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COPYRIGHT, 1904, BY ALMAN & CO., N. Y.


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MEDAL PRESENTED BY THE CHAMBER OF COMMERCE TO THE RAPID TRANSIT COMMISSIONERS.




MEDAL PRESENTED BY THE CHAMBER OF COMMERCE TO ABRAM S. HEWITT.




I




RAPID TRANSIT
IN
N E W YORK CITY
AND IN


OTHER GREAT CITIES
Prepared for the,.- ICHAMBER OF COMMERCE OF THE STATE OF NEW YORK
By Its Special Committee on
RECOGNITION OF SERVICES OF MEMBERS OF THE CHAMBER
ON THE RAPID TRANSIT COMMISSION


19o0




COPYRIGIT, 1906,
BY
TIHE CHAMBER OF COMMERCE
OF TIHE
STATE OF NEW YORK.
fiEN BEROG -
PRESS
Pew ga




NOTE


The proceedings of the Chamber of Commerce authorizing
the preparation and publication of this book will be found in the
last chapter.
The book ihas been prepared by Mr. S. D. V. Burr, C. E., A. M.,
under the direction of the Chairman of the Special Committee.


146153




I




CONTENTS.
CHAPTER I.
The Beginnings and the Growth of New York City.


I


CHAPTER II.
Plans for Relief.
CHAPTER III.
Early Subway Schemes........
CHAPTER IV.
Bridges to Brooklyn:
Brooklvn Bridge
Williamsburgh Bridge........
Manhattan Bridge.........
iBlackwells Island Bridge.......
CHAPTER V.
Tunnels:
Hudson River Tunnel......
Hudson & Manhattan Railroad Tunnel
Pennsylvania Railroad Tunnels...
CHAPTER VI.
Elevated Railroads.......
CHAPTER VII.
Rapid Transit Commission of I875..
CHAPTER VIII.
Commission of I89.
CHAPTER IX.
The Chamber of Commerce........
CHAPTER X.
Abram S. Hewitt...........


6...                69




13
21
24
25........ 27........ 35......... 36.........  44.......51.........  54.........  6i
/.........  77




CHAPTER XI..................              84


Commission of I894


CHAPTER XII.
Preparing the Subway Contract
CHAPTER XIII.
Contract Awarded and Work Begun...
CHAPTER XIV.
Engineering Features of the New York Subway
CHAPTER XX.
Equipment of the Subway........
CHAPTER XVI.
Work of Commission During Construction of Subway...... 07....... I8
122....42... I54


CHAPT]
Opening the Subway......
CHAPTE
Future Rapid Transit in New York


ER XVII.;R  XVIII...   64


Financial Statement....
Rapid Transit in Other Cities:
London
Berlin
Budapest.
Paris
Glasgow.
Boston
Chicago
Philadelphia.
Present Rapid Transit Laws
Appreciation of the Chamber


CHAPTEI
CI.A.PTE
CHAPTEI.
~.
~..............  175
R XIX...........    19 1:R XX.


R


XXI.


196
206
211
214
226
227
238
248


253


CH\ PTER XXI1..........   276




CHAPTER I.


THE BEGINNINGS AND        THE GROWTH        OF NEW    YORK    CITY.
In the early part of the seventeenth century the Dutch were wonderfully pros- HENRY
perous, dealing on a large scale with the entire world.  Motley mentions, in HUDSON
United Netherlands, that they had IoO,OOO sailors and 3,000 ships. Bryant, in his
History of the United States, remarks that "The Dutch East India Company, the
first of great trading monopolies, was formed by the consolidation of several small
corporations, its charter granting it sole permission to trade for twenty-one years
to the east of the Cape of Good Hope, and to sail through the Straits of Magellan."  The Magellan route was long, and it became important to search for a
passage across the northern hemisphere. Many expeditions were sent forth. So
firmly rooted had become the belief that a passage existed north of the continent
that one explorer, Henry Hudson, sent out by the IMuscovy Comn-unnv of England.
had been instructed "to proceed directly across the pole."  This was the second
voyage of Hudson for the company.
In I609 the Dutch East India Company engaged Hudson to make a third
attempt.  The ship Half-Moon, a vessel of 80 tons, was fitted out.  The
contract stipulated that Hudson was to receive a sum equal to $300 of our money
for expenses and for the support of his family during his absence. If he did not
return, his widow was to be paid $So to indemnify her for his loss. If he found
the passage, he was to receive a suitable reward, the exact terms of which were not
stated in the agreement. He was instructed to proceed "around the north side of
Nova Zembla"; also he was "to think of no other routes or passages, except the
route around lby the north and northeast above Nova Zembla."
The expedition sailed April 4, I609, and early in May had reached the neigh- HUDSON'S
borhood of the island.  Ice barred further progress in that direction, and, as the VOYAGE
crew were insubordinate, most of them being unused to the extreme cold of that
region, Hudson decided to disobey orders and sail west for the American shore.
He skirted the coast of Newfoundland and New England and reached a point as
far south as Chesapeake Bay; and returning sighted the Navesink Highland in




RAPID TRANSIT


September. Before he sailed for home the Kills were explored, and also the Hudson to a point above Troy. The adventurers were delighted with the beauty of the
country, and with its possibilities for agriculture and for trade with the natives.
The Dutch Government did not take advantage of the discovery to claim the
territory; neither did it make an attempt, until long after, to develop and colonize it.
MANHATTAN       But the merchants of Amsterdam were not so indifferent. Two or three years
after Hudson's visit they occupied the southern end of Manhattan Island, building
there a crude fort and huts for the first settlers.
It did not call for the exercise of much insight on the part of the pioneers to
appreciate the wonderful advantages of the location. While doubtless they never
dreamed of the vast and thriving population that would in time occupy the Island
of Manhattan, they knew that the harbor was not surpassed by any in Europe.
They knew that the river would provide communication with a vast interior region.
They knew, in some part, that the natural resources of the land were very great.
The Island of Manhattan was a rocky ridge extending north and south. The
southern part was easily defensible. The country to the north was fit to be cultivated. The adjacent land in Jersey, Staten Island, and Brooklyn was of like character. The settlers sent their boats up the Hudson as far as the stream was navigable, south along the coast and north through the Sound, and rapidly established
an extensive trade with the Indians. They entered also, in a modest way, upon
the tillage of the soil.
The growth of the place was rapid. In I700 the population was about 21,700.
In I8oo it had grown to 60,489; in 1820, to 123,706. At this time the population
of the State of New York was 1,372,812.
THE ERIE      At the date last mentioned a movement was set on foot to connect the waters
CANAL  of the Hudson with the Great Lakes by the Erie Canal. Mention of this enterprise
is to be found in the minutes of the Chamber of Comnlmrce of New York of January 3, 1786. In a memorial addressed to the Chamber by Christopher Collis he
asks aid for the enterprise in the following prophetic language:
"Your memorialist has formed a design of opening an intercourse with the
interior parts of the United States, by an artificial inland navigation, along the
Mohawk River and Wood Creek to the Great Lakes, a design which must evidently extend the commerce of this city with exceeding rapidity beyond what it
can possibly arrive at by any other means; a design which Providence has manifestly pointed out, and which, in the hands of a commercial people, must evidently


2




BEGINNINGS AND GROWITlH OF NEW YORK CITY


tend to make them great and powerful; and which, though indefinite in its advantages, may be effected for a sum perfectly trifling when compared with the advantages."
The memorialist declared that he had examined the ground "at the Cohoes, CHAMBER OF
the Little Falls, and Fort Schuyler, and found that no considerable difficulty exist- COMMERCE
ed," and that he had secured "a number of respectable gentlemen as subscribers."
He asked for the countenance and aid of the Chamber of Commerce. That body
responded that, while it entertained a high idea of the feasibility of the scheme and
wished it all success, it had no funds that could be applied to the purpose.
The physical features of New York and the value of this canal were summarized by the late Abram S. Hewitt when Mayor of the city. In a message to
the Board of Aldermen in January, i888, he said:
"The State of New York owes its pre-eminence among the States of the
Union chiefly to the physical fact that within its territory the great Appalachian
chain of mountains falls off, so that communication between the Great Lakes and
the ocean may be secured on grades so low as to offer but little resistance to the
tide of commerce in both directions. The City of New York owes its precedence
among the cities of the Union to the fact that it has a great ocean harbor of unequaled proportions and of inexhaustible possibilities. These great natural advantages were turned to account by the foresight, genius and energy of one man,
whose monument is to be found in the Erie Canal, and in the vast increase in
the wealth of the city and State of his birth.
"The name of DeWitt Clinton, the first graduate of Columbia College after DE WITT
the Revolution, Mayor of this city and Governor of this State, will always be held CLINTON
in grateful remembrance by the generations who enjoy the fruits of the incalculable
benefits which he conferred upon the commonwealth. He laid the foundations of
its prosperity upon an enduring basis. Since his day the introduction of railways
has lessened, but has not destroyed, the natural advantages which New York possesses in low-grade lines to the interior, over other cities of the Atlantic seaboard."
Clinton started to dig his "ditch," 363 miles in length, on the 4th of July, 1817,
amid much ridicule. But the undertaking, stupendous as it was, was pushed to
completion in October, I825.
Thirty-five years later the construction of railroads that were to constitute RAILROADS
great trunk lines was begun. The successive lines completed added to the importance of New York City as a commercial center. Its precedence, indeed, became
such that railroads built between other seaboard cities and the West were obliged


3




RAPID TRANSIT


to ask for differential rates favorable to themselves. These rates wer'e secured, and
have lasted until our day. They have tended to build up other lines of transportation, but have not so far prevented the development of our city and commerce as to be the occasion of serious complaint here.  The system of differential
rates is, however, abnormal, and cannot be allowed to stand indefinitely.
LOCAL      The people of New York City, while giving attention to problems of transPROBLEMS portation between their city and other sections of the country north, west and
south, have been obliged to meet local problems due to the physical conditions of
their vicinage. The first settlement was at the extreme southern end of the island
of Manhattan. This section remains until our day the center of the activities of
our people.  Population has increased year by year, and it has covered successively the district south of NWNall street, south of Canal street, south of Twenty-third
street, south of the Harlem, and it now extends north of the Harlem along the
Hudson toward Yonkers, and along the East River toward the Sound. A great
city has grown up on the Bronx. Neighboring great cities have grown up
across the North and East Rivers.  Our municipal government rules to-day the
affairs of four millions of people. The metropolitan center, including the nearby
cities of New Jersey, embraces a total population of four and three-quarter millions. It is the largest center in the world, save only London.
The growth from south to north to a distance of more than ten miles, always
within bounds made by arms of the sea, and the growth across the waters contiguous to the island-the centre of commercial activity on the island itself remaining
constant to its more southern parts-has created the local problems mentioned, and
caused developments of a progressive nature that will be treated of in the following chapters.
DEVELOP-      In a way the successive developments made have served to fix the commercial
MENTS activities at the southern end of the island. It has been a case of "all roads lead to
Rome." And this again has caused developments there that could not have been
dreamed of in earlier days.  One of these is a form  of construction that
permits of building to the height of twenty stories and more. This form of construction has gone forward so rapidly and to such an extent that it may be true
to-day that the section of the city south of the City Hall gives accommodation to
twice as many people as it contained twenty years ago.
A factor which should not be overlooked in the study of a problem of this
nature is "the flat," which has done for certain residential districts what the skeleton-framed skyscraper later did for the commercial and financial district-in

4




A


BEGINNINGS AND GROWTH OF NEW         YORK CITY
creased the capacity of the ground area. One of these "Parisian novelties" had
been built in I865, and in 1870-71 two large apartment houses were erected on
Eighteenth and Thirteenth streets. From this initiative the style spread, and has
had much to do with increasing the density of population.


L~B IC~~GL;' ~ 7~~' n~U ls)lL k~




CHAPTER II


PLANS FOR RELIEF
RAPID      The conditions existing in New York illustrate the proposition that city
TRANSIT growth demands rapid and certain means of travel between different sections and
NECESSARY                                                  1
the general center. In the absence of the progressive developments that have taken
place during the last one hundred years, the growth of population would have been
checked and business interests impeded in large measure. For purposes of commerce the people of a great business center are far more effective when they have
the means to go to and fro as the occasion demands, with the least possible loss of
tinme and the least inconvenience and fatigue.
At the beginning of the last century the people of New York had, for the
time, reasonable facilities of transit. The city was so small that stages could
reach readily all parts of the island then occupied. The two rivers were not
barriers to movement. At a very early date people found it not inconvenient to
do business in New York and to live on Long Island or in New Jersey.
STEAM      With the introduction of vessels propelled by steam, about I820, a noted
VESSELS development took place. Transit across the rivers was facilitated, and residential places of importance grew up on the opposite shores and along the rivers
well to the north and east. The ferries and the steamboat lines established were
very notable, surpassing any development of the sort elsewhere.  They left
little to be desired in that direction.
In I850 the island population was served, so far as interior transportation
was concerned, by stages and omnibus lines, and still later tram cars were introduced.
GRAND       The first practical gain in rapid transit was made in 1875, when trains were
CENTRAL brought into the Grand Central Station at Forty-second street over a four track
STATION      '
system, two of which were intended for local trains.
The elevated railroads appeared in the seventies. A short section in Green.
wich street was erected in I870; but it was not until ten years later that the
several structures were completed to the Harlem River.


6




PLANS FOR RELIEF


The elevated system was a very notable accomplishment. Criticism of it ELEVATED
from an engineering standpoint were numerous and severe. When M. De ROADS
Lesseps was whirled around the track at One-Hundred-and-tenth street he
said, "American engineers are audacious." The precipitation of trains to the
street was predicted freely. The record indicates that the elevated roads are
safer than surface steam-roads. It was said that the constant jar and strain
would impair the metal to such an extent that the structure would become
unsafe. The original columns and girders are still doing duty. Fifteen years
ago a thorough examination was made of the principal members, including tests
of the steel. It was found that the physical properties of the metal had undergone no change.
The population north of Fourteenth street has increased threefold since
1870. Doubtless a large part of this gain is directly attributable to the elevated
system.
The next advance was made in 1883, when the Brooklyn Bridge was BROOKLYN
opened. The territory adjacent to the Brooklyn end of the bridge, although so BRIDGE
near to the business part of Manhattan Island, had remained largely undeveloped. The bridge and the system of elevated roads that followed closely upon
its completion brought the outlying sections within reasonable traveling time
to New York. The growth of Brooklyn has been rapid ever since. It was
said, many years ago, that Brooklyn could afford to build a new bridge every
ten years.
The system of propelling surface cars by cable was introduced in 1884. It CABLE CARS
answered its purpose admirably for some years, and was then displaced by the
electric system. By these systems the cars were enlarged and movement accelerated.
It may be that ten years ago, or even five years ago, many people in THE FUTURE
New York believed that existing systems were the best that could be
devised; that the electric cars on the surface and the elevated trains were
entirely satisfactory; and that nothing remained but to extend accommodations
as population increased. They had become used to the trouble of climbing to
stations well lifted above the streets. They had forgotten about the dangers of
"roads upon stilts."  They ignored the discomfort to dwellers along the lines.
They recognized how unsightly the structures were, but sank regrets in view of
their utility. They equally minimized the objections that may be raised against
the use of streets by a surface system that is noisy to a degree, that greatly incon

7




RAPID TRANSIT


veniences ordinary traffic, and that in each and every year maims and kills many
victims. It is possible to-day to predict with safety that the elevated structures
will all be taken down. It is at least possible to hope that the enormous cars now
propelled rapidly over our streets by electricity will be disused in the more or
less distant future, and a system of transportation introduced that will be more
convenient and less objectionable. For it would be unreasonable to suppose that
the evolution of the past in the matter of transit for cities is to end with the
methods now in use. The ultimate goal is a system, or systems, that will be not
unsightly, that will be noiseless to a reasonable degree, that will not cause undue
inconvenience to any persons or interests, that will be safe for passengers and
not dangerous to others, and that will be rapid. This is the goal; and in view
of progress heretofore made, and in view of progress at large, one may say with
confidence that it will be reached.


TABLET-CITY HALL STATION


8




CHAPTER III.


EARLY SUBWAY SCHEMES
During the period from I868 to 900o many subway schemes were brought
forward in the effort to provide transportation that would be rapid and reliable,
and would meet at least the demands of the times. Most of these are now historical incidents only.
In i868, by an act of the Legislature, the New York City Central Under- NEW YORK
ground Railway Company was incorporated. The line was to run from the City CITY
CENTRAL
Hall to the Harlem  River. The charter granted ample powers as to route, UNDERcapital, and facilities for construction.  Although the standing of the incor- GROUND
porators indicates that their purpose was serious, no practical result was reached.
Following this, in 1872, an act was passed by which Cornelius Vanderbilt NEW YORK
and others were incorporated, as the New York City Rapid Transit Company, CITY RAPID
to build an underground road from the City Hall to connect with the New
York & Harlem Railroad and with the New York Central. This company was
duly organized and the necessary surveys and plans were made for the construction of the road. Adverse criticisms made at the time led Commodore
Vanderbilt to decide that he would not construct the road. Many years later
Mr. Hewitt said: "To this decision the membeis of his family, who succeeded
in the management of the New York Central Railway, uniformly adhered;
although they, as well as he, always insisted that the road ought to have been
constructed and would have proven profitable, probably, to the New York Central Railroad." Of all the early endeavors to provide rapid transit this was the
only one supported by sufficient capital.
Other companies were incorporated as follows:
The Beach Pneumatic Transit Company in I868.                        OTHER
The Central Tunnel Railway Company in I88.                          SCHEMES
The New York & New Jersey Tunnel Railway Company in 1883.
The Terminal Underground Railway Company in 1886.
The Underground Railroad Company of the City of New York (a consolidation of two companies) in I896.
The Rapid Transit Underground Railroad Company in I897.


