,transcriber's ,note3 ,two other papers from ,,asce ,transactions ,,lxviii 7,september #aiaj7 are referenced in this paper3 ,no4 #aaej1 ,the ,new ,york ,tunnel ,extension444 by ,charles ,w4 ,raymond1 ,no4 #aaea1 ,the ,north ,river ,division by ,charles ,m4 ,jacobs1 e-text #ahedh1 generally cited as the paper by ,mr4 ,jacobs4 ,the word ,figure is used in two ways4 ,it refers either to individual numbered ,figures 7#a-ba71 or to any of the four pictures that make up each ,plate1 identified in the form ,fig4 #b1 ,plate ,,xxi4 ,figures #a-d are always discussed as a group4 ,single letters in boldface are shown as ,a4 ,typographical errors are listed at the end of the text4 99 99 99 99 99 99 99 99 99 99 99 99 99 99 ,american ,society of ,civil ,engineers ,instituted #aheb ,,transactions ,paper ,no4 #aaed ,,the ,,new ,,york ,,tunnel ,,extension ,,of ,,the ,,pennsylvania ,,railroad4 ,,the ,,bergen ,,hill ,,tunnels4#a ,by ,f4 ,,lavis1 ,m4 ,am4 ,soc4 ,c4 ,e4 ,footnote #a3 ,presented at the meeting of ,april #fth1 #aiaj4 ,location4--,that section of the ,pennsylvania ,railroad's ,new ,york ,tunnels lying west of the ,hudson ,river is designated ,section ,k1 and the tunnels are generally spoken of as the ,bergen ,hill ,tunnels4 ,bergen ,hill is a trap dike 7diabase7 forming the lower extension of the ,hudson ,river ,palisades4 ,there are two parallel single-track tunnels1 cross-sections of which are shown on ,plate ,,viii of the paper by ,charles ,m4 ,jacobs1 ,m4 ,am4 ,soc4 ,c4 ,e4 ,the center line is a tangent1 and nearly on the line of #cb;d ,street1 ,new ,york ,city1 produced1 its course being ,n4 #ej #cj' ,w4 ,the elevation of the top of the rail at the ,weehawken ,shaft 7a view of which is shown by ,fig4 #b1 ,plate ,,xxii71 on the west bank of the ,hudson ,river1 is about #fd ft4 below mean high water2 and at the ,western ,portal1 or ,hackensack end1 the rail is about #ag ft4 above2 the grade throughout is #a4c1 ascending from east to west4 ,the length of each tunnel between the portals is #e1ibj ft4 ,a general plan and profile of these tunnels is shown on ,plate ,i of the paper by ,charles ,w4 ,raymond1 ,m4 ,am4 ,soc4 ,c4 ,e4 ,at ,central ,avenue a shaft #bab ft4 deep was sunk4 ,it is #c1fbj ft4 from the ,weehawken ,shaft4 ,illustration3 ,plate ,,xxi4 ,fig4 #a3 ,k #id4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,d4 ,section ,k4 7,bergen ,hill ,tunnels47 from ,hackensack ,poral1 ,north ,cut and ,cover ,section1 and ,portal looking ,east from ,sta4 #cbc4 ,dec4 #h1 #je4 ,fig4 #b3 ,k #ga4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,method of using ,cross-,section ,rod in getting ,sections of ,tunnel4 ,aug4 #cj1 #jf4 ,fig4 #c3 ,k #aae4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,weehawken ,shaft1 ,north ,tunnel ,conveyor used by ,king ,rice and ,garney for handling and placing concrete4 ,june #c1 #jg4 ,fig4 #d3 ,k #aaf4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,weehawken ,shaft1 ,north ,tunnel4 ,view of conveyor for placing concrete1 with bucket suspended over hopper above belt4 ,steel forms in fore ground4 ,june #d1 #jg4 ,history4--,the contract for this work was let on ,march #fth1 #aije1 to the ,john ,shields ,construction ,company2 it was abandoned by the ,receiver for that company on ,january #bjth1 #aijf1 and on ,march #bjth1 of that year1 was re-let to ,william ,bradley1 who completed the work by ,december #cast1 #aijh4 ,the progress of excavation and lining in the ,north ,tunnel is shown graphically on the progress diagram1 ,fig4 #i1 that of the ,south ,tunnel being practically the same4 ,geology4--,starting west from the ,weehawken ,shaft1 the tunnels pass through a wide fault for a distance of nearly #djj ft41 this fault being a continuation of that which forms the valley between the detached mass of trap and sandstone known as ,king's ,bluff1 which lies north of the tunnels1 and the main trap ridge of ,bergen ,hill4 ,the broken ground of the fault1 which consists of decomposed sandstone1 shale1 feldspar1 calcite1 etc41 interspersed with masses of harder sandstone and baked shale1 gradually merges into a compact granular sandstone1 which1 at a distance of #dfj ft4 from the shaft1 was self-supporting1 and did not require timbering1 which1 of course1 had been necessary up to this point4 ,a full face of sandstone continued to ,station #bgd #fj1 #idj ft4 from the shaft1 where the main overlying body of trap appeared in the heading4 ,the full face of the tunnel was wholly in trap at about ,station #bge #cj1 and continued in this through to the ,western ,portal1 where the top of the trap was slightly below the roof of the tunnel1 with hardpan above4 ,the contact between the sandstone and the overlying trap was very clearly defined1 the angle of dip being approximately #ag #dj' toward the northwest4 ,the sandstone and trap are of the ,triassic ,period1 and the trap of this vicinity is more particularly classified as diabase4 ,the character of the trap rock varied considerably4 ,at the contact1 at ,station #bge1 and for a distance of approximately #bjj ft4 west1 corresponding to a thickness of about #fj ft4 measured at right angles to the line of the contact1 a very hard1 fine-grained trap1 almost black in color1 was found1 having a specific gravity of #b4ih1 and weighing #ahf lb4 per cu4 ft4 ,the hardness of this rock is attested by the fact that the average time required to drill a #aj-;ft4 hole in the heading1 with a ,no4 #cd slugger drill1 with air at #ij lb4 pressure1 was almost #aj hours4 ,the specific gravity of this rock is not as high as that of some other specimens of trap tested1 which were much more easily drilled4 ,this rock was very blocky1 causing the drills to bind and stick badly1 and1 when being shoveled back from the heading1 as it fell it sounded very much as though it were broken glass4 ,the remainder of the trap varied from this1 through several changes of texture and color1 due to different amounts of quartz and feldspar1 to a very coarse-grained rock1 closely resembling granite of a light color1 though quite hard4 ,the speed of drilling the normal trap in the heading was approximately #bj to #be min4 per ft41 as compared with the #fj min4 per ft4 noted above1 the larger amounts of quartz and feldspar accounting for the greater brittleness and consequently the easier drilling qualities of the rock4 ,the normal trap in these tunnels has a specific gravity varying from #b4he to #c4jd1 and weighs from #agi to #aij lb4 per cu4 ft4 ,the temperature of the tunnels1 at points #a1jjj ft4 from the portals at both ends1 remained nearly stationary1 and approximately between #ej in winter and #fj in summer1 up to the time the headings were holed through1 being practically unaffected by daily changes in the temperature outside4 ,at the western end1 after the connection with the ,central ,shaft headings was made1 there was almost always a current of air from the portal to the shaft1 and ascending through the latter4 ,this tended to make the temperature in this part of the tunnel correspond more nearly with the outside temperature2 in fact1 the variation was seldom more than #e ,fahr4 ,timbering4--,these tunnels have been excavated entirely by the center top heading method1 almost invariably used in the ,united ,states4 ,timbering1 where required1 was of the usual segmental form with outside lagging1 as shown in several of the photographs4 ,in a few places it was necessary to hold the ground as the work progressed1 and1 in such cases1 crown bars were used in the headings4 ,there was some little trouble at the ,western ,portal1 where the top of the rock was very near the roof of the tunnel1 as shown by ,fig4 #a1 ,plate ,,xxi4 ,a side heading was driven at the level of the springing line until a point was reached where the roof was self-supporting1 and the timbering was brought out to the face of the portal from that point4 ,illustration3 ,plate ,,xxii4 ,fig4 #a3 ,k #bf4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,d4 ,sect4 ,k4 7,bergen ,hill ,tunnels17 ,weehawken ,shaft4 ,scaffold car in ,south ,tunnel at ,sta4 #bfgfj4 ,jan4 #aa1 #jf4 ,fig4 #b3 ,k #ca4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,weehawken ,shaft4 ,headhouse at 8 elevator frame work1 looking ,west4 ,oct4 #ag1 #jf4 ,fig4 #c4--,round ,holes in ,concrete ,forms4 ,fig4 #d4--,round ,holes in ,concrete ,forms ,completed4 ,drilling4--,where no timbering was required1 several different methods were used in drilling and excavating the solid rock1 though in all cases a center top heading was driven4 ,the four diagrams1 ,figs4 #a1 #b1 #c1 and #d1 give typical examples of these methods and show1 in the order of their numbers1 the general tendency of the development from a small heading kept some distance ahead of the bench1 to a large heading with the bench kept close to it4 ,the notes on each diagram give the general details of the quantity of drilling and powder used1 methods of blasting1 etc41 and on the progress profile1 ,fig4 #f1 is indicated those portions of the tunnels in which each method was used4 ,all the drills used throughout the work by ,mr4 ,bradley were ,rand ,no4 #cd sluggers1 with #c-e_/h-;in4 cylinders1 and the steel was that known as the ,black ,diamond ,brand1 #a-c_/h-;in41 octagon4 ,it was used in #b1 #d1 #f1 #h1 #aj1 and #ab-;ft4 lengths2 toward the end of the work it was proposed to use #ad-;ft4 lengths1 but owing to some delay in delivery this length was never obtained4 ,the starters1 #ah to #bd in4 long1 were sharpened to #b to #c-;in4 gauge1 which was generally held up to depths of #f ft42 then the gauge gradually decreased until it was #a to #b in4 at the bottom of a #ab-;ft4 hole4 ,frequently1 as many as three or four starters were used in starting a hole1 and generally two sharpenings were required for each #b ft4 drilled1 after the first #f ft4 ,it is estimated that about in4 of steel was used for each sharpening1 and that there was an average of one sharpening for every foot drilled4 ,the total quantity of steel used up1 lost1 or scrapped on the whole work was almost exactly #a ft4 for each #aj cu4 yd4 excavated1 equal to #a in4 of steel per yard1 distributed approximately as follows3 ,sharpening to #g_/h in4 ,other losses to #c_/h --------------- ,total #a in4 per cu4 yd4 ,an ,ajax drill sharpener was used1 and proved very satisfactory4 ,rubber and cotton hose1 covered with woven marlin1 was used for the bench 7#c in4 inside diameter1 in #ej-;ft4 lengths71 for drills 7#a in4 in diameter1 in #be-;ft4 lengths71 and for steam shovels 7#b in4 in diameter1 in #ej-;ft4 lengths74 ,hose coverings of wound marlin1 and of woven marlin with spiral steel wire covering were tried1 but were not satisfactory1 owing to the unwinding of the marlin and the bending of the steel covering4 ,illustration3 ,fig4 #a4 ,drilling ,method ,no4 #a ,,cross-,,section1 ,,longitudinal ,,section1 ,,plan ,drilling ,method ,no4 #a3 ,small heading1 #fj to #hj ft4 long4 ,two columns used in heading1 with two drills on each4 ,drills on sub-bench and main bench mounted on tripods4 ---------------------------------------- ---------- ,per ,round ---------------------------------------- ------ ,total ,no4 of ,pounds ,depth ,cubic of ,advance ,drilled ,yards ,dynamite ---------------------------------------- ------ ,heading #adj-aee #ah-ba4f #ic-aca #e-f ---------------------------------------- ------ ,bench #aaj-abj #ec-fj #gf-ig #c-d ---------------------------------------- ------ ---------------------------------------- ------------------ ,per ,cubic ,yard ,per linear ,foot of ,tunnel ---------------------------------------- ------ ,linear ,pounds ,cubic ,no4 of ,pounds ,feet of ,yards ,feet of ,drilled ,dynamite ,drilled ,dynamite ---------------------------------------- --------------- ,heading #h-i #e-f #c4f #bi4-cb #ah-bb ---------------------------------------- --------------- ,bench #b #a4d-a4f #ae4d #cj4-ca #ba4e-bd4f ---------------------------------------- --------------- ,total #ai #ei4fc #ci4e-df4f ---------------------------------------- ----------------- ,per cubic yard1 whole tunnel section #c to #cc #b4a-b4e ---------------------------------------- ------------------ ---------------------------------------- ----------------------- ,number ,blasting ,notes3 of ,sticks ------------ ,heading3 ,first ,round3 #f sticks1 #fj in each cut hole1 cut generally blasted twice #cf to #gb ,second ,round3 #c side holes each side1 #e sticks1 #dj ea4 #cj ,third ,round3 ,rest of side holes and dry holes1 #e sticks1 #dj each #dj ,stub holes1 say #e to #ae ------------ ,total ,sticks #aaa to #aeg ------------ ,total ,pounds #ic to #aca ------------ ,sub-bench3 #d widening holes2 #b to #c sticks1 each1 #dj #aj to #ab #f down holes2 #e to #g sticks1 each1 #dj #cj to #db ,bench3 #f holes2 #f to #h sticks each1 #dj #cf to #dh ,taking up bottom1 average1 say #ae ------------ ,total ,sticks #ia to #aag ------------ ,total ,pounds #gf to #ig ---------------------------------------- ----------------------- ,illustration3 ,fig4 #b4 ,,cross-,,section1 ,,longitudinal ,,section1 ,,plan ,drilling ,method1 ,no4 #b3 ,five drills in heading1 mounted on three columns2 the holes marked with a cross 7,x7 were drilled with the drills on the center column4 ---------------------------------------- ---------- ,per ,round ---------------------------------------- ------ ,total ,no4 of ,pounds ,depth ,cubic of ,advance ,drilled ,yards ,dynamite ---------------------------------------- ------ ,heading #aij-bbj #ce-db #acd-aif #f-h ---------------------------------------- ------ ,bench #aaj-acj #ee #gi-ajf #d ---------------------------------------- ------ ---------------------------------------- ------------------ ,per ,cubic ,yard ,per linear ,foot of ,tunnel ---------------------------------------- ------ ,linear ,pounds ,cubic ,no4 of ,pounds ,feet of ,yards ,feet of ,drilled ,dynamite ,drilled ,dynamite ---------------------------------------- --------------- ,heading #e4d-f4j #c4i-e4j #e4c #bh to #cb4 #bj4g-bf4e ---------------------------------------- --------------- ,bench #b4-b4d #a4d-b4j #ac4g #bg4-cc4 #ai4b-bg4d ---------------------------------------- --------------- ,total #ai #ee4-fe4 #ci4i-ec4i ---------------------------------------- ----------------- ,per cubic yard1 whole tunnel section #b4i-c4d #b4a-b4h ---------------------------------------- ------------------ ---------------------------------------- ----------------------- ,number ,blasting ,notes3 of ,sticks ------------ ,heading3 ,first ,round2 #b to #c relieving holes sprung with #d to #e sticks each #h to #ae #h cut holes1 #g sticks each 7sometimes shot twice7 #ef to #aab ,first side round1 #f holes1 #f sticks each #cf ,widening and dry holes1 #aj to #ab1 #f sticks each #fj to #gb ------------ ,total ,sticks #afj to #bce ------------ ,total ,pounds #acd to #aif ---------------------------- ,sub-bench3 #h holes1 #d to #f sticks1 each #cb to #dh ,bench3 #h holes1 #f to #h sticks1 each #df to #fd ,taking up bottom1 average #ae ------------ ,total ,sticks #ie to #abg ------------ ,total ,pounds #gi to #aji ---------------------------------------- ----------------------- ,illustration3 ,fig4 #c4 ,,cross-,,section1 ,,longitudinal ,,section1 ,,plan ,drilling ,method ,no4 #c3 ,heading same as second method1 but larger lift taken off bench1 and lift holes drilled in bottom bench in order to get down to grade in floor4 ,bench kept closer to heading4 ---------------------------------------- ----------------- ,per ,round ---------------------------------------- ------------- ,total ,no4 of ,pounds ,depth ,cubic of ,advance ,drilled ,yards ,dynamite ---------------------------------------- ------------- ,heading #aij to #bbj #ce to #db #acd to #aif #f to #h ---------------------------------------- ------------- ,bench #ade #aij #ij to #aaj #aah #afg #f #h ---------------------------------------- ------------- ---------------------------------------- ------------------------ ,per ,cubic ,yard ,per linear ,foot of ,tunnel ---------------------------------------- ---------------- ,linear ,pounds ,cubic ,no4 of ,pounds ,feet of ,yards ,feet of ,drilled ,dynamite ,drilled ,dynamite ---------------------------------------- --------------------- ,hd4 #e4d to #f4j #c4i to #e4j #e4c #bh to #cb #bj4g to #bf4e ---------------------------------------- --------------------- ,b4 #a4f #a4i #a4c #a4h #ac4g #bb #cf #ag4h #bd4g ---------------------------------------- --------------------- ,total #ai #ej #eh #ch4e #ea4b ---------------------------------------- ----------------------- ,per cubic yard1 whole tunnel section #b4f #c4a #b4j #b4f ---------------------------------------- ------------------------ ---------------------------------------- ----------------------- ,number ,blasting ,notes3 of ,sticks ------------ ,heading3 ,first ,round3 #b to #c relieving holes sprung1 with #d to #e sticks each #h to #ae #h cut holes1 #g sticks each 7sometimes shot twice7 #ef to #aab ,first side round1 #f holes1 #f sticks each #cf ,widening and dry holes1 #aj to #ab holes1 #f sticks each #fj to #gb ---------------------------------------- ----------------------- ,total ,sticks #afj to #bce ---------------------------------------- ----------------------- ,total ,pounds #acd to #aif ---------------------------------------- ----------------------- ,sub-bench3 #d widening holes1 #d to #e sticks each1 #b rounds #cb to #dj #f down holes1 #e to #g sticks each1 #b rounds #fj to #hd ,bench3 #d down holes1 #e to #g sticks each #bj to #bh #f to #h lift holes1 #e to #f sticks each #cj to #dh ---------------------------------------- ----------------------- ,total ,sticks #adb to #bjj ---------------------------------------- ----------------------- ,total ,pounds #aah to #afg ---------------------------------------- ----------------------- ,illustration3 ,fig4 #d4 ,,cross-,,section1 ,,longitudinal ,,section1 ,,plan ,drilling ,method ,no4 #d3 #h drills on #d columns used in heading4 ,bench taken off in one lift4 ,bottom taken up with lift holes4 ---------------------------------------- ---------- ,per ,round ---------------------------------------- ------ ,total ,no4 of ,pounds ,depth ,cubic of ,advance ,drilled ,yards ,dynamite ---------------------------------------- ------ ,heading #caj-cbj #fc-ga #bae-beg #h-i ---------------------------------------- ------ ,bench #aij-baj #hi-ajj #ajg-aee #h-i ---------------------------------------- ------ ---------------------------------------- ------------------- ,per ,cubic ,yard ,per linear ,foot of ,tunnel ---------------------------------------- ------- ,linear ,pounds ,cubic ,no4 of ,pounds ,feet of ,yards ,feet of ,drilled ,dynamite ,drilled ,dynamite ---------------------------------------- ---------------- ,heading #d4e-e4a #c4d-e4g #g4i #ce4f-de4 #bf4i-de4j ---------------------------------------- ---------------- ,bench #a4i-b4b #a4b-a4g #aa4a #ba4a-bd4 #ac4c-ah4i ---------------------------------------- ---------------- ,total #ai #ef4g-fi4 #dj4b-fc4i ---------------------------------------- ------------------ ,per cubic yard1 whole tunnel section #c4-c4f #b4a-c4d ---------------------------------------- ------------------- ---------------------------------------- ----------------------- ,number ,blasting ,notes3 of ,sticks ,all holes of whole round are cleaned and loaded before blasting is started ,first ,round3 #e-f lift holes1 #g to #i sticks each #ce to #ed ,first row1 sub-bench1 #f holes1 #f to #h sticks each #cf to #dh ,second ,round3 ,second row1 sub-bench and widening holes1 #h to #aj holes1 #f to #h sticks each #dh to #fd ,stub holes #aj to #bj ,bench3 ,total ,sticks #abi to #ahf ,total ,pounds #ajg to #aee ,third ,round3 #h cut holes1 #g sticks each1 often requires #c to #d charges #aab to #bbd ,fourth ,round3 #h holes1 ,first side round1 #e to #g sticks each #dj to #ef ,fifth ,round3 #h holes1 ,second side round1 #e to #g sticks each #dj to #ef #b dry holes #e to #g sticks each #aj to #ad ,sixth ,round3 #d to #f widening holes and dry holes1 #f sticks each #cf to #dh ,stub holes #bj to #cj ,heading3 ,total ,sticks #beh to #dbh ,total ,pounds #bae to #ceg ---------------------------------------- ----------------------- ,the average quantity of powder used on the whole work was about #b4i lb4 per cu4 yd4 ,the tables on the diagrams1 ,figs4 #a1 #b1 #c1 and #d1 show that the quantity actually used in making the advance at the main working faces was about #b4e lb4 ,the difference is accounted for by the larger percentage of powder used for trimming the sides1 breaking out the cross-passages between the tunnels1 and the excavation of the ditches1 the latter operation not being done until the concrete lining was about to be put in4 ,there was some time1 too1 during the earlier stages of the work1 when it is believed that an excessive quantity of powder was used2 for one or two months it ran up to #d lb4 per cu4 yd4 ,illustration3 ,fig4 #e4 ,,muck ,,car ,,used ,,at ,,weehawken ,,shaft ,the dynamite used was ,forcite4 ,at first1 both #dj and #fj were used1 the #fj generally only for blasting the cut in the headings2 during the latter part of the work1 however1 the #fj was used exclusively4 ,the rock as a rule broke very well1 and only a comparatively small quantity could not be handled by the shovels without being broken up further by block-holing4 ,in the sandstone the quantity of powder per cubic yard was much more than for any of the trap4 ,in drilling the ,central ,shaft1 a #f-;hole cut was made approximately on the center line1 east and west1 the enlargement requiring about #ah more holes1 which were generally about #f ft4 deep1 the average advance being about #d ft4 per day of #bd hours4 ,illustration3 ,fig4 #f4 ,,progress ,,profiles ,,of ,,north ,,and ,,south ,,tunnels ,,showing ,,monthly ,,excavation ,the drills were run by steam until a depth of about #aej ft4 had been reached1 air from the plant at ,hackensack being available after that time4 ,four drills were used most of the time1 and six later when air was available4 ,this work was done entirely by the ,john ,shields ,construction ,company1 and a depth of #bje ft4 was sunk in #f months 7from ,july #aeth1 #aije1 to ,january #aeth1 #aijf74 ,a derrick was used for hoisting and lowering men and tools during the sinking1 elevators being put in later4 ,illustration3 ,,plate ,,xxiii4 ,drilling ,data4--,during the progress of the work1 both general and detailed observations were made of the drilling1 the results of which are shown in the tables4 ,table #a has been compiled from the records as platted daily on the chart from the inspectors' reports1 as shown by ,plate ,,xxiii1 and described on page #aac4 ,table #b contains some data relating to the drilling in the headings4 ,the general results of these observations show that the average time the drills were actually working was #e4b hours per shift1 and that they were actually hitting the rock about half of this time1 or about #b4e hours per shift4 ,the average depth drilled per hour1 during the time the drills were actually working1 was #b4ff ft4 ,the actual working time1 as noted above1 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 blast2 it does not include the time occupied in setting up or taking down1 which would probably average #cj min4 more per shift4 ,it is believed that this figure will also apply very closely to drills working on the bench1 though no actual observations were taken to determine this1 on account of the irregularity with which they were worked4 ,the actual working time of the drills in the #gcf shifts 7#g1cfj hours7 covered by ,table #a1 was #c1hbf hours1 or #e4b hours per shift4 ,the average depth drilled per yard1 as shown in the last column of ,table #a1 agrees fairly well with the figures on the diagrams1 ,figs4 #a1 #b1 #c1 and #d4 ,table #b has been compiled from detailed timed observations of individual drilling of down holes in the bench1 for periods of #g or #h hours each1 in ,january1 #aijg4 ,the work at that time was in fairly normal condition at all points4 ,the figures in the third column of ,table #b include the time required for moving from one hole to another1 when this occurred during the observation1 the time required for changing bits1 oiling drills1 etc41 and all delays of all kinds4 ,a close record of the delays was kept1 and it was considered that1 of the #ic hours1 #dh min41 in ,table #b1 the unnecessary delays amounted to #e hours1 #g min41 or about #e per cent4 ,,table #a4 ,s4 ,number of shifts covered by observations4 ,hrs ,average number of hours worked per shift4 ,d_/,hr ,average depth drilled per hour per drill4 ,d_/,yd ,average depth drilled per yard4 ,hack4 ,hackensack ,whk4 ,weehawken ,,cs ,central ,shaft ---------------------------------------- -------------------- ,method4 ,date4 ,s ,place4 ,hrs ,d_/,hr ,d_/,yd ---------------------------------------- -------------------- ,aug4 '#jf #dd ,hack41 ,n4 #e4fi #b4gh #aj4a ,sept4 '#jf #ch ,n4 #e4hj #c4gg #aa4a ,no4 #a-- ,aug4 '#jf #dc ,s4 #e4fj #b4hi #i4a #d-;drill ,sept4 '#jf #cf ,s4 #f4ah #b4fe #h4g ,jan4 '#jg #af ,,cs ,e4 ,n4 #e4ii #b4ii #h4b ,jan4 '#jg #bj ,s4 #f4je #b4i #g4a ,apr4 '#jg #dh ,,cs ,w4 ,n4 #d4ib #c4c #f4g ,apr4 '#jg #dh ,s4 #e4jj #c4b #g4g ,dec4 '#jf #ed ,whk41 ,n4 #d4ie #b4af #d4eb ,nos4 #b and #c-- ,dec4 '#jf #ed ,s4 #e4bc #b4ad #d4ed #e-;drill ,dec4 '#jf #eb ,hack41 ,n4 #e4jc #b4b #e4gg ,dec4 '#jf #ed ,s4 #e4ij #a4hb #e4fg ,no4 #d-- ,june '#jg #ef ,whk41 ,n4 #d4gg #b4ee #d4bc #g-;drill ,june '#jg #eh ,s4 #d4hb #b4bf #c4hh #h-;drill ,may '#jg #fj ,hack41 ,n4 #d4fg #b4dd #e4jj ,may '#jg #fj ,s4 #d4ed #b4eg #d4hj ---------------------------------------- -------------------- ,,table #b4 ,hrs4 ,hours4 ,min4 ,minutes4 ---------------------------------------- ----------------- ,date4 ,place4 ,total ,number of feet working time4 drilled4 ---------------------------------------- ----------------- ,hrs4 ,min4 ,jan4 #adth1 #aijg ,whk4 ,n4 #h #j #ae #aeth1 #aijg ,n4 #g #cb #ab ,n4 #g #bb #ad #abth1 #aijg ,s4 #h #j #bj ,s4 #h #j #aa ,s4 #h #j #aj #aath1 #aijg ,hack4 ,n4 #h #j #ac #agth1 #aijg ,n4 #g #aj #aj ,n4 #g #e #aa ,n4 #g #aj #aj #afth1 #aijg ,s4 #d #bj #aj ,s4 #f #i #aj ,s4 #g 444 #h ---------------------------------------- ---------------- ,totals4 #ic #dh #aed ---------------------------------------- ---------------- ,average3 #cf4f min4 per ft4 drilled1 or #a4fd ft4 drilled per hour4 ,as a check on the average figures obtained from various sources1 the following estimate of the cost of drilling per cubic yard was made up from these average figures1 for comparison with the actual average cost on the whole work4 ,the cost records show this to be about #b4be per yd41 exclusive of power for running the drills1 almost exactly what the following estimates give for theoretical average conditions1 although no effort was made to have this latter compare so closely4 ,estimated ,cost per ,drill per ,day4 ,drill ,runner #a at #c4ej per day1 #c4ej ,helper #a #b4jj #b4jj ,nipper #a_/e #a4ge #j4ce ,heading foreman #a_/ab #e4jj #j4db ,walking boss #a_/ej #g4ej #j4ae ,blacksmith #a_/ab #d4jj #j4cd ,blacksmith helper #a_/ab #b4jj #j4af ,machinist #a_/ab #c4jj #j4be ,machinist helper #a_/bd #a4ge #j4jg ,pipe fitter and helper #a_/ej #e4jj #j4aj ,oil1 waste1 blacksmith coal1 etc4 #j4bd ,drill steel1 #f in4 per shift #j4bj ----- #g4gh ,average number of feet drilled per cubic yard #c to #c4e ,number of feet drilled per drill1 per shift #aj4e to #ab ,number of yards per drill1 per shift #c4e ,cost of drilling1 per yard1 #g4gh_/c4e #b4bb ,in all the foregoing tables and computations1 the quantities used have been those paid for4 ,the quantity taken out1 however1 has been #aj more than that paid for1 and #bh more than the contractor was actually required to take out4 ,the specifications required that the excavation should be taken entirely outside of the neat line1 as shown on ,plate ,,viii of the paper by ,mr4 ,jacobs1 but not necessarily beyond this line1 but that the contractor would be paid for rock out to the standard section line1 which is #a ft4 larger on the sides and top and #f in4 deeper in the bottom than the neat line4 ,a great deal of the extra quantity was due to rock falling from the core-wall side whenever one working face was behind the other4 ,blasting at the face behind generally loosened more or less rock on the core-wall side of the tunnel which was ahead1 in one or two instances breaking entirely through1 as shown in ,fig4 #b1 ,plate ,,xxvi1 the hole in the core-wall in this case being utilized by building a storage chamber in it4 ,table #c gives some of the statistics of drilling in the ,simplon ,tunnel1 as compared with the drilling on this work1 the figures for the ,simplon being taken from papers read before the ,institution of ,civil ,engineers of ,great ,britain4 ,,table #c4 ---------------------------------------- --------------------------- ,bergen ,hill4 ,simplon4 ---------------------------------------- --------------------------- ,drills set up in heading1 percentage of total elapsed time #ej #fj ,actually drilling the rock1 percentage of total elapsed time #be #ej ,average advance per round 7attack7 #h4e ft4 #c4h ft4 ,average time for each attack #cf hours4 #e hours4 ,average advance per day of #bd hours #e ft4 #ah ft49999 ,depth of holes #aj ft4 #d4f ft4 ,diameter of holes #b in4 #b in4 ,linear feet drilled per hour1 per drill #b4g #g4j ,linear feet drilled per cubic yard #e4j #f4j ,pounds of dynamite per cubic yard #c4d to #e4g #h ,average depth drilled with one sharpening #ab in4 #f in4 ,total number of men per day of #bd hours99 #dej #c1cjj ---------------------------------------- --------------------------- 99 ,on ,bergen ,hill ,tunnels1 for two full working faces at the ,hackensack end1 about #c1jjj ft4 in from portal 7,march1 #aijh74 ,at ,simplon1 two full faces and two headings1 at a distance of about #e1jjj ft4 in from the portal 7,january1 #aijj74 ,these both include lining as well as excavation4 ,the lining of the ,bergen ,hill ,tunnels progressed about twice as fast as the excavation2 it is inferred that on the ,simplon it progressed at about the same rate as the excavation4 9999 ,at the ,italian end1 in ,antigoric gneiss1 which is stated to be very hard rock4 ,the figures in ,table #c are for heading only in both cases1 except for the last item 7number of men71 the heading in the ,simplon ,tunnels being about #fj sq4 ft41 as compared with the heading of ,method ,no #d 7which has been used for comparison71 of #baj sq4 ft4 ,mucking and ,disposal4--,the conditions affecting the disposal of the muck1 after blasting1 were quite different at the two ends1 the grade descending in the direction of the loads at ,weehawken and ascending at the ,hackensack end4 ,at the ,weehawken end the mouth of the tunnels was at the bottom of a shaft some #hj ft4 deep1 ,fig4 #b1 ,plate ,,xxii1 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 ,railroad1 as shown by ,fig4 #g2 or later hauled to the crusher or storage pile1 some #ejj ft4 distant1 on the north side of ,baldwin ,avenue4 ,at the western end1 the cars were hauled directly to the surface through the approach cut1 and the material1 except that required for concrete and rock packing1 was deposited in the embankment across the ,hackensack ,meadows1 a haul of from #a1jjj to #c1jjj ft4 beyond the portal4 ,all disposal tracks were of #c-;ft4 gauge1 the main running tracks being generally laid with #fj-lb4 second-hand rails1 although some of lighter weight were used4 ,except for about #a1jjj ft4 in each tunnel at the ,weehawken end1 where the muck was loaded by hand1 four steam shovels1 operated by compressed air1 were used1 one at each working face4 ,one of these was a ,marion1 ,model ,no4 #bj1 weighing #ch tons1 the others were ,vulcan ,little ,giant1 of about #cj tons each4 ,all these shovels were on standard-gauge track1 and were moved back from #cjj to #ejj ft4 from the working face during blasting4 ,illustration3 ,fig4 #g4 ,,method ,,of ,,emptying ,,dump ,,cars ,,at ,,weehawken ,,shaft3 ,,front ,,view1 ,,side ,,view ,at ,weehawken1 previous to the time the shovels were installed1 the muck was shoveled by hand into the cars from the bottom of the bench1 and the heading muck was dumped into them from the movable platform 7,jumbo7 shown by ,fig4 #a1 ,plate ,,xxii4 ,there were three loading tracks at the face4 ,the cars used at that time were similar to that shown by ,fig4 #e1 but were about two-thirds the size and had no end door2 stop-planks were supposed to be placed in the ends but seldom were4 ,the loads averaged about cu4 yd4 7measured in place74 ,after the shovel was installed the cars shown by ,fig4 #e were used1 and the loads averaged nearly #a cu4 yd4 ,the empty cars were pushed up to the shovel by hand from the storage track4 ,when loaded1 they were given a start with the bucket of the shovel1 and were then allowed to coast by gravity out to the storage track near the shaft1 where they were stopped by placing rolls of cement bags or burlap on the rails4 ,after the lining was started1 the loaded cars were stopped on the inside of the lining and only sent out over the single track through this latter at stated intervals1 when several cars followed in close succession1 with a long interval which permitted the concrete to be brought in4 ,the empty cars were hauled back to the storage track near the working face by mules1 one mule usually hauling two cars at a time4 ,up to the time the trap rock was reached1 about #a1ajj ft4 from the shaft1 the excavated material was disposed of by loading it on flat cars4 ,all the trap1 however1 was stored to be used later for concrete and ballast4 ,when the tunnels were in full working order1 sixty muck cars of the type shown by ,fig4 #e1 were in use1 about evenly divided between the two tunnels4 ,for some time the work was greatly hampered by lack of cars1 and even with the sixty finally obtained1 there were many times when extra cars could have been used to advantage to keep the shovel working4 ,when mucking by hand1 the mucking gangs consisted of from #ae to #bj men4 ,the maximum output was #ej cu4 yd41 and averaged about #ce cu4 yd4 per shift2 there was a great deal of trouble in keeping the gangs full1 as labor at that time was very scarce1 and the tunnels were quite wet4 ,the maximum output of either of the shovels was #aei cu4 yd4 in one shift1 and the best average in any month--which was between ,july and ,december1 #aijg1 during which time only the enlargement and bench of the ,central ,shaft headings was being taken out from the western end--was #fj cu4 yd4 per shift4 ,as the shovels were generally idle for one shift out of three1 the quantity actually handled averaged #ij cu4 yd4 per shift during the shifts the shovel worked4 ,all these quantities were measured in place1 and1 as previously noted1 would be about equal to twice as much measured loose in the cars4 ,the shovels at both ends were usually worked with three crews for the two tunnels2 two day crews1 one at each shovel1 and a night crew which was used in either tunnel as occasion required4 ,the day crews generally averaged from #de to #fj hours overtime during the month1 one of them working during the early part of the evenings in the opposite tunnel to the night crew4 ,for a short time1 when the ventilation at the western end was very bad1 four crews were worked1 day and night crews in each tunnel2 but1 as a general rule1 the method of working three crews was preferred by the men1 and was less expensive for the contractor4 ,at the ,hackensack end1 #d-yd41 ,allison1 one-way1 dump cars were used1 being handled by dinky locomotives1 of which there were three in use up to ,october1 #aijg1 and four after