The General Arrangements
The general dimensions of the all-steel car differ only slightly from those of the wooden car. The following table gives the dimensions of the two cars, and also that of the Manhattan Railway cars:
Wooden Cars.All-Steel Cars.Manhattan Cars.Length over body corner posts,42 ft. 7 ins.41 ft. 1/2 in.39 ft. 10 ins.Length over buffers,51 ft. 2 ins.51 ft. 2 ins.47 ft. 1 in.Length over draw-bars,51 ft. 5 ins.51 ft. 5 ins.47 ft. 4 ins.Width over side sills,8 ft. 8-3/8 ins.8 ft. 6-3/4 ins.8 ft. 6 ins.Width over sheathing,8 ft. 10 ins.8 ft. 7 ins.8 ft. 7 ins.Width over window sills,8 ft. 11-7/8 ins.9 ft. 1/2 in.8 ft. 9 ins.Width over battens,8 ft. 10-3/4 ins.8 ft. 7-1/4 ins.8 ft. 7-7/8 ins.Width over eaves,8 ft. 8 ins.8 ft. 8 ins.8 ft. 9-1/2 ins.Height from under side of sill to top of plate,7 ft. 3-1/8 ins.7 ft. 1 in.7 ft. 3 ins.Height of body from under side of center sill to top of roof,8 ft. 9-7/8 ins.8 ft. 9-7/8 ins.9 ft. 5-7/8 ins.Height of truck from rail to top of truck center plate (car light),2 ft. 8 ins.2 ft. 8 ins.2 ft. 5-3/4 ins.Height from top of rail to underside of side sill at truck center (car light),3 ft. 1-1/8 ins.3 ft. 2-1/8 ins.3 ft. 3-1/4 ins.Height from top of rail to top of roof not to exceed (car light),12 ft. 3/4 in.12 ft. 0 in.12 ft. 10-1/2 ins.
The general frame plan of the all-steel car is clearly shown by the photograph onpage 128. As will be seen, the floor framing is made up of two center longitudinal 6-inch I-beams and two longitudinal 5 x 3-inch steel side angles, extending in one piece from platform-end sill to platform-end sill. The end sills are angles and are secured to the side and center sills by cast-steel brackets, and in addition by steel anti-telescopingplates, which are placed on the under side of the sills and riveted thereto. The flooring is of galvanized, corrugated sheet iron, laid across the longitudinal sills and secured to longitudinal angles by rivets. This corrugated sheet holds the fireproof cement flooring called "monolith." On top of this latter are attached longitudinal floor strips for a wearing surface. The platform flooring is of steel plate covered with rubber matting cemented to the same. The side and end frame is composed of single and compound posts made of steel angles or T's and the roof framing of wrought-iron carlines and purlines. The sides of the cars are double and composed of steel plates on the outside, riveted to the side posts and belt rails, and lined with electrobestos. The outside roof is of fireproof composite board, covered with canvas. The headlinings are of fireproof composite, faced with aluminum sheets. The mouldings throughout are of aluminum. The wainscoting is of "transite" board and aluminum, and the end finish and window panels are of aluminum, lined with asbestos felt. The seat frames are of steel throughout, as are also the cushion frames. The sash is double, the lower part being stationary and the upper part movable. The doors are of mahogany, and are of the sliding type and are operated by the door operating device already described.
