Year: 1899

page_text: We, BENJAMIN FOWLER CARPENTER, residing at Roselle, County of Union,
State of New Jersey, U.S.A., Engineer, and CHARLES NEWELL FOWLER, residing
at Elizabeth, County of Union, State of New Jersey, U.S.A., Lawyer, do hereby
declare the nature of this invention to be as follows:-
The object of the present invention is to construct required works beneath the
surface of the ground with as little obstruction or disturbance of the surface as
possible, and to interfere in the smallest degree with the traffic upon the surface
during such construction.
Instead of a system or props and frames which carry the weight of the soil over
the excavation by supporting it from below, my method holds it in suspension
from above by means of suspension rods connected to surface supports or temporary
bridging which distributes the weight on and into the adjacent embankment.
I effect such suspension by arranging beams or surface supports in place before
the excavation is made, and extend rods downward from such supports through
the soil or pavement to the required depth before the excavation of the tunnel is
commenced.
An opening being made in the line of the tunnel, it is obvious that a heading
may be readily extended in the direction of the rods, and roof boards, plates, or
metallic arches may be secured to such rods as the heading is driven forward.
The surface material is thus supported temporarily until the permanent structure
is erected in the tunnel, concrete or earth being packed between such structure
and the surface material to permanently support the same.
By this invention I am enabled to preserve substantially unbroken and un-
injured the pavement of a street and its sub-stratum foundation, when the
excavation is under streets, or to preserve the trees, shrubs, and surface structures
and ornaments if under parks and public squares.
Where the street pavement, as is common in many cities, is laid upon a bed
of concrete, the concrete forms a rigid mass which possesses sufficient strength
to support the weight of the pavement across a narrow span, but the provision
of bridging beams over a broader surface, and the insertion of suspension rods
through such beams and pavement, and the application of plates and nuts to
their lower ends, serve to support such a rigid pavement effectively over a span
of any required width, as the entire weight of the pavement is transferred by
such rods to the bridging beams.
Where the rigidity of the pavement is preserved during the driving of the
tunnel, the pavement may be used to sustain the adjacent buildings, by inserting
braces between the curbstones of the pavement and the foundations of such.
buildings.
To avoid the interruption of the traffic over the pavement, where the beams
are laid to carry the suspension rods, a temporary bridge may be constructed by

page_text: providing other beams with their ends extended beyond the sides of the proposed
excavation, and supporting upon such beams a floor at a little distance above the
first mentioned beams which carry the suspension rods.
The load upon such bridge is thus transmitted beyond the sides of the excava-
tion, and is carried without imposing any strain upon the suspended portion
of the pavement. With the pavement thus suspended, and provision made for
sustaining the traffic without loading or jarring the pavement, the tunnel is
readily excavated by any ordinary means, the soil at the sides of the tunnel being
sustained by timber-frames and poling-boards where necessary, until the per-
manent structure is erected.
The rods and plates which support the pavement, or other surface material,
are removed in succession as the permanent structure is erected, and the weight
is progressively transferred from the rods to such permanent structure.
The same, or additional suspension rods, may be used to support sewer-pipes,
gas and water mains, or electrical conduits, which may be found in the line of
the excavation. Temporary pipes may be laid in a pipe gallery as the excavation
progresses, and at suitable intervals the mains would be connected with such
pipes, and the dead pipes then removed from the ceiling of the tunnel pre-
paratory to erecting the roof of the same.
In such case, the temporary pipes would be first suitably connected with the
service pipes taken from the corresponding mains, and the destruction of such
mains would not therefore interrupt the use of such pipes.
When the permanent structure is erected in the tunnel beneath a concrete
pavement, blocks may be inserted between the roof of the tunnel and the sus-
pended material, to support such material when the suspension rods are removed,
and waterproof material, as hydraulic cement or melted asphaltum may be
poured through the rod holes upon the roof of the tunnel to form a waterproof
coating upon the same, and to fill the holes to secure the exclusion of water from
the finished work.
"
Melted asphaltum is preferably poured into the holes through which the rods
are inserted, to exclude water from the excavation.
By my invention, underground works can be carried, and without such exposure
to water, as occurs where an excavation is employed, and my invention furnishes
special facility for excluding the surface water during excavation and construc-
tion; thereby preventing flooding and consequent liability to damage, which is
in some instances of vast importance, especially when contiguous or adjacent
structures and their foundations are endangered.
The unhealthy vapors emanating from open trench tunneling (such as from
sewer and gas pipes in city streets) as well as the storage of excavated earth, with
all of its attendant nuisance is avoided by the method I have devised. Where
a tunnel of sufficient size is excavated tracks may be constructed to carry the
excavated material to suitable points for removal; but my invention is adapted
for the excavation of any underground passage of sufficient size to receive a work-
man to remove the earth and insert metal or mason-work to form a conduit.
My invention includes the means for substituting and removing the various
pipes or conduits in the tunnel, and where such frames are applicable it includes
metallic frames of suitable shape at the top to fit the arch of the excavation, and
suspended by the rods to support poling-boards when driven around the edges
of such frame.
Dated this Sawanth dow
1000
TTY ◄

page_text: We, BENJAMIN FOWLER CARPENTER, residing at Roselle, County of Union,
State of New Jersey, U.S.A., Engineer, and CHARLES NEWELL FOWLER, residing
at Elizabeth, County of Union, State of New Jersey, U.S.A., Lawyer, do hereby
declare the nature of this invention and in what manner the same is to be per-
formed, to be particularly described and ascertained in and by the following
statement:
-
The object of the invention is to construct any required works beneath the
surface with as little obstruction or disturbance of the surface as possible and
to interfere in the smallest degree with the traffic which finds movement over the
excavation during such construction.