that4 ,one #ae-ton ,porter engine1 with #aj by #af-;in4 cylinders1 was used outside the tunnels for handling the trains 7from #f to #h cars7 on the dumps and to the crusher2 the other three1 #ab-ton ,vulcans1 #i by #ad-;in41 were used in the tunnels4 ,about #cj dump cars were in use1 and of these there were generally from #c to #f under repair4 ,generally1 #d cars were hauled out together1 although #e and occasionally #f were handled4 ,the work was generally arranged so that the heavy mucking shift alternated in the two tunnels1 the two engines being worked there and a single engine in the other tunnel4 ,the tunnel engines left the cars on a track just outside the portal1 from which they were made up into trains of from #f to #h cars and taken to the dump or crusher by the large dinky4 ,the muck from the ,central ,shaft headings was loaded by hand into cars similar to that shown by ,fig4 #e1 but smaller and having no door at the forward end4 ,a double elevator took the cars to a platform about #bj ft4 above the surface1 where they were dumped by revolving platforms1 similar to those at ,weehawken1 into storage bins or directly into wagons4 ,the muck was all hauled away in wagons2 part of it was used to fill some vacant lots1 and part was hauled to the crusher at the ,western ,portal4 ,the method under which the best results were obtained was that in which a full round was blasted every #cf hours1 securing an advance of practically #i ft4 of full section4 ,during the first shift of the three1 as soon as the blasting had been completed and lights strung1 the shovel was moved forward1 and cleaned up the floor to the main pile of muck1 the material from the blast being scattered from #aej to #cjj ft4 back from the face2 during this shift1 also1 the drillers mucked the heading and set up their drills1 the muckers helping to carry in the columns and drills4 ,during the second shift the main pile of muck was disposed of1 leaving not more than #b or #c hours' work for the shovel on the third shift4 ,this left nearly the whole of the third shift for drilling the lift holes4 ,ventilation4--,at ,weehawken considerable difficulty was caused by fog and smoke accumulating in the tunnels after blasting4 ,this was generally worse on days when the barometric pressure was low outside1 and worse in the ,north than in the ,south ,tunnel4 ,a #f-;ft4 fan1 driven by an electric motor1 was installed in the cross-passage at ,station #bgd1 #ijj ft4 from the shaft1 the headings at that time being about #cjj ft4 in advance of this point1 to force the air from the ,south into the ,north ,tunnel1 drawing it in at the mouth of the ,south ,tunnel and discharging it at the mouth of the ,north ,tunnel1 thus insuring a circulation in both tunnels1 as shown in plan by ,fig4 #h4 ,illustration3 ,fig4 #h4 ,this necessitated1 of course1 that the cross-passages between that in which the fan was placed and the mouths of the tunnels should be blocked tight4 ,there was some difficulty in keeping this blocking tight1 owing to the force of the blasting blowing out the bulkheads4 ,the fan1 however1 did good service when it and the bulkheads were in good order4 ,the compressed air discharged from the drills kept the headings fairly clear1 as well as that part of the tunnel between the headings and the fan4 ,the fan was moved ahead to the next cross-passage at ,station #bgg when the work had progressed far enough1 and was used there for some time2 it was found1 however1 that by the time the excavation had reached ,station #bhj1 about #a1ejj ft4 from the shaft1 there was practically no further difficulty from fog and smoke4 ,no satisfactory explanation was found for this1 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 face4 ,one explanation was offered3 ,that the blasting of the softer sandstone tended to create more and lighter dust than the heavier trap rock2 whether or not this was so1 it is a fact that there was far less trouble with fog and smoke after the sandstone was passed4 ,at ,hackensack1 the principal cause of trouble was the smoke from the dinky locomotives4 ,as the tunnels progressed1 this gradually became worse1 until a connection was made with the ,central ,shaft headings4 ,a fan was installed in the cross-passage at ,station #caf 7#gjj ft4 in from the portal71 but was never worked properly4 ,apparently1 the men1 at least the walking bosses and foremen1 had little faith in the fan as a means of ventilation2 no real attempt was made to keep it in order or operate it properly1 and a great deal of time and money was lost groping around in the smoke and fog1 the density of which increased1 not only with the state of the atmosphere1 but also with the direction of the wind4 ,on some days the tunnels easily cleared themselves1 and on others the smoke was so thick that a candle held at arm's length could not be seen4 ,at this end1 the ,south ,tunnel was generally worse than the ,north4 ,after the headings were holed through between the portal and the ,central ,shaft there was very little trouble1 there being usually a strong up-draft through the shaft4 ,this was so pronounced when the wind was blowing toward the portal1 that the moisture-laden air1 as it ascended from the mouth of the shaft1 presented the appearance of a heavy rainstorm with the rain ascending instead of descending4 ,when the wind was blowing away from the portal1 that is1 from the southeast1 the effect of the shaft as a chimney was neutralized1 and1 consequently1 the smoke accumulated in the tunnels4 ,to overcome this1 a large blower1 with a fan #i ft4 in diameter1 and with blades #d ft4 wide and #b ft4 #c in4 long1 operated by a vertical #ab-;h4p4 engine1 was installed at the top of the shaft1 and this kept the tunnels reasonably clear of smoke at all times4 ,after the bench and enlargement had passed the bottom of the shaft1 the use of the fan was abandoned1 as it was found that the tunnels cleared themselves fairly well1 probably owing to the larger cross-section reaching all the way to the ,shaft4 ,what little fog and smoke there might be did not cause enough trouble to warrant the cost of running the fan1 which1 owing to its location1 required the whole time of a mechanic in attendance day and night4 ,lighting4--,during the earlier stages of the work1 gasoline lamps and ,kitson lights were used4 ,the former1 of the familiar banjo type1 and a modification of this1 with a section of wrought-iron pipe for the reservoir1 were very unsatisfactory1 and were out of repair and leaking a large proportion of the time4 ,the ,kitson lights were given only a short trial1 but were found unsatisfactory1 owing to the necessity of moving them frequently and having to set them up in insecure positions4 ,electric lights were installed by ,mr4 ,bradley1 on his assumption of the contract4 ,the number of lamps maintained in each of the tunnels for the excavation was approximately as follows3 ,at the main working face ,from #h to #aj ,on and around the shovel #i to #ab ,between the portal and the working face #fj to #hj ,the cost of lighting for the whole work averaged about #ae cents per cu4 yd41 which is quite large4 ,this was mainly due to the fact that current was bought from outside sources during a large part of the time 7one-third of the yardage74 ,part of this current cost #e cents per kw-hr41 and there were fairly heavy charges for connecting the tunnel wiring system with the source of supply4 ,current bought from the ,public ,service ,corporation cost from #aj to #ab cents per kw-hr4 delivered at the mouth of the tunnel4 ,pumping4--,the quantity of water encountered during the excavation of the tunnels1 measured somewhat roughly1 was approximately as follows3 ,at ,weehawken #gd gal4 per min4 ,at ,central ,shaft #a ,at ,hackensack #ah ,the water at the ,weehawken end had to be pumped from the bottom of the shaft1 a lift of about #ij ft41 while at the ,hackensack end it had to be pumped back from the face up grade to the portal4 ,the cost of pumping was about #ajj to #abe per month for labor for the whole work1 besides the cost of the plant 7about #a1bjj7 and the power for running it4 ,,progress4 ,the total time elapsed from the time of starting work at the ,weehawken end1 in ,may1 #aije1 to the completion of the excavation1 in ,may1 #aijh1 was almost exactly three years4 ,of this time about #dj days were lost in ,february and ,march1 #aijf1 when work was stopped by the ,receiver of the ,shields ,company1 the total number of days actually worked being about #idj1 giving an average progress of #f4bf ft4 per working day in each of the two tunnels1 which1 omitting the ,central ,shaft headings1 gives an average rate of progress for each working face1 of #c4ac ft4 per day4 ,these #idj days include practically all the time elapsed1 except ,sundays and such few holidays as were observed4 ,for some of this time1 work was being carried on at only one or two points2 the time1 therefore1 represents practically the total possible working time during the period covered4 ,progress at ,weehawken4--,at ,weehawken the total number of days worked was #gfc1 divided as follows3 #ahf days in timbered section1 about #dbf ft41 an average rate of #b4c ft4 per day in each tunnel2 #agf days in hard sandstone1 about #efc ft41 an average rate of #c4b ft4 per day in each tunnel2 #aab days in hard trap1 about #bfg ft41 an average rate of #b4d ft4 per day in each tunnel2 #bhi days in ordinary trap1 about #a1caf ft41 an average rate of #d4ee ft4 per day in each tunnel4 ,progress at ,central ,shaft4--,at ,central ,shaft the average length driven per day in each of the four headings is shown by ,table #d4 ,,table #d4 ---------------------------------------- ------------------------- ,location4 ,number of days ,total length of ,average length of worked4 heading1 in heading driven per feet4 day worked1 in feet4 ---------------------------------------- ------------------------- ,n4,e4 #bbg #ddf #a4if ,s4,e4 #afh #cdf #b4jf ,n4,w4 #bgb #gfh #b4hb ,s4,w4 #bcd #fih #b4ih ---------------------------------------- ------------------------- ,progress at ,hackensack4--,at ,hackensack the total number of days worked on the tunnels proper1 all in trap rock 7omitting the cut and cover7 was about #gib1 divided as shown in ,table #e4 ,,table #e4 ---------------------------------------- -------------------- ,number of ,average ,location4 days ,advance4 advance worked4 per day4 ---------------------------------------- -------------------- ,station #cbc to ,central ,shaft headings #dib #a1dej #d4e ,bench and enlargement of #aei #a1aej99 #g4b99 ,central ,shaft headings #ijf9999 #e4g9999 ,central ,shaft headings to ,weehawken headings #ada #fbj #d4d ---------------------------------------- -------------------- 99 ,actual advance4 9999 ,equivalent linear feet of full section tunnel4 ,the best month's work in each location was as follows1 the actual yardage excavated and paid for being reduced to equivalent linear feet of full section4 ,the tunnels were generally taken out to full section1 except for a small amount left in the bottom1 which latter reduced the equivalent linear feet of full section to about #ie of the actual advance at the face4 ,weehawken4-- ,feet ,linear per feet4 day4 ,full timbered section1 ,north ,tunnel ,nov41 #aije1 #hg #c4j ,sandstone ,may1 #aijf1 #aji #c4i ,trap 7normal7 ,south ,july1 #aijg1 #add #e4c ,hackensack 7,all trap74-- ,feet ,linear per feet4 day4 ,portal to ,central ,shaft headings1 ,south ,tunnel ,may1 #aijg1 #aci #e4j 99 ,enlargement of headings1 ,nov41 #aijg1 #age #f4j ,central ,shaft headings to ,weehawken headings1 ,north ,tunnel ,apr41 #aijh1 #ade #e4b 99 ,the actual advance of the bench this month was #bjb lin4 ft4 ,central ,shaft ,headings4--,during ,april1 #aijg1 #abb lin4 ft4 of heading1 averaging #c4h cu4 yd4 per lin4 ft41 were taken out in the ,south ,tunnel1 west of the shaft4 ,this was equal to #e4j ft4 per day for the #bd days worked4 ,the ,best ,week's ,work4--,the best week's work at either of the main working faces1 when the full section was being excavated in trap rock1 was #hjc cu4 yd41 equal to #da4h lin4 ft4 of full-section tunnel1 or an average of #f4j lin4 ft4 of full section per day2 this was from the ,south ,tunnel at ,hackensack for the week ending ,january #aath1 #aijh4 ,the ,best ,yardage4--,the largest number of yards taken out in any one week from one working face was #a1jhg1 equivalent to #ef4f lin4 ft4 of full section1 or an average of #h4a lin4 ft4 of full section per day4 ,this was bench and enlargement only 7,central ,shaft headings7 in the ,north ,tunnel1 ,hackensack1 for the week ending ,october #aith1 #aijg4 ,the largest yardage for the whole work in any one week was #c1bch cu4 yd4 from four working faces--two at ,weehawken in full section and two at the ,hackensack bench and enlargement 7,central ,shaft headings74 ,this was equivalent to #afh4d lin4 ft4 of full-section tunnel1 or an average of #f ft4 per day from each working face4 ,the ,best ,month's ,work4--,the best month's work with each of the four methods of drilling the headings1 as shown in ,figs4 #a1 #b1 #c1 and #d1 where the work was straight forward and the full section was being taken out1 was as follows3 ,method ,no4 #a ,about #ij ft4 in sandstone4 ,no4 #b #ajj in trap4 ,no4 #c #acg in trap4 ,no4 #d #ade in trap4 ,in regard to these figures it should be noted1 as stated previously1 that the organization of the men and plant was not properly completed until near the time ,method ,no4 #d was put in operation4 ,in ,fig4 #i is shown graphically the relation of the progress to the time elapsed in the ,north ,tunnel1 the diagram for the ,south ,tunnel being almost exactly the same4 ,,plant4 ,the plant installed by the ,john ,shields ,construction ,company1 and taken over by ,mr4 ,bradley1 was composed very largely of second-hand material1 and eventually most of it had to be replaced4 ,insufficient and inefficient plant and delay in installation were largely responsible for the small progress made by the ,shields ,company1 and ,mr4 ,bradley's endeavor to utilize this plant not only caused much delay during the first #h or #aj months after he started work1 but also involved large expense4 ,power ,plant4--,at ,weehawken the plant installed by the ,shields ,company consisted of three old locomotive boilers1 each having a nominal capacity of about #abe h4p41 and one ,rand and one ,ingersoll-,sergeant compressor1 each of a rated capacity of about #a1bej cu4 ft4 of free air per min4 compressed to #ajj lb4 ,to this ,mr4 ,bradley added two more second-hand locomotive boilers1 and another ,rand compressor of the same type and capacity as the first4 ,the theoretical steam capacity of each of the five old locomotive boilers was about #d1bej lb4 per hour1 or a total capacity of #ba1bej lb4 per hour4 ,illustration3 ,fig4 #i4 ,,progress ,,profile--,,north ,,tunnel ,theoretically1 the demand on this steam was3 ,pounds per hour4 ,three compressors1 about #e1fjj lb4 per hour each #af1hjj ,one dynamo ,about #a1jjj ,one #ejj-;gal4 pump #a1jjj ,one hoisting engine for elevators #b1jjj ,total #bj1hjj ,actually1 there was considerable deficiency of steam when an endeavor was made to work the three compressors at their full capacity4 ,a separate boiler was afterward installed to run the hoisting engine for the elevators and the pumps1 thus leaving a requirement of only approximately #ah1jjj lb4 of steam per hour1 but even this was beyond the capacity of the boilers1 especially as one was almost always out of commission4 ,the two ,rand compressors were #bd by #bd by #cj-;in41 straight-line1 one-stage1 steam-driven1 with a nominal capacity of #a1bej cu4 ft4 of free air per min4 at #hj rev4 per min4 ,the ,ingersoll-,sergeant was of similar type and capacity4 ,therefore1 the theoretical quantity available was #c1gej cu4 ft4 of free air per min4 ,the theoretical air requirements 7as taken from manufacturers' catalogues7 were3 ,cubic feet of free air per minute4 #bj ,rand slugger drills 7#ab by #agd7 #b1jhh #b ,little ,giant shovels 7taking air two-thirds of the time7 #a1ajj ----- ,total #c1ahh ,this estimate1 based on the assumption 7given in the catalogues7 that the drills would be working about three-fifths of the time1 and the shovels about two-thirds of the time1 left apparently an ample margin between the full capacity of the compressors and the requirements for the drills2 as a matter of fact1 however1 it was seldom that more than #hj lb4 of air was available1 and the pressure often dropped to #fj or #ej lb4 at the compressors4 ,during the time this plant was in use the greatest distance to the drills was about #a1ejj ft4 ,as this plant proved to be entirely inadequate to the demands1 an arrangement was made with the ,o',rourke ,construction ,company on ,august #agth1 #aijf1 whereby they agreed to supplement the air supply by #a1jjj cu4 ft4 of free air per min4 at #ajj lb4 pressure4 ,this arrangement was not altogether satisfactory1 and finally 7on ,december #eth1 #aijf7 an arrangement was made with the same company to supply air up to #d1jjj cu4 ft4 of free air per min4 at #ajj lb41 and the old plant was shut down4 ,the new plant had been in use previously in the construction of the ,river ,tunnels4 ,the air from it was compressed to #dj lb4 by low-pressure machines1 one being used all the time and two when necessary4 ,these machines were built by the ,ingersoll-,sergeant ,company1 the engines being of the ,corliss duplex type1 cross-compound steam1 with simple duplex air cylinders1 each compressor having a capacity of nearly #d1jjj cu4 ft4 of free air per min4 ,this air1 at #dj lb41 was delivered to an ,ingersoll-,sergeant high-pressure machine1 having ,corliss cross-compound engines1 #ad by #bf by #cf-;in41 with air cylinders of the piston inlet type1 #ac by #cf-;in41 which compressed it to #ajj lb4 ,the capacity of this latter machine1 taking air at normal pressure1 is #ibj cu4 ft4 of free air per min4 working at #he rev4 per min42 by taking the air at #dj lb41 and working at a somewhat higher speed1 this machine alone supplied all the air used at the ,weehawken end 7approximately #d1jjj ft47 from ,december1 #aijf1 to ,november1 #aijg1 and1 with very few exceptions1 the pressure was steadily maintained at from #ij to #ajj lb41 there being no break-down of any kind4 ,at ,hackensack the plant taken over by ,mr4 ,bradley consisted of six old locomotive boilers and four ,rand compressors1 all of the same type as those at ,weehawken4 ,to this he added two second-hand marine boilers1 each of a stated capacity of about #cej h4p41 and two more ,rand compressors of the same type and capacity as the others1 making the total theoretical steam power available approximately #a1dej h4p41 with a compressor capacity of approximately #g1ejj cu4 ft4 of free air per min41 equal to about #a1ejj h4p41 allowing for #ae of loss4 ,nowhere near the theoretical steam power was ever developed from the boilers4 ,the tubes of the old locomotive boilers were filled with mud in many cases1 and were always leaking4 ,the marine boilers were not properly installed to give the best results1 and it was seldom possible to work more than four compressors at once1 or to keep the air pressure at the power-house much greater than from #gj to #hj lb4 at any time4 ,this plant had been built by the ,shields ,company on the meadows alongside the ,erie and ,new ,york1 ,susquehanna and ,western ,railroads1 and the foundations were not made sufficiently strong to resist the effect of the vibration caused by the passing trains4 ,it was impossible to keep the steam connections tight1 and there was not only the loss of steam due to leaky joints1 but positive danger of one of the main steam lines breaking entirely4 ,after attempting to operate this plant for nearly #e months1 ,mr4 ,bradley determined to abandon the site and the boilers1 and build a new plant1 farther back from the railroad1 on solid ground1 in such a position that a spur track could be built to a coal trestle in front of the boilers4 ,two pairs of ,stirling boilers1 with a total capacity of #b1jjj h4p41 were installed4 ,as a rule1 at times of maximum demand1 three of the boilers were in use2 after the ,central ,shaft was stopped1 two were generally sufficient1 until1 toward the latter part of the excavation1 the losses in the transmission of the air made it necessary to keep three going4 ,eight compressors 7the six old ones with two brought from ,weehawken71 were installed in the new power-house4 ,all were of the same type1 namely1 ,rand1 straight-line1 steam-driven1 #bd by #bd by #cj-;in41 each with a nominal capacity of #a1bej cu4 ft4 of free air per min4 ,seven of these were generally worked to their full capacity in order to keep up the necessary supply of air4 ,the maximum requirements of air at this end were primarily estimated as follows3 ,central ,shaft1 four headings #bd drills4 ,hackensack1 two working faces #bj drills4 ---------- ,total #dd drills4 ,cubic feet of free air per minute4 #dd ,slugger drills 7#be by #agd7 require #d1cej #b ,steam shovels #a1fjj ,pumps and machine-shop1 say #a1jjj #d ,hoisting engines1 placing concrete #b1jjj #d ,derricks #b1jjj ------ ,total #aj1iej ,the theoretical capacity of the whole eight compressors was3 #abej #h #aj1jjj cu4 ft4 of free air per min4 ,it was considered that not more than two-thirds of the above equipment would be working at the same time2 the actual requirement1 therefore1 was taken at about #h1jjj cu4 ft4 of free air per min41 thus leaving a margin of one spare compressor4 ,as actually worked out1 there were probably never more than eight drills working at any one time at the ,central ,shaft1 and this work was entirely suspended in ,june1 #aijg1 before there was any demand for power in connection with the tunnel lining4 ,the heaviest actual requirement1 therefore1 was approximately as follows3 7,a7 ,previous to ,june #beth1 #aijg3 ,cubic feet of free air per minute4 #dj ,drills 7#bb by #agd7 #c1hbh #b ,shovels #a1fjj ,pumps and machine-shop1 say #a1jjj #b ,derricks #a1jjj ----- ,total #g1dbh 7,b7 ,after ,november1 #aijg 7after completion of enlargement of ,central ,shaft headings73 ,cubic feet of free air per minute4 #cb ,drills 7#ag by #agd7 #b1ieh #b ,shovels #a1fjj ,pumps1 etc #a1jjj #c ,hoisting engines on concrete1 each working one-third time #ejj #b ,derricks #a1jjj ----- ,total #g1jeh ,the average number of drillers per shift was about #be at the two main working faces4 ,there were also from #e to #aj drills trimming and cleaning up for concrete1 say an average of #g1 making #cb in all4 ,after ,november #ast1 it actually required three boilers under steam all the time1 and not less than seven compressors running at full capacity1 to keep the air at proper pressure1 the theoretical capacity of the compressors being #h1gej cu4 ft4 of free air per min41 as against #g1jjj to #g1djj cu4 ft41 the theoretical maximum requirement4 ,some of this deficiency was due to losses in transmission1 part also was due to the fact that the actual was probably considerably below the theoretical capacity of the compressors4 ,,accidents4 ,two accidents occurred to the powder magazines1 the causes of which were never absolutely determined4 ,the first occurred on ,january #ajth1 #aijg1 when the dynamite burned up without exploding4 ,the second accident was on ,march #c;d1 #aijg1 when an explosion occurred which damaged property over a very large area1 but did not involve any serious injury to persons1 only one man being slightly hurt4 ,the only serious blasting accident in the tunnels occurred on ,january #bfth1 #aijh1 and was due to a premature blast1 the cause for which could not be ascertained4 ,contractor's ,organization4--,the work was in general charge of a superintendent1 and1 during the time it was being carried on at both ends1 an assistant superintendent had charge at night4 ,at each end there was a day and a night walking boss1 who had general supervision of the men in the tunnels1 the day walking boss being the superior1 and responsible for the general conduct of the work at his end1 both day and night4 ,two #aj-;hour shifts were worked1 thirteen shifts every two weeks1 no work being done on alternate ,sundays and ,sunday nights4 ,with the exception of the walking bosses and the master mechanic1 all the men changed from the day to the night shift every two weeks4 ,the organization was approximately as follows1 for each shift3 ,general--,both ,tunnels4 #a ,master mechanic 7days only71 #a ,machinist1 #a ,engine runner1 #b ,firemen1 #b ,oilers1 #a ,electrician and helper1 #a ,drill machinist and helper1 #c ,blacksmiths and helpers1 #a ,powderman1 #a ,walking boss1 #d ,locomotive engine runners1 #d ,brakemen1 #a ,switchman1 #a ,foreman on dump1 #f ,men on dump1 #a ,foreman on track1 #f ,men on track4 ,in ,each ,tunnel4 ,drilling and ,blasting4 #a ,foreman1 #ab ,drillers1 #ab ,helpers1 #a ,nipper1 #a ,pipe-fitter4 ,mucking4 #a ,shovel engineer1 #a ,cranesman1 #a ,muck boss1 #ab ,muckers4 ,,records4 ,the records of the work have been based largely on the reports of the day and night inspectors1 which were made out on regular forms4 ,a daily report card was made out each morning and forwarded to the office of the chief engineer4 ,it covered the work done for the previous #bd hours1 up to #f o'clock each morning4 ,a telephone report was made to the resident engineer by the inspectors each day at #h4cj ,a4,m41 giving the conditions1 number of men1 etc41 at the opening of the day's work4 ,a daily progress profile1 on #aj by #aj to the inch cross-section paper1 covering the whole length of the tunnels1 was kept in the office of the resident engineer4 ,this was mounted in sections1 on a piece of composition board1 and hung on the wall for convenient reference4 ,the information1 showing the progress up to #f o'clock each morning1 was shown on the report of the night inspector1 and was plotted on this profile at #g o'clock each morning4 ,the plotting was left in pencil1 and each month's work was colored in4 ,a progress profile was taken by the men of the alignment corps each ,saturday morning and plotted by them1 alternate weeks being in red and blue ink on the same profile4 ,a chart showing the number of drills working1 time worked1 blasting periods1 etc4 7,plate ,,xxiii71 was plotted each morning and was extremely useful1 not only in keeping in touch with the work1 but in compiling many of the statistics used in the preparation of this paper4 ,these cross-section sheets were ruled #ab by #ab to the inch1 thus giving one space per hour horizontally4 ,in the top vertical space are shown the heading drills1 their time of stopping and starting1 and their number1 each heavy line representing one drill4 ,in the next space below are shown the drills on the bench1 lift holes1 etc4 ,the blasting time is shown by the portion hatched 7shown in red on the original71 which covers the whole vertical space when a complete round of both heading and bench is blasted1 and only part1 top or bottom1 as the case might be1 if only one or the other4 ,the number of drillers and muckers at the main working face is shown1 and below that 7in red ink on the original7 the number of cubic yards handled each shift4 ,the time the shovel is working is shown by the heavy line filling a whole space2 and the air pressure1 platted from the recording gauge charts1 is shown in the space below4 ,a combination daily and weekly report1 showing the total number of men working on each section1 and the number of cubic yards excavated1 was entered every day and kept on a filing board in the office of the resident engineer1 and a copy was sent to the main office at the end of the week1 with such notes on the back as might be necessary1 or of interest4 ,a report was made out weekly and sent to the contractor's superintendent1 showing any deviations from grade1 any tight places1 and the station of bench and headings4 ,a monthly report was made to the chief engineer1 giving detailed statistics of the amount of work done1 etc41 plant installed1 and short notes of any matter of interest affecting the work in any way4 ,,tunnel ,,lining4 ,preliminary ,considerations4--,for the placing of the concrete lining1 a sub-contract was given to ,messrs4 ,king1 ,rice and ,ganey1 by ,mr4 ,bradley1 which provided substantially that all materials should be supplied by him1 and delivered to the sub-contractors at track level1 at or near the point in the tunnel at which they were to be placed1 and that he would supply light and power2 the sub-contractors were to supply the plant1 forms1 and labor necessary for placing the concrete and water-proofing1 building the conduit lines1 manholes1 etc41 etc41 to complete the lining1 the general form of which is shown on ,plate ,,viii of the paper by ,mr4 ,jacobs1 and in ,fig4 #aj4 ,the latter also shows the different sections into which the lining was divided for purposes of construction1 and the nomenclature adopted for each4 ,it may be noted1 incidentally1 that the cubic contents of the lining per linear foot of tunnel is almost exactly half the quantity excavated1 out to the standard section lines1 and as there was some excavation outside of these lines1 all of which had to be replaced1 the actual quantity of material which had to be brought back into the tunnel was quite a little more than half the quantity taken out4 ,it will be evident1 therefore1 that the question of transportation was an important one4 ,illustration3 ,fig4 #aj4 ,,sketch ,,showing ,,division ,,of ,,lining ,,for ,,purposes ,,of ,,construction1 ,,and ,,names ,,of ,,sections ,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 #c-;ft4 gauge1 running through the work1 and the necessary clearance for the locomotives and cars used in hauling out the muck4 ,a clearance diagram of one of the dinkys used in the tunnels1 and its relation to the forms used1 is shown by ,fig4 #ab and also by ,fig4 #af1 the #d-yd4 ,allison cars1 used for handling the muck1 taking practically the same width1 although they were not quite as high4 ,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 the lining4 ,it should also be kept in mind that1 with the rolling stock used1 there was only room for a single track through that part of the tunnel where any concrete had been built4 ,as the concrete progressed1 therefore1 the length of single track was necessarily lengthened1 and the problem of transportation was made increasingly difficult4 ,in working out a design for the bench-wall forms1 another highly important and controlling factor1 which had to be considered1 was the arrangement of the conduit lines1 as shown in the general cross-section4#b ,footnote #b3 ,plate ,,viii of the paper by ,mr4 ,jacobs4 ,the quantities of the various materials in the lining1 per linear foot of tunnel1 were as follows3 ,concrete #g4fd cu4 yd4 ,rock packing3 ,paid for #a4dh cu4 yd4 ,outside standard section line #a4gd ------------ #c4bb ,iron and steel #dd4b lb4 ,vitrified conduits #hd4j duct ft4 ,water-proofing #ac4j sq4 ft4 ,flags #c4c ,general ,methods4--,the lining was started at both ends of the tunnels before the headings were finally holed through1 so that there was practically a separate organization at each end1 each in charge of one of the members of the firm4 ,the work at the ,weehawken end was started first1 and the plant and scheme of working adopted there was thoroughly tried out before the plant for the western end was built1 consequently1 the latter was somewhat more efficient1 being designed in the light of the experience gained at the ,weehawken end4 ,the general sequence of the plan first adopted in placing the concrete is shown by ,fig4 #aj4 ,the concrete was first placed in the foundations up to the elevation of the bottom of the conduit bines1 this work1 of course1 being kept well in advance2 next followed1 in the order named1 the sand-walls1 water-proofing1 conduits1 bench-walls1 and finally the arch4 ,the foundation was built in any convenient lengths1 multiples of #af ft41 the length of one section of form1 the sand-walls in lengths of from #be to #ce ft41 the bench-walls in #be-;ft4 lengths1 and the arch in #aj-;ft4 lengths4 ,concrete was placed during the day shift only1 the forms being moved partly at night1 and partly on the alternate days when concrete was not being placed in them4 ,five gangs were organized at each end1 the first placed concrete in the foundations in both tunnels1 as the excavation was ready4 ,in each tunnel there was a gang which built sand-wall one day and bench-wall the next1 the two tunnels alternating so that only one bench-wall was built each day1 and finally a gang in each tunnel building arches1 a #aj-;ft4 section being completed each day4 ,during the night shift1 the arch forms and travelers were moved1 and all other forms1 etc41 were made ready for the concrete to be placed the following day4 ,some of the conduit laying was done by the night shift1 but part of it was necessarily done during the day1 as the concrete was built up4 ,a small gang was kept busy in both tunnels1 during the day shift1 laying conduits and water-proofing4 ,the latter two operations were generally performed by the same gang4 ,this organization1 of course1 required considerable regularity in the work1 and this was finally attained1 but at the beginning many sections were often not finished on time1 thus creating considerable confusion4 ,the progress possible with this organization 7finally maintained with great regularity7 was #ge ft4 of bench-wall and #fj ft4 of arch per week at each of the two working faces in each tunnel4 ,this allowed the bench-wall to gain considerably on the arch1 and therefore at a suitable point1 as shown on the progress diagram1 ,fig4 #i1 a third pair of arches was started1 one in each tunnel1 increasing the progress on the arches to #ahj ft4 per week in each tunnel4 ,mixing and ,transportation4--,all the concrete used on this section was mixed in ,hains mixers1 one being at each end4 ,at the ,weehawken shaft the mixer was installed in the framework supporting the head-house and elevators2 and storage bins were arranged above1 as shown by ,fig4 #aa1 ,a1 the whole structure being somewhat strengthened to allow this to be done4 ,at the western end the mixer was placed immediately under the bins of the stone crusher1 as shown by ,fig4 #aa1 ,b1 the track below being connected directly with the tunnels4 ,the stone bin under the screen of the crusher plant at the ,hackensack end was divided into three parts1 the center being filled with sand by a derrick having a clam-shell bucket1 the other two with stone directly from the screen above4 ,this type of mixer proved very efficient on this work4 ,the largest number of full batches 7#j4h cu4 yd47 mixed in one plant per hour was about #ce2 the largest number per day of #aj hours was about #bdj2 but the apparatus was never worked to its full capacity1 the quantity of concrete which it was possible to use being limited by other considerations4 ,illustration3 ,fig4 #aa4 ,a ,,cross-,,section ,,of ,,hains ,,mixer ,,installation1 ,,at ,,weehawken ,,shaft ,b ,,cross-,,section ,,of ,,hains ,,mixer ,,installation1 ,,stone ,,and ,,sand ,,bins ,,above ,,and ,,screen ,,of ,,crusher1 ,,at ,,hackensack ,,portal ,the concrete for the foundations was hauled in steel1 ,v-shaped1 dumping cars holding about #a cu4 yd41 and the concrete for the bench-walls and arches in ,stuebner1 #a-yd41 bottom-dumping buckets placed on small flat cars1 as shown by ,fig4 #a1 ,plate ,,xxiv4 ,rock packing was handled in ,allison #d-yd4 cars and also in the cars shown by ,fig4 #e1 as well as in the ,stuebner buckets1 the latter1 however1 being