US1032952A

US1032952A - Method of constructing subways.

Info

Publication number: US1032952A
Application number: US69640712A
Authority: US
Inventors: Emile R Shnable
Original assignee: Individual
Current assignee: Individual
Priority date: 1912-05-10
Filing date: 1912-05-10
Publication date: 1912-07-16
Anticipated expiration: 1929-07-16

Description

E. R. SHNABLE.

METHOD OF GONSTRUOTING SUBWAYS.

APPLICATION FILED MAY 10, 1912.

Mme/5595: I

Patented July 16, 1912.

" 3 SHEETS-SHEET 1.

Weak/1' E. R. SHNABLI'].

METHOD OF GONSTRUGTING SUBWAYS.

APPLICATION FILED MAY 10,1912.

1,032,952. Patented July 16, 1912.

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E. R. SHNABLEJ METHOD OF GONSTRUOTING SUBWAYS.

APPLICATION FILED MAY-10,1912.

Patented July 16, 1912.

3 SHEETS-SHEET 3.

Jade/2827:

I To all whom it may concern:

EMILE R. SHNABLE, OF CHICAGO, ILLINOIS.

METHOD 0? cous'rnuo'rme sUBwaYs. 1

Specification of Letters Patent.

Patented July 16, 1912.

Application filed May 10, 1912. Serial No. 896,407. I

Be it known that I, EMILE R. SHNABLE, a citizen of the United States, residing at Chi: cago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in the Method of Constructing Subways, of which the following is a specification.

This invention relates in general to subway constructions for underground railways and the like, and more particularly to the method of constructing the same.

One of the primary objects of the present invention is to construct a subway without disturbing the foundations or causing settlement or displacement of adjacent buildings.

Another object is to construct a subway with a minimum amount of interruption to street t'rafiic and so that the street will be closed for a minimum length of time.

A further object is to reduce the time and labor involved in the construction of a subway and also the amount of temporary material required thereby greatly decreasing the ultimate cost of the construction.

Other objects and advantages will be apparent as the invention is better understood by reference to the following description when considered in connection with the accompanying drawings which illustrate a preferred method of carrying my invention into practical efiect.

Referring to the drawingsFigure 1 is a diagrammatic plan view showing the first pairs of columns set along the line of the proposed subway; Fig. 2 is a similar view showing the disposition of the remaining columns; Fig. 3 is a similar view showing the preferred order of erecting the side wall sections; Fig. 4 is a similar view showing all the side walls in position; Fig. 5 is a fragmentary' plan view-showing the shape of the columns; Fig. .6 is a cross sectional view showing the vertical columns partially formed and a hollow cross strut in position beneath the floor line of the subway; Fig. 7 is a sectional view of the cross strut .taken on the line 77 of Fig. 6; Fig. 8 is a similar view taken on the line 88 of Fig. 6; Fig.9 is a view similar to Fig. 6 showing the columns and lower and top struts completed; Fig. 10 is a fragmentary plan view of a side retaining wall; Fig. 11 is a longitudinal sectional view of the subway after excavation has been completed; and Fig. 12

buildings and also with minimum'interrup,

tion to street traflic. r

The first step in my improved method consists in provlding on each-side of the proposed subway a row of vertically disposed bores or holes in which the columns are subsequently set. These bores will referably extend a considerable distance below the floor line of the proposed subway and below the foundations of-adjacent buildings, the depth of the bores, of course, being determined by the character of the soil and other local conditions. The bores are arranged in pairs on opposite sides of the proposed subway and may be of caisson, or other preferred construction, and for ordinary work are usually about five feet in cross-section. One pair of bores indicated by reference characters 24.- and 25 is shown in Fig. 6. After the boreshave been dug to the required depth they are filled with reinforced

concrete

26 and 27 to a point about five or six feet below the floor line of the proposed subway. A transversely extending bore is then dug connecting the

bores

24 and 25 and the strut during construction and after completion of the subway. The side walls are also provided with openings for connection with pipes 31 by means of which the various struts are connected so that the water collected therein may be conveyed away to a sump with pump orsipumps. These pipes, however, are not placed in posit-ion until after the excavation for the subway proper has been completed, as will be later described. The ends of the strut 28 are provided with

bulkheads

32 and 33 and thereafter the concrete columns or

pillars

26 and 27 are built up to a point several feet beneath the street lever. A trench is then dug between the columns in which'a top strut 33 is constructed connecting the tops of the columns. The tops of the columns and the top strut havean interlocking connection, as shown in Fig. 9, so that this strut serves to brace the tops of the columns against lateral movement in either direction.

In sinking the bores and constructin the columns and cross struts the amount-o ma terial removed is so slight that there is very little danger of disturbance to or settling of the adjacent buildings but, in order to reduce this contingency to a minlmum, I prefer to sinkthe bores and erect the columns and struts in the following order: Viewing Fig. l, the'bores are sunk and the columns and struts arranged in pairs in the order indicated by letters a, b, 0 and d in each block and, thereafter, the intermediate airs are constructed in a similar manner 1n-the order indicated in Fig. 2 by letters a, f, g and h. It will be manifest that by boring andconstructing the columns and struts in the order indlcatedthe l1ab1l1ty of disturbin the foundations of adjacent buildings wi lbe reduced to a minimum.

