Part 2
The low-pressure air cylinders were lubricated with "High Test" oil, having a flash point of 600° Fahr. The oil was forced from a receiving tank into an elevated tank by high-pressure air. When the tank was full the high-pressure air was turned off and the low-pressure air was turned on, in this way the air pressure in the oil tank equalled that in the air cylinder being lubricated, thus allowing a perfect gravity system to exist.
The steam cylinders and the high-pressure air cylinders were fed with oil from hand-fed automatic lubricators made by the Detroit Lubrication Company, Detroit, Mich.
"Steam Cylinder" oil was used for the steam cylinders and "High Test" oil (the same as used for the low-pressure air cylinders) for the high-pressure air cylinders. The air cylinder and steam cylinder lubricators were of the same kind, except that no condensers were necessary. The steam cylinder and engine oil was caught on drip pans, and, after being filtered, was used again as engine oil in the bearings. The oil from the air cylinders was not saved, nor was that from the steam cylinders caught at the separator.
_Cost of Operating the Power-House Plants._--In order to give an idea of the general cost of running these plants, Tables 3 and 4 are given as typical of the force employed and the general supplies needed for a 24-hour run of one plant. Table 3 gives a typical run during the period of driving the shields, and Table 4 is typical of the period of concrete construction. In the latter case the tunnels were under normal air pressure. Before the junction of the shields, both plants were running continuously; after the junction, but while the tunnels were still under compressed air, only one power-house plant was operated.
TABLE 3.--COST OF OPERATING ONE POWER-HOUSE FOR 24 HOURS DURING EXCAVATION AND METAL LINING.
===+===================+====================+============= No.| Labor. | Rate per day. | Amount. ---+-------------------+--------------------+------------- 6 |Engineers | $3.00 | $18.00 6 |Firemen | 2.50 | 15.00 2 |Oilers | 2.00 | 4.00 2 |Laborers | 2.00 | 4.00 4 |Pumpmen | 2.75 | 11.00 2 |Electricians | 3.50 | 7.00 1 |Helper | 3.00 | 3.00 ---+-------------------+--------------------+------------- Total per day | $62.00 --------------------------------------------+------------- Total for 30 days | $1,860.00 --------------------------------------------+------------- Supplies. -----------------------+--------------------+------------- Coal (14 tons per day) | $3.25 | $45.50 Water | 7.00 | 7.00 Oil (4 gal. per day) | 0.50 | 2.00 Waste (4 lb. per day) | 0.07 | 0.28 Other supplies | 1.00 | 1.00 -----------------------+--------------------+------------- Total per day | $55.78 --------------------------------------------+------------- Total for 30 days | $1,673.00 --------------------------------------------+------------- Total cost of labor and supplies for 30 days| $3,533.00 ============================================+=============
_Stone-Crusher Plant._--A short description of the stone-crusher plant will be given, as it played an important part in the economy of the concrete work. In order to provide crushed stone for the concrete, the contractor bought (from the contractor who built the Bergen Hill Tunnels) the pile of trap rock excavated from these tunnels, which had been dumped on the piece of waste ground to the north of Baldwin Avenue, Weehawken, N. J.
The general layout of the plant is shown on Plate XXX. It consisted of a No. 6 and a No. 8 Austin crusher, driven by an Amex, single-cylinder, horizontal, steam engine of 120 h.p., and was capable of crushing about 225 cu. yd. of stone per 10-hour day. The crushers and conveyors were driven from a countershaft, in turn driven from the engine by an 18-in. belt.
TABLE 4.--COST OF OPERATING THE ONE PLANT FOR 24 HOURS DURING CONCRETE LINING.