most generally used4 ,mules were used for a short time at the ,weehawken end to haul the concrete in1 but proved entirely inadequate to haul the loaded cars up the #a4c grade1 and locomotives were substituted after the headings were holed through4 ,at the western end the cars were allowed to coast in1 and1 up to the time the headings were holed through1 were hauled back by mules2 after that they were pushed out by a locomotive which had gone in ahead of them4 ,as a rule1 from #h to #aj cars of concrete and rock packing were sent in1 one after the other1 in proper order1 a boy riding on each car and stopping it at the proper place2 all these cars were pushed out together when empty4 ,illustration3 ,plate ,,xxiv4 ,fig4 #a3 ,k #aca4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,weehawken ,shaft1 ,north ,tunnel4 ,rear view of conveyor for concrete1 showing method of hoisting bucket from car on track in hopper over belt4 ,june #g1 #jg4 ,fig4 #b3 ,k #acj4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,weehawken ,shaft1 ,south ,tunnel4 ,view showing waterproofing 7extreme left7 portion of completed sand wall1 sand wall forms1 traveller and end of conveyor overhead4 ,july #bb1 #jg4 ,fig4 #c3 ,k #adh4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,weehawken4 ,view showing method of placing concrete in forms4 ,hoisting apparatus and bucket in background4 ,sept4 #bd1 #jg4 ,fig4 #d3 ,k #aed4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,weehawken ,shaft1 ,north ,tunnel4 ,method of placing concrete in bench walls4 ,top of waterproofing suspended from top of sandwall4 ,oct4 #ba1 #jg4 ,during the time the excavation was being carried on simultaneously with the lining at the ,weehawken end1 the rock packing was loaded at the working face and sent out to the point where it was to be used2 after that the rock packing was sent in from outside from the reserve pile on the north side of ,baldwin ,avenue4 ,at the western end the larger part of the rock packing was sent in from outside1 but occasionally1 during the time the excavation was going on1 the cars from the heading were stopped at convenient points1 generally under the gantries1 where the lining was being placed1 and whatever stone could be utilized was sorted from the top and passed up to the platforms above4 ,after the headings were holed through1 there was considerable difficulty at times in getting a sufficient supply of concrete and rock packing into the tunnel at the time it was required1 and while undoubtedly the transportation facilities may have had some influence in this1 the principal trouble lay in the difficulty of securing a sufficient supply of proper stone for rock packing1 and for the crusher4 ,while the excavation was progressing1 the cars of muck1 as they came from the headings1 were taken directly to the crusher and dumped into it1 the proportion of fine material being fairly constant and the supply regular4 ,at this time1 also1 a portion of the rock not required at the crusher was dumped along the edge of the bank on the south side of the approach1 the larger stones rolling to the bottom where they were easily available to be loaded into cars for rock packing1 being entirely free from the fine material2 as this stone at the bottom of the bank was used up1 the supply was renewed1 the rock suitable for rock packing being automatically separated from the fine material as it rolled to the foot of the slope4 ,after the excavation was completed1 however1 it was necessary to go into the bulk of the storage piles to get material for the crusher and for rock packing1 and then the difficulties were materially increased by the large quantity of fine material encountered1 the proportion remaining after the rock packing had been sorted out being too large to send through the crusher4 ,it was not only the handling over of this fine material which caused delay1 but the difficulty of disposing of it4 ,on rainy days the trouble was increased by the difficulty of getting men to work in the open4 ,the delays due to transportation were usually caused by derailments1 which were more numerous than they should have been1 and were due to the condition of the rolling stock rather than to that of the track4 ,these delays1 especially when they occurred in the early part of the day1 greatly increased the cost1 by necessitating over-time work2 a delay of #a hour in the forenoon generally meant #b hours' work after #f o'clock to finish the day's work4 ,the average number of cars handled 7round trips of #a car7 during a day 7two #aj-;hour shifts7 at the ,hackensack end during ,january1 #aijh1 when the excavation and lining were in full swing1 was about #abe cars of muck and #bjj cars of lining material1 the former being hauled by locomotives and the latter by mules4 ,methods of ,handling ,concrete in the ,tunnels4--,the concrete for the floor1 ditches1 and foundations1 was brought into the tunnel in ,v-shaped steel1 dumping cars1 and dumped as near as possible to the place it was to occupy4 ,the concrete for the arches and bench-walls was loaded at the mixers into #a-yd41 ,stuebner1 bottom-dumping buckets which just held a #d-;bag batch4 ,these buckets were placed on small flat cars1 hauled into the tunnel1 placed beneath the traveling gantry1 as shown by ,fig4 #a1 ,plate ,,xxiv1 and hoisted to the platform above4 ,these traveling gantries1 the details of which are shown by ,fig4 #ab1 consisted essentially of platforms at each end of which an ,a-frame was erected2 the latter supported at their apexes two ,i-beams1 from the lower flanges of which was suspended a traveling block1 shown at ,a1 ,fig4 #ab1 and through which the hoisting rope was rigged4 ,the buckets were hoisted through an opening in the platform and then moved along to where they could be dumped4 ,the platforms were supported on wheels traveling on rails laid on the concrete of the foundation 7for the bench-wall gantries7 or on top of the bench-wall 7for the arch gantries74 ,each of the first two of these traveling gantries used was equipped with a belt conveyor working on a cantilever arm1 as shown by ,figs4 #c and #d1 ,plate ,,xxi1 and ,figs4 #a and #b1 ,plate ,,xxiv4 ,in using these belt conveyors1 the concrete was dumped from the ,stuebner bucket into a hopper1 ,fig4 #a1 ,plate ,,xxiv1 with an adjustable slot in the bottom1 under which the belt ran4 ,illustration3 ,fig4 #ab4 ,full ,page ,,details ,,of ,,traveling ,,gantry ,,used ,,in ,,the ,,construction ,,of ,,the ,,tunnel ,,lining3 ,,sectional ,,elevation ,,cross-,,section ,a4 ,,detail ,,of ,,traveling ,,block ,b4 ,,detail ,,of ,,top ,,sheave ,c4 ,,detail ,,of ,,lower ,,sheave4 ,it was the original intention1 in designing the conveyor1 that the end of the cantilever arm should be swung from one side of the tunnel to the other1 and that the traveler should be moved backward or forward1 as might be required1 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-walls4 ,as a matter of fact1 it was found impractical in operation to move the gantry readily1 owing to its great weight1 which was supported on only four ordinary car wheels and their bearings1 and it was found more convenient to leave the arm in one position near the center1 letting the concrete drop on the platform above the bench- or sand-wall forms1 whence it could be shoveled into place1 than to attempt to move it as had been intended4 ,both of these difficulties might possibly have been overcome by modifications in the design of the gantry and conveyor1 had this method of handling the concrete seemed otherwise desirable4 ,the principal difficulty with its use1 however1 was the inability to take care of more than one batch of concrete at a time4 ,when one batch had been dumped into the hopper1 a second could not be disposed of until the first had nearly all run through on the belt1 and this took from #g to #bj min41 varying with the consistency of the concrete1 etc4 ,in a few instances1 where there happened to be some fairly dry batches1 the concrete could not be started through the slot at all1 and had to be shoveled out of the hopper4 ,on the other hand1 it is stated that some batches1 under favorable conditions1 passed through in about #b min41 but this was quite exceptional1 and the operation was irregular and uncertain4 ,before the final method of handling the concrete was adopted1 a trial was made of two forms of cars and buckets1 to be used on the top platform1 as shown by ,figs4 #c and #d1 and ,plate ,,xxiv4 ,in the method shown by ,fig4 #c1 ,plate ,,xxiv1 the concrete was hoisted in the regular ,stuebner buckets1 one of which can be seen suspended in the background of this photograph1 and dumped into the car shown1 which was mounted so that it could be revolved in a horizontal plane4 ,it was intended to move this car on the tracks to the point at which the concrete was required1 and dump it directly through a chute into the bench-walls4 ,this car was abandoned1 as there was a great deal of difficulty in turning it when it was loaded1 and in several instances it had to be dumped straight ahead in the middle of the platform and the concrete shoveled into the forms4 ,this method was also objectionable when the bucket was dumped1 inasmuch as the force of the impact of a whole batch of concrete dumped from such a height into the forms1 not only tended to throw the conduits out of line1 and to break them1 but also caused considerable strain on the forms4 ,the bucket shown by ,fig4 #d1 ,plate ,,xxiv1 was next tried4 ,it had a slanting bottom and a door opening at the side4 ,it was filled at the mixer1 came into the tunnel on a small flat car1 and was hoisted and placed on a similar car on top1 as shown4 ,this bucket was not successful1 as its great weight made it difficult to handle1 and it generally required a man to shovel the concrete out1 which latter1 of course1 had been pretty well compacted in the bottom of the bucket by its trip from the mixer4 ,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 gantry4 ,aside from the fact that neither type was a success1 neither of these schemes was much improvement over the belt1 inasmuch as only one batch could be handled at a time1 owing to the necessity of using the engine to haul the cars back and forth on the platform4 ,the final solution was found in the use of the traveling gantry1 shown by ,fig4 #ab and ,fig4 #a1 ,plate ,,xxvi1 the latter being one of the arch gantries4 ,the gantry used for the bench- and sand-walls was supported on framed bents on wheels running on rails laid on the foundation2 that for the arch was the same1 except that the high-framed bent was dispensed with1 the side-sills resting directly on the journals of wheels traveling on rails on top of the finished bench-wall4 ,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 platform1 whence the concrete was shoveled into wheel-barrows1 which could be dumped directly into the bench-walls2 or1 in the case of the arches1 shoveled from the platform of the gantry to the intermediate platform on the arch ribs1 and thence directly into the arch4 ,this use of wheel-barrows1 though apparently a somewhat crude method and a retrogression from the use of the belt conveyor1 proved very successful1 and really involved no more labor than did the conveyors1 although this might not have been the case had these latter worked as they were originally designed to4 ,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 time1 and eight on one end of that used for the bench-walls1 the workmen handling about three of these latter into the forms by the time the last of the eight was dumped4 ,it required about #a min4 to place a car under the gantry1 hoist the bucket1 dump1 close it1 and return it to the car below4 ,rock packing was stored at the other end of the platform1 for use as required1 when it was not handled directly from the end nearest the work4 ,this method allowed the concrete and other materials to be brought in in trains at infrequent intervals1 and provided a sufficient supply of material on hand so that the men handling it on top could be kept steadily at work4 ,each hoisting engine on these gantries had #g by #aj-;in4 cylinders1 and a double drum2 some of them were ,lamberts and some ,mundys1 operated by compressed air4 ,ditches1 ,floor and ,foundations4--,the first method of building the foundation was that shown by ,fig4 #ac1 ,a2 no attempt was then made to build the ditch1 or floor1 the intention being to leave these until the completion of the remainder of the lining4 ,in building the bench-wall on this foundation1 however1 it was found difficult to secure the bottom of the forms properly 7,fig4 #b1 ,plate ,,xxv71 so as to prevent any give1 as the material under the track was not solid enough to brace against4 ,it was decided1 therefore1 to build the whole of the ditch 7see ,fig4 #ac1 ,b7 so that the bottom of the forms could be braced against the solid concrete4 ,at the beginning of the work1 the face of the bench-wall was built up to the level of the bottom of the conduits with the foundation2 if1 therefore1 in placing the concrete above this level1 extreme care were not taken to get a tight fit between the bench-wall form and the lower face1 and then to hold it rigidly in place1 the result was a rather unsightly horizontal joint high enough to be plainly visible4 ,the position of this joint may be seen in ,fig4 #b1 ,plate ,,xxv1 which shows the first section of bench-wall built4 ,several subsequent sections showed an overhang above this joint1 amounting in one or two cases to as much as in41 due to the fact that the bench-wall form moved or did not fit tightly4 ,this defect was obviated by building the foundations with an offset on the face1 shown by ,fig4 #ac1 ,b1 so that the joint came at the level of the top of the flagging over the ditches1 and therefore was almost entirely concealed2 at the same time this allowed a sufficient surface1 on the plane of the face of the bench-wall1 against which the bench-wall forms could be braced and lined up4 ,illustration3 ,fig4 #ac4 ,,plan ,,showing ,,various ,,methods ,,of ,,building ,,floor ,,and ,,foundation1 ,,and ,,details ,,of ,,forms ,the ditch forms were set very carefully to line and grade by the alignment corps1 as this formed the starting point of all the rest of the work1 the only other thing which was necessary was to give a level at the front end of the bench-wall form1 after it was set1 for the elevation of the top of the bench1 and to check up the stations of the ends of the sections occasionally to see that they were at the even #be-;ft4 points 7that is #jh1 #cc1 #eh1 and #hc74 ,after a short length had been built with the ditches only1 it was thought desirable to try and put in the floor as well1 so that the whole of the concrete would be put in place as the lining advanced1 and leave less cleaning up to be done over the end of a single track1 in the restricted spaces between the bench-walls4 ,fig4 #ac1 ,c1 shows the method finally adopted4 ,in this may be seen the three stages in which it was put in1 the details of the ditch forms being shown by ,fig4 #ac1 ,d4 ,in that part of the tunnel where sand-walls were built1 a hollow tile drain was built into the foundation1 as shown in ,fig4 #ac1 ,a and ,b1 along the foot of the water-proofing and connected at intervals with the drains by #d-;in4 cast-iron pipes4 ,when the sand-walls and water-proofing were not built1 however1 the concrete of the foundations was sloped from the neat line back to the rock1 as shown by ,fig4 #ac1 ,c#c1 so that in case any water found its way down through the rock packing1 its tendency would be to flow back against the rock1 or to follow the low part of this concrete to #d-;in4 cast-iron pipes leading to the side ditches1 rather than to find its way through the joint between the foundation and the bench-wall and so into the lower duct lines4 ,sand-,walls4--,the sand-wall forms first used are shown in ,fig4 #b1 ,plate ,,xxiv1 with a section of the finished sand-wall4 ,as this work was only intended to give a comparatively smooth surface against which to place the water-proofing1 no particular care was taken with the surface1 except to avoid sharp projections which might cut through the felt and pitch used for this purpose4 ,a rather porous concrete 7with all the rock which could be safely embedded in it and have the wall stand7 was used1 so that it would not act as a dam1 but rather tend to allow the water to find its way to the bottom of the tunnel1 and so into the drains4 ,the traveling gantry for placing the concrete in the sand-walls1 as first designed1 with the belt conveyor1 could of course only deliver the concrete at one end4 ,before setting the forms for a new section1 it was necessary1 therefore1 to move the gantry ahead1 before the cross-bracing between the tops of the forms1 which also held the top platform1 could be placed in position4 ,fig4 #b1 ,plate ,,xxiv1 shows the end of the conveyor over the top of the cross-braces4 ,in order to hold the bottom of these forms1 small wooden blocks were embedded in the foundation concrete1 against which they could be wedged1 as shown by ,fig4 #ac1 ,a2 these blocks were cut out after the sand-wall had been built4 ,after the forms had been filled1 the conveyor could not be moved back to the bench-wall until the concrete had set sufficiently so that these cross-braces could be removed1 and1 on account of the overhang at the top1 the set had to be fairly good in order to prevent this overhang from breaking off4 ,this arrangement1 therefore1 for placing the concrete was found to be impractical1 if the proposed schedule of a section of bench-wall and a section of sand-wall to be built on alternate days1 was to be carried out4 ,in a few instances1 where the sand-wall was finished fairly early in the afternoon1 the forms were released next