SIDE VIEW OF MOTOR TRUCKSIDE VIEW OF MOTOR TRUCK
Trucks
Two types of trucks are being built, one for the motor end, the other for the trailer end of the car. The following are the principal dimensions of the trucks:
Motor Truck.Trailer Truck.Gauge of track,4 ft. 8-1/2 ins.4 ft. 8-1/2 ins.Distance between backs of wheel flanges,4 ft. 5-3/8 ins.4 ft. 5-3/8 ins.Height of truck center plate above rail, car body loaded with 15,000 pounds,30 ins.30 ins.Height of truck side bearings above rail, car body loaded,34 ins.34 ins.Wheel base of truck,6 ft. 8 ins.5 ft. 6 ins.Weight on center plate with car body loaded, about27,000 lbs.Side frames, wrought-iron forged,2-1/2 ins. x 4 ins.1-1/2 ins. x 3 ins.Pedestals, wrought-iron forged,Center transom, steel channel,Truck bolster,cast steel.wood and iron.Equalizing bars, wrought iron,Center plate, cast steel,Spring plank, wrought iron,1 in. x 3 ins.white oak.Bolster springs, elliptic, length,30 ins.32 ins.Equalizing springs, double coil, outside dimensions,4-7/8 ins. x 7-1/2 ins.3-5/8 ins. x 6 ins.Wheels, cast steel spoke center, steel tired, diameter,33-3/4 ins.30 ins.Tires, tread M. C. B. Standard,2-5/8 ins. x 5-1/4 ins.2-5/8 ins. x 5-1/4 ins.Axles, diameter at center,6-1/2 ins.4-3/4 ins.Axles, diameter at gear seat,7-13/16 ins.Axles, diameter at wheel seat,7-3/4 ins.5-3/4 ins.Journals,5 ins. x 9 ins.4-1/4 ins. x 8 ins.Journal boxes, malleable iron, M. C. B. Standard,
Both the motor and the trailer trucks have been designed with the greatest care for severe service, and their details are the outcome of years of practical experience.
Early in the development of the plans for the subway system in New York City, it was foreseen that the efficiency of operation of a road with so heavy a traffic as is being provided for would depend largely upon the completeness of the block signaling and interlocking systems adopted for spacing and directing trains. On account of the importance of this consideration, not only for safety of passengers, but also for conducting operation under exacting schedules, it was decided to install the most complete and effective signaling system procurable. The problem involved the prime consideration of:
Safety and reliability.Greatest capacity of the lines consistent with the above.Facility of operation under necessarily restricted yard and track conditions.
Safety and reliability.
Greatest capacity of the lines consistent with the above.
Facility of operation under necessarily restricted yard and track conditions.
In order to obtain the above desiderata it was decided to install a complete automatic block signal system for the high-speed routes, block protection for all obscure points on the low-speed routes, and to operate all switches both for line movements and in yards by power from central points. This necessarily involved the interconnection of the block and switch movements at many locations and made the adoption of the most flexible and compact appliances essential.
Of the various signal systems in use it was found that the one promising entirely satisfactory results was the electro-pneumatic block and interlocking system, by which power in any quantity could be readily conducted in small pipes any distance and utilized in compact apparatus in the most restricted spaces. The movements could be made with the greatest promptness and certainty and interconnected for the most complicated situations for safety. Moreover, all essential details of the system had been worked out in years of practical operation on important trunk lines of railway, so that its reliability and efficiency were beyond question.
The application of such a system to the New York subway involved an elaboration of detail not before attempted upon a railway line of similar length, and the contract for its installation is believed to be the largest single order ever given to a signal manufacturing company.
In the application of an automatic block system to an electric railway where the rails are used for the return circuit of the propulsion current, it is necessary to modify the system as usually applied to a steam railway and introduce a track circuit control that will not be injuriously influenced by the propulsion current. This had been successfully accomplished for moderately heavy electric railway traffic in the Boston elevated installation, which was the first electric railway to adopt a complete automatic block signal system with track circuit control.
The New York subway operation, however, contemplated traffic of unprecedented density and consequent magnitude of the electric currents employed, and experience with existing track circuit control systemsled to the conclusion that some modification in apparatus was essential to prevent occasional traffic delays.
The proposed operation contemplates a possible maximum of two tracks loaded with local trains at one minute intervals, and two tracks with eight car express trains at two minute intervals, the latter class of trains requiring at times as much as 2,000 horse power for each train in motion. It is readily seen, then, that combinations of trains in motion may at certain times occur which will throw enormous demands for power upon a given section of the road. The electricity conveying this power flows back through the track rails to the power station and in so doing is subject to a "drop" or loss in the rails which varies in amount according to the power demands. This causes disturbances in the signal-track circuit in proportion to the amount of "drop," and it was believed that under the extreme condition above mentioned the ordinary form of track circuit might prove unreliable and cause delay to traffic. A solution of the difficulty was suggested, consisting in the employment of a current in the signal track circuit which would have such characteristic differences from that used to propel the trains as would operate selectively upon an apparatus which would in turn control the signal. Alternating current supplied this want on account of its inductive properties, and was adopted, after a demonstration of its practicability under similar conditions elsewhere.