The object is also to preserve substantially unbroken and uninjured the pave-
ment of the street and its substratum foundation when the excavation is under
streets or to preserve the trees, shrubs, and surface structures and ornaments if
under parks and public squares.
Such preservation is sometimes a determining factor as to whether such sub-
surface work shall be executed, and sometimes the cost of removing and again
restoring such surface improvements would prove prohibitive.
The protection of such subterranean work from injury by water is secured in my
invention by maintaining the surface water-tight during excavation and construc-
tion, thereby preventing flooding and consequent liability to damage, which is
in some instances of vast importance, especially when contiguous or adjacent
structures and their foundations are endangered. The unhealthy vapors eman-
ating from open-trench tunneling, such as from sewers in city streets, as well as
the storage of excavated earth, with all its attendant nuisance, can be avoided
by the method I have devised. Instead of a system of props and frames which
carry the weight of the soil over the excavation by supporting it from below my
method holds it in suspension from above by means of suspension-rods connected
to surface supports or temporary bridging, which distributes the weight on and
into the adjacent embankments. By such means of supporting the surface
material the tunnel is largely freed from timbering and obstructions, so that
suitable railways or suspended tramways can he operated for removing the
excavated earth and introducing the constructive materials, thus greatly facili-
tating the work.
The surface properly suspended by my method becomes itself a brace or support
to hold the embankment in place, thereby preventing any yielding of adjacent
foundations or the sliding of the earth in the embankments, which is their natural
movement toward an excavation.
Underground passages or arcades are frequently required in the construction
of underground railways and have been sometimes formed by means of open
trenches, which necessitated the destruction of the street-pavement and tlie neces-
sity of subsequently relaying the same at great cost.
In the present invention the beams or surface-supports are arranged in place
and the rods extended downward through the soil or pavement to the required
depth before the excavation of the tunnel is commenced.
The
An opening being made at any point in the line of the tunnel, it is obvious
that a heading may be readily extended in the direction of the rods and roof-
boards or plates secured by such rods as the heading is driven forward.
surface material is thus supported temporarily until the permanent structure is
erected in the tunnel, concrete or earth being packed between such structure and

page_text: the surface material to permanently support the same.
Where the street-pave-
ment, as is common in many cities, is laid upon a bed of concrete, the concrete
forms a rigid mass which possesses sufficient strength to support the weight of
the pavement across a narrow span but the insertion of suspension-rods through
the pavement and the application of plates and nuts to their lower ends serves
to support such a rigid pavement effectively over a span of any required width.
as the entire weight of the pavement is transferred to such rods. Where the
rigidity of the pavement is preserved during the driving of a tunnel, it may be
used most effectively to sustain the adjacent buildings by inserting braces between
the curbstones and the foundations of such buildings.
To avoid the interruption of the traffic over a pavement where the beams are
laid to carry the suspension-rods, a temporary bridge may be constructed by
supporting at their ends upon the surface other beams of greater depth, with
their ends extended beyond the sides of the proposed excavation, and laying a floor
upon such beams at a little distance above the beams which support the pave-
ment. The traffic may then be carried upon such bridge without imposing any
strain whatever upon the suspended portion of the pavement and without
inducing any jars or vibrations in the beams which carry the suspension-rods.
With the pavement thus suspended and provision made for sustaining the traffic
without loading or jarring such pavement the tunnel is readily excavated by any
ordinary means, the soil at the sides of the tunnel being sustained by timber
frames and poling-boards, where necessary, until the permanent structure is
erected.
The excavation of the tunnel is greatly facilitated by the suspension of the
roof, as such suspension obviates the necessity of using any braces or supports
for such purpose, and the floor of the tunnel may therefore be occupied by a
track and cars run to and fro thereon to remove the earth and bring in building
materials.
Where the tunnel is driven adjacent to the lower surface of such a rigid pave-
ment, the rods and plates which support the pavement are removed in succes-
sion as the permanent structure is erected and the weight is transferred from the
rods to such permanent structure.
Where the roof of the tunnel is driven in proximity to soft material as ordinary
earth, sand or gravel--the suspension-rods may be employed to sustain plates
and boards which support temporarily the entire roof of the excavation, or the
rods may be used to suspend iron frames, around which poling-boards may be
driven, as is common with the timber frames heretofore used in tunneling.
It has been discovered that the roots of the trees which are found in ordinary
parks do not penetrate the soil many feet in depth, and by the means just described
it is obvious that a tunnel can be built four or five feet beneath the surface
supporting such growing trees and a sewer constructed or a tunnel for a railway
built without injury to the trees or any serious interference with their growth.
The cardinal feature of the present invention is the introduction of suspension-
rods through the surface to the top of the intended excavation to support the roof
of the excavation while the permanent structure is inserted and similar suspen-
sion-rods may be inserted through the surface material without disturbing the
same to support sewers, gas and water mains, or electrical conduits which may
he found in the line of the excavation. Temporary pipes may be laid in a pipe-
gallery as the excavation progresses, and at suitable intervals, as from six to ten
hundred feet, the mains would be connected with such temporary pipes and the
dead pipes then removed from the ceiling of the tunnel preparatory to erecting
the roof of the tunnel. In such case the temporary pipes would be first suitably
connected with the service-pipes taken from the corresponding maina, and the
destruction of such mains would not therefore interrupt the use of such service-
pipes.