morning1 and the conveyor was moved back1 but1 even then1 #b or #c hours at least were lost at the beginning of the shift4 ,the conveyor1 however1 was abandoned1 for the reasons previously given1 and the traveling gantry was rearranged to allow concrete to be delivered at either end2 it was then only necessary to move it backward and forward between the bench- and sand-wall forms instead of through these forms4 ,this permitted the construction of the much more substantial type of forms shown by ,fig4 #ad4 ,after being moved ahead on the track on top of the foundation1 the form was first blocked up to grade1 and then adjusted to line by the screws and slotted cleats shown at ,b1 ,fig4 #ad1 after which it was secured by the braces from the ditches1 as shown4 ,the face lagging was placed in separate pieces and held against the uprights by lightly nailing every third or fourth piece2 the whole was removed each time the form was moved1 and built up again as the concrete was placed4 ,considerable care was taken to slope the top of the sand-wall back toward the rock1 as shown by ,fig4 #ad1 and to allow free drainage along the top 7which ran parallel to the grade of the tunnel7 to the #d-;in4 cast-iron drain pipes which carried the water from the rock packing above the arch to the drains beneath the track4 ,sand-walls were built for a length of about #a1ajj ft4 in each tunnel at the ,weehawken end1 and about #gjj ft4 in each tunnel at the western end1 the remainder of the work1 with the exception of a few short stretches1 not being considered wet enough to require water-proofing4 ,illustration3 ,fig4 #ad4 ,,traveling ,,form ,,for ,,building ,,sand-,,wall2 ,,detail ,,showing ,,method ,,of ,,hanging ,,water-,,proofing ,,from ,,top ,,of ,,sand-,,wall ,conduits4--,the arrangement of the conduit lines is shown in the general cross-section4#c ,on the core-wall side there are #dh lines for telegraph and telephone cables1 built of #d-way multiple conduit1 each piece of which is #c ft4 long and about #aj in4 square outside4 ,on the other side there are the high- and low-tension lines1 built of single conduit #ah in4 long and a little more than #e in4 square outside4 ,manholes or splicing chambers are built every #djj ft41 and are about #h ft4 long and #d ft4 wide4 ,general views of the conduits as built are shown in ,fig4 #d1 ,plate ,,xxv1 which shows all the lines in one tunnel1 and in ,fig4 #a1 ,plate ,,xxv1 which shows the telegraph and telephone lines1 with the expanding mandrels used in laying them4 ,footnote #c3 ,plate ,,viii in the paper by ,mr4 ,jacobs4 ,illustration3 ,plate ,,xxv4 ,fig4 #a3 ,k #agc4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels47 ,hackensack ,portal and ,approach4 ,telephone and ,telegraph ducts and mandrels4 ,nov4 #bj1 #jh4 ,fig4 #b3 ,k #abe4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,weehawken ,shaft1 ,north ,tunnel4 ,view showing general construction of tunnel lining forms1 and clearance to allow disposal of excavated material4 ,june #ag1 #jg4 ,fig4 #c3 ,k #aef4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,weehawken ,shaft1 ,south ,tunnel4 ,north side looking ,east1 showing method of placing waterproofing4 ,oct4 #bb1 #jg4 ,fig4 #d3 ,k #adg4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,weehawken4 ,general view showing center and first section of arch and completed lining1 ,north ,tunnel4 ,sept4 #bd1 #jg4 ,in attempting to plan the work of placing the lining1 two methods of building the bench-wall were considered4 ,one was to build the wall in longitudinal sections1 each section separated by a line of ducts2 and the other was to attempt to build the wall in the manner called for by the specifications1 which required the concrete to be carried up in layers as the conduits were laid4 ,in this latter method1 it was proposed to bond the concrete together with the forked bonds1 the details of which are shown by ,fig4 #ae1 ,a1 but1 as it might have been impractical to use these if the wall had been built in sections1 provision was made in the contract to place expanded metal1 as shown by ,fig4 #ae1 ,b1 if this was thought advisable4 ,the method of construction necessary1 if the wall had been built in sections1 is shown graphically by the five sketches1 ,fig4 #ae1 ,b1 #a1 #b1 #c1 #d1 and #e4 ,the form and details of the expanding mandrel which was finally designed to meet the conditions1 and proved so satisfactory in every way1 are shown by ,fig4 #ae1 ,c4 ,the mandrel consisted of two triangular pieces of hard pine1 separated by wedges attached to one piece which fitted into slots in the other2 these1 when expanded1 practically filled the whole of the inside of the ducts4 ,one of these mandrels was placed in each line of single ducts and two in each #d-way duct1 placed diagonally1 as shown in ,fig4 #a1 ,plate ,,xxv4 ,this required #fj mandrels at each working point1 or #bdj for the whole work4 ,the mandrels were #ce ft4 long1 so that they easily covered the whole of a #be-;ft4 section1 projected sufficiently far back into the previously finished work to assure the continuity of the alignment1 and allowed the ends to be racked out at the forward end to secure proper breaks between the joints4 ,in laying the single conduits1 as a rule1 the 7collapsed7 mandrels were pulled ahead from the previous section as each line was laid1 and the conduits were strung on it until the whole length was completed2 the conduits were then pushed up tight together1 so as to close the joints as tightly as possible1 and then the mandrel was expanded4 ,the conduits were thus held firmly in position1 and the forward end of the line was lifted slightly so that the wraps could be placed around the joints4 ,the #d-way conduits were generally laid in the ordinary way1 except that no laying mandrel was necessary4 ,one dowel was used between each of the pieces of conduit1 at the center1 and the joints were wrapped4 ,when a line was finished1 two mandrels were placed diagonally in each line and expanded simultaneously1 so that any inequalities in the ducts themselves were divided as far as possible4 ,in connection with the use of these mandrels1 one of the points which was most carefully watched was that they projected back into the last completed section1 thus insuring the continuity of the alignment4 ,it was originally intended to wrap the joints of the #d-way ducts only1 but it was found to be impractical to keep the grout from the wet concrete entirely out of the single ducts1 and1 after a short trial1 it was decided to wrap these also4 ,the expanding mandrel kept out a great deal of the cement1 and1 in the sections laid without wraps1 the only difficulty from this cause seemed to be that a slight film of grout1 from #a_/af to #a_/h in4 thick1 was deposited on the bottom of the inside of the ducts at some places1 and although this was not considered a serious defect1 it was thought that the slight extra cost of placing the wraps would undoubtedly be justified by the practically perfect results obtained by using them4 ,considerable attention was given to breaking the joints of the ducts properly1 so as to maintain throughout the conduit lines the greatest break possible4 ,the joints in each superimposed line were broken at half the length of the individual pieces of conduit1 the joints in lines in the same horizontal plane being broken at one-quarter the length1 thus preventing any joints from touching one another either at the sides or corners1 which tended to prevent a burn-out on one line from being communicated to another4 ,there was some little difficulty at first in maintaining the breaks1 owing to slight variations in the lengths of the conduit1 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 spacing2 after the first few weeks there was little if any difficulty in attaining at all times almost perfect results4 ,the method of making the breaks is shown in the photographs and by the isometric sketch at ,f1 ,fig4 #ae4 ,all the conduits used on this work were furnished by the ,great ,eastern ,clay ,company1 and were made at its factory at ,south ,river1 ,n4,j41 where they were inspected before shipment4 ,the mandrel used in the final rodding was made as shown at ,g1 ,fig4 #ae1 the larger size being used for all lines4 ,the rods for pushing it through the conduit lines were made of #f-;ft4 lengths of ordinary #a-;in4 wrought-iron pipe with extra long 7#c-;in47 couplings4 ,the lines were rodded in both directions from alternate manholes1 thus avoiding uncoupling the rods and allowing every pull to be effective in pushing the mandrel through the ducts4 ,illustration3 ,fig4 #ae4 ,full ,page ,,electrical ,,conduits3 ,,methods ,,of ,,laying1 ,,rodding1 ,,etc4 ,a4 ,,fork ,,ended ,,steel ,,bonds ,,for ,,conduits4 ,b4 ,,sequence ,,of ,,methods ,,of ,,building ,,bench-,,wall ,,proposed ,,when ,,using ,,expanded ,,metal ,,bonds4 ,c4 ,,isometric ,,drawing ,,of ,,expanding ,,mandrel4 ,d4 ,,details ,,of ,,weasel ,used for gripping disconnected pipe rods in conduit ,e4 ,,cutter ,,for ,,removing ,,obstructions ,,in ,,conduits4 ,f4 ,,isometric ,,sketch ,,showing ,,method ,,of ,,breaking ,,joints ,,and ,,position ,,forked ,,bonds4 ,g4 ,,plan ,,and ,,sections ,,of ,,expanding ,,mandrel4 ,,index --------------------------------- ,multi-,duct ,single-,duct ,mandrel ,mandrel --------------------------------- ,a #c #c-c_/h ,b #g_/h ,c #b #b-e_/h --------------------------------- ,note ,end pipe connections may be changed to suit connections of rodding outfit1 care being taken to use a connection which will not split and expand the mandrel if it should be driven back into it1 in attempting to ram the mandrel back when stuck in a duct4 ,connection at ,head ,end may be dispensed with1 if the mandrel is threaded through ducts by rods attached to the trailing end4 ,wooden rods were used at first1 but proved entirely too light1 as the mandrels used were a close fit1 and it required considerable effort to push them through #djj ft4 of conduit4 ,iron pipe with ordinary couplings was next tried1 but the couplings broke quite often1 as the threads became worn in uncoupling the sections to move the rods from one line to another1 and the break was generally inside a duct line4 ,the long couplings were finally adopted1 and a set of rods was put in each line1 that is1 six sets in all1 so that when coupled up they remained in the line until it was finished4 ,the expense of the extra quantity of pipe thus required was more than offset by the decreased labor cost4 ,it was thought necessary at first to run a cutter1 ,fig4 #ae1 ,e1 through the conduits ahead of the final rodding mandrel1 but this was soon found to be unnecessary except in a very few instances1 and1 after a short experience1 the cutter was only used at places where an obstruction was encountered by the mandrel4 ,at such times as the pipe became uncoupled inside the duct line1 the part remaining inside was recovered by the use of the tool shown at ,d1 ,fig4 #ae1 called a weasel4 ,in two instances1 the mandrel became stuck in such a manner that the duct line had to be cut into in order to take it out4 ,the best day's work of the rodding gang 7#a foreman and #d men7 was #bj1djj duct ft4 of the #d-way conduit in the telegraph and telephone line1 and #ai1bjj duct ft4 of single conduit on the low-tension line1 an average day's work under ordinary conditions being about #aj1jjj duct ft4 ,the cost1 including labor1 material1 and all tools1 for rodding for the whole work was slightly less than #j4b cent per duct ft4 ,the average cost of the single conduit was about #j4be cents per ft41 and of the #d-way1 #j4ae cents per ft4 ,about #aj of the conduit lines were rodded twice1 owing to partial sections having been rodded once before completion4 ,the best continuous work on rodding was done between ,october #bb;d and #bith1 #aijh1 when in #g working days1 #aje1fjj duct ft4 were rodded1 an average of a little more than #ae1jjj ft4 per day4 ,bench-walls4--,the original design for the tunnels provided for the construction of a brick arch above a point #bb above the springing line1 that is1 the part above the side-walls 7,fig4 #aj74 ,it was thought desirable1 therefore1 in designing the bench-wall forms1 to provide for placing the concrete in the side-walls and bench-walls at one operation4 ,these forms1 as first designed1 are shown by ,fig4 #b1 ,plate ,,xxv1 and the details in ,fig4 #af1 ,a and ,a'2 they were built of steel1 the facing plates being #e_/af in4 thick1 in pieces #d ft4 #f in4 wide1 and in length about #f in4 more than the height of the bench-wall4 ,illustration3 ,fig4 #af4 ,full ,page ,,details ,,of ,,traveling ,,forms ,,used ,,in ,,the ,,construction ,,of ,,the ,,bench ,,walls ,a'4 ,,cross-,,section ,,of ,,steel ,,form ,a4 ,,longitudinal ,,section ,,and ,,elevation ,,of ,,steel ,,form ,,used ,,at ,,weehawken ,,end ,b4 ,,details ,,of ,,screw-,,jacks ,,for ,,adjusting ,,form ,,to ,,line ,c4 ,,section ,c-,d ,,showing ,,connection ,,of ,,face ,,plates ,,to ,i-,,beam ,,uprights ,d4 ,,details ,,of ,,wooden ,,forms ,,used ,,at ,,western ,,end3 ,,cross-,,section1 ,,part ,,longitudinal ,,section ,no chutes were used with these forms1 the wheel-barrows being dumped from the runways on the sides4 ,the design was controlled very largely by the necessity of providing the requisite clearance for the locomotives and muck cars1 and the principal feature was the support of the forms on two trusses1 one at either side1 the front ends of which were supported from the foundation on a long leg1 as shown in ,fig4 #c1 ,plate ,,xxv1 and the rear ends directly on the journal-boxes of wheels traveling on a rail on the top of the finished bench1 as shown in ,fig4 #b1 ,plate ,,xxv4 ,although it had been decided to substitute concrete for brick in the arch before any of the lining was actually placed1 two sets of forms for the ,weehawken end had already been ordered and delivered1 so it was decided to use them as designed1 and place the side-wall with the bench4 ,the forms were designed so that #cj-;ft4 lengths could be built1 and this was done at the start1 but owing to the occurrence of the refuge niches1 ladders1 etc41 at #be-;ft4 intervals1 it was soon seen that it would be advisable to build the bench-wall in sections of that length 7#be ft471 or multiples of it1 and as the clearance conditions seemed to preclude the possibility of making the forms #ej ft4 long1 #be ft4 was adopted4 ,this permitted the removal of one of the panels1 #d ft4 #f in4 wide1 and at the same time it was decided to remove the side-wall forms4 ,this decreased the load on the trusses considerably1 but being still a trifle weak1 they were strengthened by the substitution of #a-;in4 truss rods instead of the -in4 rods used originally4 ,the top platform and the cross-bracing were also stiffened a little and tightened up to prevent racking4 ,the construction of the side-walls in conjunction with the bench-wall was abandoned for three reasons3 ,first1 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 bench2 second1 there was difficulty in getting a good finish for the top of the bench-wall1 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 it1 which prevented troweling2 the third reason was the weakness of the whole form as designed1 and the increasing difficulty of adjusting it to line as the work progressed1 the principal difficulty being with the curved side-wall forms4 ,the bench-wall forms were set in position1 after they had been moved ahead1 by first blocking the bottom against the face of the foundation1 as shown by ,fig4 #ac4 ,as previously noted1 this foundation face had been built very carefully to line4 ,the back end of the form1 of course1 was blocked tightly against the end of the previously finished section1 and the top was made plumb by the adjusting screwjacks shown in ,fig4 #af1 ,b4 ,at first these screws were -in41 but they were afterward changed to #a-;in4 ,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 bench4 ,the steel face forms in both tunnels gave excellent results1 as far as smoothness of finish was concerned1 but1 owing to the imperviousness of the steel1 small air holes were formed in the surface1 though not in sufficient numbers or size to cause trouble or disfigure the work in any way4 ,the design of the bench-wall forms used at the western end1 where this differs from the steel form1 is shown by ,fig4 #af1 ,d4 ,the principal features in which they differed from those used at the ,weehawken end was in the substitution of #b-;in4 tongued and grooved hard pine for the face4 ,this timber was of the very best quality obtainable1 each piece being especially selected and as nearly clear and free from knots or other defects as it was possible to get it4 ,the edges of each piece were planed at the back so as to insure a tight joint on the face1 and all joints were shellacked4 ,these forms were used1 without renewal of the face timber and with only two planings1 for a length of #b1ejj ft41 or #ajj separate sections1 and gave good satisfaction4 ,in order to obtain a surface to which the face lagging could be fastened1 wooden uprights were used and were reinforced on either side by light channels bolted together through the timber1 in place of the ,i-beams used on the steel forms4 ,the lagging was nailed to these uprights by #f-;in4 wire nails driven through the top edges of each piece as it was placed in position1 thus leaving the surface entirely clear and free from any marks or nail holes1 and in condition for planing when this became necessary4 ,runways for wheeling the concrete were built one either side over the bench-walls instead of having a center platform with chutes1 as was used at ,weehawken4 ,when the original lagging had become too much worn for further use1 it was resurfaced with strips of #g_/h by #b-;in41 clear1 tongued and grooved1 hard