FRONT VIEW OF BLOCK SIGNAL POST, SHOWING LIGHTS, INDICATORS AND TRACK STOPFRONT VIEW OF BLOCK SIGNAL POST, SHOWING LIGHTS, INDICATORS AND TRACK STOP
After a decision was reached as to the system to be employed, the arrangement of the block sections was considered from the standpoint of maximum safety and maximum traffic capacity, as it was realized that the rapidly increasing traffic of Greater New York would almost at once tax the capacity of the line to its utmost.
The usual method of installing automatic block signals in the United States is to provide home and distant signals with the block sections extending from home signal to home signal; that is, the block sections end at the home signals and do not overlap each other. This is also the arrangement of block sections where the telegraph block or controlled manual systems are in use. The English block systems, however, allemploy overlaps. Without the overlap, a train in passing from one block section to the other will clear the home signals for the section in the rear, as soon as the rear of the train has passed the home signal of the block in which it is moving. It is thus possible for a train to stop within the block and within a few feet of this home signal. If, then, a following train should for any reason overrun this home signal, a collision would result. With the overlap system, however, a train may stop at any point in a block section and still have the home signal at a safe stopping distance in the rear of the train.
Conservative signaling is all in favor of the overlap, on account of the safety factor, in case the signal is accidentally overrun. Another consideration was the use of automatic train stops. These stops are placed at the home signals, and it is thus essential that a stopping distance should be afforded in advance of the home signal to provide for stopping the train to which the brake had been applied by the automatic stop.
Ordinarily, the arrangement of overlap sections increases the length of block sections by the length of the overlap, and as the length of the section fixed the minimum spacing of trains, it was imperative to make the blocks as short as consistent with safety, in order not to cut down the carrying capacity of the railway. This led to a study of the special problem presented by subway signaling and a development of a blocking system upon lines which it is believed are distinctly in advance of anything heretofore done in this direction.
REAR VIEW OF BLOCK SIGNAL POST, SHOWING TRANSFORMER AND INSTRUMENT CASES WITH DOORS OPENREAR VIEW OF BLOCK SIGNAL POST, SHOWING TRANSFORMER AND INSTRUMENT CASES WITH DOORS OPEN
Block section lengths are governed by speed and interval between trains. Overlap lengths are determined by the distance in which a train can be stopped at a maximum speed. Usually the block section length is the distance between signals, plus the overlap; but where maximum traffic capacity is desired the block section length can be reduced to the length of two overlaps, and this was the system adopted for the Interborough. The three systems of blocking trains, with and without overlaps, is shown diagramatically onpage 143, where two successive trainsare shown at the minimum distances apart for "clear" running for an assumed stopping distance of 800 feet. The system adopted for the subway is shown in line "C," giving the least headway of the three methods.
PNEUMATIC TRACK STOP, SHOWING STOP TRIGGER IN UPRIGHT POSITIONPNEUMATIC TRACK STOP, SHOWING STOP TRIGGER IN UPRIGHT POSITION
The length of the overlap was given very careful consideration by the Interborough Rapid Transit Company, who instituted a series of tests of braking power of trains; from these and others made by the Pennsylvania Railroad Company, curves were computed so as to determine the distance in which trains could be stopped at various rates of speed on a level track, with corrections for rising and falling to grades up to 2 per cent. Speed curves were then plotted for the trains on the entire line, showing at each point the maximum possible speed, with the gear ratio of the motors adopted. A joint consideration of the speeds, braking efforts, and profile of the road were then used to determine at each and every point on the line the minimum allowable distance between trains, so that the train in the rear could be stopped by the automatic application of the brakes before reaching a train which might be standing at a signal in advance; in other words, the length of the overlap section was determined by the local conditions at each point.