Where the number and kind of mains which are to be removed from the tunnel
are fully known in advance, a section of eight or ten hundred feet of correspond-

page_text: ing mains may, before the tunnel is excavated, be laid upon the surface beneath
the temporary bridge and connected with the existing service-pipes. By connect-
ing such temporary section of mains at opposite ends with the mains in the ground
the intervening portions of the mains in the ground become dead pipes and may
be removed in succession when excavating the tunnel. The labor of suspending
such pipes within the tunnel is thus wholly avoided, and the permanent mains
may be located within the substructure when it is finished or in any other
permanent place and be suitably connected with the service-pipes.
The various details of the invention will be understood by reference to the
annexed drawing, in which Fig. 1 is a transverse section of a wide street with a
tunnel in process of construction under the right-hand portion of the pavement.
a tunnel completed under the left-hand portion, and a structure to be erected
between the two tunnels indicated by dotted lines in the remaining earth. Fig. 1ª
is a section of a suspension-beam with stirrup for the suspension-rod. Fig. 1b
shows a modification of Fig. 1. Fig. 2 is a similar cross section showing the
lateral tunnels completed and the middle tunnel under process of construction.
Fig. 3 is a longitudinal section through the side tunnel on line 3, 3, in Fig. 1,
showing the heading of the tunnel and a part of the completed structure. Fig. 4
is a similar view, in longitudinal section, through the center tunnel on line 4, 4,
in Fig. 1. Fig. 5 is a longitudinal section of the tunnel-heading with the
adjacent soil, showing the temporary mains for supplying service-pipes during
the driving of the tunnel. Fig. 6 is a cross section of such heading, showing the
goose-neck connections of the mains either above or below the surface. Fig. 7
is a cross section of a trench for constructing a single wall or row of piers with-
out breaking the surface. Fig. 8 is a cross section of a sewer-tunnel with the
surface soil supported adjacent to the roots of a tree. Fig. 9 is a longitudinal
section of the same at the center line. Fig. 10 is a cross section showing the
completed tunnel. Fig. 11 is an elevation of one of the metal frames shown in
Fig. 8.
Fig. 12 shows the bottom end of such frame, and Fig. 18 the joint-flange upon
the top of such frame. Figs. 14, 15 and 16 show modifications of the tunneling-
frames.
▲ designates the surface, a the paving-blocks, if such surface be paved, and a¹
a concrete bed or layer supporting such blocks. In Fig. 1, A¹ designates cable-
conduit frames, A2 the sidewalks at the edges of the pavement, and "As the front
lines of the adjacent buildings.
B represents metal suspension-beams supported above the pavement across the
intended tunnel by stringers or blocks B', which transfer the load to solid supports
at the sides of the tunnel. c designates the suspension-rods, carried by the
beams B, e boards or plates applied to their lower ends to support the roof of
the tunnel, and the nuts screwed upon the rods. 6 are blocks inserted between
pavement and beams B to prevent fracture of the pavement by the nuts.
D designates the bridge-beams, (shown in Fig. 1) supported upon the blocks
or stringers B and carrying the temporary bridge structure D¹, upon which a
wagon D is shown. E designates walls at the outer sides of the lateral tunnels,
F the permanent posts at the inner sides of such tunnels, and L¹ the permanent
girder-beams supported by such walls and posts. Foundations FI are shown
beneath the posts F, and foundations G beneath posts G, which are represented
between the posts F to support, with such posts, the beams G¹ beneath the middle
of the street. When such structure is completed, it forms a quadruple tunnel
for a four-track railway, which would be excavated as follows: The route of
the tunnel being surveyed, rows of holes for the rods c are drilled at suitable
intervals, as two to five feet, according to the nature of the surface, in lines
across the proposed tunnel at a suitable depth to penetrate the top of the same.
The rods are then insorted and the blocks B¹ and beams B arranged to connect
such rods with the bottom flange of the beams by suitable stirrups or hangers,
as in Fig. 1, or by cross pieces above the beams, as shown at 6 in Figs. 8 and 9.

page_text: If provision be required for the traffic, the beams D, of greater depth than the
beams B, are arranged between the same, and the platform or bridge D¹ built
thereon, with inclines at the ends to lead the vehicles thereon, as shown in Fig. 5.
The excavation being commenced, the lower ends of the rods serve as a guide for
the top of the excavation, and the material above the same is supported by the
boards or plates c', which are made of suitable dimensions to properly sustain
the material and held in place by the nuts . Timbers H and poling-boards h
are shown at the sides of the excavation, with cross-bars I and braces I' to hold
such timbers in place, the timber framing being put up as the excavation advances
and the poling-boards & driven in slightly ahead of the excavation, as shown in
Fig. 3. Where pipes e, e¹, or electrical conduits are encountered and it is
desired to retain them in position, they may be suspended by rods directly to
the beams 13, as with the largest of the pipes e, (shown in Fig. 1), or a bare may
be hung to the beam B by suitable rods and the pipes suspended therefrom as
shown in the pipes e¹ and conduit.
The process of excavating the heading is shown in Figs. 3 and 5, where the
pavement a and concrete a¹ are shown suspended over a certain section of the
tunnel by the suspension-rods, and other rods in advance of the heading are shown
extended through the pavement to be used when reached by the excavator. In
Fig. 3 short timbers H are shown at the end of the upper bench J, with the
poling-boards h driven partly into place, and similar timbers and partly driven
poling-boards are shown adjacent to the lower hench J. As the tunnel is ex-
tended a track is laid upon the floor and cars K used to remove the earth and
bring in the material from the masonry F, which is advanced as fast as the excava-
tion is extended, the mason-work being built around the beams II where they
intersect the same.
The drawings show in Figs. 1 to 5, inclusive, side tunnels having large sub-
ways for pipe-galleries, and when the walls F are built at the sides of such
galleries beams F may be placed across the same and a track ¹ laid thereon and
cars K¹ operated above the cars K.