===+===================+====================+============= No.| Labor. | Rate per day. | Amount. ---+-------------------+--------------------+------------- 2 |Engineers | $3.00 | $6.00 2 |Firemen | 2.50 | 5.00 2 |Pumpmen | 3.00 | 6.00 1 |Foreman Electrician| 6.00 | 6.00 1 |Electrician | 3.00 | 3.00 1 |Laborer | 2.00 | 2.00 ---+-------------------+--------------------+------------- Total per day | $28.00 --------------------------------------------+------------- Total for 30 days | $840.00 --------------------------------------------+------------- Supplies. -----------------------+--------------------+------------- Coal (14 tons per day) | $3.15 | $44.10 Oil (4 gal. per day) | 0.50 | 2.00 Water | 13.00 | 13.00 Other supplies | 2.00 | 2.00 -----------------------+--------------------+------------- Total per day | $61.10 --------------------------------------------+------------- Total for 30 days | $1,833.00 --------------------------------------------+------------- Total cost of labor and supplies for 30 days| $2,673.00 ============================================+=============
The process of crushing was as follows: The stone from the pile was loaded by hand into scale-boxes which were lifted by two derricks into the chute above the No. 6 crusher. One derrick had a 34-ft. mast and a 56-ft. boom, and was worked by a Lidgerwood steam hoister; the other had a 23-ft. mast and a 45-ft. boom, and was worked by a "General Electric" hoist. All the stone passed first through the No. 6 crusher, after which it was lifted by a bucket conveyor to a screen, placed about 60 ft. higher than and above the stone bin. The screen was a steel chute pierced by 2½-in. circular holes, and was on a slope of about 45°; in order to prevent the screen from choking, it was necessary to have two men continually scraping the stone over it with hoes. All the stone passing the screen was discharged into a bin below with a capacity of about 220 cu. yd. The stone not passing the screen passed down a diagonal chute to a No. 8 crusher, from which, after crushing, it was carried back by a second bucket conveyor to the bin, into which it was dumped without passing a screen. The No. 8 crusher was arranged so that it could, when necessary, receive stone direct from the stone pile. The cars in which the stone was removed could be run under the bin and filled by opening a sliding door in the bottom of the bin. A track was laid from the bin to connect with the contractor's surface railway in the Weehawken Shaft yard, and on this track the stone could be transported either to the Weehawken Shaft direct, for use on that side of the river, or to the wharf, where it could be dumped into scows for transportation to New York.
The cars used were 3-cu. yd. side-dump, with flap-doors, and were hauled by two steam Dinky locomotives.
The average force employed was:
1 foreman @ $3.00 per day. Supervising. 24 laborers " 1.75 " " Loading scale-boxes for derricks. 4 laborers " 1.75 " " Feeding crushers. 2 laborers " 1.75 " " Watching screens to prevent clogging. 1 engineer " 4.00 " " Driving steam engine. 2 engineers " 3.50 " " On the derricks. 1 night watchman. Watching the plant at night.
Owing to the constant break-down of machinery, chutes, etc., inseparable from stone-crushing work, there was always at work a repair gang consisting of either three carpenters or three machinists, according to the nature of the break-down.
The approximate cost of the plant was:
Machinery $5,850 Lumber 3,305 Erection labor 3,999 ------ Total $13,154
The cost of the crushed stone at Weehawken amounted to about $0.91 per cu. yd., and was made up as follows:
Cost of stone $0.22 Labor in operation of plant 0.31 Plant supplies 0.11 [B]Plant depreciation 0.27 ----- Total $0.91
[B] Assuming that the scrap value of derricks and engines is one-half the cost, crushers one-third the cost, and other items nothing.
The crushed stone at the Manhattan Shaft cost about $1.04 per cu. yd., the difference of $0.13 from the Weehawken cost being made up of the cost of transfer across the river, $0.08, and transport from the dock to the shaft, $0.05.
_Miscellaneous Plant._--The various pieces of plant used directly in the construction work, such as derricks, hauling engines, pumps, concrete mixers, and forms, will be found described or at least mentioned in connection with the methods used in construction.
The tunneling shields, however, will be described now, as much of the explanation of the shield-driven work will not be clear unless preceded by a good idea of their design.
Tunneling Shields.
During the period in which the original contract drawings were being made, namely, in the latter part of 1903 and the early part of 1904, considerable attention was given to working out detailed studies for a type of shield which would be suitable for dealing with the various kinds of ground through which the shield-driven tunnels had to pass. This was done in order that, when the contract was let, the engineer's ideas of the requirements of the shields should be thoroughly crystallized, and so that the contractor might take advantage of this long-thought-out design, instead of being under the necessity of placing a hurried order for a piece of plant on which so much of the safety as well as of the speed of his work depended. Eventually, the contractor took over these designs as they stood, with certain minor modifications, and the shields as built and worked gave entire satisfaction. The chief points held in view were ample strength, easy access to the working face combined with ease and quickness of closing the diaphragm, and general simplicity. A clear idea of the main features of the design can be gathered from Fig. 3 and Plate XXXI.
[A]The interior diameter of the skin was 2 in. greater than the external diameter of the metal lining of the tunnel, which was 23 ft. The skin was made up of three thicknesses of steel plate, a ¾-in. plate outside and inside, with a 5/8-in. plate between; thus the external diameter of the skin was 23 ft. 6¼ in. The length over all (exclusive of the hood, to be described later) was 15 ft. 11-7/16 in. The maximum overlap of the skin over the erected metal lining was 6 ft. 4½ in., and the minimum overlap, 2 ft.
There were no inside or outside cover-plates, the joints of the various pieces of skin plates being butt-joints covered by the overlap of adjoining plates. All riveting was flush, both inside and outside. The whole circumference of each skin plate was made up of eight pieces, each of which extended the entire length of the shield, the only circumferential joint on the outside being at the junction of the removable cutting edge (or of the hood when the latter was in position) with the shield proper.
