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By Thomas R. Kuesel

Just south of the L'Enfant Station in Seventh Street, the WMATA system splits into two branches, each comprising twin single-track soft ground tunnels. Immediately at the beginning of the section, Interstate Route 95 crosses transversely over the alignment in open cut, removing most of the cover over the tunnels. Seventh Street spans I-95 on a bridge whose abutments and pier also cross transversely over the four tunnels, with their footings as little as 7 feet above the tunnel crown (Figure 1). Soil investigations revealed that the tunnels would have to be driven through mixed face, with a clay invert and a waterlogged sand crown. Thus, there was a good chance that the roof would fall in, leaving 1-95 and the Seventh Street Bridge in a crater. Since there was no roof that could be counted on, these were figuratively (and potentially truly) Washington Metro's Topless Tunnels (Figures 2 and 3). DESIGN ALTERNATIVES Faced with this situation, the designers considered several options, including temporary detours that would permit demolition of the bridge and building tunnels under the 1-95 Freeway by cut-and-cover methods. They also investigated structural underpinning of the bridge and freeway pavement, and strengthening the bridge abutments and center pier by post-tensioning to enable them to span over any subsidence trough.

Jan 1, 1976

By Richard Louis Viner, William D. Leech, Walter A. Mergelsberg

With the construction management team established and a full funding agreement secured the Washington Metropolitan Area Transit Authority (WMATA) now has the manpower and the financial resources to continue Metrorail construction into the 1990's. This paper describes WMATA's new role as construction manager after the transition from Bechtel Associates and gaining the full funding agreement with the Urban Mass Transit Administration (UMTA) and regional governments to complete 84.7 Metrorail miles (136km). The authors review the most recent station and line tunneling projects. WMATA's contractors have employed the state of the art soft ground and hard rock tunneling equipment and methods - an earth pressure balance TBM, a closed face TBM, and the New Austrian Tunneling Method (NATM). In final, the paper previews future underground work to be let under the funding agreement.

Jan 1, 1987

By William S. Alldredge

The Washington Metropolitan Area Transit Authority(WMATA) officially came into existence in February 1967 after the District of Columbia, Maryland, and Virginia joined in a com¬pact pursuant to Federal creative legislation signed the previous November to build a regional rapid rail transit system called METRO (1). The parent organization was the National Capital Transportation Agency (NCTA), a Federal agency, subject to Federal statutes and regulations. Soon after the completion of the transition from NCTA to the new "non-Federal" status of the Authority, the Board of Directors of the Authority formally adopted procurement policies and procedures (2). These are specific statements concerning competition by formal advertising for bids or by solicitation of proposals for negotiation, contracting authority, approval of awards, awards of contract modifications, and processing of claims and disputes. These policies and procedures are silent as to Federal procurement statutes and regulations. But because of the Authority's origin, the sensitive nature of the compact among the several sovereign jurisdictions, Federal financing of two-thirds of the costs, and the resultant surveillance by the General Accounting Office over staff operations, the Authority's procurement practices follow closely Federal regulations adapted to WMATA's needs. This is an important point and is the foundation of contractual relations between the Authority as the owner and its construction contractors. Various constraints and flexibilities of this arrangement with respect to excavation and tunneling contracts will be pointed out in the ensuing discussions.

Jan 1, 1974

By Porter W. Shimer

The device here described has been found useful in sampling foundry-iron, and there is no reason why it should not be equally useful in sampling other metals, which are not too hard to be drilled with a breast-drill. It consists, as shown in Figs. 1 and 2, of an ordinary plumber's gas T (without bead) of about 1/2-inch in internal diameter, over the leg of which is snugly fitted a small tin cup, about If inches deep, to catch the drillings which are made by use of a breast-drill with a 1/4-inch twist bit, working through the arms of the T. The forward arm of the T is filed down to a blunt edge, over which is stretched a short piece of rubber tubing projecting a little beyond the end. The bottom of the inside of the front arm of the ? is filed down to a slope, to facilitate the passage of drillings into the tin cup. The rear arm of the T is fitted with a tin ring, projecting about 1/4-inch, for the purpose of holding in place a stiff spiral brass spring, which serves to press the sampler firmly against the metal to be drilled. The other end of the spring is supported against a shoulder of the breastdrill. The projecting rubber prevents the loss of any drillings, and also the falling of sand from above into the sampler. With ordinary care there need be no risk of getting particles of rubber into the sample. It is, of course, not possible to get a fair average sample of drillings, representing a pile of foundry-iron, by taking drillings from any one or two pieces, because of the frequently mixed character of the iron. This observation applies more particularly to the sampling of iron as it is broken and piled at the foundry, than to sampling at the works, where, if the furnace is working regularly, a few pigs may fairly represent a whole cast. By the use of this device, it is possible for a sampler to pass