In practice, a section of several hundred feet in length would be completed
with the foundation-walls F1, and the cars would then furnish full provision for
bringing in the materials for the permanent structure, represented in Fig. 3 as
consisting of the iron posts F and girder-beams L, carrying the jack-arches L'.
At the left side of Figs. 1 and 3 the posts and girder-beams are shown in place,
with the jack-arches and masonry above the same.
Blocks L of suitable material are shown in these figures inserted between the
beams and the under side of the concrete a¹ to support the latter temporarily
when the suspension-rods are removed and during the filling in of the intervening
space with earth or concrete a².
Such concrete may be filled up to the plates or hoards e, leaving a space when
the boards and rods are successively removed into which asphaltum or liquid
cement may be poured through the holes in the pavement through which the
rods are withdrawn. By using blocks L made of asphaltum concrete the liquid
asphaltum unites perfectly with the same and forms an unbroken waterproof
covering to the structure beneath the pavement. At the right side of Fig. 1 the
foundation-walls FI only are shown finished, and the location of the posts I and
girders L are indicated in dotted lines. Prior to the erection of such girders a
cable-carrier may be sustained by rods e, Fig. 1, and an endless cable carried
over a pulley to transport buckets ol for removing the earth, and the head-
pulley of such cable-carrier may be advanced from time to time as the heading
is nushed forward, so as to take the earth from the bench nearest the ceiling.
The space between the completed work at the left of Fig. 3 and the heading
may represent eight or ten hundred feet, and in such space a cable-carrier could
be conveniently operated to carry the earth from the heading backward to a car
or to a shaft, where an elevator would take it to the surface. The pulley n for
..such carrier is shown in Fig. 3.with the rope and buckets extended partly toward

page_text: the finished work; but the driving apparatus for the rope is omitted, as it forms
no part of the present invention and is already well known.
In Fig. 1, M designates a stringer extended along the pavement at the inner
side of the finished tunnel to confine the heavier traffic to the space over such
tunnel while the intervening earth is excavated. Such earth is shown in Fig. 2
temporarily sustained by the timbers H and poling-boards h, braced against the
posts F, and Fig. 4 shows the means for removing such earth.
Beneath this portion of the street no suspension-rods are required, as falsework
can be supported upon the posts F to carry the body of the pavement and to
sustain the cable-conduits, if such there be in the street, as shown in Fig. 1. The
falsework consists of posts N and girders N¹, which may be, as shown in Fig. 4,
inserted gradually below the surface as the heading is advanced, such falsework
being fitted to the under sides of the cable-conduit frames and blocks n² (shown
in Fig. 2) being fitted between the girders N¹ and the pavement to support it
upon such girders until the permanent structure can be erected.
In removing the earth under the cable-conduits the permanent structure would
be built, as shown in Fig. 4, as close as possible to the heading where the earth
is removed, car-tracks being laid and extended toward the heading as fast as
the foundation for it can be completed, as shown in Fig. 4. By this method of
construction the double tunnel required under the middle portion of the street
for a four-track road can be constructed without breaking the surface of the
pavement or interfering with the passage of cars upon the car-tracks thereon.
The movement of wagons and other loads over the pavement by the car-tracks is,
however, preferably diverted to the sides of the street by stringers M during such
period, as shown in Fig. 2.
It is obvious that the use of falsework to support the pavement during the
excavation of the central tunnels is secured by the presence of the posts F, which
have been previously erected in constructing the lateral tunnels, and it is the
previous construction of such tunnels which obviate the necessity of suspending
the pavement over the central tunnel in excavating the latter.
Fig. 2 shows the great facilitates for operating with rapidity which are secured
by this method of construction as six tracks may be operated in the four tunnela
and pipe-galleries to take away the earth and bring in the materials for con-
struction. A movable hoisting-tackle Q is shown in the right-hand tunnel in
Fig. 2 lifting one of the girders G¹ upon a car to transfer it to cars upon two
tracks in the central tunnel. Such cars are shown provided with pneumatic
hoists R, having air-supply pipes r, and the beam when transfered to such cars
is hoisted to the tops of the posts F and swung around to rest upon the same.
The poling-boards and supporting-beams are taken down as fast as the earth is
removed, thus leaving free space for the insertion of the posts G and girders G
in place of the temporary falsework N N¹. In Fig. 1 the main el is shown con-
nected with the house A by service pipe E, and a permanent main E' is shown
in the pipe-gallery below connected also by pipe with the same service-pipe,
so that when the tunnel is finished, with the mains in the pipe-gallery connected
to the main supplies the pipes, which are suspended in the tunnel, may be removed
while the service pipes E remain connected with the permanent main E¹, as
shown at the left side of Fig. 1.
Where it is admissable, I prefer to lay a section of temporary mains as water,
gas, and other conduits upon the surface of the street and connect such sections
at its ends with the mains in the ground, so that the pipes in the ground between
such connections become dead pipes and may be promptly removed when they
are encountered in digging the tunnel. The sewer S is shown bracketed on the
wall E, being suspended until the wall is built. In such case a section of eight
or ten hundred feet of temporary mains may be laid and connected with service-
pipes, so as to furnish a temporary supply when the service pipes from the ground
are cut off.
When the tunnel is completed, the permanent mains may be located within

page_text: the substructure or in any new placement outside the tunnel, and when such
permanent mains are connected with the service pipes the temporary mains would
be removed. The temporary pipes are preferably covered by a bridge or platform
when laid upon the pavement, so as to protect them from accidental injury, the
bridge being supported at a suitable distance above the surface for this purpose.