9




RAPID TRANSIT


BEACH      Of all the plans brought forward the most interesting and perhaps the most
PNEUMATIC important was the Beach Pneumatic, otherwise known as the Broadway Underground Railway. It was the only one upon which constructive work was done.
A full-sized section of a tunnel was built on the line adopted, and is to-day in
good condition. The route selected by the company had been advocated by every
rapid transit board since that time, namely, from "the Battery, or Bowling
Green, under Broadway to Madison Square; thence under Broadway to its
junction with Central Park and Eighth avenue; with a branch under Madison
Square and Madison avenue to and under the Harlem River."
The first company, the Beach Pneumatic Transit Company, incorporated in
i868, was empowered to "provide for the transmission of letters, packages, and
merchandise in the cities of New York and Brooklyn, and the North and East
Rivers, by means of pneumatic tubes to be constructed beneath the surface of the
streets and public places."
THE      The charter provided that the company must, as a preliminary step and to
CHARTER demonstrate the practicability of its plans, "first lay down and construct one line
of said pneumatic tubes from the Post-Office in Nassau street, between Liberty
and Cedar streets, in the City of New York, not extending above Fourteenth
street, which shall be put in successful operation, and continue so for the period
of three months, * * * before proceeding to lay down and construct any
other lines of such pneumatic tubes."
As amended in 1873 the company was permitted to "construct, maintain, and
operate an underground railway for the transportation of passengers and property." The capital stock of the corporation was fixed at $Io,ooo,ooo. A twotrack section, from Bowling Green to Fourteenth street, was to be finished in
three years, and the remainder within five years thereafter. The act stated that
the water and gas pipes and sewers must be maintained, and that street travel
mnust not be interrupted during construction. The work was to be done under
the supervision of a board of three engineer-commissioners, one of whom was
named in the act, and two of whomn were to be appointed by the Governor.
It was proposed to operate the tunnel by means of compressed air, the car
being circular in cross section and approximately fitting the tube. This, as was
pointed out at the time, would do away with the dust and obnoxious gases arising from the combustion of coal in a locomotive.
Work was begun on the tunnel at the corner of Broadway and Warren
street, and a section was built under Broadwray to the southerly side of Murray


To




EARLY SUBWAY SCHEMES


street. The curved portion at the corner of Warren street was constructed of
cast iron plates, the straight portion being lined with brick to a diameter of 8
feet in the clear. The tunnel was built by means of a shield which was forced
forward, 2 feet at a time, by hydraulic jacks.
Early in 1870 the tunnel was thrown open for inspection, and a car was EXPERIrun from one end to the other, the object being to convince the public that the MENTAL
plans were safe and practicable. But all of the work done failed of successful SECTIO
issue. Engineers of prominence were divided in their opinion as to the possibility of building an underground road through narrow streets lined with heavy
buildings. Even in the seventies the Beach plans were condemned because it
was thought that the tube could not be constructed under the street in front of
such a massive structure as the Astor House.  Since the methods were not
endorsed by engineers, financial interests were chary about investing money in it.
Many believed that if built the returns would be insufficient to pay operating
expenses and interest on the invested capital.
The capitalists and engineers of those days should not be too hastily con- ELECTRIC
demned as shortsighted. The needs of the people of our city for rapid transit TRACTION
increased greatly in the next thirty years; the population increased greatly; the
city's wealth increased, and notable advances were made in the science of tunnel construction and of the movement of trains. A revolution was effected in the
matter last named by the introduction of electric traction. We would have
had no subway to this time if private enterprise had been relied upon.


TABLET -CITY HALL STATION


II




BROOKLYN BRIDGE-WILLIAMSBURGH BRIDGE IN DISTANCE.




CHAPTER IV.


BRIDGES TO BROOKLYN
THE BROOKLYN BRIDGE.
The concentration of business at the lower end of Manhattan, and the development of the district across the East River for residential and later for business
purposes, caused attention to be given at an early date to the matter of better
transit facilities in that direction.
A proposition to build a chain suspension bridge over the East River, with a BROOKLYN
clear span of I,500 feet and a length of 2,Ioo feet between the "toll gates," was
proposed as early as I829. The structure was to have been 28 feet wide, the
height of the granite piers from the water line to the roadway I6o feet, and from
the roadway to the extreme point of the pier 65 feet. This and similar schemes
came to naught, until, in I867, the Legislature passed an act incorporating the
New York Bridge Company. In May of that year John A. Roebling, who had,
by designing and erecting the great Niagara Suspension Bridge, earned a high
reputation in this branch of engineering, was appointed chief engineer. A survey of the line was made in the summer of I869, and the Brooklyn tower located.
It was while engaged in this work that Mr. Roebling met with an accident that
resulted in his death. In the same year his son, Washington A. Roebling, was
appointed to the position formerly occupied by his father, and under his supervision the work was carried to completion in May, I883.
In May, I869, the War Department, in compliance with an act of Congress, GOVERNappointed Generals Wright and Newton and Major King a commission of gov- MENT
COMMISSION
ernment engineers to examine into the feasibility of the project, and to report
whether the bridge would be an obstruction to navigation. This resulted in
changing the clear height to I35 feet above mean high tide, and in widening the
bridge from 80 to 85 feet, in order to provide a double roadway on each side.
In those days it was not contemplated to use the bridge for the passage of
ordinary street cars, but to furnish it with a cable system of its own. The importance of the slight increase in width mentioned can hardly be overestimated,


T3




RAPID TRANSIT


since it made provision for the vehicle and trolley traffic of the present time. In
June, 1874, an act was passed changing the name to that of the New York and
Brooklyn Bridge, and making it a public work to be constructed by the two
cities, Brooklyn paying two-thirds of the cost and New York one-third.
FOUNDA-      The foundation of the Brooklyn tower was begun in I870. The caisson, a
TIONS rectangular chamber I02 feet wide by i68 feet long and having a solid roof I5
feet thick, was sunk to a depth of 441 feet. Brick piers were then built in the
air-chamber, which was finally completely filled with concrete.  As the caisson
was sunk the granite masonry forming the tower proper was built above it. The
New York foundation was also carried to solid rock, the caisson in this case
being slightly larger than the other, I02 feet wide by 172 feet long. The cutting
edges were extended to a depth of 78 feet below mean high water, this being
necessary because of the presence of extensive beds of quicksand resting on the
rock. The roof was 22 feet thick and was surmounted by a cofferdam reaching to high water, thereby increasing the buoyancy and lessening the pressure
on the frames during sinking.
THE      The towers are not solid masses of masonry, but each is composed of three
TOWERS buttressed shafts joined together up to the roadway by four connecting walls.
In the Brooklyn tower the course of the walls next the caisson is 17 feet thick;
the thickness diminishes by offsets until at high water it is but io1 feet. This
forms two well holes which are filled with concrete below water line and left
open from there to the roadway. Spaces are also left from 2 feet above the
crown of the arches to within 41 feet of the top of the tower. Above the roadway the tower consists of three columns having an oblong section; they are
united at the top by arches having a span of 33' feet. Each arch is formed
by the intersection of two arcs of circles having a radius of 48 I-6 feet. Below
the water the masonry is largely limestone, except the facing of the two upper
courses, which is granite; the backing from high water to the roadway is granite,
which constitutes all the remainder of the tower. At the towers the height of
the roadway is II19 feet, the top of the towers being 272 feet from the water.
The height from the bottom of the foundation to the top is, in the Brooklyn
tower, 316 feet, and in the other 349 feet. At high water mark the towers
measure 141 by 59 feet, at the roadway 131 by 48, and at the base of the cornice 126 by 43. The greatest pressure at any point is in the tower masonry at
the base of the central shaft at the roadway, where each square foot supports
about 26 tons.


14




BROOKLYN BRIDGE


At a distance of 930 feet from each tower is an anchorage which ANCHORAGE
rests on timber grillage, and in which the ends of the four cables
are  anchored.   Each   anchorage  weighs   60,ooo  tons  and  is  built
solid, with  the  exception  of  tunnels  or  openings  for  the  passage
of the cables. Near the outside lower angle of each anchorage are four anchor
plates (one for each end of each cable), which are held down by the dead
weight of masonry piled upon them. Each plate weighs 23 tons, and in shape
resembles an enormous wheel having a hub and sixteen spokes. The connection
between the cable wires and the plates is made with eyebars, which start in
double sets from each plate, one curving over the other, and are vertical for a
distance of about 25 feet, when they curve about go degrees on a circle having a
radius of 49; feet. The bars have an average length of I24 feet. The first three
sets have a section of 7 by 3 inches, the next three 8 by 3, the next three 9 by 3
inches; the tenth set is double in number and each bar is Ij by 9 inches in section. Piercing the center of the anchor plates are two parallel sets of apertures,
each containing nine holes. A bar is passed through each hole and a 7-inch pin
run through the eyes or holes in the end of each bar. These bolts bear firmly
against the under side of the anchor plate, and serve to distribute the strain to
every part of the plate. The next series of bars is attached to these by a bolt 5
feet in length and 5 inches in diameter. In this manner the succeeding bars are
united, forming a chain having very long links connected to each other by bolts
passing through the eyes. At each knuckle of the chains a large block of granite
was placed with a heavy cast iron plate inserted as a bearing for the heads of
the links. The bars in the last link are increased in number to 38, and are
arranged in four courses, one above the other. The wires of the cable are divided
into 19 strands and each strand is fastened around a grooved eye-piece which is
held between two of the anchor bars.
The first work connected with cable making was the passing of a rope from  CABLES
one anchorage to the other over the towers. By August, 1876, an endless rope had
been placed from a driving engine at the Brooklyn anchorage to and around
sheaves at the New York anchorage.
The first operation, preliminary to placing the cables in place, was that of
adjusting four wires, one for each cable, to be used as guides in obtaining an
exactly uniform deflection of all the others. Four wires of uniform size and
weight were selected. These were adjusted to a tangent line for the land spans,
whose position had been calculated, and to a level line at the lowest point of the


15




RAPID TRANSIT


STRENGTH OF
CABLES
SUSPENDED
STRUCTURE


curve for the center of the span. Allowances were made for the temperature
prevailing at the time.
The cables were made of galvanized steel wires, No. 8, Birmingham gauge.
The strength of the cables per square inch of solid section is I6o,ooo pounds.
Each cable is composed of 19 strands, each of which contains 278 wires. The
last wire of the cables was run over October 5, 1878. At a distance of 2I1
feet from the anchor bars heavy clamps were put on the cables to draw them
to a cylindrical form. This was made necessary as the anchor bars spread so as
to cover a space 5 feet square. The cables were finally wrapped with galvanized
iron wire, the finished diameter being I54 inches.
On top of the towers the cables rest in saddles which furnish a bearing with
easy vertical curves. In plan they are rectangular, 13 by 4 1-12 feet, and have
an extreme height at the center of 42 feet and a thickness of 4 inches. Each
cable passes over the center of its saddle in a groove I9~ inches wide by I71
inches deep. The saddles rest on steel rollers, which in turn rest on planed plates.
This permits the cables to move freely backward and forward, and to accommodate themselves to any unequal loading, and also to adapt themselves to
changes in temperature.
Passing over the towers alongside of the cables are 1oo steel wire rope stays,
arranged 25 to each cable, and secured at each end to the trusses carrying the
floor system. The longest extend to a distance of about 400 feet each side of
the towers, and are spaced 15 feet apart at the trusses.
The floor system consists of six longitudinal trusses connected by floor
beams, the whole being hung from the cables by suspender ropes.   The suspender ropes are of twisted galvanized steel wire, and are from It to i' inches
in diameter. Each is capable of sustaining about 50 tons, or five times the
load it will ever be subjected to. As the floor system is in a continuous line from
the top of the anchorages, and as the cables leave the anchorages a few feet
below, the floor beams rest on the cables until the latter rise above the grade.
The beams are here laid on posts resting on the cables, which vary in height to
suit the distances, and are braced by plate brackets.  The lower end of each
post is bolted to the upper half of a strap encircling the cable. The whole number of suspender ropes is 1,520, and the posts number 280. The floor beams
were made in half lengths, and when riveted together at the center formed a
continuous beam 86 feet long. They are 32 inches deep, 9; inches wide, and each
weighs 4 tons. Each has two top and two bottom chords so united as to form a




BROOKLYN BRIDGE


triangular, latticed girder. The chords are of steel channel bars. The beams
are spaced 71 feet between centers, and between each pair is placed an I-beam,
which rests on the bottom truss chords, so that the planking is supported at
every 31 feet. The work of placing the floor beans was begun at the towers,
and carried each way at the same time, in order to load the cables uniformly.
The bridge is divided by six longitudinal trusses into five passage ways, the PROMENADE
trusses being of the following heights, measured from the top of the floor beams: AND
ROADWAY
The two outside ones 7- feet, and the four intervening ones 15 feet 7~ inches.
Across the central opening is a system of light beams supporting the promenade,
which is 12 feet above the floor beams. The roadways at the outside are i8i
feet wide in the clear, and although only designed for vehicles, each now has a
trolley track. The two remaining divisions are 12 2-3 feet wide in the clear,
and are used for passenger cars. As the foot passenger approaches the towers
he ascends a few steps, the walk dividing and passing through each of the tower
arches on a flooring laid on the beams over the car tracks.
To prevent horizontal vibrations and to resist the force of the wind, there VIBRATION
are wind braces placed beneath the floor beams. These are steel wire ropes
from 2 to 3 inches in diameter, and are anchored at the four facing corners of
the towers to eye bolts set in the masonry. From the corners to which they
are attached they pass diagonally across the floor beams to the opposite side of
the bridge, where they are secured. The longest ones reach about half way
across. Similar braces are provided on the short spans. As a further precaution,
and particularly to secure stability at the center of the span, where the braces
are of little effect, the outside cables are drawn in a short distance toward the
center. To allow for expansion and contraction of the trusses, slip joints are
formed between the towers and anchorages and in the main span. The aggregate weight of the suspended structure, including cables, trusses, suspenders,
braces, timber flooring, and rails, is 14,680 tons; the estimated transitory load is
3,1oo tons, making the total weight of the superstructure I7,780 tons.
The Brooklyn approach is 97I feet long on the center line, and is 100 feet APPROACHES
wide throughout. It spans several streets by plate girders, and has one curve at
about 200 feet from Sands street. The New York approach is I,5621 feet long,
begins at grade at Park Row, and rises 3.25 feet per hundred to the rear of
the anchorage. It is IOO feet wide for about 500 feet of the distance, and 85
for the remainder. At Franklin Square is an opening measuring 210 feet on one
side and I70 on the other, which is spanned by a bridge. The other streets are


17




RAPID TRANSIT


crossed by semi-circular brick arches. Both approaches consist of arches resting on massive piers, the fronts being entirely of granite. The cornice over the
arches has a dentil course below, surmounted by a heavy projecting coping
course. The whole is capped by an ornamental granite parapet. The arches are
used as stores and warehouses.
OPERATION      When the bridge was opened the cars were moved by an endless cable
OF CARS operated by engines located beneath the Brooklyn approach. This service soon
proved to be inadequate, and the third-rail electric system was introduced and is
now in effect. As a further improvement, and in order to accommodate the
travel using the elevated roads of Brooklyn, connection was made with these
loads so that the passage of the bridge could be made without change. In addition to this a trolley track was laid along each roadway in order that all the
trolley lines in the Borough could cross the bridge without interruption. All
these changes made necessary the complete re-designing and re-construction of
the Brooklyn approaches, and also the changing of the station at the
western end.
COST      The financial condition of the bridge on March 31, 1883, shortly before it
was opened to traffic, was stated as follows:
Cash received from New York,.....          $4,871,900.00
Cash received from Brooklyn,....         9,423,692.73
Cash received from rents, interest, sale of
material, &c.,........       39,463 93
Total,......                   $I4,687,056.66
There is still due from the City of New York,  216,666.66
And from   Brooklyn,.......         433,33334
Total cost of bridge,........          $I5,337,056.66
ADMINIS-     During the period occupied by its erection New York was in the clutches of
TRATIVE the Tweed ring, an audacious and unscrupulous gang of thieves. Yet, when the
INTEGRITY
accounts were finally audited, every dollar of the appropriations was found to
have been expended in wages or material, and its actual face value was represented in the completed structure. The ring had proposed otherwise and the


i8




BROOKLYN BRIDGE


belief was general that the bridge treasury had been looted. Mayor William C.
Havemeyer appointed a committee to investigate the matter. Abram S. Hewitt
was a member of that committee. In speaking of the results of this inquiry,
MIr. Hewitt said:
"The duty was performed without fear or favor. The methods by which MR. HEWITT'S
TESTIMONY
the ring proposed to benefit themselves were clear enough, but its members fled
before they succeeded in reimbursing themselves for the preliminary expenses
which they had defrayed. With their flight a new era commenced, and during
the three years I acted as a trustee I am sure that no fraud was committed, and
that none was possible. Since that time the board has been controlled by trustees,
some of whom are thorough experts in bridge building, and the others men of
such high character that the suggestion of malpractice is improbable to
absurdity.
"The bridge has not only been honestly built, but it may be safely asserted
that it could not now be duplicated at the same cost. Much money might, however, have been saved if the work had not been delayed through lack of means
and unnecessary obstacles interposed by mistaken public officials. Measured by
its capacity and the limitations imposed on its construction by its relation to the
interests of traffic and navigation, it is the cheapest structure ever erected by the
genius of man."
In a certain sense this bridge was an experiment. That it would largely SUCCESS OF
eliminate the East River as an obstacle to travel to and from  Brooklyn, and THE BRIDGE
that it would place the outlying districts of that city at the door of New York,
were facts known and appreciated by its promoters; but whether the people
would avail themselves of the increased facilities afforded was a matter of freely
expressed doubts.  To convince oneself that the bridge has more than fulfilled
all the expectations of its projectors, it is only necessary to view the vast multitudes that are continuously passing across it. But the real work it has accomplished can best be ascertained by an examination of the sections of Brooklyn,
formerly waste spaces, that are now covered with the homes of people, a large
portion of whom resort daily to New York.
We have extended our notes on the Brooklyn Bridge to considerable length
because of its vast importance in providing easy transit between sections of the
city that were separated by a natural barrier, because it was the first municipal
undertaking on the line of rapid transit, and because the bridge is beautiful to a


I9




WILLIAMSBURGH BRIDGE.




