Mr. T.R. Cramton, who at the Southampton meeting of the British
Association suggested a method of tunneling which, under certain
conditions, seems of excellent promise, brought forward a suggestion at
Southport for the construction of three-way tunnels. Now, the undoubted
aim of all engineers is economy of construction and the securing of
permanent advantages. Mr. Crampton maintains that the suggested system
will give these, that three tunnels of, say, 17 ft. diameter, can be
constructed cheaper than one of 30 ft. diameter. After describing Sir J.
C. Hawkshaw's scheme for the ventilation of long tunnels, the three-way
scheme was discussed. Three separate tunnels of 17 ft. diameter each,
or 227 ft. area, are to be connected by large passages about midway
of their length. These passages are without valves; in fact, free air
passages. Between these midway connections and the ends, say again
midway between, is formed a branch at right angles either above or below
with separate openings from the branch into the other tunnels, such
openings being provided with doors or valves quite clear of the main
tunnel, any two of which may be closed, thus separating at this point
the corresponding tunnels from the third. The branch is to be led to any
convenient position where the exhustion apparatus can be placed. If two
of the tunnels are left open to this branch, and the third one shut off
from it by closing the doors, the vitiated air will be drawn from the
two working tunnels, through the connecting branch, while fresh air will
be partly sucked down the vertical shafts through their open ends and
partly at the center tunnel, which is supplied by forcing air down the
vertical shaft in communication with it, a stop or door being placed
just outside of the bottom of the shaft so as to compel the air to flow
to the center of the tunnel. It will be observed that no trains are
running in this air tunnel so long as it is so used; there are similar
doors for the working tunnel, but they are kept open, unless either of
them is required to be made into an air tunnel, so that the passing
trains run no risk of running into the doors. By means of the doors
above mentioned, any one of the three tunnels can be used as a fresh-air
tunnel, in which the men doing the repairs to the road would be clear of
the traffic, while the other two are used for the traffic, as well as
outlets for the mixed impure gas and air. If a breakdown of a train
occurs in any one tunnel, that tunnel can at once be converted into a
fresh-air one, while its traffic is transferred to the one previously
used for air, thereby avoiding delay. The system described for splitting
the air and drawing off the noxious gases is very similar to that
described by Mr. Hawkshaw at Southampton. The valves and other details
being added, to make the system applicable to three tunnels, it will
be obvious that other modes of ventilation may be adopted. In order to
reduce the number of men working in the tunnel it is proposed, if found
practicable, not to adopt the ordinary ballast and cross sleepers, but
to substitute the longitudinal timber system, the timbers to be secured
to brickwork or concrete, forming a part of the tunnel lining, placing
efficient elastic material between the foundation and longitudinals for
their whole area, also between the rails and sleepers. An open drain is
formed between the rails; by this plan any water accumulating flows over
smooth surfaces through small channels into a drain, the tunnel on each
side being dry. The saving of labor in repairs, if this system can be
employed, is so evident that a large amount of money might be expended
in endeavoring to discover a suitable elastic material for the purpose.
There are data on many long viaducts sufficient to justify experiments
being made on the subject, and it is not unreasonable to expect that
suitable material may be met with. In very long tunnels nothing should
be omitted tending to reduce the number of men working in them. The
opinion was expressed that in tunnels passing through solid materials,
and proper foundations being made for the longitudinals to rest upon,
with good elastic material placed between the rails and sleepers and
foundations, one-half of the men employed on the ordinary cross sleeper
road resting on ballast would be saved, more particularly as the repairs
are effected in pure air free from the traffic as explained. The
estimate as to the cost of this system was upon the dimensions given by
Sir J. Hawkshaw, and the following gives the comparison:
The quantity of excavation and brickwork or concrete in each case will
be as follows: Single tunnel: 30 ft. diameter lining, 3 ft. thick, with
the brickwork forming the air passage = to 36.5 cubic yards per yard
forward. Excavation to outside of brickwork 36 ft. diameter = to 113
cubic yards per yard forward. Three tunnels 17 ft. diameter and 18 in.
brickwork. Brickwork lining for three tunnels = 24.5 cubic yards per
yard forward. Excavation outside brickwork for the same 105 cubic yards
per yard forward. It is assumed that three 17 ft. tunnels are stronger,
more conveniently formed, and involve less risks in construction than
one of 30 ft. diameter; at the same time there is no difficulty in
making the latter. The above shows the saving in the three tunnels of
23 per cent. in brickwork, and about 7 per cent. of earthwork, compared
with one of 30 ft. With regard to ventilation, it is well known that the
power required to force air along passages is practically as the cube of
the velocity; and as the area of the air passages in the single tunnel
is 106 ft. with speed ten miles per hour, and that of one of the 17 ft.
diameter is 227 ft., or rather more than double, giving only five miles
per hour velocity, it follows that the power for this portion would be
eight times less. That for the working tunnels would be practically the
same, the velocities being nearly alike in both cases, which would be
about 2½ miles per hour--the 30 ft. having an area of 470 ft., the
two single ones together about 450 ft. Upon the face of it the system
deserves a trial. A full consideration of the scheme by engineers
preparing plans for new tunnels would no doubt throw further light
upon the subject and be of interest wherever such work is
contemplated.--_Contract Journal_.
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