The bridge may also serve to protect the pipes from frost by packing suitable
non-conducting material around the pipes beneath the platform of the bridge.
Such construction is shown in Figs. 5 and 6, where the bridge beams Dare
shown supported by stringers B' at a suitable distance above the pavement A to
introduce a water-pipe C, a long section of which is shown laid upon the pave-
ment and connected at the opposite ends (by goosenecks C") with the mains e in
the ground. The portions of the mains remaining in the ground (designated C¹³)
thus become dead pipes, and may be readily removed as the excavation progresses,
a heading being shown at the left end of the figure with one of the dead pipes
projecting into the same.
In Fig. 6 the water-pipe e and also electrical conduits are shown between
the pavement and the bridge, and the cable-carrier for the buckets o' is also
shown upon a larger scale than is possible in Fig. 1. Dotted lines C are shown
in Fig. 6, illustrating the location of a permanent pipe in the bottom of the
tunnel, as is shown at C in Fig. 1, the same being connected by goosenecks at
opposite ends with the mains in the ground, as would be proper when the section
of tunnel is finished and it is necessary to remove the pipes laid upon the pave-
ment, the main C being connected with the service-pipes before the temporary
pipe was disconnected therefrom. By such method of construction the suspension
of the pipes within the tunnel, as illustrated in Fig. 1 may be wholly avoided
and the tunnel may be constructed with much greater rapidity.
Fig. 7 shows the means of constructing a single wall at the side of a street
where it is deemed preferable to erect such a wall before the remainder of the
tunnel is driven, so that it may serve to support the foundation of the buildings
before the tunnel is excavated. In such a case the pavement or superincumbent
earth would be supported by suspension-rods, as shown in the figure, and in order
to excavate and build the wall without breaking the surface of the street along
the entire line of wall a space is excavated at the side of the wall of sufficient
width to lay a track and operate cars, as shown.
The method of construction shows in Figs. 1 to 6 is especially applicable to
cases where a rigid pavement is already laid above the line of the funnel; but
Figs. 8 to 13 show means of excavating the tunnel by the use of suspension-rods
in parks and squares where there is no pavement. In such cases the bridge-
beams which carry the suspension-rods may rest directly upon the soil over the
tunnel or may be supported upon blocks or piers which relieve the earth wholly
from pressure across the line of the tunnel.
Fig. 10 shows a completed sewer pipe with the suspension-rods drawn from
the earth, as would be admissable when the masonry is finished, while Fig. 8
shows blocks B¹ beneath the ends of the suspension beams B to relieve the earth
over the excavation from the load upon the rods, and the method of arranging
the suspension-beams may be thus varied to suit the particular requirements of
such case.
Figs. 8 and 9 show the means for excavating a tunnel and building the required
masonry where there is no pavement and where the soil requires poling-boards at
the top as well as at the sides of the excavation to support it until the masonry
is built. Such means consists of metallic frames provided with slots in the edge
adapted to receive the poling-boards, which are thus driven through the frames
instead of outside the frames, as is common when "
"
timber frames are used.
Such frames can be erected with much greater rapidity than timber frames. In
Fig. 8 a frame T is shown in two parts, forming each one side of an arch, and
united at the center by the flanges and bolt t¹ shown in Fig. 11. Notched

page_text: lugs are provided upon the frames to engage the lower ends of the suspension-
rods c, which thus serve to wholly sustain each frame.
Each frame is provided with slots T in its margin, through which poling-
boards u may be driven, as shown in Figs. 8 and 9. During the excavation of
the tunnel a pair of the frame parts T is introduced when each pair of rods is
encountered, and the frame parts are then set in the position shown in Fig. 8
and securely bolted together at the center. Footing-boards are driven down
at the sides of the excavation and supported by braces and v³, and the floor of
the excavation is then covered with concrete X, as shown in Fig. 9, upon which
the masonry of a sewer or tunnel is built. The masonry is carried forward as
close to the heading as is practicable to permit the driving of the necessary;
poling-boards through two or three of the frames T. Fig. 9 shows the facing-
boards W at the end of the heading, and one of the frames T in readiness to be
removed when the poling-boards are pushed past the edge of the same.
In Fig. 9 the masonry V of the sewer is shown partly completed and the face-
boards W are supported against the end of the sewer by bars and brace W. The
masonry of the sewer V is shown built close to the nearest frame T, which may
be done when the preceding frame is removed. The ends of the poling-boards
project a short distance beyond the frame T, and it is necessary in order to remove
such frame and continue the building of the mason-work to drive the boards
through the slots T¹ in the frame.
A bent drift, which is provided with a handle 2, is held against each of the
poling-boards in succession, while a hammer is applied to a seat upon the handle
to force each board through the slot in the frame. When the boards are all
driven through the slots, the frame parts may be disconnected at the center by
removing the bolt t and the foot of each frame then swung inwardly, as shown
in dotted lines in Fig. 8, after which it may be shifted forward to set in front
These are shown in
of the facing-boards W, and engaged with the rods c.
Fig. 9 pushed up to insert the frame, and would then be drawn down into engage-
ment with one of the notches of the lugs to apply the supporting nut. The
poling-boards are driven at such an inclination through the slots 1 that they
pass outside of the frame in advance, and when a frame is set before the face-
boards W other boards may be driven through the slots T in like manner to
support the earth, while the face-boards are removed and set forward sufficient
to introduce another frame.