WILLIAMSB URGH BRIDGE


degree as well as useful. It is said to be the most inspiring example of suspended bridge construction in the world.  It is doubtful whether it will be
duplicated anywhere in the future. Its lofty towers and its graceful span are
visible to everyone who enters our harbor.  It is a notable monument to the
genius of the engineers who planned it and to the public spirit of those citizens
who, with untiring zeal in the face of great obstacles, so worked that it was
carried to completion.  It typified union between nearby centers of unrelated
population. It has led to the conception of that political union which has made
New York the second city on the globe.   It brought the men of both sections
into collaboration for transportation facilities of far wider scope and usefulness.


ITS
IMPORTANCE


WILLIAMSBURGH BRIDGE.
A second suspension bridge over the East River was begun in I896 and CAPACITY
formally opened in December, I903. It spans the river between the foot of
Delancey street, Manhattan, and the foot of South Fifth and South Sixth streets,
Brooklyn, and has a total length, from the entrance at street grade in Manhattan to the entrance in Brooklyn, of 7,200 feet. Through its entire length it
has a clear width of 18 feet, and provides for two elevated railway tracks, four
street railway tracks, two IS-foot roadways, two footpaths, and two bicycle paths.
It is very remarkable in its capacity to carry traffic.
The foundation piers, two for each tower, were sunk to bed rock, about 70 CAISSONS
feet below mean high water, by means of timber caissons similar to those used in
the old bridge, but different in one essential point. The entire caisson was stiffened with a series of massive plate-steel riveted trusses, eight in all, which
extended entirely across it from wall to wall. The working chamber was also
strengthened with two solid bulkheads built across it. Level with the bottom of
the walls was a framework of I6-inch timbers bolted to the side walls with tie
rods. At each intersection vertical posts reached from this frame to the roof,
and the whole system was tied together and stiffened against lateral distortion by
diagonal struts and tie rods. The object of this bracing and truss work was not
merely to enable the roof to carry the superincumbent load of masonry, but to
enable the whole caisson to endure without distortion the heavy transverse
strains to which it would be subjected should it become "hung" upon any projecting point of the uneven rock bottom. Each caisson was built upon launching ways and floated to its destination.
The piers are built of limestone up to low water level, above which they


21




RAPID TRANSIT


consist of a granite facing with a limestone backing. They are finished with
two heavy coping courses of simple and pleasing design, and one pedestal course
of granite blocks.
ANCHORAGE       The anchorages measure 182 feet in width, 158 feet in depth, and I20 feet
from the foundation to the coping. Forty feet of the mass is below the street
level, above which it rises some 8o feet. The total pull of the four cables is
20,250 tons. The anchorage could only be moved by being rotated upon its
"toe" as an axis, or by sliding bodily forward. To resist rotation the masonry is
massed at the rear, most of it being directly above the anchor plates to which the
cables are secured, the forward half being of hollow construction. Sliding is
resisted by the mass of earth at the toe and by the frictional resistance between
the masonry itself and the earth upon which it rests; this is also increased by
the stepping of the bottom of the foundation.
TOWERS       At each corner of each of the tower foundations, or piers, is a large block of
dressed granite upon each of which rests a casting forming the base of a leg, or
column, of the tower. Each half of each tower is composed of four columns
which are 8 feet square at the bottom and taper to a square of 4 feet at a
height of 20 feet, the latter section being then maintained throughout their full
height. The columns are 30I feet in height, and are built up of two thicknesses of plate riveted together. The base is stiffened by diaphragms, but in
the upper 4-foot section there are eight built-up Z-bars, two on each inside face of
the column. All the columns are vertical up to the level of the roadway, above
which they have a batter toward each other of I4 feet in a height of 215 feet.
The four columns are strongly united by bracing, and just below the floor a
system of lattice bracing is placed entirely around each tower and also between
the towers. Above the roadway the towers are tied together by latticed and
diagonal members. The saddle castings upon which the cables rest are located
immediately above the legs of the towers, the weight being distributed and the
structure stiffened at this point by a system of deep girders.
CABLES      Each of the four cables consists of 37 strands of No. 8 wire, and each
strand is made up of 281 wires, so that in each cable there are 10,397 wires.
The specifications required a tensile strength of 200,000 pounds per square
inch of section, and an elongation of at least 5 per cent. in a length of 8 inches.
Instead of wrapping the cables with wire in order to protect them from the
atmosphere, as was done with the Brooklyn Bridge cables, they were enclosed in
I-I6-inch sheet steel which reaches from one suspender band to another. The


22




WILLIAMSB URGH BRIDGE


suspenders, which are 20 feet apart, are steel wvire rope; they are attached to
the stiffening trusses at their point of intersection with the floor beams.
The saddles weigh over 32 tons each.  The cable rests in a groove struck SADDLES
in a plane parallel with the axis of the bridge and on a radius of 21 feet 6~
inches. The saddle is supported upon 22 steel channel beams, and movement of
the saddle is provided for by 40 steel rollers placed between the saddle casting
and the beams.
In order to compensate for the vertical distortion produced by unequal load- SUSPENDED
ing, and to distribute such loads, it was necessary to stiffen the floor system. In STRUC
the old bridge this was accomplished by four longitudinal trusses; but in this
case there are only two trusses, each 40 feet deep, which extend entirely across
the bridge. The bottom chord is built into the floor system and is of the same
depth. The floor of the bridge is composed of a series of transverse plate girders,
5 feet in depth, which extend all the way across. These are spaced 20 feet apart,
and are bridged longitudinally by lines of plate-steel stringers. There are 20 of
these lines of stringers which extend through the structure from  end to end.
The roadways are carried by the overhanging ends of the floor beams. The
central portion of the floor beams is supported at two points from overhead
trusses, which are built in between opposite panel-points of the upper chords of
the stiffening trusses. This construction reduces the weight and admits of the
use of muich shallower floor beams than would otherwise be necessary.
Wind pressure is resisted by a horizontal truss between the top chords of the
stiffening trusses, and by the manner in which the longitudinal stringers are
riveted intercostally between the floor beams; the tensional stresses, due to a
wind blowing across the bridge, are resisted in the leeward half of the floor by
the stringers and the bottom chord of the stiffening truss, and the compressive
stresses are similarly provided for by the stringers and bottom chord of the
windward half of the floor system.
The suspended portion of the structure occupies only that portion lying THE TRUSSED
between the towers, the land part of the cables carrying no load whatever. STRUCTURE
Between the anchorages and towers are parallel-chord trusses with their centers resting upon steel piers.  The main trusses are not provided with slipjoints, as are those of the Brooklyn Bridge, but are continuous from anchorage to
anchorage; neither are they rigidly united to the towers or anchorages. They
are furnished with roller bearings at the anchorages and with rocker bearings at
the main towers; this construction permits of their free expansion from the
center toward each anchorage.
23




RAPID TRANSIT


The bridge was designed by L. L. Buck, whose work in renewing the original Roebling suspension bridge at Niagara had already attracted attention.
COST     The contract prices for the bridge were as follows:
New York tower foundation,.....     $373,463
Brooklyn tower foundation,.                    485,082
Anchorages,.....,570,0oo
Towers and shore spans,...                 1,221,726
Cables and suspenders,...,398,ooo
Approaches,......                2,4 I,000
Main span suspended system,....    I,23,400
The total estimated cost of the bridge, including land and stations, is
$20,000,000.
MANHATTAN BRIDGE
SIZE     The new Manhattan Bridge, the foundations and piers of which have been
completed, will extend from near the intersection of the Bowery and Canal
Street in New York, to Willoughby Street, between Prince and Gold Streets, in
Brooklyn. It will be the longest of the bridges across the East River, measuring about Io,ooo feet between terminals. The floor of the bridge will be I20
feet wide over all; the center span will be 1,470 feet from center to center of
the towers, and each land span will be 725 feet in length. The two steel towers
will be 400 feet above high water.
The proposition to use steel eye-bars for this bridge was rejected by the
Commissioner of Bridges in I904, and it was decided to return to the wire cable
type. The arrangement of spans, capacity and loadings proposed for the eyebar bridge and recommended by the commission of engineers appointed during
the preceding year was, however, retained in the new wire cable design. The
specifications for the cables and suspenders called for an ultimate strength of
not less than 215,000 pounds per square inch before galvanizing, and an elongation of not less than 2 per cent. in 12 inches of observed length.
TOWERS      The principal novelty in the design is found in the towers. Each is composed of four columns standing in a transverse plane, the columns being in
the same vertical planes as the chain cables. A side view of the columns shows
that, from their greatest width of 22 feet at the platform, they taper to 14 feet


24




BLACK WJELL'S ISLAND BRIDGE


where they are supported upon a steel pin 2 feet in diameter, which rests upon a
cast-steel footing.  This construction distributes the load evenly over the
masonry pier. In theory the towers are free to rock upon these pin bearings,
but a movement of a few inches at their tops, caused by live load or temperature changes, would be taken care of by the elasticity of the towers themselves.
The anchorages will be formed with arches for street traffic, and will be
provided with stairways and elevators, so that access can be had to the roadway fron these points. The large interior space will be utilized as an 'assembling hall.
The estimated cost of the tower and anchorage piers is about $3,000,000, COST
and of the superstructure $Io,ooo,ooo.  These figures do not include land
damages, or stations. The bridge was designed by Gustave Lindenthal, work —
ing in connection with H. Hornbostel as consulting architect.
BLACKWELL'S ISLAND BRIDGE.
In 1884 a franchise was granted for the bridging of the East River at Black- DESIGN
well's Island, but no steps toward actual construction were taken until I898,
when the Commissioner of Bridges prepared plans. These provided for a bridge
having its western terminus on the block bounded by Fifty-ninth and Sixtieth
streets and Avenues A and B, and its eastern terminus in Long Island City.
W\ork was commenced in I9OI, and was carried forward so slowly that in I902
only about $42,000 had been expended. The plans were then revised, the changes
affecting the superstructure chiefly, although provision was made for elevators' to
the roadway from the island. These called for two cantilever bridges having the
following spans: A shore span on the Manhattan side, 469i feet in length; a
river span of 1,182 feet; a central span across the island of 630 feet; a second
river span of 984, and a shore span of 459 feet on Long Island. The length of
the bridge, including approaches, will be 7,636 feet.
The towers will rest upon masonry piers which will extend up to the road- TOWERS
way. Each tower will consist of two steel legs of box section, spaced 93 feet
from center to center at the base and 60 feet at the top, transversely of the
bridge. The height between the chords at the towers will be 185 feet. The
superstructure will be made up of two lines of trusses placed 60 feet from center to center. The top chord, being the tension member, will consist of eye

25




RAPID TRANSIT


bars of nickel steel having a tensile strength of go90,000ooo pounds per square inch
and an elongation of i8 per cent. in 8 inches. The bottom chord will be of
standard box construction. The roadway will be carried on transverse floor
beams which will extend beyond the trusses a sufficient distance to provide a line
of trolley cars at each side. The central portion of the bridge will be twodecked, the upper floor having two elevated railway tracks and two footwalks,
each ii feet wide. Beneath this will be two more trolley tracks, between which
will be a roadway with a clear width of 36 feet.
The estimated cost of the bridge, including land damages, is $12,548,500;
It is expected to be finished in 1906.
The three bridges last described will open sections of Brooklyn that cannot
be conveniently reached by the Brooklyn Bridge.  They will connect with the
elevated system of that Borough, and thereby serve the territory to the northeast of that covered by the old bridge. In addition they will do much toward
relieving the crowded condition of the old bridge, since the termini of two of
them in New York are in the districts that supply most of the traffic for that
bridge.


KIOSK-N. Y. SUBWAY


26




CHAPTER V


TUNNELS
HUDSON RIVER TUNNEL.
Greater problems than those involved in the making of an easy way across
from Manhattan Island to Brooklyn were involved in the proposition to provide
transit facilities to the section of New Jersey opposite New York City. The
Hudson is a full mile wide.  Up and down the river vessels of all sorts are
constantly plying. They must have an unobstructed passage, not only at the
center of the stream, but at all points between the banks. From time to time
proposals were advanced to build a bridge over the river. To this moment no
individual or interest has made progress in that direction. Ferryboats are still
carrying passengers and teams over it. Freight is transported largely in cars
placed on floats and towed by steam vessels. Some barges, large enough to take
on board passenger coaches, are used to facilitate transit with New England
connections.
In 1871 an individual who was neither a citizen of New York nor connected with the business of New York; who was not even an engineer, although
he had been concerned in railroad construction, conceived the idea of making a
tunnel under the river. He had come from the Pacific coast via Omaha, and
had seen there work going on building piers for a great railroad bridge over
the Missouri. This was done by setting up iron cylinders at points suitable for
piers. In order to sink these to bedrock they were so made that compressed air could be pumped into them, and workmen and materials could be
taken into them through so-called air locks at the top. The water having been
driven out at the bottom by air pressure, the men were able to remove earth,
and drop the cylinders by degrees until rock was reached. The structure was
then filled with concrete masonry, and sure foundations provided for the superstructure.
Seeing this work, this man of engineering turn and enterprise, of long foresight and undaunted courage, conceived the idea that the iron cylinders, fitted


THE NORTH
RIVER
PROBLEM
D. C. HASKIN


27




RAPID TRANSIT


PNEUMA'
TUNNELI


TIC with air locks, could be placed horizontally, starting out below water-level from a
Gshaft provided for the purpose; that the earth could be excavated in front, the
comlpressed air providing a safe place for the workmen; that successive rings of
iron could be added to the cylinder, and so a tunnel constructed from shore to
shore of any river or arm of the sea. Having reached his conception he cast
about for a place of importance to begin work, and very naturally decided that
the best location would be under the Hudson at New York. He did not live to
see his great project completed; but it may be doubted whether the actual fact
would have added to the certitude of his mind. He was one of those men
whose faith in their ideas, wild though they may seem to others, is absolute.
So while the work of sinking the piers for the Brooklyn bridge was under
way, and no step had yet been taken to string cables across the East River, lie
set to work to solve the problem of transit to New Jersey on a different and
more venturesome line, declaring to his friends that tunnels, not bridges, were
practical, and that in the long run the world would so decide. And so conlvinced was he of the merit of his proposed enterprise that he would not seek
state or municipal aid, or the aid of the great railroads centering in Jersey City,
but would do it all himself, out of his own means and the means of friends who
might have faith in the enormous values he proposed to create. It is almost
unnecessary to say that he died in proverty. He was blind in his latter days, yet
his courage never failed. To the end he believed that he had pointed the way,
shown others how a great work should be done, and that he would be called a
great benefactor long after his critics were forgotten.
RAL     The originality of Mr. Haskin's plan was not more conspicuous than its
)NS
NS extreme simplicity. The silt forming the bed of the Hudson is a deposit due to
the washing away of the rocks of the upper river. When dry it is an impalpable
powder, and when saturated with water it is as difficult to control as any waterbearing sand. But between these two conditions, that of extreme dryness and
wetness, is a stage in which the silt assumes almost the consistency and characteristics of clay. When carrying a certain of degree of moisture, it will
stand up like clay, and may be handled in the same way. This fact was taken
advantage of, and because of it the first part of the work was done successfully.
The scheme was to maintain within the heading an air pressure as nearly equal as
possible to the hydrostatic head. In this way it was thought that the silt, having
just the right amount of moisture, would form a barrier or partition that would
effectually prevent the entrance of water and permit the heading to be worked.