In order to provide for adverse conditions the actual braking distances was increased by 50 per cent.; for example, the braking distance of a train moving 35 miles an hour is 465 feet, this would be increased 50 per cent. and the overlap made not less than 697 feet. With this length of overlap the home signals could be located 697 feet apart, and the block section length would be double this or 1394 feet. The average length of overlaps, as laid out, is about 800 feet, and the length of block sections double this, or 1,600 feet.
VIEW UNDER CAR, SHOWING TRIGGER ON TRUCK IN POSITION TO ENGAGE WITH TRACK STOPVIEW UNDER CAR, SHOWING TRIGGER ON TRUCK IN POSITION TO ENGAGE WITH TRACK STOP
The protection provided by this unique arrangement of signals is illustrated onpage 143. Three positions of train are shown:
"A." MINIMUM distance between trains: The first train has just passed the home signal, the secondtrain is stopped by the home signal in the rear; if this train had failed to stop at this point, the automatic stop would have applied the air brake and the train would have had the overlap distance in which to stop before it could reach the rear of the train in advance; therefore, under the worst conditions, no train can get closer to the train in advance than the length of the overlap, and this is always a safe stopping distance."B." CAUTION distance between train: The first train in same position as in "A," the second train at the third home signal in the rear; this signal can be passed under caution, and this distance between trains is the caution distance, and is always equal to the length of the block section, or two overlaps."C." CLEAR distance between trains: First train in same position as in "A," second train at the fourth home signal in the rear; at this point both the home and distant signals are clear, and the distance between the trains is now the clear running distance; that is, when the trains are one block section plus an overlap apart they can move under clear signal, and this distance is used in determining the running schedule. It will be noted in "C" that the first train has the following protection: Home signals 1 and 2 in stop position, together with the automatic stop at signal 2 in position to stop a train, distant signal 1, 2, and 3 all at caution, or, in other words, a train that has stopped is always protected by two home signals in its rear, and by three caution signals, in addition to this an automatic stop placed at a safe stopping distance in the rear of the train.
"A." MINIMUM distance between trains: The first train has just passed the home signal, the secondtrain is stopped by the home signal in the rear; if this train had failed to stop at this point, the automatic stop would have applied the air brake and the train would have had the overlap distance in which to stop before it could reach the rear of the train in advance; therefore, under the worst conditions, no train can get closer to the train in advance than the length of the overlap, and this is always a safe stopping distance.
"B." CAUTION distance between train: The first train in same position as in "A," the second train at the third home signal in the rear; this signal can be passed under caution, and this distance between trains is the caution distance, and is always equal to the length of the block section, or two overlaps.
"C." CLEAR distance between trains: First train in same position as in "A," second train at the fourth home signal in the rear; at this point both the home and distant signals are clear, and the distance between the trains is now the clear running distance; that is, when the trains are one block section plus an overlap apart they can move under clear signal, and this distance is used in determining the running schedule. It will be noted in "C" that the first train has the following protection: Home signals 1 and 2 in stop position, together with the automatic stop at signal 2 in position to stop a train, distant signal 1, 2, and 3 all at caution, or, in other words, a train that has stopped is always protected by two home signals in its rear, and by three caution signals, in addition to this an automatic stop placed at a safe stopping distance in the rear of the train.
ELECTRO-PNEUMATIC INTERLOCKING MACHINE ON STATION PLATFORMELECTRO-PNEUMATIC INTERLOCKING MACHINE ON STATION PLATFORM
SPECIAL INTERLOCKING SIGNAL CABIN SOUTH OF BROOKLYN BRIDGE STATIONSPECIAL INTERLOCKING SIGNAL CABIN SOUTH OF BROOKLYN BRIDGE STATION
Description of Block Signaling System
The block signaling system as installed consists of automatic overlapping system above described applied to the two express tracks between City Hall and 96th Street, a distance of six and one-half miles, or thirteen miles of track; and to the third track between 96th and 145th Streets on the West Side branch, a distance of two and one-half miles. This third track is placed between the two local tracks, and will be used for express traffic in both directions, trains moving toward the City Hall in the morning and in the opposite direction at night; also the two tracks from 145th Street to Dyckman Street, a distance of two and one-half miles, or five miles of track. The total length of track protected by signals is twenty-four and one-half miles.
