All the concrete masonry of the roof, foundations, and side walls contains a layer of waterproofing, so as to keep perfectly dry the underground road, and prevent the percolation of water. This waterproofing is made up as follows: On the lowest stratum of concrete, whose surface is made as smooth as possible, a layer of hot asphalt is spread. On this asphalt are immediately laid sheets or rolls of felt; another layer of hot asphalt is then spread over the felt, and then another layer of felt laid, and so on, until no less than two, and no more than six, layers of felt are laid, with the felt between layers of asphalt. On top of the upper surface of asphalt the remainder of the concrete is put in place so as to reach the required thickness of the concrete wall.
Fig. 120.—Park Avenue Deep Tunnel Construction, New York Rapid Transit Railway.
Tunnels.
—When the distance between the roof of the proposed structure and the street was 20 ft. or over, the Standard Subway construction was replaced by tunnels. Three important tunnels have been constructed along the line of the New York Rapid Transit and these are located between 33d and 42d Streets on Park Ave., under Central Park northeast of 104th St. and under Broadway north of 152d St. The Park Ave. construction ([Fig. 120]) consists of two parallel double-track tunnels, located on each side of the street, and about 10 ft. below the present tunnel. The soil being composed of good rock, the tunnels were driven by a wide heading, and one bench, since no strutting was required, and the masonry lining, even of the roof, was left far behind the front of the excavation. The masonry lining consists of concrete walls and brick arches. The tunnels under Central Park and under Broadway being driven through a similar rock, the same method of excavation and the same manner of lining was used.
The tunnel under the Harlem River was driven through soft ground; and it was constructed as a submarine tunnel, according to the caisson process. The tunnels were lined with iron made up of segments, with radial and circumferential flanges. Concrete was placed inside and flush with the flanges.
Fig. 121.—Harlem River Tunnel, New York Rapid Transit Railway.
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The tracks, both in the subway and tunnels, are an intimate part of the concrete flooring. The rail rests on a continuous bearing of wooden blocks, laid with the grain running transversely with respect to the line of the rail, and held in place by two channel iron guard rails. The guard rails are bolted to metal cross-ties embedded in the concrete.