NATUF
CONDITIC


28




HUDSON RIVER TUNNEL


The result proved the soundness of this reasoning. The heading was advanced
without support of any description and the tunnel advanced without resort to
timbering.
In November, 1874, work was begun by sinking a shaft on the New Jersey WORK
side 83 feet back from the bulkhead wall. This shaft was circular in plan, 30STARTED
feet inside and 38 feet outside diameter, the brickwork being 4 feet thick at the
bottom and 2~ at the top. The bottom of the shaft was stink to a depth of 54
feet below mean high water. Upon each of the east and west sides was built a
false piece, 26 feet wide by 24 feet high, having an elliptical form, and which
was finally to be removed to permit the passage of the tunnel. In the east side
of the shaft, above the false piece, was an opening to receive an air-lock. The
lock was 6 feet in diameter by 15 feet in length, and was provided with a door
in each end in the usual manner. The so-called temporary entrance was then
begun. This consisted of a series of I rings, formed of plates 2 feet wide.
Each ring w as I8 inches larger than the one preceding it and the largest was 20
feet in diameter. As the tops of these rings were in the same horizontal line, their
bottoms formed steps leading up to the lock, the chamber forming a cone having
its upper side at right angles to the diameter. From the base of this cone two
tunnels were started, it having been decided to build two parallel single-track
tunnels instead of one large one.
The north tunnel was first begun. As the largest ring of the chamber was METHOD OF
not large enough to embrace both tunnels, it was necessary to extend the sides OPERATING
and inverts beyond the ring. Plate by plate an iron ring or shell was built, of a
size equal to the exterior of the north tunnel, and brickwork was laid in this 2
feet thick. The regular work of tunnel building was then begun. Silt was
removed until the top center plate of a new ring could be put in and bolted to
the one behind. Then a plate was inserted at each side and bolted to the center plate and to the ring already in place. When four rings of plates hod been
put in and braced, the heading was cleaned out and the masonry laid, thus completing a section of Io feet. The plates were of 4-inch boiler iron 2A feet
wide by 3. feet long, and were flanged with angle iron on the four sides. The
heading was cut into steps, upon which the men stood while shoveling, and was
entirely exposed, no attempt being made to sheath any part of it. The air pressure was kept about equal to the hydrostatic head, and increased from 18 pounds
at first to 36 at a distance of 1,800 feet from the shaft. The tunnel was i6 feet
wide by I8 feet high inside.


29




RAPID TRANSIT


AIR     Early in the work it was found that no fixed rule could be adopted to govern
PRESSURE
PRESSURE the pressure of air, and that a pressure that served well one day would not be
suitable the next. This was due to two causes. The excavated chamber, ready
for the masonry, was about 23 feet in diameter, and the difference in water
pressure between the top and bottom was, therefore, about I pounds per square
inch. This was a disadvantage, and, in combination with the constantly changing nature of the material passed through, rendered it difficult to decide upon
the air pressure that should be carried. Experience soon showed that a little
less than the hydrostatic pressure at the axis of the tunnel was the most desirable under ordinary conditions.  Even under these circumstances air would
escape at the roof while water was weeping through at the bottom. It was more
desirable to keep the silt at the top in perfect condition than at the bottom, for
the reason that an excessive air pressure meant the forcing out of the water at
the crown, thereby drying the silt and causing it to fall in lumps sometimes of
considerable size. This was more to be dreaded than the weeping in of water at
the invert, since the falling of a mass from the roof might open a pocket that
would permit the air to rush out in such volume as to cause flooding. Leaks in
the crown and top sides were detected by passing a candle over the surface, the
flame being blown into a hole by the escaping air; larger openings could be
detected by the sound of the outrushing air. Wet silt applied to the spot in right
quantity remedied the trouble.
REMOVING      After the north tunnel had been finished to a distance of over a quarter of a
TEMPORARY mile the south one was started, and after this had been advanced some distance
ENTRANCE
the two headings were closed with timber bulkheads, and the work of removing
the temporary entrance was started. This entrance had been built through made
ground, mostly of cinders, which had been disturbed by the sinking of the shaft
and had given trouble during the placing of the air-lock by flowing down the
side of the shaft. The first operations were directed toward the removal of the
last or largest ring. The two plates adjoining the center one were taken down
and the silt dug out, so that when the plates were re-inserted they were on the
curve to be formed for the new work, the object being to construct a bridle, as it
were, to cover both tunnels with one span or arch and leave a large chamber.
This became known as the "working" chamber. In this way four rings were
removed and the masonry built, after which the plates in the roof of the remaining rings were taken down, their place being supplied by the hood forming the
crown of the new work. This hood reached from the completed work to the


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HUDSON RIVER TUNNEL


shaft, which it joined 3 feet above the lock, and then extended down each side
and against the shaft as close as it could be fitted.
On the morning of July 21, I880, a blow-out occurred at this point, the ACCIDENT
air escaping up along the side of the shaft. The falling earth and plates so
wedged the inner lock door that it could not be opened to allow the men to
escape and 20 were drowned. At the inquest that followed, the engineers
employed upon the tunnel were vastly relieved when Mr. Haskin stated that he,
and he alone, was responsible for the plans and for their execution. The accident itself injured the undertaking from a financial standpoint.
After the accident the tunnel was re-opened by means of a caisson that was
sunk within a cofferdam, the latter being employed to confine the loose material. The caisson was 4Ii by 24 feet 10 inches. After it had reached the proper
level it was united with the tunnels and shaft, and the interior lined with masonry.
The work was now the same as before the accident, with the exception that the
temporary entrance had been replaced by a substantial chamber of brick, and
additional facilities had been made for entering the work.
When building the tunnel proper it was found that the shell was at times PILOT
forced out of line by the weight of silt resting upon it, making it difficult to
maintain an accurate grade. The difficulty was overcome by the introduction of a
"pilot." This was a tube of boiler iron, 6 feet in diameter and of a length sufficient to project a few feet into the undisturbed silt of the heading and also a
few feet into the completed work. It thus formed a rigid hub, supported at each
end, from which, as a foundation, braces radiated to support the plates. The
pilot was built of flanged plates, all of the same size, so that those at the near
end could be taken down and carried forward as the work advanced.
In view of the fact that other tunnels are building or to be built across the PROPERTIES
Hudson, it may not be amiss to dwell briefly upon some of the peculiar char- OF SILT
acteristics of the silt which forms the bed of the river. When it carries the
proper degree of moisture it forms a compact, dense, tenacious mass, having such
cohesion that it retains a given shape for an extended period of time. In this state
it may be handled much as ordinary putty. It is not dirty, in the usual sense of
that word; a little water quickly relieves the hands of its presence, and the flesh
has a soft, almost oily, feeling afterward. Its most important feature in relation to tunneling operations, and one directly the outcome of its cohesiveness
when of the proper degree of saturation, is that both air and water pass through it
very slowly. When well mixed with a sufficient volume of water, it flows as freely


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RAPID TRANSIT


as quicksand and is much more troublesome to control. It was found impossible to force the hand, either clenched or open, to any considerable depth into
the exposed silt at the heading. The steps cut in the face of the heading retained
their sharp outlines quite long enough to permit the placing of plates in the
upper portion of a ring and excavating a new series of steps. It is impossible
for an air pocket to remain in moist silt, because the gradually closing silt is
bound to force the air out. These properties of silt make it a most reliable material through which to build a tunnel, since, once constructed, it may be safely
assumed that the structure will remain in place indefinitely.  Piles may be
driven to almost any depth in silt, provided the blows are rapidly delivered and
that the operation is continuous; and again if a pile be sunk too far it may be
drawn up to the desired level, where it will remain firmly planted after the silt
has had time to settle around it. Constant and uniform pressure has little or no
effect upon this material, but a shock or jar disturbs it and partially or wholly
destroys its grip. It was for this reason principally that the engineers of the
Pennsylvania Tunnels decided to anchor the tubes by means of screw piles, as
they feared the disturbing effects of heavy trains.
STARTING      The shaft method of reaching grade, as adopted at the western end, had
NEW YORK proved costly and troublesome, and therefore the chief engineer of the work at
this time, S. H. Finch, decided to start the tunnels at the New York end by
means of a timber caisson, which measured 48 by 294 feet in plan. When the
caisson had been sunk to a depth of 56 feet below mean high water it was almost
wholly embedded in sand. Holes were bored through the west side of the caisson
on the line of the outside of the tunnels. After the circle of holes had been nearly
finished the upper part was cut out and a roof plate put in and held by braces.
Others were inserted at the sides and in advance of this, until, at a distance of
12 feet from the caisson, a bulkhead of iron plates was started at the top and
built down. In building the next section the same method was pursued, but the
plates of the first bulkhead were always kept at a higher level than the bottom of
those in advance, in order to prevent the entrance of water. As soon as it had
been lined with iron the section was cleaned out and the brickwork laid. An
idea of how this job was viewed by the technical press may be formed by the
following extract, which was published after the tunnels had been carried forward some distance:
TUNNELING       "The fact that the caisson was embedded in sand led to the belief, among
THROUGH
SAND many engineers of high standing, that an outlet could not be obtained and the


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HUTDSON RIVER TUNNEL


tunnel started by the system of working by compressed air. It has become
unsafe to pronounce an unfavorable opinion in regard to any particular piece of
work connected with the tunnel. In more than one instance obstacles which
seemed to present an insurmountable barrier to all future progress have been
met and conquered, and the work has gone forward. New devices and plans
have kept pace with new difficulties. At a first glance the sand above mentioned
seemed to contain all the characteristics requisite for a first-class insurmountable obstacle. Upon the least reduction of the air-pressure this material would
follow the -water into the caisson; the smallest opening afforded a ready passage. The water and sand could be kept quiet as far down as the air-pressure
swas carried, and no farther; and if a trench were dug the upward pressure,
due to the difference between the air-pressure and head of water, or depth of
excavation, would fill the trench with sand and water faster than it could be
taken out, and the adjacent material would be in no better condition than
at first."
This was the first and has remained the only instance of the building of a
sub-aqueous tunnel through sand and gravel without the aid of a shield. It is
safe to predict that it will never again be attempted, but as a specimen of what
can be accomplished under the most discouraging surroundings it deserves
record.
In I888 the firm of S. Pearson & Son, of England, assumed the contract, with
Sir John Fowler and Sir Benjamin Baker, who had just finished the Forth Bridge,
the greatest cantilever ever erected, as consulting engineers. The plans were
imme(liately changed and the shield method substituted. The next most important change made was the use of heavy cast-iron plates in place of masonry.
The light boiler plates used in the early work were never considered as being an
integral and permane;nt Dart of the cylinder; they only served to keep the silt
out until the masonry had been laid, after which their existence was a matter of
no moment. Lack of funds forced the stoppage of work, and, although spasmodic attempts were made from time to time to resume operations, nothing of a
serious nature was done until the early part of 1902.
The New York & New Jersey Railroad Company acquired the franchise and
property of the old company in that year. The north tunnel has been opened
from shore to shore and operations have been begun on the approaches. The
plates in the south tunnel, which had been reduced in diameter to 15 feet 3 inches,
were 6j feet long,:. feet wide, I 7-16 inches thick, 8 inches deep through the


THE
DI FFICULTIES
ENGLISH
CONTRACTORS
NEW
COMPANY
IN CONTROL




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RAPID TRANSIT


CHANGE webs, and had flanges I- inches thick. The sides of each plate were accurately
OF PLAN faced, the long ones being in a plane at right angles with the axis of the tunnel and
the short ones on a radius, so that they fitted together with great nicety.  With
these plates it was impossible to distort the circular section of the tunnel, and with
the shield it was easy to follow the exact grade and alignment.  The change in
diameter was decided upon because the large size is not necessary for trolley
service. The original plan was to use the tunnel for regular railway service. The
same plan would have been adopted with the north tunnel but for the fact that the
heading, when the present management assumed control, was at the lowest point
below the surface of the river, and had but a few feet of silt overhead. Under
these circumstances it was not thought expedient to make the change. The
general method of working does not differ from that usually followed, and
therefore needs no special description.
The charter of the company made no provision for connecting tunnels or
roadways within the city. Application was made to the Rapid Transit Commission for authority to cross the city to Fourth avenue, and also by Sixth avenue to
Thirty-third street. These applications were granted.
FRANCHISE      Beginning when these extensions shall have been finished, and ending in
BY RAPID twenty-five years from the completion of the railroad under the Hudson, the comTRANSIT
COMMISSION pany is to pay 50 cents per linear foot of single track and of station platform for
the first o1 years, and $I per annum per linear foot during the next 15 years. A
further annual sum is to be paid of 3 per cent. of the gross receipts for the first 10
years and 5 per cent. afterward. The gross receipts are estimated by agreement at
$300,000 a year for the first Io years. After that the gross receipts are to be determined upon the basis of the information then available as to actual traffic returns, and fixed by agreement or by arbitration.
RENTALS      The rental payable to the city, in accordance with the statute, is to be readjusted at the end of the period of 25 years above mentioned, and thereafter at intervals of 25 years. If the city and the company shall not agree upon the rates at the
time of such readjustment, they are to be determined by the Supreme Court of
this State.
The tunnel entrances are to be constructed entirely through private property,
unless the Board shall approve of an exit or exits situated within the streets; this
will do away with the use of kiosks in the streets.  An important clause in the
franchise is the following:
"As soon as the railroad is completed, the Tunnel Company is to file with the


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HUDSON & MANHATTAN TUNNEL


Board a statement of the cost of construction of the portions which the city has the COST
right to acquire; and if those statements are disapproved by the Board, the whole
subject of cost is to be submitted to arbitration forthwith.  In this manner the
actual cost of construction will be determined at the time, instead of being left to
be determined under great difficulties many years afterwards."
The franchise contains provisions regarding the disposition of gas, water
pipes, sewers and the like.  The Tunnel Company agrees not to interfere with the
construction of any rapid transit or street railroad over, along or under any portion of the streets occupied by it, provided they do not actually interfere with its
structure.
In January of the present year the Hudson Company was incorporated, with OPERATING
a capital of $2I,000,000, to take over and eventually operate the tunnels now under FORMED
construction under the Hudson. These comprise the tunnel just described, and
one to be built from Church and Cortlandt Streets in New York to Exchange Place
in Jersey City, and by tunnel under Jersey City and Hoboken, with the depots of
the Delaware, Lackawanna & Western, Erie, Pennsylvania and Jersey Central
Railroads.
HUDSON & MANHATTAN RAILROAD TUNNEL.
This is the line to be built from Cortlandt street, New York, to Jersey City,
referred to above. The franchise granted by the Rapid Transit Commission provides for the construction of two tracks under Cortlandt street, to Church, to Fulton and thence to the State boundary line in the Hudson. Provision is also made
for a subway for foot passengers from Church street station under Dey street and
Broadway to John street to connect with the present subway. The payments by
the company to the city for the first 25 years are as follows:
"A charge of $Ioo per annum for the right to enter the city, including the TERMS OF
approaches from the west to the pier line.                               FRANCHISE
"A charge for the right within the pier line, and for the underground portions
of streets, and for the passenger subway under Dey street and Broadway, at the
rate of 50 cents per.linear foot of single track or subway per annum for the first
10 years, and $I per annum per linear foot during the next 15 years.
"A charge for the underground portions of Cortlandt, Dey and Fulton streets
near the terminal station, and where the company's tunnel construction comes
within I6 feet 8 inches of the surface, at the rate of 40 cents per superficial square


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RAPID TRANSIT


foot per annum for the first 10 years, and 80 cents per annum per superficial
square foot for the next 15 years.
"A further annual sum for tunnel rights under the street of 3 per cent. of the
gross receipts of the New York portion of the railroad for 1 years, and 5 per cent.
for the next 15 years. Such gross receipts are fixed for the first 25 years at $300,ooo per annum, whether in fact such gross receipts shall be more or less."
The franchise is granted in perpetuity.  In regard to this the Committee of
the Board on Contracts said:


READJUSTMENT


"The tunnel authorized by this franchise, at the west, ends at the boundary
line between the States of New York and New Jersey; and from that line west the
tunnel must be continued under the authority of the State of New Jersey. It is
obvious that the New York grant is susceptible of use only in connection with the
New Jersey part of the tunnel under the Hudson River. If the New York grant
were limited, then at the end of the limited term the grant would be of no use or
advantage to the city. A readjustment of rental charges at 25 year intervals will,
in cases like this, give the city all the practical advantages of a limitation of the
life of the grant."
The tunnels along the water front of Jersey City connecting the railroad
depots will be two-track, as will also be the tunnels in New York, while the river
will be crossed in each case by twin tunnels. The Hudson Companies are working in harmony with the railroads and with the Public Service Corporation of New
Jersey, which controls the surface transportation facilities of Jersey City, Newark
and other districts.
PENNSYLVANIA RAILROAD TUNNELS.


* ROUTE OF
TUNNEL


Of more importance than the original enterprise of Mr. Haskin, extended
as it has been by the company that now holds the franchise, is the great work
being pressed forward by the Pennsylvania Railroad in order to provide terminals in the heart of New York City, and make connections with other systems.
Its new roadway, devised for this purpose, will leave the main line a short
distance east of Newark, N. J., and pass across the Hackensack Meadows to
the west face of Bergen Hill. From this point the road will be entirely in tunnel under Bergen Hill, the North River, the Island of Manhattan, and the East
River, reaching the surface about a mile east of the latter in Long Island City.