pine1 placed vertically1 which did fairly well and lasted to the end 7about #a1jjj ft471 although it was not altogether satisfactory1 and the last eight or ten sections built had to be rubbed down with a wooden float in order to obtain a suitable finish4 ,in designing the forms for all exposed surfaces in the tunnels1 it was the desire of the contractors to obtain directly from them a surface which would be satisfactory to the engineers without further finishing than the patching of minor defects4 ,in this they were generally quite successful1 and excellent results were obtained1 as shown in the view of the finished tunnel1 ,fig4 #b1 ,plate ,,xxvii4 ,the surface of the bench-walls was obtained solely by spading the face with a flat spade as the work progressed4 ,no after treatment was resorted to1 except for the few sections where the forms became worn4 ,the top of the bench-wall was finished with a float about #b or #c hours after the concrete was placed4 ,when the work was well organized1 a bench-wall was built at each end each day1 one day in the ,north ,tunnel1 and the following day in the ,south4 ,during the time sand-walls were being built1 a sand-wall and bench-wall were built on alternate days in each tunnel1 care being taken that when a bench-wall was being built in one tunnel1 the sand-wall was being built in the other1 this being necessary in order to equalize the work of the night gang and the conduit layers as well as the transportation4 ,the conduit layers on the day shift1 two or three men and a foreman1 required about #b hours in the forenoon and #a hour in the afternoon to lay their portion of the conduits1 and usually finished this work by #c ,p4,m4 ,at other times during the shift they were utilized at those points where rock packing was heaviest1 and when the packing was brought in in the large cars1 as shown in ,fig4 #a1 ,plate ,,xxvi1 these men helped unload it so that the track could be cleared as soon as possible4 ,when water-proofing was to be done1 the number of men in this gang was increased1 so as to enable them to do that work also4 ,illustration3 ,plate ,,xxvi4 ,fig4 #a3 ,k #afg4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels47 ,view of form for circuit breaker chamber at ,sta4 #bhf1 and travelling gantry for placing concrete in arches1 looking ,easterly from near ,sta4 #bhjhe1 ,south ,tunnel4 ,oct4 #c1 #jh4 ,fig4 #b3 ,k #aff4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels47 ,view of forms for storage chamber at ,sta4 #bidbd1 looking ,southward4 ,sept4 #ag1 #jh4 ,fig4 #c3 ,k #afc4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels47 ,tunnel lining4 ,rock packing over arches1 ,south tunnel ,sta4 88888 end of completed section4 ,may #ai1 #jh4 ,fig4 #d3 ,k #afh4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels47 ,showing method of waterproofing in timbered tunnel section at ,weehawken end4 ,oct4 #ba1 #jh4 ,a gang of four rough carpenters and a foreman was employed on the day shift2 they moved and set the bench-wall forms or sand-wall forms1 as the case might be1 and moved the traveling gantry into position4 ,this was done in the afternoon1 and required about #c hours4 ,they also took out1 cleaned1 repaired1 and set all ditch forms1 all passenger forms1 circuit-breaker forms1 and did all other repair work4 ,the ladder forms1 the refuge-niche forms1 and overhead conductor pocket forms were attended to by one man1 who set1 removed1 cleaned1 and repaired them4 ,the carpenters on the night shift set the arch centers and gantries1 also the manhole forms when needed4 ,the conduit layers on the night shift laid up half the #d-way conduits 7#c-;high7 and one-third of the single ducts 7#d-;high74 ,this one gang laid the conduits in two sections of bench-wall each night1 that is1 one section at ,weehawken and the other at the western end4 ,in concreting the bench-walls1 the concrete was first placed on the side containing the single conduit until it reached the top of the four tiers laid1 then the concrete gang was turned over to the side with the #d-way conduits while four more tiers of single conduits were laid1 the work thus progressing1 the conduits being laid on one side while concrete was placed on the other4 ,on the side of the #d-way conduits the concrete was built in two layers while that on the side of the single ducts was built in three2 the interval between the different layers was not sufficiently long to prevent a complete bond being obtained1 and there were only one or two instances where there was any mark on the face to indicate a break4 ,after the work had been in progress some time1 it was found to be quite feasible to build all the #d-way conduits at night and half the single conduits1 that is1 #f ducts high1 as the mandrels proved amply sufficient to hold them in place2 in fact1 had it been necessary1 the writer has no doubt that all the ducts might have been laid and held in place with very little extra precaution1 by the use of the expanding mandrels1 as described under the head of conduit laying4 ,a ,v-shaped joint about in4 deep was made between each section of bench-wall so that the expansion cracks would follow this joint rather than show irregularly on the face4 ,these joints divided the face into the even #be-;ft4 panels1 and were very effectual in concealing what few cracks there were4 ,after the construction of the sand-walls was discontinued1 the space behind the bench-walls1 between the neat line and the rock1 was filled with rock packing1 which was generally built1 part way up at least1 as a dry wall ahead of the construction of the bench-wall1 or it was put in place simultaneously with the concrete1 care being taken to keep it as free as possible for the drainage of any water there might be4 ,toward the latter part of the work1 owing to the difficulty of getting sufficient rock packing during the day1 a rough back form for the bench-wall was built at the neat line1 in places where the section was at all large1 and the space was filled with rock afterward1 generally at night or on ,sundays4 ,in the sections where water-proofing was required1 where no sand-wall was built1 the rock was taken out for #b ft4 outside the neat line1 if the excavation was not already that far out 7at the expense of the contractors1 who preferred to do this rather than build the sand-walls for the short sections required71 so that there would be sufficient room for placing the water-proofing on the back of the bench-walls1 as shown by ,fig4 #ah1 ,e4 ,the water-proofing of these sections was left until just before the arch was to be built1 and after being placed it was protected by a single row of brick laid on edge before the rock packing was filled in4 ,arches4--,the centering used for the arches is shown very clearly in ,fig4 #d1 ,plate ,,xxv1 which is a view of the back end of the first section built at ,weehawken4 ,in this part of the tunnel1 the lower part of the arch1 about #e ft4 above the bench-wall1 was built first1 as previously referred to1 but the centers1 as will be seen1 were built so that they could be used for the whole of the arch4 ,the forward bulkhead1 and the shoveling platform on a section being built1 are shown in ,fig4 #c1 ,plate ,,xxvi4 ,the front bulkheads used were made in nine sections1 bolted to a #b by #b-;in4 angle bent to the radius of the arch1 as shown in ,fig4 #c1 ,plate ,,xxvi1 and fitting on the end of the lagging2 when set they were braced partly against the rock of the roof and partly against the gantry4 ,after the ribs and part of the lagging had been set by the night gang for a fresh section of arch1 the braces holding the bulkheads were knocked out1 the concrete placed during the day having set sufficiently by this time2 the whole of the bulkhead was then easily moved ahead1 sliding along the lagging to the forward end1 and made ready for the next day's work4 ,the middle section at the top was taken out temporarily1 to facilitate working at the sides1 until it was needed4 ,the traveling gantry used in handling the concrete for the arch is shown in ,fig4 #a1 ,plate ,,xxvi1 which also shows the form for the circuit-breaker chamber1 and a car of rock packing on the track beneath4 ,the arches were built in #aj-;ft4 sections1 the ribs being spaced #e ft4 apart1 the end ribs of each section supporting the end of the lagging on two adjoining sections4 ,five sets of lagging and ten ribs were used at each place where the arch was being built1 thus giving each section practically #d days' set before removing the centers4 ,probably in the greater part of the work the centers could have been removed in from #dj to #dh hours after the concrete had been placed1 but #c days was considered the least time which would certainly be safe at all times1 and the contractors thought that the very slight additional expense involved in leaving the centers up #d days was more than warranted by the additional feeling of security4 ,the lagging was made from #c by #f-;in4 clear1 hard pine1 #aj ft4 long1 dressed to about #b in4 in thickness1 about #e in4 in width1 and the sides to radial lines4 ,as it was placed1 every third or fourth piece was lightly nailed to the ribs2 when the latter were released and taken down1 the nails pulled out1 and the lagging was left in place until one piece was pried out1 allowing the others to fall4 ,a light ,a-frame1 about #h ft4 long1 spanning the bench-walls1 was placed below1 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 beneath4 ,cross-passages between the two tunnels were built every #cjj ft41 their form being shown on ,plate ,,viii of the paper by ,mr4 ,jacobs4 ,there were two circuit-breaker chambers1 one at ,station #bhf and the other at ,station #caj4 ,steel doors are provided so that all the openings between the two tunnels can be closed4 ,at ,station #bidbd1 the core-wall broke through for a length of about #dj ft41 and instead of filling this in1 a storage chamber #cd ft4 long and #aa ft4 wide1 inside1 was built there1 the form for which is shown in ,fig4 #b1 ,plate ,,xxvi4 ,this photograph1 as well as ,fig4 #a1 ,plate ,,xxvi1 a form for a circuit-breaker chamber1 shows the method of setting the steel doors in the forms1 so that they were built into the concrete instead of being fastened in with expansion bolts afterward1 thus showing a perfect fit and a much neater job4 ,during construction the arches in each tunnel were kept even with each other1 so that when the cross-passages were reached1 they1 and the sections of arch which they joined1 could be completed at one operation4 ,by the methods used on this work1 one section of arch was easily built in a shift1 so that the monolithic construction of each section was easily secured1 and concrete1 as wet as it was possible to handle with shovels1 could be used for all except the last #e ft4 or so at the top1 thus getting a structure which was as nearly impervious as possible under the circumstances4 ,the gangs placing the arches were paid over-time when they were required to work after #f o'clock to finish their section1 which was generally only necessary when the quantity of rock packing to be placed was very large4 ,if they finished their section before #f o'clock1 however1 they were allowed to quit when this was done1 and were given a full day's pay4 ,the difference in time1 when there was any1 was usually due to the greater or less quantity of rock packing1 as the excavation varied from the standard section line4 ,in building the arches1 the night gang set the two ribs 7one at the center and one at the forward end of the section to be built71 placed the lagging on the sides1 #d or #e ft4 high1 built the shoveling platform on the horizontal cross-braces of the ribs1 and placed the traveling gantry in position for use4 ,the forward end of the gantry 7that is1 the end farthest from the arch being built71 as shown in ,fig4 #a1 ,plate ,,xxvi1 was loaded with rock packing to be used as required4 ,as the concrete was brought into the tunnel it was hoisted and dumped on the end of the gantry next the arch1 and shoveled from there to the platform on the ribs and from there into place4 ,the rock packing brought in during the day was dumped on the front or back end of the gantry1 as was most convenient1 and handled into the work in the intervals between batches of concrete4 ,the concrete and rock packing1 with the back-lagging and water-proofing1 where these were used1 were placed simultaneously1 or nearly so1 and brought up the sides together until the key was reached2 the latter was then worked from the back toward the front4 ,the key was usually made about #e ft4 wide1 the lagging for this width was made #e ft4 long and put up in two sections4 ,it was found to be more convenient to have the key of this width than narrower4 ,the method used in making the closures where two sections of the arch came together is shown by ,fig4 #ag4 ,illustration3 ,fig4 #ag4 ,full ,page ,,sketch ,,showing ,,method ,,of ,,making ,,arch ,,closure ,,cross-,,section ,,of ,,tunnel ,,showing ,,jack ,,partly ,,extended ,,longitudinal ,,section ,,of ,,tunnel ,,showing ,,jack ,,partly ,,extended ,,plan ,,of ,,box2 ,,end ,,view ,,plan ,,of ,,plunger1 ,,bottom ,,of ,,box2 ,,end ,,view ,,of ,,plunger1 ,,jack ,,fully ,,extended ,water-proofing4--,as already pointed out1 the original design for the lining of these tunnels provided for a brick arch4 ,it was intended to cover this arch with water-proofing1 this latter extending over the whole of the roof and down the sides as far as the bottom of the conduit lines4 ,the water-proofing was to be placed against the sand-walls on the sides1 up to the top of the side walls1 ,figs4 #aj and #ad4 ,over the arch1 after being placed1 it was to be protected by an armor course of brick1 laid flat1 the space between the brick and the excavation1 which was required to be not less than #d in4 7and1 as a matter of fact1 was actually a great deal more71 being filled with rock packing4 ,besides filling the space1 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-wall1 from there being carried through the #d-;in4 cast-iron pipes1 shown on ,plate ,,viii#d to the side ditches in the floor of the tunnel4 ,footnote #d3 ,of the paper by ,mr4 ,jacobs4 ,all the water-proofing placed in these tunnels was of felt and pitch1 six-ply felt and seven layers of pitch4 ,the felt was required to be ,hydrex1 or of equal quality1 and the pitch1 ,straight run coal-tar pitch which will soften at #fj ,fahr41 of a grade in which the distillate oils will have a specific gravity of #a4je4 ,in addition to tests as to the above qualities1 the pitch was analyzed to determine the amount of free carbon it contained1 and was not accepted if this fell below #bj per cent4 ,it was considered quite important that there should be absolutely free drainage on the outer side of the lining1 so that there would be no chance for any water to acquire a head4 ,more than three-quarters of the length of these tunnels is below the level of mean high water1 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 penetrated1 it was thought wise to provide ample drainage4 ,before the lining was started1 however1 the excavation had progressed sufficiently to show that the tunnels1 while very wet in places1 and varying from that to quite damp1 would be1 on the whole1 much dryer than had been anticipated4 ,it was then decided to substitute concrete for the brick in the arch and omit the water-proofing over the top1 except at places where water came into the tunnels in sufficiently large quantities to form practically a continuous stream4 ,three general types of construction for the arch were decided on1 as shown in ,fig4 #ah4 ,the first1 as shown at ,a1 was to be used where the tunnel was quite dry4 ,in this type1 the sand-wall was omitted entirely1 and the concrete and rock packing were built up together1 the rock packing impinging to a certain extent on the concrete1 and the concrete squeezing somewhat into the rock packing1 as shown by ,fig4 #d1 ,plate ,,xxv4 ,the section shown at ,b was used where the tunnels were damp1 or where there were slight droppers not forming a continuous stream4 ,the back lagging1 of #a-;in4 boards1 which was left in place1 provided a practically smooth outer surface on the concrete arch1 and allowing the concrete and rock packing to be built almost simultaneously4 ,it was considered that the free drainage through the rock packing1 the surface of the boards1 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 sides1 and thence to the ditches at the bottom1 rather than to percolate through the concrete1 and this proved to be very generally the case1 as is shown by the dry condition of the tunnel as built4 ,the back lagging was used over the arch1 both where the sand-wall was built and where it was omitted1 as well as being placed over the water-proofing of the arch as an armor course where water-proofing was required4 ,where the sand-walls were built and water-proofed1 and where the water-proofing was not carried over the arch1 the water-proofing was turned in at the top1 as shown at ,c1 ,fig4 #ah4 ,illustration3 ,fig4 #ah4 ,full ,page ,,various ,,types ,,of ,,arches1 ,,and ,,water-,,proofing ,,used ,method of ,lapping ,mats over ,arch ,method of making joint when work on section was not continuous4 ,part of joint on radial line1 part sloping slightly toward outside of arch4 ,,details ,,of ,,water-,,proofing ,one layer of felt with #d overlap to be nailed to lagging of inch boards1 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-proofing4 ,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 x ,each of these mats of three-ply felt will be overlapped half the width of the mat1 as shown diagrammatically at y ,the third method provided for water-proofing the whole of the arch1 and was the same as ,b except for the addition of the