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. MID-YEAR RANKING OF. FRESHMEN
February 10th, 1931
Through the kindness of Dean Humphrey,
The OWL is able to publish the official mid-year
ranking of Freshm e
of each member of the class is di
the basis of his gener
semester. Six students
for honorable mention
he t
ably higher
These men are: L.
McGough of St. Joseph's
of St Peter’s Prep.; J. J.
E. J. McBride and
+ Phila. Catholic H.
provement during t
for the term are not
first quarter.
Radnor H. S.; C. A.
Prep.; J. A. Langan
DeVine of Brooklyn Prep.;
J. P. Callaghan both of W:
5.
1—F. W. Landau
2—E. J. McBride
3—F. J. Estrada
4—J..W. Maier
5—W. P. Burt
6—J. W. Pickell
-.7—J. J. Stell
8—P. V. Barrow
_9—J. K. Steets
10—L. M. Lolli
11—F. Scerca
23—F. J. McGinley
24—J. A. Plumeri
25—S, J. Cape
26—V. L, Barr
26—A. L. Miller
28—J. W. Kehoe
29—J. F. Kraft
30—J. J. Carney
31—B B. Schwartz
32—E. J. Verbyla
33—E. J. Fister
34—W.. T. Novelline
35—F. Macek
36—J. S. Lyons
37—-J. M. Boyle
en Engineer
al average
Highest Quarter
12—J. J. DeVine
13—R. C. Ried
14—M. C. Tomasso
14—A. J. Wolnski
16—J. J. Anderton
17—W. J. Conroy
18—J. P.. Hennessy
19—W. F. Devenney
20—B. G. Sohm
21—R. J. Craig
22—W. E. Hines
Second Quarter
38—Ger. O’Connor
39—W. C. Levis
39—J. P. Callaghan
41i—P. F. Sigl
» 42—C. A. Thoman
43—R. J. Lopez
44—J. P. Ukleja
45—Jno. McNamara
46—A. J. Seitz
47—R. Andraca
48—J. S. Derby
49—J. A. Langan
50—P. C. Algozzine
51—F. DiFiore
52—C. P. Falla
Third Quarter
53—S. H. Hasssett
54——C. A. McGough
55—C. E. Kowalczyk
56—L. J. Seisler
57—R. C. Dempsey
58—A. M. Dunn
60—G. S. Netta
60—J. A. Carr, Jr.
61—V. J. Kumer
62—C. L. Cardot
63—W. L. Nieland
75—M., J. Wieffer
77—W. T. Flanagan
77—A. V. Hart
78—J. C.Mesz
79—Kh. G. Foley
80—J. J. Coyne
81—H. J. Englehardt
82—J D. Marshall
83—E. Suarez
84—E. V. Flynn
TO ATTEND.
Fourth
64—A, R. Farrell
65—S. W. Bushek
66—Jos. McNamara
67—P. F. Beltramo
68—J. F. Leonard
6o9—S. E. Vanhorn
7O0O—A. F. Loughery
J1I—E. R.. Novello
72—F. X. Reilly
73—F. H. Malice
74—R R. O'Shea
Quarter
85-—R. P. Manhey
86—W.. H. Corgan
87—J. J. Lewis
88—J. F. Mahoney
89—J. Santaniello
90—B. E. Willen
91—G,. B. Shaw
92—J. M. Burns
93—LE. F. Wehner
94—T. F. McFeely
| PHI KAPPA PI INITIATION |
THE ANNUAL INITIATION DATE HAS BEEN SET FOR MONDAY, MARCH
9, 1931. ALL MEMBERS, BOTH STUDENT AND ALUMNI, ARE INVITED
s. The ranking
etermined on
for the first
have been singled out
because of notable im-
erm. Their averages
than for the
M. Lolli of
VENTILATION OF THE HOLLAND TUNNEL
One of the greatest problems to be overcome
in the design of the Holland Tunnel was that of
ventilation. The most common method of ven-
tilating tunnels is that in which fresh air is
blown ‘through the tunnel from one portal to
the other. This method uses the entire interior
tunnel section as the ventilating duct. In the
ease of the Holland Vehicular Tunnel, the esti-
mated quantities of air required to ventilate the
tunnel adequately were so large that excessive
air velocities would be created in the roadway.
This would be the most noticeable at the portals,
where the velocities would be so great as to
subject the entering vehicles to a strong wind.
‘The exhaust gases from the autos being heav-
jer than air, they naturally would tend to lie at
‘the bottom of the roadway. The idea was to
remove these gases without diluting them with
the fresh air being admitted. This was an add-
ed reason for rejecting any system which would
cause a flow of air lengthwise of the roadway.
After many experiments and tests conducted
on model tunnels, a proper method of ventlia-
tion was discovered.
Two longitudinal ducts were provided, run-
ning the entire length of the tunnel, one above
and one below the roadway. The duct below
the roadway conducts fresh air from the near-
est ventilation building, while the one above the
tunnel proper leads away the vitiated air to the
nearest ventilation building where it is dis-
charged to the atmosphere by huge exhaust
fans. The fresh air, flowing in the sub-tunnel
duct, is led by side ducts to an expansion cham-
ber which runs longitudinally on either side of
the tunnel just above the curb line. A con-
tinuous slot in the tunnel wall allows the air to
escape into the tunnel where it rises and passes
out through the exhaust ports in the ceiling.
There are eighty-four blower and exhaust
fans provided, one-third of the total being kept
in reserve. These fans are housed in four ven-
tilation buildings, two located at the pierhead
line on either side of the river and two between
these and the portals of the tunnel. These
buildings also contain the inlet and outlet louv-
res and all other auxiliary equipment.
The total installed power amounts to about
6000 H. P., of which about 4000 H. P, is re-
quired to ventilate the tunnel at maximum ca-
pacity. The air in the tunnel can be complete-
ly changed in one and one-half minutes or, more
exactly, 42 air changes per hr. are provided.
—John A. Digennaro, ‘33.