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PENNSYLVANIA RAILROAD 'TUNNELS


The road will be double-tracked across the Meadows, and will pass under the
North River in two parallel, single-track tunnels. These will be spaced 37 feet
between centers, and at intervals of 300 feet will be connected by passageways
that will ordinarily be closed by doors to prevent the air passing from one tunnel to the other. Under Manhattan Island the tubular construction will cease,
and the two tracks will diverge into two tunnels, with three tracks each-the
main line and two sidings. These large tunnels will extend for about I,OOO
feet, when they will unite into a four-track, single-arch tunnel, extending for a
distance of 605 feet to the western end of a station or depot. The station will
be 260 feet wide from Tenth to Ninth avenues, on the line of Thirty-second and
Thirty-third streets; then about 560 feet wide to Seventh avenue. Its area
will be about 27 acres, and it will contain about i6 miles of track. The lower
level of the station will be devoted to the tracks; an intermediate level will
contain waiting and baggage rooms, ticket offices, etc.
The eastern division, beginning at Seventh avenue, will comprise two lines EASTERN
of triple-track arched tunnels, one underneath Thirty-second and the other DIVISION
underneath Thirty-third street. These will be continued for 1,600 feet, when
each set of three tracks will unite into a double-track arched tunnel for a distance of 2,400 feet. The East River will be crossed by four single-track tubes,
coming to the surface at Thompson avenue, Long Island City. At this point
there will be a terminal yard, where cars will be stored, and where the motive
power will be changed to electricity or steam, according to the direction in
which the train is traveling. Electric power only will be used in the tunnels.
Connection will be made from this yard, by bridge and railroad, with the Long CONNECIsland system and, via Hell Gate, with the New York, New Haven & Hartford TIONS
Railroad on the north shore of Long Island Sound. A large freight terminal is
being built at Greenville, N. J., from which cars will be transferred to Bay
Ridge, L. I., and will then be taken to the Hell Gate Bridge by means of a connecting railroad. The total length of railway to be constructed in New York is
4.2 miles; and the total length of main track, exclusive of side tracks or track in
the station, will be 22.6 miles. The distance from the surface of the ground at
Twelfth avenue to the base of the rail will be 65 feet, and at Fifth avenue 75
feet.
The franchise provides also for a station at Fourth avenue and Thirty-third FOURTH
street, but this does "not include any right to connect at this point the tracks of AVENUE
the railway of the tunnel company with the tracks of any other railroad, for
the railway of the tunnel company with the tracks of any other railroad, for


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the continuous operation of trains over such tracks of the tunnel company and of
any other railroad."
The undertaking is divided into two parts, and is being carried forward by
two distinct companies. That portion lying in New Jersey, west of the State
boundary line, which is about midway of the North River, is being built by the
Pennsylvania, New Jersey & New York Railroad, while that portion east of the
boundary and lying in New York is being constructed by the Pennsylvania, New
York & Long Island Railroad. The eastern section is under the direction of
Alfred Noble and the western under Charles M. Jacobs, chief engineers.
CAST-IRON      The sub-aqueous portions of the work are being built by means of shields
SCREW PILES
in the usual manner. All of the tunnels under the two rivers will be lined witll
cast-iron plates. In the North River tunnels a novel engineering feature has
been introduced. The silt forming the bed is sufficiently firm to preserve the
tunnel in perfect alignment, but it was thought that if the heavy motors are
allowed to bear directly upon the shell their weight, and particularly the shock
due to movement, may produce settlements, or set up stresses, that would result
in fracture and consequent leakage. This difficulty will be overcome by the
introduction of cast-iron piles placed beneath the center of the inverts, at every
15 feet, and extended, if necessary, to a depth of I50 feet. The tops of the
piles are to be filled with concrete to a depth of 15 feet. The load will be distributed by a system  of stringers capping the piles and carrying the rails.
Should there be any movement of the piles, under the loads carriel, it will not
affect the tubes, which will serve their proper purpose as enveloping casings.
After a certain length of shell has been completed it will be bulkheaded. placed
under air pressure, and the piles screwed down from   the interior.  The
piles are 27 inches in outside diameter, the screws being cast upon a shell il
inches in thickness, and are made in sections 7 feet long. The screw, formed
upon the lowest section, is 4 feet 8 inches in diameter. After one section has
been screwed down another will be bolted to it, the process continuing until
firm material has been reached. Grout under heavy pressure will be forced
around the outside of the shell in both soft material and rock, and each tunnel
will be lined with concrete.
CROSS      The tunnel is of new design in its cross section. The track is to lbe laid in a
SECTION trough slightly greater in width than the widest car, the sides of which extend
nearly up to the window sills. Sidewalks will be formed upon each side at the top.
Within the sides there will be conduits for telegraph and telephone wires, with


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PEN-NSYLVANIA RAILROAD TUNNELS


high and low tension circuits. By the terms of the franchise the company pays
the city $200 a year for the privilege of passing beneath the two rivers. Concerning this requirement, the committee appointed by the Rapid Transit Board
to carry on preliminary negotiations with the railroad company said:
"The annual payment of $200 for the routes under the North and East
Rivers outside of pier head-lines is more than nominal, though it is not important. It may be said in general that. anyone who bridges a navigable river, or
tunnels it so as to bring the opposite banks into easy communication without
interference with navigation, confers great benefits upon the communities upon
both sides of the river. Nevertheless, it is not practicable to certainly forecast
the future, and your committee has, therefore, deemed it wise to affirm the principle of compensation, although making the rate for the first period of 25 years
so small as not to be a material burden to the Pennsylvania Company."


FRANCHISE


For passing under the docks and bulkheads the payment is to be $0.50
per annum for the first Io years and $I for the next 15 years, for each linear
foot of single track. The same rate is required for passing under the streets,
witl the exception of Thirty-second and Thirty-third streets, between Seventh
and Ninth avenues. For the latter privilege the company will pay $14,ooo per
annum for the first Io years and $28,000 for the next 15 years.
For the station at Thirty-third street and Fourth avenue the payment will
be $14,000 a year for the first Io and $28,000 for the next 15 years.
For the privilege of its main station the company will pay $36,000 per
annum for 25 years, after which the compensation is to be readjusted. These
annual payments cease if the company buys, for the sum of $788,600, that portion of Thirty-second street used by it. The franchise allows five years for the
completion of the work.
In regard to the rental for the space wAithin pier lines and streets, at so
great a depth as not to interfere with underground structures or,future rapid
transit railroads, the committee said:
"The Pennsylvania Company claimed, and not without reason, that its PRINCIPLE
enterprise involved a large investment and serious risk; that it would bring
enormous advantage to the city; that it would promptly and greatly increase
the assessed valuations within a considerable area of the city, from which, in
the increase of taxes, the city would derive a large and immediate increase in
revenue; that the underground portions of the streets, nowhere approaching


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RAPID TRANSIT


within 19 feet of the surface, had no present value; that the city itself made no
use of such portions of its streets and might never use them; that, with unimportant exceptions, the city had never derived and may never derive revenue
from them; that in foreign cities, and in other American cities, like rights had
been accorded without compensation; that, in the city of Washington, the Pennsylvania Company had itself recently received such a right without rental, and
that for the very enterprise now proposed the Pennsylvania Company has
secured in Jersey City a right without rental. On these and other grounds the
Pennsylvania Company claimed that the city ought not to require the payment
of rental for the use of such underground portions of streets and dock
property.
FRANCHISE      "Nevertheless, your committee was of the opinion that the franchise sought
VALUABLE was in itself very valuable; that, although the enterprise would secure to the
city highly important advantages, it was equally true that the advantages were
mutual. Heretofore it has been usual in this city, as in other large American
cities, to grant free of rental to railroad corporations traversing large sections
of the country and which cannot be classed as urban, rights of way, over, on, or
under any streets. But conceding that such a liberal policy in the past has
benefited cities and helped to build them up with marvelous rapidity, it is also
true that the railroad corporations themselves have been benefited in equal, and
oftentimes in far greater measure. It would have been better for the cities,
RATE LAW and more in consonance with sound policy in dealing with public property, that
DETERMINED municipal authorities should have better appreciated the future value of their
franchises. Your committee insisted that in this case a departure from the rule
heretofore too generally prevailing must be made, and that in fixing the rental it
ought to be assumed that, as the franchise was valuable to the company, and
as it granted use of city property, the company should pay a fair rental. The
committee was without precedent in determining the precise amount, but finally
concluded that the best theory to adopt was that of an annual payment for
trackage, and to fix the rate at one dollar per foot."
BALANCE OF      The report concludes with the following pertinent remarks:
VALUES
"It is estimated that in the city of New York there are elevated, surface and
steam railroads aggregating nearly I,500 miles of single track. While it is not
the purpose of your committee to imply that every mile of them is equal in
franchise value to each mile of the Pennsylvania tracks now to be authorized,


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PENNSYLVANIA RAILROAD TUNNELS


your committee is decidedly of the opinion that very many miles, and especially
those of some of the steam railroads, have now a corresponding franchise value,
and that if there had been a reasonable appreciation of the future value of all
these railroad franchises (elevated, surface, and steam) by the municipal
authorities when they were granted, the city would at the present time enjoy,
and in the future continue to enjoy, a fair proportion of the pecuniary benefit
which now goes wholly to the railroads; not solely as the result of their operation, but, in very great measure, of the continuous development of the city."
\When this franchise was under consideration, the Pennsylvania Railroad PERMANENT
firmly insisted upon the granting of certain privileges which it considered of CONTROL
vital importance to its plans. In building and developing its terminal, and in
providing the necessary connections with existing steam railroads, it would
spend from $35,000,000 to $50,000,000. The company expected to provide all
the needed capital solely from its own resources. In time the business would
assume proportions of great magnitude, and the city would be sure to derive its
share of the benefits accruing therefrom. The company was, therefore, fixed in
its determination to abandon the project if it were not assured of the permanent
control of the improvements it was prepared to create. Without a grant in
perpetuity the railroad might, at the expiration of its franchise, be deprived of
all the results of its work. These considerations led to the changing of the rapid
transit act so as to provide for grants of this character.
On March 24, 1902, Mayor Seth Low sent to the Governor a bill entitled, AMENDMENT
TO GHARTER
"An act to amend the Greater New York Charter by adding a section in relation to franchises of tunnel corporations, for constructing and operating railroads to connect with other railroads, and form thereby a continuous line between
points within and points without the City of New York." The following paragraphs from Mayor Low's memorandum on this bill are interesting:
"While the bill provides that a franchise may be granted in perpetuity for
such a purpose, it carefully guards the right of the city to readjust the terms
upon which the franchise shall be enjoyed, at intervals of not more than 25
years. The city is thus assured of the periodic opportunity to profit by any
increase in the value of the franchise such as time may easily bring. The city is
also assured of the right and opportunity to attach such conditions to the grant
as public interests may require."
"Under these circumstances, I am of the opinion that a perpetual franchise in


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such a case may properly be granted; for the city is not deprived of the opportunity to profit by its increase in value. It is only deprived of the opportunity of
using the franchise itself at the expiration of a limited grant. Inasmuch as the
project in contemplation involves a tunnel under the North River for its completion. which tunnel lies outside of the city's control entirely; and inasmuch as
that portion of the enterprise which the city does control is so vital to the Pennsylvania Railroad Company that it cannot afford to enter upon the undertaking except upon the grant of a franchise in perpetuity, I am of the opinion that
this is a case in which good judgment justifies an exception to the general rule.
BASIC      "In this connection, it may not be amiss if I say that the provisions in the
PRINCIPLE Greater New York Charter of I897, limiting the power to grant franchises to a
grant for a term of years, which were the basis of the provisions of the present charter, were inserted at my suggestion, when a member of the first charter
commission. It is also interesting to point out that the provision for a periodic
opportunity for a readjustment of the terms of any franchises that may be
granted, under Section 32 of the Rapid Transit Law, was also inserted at my
instance, when I was a member of the Rapid Transit Board. It will not therefore be contended, I am sure, that I have ever been careless of the city's interests in these regards. The basic principle of the ground lease, which I have
often urged as a model for the city in its dealings with its franchises, is the
opportunity which such a lease affords for a periodic adjustment of the terms
between the owner and the lessee. If this privilege is retained, it becomes to a
certain extent a matter of discretion as to whether a franchise should be granted
in perpetuity or not. I freely admit that I prefer grants for a limited period;
but even so good a rule as this may sometimes suffer an exception in the public
interest."
LAW      The Governor sent to the Legislature an emergency message in behalf of
ENACTED
the immediate enactment of the bill. It became a law; and established beyond
question the power of the Board to grant such franchises as that desired by the
Pennsylvania Company. This new legislation and the grants to the Pennsylvania and to the New Jersey tunnel companies have tended to establish the policy
that, for all transportation purposes, the streets of the city, whether on the surface or below the surface, shall be dealt with in the first instance by the Rapid
Transit Commission.
That Commission has consistently and effectively sought to guard against


42




PENNSYLVANIA RAILROAD TUNNELS


improvident grants of transportation franchises to private corporations.
Whether railroad construction and operation be municipal or under control of
private corporations, it has held that no railroad use of streets shall obstruct
future rapid transit or other profitable use of the streets for transportation purposes; that the city shall receive compensation for the use of streets, and that
the terms of such compensation shall be readjusted at reasonably brief intervals.
If the Rapid Transit Commission had rendered no other service to the city than
to promote and determine this policy, it deserves very high appreciation from
the citizens of to-dav and those who will come hereafter.
The stupendous work undertaken by the Pennsylvania Railroad will be use- USEFULNESS
ful in our city in a remarkable degree. The city will no longer be insular, so
far as passenger transportation is concerned. It will have direct communication under the East and North rivers. This will serve greatly the convenience of
people who are journeying to or from distant points, and also the convenience of
the greater multitudes who go and come from their homes in the country or
by the sea.
And this must follow. There are other railways that serve our city. For FUTURE
each of these new conditions will be created by the enterprise of the Pennsyl- EFFECTS
vania people.  It would be going far to say that these other systems must
emulate in full the enterprise of that great railroad. But certainly they will be
stirred to do what they can. And so we may expect more than one system of
railway tunnels under the Hudson, and we may expect great improvements in
the approaches from the north. Otherwise it will be said in the future that the
Pennsylvania Railroad had the courage to provide not only for its own proper
traffic, but also in such way as to gather to itself traffic that belongs normally to
others-that in fact it found great opportunities in the failures of rival lines.
Some of these other lines command enormous resources. The real traffic of some
of them is greater than that of the Pennsylvania. Surely it behooves them to
look to the future.


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CHAPTER VI.


ELEVATED RAILROADS.


NEW YORK.


RAPID
TRANSIT
SCHEMES
GRAVITY OF
SITUATION


The present generation can have but a vague conception of the many and
varied schemes that have been brought forward to solve the rapid transit problem. Thirty years ago, in 1875, the city took official cognizance of the question,
and the first Rapid Transit Commission came into being. Before and after that
time private enterprises were advocated, plans innumerable were drawn, legislation was obtained, capital was subscribed; yet only one undertaking became
an accomplished fact. Some of the more prominent of these schemes are mentioned in the following chapters; but in a cursory way, since they are interesting
only as incidents having an influence, but not a permanent place, in the final
solution of the problem.
Dealing with the subject in January, I874, the Railroad Gazette said:
"The number of people in New York who think they know how to build a rapid
transit railroad is, we believe quite as large as those who are sure they could
edit a newspaper or keep a hotel. It is amusing to hear some of these assert, in
the most dogmatic way, principles about which the most experienced engineer
would hesitate to give an opinion. The whole subject has been up for discussion twenty years or more, and makes its appearance annually in the State Legislature. No systematic effort, so far as we know, has thus far been made to
collect accurate information, and the public mind is in a state of chaos regarding the whole subject."
That the gravity of the situation was appreciated is shown by the following further quotation from the same paper: "It is not necessary to say anything
here of the importance, in many different ways, of rapid transit to New York.
It would widen her borders immensely; and population that belongs to her.
instead of being driven across two rivers, would find convenient and in every
way desirable homes to the northward in Westchester County. It is the one
possible remedy for the overcrowding which has imposed so many social, moral


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ELEV AT7ED RAILROADS


and political evils upon the city. This overcrowding is likely to grow worse in
degree and in consequences, unless some means shall be provided for supplying
frequent, rapid, and cheap means of traveling between those parts of the city
where business is done and districts nearby, now thinly peopled."
The undertaking that formed the exception referred to was the inception of ELEVATED
elevated railroads. The four lines, constructed prior to I88o, constituted the L
only method of rapid communication between the northern and southern sections of the city, until the opening of the subway last year.
The first line to be put in practical operation was popularly known as the NEW YORK
Greenwich street elevated, although its corporate name was the New York ROAD
Elevated Railroad. The plan of this road originated with C. T. Harvey. A
company was organized, and in April, 1867, a charter was granted by the Legislature, empowering the company to construct an experimental line. Section 2
of the act was as follows:
"The railway hereby authorized shall be operated exclusively by means of GENERAL
propelling cables attached to stationary engines placed beneath or beyond the
surface of any street through which such railway may pass, and shall be concealed from view so far as the same may be detrimental to the ordinary uses of
such streets. The structure shall consist of a single track, upon which the cars
are to be moved in contrary directions upon opposite sides of the street, which
track shall not exceed 5 feet in width between center of rails, and shall be supported by a series of iron columns, not exceeding I8 inches in diameter at the
surface of the pavement, or equivalent space if in an elliptical form, which
columns shall be placed at intervals of not less than 20 feet, except at street
crossings or sidings, along the curbstone line between the sidewalk and carriagewav, and attached at their upper extremities to the track aforesaid, so that
the center of the track shall be perpendicular to the center of the columns, and
at a distance of not less than 14 feet above the surface of the pavement.
Wherever deemed necessary to prevent oscillation of the track aforesaid, a second series of columns may be extended on the building side of the sidewalk, at
intervals of not less than 20 feet, which shall not be more than 9 inches in
diameter at surface of pavement, and shall be so placed as not to obstruct any
existing door or window without consent of the owner; and from the upper"
extremity of which braces or girders may be extended to the first series of columns mentioned for the purposes aforesaid."