The small amount of available space in the subway made it necessary to design a special form of the signal itself. Clearances would not permit of a "position" signal indication, and, further, a position signal purely was not suitable for the lighting conditions of the subway. A color signal was therefore adopted conforming to the adopted rules of the American Railway Association. It consists of an iron case fitted with two white lenses, the upper being the home signal and the lower the distant. Suitable colored glasses are mounted in slides which are operated by pneumatic cylinders placed in the base of the case. Home and dwarf signals show a red light for the danger or "stop" indication. Distant signals show a yellow light for the "caution" indication. All signals show a green light for the "proceed" or clear position. Signals inthe subway are constantly lighted by two electric lights placed back of each white lens, so that the lighting will be at all times reliable.
On the elevated structure, semaphore signals of the usual type are used. The signal lighting is supplied by a special alternating current circuit independent of the power and general lighting circuits.
A train stop or automatic stop of the Kinsman system is used at all block signals, and at many interlocking signals. This is a device for automatically applying the air brakes to the train if it should pass a signal in the stop position. This is an additional safeguard only to be brought into action when the danger indication has for any reason been disregarded, and insures the maintenance of the minimum distance between trains as provided by the overlaps established.
Great care has been given to the design, construction, and installation of the signal apparatus, so as to insure reliability of operation under the most adverse conditions, and to provide for accessibility to all the parts for convenience in maintenance. The system for furnishing power to operate and control the signals consists of the following:
Two 500-volt alternating current feed mains run the entire length of the signal system. These mains are fed by seven direct-current motor-driven generators operated in multiple located in the various sub-power stations. Any four of these machines are sufficient to supply the necessary current for operating the system. Across these alternating mains are connected the primary coils of track transformers located at each signal, the secondaries of which supply current of about 10 volts to the rails of the track sections. Across the rails at the opposite end of the section is connected the track relay, the moving element of which operates a contact. This contact controls a local direct-current circuit operating, by compressed air, the signal and automatic train stop.
Direct current is furnished by two mains extending the length of the system, which are fed by eight sets of 16-volt storage batteries in duplicate. These batteries are located in the subway at the various interlocking towers, and are charged by motor generators, one of which is placed at each set of batteries. These motor generators are driven by direct current from the third rail and deliver direct current of 25 volts.
The compressed air is supplied by six air compressors, one located at each of the following sub-stations: Nos. 11, 12, 13, 14, 16, and 17. Three of these are reserve compressors. They are motor-driven by direct-current motors, taking current from the direct-current buss bars at sub-stations at from 400 to 700 volts. The capacity of each compressor is 230 cubic feet.
MAIN LINE, PIPING AND WIRING FOR BLOCK AND INTERLOCKING SYSTEM, SHOWING JUNCTION BOX ON COLUMNMAIN LINE, PIPING AND WIRING FOR BLOCK AND INTERLOCKING SYSTEM, SHOWING JUNCTION BOX ON COLUMN
The motor-driven air compressorsare controlled by a governor which responds to a variation of air pressure of five pounds or less. When the pressure has reached a predetermined point the machine is stopped and the supply of cooling water shut off. When the pressure has fallen a given amount, the machine is started light, and when at full speed the load is thrown on and the cooling water circulation reëstablished. Oiling of cylinders and bearings is automatic, being supplied only while the machines are running.