Jan 1, 1901

By George T. Wickes

Several years ago, Mr. Robert A. Cook described and illustrated in our Transactions a mechanical coke-drawer, patented in 1891 by Mr. Thomas Smith of the Thorncliff Iron Works, Sheffield, England, and first introduced in the United States in 1896, at the coking-plant of the Latrobe Coal Co., Latrobe,Pa. This machine has not received any very extended application in this country, although it was successfully used in two places for a number of years. The present paper describes a new and simpler machine, containing few wearing-parts, and capable of withstanding continued rough usage. Anything which tends to prolong the general use of bee-hive ovens will be welcome to those who are interested in cheapening the cost of producing coke in such ovens, especially if it provides satisfactory mechanical means, replacing the hard labor involved in drawing coke by hand with the old-fashioned " duck bill." The difficulty of finding efficient coke-drawers, especially during the summer season, and in the South, is notorious. Yet, notwithstanding the great improvements that have

Jan 1, 1906

By H. M. Chance

In almost all coal-fields, the quantity of explosive gases given off by the coal increases as depth is attained, requiring correspondingly enlarged quantities of air to ventilate the workings properly, by diluting and carrying off the gas. Again, with increased depth there is a corresponding increased pressure caused by the weight of the overlying strata. Sandstone or slate, which would form a good roof for a coalbed at a depth of 300 or 400 feet, may be unable to sustain the pressure of 800 or 1000 feet of overlying rock. Hence, in nearly all deep mines, the miner will generally describe the roof as "bad," although the roof-rock may be a firm slate, forming an excellent roof for workings of moderate depth, but unable to stand the pressure resulting from the weight of a great thickness of overlying rock. With increased weight of rock-mass above comes also

Jan 1, 1901

By T. Sterry Hunt

The Jones Mine (or Johannes Mine, as it was originally called, from a former proprietor), situated near Springfield, in the township of Caernarvon, Berks County, Pennsylvania, has long been known as a large deposit of magnetic iron ore, associated with more or less copper pyrites, and with malachite and chrysocolla. It occurs in a belt of soft schistose rocks which rest upon the Laurentian gneiss of the Welsh Mountain,' and to the northward are soon concealed by the unconformably overlying Mesozoic sandstone of the region. These metalliferous strata belong to the Primal slates of Rodgers, which, in many other localities in this region, include similar deposits of iron ores associated with more or less copper, and often accompanied by chloritic and argillaceous schists, and, more rarely, by serpentine and small lenticular masses of crystalline limestone. To this same horizon belong the iron ores of Boyertown, Fritz's Island, and Roudenbusch, near Reading, Wheatfield, Cornwall, and Dillsburg (all of which are found along the northern border of the Mesozoic belt of

By F. L. Ransome

The dike here described is exposed in the workings of the Wedge and Bachelor mines, on the southern side of Red Canon, north of the town of Ouray, Colorado. Its course is north 80° east, or nearly east and west, and it hades to the north about 10°. It rarely outcrops, and was nowhere seen at the surface near the mines. A specimen collected by Dr. A. C. Spencer about two miles to the westward, near the mouth of Red Creek, indicates, however, a probable exposure of the dike near this point. The Wedge and Bachelor mines lie in a nearly horizontal series of fine-grained, light-grey sandstones, alternating with beds of very fine-grained shale of the same color. The shale as encountered underground is unusually compact and massive, but weathers readily on exposure, and splits much after the manner of ordinary shale. When fresh it closely resembles some finely arenaceous limestones, but it does not effervesce with acids, and is eseentially a fine, indurated, siliceous silt. Near the surface, and near the top of the sedimentary series as