water-proofing inside the back lagging4 ,in placing this water-proofing1 the felt was cut in strips about #aa ft4 long 7about #a ft4 longer than the length of a section of arch71 and six thicknesses were cemented together with hot pitch4 ,these mats were then laid shingle-fashion1 as shown at ,d1 ,fig4 #ah1 up the sides of the arch until a space about #e ft4 wide remained at the crown2 shorter mats were then brought out over this1 laying them perpendicular to the axis of the tunnel4 ,care was taken in making all laps1 irrespective of the direction in which the arch was built1 so that they would lay with the grade1 that is1 so that the water would tend to flow over the edges of the laps rather than against them4 ,most of the wet sections of the tunnel were at the ends1 where sand-walls had been built for the purpose of providing a smooth surface against which the water-proofing was to be placed2 there were several wet places at isolated points in the tunnels1 however1 and1 in order to avoid building sand-walls at these points1 the method shown at ,e1 ,fig4 #ah1 was adopted4 ,this involved a slightly larger excavation1 #b ft4 outside of the neat line1 up to the height of the top of the bench1 where there was not already that much room4 ,the bench-wall was built with a back form on the neat line1 the water-proofing was placed as shown1 protected by an armor course of brick1 and then continued over the arch when this latter was built4 ,the excavation and refilling with rock packing were done at the contractor's expense1 which he was willing to assume rather than build these short sections of sand-wall4 ,illustration3 ,plate ,,xxvii4 ,fig4 #a3 ,k #aha4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels47 ,timbered section near ,weehawken ,shaft1 showing method of placing waterproofing and keying arch4 ,dec4 #h1 #jh4 ,fig4 #b3 ,k #ahd4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels74 ,view of completed tunnel looking ,eastward from ,sta4 #cbcfj4 ,south ,tunnel4 ,feb4 #h1 #ji4 ,fig4 #c3 ,k #adi4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels7 ,hackensack ,portal1 general view of completed ,portal1 and arches through cut and cover section looking ,east4 ,oct4 #ae1 #jg4 ,fig4 #d3 ,k #aij4 ,p4,r4,r4 ,tunnels1 ,n4 ,r4 ,div4 ,sect4 ,k4 7,bergen ,hill ,tunnels47 ,hackensack ,approach4 ,general view1 looking ,east4 ,march #af1 #ji4 ,the method of water-proofing that part of the timbered section which was very wet1 is shown at ,f1 ,fig4 #ah1 and in ,fig4 #d1 ,plate ,,xxvi1 and ,fig4 #a1 ,plate ,,xxvii4 ,a lagging of #a-;in4 boards was nailed up the sides and to the soffit of the segmental timbering1 all the spaces outside of this lagging being carefully filled with rock packing4 ,before starting any concrete work1 a single thickness of water-proofing felt was nailed to the inner side of the lagging1 which not only served to protect the finished surfaces of the concrete from the water which fell copiously from the roof1 but also provided a comparatively dry surface to which the regular six-ply water-proofing could be cemented with pitch and held in position1 while the concrete was placed against it4 ,in placing the water-proofing in this section on the sides1 the strips of felt were placed vertically1 nailed at the top to the wall-plate1 to support their weight1 and lapped and cemented with pitch to the sides as on the sand-walls1 except that there was no trouble from the overhang4 ,after the bench-wall had been built1 the felt was cut just below the nails and about #b ft4 above the top of the bench1 so that the mats which were placed over the arch could be inserted behind it4 ,the roof was covered with three-ply mats and lapped over a little more than half1 as shown diagrammatically on the drawing4 ,when the upper part of the arch was reached1 where the cementing strength of the pitch was not sufficient to hold the felt in place1 the mats were braced temporarily from the centering1 as shown by ,fig4 #a1 ,plate ,,xxvii1 until the concrete could be packed against it4 ,where the water-proofing was placed against the sand-wall1 the method of securing the sheets at the top is shown in the small sketch on ,fig4 #ad and by ,figs4 #c and #d1 ,plate ,,xxiv4 ,fig4 #c1 ,plate ,,xxv1 shows the laps of the sheets and the method of hanging4 ,at the start an attempt was made to stick the water-proofing to the sand-wall1 but this could not be done on account of its dampness and the overhang at the top4 ,the sand-wall water-proofing was kept about #ce ft4 ahead of the finished bench-wall1 as shown by ,fig4 #c1 ,plate ,,xxv4 ,as the bench-wall form was moved ahead and set1 the mat was braced back against the sand-wall from the forms at a point just above the top of the finished bench1 care being taken to avoid wrinkles1 as1 if these were once formed1 it was practically impossible to straighten them out4 ,the completion of the bench-wall left the upper part of this water-proofing stretched taut across the curved top of the sand-wall1 forming a chord of the arc4 ,as the arch was built up1 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 reached1 when the end was turned in1 as shown at ,c1 ,fig4 #ah1 or the water-proofing was continued over the arch1 if that was necessary4 ,the desire to obtain a dry tunnel1 and the methods adopted to secure it1 were responsible in a great measure for the decision to build the arch in short lengths1 as well as the reasons given under the head of arches4 ,had the tunnels been dry throughout1 the method shown at ,a1 ,fig4 #ah1 could have been used exclusively1 and1 except for the fact that monolithic concrete might not have been obtained1 there would have been no objection to building longer lengths4 ,the quantity of water reaching the tunnel drains and flowing out of their lower ends after the completion of the lining was about #ajj1jjj gal4 per day1 or #ge gal4 per min42 of this it is estimated that considerably less than #a comes through the lining in the form of leaks4 ,the very general distribution of this water over the roof is indicated by the fact that1 during the excavation of the first #a1jjj ft4 of both tunnels from the ,weehawken end1 oilskins had to be provided for the laborers to induce them to work at all4 ,the success1 therefore1 of the rock packing as a means of diverting this water to the side drains1 is shown1 especially in view of the fact that1 excluding the cut-and-cover section1 only #aj of the length of the arch1 #a1ahi ft41 was water-proofed4 ,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 lining1 in such a manner that they would slope outward toward the rock4 ,the top of the sand-wall is shown by ,figs4 #ad and #ah4 ,the slope of the back of the foundation may be noted in ,fig4 #ah1 and the method of making the joint in the arch1 in the few instances where a section was not completed at one operation1 is shown at ,a1 ,fig4 #ah4 ,these joints in the arch were not allowed to be made above a point #fj above the springing line4 ,,hackensack ,,portal ,,and ,,approach4 ,the approach cut at the western end is #cjj ft4 long1 the alignment being a #b curve1 as shown in ,fig4 #ai4 ,the bench-walls and conduit lines built throughout the length of the tunnels are extended through the approach cut1 the top of the former gradually sloping from the portal to the mouth of the cut1 where they are just level with the top of the rail1 the conduits also being depressed to the same relative position with the tops of the benches4 ,illustration3 ,fig4 #ai4 ,full ,page ,,bergen ,,hills ,,tunnels4 ,hackensack ,portal and ,approach4 ,,sections ,,and ,,elevations4 ,,plan ,,of ,,approach4 ,,profile ,,through ,,approach4 ,,section ,,showing ,,method ,,of ,,making ,,joint ,,between ,,coping ,,and ,,wall4 ,,plan ,,showing ,,method ,,of ,,making ,,joint ,,between ,,adjoining ,,sections4 ,,section ,,of ,,bench ,,and ,,retaining ,,walls ,,and ,,half ,,elevation ,,of ,,portal4 ,the top of the rock at the mouth of the cut1 ,station #cbg1 was from #d to #f ft4 below the top of the rail1 and gradually rose through the approach until at the portal it was about #f or #h ft4 above the roof of the tunnel4 ,the rock was covered with hardpan4 ,a profile of this part of the work is shown on ,fig4 #ai4 ,the rock throughout the approach was water-bearing to a considerable extent1 and a face-wall was built at the sides with free drainage1 through rock packing and vitrified and cast-iron drains behind it1 to keep this water from flowing over the tops of the bench-walls1 and also to keep the lines of conduits dry4 ,the retaining walls were built in #be-;ft4 sections1 the joints corresponding to those in the benches1 being at the even stations1 #jh1 #cc1 #eh1 and #hc4 ,v-shaped joints were made down the face1 and the ends of the sections were made as shown by ,fig4 #ai4 ,the back part of the joint was mopped with hot pitch before the next section was built1 so that there was practically no bond between any two adjoining sections4 ,the concrete in these walls was placed late in the season1 and the expansion cracks1 which were entirely confined to the ,v-shaped joints1 were quite small even in the coldest weather of the following winter1 nor were there any indications during the past summer of any stresses due to expansion4 ,the coping and drain at the top of the wall were built together1 but separate from the rest of the wall1 the joint being made as shown in the sketch on ,fig4 #ai4 ,thus far1 there has seemed to be no seepage through either the vertical or horizontal joints4 ,the portal is built of granite1 a half elevation being shown on ,fig4 #ai1 the stone being supplied by the ,millstone ,granite ,company1 ,millstone ,point1 ,conn4 ,fig4 #c1 ,plate ,,xxvii1 shows the portal and the cut-and-cover section after the arches were completed but not covered4 ,the forms for the concrete in the approach were made of ordinary dressed lumber1 and the surface was rubbed twice after the forms were removed1 which was as soon as possible after the concrete had set4 ,the surface was first very lightly rubbed with a piece of soft1 light-colored1 sandstone to remove any irregularities1 being wetted slightly if necessary while being rubbed4 ,after the concrete had become fairly hard and dry1 it was rubbed a second time and a uniform texture and color obtained4 ,the completion of this work was delayed until the second week in ,january1 and considerable difficulty was encountered in obtaining a good finish of that part which was built after cold weather set in1 when it was necessary to protect it from frost4 ,unless extreme care was taken to prevent freezing after the rubbing1 the entire surface was likely to scale off1 although no cement or other material was added to it after the removal of the forms4 ,a general view of the completed approach is shown by ,fig4 #d1 ,plate ,,xxvii4 ,,table #f4 ---------------------------------------- -------------------------- ,,day4 ,,night4 ,title4 ---------------------------------------- - ,no4 ,rate4 ,amount4 ,no4 ,rate4 ,amount4 ---------------------------------------- ---------------------- ,walking bosses #b #e4jj #aj4jj ,timekeeper #b #c4jj #f4jj ,watchmen #e #b4jj #aj4jj ,waterboys #a #a4ej #a4ej ,carpenter foremen #b #c4ej #g4jj #a #d4jj #d4jj ,carpenters #ad #b4ej #ce4jj #h #b4ej #bj4jj ,pipe-fitters #a #c4jj #c4jj ,pipe-fitter's helper #a #a4ge #a4ge ,wheelwright #a #b4ge #b4ge ,wheelwright's helper #a #a4ge #a4ge ,blacksmith #a #c4jj #c4jj ,blacksmith's helper #a #a4ge #a4ge ,foremen riggers #a #c4jj #c4jj ,riggers #f #a4ge #aj4ej ,foremen trackmen #a #c4jj #c4jj ,trackmen #f #a4ej #i4jj ,machinist #b #c4jj #f4jj ,machinist's helper #a #a4ge #a4ge ,electrician #b #c4jj #f4jj #a #b4ej #b4ej ,electrician's helper #a #a4ge #a4ge ,lampman #a #a4ej #a4ej ,pumpman #a #a4ej #a4ej ,finishers #c #b4ej #g4ej ,hoist engineers #ab #c4jj #cf4jj ,dinky engineers #e #b4ge #ac4ge #a #b4ge #b4ge ,brakemen #e #a4ge #h4ge #a #a4ge #a4ge ,switchmen #a #a4ej #a4ej ,barnmen #a #b4jj #b4jj #a #b4ej #b4ej ,drivers #i #a4ej #ac4ej ,foremen ductmen #b #b4ej #b4ej ,ductmen #e #b4jj #aj4jj ,foremen laborers #ac #c4ej #de4ej #b #c4ej #g4jj ,laborers #abj #a4ge #baj4jj #bj #a4ge #ce4jj ,compressor engineer #a #c4ej #c4ej #a #c4ej #c4ej ,firemen #b #b4ej #e4jj #a #b4ej #b4ej ,oiler #a #a4ge #a4ge ,coal passers #b #a4ge #c4ej #a #a4ge #a4ge ---------------------------------------- ---------------------- ,totals #ccd #dfi4ge #ej #ajh4be ,total daily labor expense #egh4jj ---------------------------------------- ----------------------------- ,the water finding its way into the side ditches in the approach1 which of course included all rain falling in this area1 was intercepted just inside the portal and carried back to the mouth of the cut through #bd-;in4 cast-iron pipes laid beneath the conduits in the central bench-wall1 thus disposing by natural drainage of a not inconsiderable quantity of water which would otherwise have flowed through the tunnels to the sump at the ,weehawken ,shaft1 from which it would have had to be pumped to the surface4 ,about #ajj ft4 of the tunnel immediately east of the ,hackensack ,portal was built by the cut-and-cover method1 and the arch section used in the tunnel was modified by widening the haunches1 the thickness of the arch at the crown being gradually increased from #bb in4 at the portal1 ,station #cbd1 to #cd in4 at ,station #cbc1 where the regular segmental timbering at the tunnel commenced4 ,a general view of the approach during construction is shown by ,fig4 #a1 ,plate ,,xxv4 ,,contractor',s ,,organization4 ,table #f shows approximately the number of men employed daily on the tunnel lining1 by both the contractor and the sub-contractors1 their occupation1 the average rate of wages and the total daily expense for labor when the work was in full swing4 ,,engineering ,,organization4 ,the whole of the work of the ,north ,river ,division was designed and executed under the direction of ,charles ,m4 ,jacobs1 ,m4 ,am4 ,soc4 ,c4 ,e41 ,chief ,engineer1 and ,james ,forgie1 ,m4 ,am4 ,soc4 ,c4 ,e41 ,chief ,assistant ,engineer1 the construction of ,section ,k1 ,bergen ,hill ,tunnels1 being directly in charge of the writer as ,resident ,engineer4 ,transcriber's ,note3 ,the two organizational charts1 ,figs4 #bj and #ba1 have been reformatted for space4 ,chart3 ,fig4 #bj4 ,,pennsylvania ,,tunnel ,,and ,,terminal ,,railroad ,,company1 ,,section ,k--,,bergen ,,hill ,,tunnels4 ,organization of ,staff of ,resident ,engineer4 ,organization ,previous to the ,holing ,through of the ,tunnels4 ,resident ,engineer4 ,assistant ,assistant ,engineer4 ,engineer4 ,cost and ,office ,field ,inspection4 ,alignment4 ,records4 ,cost and ,office ,records4 ,inspector4 ,two ,clerks4 ,stenographer4 ,telephone ,operator4 ,messenger4 ,janitors4 ,field ,inspection4 ,weehawken4 ,chief ,inspector4 ,inspector1 ,n4 ,tunnel ,s4 ,tunnel4 ,mixer4 ,excavation and ,force ,account4 ,inspector1 ,night4 ,cement ,warehouseman4 ,conduit ,inspector4 7one position7 ,hackensack4 ,chief ,inspector4 ,chief ,inspector4 ,inspector1 ,n4 ,tunnel ,s4 ,tunnel4 ,mixer4 ,excavation and ,force ,account4 ,inspector1 ,night4 ,cement ,warehouseman4 ,conduit ,inspector4 7one position7 ,alignment4 ,weehawken4 ,chief of ,party4 ,instrumentman4 ,rodman4 ,chainman4 ,hackensack4 ,chief of ,party4 ,instrumentman4 ,rodman4 ,chainman4 ,chart3 ,fig4 #ba4 ,organization ,after the ,tunnels ,had ,been ,holed ,through4 ,resident ,engineer4 ,assistant ,assistant ,engineer4 ,engineer4 ,cost and ,office ,field ,inspection4 ,alignment4 ,records4 ,tunnels4 ,conduit ,inspector4 ,cost and ,office ,records4 ,two ,inspectors4 ,two ,clerks4 ,stenographer4 ,telephone ,operator4 ,messenger4 ,janitor4 ,tunnels4 ,chief ,inspector4 #h ,tunnel ,inspectors4 #b ,mixer ,inspectors4 #a ,night ,inspector4 ,conduit ,inspector4 ,inspector1 ,hackensack ,approach4 ,alignment4 #a ,instrumentman4 #a ,draftsman4 #b ,rodmen4 #c ,chainmen4 ,the general organization of the staff is shown by the two diagrams1 ,figs4 #bj and #ba4 ,fig4 #bj shows the organization previous to the holing through of the tunnels1 during which time a separate office was maintained at the western end for the use of the men stationed there2 ,fig4 #ba shows the organization during the latter part of the time1 after the tunnels were holed through4 ,the ,assistant ,engineer in charge of the construction was ,j4 ,r4 ,taft1 ,assoc4 ,m4 ,am4 ,soc4 ,c4 ,e42 the ,chief ,inspector1 ,j4 ,s4 ,frazer1 ,jun4 ,am4 ,soc4 ,c4 ,e41 had charge of about #ge of the work of the lining of the tunnels4 ,the alignment has been from the beginning under the charge of ,r4 ,l4 ,reynolds1 ,assistant ,engineer4 99 99 99 99 99 99 99 99 99 99 99 99 99 99 ,errors and ,notes3 ,each ,plate was printed with the same header3 ,,plate 4 ,,trans4 ,,am4 ,,soc4 ,,civ4 ,,engrs4 ,,vol4 ,,lxviii1 ,no4 #aaed4 ,,lavis ,,on ,,pennsylvania ,r4,r4 ,,tunnels3 ,,bergen ,,hill ,,tunnels4 ,these headers were omitted for the e-text4 ,captions beginning in ,k with a number were printed directly on the photograph2 some readings are uncertain and are indicated by question marks 7874 ,in the tables of ,figures #a-d1 variation between to and -1 and formatting of table entries1 is as in the original4 ,fig4 #a1 table ,per cubic yard1 whole tunnel section3 #c-cc may be error for #c-c4c ,fig4 #a1 last line of table ,total ,pounds text reads ,pound ,figs4 #c and #d1 and ,plate ,,xxiv apparent error for ,figs4 #c and #d1 ,plate ,,xxiv 7usual form7 ,figure #ae ,a1 ,b1 ,c444 letters other than ,b do not appear in the printed ,figure ,figure #ae1 caption ,,details ,,of ,,weasel quotation marks look hand-written1 but printed text has spaces ,figure #ae1 ,index 7small table7 ,multi-,duct ,mandrel text reads ,mult-,duct which would be satisfactory to the engineers text reads satifactory ,missing or superfluous punctuation was silently corrected4