In Fig. 10 the sewer is shown formed with an inner course of bricks and an
outer course of concrete and is built, as shown in Fig. 9, in close contact with
the poling-boards, which remain in place when the sewer is completed. By this
method of construction the tunnel may be driven and the mason-work completed
without disturbing the surface soil or injuriously affecting the roots of growing
trees and shrubs, and the injury is thus wholly avoided which is inflicted upon
the ground adjacent to a trench when a tunnel or sewer is built in an open trench
and the earth is thrown upon the surface at the top of the same. The same
freedom from damage to the contiguous surface is secured by suspending a street
pavement, as herein before described, and constructing a tunnel beneath the same
without breaking the surface, as the expense of removing and relaying the pave-
ment is not only saved, but the obstruction to the traffic which would be thereby
caused and the damage to surrounding objects by the piling of earth and stones
thereon.
From the above description it will be seen that the means may be materially
varied to carry out my invention, and that its essential feature is the use of
suspension-rods to support the surface material while excavating beneath the
same, and that the means used for sustaining the rods upon or above the surface
is immaterial, as well as the kind of supports at the lower ends of the rods, which
carry the suspended material.
Where iron frames are used to support poling-boards it is obvious that the

page_text: -
shape and proportions of such frame may be varied to suit the conditions as, for
instance, the character of the soil, the depth of the tunnel below the surface, and
the lines of pressure at such depth, as well as the shape of the sub-structure..
*
Fig. 14 shows that the frame and the poling-boards are not compelled to
support the entire weight of the superincumbent earth, as the material in most
cases has a certain degree of cohesion, which is preserved if the tunnel is driven
without breaking or disturbing the material. The dotted lines C, which inclose
a.triangular. mass of the material immediately above the top.of the frame, repre-
sent the material. which, in the case of.cohesive earth or loose rock, would. rest
upon the frame, while the material outside of such lines would..be supported by
its own cohesion.
It.is owing to such cohesion of the earth that it partly supports its own weight
above the tunnel and that the bridge-beams or surface supports may operate.satis-
factorily when placed directly upon the ground, as shown in Fig. 14. The bridge-
frames thus placed may serve effectively to support the frames and portion of
earth within the lines C, as the material outside of such lines maintain its
stability and is capable of supporting the load.
Figs. 15 and 16 show, respectively, a frame with horizontal top and frame
having a flat arch at the top, the joint between the two parts of the frame being
placed upon the center line in Fig. 16, the same as in Fig. 8, while the frame in
Fig. 15 is shown in three pieces, which embrace, respectively, the top arch and
tlie side legs. The flanges and bolts which connect the parts of the flange make
the frame. practically a unit and substantially the same strength as if made in
one piece, and the sides are thus enabled to resist the pressure to which they are
subjected.
The suspension-rods are preferable attached to the frames. at such points as to
equalize the pressure at each side of the rod, upon the top and sides of the
frame. The metallic-frames possess a great advantage over the ordinary timber
frames in respect. to the rigid connections of the top and the sides, which
enables the pressure upon. the top to balance the pressure upon the sides when
the rods are connected to the frames intermediate to the middle and sides, as
shown in Fig. 8. Such frames also facilitate the introduction of the poling-boards
by the provision of the slots in the margins of the frames, and the flange outside
of which slots supports the forward ends of the poling-boards and prevents them
from crowding inward against the new boards when inserted in the slots.
In. the application of the poling-boards to the exterior of the timber frames it
is necessary to wedge up the forward ends of the poling-boards to introduce fresh
boards in the sides of the frame; but with the construction shown and described
herein such wedging is wholly avoided, and the heading may thus be carried for-
ward with much greater rapidity. The suspension-rods are preferably inserted
in the earth or pavement above a considerable section of the proposed tunnel
before the latter is driven, and such construction offers the advantage of per-
mitting the survey of the route of the tunnel to be made above the surface, where
it may be performed with much greater rapidity, accuracy, and cheapness under-
ground, as the position of the rods in the earth as the operators push the heading
forward furnishes a guide in the driving of the tunnel and in the erection of the
masonry therein.
It will be understood that when the suspended material is of rigid character,
like a bed of concrete, the rods require only washers or small plates applied above
the nuts. to adequately support the load, while the blocks 6 (shown in Figs. 1,
6, and 7) permit the operators in the tunnel to tighten the nuts upon the suspension-
rods without breaking the bed of concrete, as the blocks by their contact with the
under side of the suspension-beams prevent the concrete from being bent upwardly.
Where the beams rest directly upon the surface, the tension of the nut serves
merely to clamp the material against the under side of such beam. The beams
are termed surface supports" herein, because in any case they operate on or

page_text: above the surface and sustain the material between the surface and the tunnel-
roof, which material I have termed herein the "surface material."
·
Where the supported material is of loose earth, sand, or gravel, boards would
be applied to the entire lower surface of such material as the heading is advanced,
and the bars or plates applied to the rods to support the whole of such boards.
An important feature of my invention is the facility afforded for both vertical
and transverse alinement of the permanent structure. Proper surveys being
established on the surface when the suspension-beams are placed, the lower ends
of the suspension-rods will indicate with exactness a datum line for the erection
of the permanent structure and all temporary timbering, false work, &c. They
will also furnish an approximate alinement for construction, sufficient for all
temporary work.
Where adjacent foundations or embankments require support, the thrust of the
earth A, Figs. 1 and 6, may be balanced against the foundations by securing
brackets & to the pavement at the sides of the heading to bear against the poling-
boards which support the earth A and bracing the outer edge of the pavement or
adjacent curbstone against the walls or foundations of such buildings. Where
vaults occur along the sidewalk, roof stringers a and posts a are put in them
to brace the buildings against the concrete of the pavement, and thus prevent all
tendency to cave toward the tunnel. The outer walls of vaults may then be safely
removed, as the pavement itself serves as a brace to the embankments or build-
ings at both sides of the tunnel.