Jan 1, 1901

By B. F. Fackenthal

At the session of the Bethlehem, Pa., meeting of the Institute, held in the Durham Cave, at Durham Furnace, on the afternoon of May 20, 1886, I exhibited some specimens of a fibrous white efflorescence which had exuded from the pig-iron at that time being made at Durham Furnace. As some of the members expressed an interest in the matter, I promised to have complete analyses made, and to report the result in a paper to the Institute. The presentation of the paper has been long delayed, but there appears to be no other literature on this subject, and it may still be of interest. The efflorescence was found to exude from the pig-iron where the pigs were broken hot from the sow; the entire fracture of both pigs and sow often being entirely coated with this material. Sometimes there was only a white surface, as if the ends had been daubed with white paint; but in most cases the material was found in small globules and in thin sheets. If the iron had been broken a little too hot, arid in consequence had " bled " on separating from the sow, some of the efflorescence would be found deposited 011 the iron-drippings, and on the incrustations of sand in the pig-bed. The globules were irregular in shape, some of them equivalent in mass to spheres three-eighths of an inch in diameter, but most of them much smaller. The thin sheets were also irregular in shape, and, although they were not porous, were often riot thicker than a spider-web. Some of them were produced by the peeling-off' of the thin coating on the pigs above referred to. They were opalescent in appearance, and some of them had an area equivalent to two square inches; but the largest pieces would fall apart in handling. Several ounces of the efflorescence could often be picked up, or scraped off the pigs, after each cast.

Jan 1, 1901

By L. W. Jones, B. H. Bennetts

The removal and disposition of large quantities of slag from blast-furnaces is a question of great importance in the design of works, and various methods have been devised, from time to time, in order to take the best advantage of local conditions. With blast-furnaces treating copper-ores or lead-ores, it is necessary to use a fore-hearth, or matte-settler, in order to collect, if possible, every particle of valuable matte which, otherwise, would be carried away with the out-flowing slag. In all of these cases, the slag overflowing from the fore-hearth is caught in pots and then conveyed to the dump. If the slag is of no value and the necessary water-supply, grade and dumping-space be available, the disposal of the slag by granulation is by far the cheapest and best method. It involves a minimum of labor, both at the furnace and at the dump; and it permits a continuous outflow of slag from the furnace or settling-pot, thereby avoiding frequent tapping and plugging. When the conditions of water-supply, grade and dump-area will not permit slag-granulation, there are three other methods in common use. Large steel or cast-iron pots, or ladles, supported by trunnions on heavy cars which are moved by steam-, air-, or electric locomotives; some type of mechanical conveyor; and small pots or buggies moved by hand. The pots on the slag-cars are generally circular or oval in shape, and each one contains from 15 to 40 or more cu. ft. of molten material. The mechanism for tipping them is more or less elaborate; and, as a general rule, the slag is dumped alongside, and quite close to, the track. They are more or less costly to construct and to keep in repair, and, in order to use them to best advantage, it is necessary to have a good elevation of track above the dumping-ground ; furthermore, the rails must be of heavy weight, and well-supported on heavy ties. Other disadvantages of the slag-pots are—1, that the slag cannot be removed continuously

Jan 1, 1906

By P. H. Dudley

A quarter of a century of service of steel rails on our oldest railroads, many of which have changed their standard sections three or four times, has furnished, and is furnishing, excellent opportunities to study their wear and behavior in the track. Such experience is valuable for the design of new sections, now required to meet the constantly increasing severity of railroad service. Before presenting the new sections for consideration, I will briefly call attention to some features of past experience. For convenience of study, rails may be separated according to their weight and height into four groups, viz.: 1. Hails weighing per yard from 52 to 60 pounds, and 34 to 4 inches high. 2. " " " " " 60 " 72 " " 46 to 44 " " 3. " " " " " 72 " 90 ' 41/8 to 5 4. " " " " " 85 or more " " over 5 " I Experience in this country is confined mainly to sections in groups Nos. 1, 2 and 3. • During the past few years I have had the opportunity to run my car over many thousands of miles of railway laid with the principal sections in use, and to obtain diagrams showing their deflections, permanent set, and, in a great measure, their manner of wear. The First Group.—The first steel rails imported, and those manufactured here, were light sections—included in the first group—and many of them, being rolled in rolls used for rolling iron sections, have pear-shaped heads, 2 3/8 to 2 1/2 inches wide, the base being heavy and from 1/4 to 1/2 inch narrower than the height. These rails were laid upon ties of solid timber, at least 8 inches face, spaced 2 feet from center to center. The moments of inertia of these rails were low, only ranging from 8 for the lightest sections to 12 for the heaviest. The deflections were, of course, great; but the quality of the metal was excellent. It was physically hard and