I


45




RAPID TRANSIT7


EXPERI-     In July, I868, an experimental section was built from the Battery to Dey
MENTAL street, along Greenwich, a distance of about one-half mile.
SECTION
In the editorial correspondence to the Journal of the Franklin Institute,
dated New York, December, I867, we find the following, under the caption,
"West Side and Yonkers Patent Railway," which describes how this road should
be constructed and operated:
DESCRIPTION      "The experimental half mile authorized by act of legislature last winter is
OF ROAD nearly completed. The line starts corner of Greenwich street and the Battery,
and is now finished up to Rector street, a distance of some I,500 feet. If the
present experiment proves a success, the line will be continued this winter up
Ninth avenue to the Hudson River Railroad depot, corner of Thirtieth street,
with the eventual idea of extension to the village of Yonkers, on the Hudson,
~via King's Bridge.  Should results warrant the further introduction of this
system, a middle route up Broadway, as also an east side one as far as New
Rochelle, on the Sound, are embodied in the schemes of the projectors.
CONSTRUC-      "The mode of construction is simple and elegant, being unobstructive and
TION open. The supporting principle, following the line of the curbstone, consists of
single, wrought-iron columns, as made under the patent of the Phcenix Iron
Company of Philadelphia, about I4 feet high, with the segments spread out in a
graceful curve, to which the cross-heads for supporting the rail girders are
attached. These are four-segment, 8-inch columns, with a thickness of metal of g
of an inch. They will be spaced 25 feet apart from center to center, as near as
may be, thus necessitating simple girders to span the interval. These girders
are composed of 8-inch deck beams in pairs, packed with a timber scantling, to
which the rails are spiked, thus acting as an absorbent and cushion for the shocks
of the traveling load. Beyond their fastening on the cross-heads of the columns,
nothing more is required but simple stay-rods to prevent the spreading of the
rails and girders.
The foundations are made stable by spreading out the segments at
the base of the columns in a similar manner as noted above.    A  heavy
casting, with the necessary lugs and ribs upon it, is made to fit the under surface of the segments thus swelled out, to which they are securely bolted. This
casting, by means of its broad, flat base, is in turn bolted to a very heavy undercasting, secured to a well-bedded masonry pier Io feet deep, by means of long
bolt's running the whole length of the masonry and firmly anchored therein.
Between the rail girders a small covered square trough, with a slot on its upper


46




ELEVATED RAILROADS


side, is placed, returning under the street in the axis of the roadway, and of
course through the masonry piers, into which it is carefully built."
A more interesting part of this description is the following:
"The motive power will consist of stationary engines at every half mile,
under the sidewalk; each one operating a large single drum 6 feet in diameter,
ingeniously contrived to accommodate two ropes of contiguous sections. The
sections being so short, steel-wire ropes of but i inch in diameter will be used,
thus obviating what has always been considered an insurmountable difficulty.
The cars pass from one section to another by means of their own momentum.
The gap thus caused is not over 20 feet, so that at a speed of o1 miles an hour
the resistance to progression must be inappreciably small. At proper intervals,
the rope will be attached to what you may call "universal trucks," about 2 feet
long. They are universal in the sense that no matter what position they may
assume, friction rollers will always be presented to roll upon. Upside down or
sideways, they will roll; in addition to which the attachment of the rope is by
means of swivel joints, so that no kink or twist can arise. A strong finger, as it
were, projects above the slot mentioned in connection with the middle box in
which it runs. To this the car is attached.
"The construction of the cars becomes, perhaps, the vital point in this
scheme; but so far as competent engineering judgment can discern, no
mechanical device has been neglected that promised to insure success. Experimenting alone will tell the tale.
"The difficulty is just here-a rope is running, say at a speed of Io miles an
hour, with nothing visible but the little fingers of the trucks. To these fingers
the cars must be attached and detached, without slackening the rope and without producing a shock on the car or its passengers; it must slow up in stopping and gradually get headway in starting. It would hardly do to jump at
once to full speed; it would rack everything to pieces. The slowing up after
detachment will be a matter easily regulated by the brakes; but how to store up
sufficient momentum to get under headway before making fast is the crucial point
beyond which all other difficulties are but trifles."


METHOD OF
OPERATING




I


This was to be accomplished in the following way:
"The first experimental car will be about 30 feet long, with a barrel placed CABLES
immediately below the floor, running the full length of the car, surrounded by a
stiff spiral spring. Secondary springs of india rubber are attached to the spiral


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RAPID TRANSIT


N. Y. ELEVATED RAILROAD CO.
STEAM AS
PROPELLING
POWER
GILBERT
ELEVATED
RAILROAD


spring and the body of the car, running in an oblique direction. The shock of
contact will be taken up on the springs, which force is stored up by another
set of springs, to be used in starting the car for the next station. Attached to
the spiral, and sliding on the barrel, the immediate attachment is effected by
means of a lever operated by the attendant in charge of the car."
Mistakes of a serious nature had been made both in the design of the
structure and the method of propelling the trains. The columns were much too
light for the service, and considerable experimenting was done before a satisfactory support was obtained. Moving the cars by a system of endless cables, as
prescribed by law, proved to be a total failure. The result was that those who
had contributed financially to the undertaking lost all confidence; the road was
placed in the hands of trustees, and finally sold under foreclosure of mortgages
held by various parties. The property and franchise were taken over by the
New York Elevated Railroad Company, a corporation organized with a capital of
$ I,ooo,ooo.
In the meantime, legislation had been obtained permitting the use of steam as
the propelling power. The new owners immediately removed the cables, and
'ntroduced light four-wheeled locomotives. Tests with the new engines were so
successful that the company began the regular carriage of passengers April 20,
I87I. After the installation of the engines the road became genuinely successful. At
the beginning of I874 the equipment comprised 4 engines and Io cars; each of the
latter seating 48 passengers and weighing 1 I,Oo0 pounds. The quickest running
time for the four miles of road then in operation was I8 minutes. From April 20,
I871, to January 2, 1872, 54,968 passengers were carried; in 1872 there were
242,100 passengers; and in 1873, 723,253 passengers. Up to the first of 1874
not a passenger had been injured. In those days the company refused to take
more passengers than it could seat.
In 1871 a new road was chartered by the Legislature. The Gilbert Elevated
Railroad proposed to erect a pneumatic tube, supported from heavy arches above
the street. It was claimed that this road would be practically noiseless and
the trains out of sight. As this plan was found to be impracticable and entirely
too expensive, it was decided to build the tube without a top, and operate a
steam road in the trough thus formed. Finally the trough was also abandoned,
and the plan resolved itself into a simple elevated steam road. These alterations
caused much opposition and extended litigation.


48




ELEVATED RAILROADS


According to Wilson's History of New York, the Rapid Transit Commission
of 1875* reported, in December of that year, "that their work was at an end,
and that the task of building the roads upon the assigned streets-Ninth, Sixth,
Third and Second avenues-had been awarded to the Gilbert road and to the
New York road, the corporation then operating the little elevated road on
Greenwich street.'
In 1876 the New York road had extended its line to Fifty-ninth street, and
was running "40 through trains each day."
In the spring of 1877 a controlling interest in this road was obtained by
Cyrus W. Field, who exhibited the same zeal in pushing it to final completion
that had marked his connection with the Atlantic cable.
In those days the companies were almost constantly obstructed by suits LEGAL
brought by abutting property owners. In I877 a single track and several sid- TROUBLE
ings had been built from the Battery to Central Park, but it was impossible to
complete the system because of legal proceedings. The same cause stopped
work on the east side. In September of that year the Court of Appeals, by
unanimous decision, declared that both companies were legal organizations, having proper authority to build the structures they had undertaken when stopped;
and all injunctions were dissolved.
After this, work was rushed on both lines, and on June 5, 1878, the Sixth
avenue road was opened from Rector street to the Park. In the intervening
time it had passed into the control of the Metropolitan Elevated Company. In
I879 the two companies were consolidated under the control of the Manhattan
Railway Company.
In August, 1878, the Third avenue line was opened to Forty-second street,
and two years later the Second avenue line to Sixty-seventh street. In I880 the
roads on both sides of the city had reached the Harlem. Later the Third avenue
line crossed the river and was carried to Bronx Park.
On January I, 1903, the Interborotugh Rapid Transit Company leased the INTERBOROUGHT
Manhattan Railway Company for 999 years, beginning April I, I903; the lessee BORUGH
III1  903   th leseeRAPID
guaranteeing dividends of 6 per cent. per annum, and an additional amount, if TRANSIT CO,
earned, of I per cent. until January I, I906; and after that date dividends of 7
per cent. upon the par value of stock outstanding. At the present time, theiefore, the Interborough Rapid Transit Company controls the entire elevated system, as well as the underground roads now finished.
*A more extended account of the work of this commission is presented in another
chapter.
49




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RAPID TRANSIT


The elevated roads certainly provided rapid transit facilities between the
congested southern portion of New York and the districts to the north for many
years. In sparsely inhabited regions such roads will undoubtedly be found useful in the future, but their field is limited.


I


T'WENTY-TI'lIRI STREE'I STI'ATION - N. Y. SUBWAY


50




CHAPTER VII.


RAPID TRANSIT COMMISSION OF 1875.
A law enacted in I875 authorized the Mayor of New York City to appoint a COMMISSION
Board of Rapid Transit Commissioners to decide whether the city actually APPOINTED
needed rapid transit, to select the route or routes, and, if found expedient, to
organize a company to build the lines. Mayor William H. Wickham appointed
the following commissioners: Joseph Seligman, Lewis B. Brown, Cornelius I.
Delamater, Jordan L. Mott and Charles J. Canda.
This Board had power to locate "such railway or railways over, under,
through, or across the streets, avenues, places, or lands, except Broadway and
Fifth avenue below Fifty-ninth street, and Fourth avenue above Forty-second
street, and except such portions of streets and avenues as are legally designated
for the main line of or occupied by an elevated or underground railway in
actual operation." The Board was to decide the first question within 30 days
after its organization, and the second within the next 60 days.
At that time the only facilities the City of New York had for the transportation of passengers north and south were the Broadway omnibuses and the
horse car lines on the avenues and along the docks, and the section of the New
York Elevated Railroad, along Greenwich street and Ninth avenue, from the
Battery to the Park.
The Gilbert Elevated Railway Company had been incorporated, and had EARLY
RAILWAYS
the privilege of building an elevated road along Sixth avenue; but the structure, required by the terms of the charter, was so costly that the company had
not been able to procure the necessary capital. That company held the opinion
that if the Commission would permit them to construct a less expensive road,
they would be able to complete the work. The two companies entered into
amicable arrangements to construct certain portions of their lines, which were
located in common, by a union of their funds. To further this object the Commission located routes for each company; one from the Battery to the Harlem
River, through Third avenue and the Bowery, for the New York Elevated, and




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5I




RAPID TRANSIT


the other from the Battery to the Harlem, by way of Second avenue, for the
Gilbert Company.
The Commission was satisfied with these two companies.  In its communication to the Mayor under date of September 6, I875, it says:
"Having investigated the plans by which the two companies propose to raise
capital, and having ourselves personally conferred with and interrogated the
gentlemen whose names were put forward as furnishing the financial guaranty,
we were satisfied that the location, upon their chartered routes, of rapid transit
roads under this act, would, humanly speaking, render success certain."
COMMISSION      Doubts as to the exact meaning of certain sections of the act influenced
ORGANIZES the Commission to organize a corporation "as the law allows us to do, to render
CORPORATION assurance doubly sure that our labors will result in rapid transit actually." The
corporation was known as the Manhattan Railway Company, and was capitalized at $2,000,000. The corporation was organized for the purpose of constructing, maintaining, and operating steam railways for the transportation of
passengers, mails, or freight, wholly within the city of New York. The routes
selected were practically identical with the present Second, Third, Sixth and
Ninth avenue lines. The articles of association defined the type of elevated
road to be built, the time for the erection of the several portions, and the rates of
fares. Books were opened October 29, I875, and the entire capital stock was
subscribed for. The work of this commission was finished with the granting of
franchises for building roads to the Harlem River along the routes just named.
In 1879 the Manhattan Railway Company acquired control of the other two
companies, and thereby the control of the elevated railroad service of New
York.
TUNNELS NOT      Although tunnel projects were at that time very numerous, the Commission
SERIOUSLY did not at any time seriously consider the subway question as in any way likely to
CONSIDERED                                                                 '
meet the demands for better transit accommodations. The engineering difficulties and the financial uncertainties involved were held to bar such projects. At
that period underground works of the kind were in their infancy. The great
sub-surface lines of to-day did not then exist, excepting two tunnels under the
Thames. But London had already foreseen that the only practical solution of
rapid transit, in thickly populated cities having narrow streets, involves the
use of tunnels. Upon the completion of the Tower Subway, in I869, this method
was widely heralded as being the only one capable of solving the street traffic
problems of a crowded city.


52




RAPID) T7RANSIT COMMISSION OF 1875


The next fifteen years witnessed a change of opinion in New York. The
Commission of I89I advocated a tunnel scheme, and the absolute exclusion of
further elevated structures from narrow streets. Its work merged into that of
the present Rapid Transit Commission.


I




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CITY HALL STATION-NEW YORK SUBWAY.


53




CHAPTER VIII.


COMMISSION OF 1891.


ORGANIZA-      The rapid transit act of I89I provided for the continuance in office of
TION COMMIS William Steinway, John H. Starin, Samuel Spencer, John H. Inman and Eugene
SION OF 1891
L. Bushe, who had been appointed commissioners by Mayor Grant in I890 under
the Act of I875. The commissioners were required, if, after investigation, they
deemed the construction of a rapid transit railroad necessary, first, to adopt the
routes and general plan of construction for such railroad; second, to obtain the
consent to the construction and operation of such railroad by the local authorities and the property holders affected, or, if the consent of the property holders should be withheld, then the consent of the General Term of the Supreme
Court; third, to adopt detailed plans for the construction and operation of such
road; and, lastly, to sell the right to construct and operate such railroad to a
corporation to be formed under the terms of the Act, for such a period of time
as they should deem advisable and upon such terms as the! should be able to
exact.
This Board made a careful examination of the entire question with the
assistance of William E. Worthen and Wm. Barclay Parsons, whom it had
appointed its engineers. After holding a number of public hearings the unanimous conclusion was reached that not only were additional transit facilities
needed, but that such facilities could only be obtained in an adequate manner by
the construction of underground roads.
LOCATION      It was appreciated that any system devised with a view to permanency and the
OF ROUTES capacity requisite for the future, would be costly; and the route, in order to give
relief where most needed and to command the necessary traffic to make the
line remunerative, should be along main arteries of travel. Statistics established
the fact that the existing north and south lines of transit nearest the center of
the city absorbed the greatest travel, and that the relative pressure upon them
was in proportion to their proximity to Broadway.
These considerations required the location of the lower part of the route on or
near that thoroughfare, the continuation of the line north of Fourteenth street to


5-I




RAPID TRANSIT COMMISSION OF 1891


be made by diverging lines to the east and west. Since an elevated structure on
Broadway below Thirty-third street was prohibited by the statute, it became
necessary to plan a subway.
Two types of tunnel were considered, namely, one for a double-deck tunnel BROADWAY
with two tracks upon each deck, and the other for four tracks on a single level. SELECTED
After a thorough discussion of the advantages and disadvantages of both plans, it
was decided to build all the tracks on the same level. The route selected
extended from the Battery under Broadway to Fifty-ninth street, and thence
north, on the west side of the city, to the city line. At Fourteenth street the line
turned and passed under Fourth and Madison avenues to the Grand Central;
thence under Madison avenue north to the Twenty-third and Twenty-fourth
Wards. Loops were to be built at the Battery, City Hall park, and Fourteenth
street. From Morris street to Vesey there were to be three tracks, and from
Vesey to One-hundred-and-ninetieth street, on the west side, four tracks, and
the remainder of the distance two tracks. On the east side, from Fourteenth
street to the Harlem River, there were to be four tracks, and thence to the city
limits two tracks.
A line under Broadway having been decided upon, the question was narrowed to the character of the structure and its distance below the surface,
whether it should be deep or shallow; whether, in providing for four tracks,
the entire width of the street, or only a portion, should be used; and whether
the surface of the street and existing pipes should be disturbed. Although the
impression had prevailed that a rock tunnel could be driven the entire distance,
borings made by the Commission showed that a large portion would be in sand.
As finally drawn, the plans called for a tunnel not less than I ~ feet in TUNNEL
clear height and I  feet in width for each track. The roof of the tunnel PLANS
was to be as near the surface of the street as the pipes and underground structures would permit.  The Government Ship Canal and the Harlem     River
were to be crossed by double-track draw bridges not less than 50 feet in the
clear above mean high water mark, with clear spans of not less than 125 feet
between center piers and bulkhead line.
The stations were to be provided with ample elevator service wherever the
platforms were 20 feet or more below the curb line. The road was to be
operated with electricity or other power not requiring combustion in the tunnel.
The plans were approved by the Board of Aldermen, the Department of
Public Parks, and by the Commissioner of Street Improvements of the Twentv