To leave a suitable space for the water-proof layer, a board of suitable thick-
ness, as one inch, would be place beneath the suspended material (as the con-
crete a) as the masonry was built up to the same, the board being drawn forward
as the masonry progressed, thus leaving a continuous space between the top of
such masonry and the lower side of the suspended material, into which space the
asphalt would be introduced.
The blocks L or n² are inserted between the construction in the tunnel and the
suspended material, as shown in Figs. 2 and 3, to support such material when
the suspension-rods. are removed or the earth is excavated between the false
girders N¹ and the superincumbent pavement, and the water-proof layer when
introduced when encircles such blocks and can be made to form a waterproof joint
therewith by making the blocks of the same material as the fluid which is used
for flushing the interspace.
Where asphaltum is used the blocks would be made of asphaltum com-
position or concrete, and where hydraulic cement is used the blocks would be made
of such cement.
Where the suspension-rods are used, as over the side tunnels shown in Fig. 2,
the holes left by the withdrawal of the rods serve to introduce such fluid, which is
preferably forced in by a suitable pump, so that the water-proof layer may fill
every interstice and effectually prevent the penetration of moisture. A continuous
water-proof layer ( is shown in Fig. 2 extended over the roof of the four tunnels,
and as no suspension-rods are required where false work is used, holes would be
drilled from the surface to introduce the waterproof liquid in the space above
such false work.
Where the tunnel is excavated by suspending the pavement and thus wholly
avoiding the fracture of its surface, the water is most effectually prevented from
running into the tunnel during its construction, and the damage is thus avoided
which is often caused to such works by storms and floods. By preserving the
pavement with its natural grade the provision which usually exists for carrying
off the surface water is maintained in full operation during the construction of
the tunnel, and the storm-water is thus prevented from interfering with the
progress of the work. A drain-pipe z is shown at the bottoms of the lateral tunnels
in Figs. 1 and 2, and such drain may be provided during the process of construc-
tion to receive any water which flows from the earth, so that it may be pumped to
the surface.

page_text: To wholly exclude water from the excavation, melted asphaltum s may be
poured into the holes after the rods are inserted therein, as shown in Fig. 7, to
make a tight joint around each rod, such asphaltum not preventing the rods from
being driven upward when their removal is necessary. Fig. 2 of the drawings
shows pneumatic lifts R supplied with air-feed pipes r, and used for raising the
permanent girders G to the tops of the posts F', and similar means may be
employed for setting the girders L in place over the lateral tunnels, and great
facility for riveting the girders or any parts of the structures is also secured by
the employment of pneumatic hammers and riveting devices. By such means
the work may be done with great thoroughness and rapidity, as well as with
uniformity of operation and convenience of handling the tools.
By supporting the pavement and its substratum concrete in the manner described
and preventing the water from penetrating the same, the pavement not only forms
a most perfect covering to exclude water from the excavation, but forms a perfect
brace between the embankments or foundations at the sides of the tunnel, this
diminishing in a very great degree the tendency of the foundation to yield and
rendering possible the excavation of a tunnel which could not be otherwise
driven.
Where an underground road is constructed close to foundations by means of an
open trench, sheet-piling is required at an enormous expense to sustain such
foundations during the construction of the tunnel, while my construction provides
an efficient means of sustaining such foundations by the braces a6, (shown in
Figs. 1, 6 and 7,) which brace the building against the pavement, which is held
in a rigid position at the outer ends of such braces. By applying such braces at
the opposite edges of the pavement to the building at opposite sides of the street
the strain upon the pavement is balanced and it is enabled to form a perfect
support for the structure upon both sides.
It should be understood that it is not material how the surface supports B are
disposed which carry the suspension-rods, c, as they may be extended longi-
tudinally of the street instead of transversely, especially where it is impossible to
arrest the traffic. The construction suited for such a case is illustrated in Fig. 1b
on Sheet 1 of the drawings, where the suspension-beams 6 are shown extended
lengthwise near the tracks upon the cable-conduit frames A¹.
Fig. 1b illustrates a construction suitable for excavating a tunnel under the
middle of the street only, where there would be no side structures to carry false
work beneath the pavement, and the pavement should therefore be sustained by
suspension. In such a case the permanent structure would be built as close as
possible to the heading, and the longitudinal suspension-beams B would be made
of suitable strength to span the excavation, the front ends of such beams resting
over solid earth, and the rear ends of the same resting above the permanent
structure, so that the intermediate pavement and the car traffic would be efficiently
supported by the suspension-rods.
Fig. 1 shows the side embankments sustained by timbers H and poling-
boards ', which would be introduced as the heading is advanced, and the roof-
supports would be placed beneath the conduit-frames A' as they were reached in
excavating and the concrete bed supported by blocks n³, resting upon the plates
or bars . The thrusts of the side embankments are shown balanced against one
another by brackets d, attached to the bars c¹ and timbers H, such brackets also
being secured by the suspension-rods_c. With such construction it is evident
that a tunnel may be driven beneath the car-tracks and the permanent structure
erected therein without disturbing the traffic.
By attaching the brackets d to the bars or plates, as shown in Fig. 6, the
surface material may be utilized (if of rigid character like concrete) to form
strut or brace between the side embankments, and the latter thus sustained in
great measure without the use of cross bars or timbers to effect such bracing, and
the supporting of the surface material thus not only obviates the necessity for

page_text: posts to hold up such material, but also of cross-braces, which greatly obstruct
the operation of the workmen.
Where temporary conduits are laid upon the surface of the pavement which is
to be suspended, a platform may be built over the same to protect such conduits
and the weight of such platform removed from the surface by the series of beams
of different heights, with the suspension-rods hung from the lower beam and the
platform sustained upon the higher beams, as described above.