Two novel safety devices having to do especially with the signaling may be here described. The first is an emergency train stop. It is designed to place in the hands of station attendants, or others, the emergency control of signals. The protection afforded is similar in principle to the emergency brake handle found in all passenger cars, but operates to warn all trains of an extraneous danger condition. It has been shown in electric railroading that an accident to apparatus, perhaps of slight moment, may cause an unreasoning panic, on account of which passengers may wander on adjoining tracks in face of approaching trains. To provide as perfectly as practicable for such conditions, it has been arranged to loop the control of signals into an emergency box set in a conspicuous position in each station platform. The pushing of a button on this box, similar to that of the fire-alarm signal, will set all signals immediately adjacent to stations in the face of trains approaching, so that all traffic may be stopped until the danger condition is removed.
The second safety appliance is the "section break" protection. This consists of a special emergency signal placed in advance of each separate section of the third rail; that is, at points where trains move from a section fed by one sub-station to that fed by another. Under such conditions the contact shoes of the train temporarily span the break in the third rail. In case of a serious overload or ground on one section, the train-wiring would momentarily act as a feeder for the section, and thus possibly blow the train fuses and cause delay. In order, therefore, to prevent trains passing into a dangerously overloaded section, an overload relay has been installed at each section break to set a "stop" signal in the face of an approaching train, which holds the train until the abnormal condition is removed.
THREE METHODS OF BLOCK SIGNALINGTHREE METHODS OF BLOCK SIGNALING
DIAGRAM OF OVERLAPPING BLOCK SIGNAL SYSTEM ILLUSTRATING POSSIBLE POSITIONS OF TRAINS RUNNING UNDER SAMEDIAGRAM OF OVERLAPPING BLOCK SIGNAL SYSTEM ILLUSTRATING POSSIBLE POSITIONS OF TRAINS RUNNING UNDER SAME
Interlocking System
The to-and-fro movement of a dense traffic on a four-track railway requires a large amount of switching, especially when each movement is complicated by junctions of two or more lines. Practically every problem of trunk line train movement, including two, three, and four-track operation, had to be provided for in the switching plants of the subway. Further, the problem was complicated by the restricted clearances and vision attendant upon tunnel construction. It was estimated that the utmost flexibility of operation should be provided for, and also that every movement be certain, quick, and safe.
All of the above, which are referred to in the briefest terms only, demanded that all switching movements should be made through the medium of power-operated interlocking plants. These plants in the subway portions of the line are in all cases electro-pneumatic, while in the elevated portions of the line mechanical interlocking has been, in some cases, provided.
A list of the separate plants installed will be interesting, and is given below:
Location.InterlockingMachines.WorkingLevers.MAIN LINE.City Hall,332Spring Street,21014th Street,21618th Street,1442d Street,21572d Street21596th Street219WEST SIDE BRANCH.100th Street,16103d Street,16110th Street,212116th Street,212Manhattan Viaduct,112137th Street,217145th Street,219Dyckman Street,112216th Street,114EAST SIDE BRANCH.135th Street,26Lenox Junction,17145th Street,19Lenox Avenue Yard,135Third and Westchester Avenue Junction,113St. Anna Avenue,124Freeman Street,112176th Street,266————Total,37393The total number of signals, both block and interlocking, is as follows:Home signals,354Dwarf signals,150Distant signals,187——Total,691Total number of switches,224
It will be noted that in the case of the City Hall Station three separate plants are required, all of considerable size, and intended for constant use for a multiplicity of movements. It is, perhaps, unnecessary to state that all the mechanism of these important interlocking plants is of the most substantial character and provided with all the necessary safety appliances and means for rapidly setting up the various combinations. The interlocking machines are housed in steel concrete "towers," so that the operators may be properly protected and isolated in the performance of their duties.
The employment of water-proofing to the exterior surfaces of the masonry shell of the tunnel, which is applied to the masonry, almost without a break along the entire subway construction, has made it unnecessary to provide an extensive system of drains, or sump pits, of any magnitude, for the collection and removal of water from the interior of the tunnel.
On the other hand, however, at each depression or point where water could collect from any cause, such as by leakage through a cable manhole cover or by the breaking of an adjacent water pipe, or the like, a sump pit or drain has been provided for carrying the water away from the interior of the tunnel.