Forward of the back ends of the jacks, the shield was stiffened by an annular girder supporting the skin, and in the space between the stiffeners of which were set the 24 propelling rams used to shove the shield ahead by pressure exerted on the last erected ring of metal lining, as shown on Plate XXXI.
To assist in taking the thrust of these rams, gusset-plates were placed against the end of each ram cylinder, and were carried forward to form level brackets supporting the cast-steel cutting-edge segments. The stiffening gussets, between which were placed the rams, were also carried forward as level brackets, for the same purpose. The cast-steel segmental cutting edge was attached to the front of the last mentioned plates.
The interior structural framing consisted of two floors and three vertical partitions, giving nine openings or pockets for access to the face; these pockets were 2 ft. 7 in. wide, the height varying from 2 ft. 2 in. to 3 ft. 4 in., according to their location. The openings were provided with pivoted segmental doors, which were adopted because they could be shut without having to displace any ground which might be flowing into the tunnel, and while open their own weight tended to close them, being held from doing so by a simple catch.
For passing through the varied assortment of ground before entering on the true sub-river silt, it was decided to adopt the forward detachable extension, or hood, which has so often proved its worth in ground needing timber for its support, as shown in Fig. 2, Plate XXIX. This hood extended 2 ft. 1 in. beyond the cutting edge, and from the top down to the level of the upper platform. Additional pieces were provided by which the hood might have been brought down as far as the lower platform, but they were not used. Special trapezoidal steel castings formed the junction between the hood and the cutting edge. The hood was in nine sections, built up of two ¾-in. and one 5/8-in. skin plates, as in the main body of the skin, and was supported by bracket plates attached to the forward ends of the ram chambers. The hoods were bolted in place, and were removed and replaced by regular cutting-edge steel castings after the shields had passed the river lines.
The floors of the two platforms, of which there were eight, formed by the division of the platforms by the upright framing, could be extended forward 2 ft. 9 in. in front of the cutting edge, or 8 in. in front of the hood. This motion was given by hydraulic jacks. The sliding platform could hold a load of 7,900 lb. per sq. ft., which was equal to the maximum head of ground and water combined. The uses of these platforms will be described under the heading "Construction." The weight of the structural portion of each shield was about 135 tons.
The remainder of the shield was the hydraulic part, which provided its motive force and gave the power to the segment erector. The hydraulic fittings weighed about 58 tons per shield, so that the total weight of each shield was about 193 tons. The hydraulic apparatus was designed for a maximum pressure of 5,000 lb. per sq. in., a minimum pressure of 2,000 lb., and a test pressure of 6,000 lb. The actual average pressure used was about 3,500 lb. per sq. in.
There were 24 shoving rams, with a diameter of 8½ in. and stroke of 38 in. The main ram was single-acting. The packings could be tightened up from the outside without removing the ram, a thing which is of the greatest convenience, and cannot be done with the differential plunger type. Some of the chief figures relating to the shield rams, with a water pressure of 5,000 lb. per sq. in., are:
Forward force of one ram 275,000 lb. Forward force of 24 rams (all) 6,600,000 " Forward force of 24 rams 3,300 tons of 2,000 lb. Equivalent pressure per square inch of face 105 lb. Equivalent pressure per square foot of face 15,200 " Pull-back force of one ram 26,400 " Pull-back pressure on full area of ram 480 " per sq. in.
The rams developed a tendency to bend, under the severe test of shoving the shield all closed, or nearly so, through the river silt, and it is probable that it would have been better to make the pistons 10 in. in diameter instead of 8½ in.
Each sliding platform was actuated by two single-acting rams, 3½ in. in diameter and having a stroke of 2 ft. 9 in. The rams were attached to the rear face of the shield diaphragm inside the box floors, and the cylinders were movable, sliding freely on bearings in the floor. The front ends of the cylinders were fixed to the front ends of the sliding platforms. The cylinder thus supported the front end of the sliding platform, and was designed to carry its half of the load on the platform. Some of the leading figures in connection with the platform rams, at a working pressure of 5,000 lb. per sq. in., are:
Forward force of each pair of rams (in each platform) 96,000 lb. Total area of nose of sliding platform 1,060 sq. in. Maximum reaction per square inch on nose 90 lb. Maximum reaction per square foot on nose 13,040 "
Each shield was fitted with a single erector mounted on the rear of the diaphragm. The erector consisted of a box-shaped frame mounted on a central shaft revolving on bearings attached to the shield. Inside of this frame there was a differential hydraulic plunger, 4 in. and 3 in. in diameter and of 48-in. stroke. To the plunger head were attached two channels sliding inside the box frame, and to the projecting ends of these the grip was attached. At the opposite end of the box frame a counterweight was attached which balanced about 700 lb. of the tunnel segment at 11 ft. radius.