It will be understood that my invention is adapted not only for tunneling under
paved streets or those which have a rigid pavement of concrete, but in any soil
or loose rock of such character as can he excavated without blasting, where the
surface of the soil is exposed or uncovered sufficiently to arrange the supports of
beams to substain the suspension-rods. The term "surface material" is used
herein as including all the material between the top of the excavation and the
uncovered surface of the ground and which in my invention is sustained by sus-
pension from the surface supports.
It should also be understood that the plates or bars may be made of any
dimensions or material adapted to support the suspended load, and such plates
may consists of narrow bars, which sustain the load at intervals only, where the
surface material is rigid like concrete, as shown in Figs. 7 and 1b, or the plates
may be formed of longitudinal boards adapted to cover the whole surface of the
material as shown at din Fig. 5 and upheld by transverse bars or cleats through
which the suspension-rods are extended.
By this latter construction each particle of the surface material may be sup-
ported without excessively multiplying the number of suspension-rods.
I have used the term "plates" c¹ in the claims, to include these various forms
of boards and bars.
Having now particularly described and ascertained the nature of my said
invention and in what manner the same is to be performed, I declare that what
I claim is:-
1. The herein described method of constructing a tunnel beneath a street, park
or other uncovered body of earth without disturbing the surface of such earth,
which consists in supporting the unbroken surface material by suspension, during
the excavating of the tunnel and the erecting of the underground supports, sub-
stantially as herein set forth.
2. The herein described method of constructing a tunnel beneath a street, park,
or other uncovered body of earth without disturbing the surface of such earth,
which consists in supporting the unbroken surface material by suspension during
the excavating of the tunnel, and independently supporting the street traffic above
the surface material, to relieve the latter from jar and strain, substantially as
set forth.
3. The herein described method of constructing a tunnel beneath a paved street
without disturbing the pavement, which consists in supporting the said pave-
ment by suspension, during the excavating of the tunnel, and bracing the lateral
embankments of the tunnel by such pavement during the erection of the under-
ground support, substantially as herein set forth.
4. The herein described method of constructing a tunnel through a street or
uncovered body of earth containing mains for water, gas or other purposes,
and without disturbing the surface of such street, which consists in supporting
the unbroken surface material by suspension, and also the said mains, during the
excavation of the tunnel, substantially as herein set forth.
5. In the construction of tunnels, the means for supporting the surface material,
consisting of a series of beams extended across the line of the proposed tunnel
above the surface, suspension-rods carried by such beams and extended down to
intersect the top of the tunnel, the rods serving to guide or direct the excavating
of the tunnel, and having the plates secured successively to the rods to sustain
the surface material, as the excavation progresses, substantially as herein set
forth.

page_text: 6. In the construction of tunnels beneath a rigid street pavement, the com-
bination, with such pavement, having holes drilled through the same, of the
tunnel having a permanent structure erected therein with a space between the
top of the and the bottom of such pavement, and a filling of waterproof material,
as hydraulic cement or asphaltum, applied to such space and the holes in the
pavement.
a
7. In the construction of tunnels beneath a rigid street pavement, the com-
bination, with means for supporting the unbroken surface material by suspension,
of a permanent structure within the tunnel having a space between the top of
the same and the bottom of the suspended pavement, and blocks L³ fitted in such
space to transfer the weight of the pavement to the permanent structure, substan-
tially as set forth.
8. In the construction of tunnels, the combination, with suspension rods and
plates attached to their lower ends, of two series of beams extended across the
line of the tunnel above the surface, one series of beams having the suspension
rods secured thereto, and the other series of deeper beams having a platform laid
thereon above such shallower beams to carry the street traffic independently of
the surface material.
9. In the construction of tunnels beneath a rigid pavement, the combination,
with beams upon the surface, of suspension rods extended downward through
holes drilled in the pavement with plates c¹ to carry the surface material, and
waterproof material, as hydraulic cement or asphaltum, filled in the holes around
the rods to exclude the water from the tunnel excavation:
10. The means for constructing a tunnel and subgallery for pipes and conduits
in earth without disturbing the surface of the earth, consisting of beams upon the
surface, suspension rods extended therefrom to intersect the top of the tunnel,
plates supplied successively to the rods to support the surface material while
excavating a heading, piers constructed along the bottom of the tunnel at the
sides to form a subgallery and beams upon the piers across such gallery with rails
and cars thereon, to bring the materials into the tunnel and to remove the earth
therefrom. substantially as herein set forth.
11. In the construction of tunnels, the means for supporting the surface material
and sustaining a cable-carrier upon the roof of the tunnel, consisting of suitable
supports above the surface, suspension rods extended downward therefrom to inter-
sect the top of the tunnel, plates to support the surface material upon such rods,
and connections from such rods to the mechanism of the cable-carrier, for sustain-
ing the same upon the roof, substantially as herein set forth.
"
for con-
12. In the construction of tunnels through a street containing mains
veying water, gas, or for other purposes without disturbing the surface of such
street, the combination, with such main conduits in the earth, of temporary
conduits laid upon the surface of the earth over a proposed section of the tunnel
and connected by goosenecks at their opposite ends with the mains in the earth,
suitable beams or supports upon the surface adjacent to such temporary conduits,
rods extended downward from such beams or sunports to intersect the top of the
tunnel, and plates c¹ secured successively to the rods to sustain the surface
material as the excavation progresses, whereby a heading may be driven with
the surface material suspended from the rods, and the dead mains removed when
encountered in the earth, substantially as herein set forth.
Dated this 28th day of November 1890 at No 70 Nosso Stuant