For all locations, where such drains, or sump pits, are located above the line of the adjacent sewer, the carrying of the water away has been easy to accomplish by employing a drain pipe in connection with suitable traps and valves.
In other cases, however, where it is necessary to elevate the water, the problem has been of a different character. In such cases, where possible, at each depression where water is liable to collect, a well, or sump pit, has been constructed just outside the shell of the tunnel. The bottom of the well has been placed lower than the floor of the tunnel, so that the water can flow into the well through a drain connecting to the tunnel.
Each well is then provided with a pumping outfit; but in the case of these wells and in other locations where it is necessary to maintain pumping devices, it has not been possible to employ a uniform design of pumping equipment, as the various locations offer different conditions, each employing apparatus best suited to the requirements.
In no case, except two, is an electric pump employed, as the employment of compressed air was considered more reliable.
The several depressions at which it is necessary to maintain a pumping plant are enumerated as follows:
No. 1—Sump at the lowest point on City Hall Loop.No. 2—Sump at intersection of Elm and White Streets.No. 3—Sump at 38th Street in the Murray Hill Tunnel.No. 4—Sump at intersection of 46th Street and Broadway.No. 5—Sump at intersection of 116th Street and Lenox Avenue.No. 6—Sump at intersection of 142d Street and Lenox Avenue.No. 7—Sump at intersection of 147th Street and Lenox Avenue.No. 8—Sump at about 144th Street in Harlem River approach.No. 9—Sump at the center of the Harlem River Tunnel.No. 10—Sump at intersection of Gerard Avenue and 149th Street.
No. 1—Sump at the lowest point on City Hall Loop.
No. 2—Sump at intersection of Elm and White Streets.
No. 3—Sump at 38th Street in the Murray Hill Tunnel.
No. 4—Sump at intersection of 46th Street and Broadway.
No. 5—Sump at intersection of 116th Street and Lenox Avenue.
No. 6—Sump at intersection of 142d Street and Lenox Avenue.
No. 7—Sump at intersection of 147th Street and Lenox Avenue.
No. 8—Sump at about 144th Street in Harlem River approach.
No. 9—Sump at the center of the Harlem River Tunnel.
No. 10—Sump at intersection of Gerard Avenue and 149th Street.
In addition to the above mentioned sumps, where pumping plants are maintained, it is necessary to maintain pumping plants at the following points:
Location No. 1—At the cable tunnel constructed under the Subway at 23d Street and Fourth Avenue.Location No. 2—At the sub-subway at 42d Street and Broadway.Location No. 3—At the portal of the Lenox Avenue extension at 148th Street.Location No. 4—At the southerly end of the Harlem River tube.Location No. 5—At the northerly end of the Harlem River tube.Location No. 6—At the portal at Bergen Avenue and 149th Street.
Location No. 1—At the cable tunnel constructed under the Subway at 23d Street and Fourth Avenue.
Location No. 2—At the sub-subway at 42d Street and Broadway.
Location No. 3—At the portal of the Lenox Avenue extension at 148th Street.
Location No. 4—At the southerly end of the Harlem River tube.
Location No. 5—At the northerly end of the Harlem River tube.
Location No. 6—At the portal at Bergen Avenue and 149th Street.
In the case of the No. 1 sump a direct-connected electric triple-plunger pump is employed, situated in a pump room about 40 feet distant from the sump pit. In the case of Nos. 2, 4, and 7 sumps, automatic air lifts are employed. This apparatus is placed in those sump wells which are not easily accessible, and the air lift was selected for the reason that no moving parts are conveyed in the air-lift construction other than the movable ball float and valve which control the device. The air lift consists of concentric piping extending several feet into the ground below the bottom of the well, and the water is elevated by the air producing a rising column of water of less specific weight than the descending column of water which is in the pipe extending below the bottom of the sump well.
In the case of Nos. 3 and 5 sumps, and for Location No. 1, automatic air-operated ejectors have been employed, for the reason that the conditions did not warrant the employment of air lifts or electric or air-operated pumps.