The erector was revolved by two single-acting rams fixed horizontally to the back of the shield above the erector pivot through double chains and chain wheels keyed to the erector shaft.
The principal figures connected with the erector, assuming a water pressure of 5,000 lb. per sq. in., are:
Weight of heaviest tunnel segment 2,584 lb. Weight of erector plunger and grip 616 " Total weight to be handled by the erector ram 3,200 " Total force in erector ram moving from center of shield 35,000 " Total force in erector ram moving toward center of shield 27,500 " Weight at 11-ft. radius which is balanced by counterweight 700 " Maximum net weight at 11-ft. radius to be handled by turning rams 1,884 " Total force of each rotating ram, at 5,000 lb. per sq. in. 80,000 " Load at 11-ft. radius, equivalent to above 3,780 "
When the shield was designed, a grip was also designed by which the erector could handle segments without any special lugs being cast on them. A bolt was passed through two opposite bolt holes in the circumferential flanges of a plate. The grip jaws closed over this bolt and locked themselves. The projecting fixed ends of the grip were for taking the direct thrust on the grip caused by the erector ram when placing a segment.
It happened, however, that there was delay in delivering these grips, and, when the shield was ready to start, and the grip was not forthcoming, Mr. Patrick Fitzgerald, the Contractor's Superintendent, overcame this trouble by having another grip made.
In this design, also, a self-catching bolt is placed through the segment and the grip catches the bolt. In simplicity and effectiveness in working, this new design eventually proved a decided advance on the original one, and, as a result, all the shields were fitted with the new grip, and the original design was discarded.
The great drawback to the original grip was that the plate swung on the lifting bolt, and thus brought a great strain on the bolt when held rigidly at right angles to the erector arm. The original design was able to handle both _A_ and _B_ segments, and key segments, without alteration; in the new design, an auxiliary head had to be swung into position to handle the key, but this objection did not amount to a practical drawback.
The operating floor from which the shield was controlled, and at which the valves were situated, was placed above the rams which rotate the erector, and formed a protection for them. The control of the shield rams was divided into four groups: the seven lower rams constituted one group, the upper five, another, and the six remaining on each side, the other two. Each group was controlled by its own stop and release valve. Individual rams were controlled by stop-cocks.
The control of the sliding platform rams was divided into two groups, of which all the rams on the upper floor made one, and all those in the lower floor, the other; here, again, each group had its own stop and release valve, and individual platforms were controlled by stop-cocks arranged in blocks from which the pipes were carried to the rams.
The in-and-out movements of the erector ram were controlled by a two-spindle, balanced, stop and release valve, controlled by a hand-wheel. The erector rotating rams were controlled by a similar valve, with four spindles, also operated by a single hand-wheel. Both wheels were placed inside the top shield pockets, and within easy reach of the operating platform.
The hydraulic pressure was brought through the tunnel by a 2-in. hydraulic pipe. Connection with the shield was made by a flexible copper pipe, the 2-in. line being extended as the shield advanced.
LAND TUNNELS.
General.
The following is a brief account of the main features of the "Land Tunnel" work, by which is meant all the part of the structure built without using tunneling shields.
The Land Tunnels consist of about 977 ft. of double tunnel on the New York side and 230 ft. on the New Jersey side, or a total of 1,207 lin. ft. of double tunnel.
The general design of the cross-section consists of a semi-circular arch, vertical side-walls and a flat invert. The tunnel is adapted for two lines of track, each being contained in its compartment or tunnel. The span of the arch is wider than is absolutely necessary to take the rolling stock, and the extra space is utilized by the provision of a sidewalk or "bench" forming by its upper surface a gangway, out of the way of traffic, for persons walking in the tunnels, and embedded in its mass are a number of vitrified earthenware ducts, for high-and low-tension electric cables. The provision of this bench enables its vertical wall to be brought much nearer to the side of the rolling stock than is usually possible, thus minimizing the effects of a derailment or other accident. Refuge niches for trackmen, and ladders to the top of the bench are provided at frequent intervals. In cases where a narrow street limits the width of the structure, as on the New York side, the two tunnels are separated by a medial wall of masonry, thus involving excavation over the entire width of both tunnels, and in such case the tunnels are spoken of as "Twin Tunnels"; where the exigencies of width are not so severe, the two tunnels are entirely distinct, and are separated by a wall of rock. This type is found on the Weehawken side. The arches are of brick, the remainder of the tunnel lining being of concrete.
New York Land Tunnels.
The work on the Land Tunnels on the Manhattan side was carried on from the shaft at 11th Avenue and 32d Street.