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RAPID TRANSIT


third and Twenty-fourth Wards, as required by the terms of the Act. All the
necessary consents were obtained, including a majority of the property owners
along Broadway.
But, after all this had been accomplished, it was found that capitalists
could not be induced to invest in the enterprise. The undertaking was upon
such a vast scale, and the prospective revenue so doubtful, that hopes of carrying
the scheme to completion were hardly entertained at all.
BID     In the fall of I892 the Commission advertised for bids for the franchise,
RECEIVED and on December 30 met in the City Hall. Butl one bid was received, that ot
$I,ooo from William N. Amory, who deposited ten per cent. of the amount, or
$Ioo cash, as required by law. If the Board accepted this offer, it became its
duty to notify the bidder to make the final deposit of $I,ooo,ooo within five days.
This amount was required in order to insure the completion of the road along
the lines laid down, the protection of the city and of property holders. The
records show that Mr. Amory refused to make any statement to the Board
regarding his ability to deposit the million dollars, and at the meeting held
January 3, I893, Mr. Bowers, counsel for the Commission, said: "If you satisfy
this Commission, by the production of your securities to-day, or, for that matter,
to-morrow, that you are ready to build this road and carry out the scheme,
there will be no difficulty about your getting the franchise." No explanation
being presented, the Board refused to accept the proposition.
Previous to this important negotiations were held with the Manhattan Railway Company looking to the granting of franchises permitting the company to
extend their elevated lines and to build additional ones. Just after the first meeting in January the Manhattan Company withdrew all the proposals they had
made.
At a meeting on January 17 it was decided, since a satisfactory bidder could
not be obtained, to hold the franchise in abeyance. It was voted also that "the
Commission will, at any time, upon information that a proposed purchaser is
ready to make a deposit with the Comptroller sufficient to justify the belief
that the road will be built in accordance with the plans and specifications therefor, again offer said franchise at public auction, in accordance with the terms of
the statute."
ELEVATED      At this meeting the Commission decided, further, that it was its duty to
ROADS FOR provide elevated roads as a temporary relief, and to provide further relief by
TEMPORARY
RELIEF
56




RAPID TRANSIT COMMISSION OF I891


"granting additional facilities to the existing elevated railways," which were to be
extended on both the east and west sides of town.
Three days later an application was received from the Manhattan Elevated
Railway Company for permission to build new lines and extend its old lines, the
total length of the extension being about 38 miles. These covered the whole
city like a network. The Commission refused some of these and substituted
others.
At subsequent meetings questions arose whether other privileges should be
given to the Manhattan Company, or whether the new lines at least should be
disposed of at public auction. At the meeting on March lI Mr. Starin said:
"My point is: Why are you going to give all these privileges to the Manhattan
systeml? Are you going to give them all these privileges, or put them up at
auction? If it is desirable to give everything, there is an end of rapid transit
for all time. You cannot think of having two rapid transits in the city of New
York."
In April Mr. Starin offered to vote in favor of granting the franchise to
the Manhattan Company, provided it be compelled to pay 5 per cent. on the net
receipts of its entire system; to maintain a fare of 5 cents from the Battery to
the city line; and to pay all expenses of the Commission up to the day of the
execution of the contract. A motion to this effect was approved, as was one to
grant franchises to the company for the extensions needed. A copy of these
resolutions was sent to the officials of the elevated road, who replied that they
were willing to pay 5 per cent. on the net income of the new lines other than
third track, or 3 per cent. on the income of the entire system.


OFFER TO
MANHATTAN
COMPANY




I


The Commission stipulated that the net earnings should be ascertained by
deducting all operating expenses and taxes from the gross earnings. As generally understood, earnings of this character are usually found by deducting only
the operating expenses, and not the taxes, from the gross earnings. This
made a material difference in the amount to be paid by the company.
The following tables show the amount that would have been received by the NET
city under the proposition of the Commission and also under that of the EARNINGS
company:


57




RAPID TRANSIT


The gross earnings of the Manhattan Company for I892 were..


$10,835,978


Deductions
Operating expenses.. $5,375,349
Taxes.........     479,864
Net earnings as determined.........
Compensation proposed by the Commission,
5 per cent. upon net earnings.........


5,855,213
$4,980,765
249,038


The countersproposition made by the company was to pay 3 per cent. upon
the amount found after deducting from the gross earnings, not only all the
operating expenses and taxes, but also the interest upon bonds, as follows:


Gross earnings.......
Deductions
Operating expenses...
Taxes....
Interest on bonds..


*.  $5,375,349..     479,864..   1I,919,052
7774.265


$3,061,713


COST OF
OPERATING
SURFACE
AND
ELEVATED
ROADS


Three per cent. on the above, as proposed by the company, would be $91,85I.
In I892 the difference between the two propositions would have made a loss to
the city of $I57,I87.
The average cost of operating street surface railroads in New York is 72
per cent. of the gross receipts, and yet such roads are required to pay the city 3
per cent. annually of their gross receipts, for the first five years, and 5 per cent. of
the gross receipts thereafter. At that time the operating expenses of the Manhattan Company were about 50 per cent. of the gross receipts, so that the compensation proposed by the Commission was equal to but 2- per cent. of the gross
receipts, or less than one-half the ordinary tax regularly paid by the street
railroads.
In a statement before the Commission, made by John H. Starin, we find the
following:


58




RAI'D TRANSIT COMMISSION OF 189r


"The tax upon street surface roads amounts to one-quarter of a cent for
each passenger carried. The Commissioners' proposition would tax the Manhattan Company only one-ninth of a cent for each passenger carried.
"The Manhattan Company's proposition contemplates but one-twenty-fourth MANHATTAN
PROPOSITION
of a cent for each passenger carried. Yet it costs nearly 50 per cent. more to ANALYZED
transport a passenger on the surface roads than it does on the elevated.
"Is that company harshly dealt with when it is asked to pay less than onehalf as much as street railroads pay? Or should the Commissioners accede to
the demands of the company that the city accept one-sixth of the tax heretofore, in other cases, found just and equitable, for the most valuable passenger
traffic franchise in the world?
"In proof of the contention that the payment of the tax proposed by the EARNINGS OF
Commissioners would result in no hardship to the Manhattan Company, it MANHATTAN
may be stated that the company, had it paid such tax in I892, besides every other
expense incurred by it, would have earned a clear profit of more than $2,800,000,
equal to 9 37/100 per cent., upon the company's capital stock of $30,000,000.
"The bonded indebtedness of the company is $40,000,000. The total of stock
and bonds is, therefore, $70,000,000. It is certain that were the elevated roads
bonded or stocked for an amount equal only to their exact cost, they could have
carried last year the 214,000,000 passengers actually carried for a fare of 3 cents
each, and after payment of all expenses would have earned nearly 6 per cent.
dividends upon the actual cost of the roads."
The president of the Manhattan Railway Company, in a letter dated May 25,
I803, refused the proposition of the Commission and withdrew the proposal
made by his own company. It is impossible to conceive the reasons that prompted
the directors of the Manhattan Company to decline a franchise that would have
placed in their control, for an indefinite period, the rapid transit facilities of the
city.
In order to understand the condition of affairs at that time, it is necessary to explain that the law creating the Board of Rapid Transit Commissioners
provided that a franchise could not be granted without the unanimous consent of
the members. New York city at that time was in sore need of increased rapid
transit facilities, and there were thousands of citizens who would have welcomed
any addition to the transportation methods, no matter at what cost to the city.
The temptation to yield to this pressure on the part of the people was very great.




I


59




RAPID TRANSIT


COMI
R


SERVI
MR.


MISSION     A resolution introduced in June, 1893, proposed to give the franchises to!ESIGNS
the Manhattan Company on a 4 per cent. basis. This motion had the support of
four of the members of the Commission, Mr. Starin alone voting against it, and it
was lost because of the unanimous clause in the statute. After the meeting
Messrs. Steinway, Bushe, Spencer and Inman resigned, but, with the exception of
Mr. Spencer, were immediately reappointed by Mayor Gilroy. D. F. Porter
was appointed in place of Mr. Spencer. The proposed franchises were of the
nost extended and far-reaching character, covering many of the principal
streets and avenues of the then city of New York. It seems not too much to
say that, but for the vote of Mr. Starin, and the determined stand he took all
through the discussions with the elevated railroad officers, the construction of
subways in New York would have been indefinitely postponed.
CES OF     Another service to the city, the value of which it is difficult to estimate,
STA R I N
was rendered by Mr. Starin when the elevated railway company made application for authority to build an elevated line on the Boulevard, now upper Broadway. Such a structure would have ruined what is now recognized as one of
the finest thoroughfares in the world. Against this proposal Mr. Starin interposed opposition, and was again successful.
On August 15, 1893, Geo. J. Gould, president of the Manhattan Company,
wrote to the Commission that, "owing to the present disturbed financial condition of the country, it is not considered wise to assume large contracts." The
Commission thereupon abandoned all negotiations with the elevated road, and
concluded to lay out independent elevated lines and offer them for sale. The
Commission was engaged upon that work when the present Commission, created
by the Act of 1894, came into existence. On May 24, 1894, the Commission
voted to pass its records, property, etc., over to its successor.
Not all of the achievements of the Commission of 1891 were of a negative
kind. The studies made by the engineering staff under the direction of William
Barclay Parsons were of the greatest value to the next Board. The examinations made by him furnished accurate data with regard to the nature of the
material through which a subway would have to pass, both on the east and west
sides of the city. The study of the physical conditions peculiar to New York,
and of the work that had been done along similar lines abroad, had a marked
influence upon the decision taken by the present Commission.


60




CHAPTER IX


THE CHAMBER OF COMMERCE.
While the Rapid Transit Commission of I894 was vainly striving to perfect a
plan that would give the people the transit facilities they so sorely needed, the
Chamber of Commerce was giving attention to the same problem. Members of
the Chamber were familiar with the work that had been done, and were convinced that the remedy must be sought along different lines. The work so done
resulted in the framing of a bill that was passed by the Legislature in May,
I894. Under that act, and amendments, the present subway was constructed.
At a meeting of the Chamber, held February I, 1894, William D. Sloane
offered the following resolution:
"Resolved, That the president be authorized and requested to appoint a RAPID
committee of five to examine the subject of rapid transit, and report what TRANSIT
COMMITTEE
action, if any, on the part of the Chamber of Commerce, it is advisable to take APPOINTED
for the purpose of aiding in the solution of this important problem.
"Resolved, further, That this meeting be adjourned until Thursday, February 15, at half-past twelve o'clock, for the purpose of receiving and taking
action upon the report of the committee to be appointed under the provisions of
the above resolution."
The following committee was appointed:
Alexander E. Orr              Cornelius N. Bliss
John A. Stewart               J. Edward Simmons
John Harsen Rhoades.
A portion of the report presented at the later meeting was as follows:
"In view of the present needs and the probabilities-not to speak of the REPORT OF
possibilities-of the future of this city as the commercial metropolis of the COMMITTEE
United States, New York requires, and should have, the very best system of
rapid transit that the legislative and municipal authorities of the state and city
can authorize, and engineering and mechanical skill, and money within reasonable bounds, can provide.




I


6r




RAPID TRANSIT


ELEVATED
RAILROADS
NOT RAPID
TRANSIT
MUNICIPAL
CREDIT FOR
BUILDING
ROAD


"Her geographical position is such that growth can only be made in one
direction-towards the north-and it does not require elaborate argument to
prove that in order to insure the comfort and happiness of the people, as well as
continuous prosperity and development, there must be an efficient, convenient,
and safe system of rapid transit between the business and residential divisions of
the city, which, of necessity, will always be widely apart from each other.
"The ways and means of communication that have heretofore been provided are now found to be entirely inadequate. It is true that the surface roads
were a great improvement on the old style omnibus, and the elevated roads, in
many ways, an improvement on the surface roads; and it is acknowledged that
the city has derived very great benefit through their construction and operation; but it is also true, and a truth that must not longer be overlooked, that
they cannot, in any practical sense, be said to be systems of rapid transit, or
meet the needs, nor can they be made to meet the needs, that are daily becoming more and more apparent, and that should not be longer ignored.
"It is evident to all who study the question in the light of to-day that if in
the past there had been intelligent appreciation of the possibilities of New York,
and that growth could only be made in one direction, suitable provision would
have been made for rapid transit when streets and avenues were being located
and land was comparatively cheap. In that case, the problem that now confronts us
could have been easily solved. But there was no such appreciation; and ten or
twenty years hence the same criticism will apply to us if, suffering as we now
are because of past thoughtlessness, and as we shall continue to suffer with
increasing intensity as we grow in years and population, we fail, even at this
late date, to provide for present and prospective relief. The growth of New
York has no more culminated to-day than it had a decade ago, and your committee hazards the opinion that, with ordinary forethought on the part of her
citizens and the taking advantage of opportunities as they arise, it is impossible to
say with any degree of certainty when, in the future, the culminating point will be
reached.
"For reasons that need not be stated in this report, your committee cannot
advocate the building of any system of rapid transit by the city of New York;
but, under certain safeguards to be provided by legislation, it urges upon the
Chamber the propriety of recommending that a single exception be made to
the admirable law which restricts municipal credit being lent to promote private
enterprises.


62




THE CHAM4.1BER OF COMMERCE


"For the reasons stated above, effective rapid transit construction must
0o\v prove a very costly undertaking, and does not present to capital-which is
always more or less timid-sufficient inducements to attract the large sums
necessary to insure a complete system of rapid transit development. This is
why the Rapid Transit Commission has been unsuccessful in inducing private
enterprise to accept any plan that they have recommended in the past two years,
nor will they be successful for many years to come, in the opinion of your committee, unless in some legitimate way private enterprise is stimulated.
"A corporation organized for the purpose of rapid transit construction
could not expect to obtain the necessary capital upon a better basis than six per
cent. interest per annum, while money borrowed upon the credit of the city of
New York could be obtained for three per cent. Hence it is evident that the
revenue necessary to protect the fixed charges on capital borrowed in the
ordinary manner must be double the amount of that needed to provide for the
fixed charges on capital borrowed upon the city's credit. If, therefore, the city
should agree to lend its credit to such corporation to the extent of two-thirds of
the cost of the completed system, with the view of minimizing the volume of
fixed charges, the needed stimulus referred to above would be presented and a
large margin of safety secured."
The report then referred to the building of the Union and Central Pacific
Railroads, both of which were private enterprises. The completion of these
roads was deemed essential to national development, and the credit of the
Federal Government was lent to provide, in part, for their construction, and a
second mortgage, subject to a prior lien of equal amount, was taken as security
for the credit so advanced. Although this was a departure from conservative
principles, the result proved the wisdom of the course, for hundreds of millions of
dollars' worth of wealth were added to the resources of the whole country.
The report set forth further the following:
"Aside from the advantages of comfort and convenience to the people, New
York would gain immensely in revenue through rapid transit contact with the
yet undeveloped portions of the city lying to the north. It is a well known fact
that in four years after the elevated roads had been permanently established one
ward alone (the Nineteenth) increased in taxable value more than fifty millions of dollars, a sum many times greater than the cost of their construction,
and there is no reason to doubt that similar experiences will follow rapid transit
lcevelopment.


PRIVATE
CAPITAL
WILL NOT
UNDERTAKE
WORK
ADVANTAGES
OF RAPID
TRANSIT




U


63




RAPI'D TRANSIT


"It is not proposed, however, that the city should lend its credit for the
whole amount needed, or take undue risk. The transaction should be based upon
business principles of equity and safety. Not more than two-thirds of the cost of
construction should be the maximum credit granted, secured by a first lien upon
the completed structure, its franchise and equipment.
"Your committee realizes the gravity of the action it proposes the Chamber
shall take in urging an exception to a wisely enacted law, but the whole question is of such paramount importance, and further delay is so dangerous, that
exceptional measures are necessary to insure success. If the following resolution,
which is presented for the consideration of the Chamber, shall be adopted, your
committee asks to be continued:
CITY TO     "'Resolved, That the Chamber of Commerce of the State of New York
LEND ITS requests the proper authorities of the city, the Legislature of the State, the ConCREDIT stitutional Convention, and the Rapid Transit Commission to take such action as
may be necessary to enable the City of New York to lend its credit to corporate
enterprise for the construction of a rapid transit system in the said city, upon
such terms and conditions as the Legislature may impose; provided, however,
that the loan of such credit shall be restricted to such one purpose; and, provided further, that such loan shall not exceed in amount two-thirds the cost of
construction, and be a first lien upon the property; and, provided further, that
the aggregate amount of the credit to be so loaned shall not exceed the sum of
thirty millions of dollars.' "
It will be observed that the resolution proposed that the city should lend its
credit to a private corporation which should build the road, and, presumably,
own and control it; the city having no financial interest in it after the amount
borrowed had been repaid. The resolution did not look to municipal ownership, control or operation.
In the discussion following the presentation of the report, Morris K. Jesup
said:
A GRAVE      "We all agree, at least I do, with that part of the report which sets forth
QUESTION the importance of rapid transit in this city. It is a grave question in my mind,
and I have thought a good deal about it, as to whether we ought to set the
example of asking the voters of this State to undo such a wise provision as now
exists with reference to the city's being empowered to lend its credit to private
enterprises. I am free to say that, so far as my own mind is concerned, it is not
made up as yet; and before entering into a discussion of the matter, as I think it