In carrying out the method thus far described there obviously has been no interruption-to street traflic except during the digging of the cross trenches for the top struts 33 and, as these are relatively shallow and the struts can be constructed and coveredin a short time, the interruption to street trafiic is very slight. 7

After a block of columns and struts has been completed the side retaining walls are constructed in the following manner: trench is dug between adjacent columns on one side of the proposed subway, the walls of which are braced and shored as the work proceeds. This trench is dug appro rimately to the depth of the hollow brace struts 28 and the side walls 34 are erected therein. The

columns

26 and 27, as shown in Figs. 5 and 10, are irregular in cross-section so that the sections of side walls may interlock therewith to form a ri id construction. The side walls are preferab y of reinforced concrete construction and may be of any desired thickness and cross-sectional shape although, in the present instance, I have shown them as heavier at the bottom and tapened off at the to as indicated by 35. In order not to inter ere with the foundations or cause settling of adjacent buildings the side wall sections are preferably constructed alternately and in the order indicated in Fig. 3 by letters 2', j, k, Z, m, and n, and the intervening sections are subsequently constructed in the order indicated in Fig. 4 by letters 0, 72 g, and 1'. It will thus be seen that I am abie to provide a rigid and permanent side wall construction for the subway, without disturbin ment of adjacent buil ings, and that the or causing settle- 1 construction work may proceed with no bracing or shoring except in the erection of temporary light sheeting and bracing for the trenches in which the side retaining walls 34 are constructed.

The construction thus far described prov des permanent and rigid side walls for the subway which are adequately reinforced and braced apart by the hollow struts 28 and the top struts 33. During the construetion there has been no interruption to sidewalk traffic and only a temporary interruption to street traflic ,during the digging of the trenches for the top struts. The material between the side walls rnay be now excavated from the top with great rapidity since no shoring or bracing need be done and no obstacles are present to interfere with the operation of the steam shovels or other machines employed in the work of excavation. The material between the walls 1s removed to the required depth which is about on a line with the top of the cross struts 28. A trench may then be dug connecting the'hol-low struts 28 in which the drain pipes 31 are laid. The floor 37 is then laid in sections the endsof which rest upon the struts 28. The partition walls 38 may then be erected upon which the roof 39 is supported and the new pavement 41 may be laid over the roof construction. The partition or dividing walls 38 may vary in number and arrangement to suit the con-. ditions of each particular construction. In the present instance I have shown, merely for purposes of illustration, three dividing walls dividing the subway into two central passages for the trains and two side passages for the reception of sewer pipes, water pi es, electrical conduits, etc.

11 constructing a' subway in accordance with my invention the sidewalks 42 have been unobstructed) during the entire operation so that there need be no interruption of trade in the stores or buildings alon the line of operation and the street trac is only delayed during the excavation for the subway proper and the erection of the dividing walls and the roof and the relaying of the pavement; whereas, in ordinary construction work as practised prior to my invention the street has been blocked from the time that the initial ground was broken until the entire construction was completed.

From the foregoing it will be understood that I have deviseda method of subway construction which eliminates the tedious and expensive shoring and bracing ordinarily required and permits the rapid and economical construction of a subway without disturbing or permitting settlement of adjacent buildings and with a minimum in terruption to traiiic.

It is believed that my method and the procedure in conformity therewith will be understood from the foregoing without further description and, it will be obvious, that considerable modification in the various steps employed may be made without departing from the spirit of the invention or sacrificing any of the material advantages thereof.

I claim:

1. A method of constructing a subway, consisting in setting columns at intervals along the side lines of a proposed subway, bracing the rows of columns apart, providing side retaining walls between the individual columns of each row, and then excavating the material between the retaining walls.

2. A method of constructing a subway, consisting in setting rows of spaced columns along each side of a proposed subway, connecting oppositely disposed-columns of the rows by means of bracing struts, connecting theindividual columns of each row by means of retaining walls, excavating the material between the walls, and then constructing the floors, partitions and roof.

3. A method of constructing a subway, consisting in setting a row of spaced columns along each side of a proposed subway, providing hollow struts connecting the oppositely disposed columns of the rows beneath the floor line of the subway, forming a side wall in sections on each side of the subway, each section being disposed between adjacent columns of a row, and then excavating the material between the side walls without shoring or bracing.

4. A method of constructing a subway, consisting in setting a row of spaced columns along each side of a proposedsubway, bracing the oppositely disposed columns of each row apart at their tops and between their ends, erecting side retaining walls between the individual columns of each row, and then excavating the material between said walls.

5. A method of constructing a subway,

consisting in providing a row of verticalbores on each side of a proposed subway and extending below the floor thereof, connecting the oppositely disposed bores with transverse bores extending beneath the floor line of the proposed subway, constructing a hollow strut in each of said transverse bores, providing a column in each of said vertical bores, constructing side walls in sections connecting the individual columns in each row, and subsequently excavating the material between the side walls.

6. A method of constructing a subway, consisting in setting columns in pairs along the line of the proposed subway on each side thereof, providing struts connecting the columns of each pair beneath the floor line and above the roof of-the slibway, connecting the individual columns on each side of the subway by side retaining walls, and then excavating the material between the retaining walls.

- 7 A method of constructing a subway, consisting in setting columns in pairs, the columns of each pair being disposed on opposite sides of the proposed subway, connecting the columns of each pair by a hollow concrete strut disposed beneath the floor line of the subway, connect-ing the individual columns on each side of the subway by side.

retaining walls, the sections of said walls being erected in alternation, and subsequently excavating the material between the side walls. i EMILE R. -SHNABLE. Witnesses:

IRA J. WILSON,

M. A. KIDDIE.