Jan 1, 1890

By W. J. Keep

Some explanation of methods of testing will be given before presenting the record of a series of physical tests of aluminum, other metals and alloys. I. The Methods Employed and Meaning of Diagrams. The test-bars used, 12 inches long and 4 inch square, are cast in green sand, with chills bedded in such a way that the ends of the bar run against them. By splitting the ends of the bar the depth of chill can be measured. The chills being held in the mould 121/8 inches apart, the space between the end of the bar and the face of the chill, after both are alike cold, is the amount of shrinkage, and is recorded in thousandths of an inch per foot.

Jan 1, 1890

By Eugene H. Cowles

Now that a determined public effort is being made on this side of the Atlantic to create a steel ship-building industry, the materials that are demanded for this purpose assume a new interest to the American metallurgist. In the past, the uses of metals in this country have been almost exclusively connected with the land, while in England their application to marine purposes has been equal in importance to that on shore. In the future the same should be the case here. This is the reason for bringing a somewhat nautical or rather naval topic before a body the chief interests of which are supposed to lie in the mines and mountains of the interior of the country. A modern war-ship or " ocean-grayhound" (like the City of Paris) is an epitome of philosophy and human skill. In her graceful lines we have, as Ruskin might quaintly say, a " builded geometry ;" while in her wonderful machinery for motion, offensive and defensive, we have the summation of the ideas of a host of students who have, at one time or another, during the course of a hundred years of her evolution, contributed their intellectual mites to render her a thing of beauty and of power. Notwithstanding her present perfection, the modern ship contains room for further improvement. One of the most important things about her is the propeller. This active member is of more impor-

Jan 1, 1890

By Oberlin Smith

The object of this paper is not so much reformatory, as historical and prophetic. History tells us that, for several months past, aluminum has, in one of its largest American manufactories, been freely nicknamed " Al" by everybody connected therewith, simply because its Christian name is too long for frequent speaking and writing. In another prominent factory, for the same reason, it is spoken of by its chemical symbol merely, pronouncing it " aye ell." These facts will, perhaps, explain the use of the final word in my title, which might otherwise seem undignified in a paper of this kind.

Jan 1, 1890

By Oberlin Smith

The experiments described in this paper are very incomplete and only preliminary to those I hope to make in the future. Having had a good deal of experience in cutting, forming and drawing sheet-metals, and feeling a great interest in the commercially new and wonderful metal, aluminum, I applied to my friend, Mr. A. E. Hunt, for some specimens in sheet-form, that I might, from time to time, test its working-properties in presses with which we happened to be experimenting at the works of the Ferracute Machine Company. The chances for such trials being accidental only, and the time having been limited to the last few weeks, no crucial experiments have been tried, and no exact data have been obtained for a rigid comparison with other metals. The results of what little we have done, however, are shown in the articles exhibited in connection with the reading of this paper, which comprise various cups, plates, boxes, bells and cartridge-cup and shells. For the latter I am indebted to my friend, Mr. Hobbs, of the Union Metallic Cartridge Co., who, at my request, ran several pieces of sheet-aluminum through the dies with which he was making brass cartridges. The specimens are rougher than they would be had the metal not been a little too thin for the particular dies which he happened to be running.

Jan 1, 1890

By W. J. Keep

We have shown in former papers the influence which aluminum exerts when added to cast-iron, and we have presented in another paper, accompanying this one, the physical properties of the metal aluminum and of some of its alloys. The present paper continues the investigation. The reader will find, in our paper on "Aluminum and Other Metals Compared,"* explanations not here repeated, which will render the diagrams in this paper intelligible. The scale of stresses is laid off on the ordinate which rises from the zero-point of the diagram. The scale of deflections is laid off on the abscissa which runs horizontally through this zero-point. By applying a given amount of stress, then running back to zero, and again applying the same stress, we describe a spring-line, in which the deflections are proportional to the stresses. Generally the deflections exceed this proportion during the original application of stress; and the excess is the permanent set. By laying off from the zero-point a line parallel to the springline, we shall generally find that this new spring-line and the diagram coincide for some distance; that is, that the test-bar is

