></td> +<td> +<p>Organization of Staff of Resident Engineer. Organization After the +Tunnels Had Been Holed Through.</p> +</td> +<td class = "number">151</td> +</tr> +</table> + +</div> + + + + + + + + +<pre> + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, vol. LXVIII, Sep, by F. 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