In the case of Nos. 6, 8, 9, and 10 sumps and for Locations Nos. 2, 4, and 5, air-operated reciprocating pumps will be employed. These pumps will be placed in readily accessible locations, where air lifts could not be used, and this type of pump was selected as being the most reliable device to employ.
In the case of Location No. 3, where provision has to be made to prevent a large amount of yard drainage, during a storm, from entering the tunnel where it descends from the portal, it was considered best to employ large submerged centrifugal pumps, operated by reciprocating air engines. Also for the portal, at Location No. 6, similar centrifugal pumps will be employed, but as compressed air is not available at this point, these pumps will be operated by electric motors.
The air supply to the air-operating pumping devices will be independent from the compressed air line which supplies air to the switch and signal system, but break-down connections will be made between the two systems, so that either system can help the other out in case of emergency.
A special air-compressor plant is located at the 148th Street repair shop, and another plant within the subway at 41st Street, for supplying air to the pumps, within the immediate locality of each compressor plant. For the more remote pumps, air will be supplied by smaller air compressors located within passenger stations. In one case, for the No. 2 sump, air will be taken from the switch and signal air-compressor plant located at the No. 11 sub-station.
While popularly and not inaccurately known as the "Subway System," the lines of the Interborough Company comprise also a large amount of trackage in the open air, and hence the rolling stock which has already been described is devised with the view to satisfying all the peculiar and special conditions thus involved. A necessary corollary is the requirement of adequate inspection and repair shops, so that all the rolling stock may at all times be in the highest state of efficiency; and in this respect the provision made by the company has been lavish and liberal to a degree.
The repair and inspection shop of the Interborough Rapid Transit Company adjoins the car yards of the company and occupies the entire block between Seventh Avenue on the west, Lenox Avenue and the Harlem River on the east, 148th Street on the south, and 149th Street on the north. The electric subway trains will enter the shops and car yard by means of the Lenox Avenue extension, which runs directly north from the junction at 142d Street and Lenox Avenue of the East Side main line. The branch leaves the main line at 142d Street, gradually approaches the surface, and emerges at about 147th Street.
General Arrangement
The inspection shed is at the southern end of the property and occupies an area of approximately 336 feet by 240 feet. It is divided into three bays, of which the north bay is equipped with four tracks running its entire length, and the middle bay with five tracks. The south bay contains the machine-tool equipment, and consists of eighteen electrically driven machines, locker and wash rooms, heating boilers, etc., and has only one track extending through it.
Construction
The construction of the inspection shops is that which is ordinarily known as "reinforced concrete," and no wood is employed in the walls or roof. The building is a steel structure made up of four rows of center columns, which consist of twenty-one bays of 16 feet each, supporting the roof trusses. The foundations for these center columns are concrete piers mounted on piles. After the erection of the steel skeleton, the sides of the building and the interior walls are constructed by the use of 3/4-inch furring channels, located 16 inches apart, on which are fastened a series of expanded metal laths. The concrete is then applied to these laths in six coats, three on each side, and termed respectively the scratch coat, the rough coat, and the fining coat. In the later, the concrete is made with white sand, to give a finished appearance to the building.
The roof is composed of concrete slabs, reinforced with expanded metal laths and finished with cement and mortar. It is then water-proofed with vulcanite water-proofing and gravel.
In this connection it might be said that, although this system of construction has been employed before, the building under consideration is the largest example of this kind of work yet done in the neighborhood ofNew York City. It was adopted instead of corrugated iron, as it is much more substantial, and it was considered preferable to brick, as the later would have required much more extensive foundations.
The doors at each of the bays of the building are of rolling steel shutter type, and are composed of rolled-steel strips which interloop with each other, so that while the entire door is of steel, it can easily be raised and lowered.
Capacity and Pit Room
All of the tracks in the north and middle bays are supplied with pits for inspecting purposes, and as each track has a length sufficient to hold six cars, the capacity of these two bays is fifty-four cars.
The inspection pits are heated by steam and lighted by electric light, for which latter purpose frequent sockets are provided, and are also equipped with gas pipes, so that gas torches can be used instead of gasoline.