Jan 1, 1890

By T. M. Chatard, Cabell Whitehead

The Republic mine, situated forty miles from Marcus, a station on the Spokane Falls and Northern Railroad, in the northeastern part of the State of Washington, was located in 1896, but no development-work was dolie until the spring of 1897. While much of the ore mined since then has been rich enough for shipment to smelters, a method of locally treating the lower-grade ores soon became a matter of prime importance, because only about 40 per cent. of the values could be recovered by plain amalgamation, even with ores assaying 4 to 5 ounces of gold per ton. Experiments with cyanidation, in various ways, led to the adoption of the Pelatan-Clerici process and the erection on this system of a 10-ton experimental plant, which was later increased to a capacity of 35 tons per day. The extractions by this process showed much improvement over previous work, especially when the ore was crushed to

Jan 1, 1901

By Richard Pearce

IN looking around me for some subject on which to frame an address for this meeting, it has occurred to me that some results of observation and investigation, in regard to the varied conditions under which gold is found, may possibly prove of interest. The subject is one which frequently crops up in discussions at our meetings, but there is always an immense amount of uncertainty expressed as to the actual condition in which the gold exists in any particular ore. It follows, therefore, that any light which might be shed on this rather complex subject, would be of value to science and of service to mining and metallurgical practice. In some investigations which I have, from time to time, been led to make, for the purpose of determining to what extent an ore might be concentrated, I have been astonished at the very varied and apparently inexplicable results encountered, and have been naturally led to inquire into the causes for such seeming inconsistency. The mines of Gilpin county, Colorado, where gold was first discovered in that State, furnish an infinite variety of examples of its occurrence, and it was here that difficulties first presented themselves to the Colorado miners, in the sudden transition from what is called " free-milling gold-ore " to an ore characterized by properties which make the ordinary treatment by amalgamation stamp-mills utterly impracticable. So long as mining was limited to what might be called the zone of oxidation in the veins, just so long might amalgamation be conducted without difficulty; but directly the miner reached a point beyond the influence of the oxidizing power of the surface waters, the gold resisted all attempts at amalgamation, and recourse • was had to smelting.

Jan 1, 1890

By Samuel S. Wyer

The following abbreviations have been used in the text: Cassier's, Cassier's Magazine. Eng. Lond., The Engineer (London). Eng. Mag., Engineering Magazine. Eng. News, Engineering News. Eng. Rec., Engineering Record. Eng. and Min. Jour., Engineering and Mining Journal. Engng., Engineering. Jour. Assn. Eng. Soc., Journal of the Association of Engineering Societies. Engr., The Engineer (Chicago). Jour. I. and S. I., Journal of the Iron and Steel Institute. Jour. F. I., Journal of the Franklin Institute. Mar. Eng., Marine Engineering. Mem. Soc. Ing. Civ., France, Memoires de la Socie'te' des Inge-nieurs Civils, France. Pract. Eng., Practical Engineer. Proc. Engs. Soc. of W. Pa., Proceedings of the Engineers' Society of Western Pennsylvania. Proc. I. C. E., Proceedings of the Institute of Civil Engineers. Proc. I. M. E., Proceedings Institution of Mechanical Engineers. Trans. A. I. M. E., Transactions of the American Institute Mining Engineers. Sci. Am., Scientific American. Sci. Am. Sup., Scientific American Supplement. Zeitschr. d. V. D. Ing., Zeitschrift des Vereines Deutscher Inge-niezcre.

Jan 1, 1906

By Edward H. Williams

In the middle of the eighteenth century John Frazier and wife, Sarah Ingraham, removed from Boston, Mass., to Philadelphia, Pa., where he was held in such esteem that we find him one of the Committee which arranged the ball at Washington's inauguration. Their son, John Nalbro Frazier, was prosperous in his mercantile career and fortunate in his wife, Anne West, who was an important personage in the early life of Professor Frazier. This cultured lady brought into the family an atmosphere of religious enthusiasm, of thoroughness and of unity of purpose. Her son, Benjamin West Frazier, inherited her traits and displayed them during a short and active life. Like his father, he engaged in mercantile pursuits, and was a member of the firm of Zimmerman, Frazier & Co. In their interests he lived for a short time in Montevideo, and on

Jan 1, 1906