64




TIfE CHAMBER OF COMME.RCE


ought to be discussed, we should have a larger attendance than we have here
to-day, so that if we do decide that it is best to adopt the recommendations of
the committee, it shall be done after a very careful and serious consideration of
the whole matter. I therefore move that the report be printed; that a copy be
sent to each member of the Chamber, and that final action be postponed until
the next regular meeting of the Chamber, to be held two weeks hence."
Jacob H. Schiff said in part:
"If we do not get rapid transit sooner or later-we may not see it, but
coming generations will feel it-we shall lose our importance as a commercial
metropolis. Such things work slowly, but they work surely; and I cannot see
why, in a matter that is just as important to the city of New York as the
supply of its water or the supply of anything it needs for its daily wants, the citizens of New York should not put their hands in their pockets and tax themselves at as low a rate as possible, instead of taxing themselves at as high a
rate as possible, which they will have to do if private capital builds the road. It
will not cost six per cent., but will probably cost ten or twelve per cent., to get
private capital to build that road; for, in all probability, five per cent. bonds will
have to be issued, which will be sold, say at 80, and stock will be issued, which
will be thrown in as a bonus, and on which in years to come some ten per cent.
dividends will be paid; so that it will not cost six per cent. to the city of New
York to build this road, but ten or twelve per cent., and every man, woman, and
child in the city of New York will have to pay a part of it. ** * * I am
heartily in favor of the report of the committee and hope it will pass."
Abram S. Hewitt said:
"Mr. President and gentlemen, I suppose there is no one in this room who
does not concur fully with the statement of the committee that rapid transit is
indispensable for the present comfort and future growth of this city. The committee, however, proposes a new departure-legislation without precedent, so
far as I now recall, in the history of the United States, or the State of New York,
or the city of New York. They propose that the credit of the city of New
York shall be loaned to a private company for the construction of a work of a
public nature, but to be owned and administered by private individuals. ** *
The constitution of the State of New York absolutely prohibits the loaning of
the public credit of the state, or of any city or municipality in the state, in aid of
any private enterprise. It does not prohibit, however, the construction of public


IMPORTANCE
OF RAPID
TRANSIT
LEGISLATION
UNPRECEDENTED


i
i
I
I
i
i
i
I
I
I
i
i
I
i
i
I
I
I
i
i
i
i
i
i


I


65




RAPID TRANSIT


works by municipalities, to be owned by them in such ways as they may see fit.
except that they must not issue bonds beyond ten per cent. of the assessed valuation. That is the only limitation.
ERI.E    "When the State of New York was confronted by a greater problem than
CANAL this, the greatest that has ever presented itself to a civilized community on this
side of the Atlantic-the construction of the Erie Canal, upon which has been
built up the superstructure of the whole state, its prosperity, commercial. agricultural and otherwise-the state took it in hand; became the owner, borrowed
the money, paid for the work, and, perhaps unfortunately, retained the administration of the property after it was constructed.
CROTON      "The city of New York has pursued the same system. The Croton AqueAQUEDUCT duct was constructed by the public, at its own cost, and administered by its own
officers. In no instance has the city of New York gone into partnership with a
private company. In no instance has the government of the United States ever
done such a thing."
Mr. Hewitt stated that the loaning of the public credit, in the case of the
Union and Central Pacific Railroads, was an illustration of the danger of any
connection between the state and private enterprises. While that great enterprise returned more than it cost in increased value of the property of the country, it is also true that "every dollar of the money advanced by the government in
aid of that enterprise was misapplied by the people who had charge of the enterprise." The money was not used for the construction of the road, but was put
into private pockets.
"Gentlemen, bear with me, because I am going to point out what I conceive to be the danger of a departure from well-recognized principles of action.
This committee who have brought in this report are among the ablest and most
reputable men in this Chamber. In their own spheres of action there are no
men whom we would follow more willingly and even blindly to a conclusion;
but able and intelligent as they are, I doubt whether they have given that attention to the underlying principle in their report which it would receive from the
hands of statesmen. In the only departure which I have ever known the city of
New York to make from the sound principle of having no connection whatever
with private enterprises, the scandal was equally great.
BROOKLYN       "The Brooklyn Bridge was originally a private corporation with private
BRIDGE stockholders. The city of New York never loaned its credit to the Brooklyn
Bridge, not a penny, but what it did was to subscribe for a portion of the stock.


66




CHAMBER OF COMMERCE


The city of Brooklyn did the same thing. The administration of the work was in
tlle hands of private stockholders, and it terminated in a scandal; and the result
was that the city of New York and the city of Brooklyn were compelled to dowhat they ought to have done in the first place, or to have done nothing-they
were compelled to buy out the private stockholders and become the sole owners
of the work. Now I think these illustrations are sufficient to point out to the
members of the Chamber the danger of any proposition which shall look to a
partnership between the city of New York and any private company for any
purpose whatever, however urgent.   *    *  The scandal of the Brooklyn
Bridge led to the inhibition which is now in the Constitution against allowing
any credit of the city to private enterprise. It was not in the original Constitution of I846, but was inserted by amendment in order to avoid just such
propositions as the one this committee have submitted to this Chamber.
"Now I like to get up and down town in comfort, and I confess I am
unable to do so at present; but I am not willing to do so at the expense of
what I regard as the fundamental principles by which governments of great communities like New York should be conducted. You may get temporary relief,
but you will have set a precedent that is so dangerous that you will have speculators, men who are seeking to carry on enterprises for their own profit, appeaIing before the legislature and coming to the city of New York, and you will be
entreated to lend the public credit for the execution of works which in themselves would be desirable, but which, if the public became interested in them,
would become abuses and scandals.
"Nor is there the slightest necessity for such a course in this case; and
this is a point which I beg gentlemen to consider most carefully. Mr. Schiff
has been good enough to allude to the fact that while I was mayor I gave some
attention to this question of rapid transit. I may say to you, gentlemen, and
Mr. President, that I gave all the attention that it was possible for me to give,
with such abilities as I may happen to possess, to the solution of the question. I
had consultations with the most experienced and able engineers. I consulted
with the ablest lawyers in the city.
"The conclusion was:
"First, that as the Constitution stood, and as the law stands, it was competent for the legislature of the State of New York to authorize the e o city of
New York to construct the work.
"Second, it was concluded that to get rapid transit the underground system


BROOKLYN
BRIDGE
SCANDAL
DANGEROUS
FOR CITY
TO LEND
ITS CREDIT
CONCLUSIONS OF
MR. HEWITT


67




RAPID TRANSIT


CITY
OWNERSHIP. NOT
FAVORED


must be adopted; that it was impossible to get real rapid transit with an overhead railway.
"Third, that the city of New York could borrow the money and provide
the capital-as all the committee agree, and as Mr. Schiff has told us-at a cost
not exceeding three per cent.
"And lastly, that the danger and abuse that might come from the construction of the work by city officials and the operation of the railway afterwards by
public officers, could be avoided by the simple process of making a lease to a
responsible corporation who would have the expenditure of the money in construction, under the supervision of city officers, and who would be sure to
make it as light as possible, because they would have to pay interest on every
dollar that was expended."


PROPHETIC
REMARKS
OF
MR. HEWITT


The following further remarks of Mr. Hewitt were prophetic:
"It was thought that that could be made to work out in practice, and the
draft of a law was made and sent to the legislature, and I regret to say not a
man in the legislature could be found to advocate it, and it was finally introduced as a personal favor by a member of the legislature who was willing to do
me a kindly service. It was referred to the committee and never reported back;
and the reason was that there was no money for any private individual behind
that act. Nobody could make a cent out of it.
"But this would have happened if it had been enacted: The work would
have been constructed; the money furnished by the bonds of the city of New
York at three per cent.; and it would have been leased, as I had reason to think,
although I am not at liberty to mention names, by a responsible corporation, at
five per cent., and the difference of two per cent. would have retired the bonds in
thirty-three years, and the city of New York would be the absolute owners,
free and clear of all indebtedness, of this great enterprise, which is as essential to
its prosperity as is the Croton Aquedluct. It would have been conducted on
exactly the principles on which the Croton Aqueduct has been conducted.
Now this committee, whom I respect very much, come to this body and recommend a departure froin this sound principle.
"I agree with Mr. Jesup in what he has said, that such a proposition as
this needs to be most carefully considered, and I trust, therefore, that his motion
that it be laid upon the table and that it be printed and sent to the members of


68




THE CHAMBER OF COMMERCE


the body for consideration, will be carried; because it will be a very serious
thing indeed if this Chamber, which is supposed to represent the commercial
intelligence of New York, shall commit itself to propositions, or legislation, that
have been condemned not only by the judgment of the greatest statesmen of this
country, but by the experience of every state and city that has attempted to
become a partner with private individuals in the construction and management of
public enterprises."
It was voted to defer further consideration of the question until the next
regular meeting, March I, I894.
At that meeting Mr. Hewitt offered the following resolutions as a substitute for those presented by the committee:
"Resolved, That, in the judgment of the Chamber of Commerce of the CITY CREDIT
TO BE
State of New York, additional rapid transit facilities are so necessary to the ADVANCED
growth and prosperity of the city of New York that the use of its credit would be
justifiable, in case it is not found possible, after careful investigation and liberal concessions in regard to taxation and right of way, to secure the construction of a proper system of rapid transit by private enterprise.
"Resolved, That in case the credit of the city is used, the ownership of the CITY TO OWN
RAPID
rapid transit system should be vested in the city, but its construction and opera- RANSIT
tion should be entrusted to such responsible corporation now existing or here- SYSTEM
after to be formed, as may be willing to pay, in addition to the interest on the
city bonds, the largest annual rental, such excess to be used as a sinking fund to
retire the bonds of the city, and when the bonds are so retired, the lease to be
terminated.
"Resolved, That thereafter the lease should be sold to the highest bidder,
upon such terms as may be prescribed by the city authorities, for periods not
exceeding thirty years, in the same general manner as the ferries are now sold,
with the stipulation that the successful bidder shall purchase from the previous
lessee the rolling stock and other personal property at its fair valuation, to be
determined by arbitration.
"Resolved, That proper safeguards and conditions ought to be provided by CONTROL
OF SYSTEM
appropriate legislation in reference to the issue of the city bonds and the construction and operation of the rapid transit system, under the general supervision of a board of engineers, so as to insure economy of cost and adequate


69




RAPID TRANSIT


accommodations for the public use, and that the committee be continued, with
power to add to their number, to confer and co-operate with the authorities of
the city, in reference to the general plan and the needed legislation."
Mr. Hewitt said also that he had had opportunities to take the opinions of
the best engineers and most competent authorities upon the subject of rapid
transit, and that he had never known anyone who had studied the question to
reach any other conclusion than that the system must be of an underground
character; that a system upon masonry arches, like Berlin, would be enormously expensive and an injury to the general aspect of the city; and that the
improvements made during the last six years in regard to lighting, ventilation
and motive power have removed objections that formerly held goo(l concerning underground roads. Continuing, he said:


MUST BE AN      "Conceding, then, that we must have a new system, and that it must be an
UNDER- underground system, the question comes as to how its construction can be
GROUND
ROAD secured. There are only three methods: either by private capital, or by an
association of private capital with the city, or by the city itself. Those are the
three alternatives.
"The method of construction by private capital was the one arrived at by
the Rapid Transit Commission, and I wish to say, in justice to that Commission,
that they gave a most exhaustive and intelligent examination to the whole
question, and I have no doubt they conceded, in the plan which they devised
and which was offered at public auction to the bidders, all that they thought the
public would grant in the way of immunity from taxation and privileges to use
the streets. As you know, that plan failed. There was no bidder. I think that
fact demonstrates the conclusion that it is idle to expect that private capital,
unassisted in the same way, will undertake the construction of this very important and very expensive work."


Mr. Hewitt explained that the second method-by association of private
capital with the city-would require a change in the Constitution of the State,
and that the safeguards now thrown around the lending of the credit of municipalities of the state were none too strong. Any proposition looking to a change
should be most carefully considered. In the present case it should first be shown
that the work could not be done in any other way. He continued:


70




CHAMBER OF COMMERCE


"The advocates of this proposition have made no demonstration, and they CREDIT OF
cannot make the demonstration; for the very simple reason that if this work T   CITY
could be secured by the use of the credit of the city of New York to the
extent of two-thirds of its cost, certainly it could be secured by the use of the
credit of the city of New York to the extent of its entire cost; and the step from
two-thirds to three-thirds is a very small one indeed, when you get over the idea
that the city's credit may be used. It is a very small one, indeed, in reference to
the fundamental fact, that in the case where the city's credit is loaned to a
private corporation the work becomes the private property of that corporation;
whereas, in the other case, by the advance of a very much smaller additional
amount, the work becomes the property of the city, subject to its control and
management; and if it be profitable, as I believe it will be at the end of thirty'
years, then the gains will flow into the city's treasury instead of into the treasury of a private corporation.
"It has been objected to the undertaking of this work by the city and on ADMINISTRATION NOT TO
account of the city that there would be scandals involved in the expenditure of BE IN HANDS
this large amount of money by the city authorities, and that the administration of OF CITY
such a work by the city authorities after it was constructed would result in an
intolerable abuse, and would practically turn over the city of New York to the
politicians and their followers. This objection would be an absolutely conclusive one to my mind, and I suppose to the mind of everybody else, if it were
necessary that either the construction or administration of the work should
reside in the hands of the city officials. There is no such necessity. The constrilction of this work, and its administration after it is constructed, can be
put up at public auction to the highest bidder, upon the simple condition that
the bidder shall be responsible; and, secondly, that he shall pay the interest
upon the city bonds and give reasonable security of his ability to do so; and,
thirdly, such further sum as in competition he may bid in addition to the rate of
interest upon the city bonds. This mode of construction insures the most absolute economy. That is to say, the economy of a private owner in the building of
the work, because the lessee will have to pay a rental upon the cost of the work,
and he will therefore keep the cost of the work down to a minimum. In regard to
the administration of the work, it will be conducted just as other railway corporations are conducted. Competent men will be employed-not politiciansbecause the lessee will find that his profit depends upon the economy with which
the work is operated."


7r




RAPID TRANSIT


Mr. Hewitt did not believe that the road should be operated by a commission in behalf of the city. He cited the case of the Croton Aqueduct, from
which great abuses had arisen, and added:


NEITHER
CONSTRUCTION NOR
ADMINISTRATION TO BE
CONFIDED
TO A
COMMISSION


"With this experience before us I do think that we ought not to confide
either the construction of this work or its administration to any commission. I
think the only path of safety is to lease it, as the ferries are leased, and as many
other public works are leased, to private individuals, but keeping sure that at
the end of a reasonable term the property shall revert to the city, to be again
leased, either at lower rates of fare, which will contribute enormously to the
prosperity and growth of this city, and to the advantage of its working classes, or
yielding a larger revenue to the city treasury, to be used in the reduction of the
rate of taxation.
"You will see from what I have said that I am in favor, therefore, of the
use of the city's credit for the construction of this work."


VIEWS OF      John H. Inman, a member of the Rapid Transit Commission of I891-4, said:
MR. INMAN "In regard to the rapid transit scheme proposed by Mr. Hewitt, there is no
assurance that a responsible bid by a responsible corporation will be made to
lease and operate it on the lines indicated by him. A million dollar guarantee
(the amount named by Mr. Hewitt) would be insufficient. Of course, anyone
who had a million dollars would be willing to put up that amount for the opportunity of saying at the end of five years (which time it would take to construct
the road) whether they would take the lease or forfeit the guarantee, as by that
time (that is to say, after the road was constructed) the practicability of an
underground rapid transit system would be demonstrated, and if successful, the
parties putting up the million dollars would have a great big thing in being able to
control this system and its earnings for thirty years. Whereas, on the other
hand, if for any reason the underground system should be a failure, the party
putting up the money risks only the million dollars, while the city must stand
the real loss. * * * I am very much in favor of Mr. Hewitt's scheme, and
will do my best towards carrying it out; but it is in the air, in my opinion. I
am as fond of Mr. Hewitt as any man present, but I must say that I do not
think there is anything tangible about his scheme. It proposes to spend $40,000,ooo to $60,000,000 of the city's money, and he only names a guarantee of a million dollars for faithfully executing the work, and for guaranteeing to carry out


72




71HE CH.1AIBER OF COMMERCE


the terms of the lease for a period of thirty years, which, in my opinion, is
entirely inadequate. Upon a responsible guarantee I would say go ahead."
Alexander E. Orr said: 'The question that the Chamber is now called MR: ORR'S
upon to decide is simply this: Shall we urge that a single exception be made in REMARKS
behalf of rapid transit construction, to an admirable law (viz., that which forbids any city in this State lending its credit to promote private interests,) so
that private enterprise may be stimulated into providing for a great public need,
or shall we recommend, irrespective of consequences, a strict adherence to the
statute?  That is the question.
"I am free to say that 1 should hold the same opinion that I did when we
went before the Board of Aldermen and advocated the building of our rapid
transit system by the city, provided we had men at the helm of our municipal
affairs that we could trust; but as that is not now the case, nor is there any
prospect that we soon shall have, I could not and I would not, as a member of
this committee, put myself on record as advising the Chamber to recommend
that the city should build this much needed system of rapid transit, which, as
far as the light we have had on the subject leads us to believe, would be an
expenditure of some fifty millions of dollars, at least, to be controlled by the
power which controls the municipal government of the city of New York."
On motion the substitute resolutions offered by Mr. Hewitt were adopted. SUBSTITUTE
RESOLUTIONS
The President of the Chamber, Charles Stewart Smith, and Abram S. Hewitt ADOPTED
were added to the committee.
At the regular monthly meeting of the Chamber on April 5 the committee on
rapid transit submitted a copy of the bill which it had prepared and caused to be
introduced into the legislature. The following is a synopsis of the bill which
was drafted by Henry R. Beekman:
The bill provides for a new Board of Rapid Transit Commissioners, consisting of the Mayor, the Comptroller, the President of the Chamber of Commerce, e.r-officio, and five others named in the bill.  The Board mav fill
vacancies.
Aside from this, the scheme of the bill is to extend the powers of the BILL
PREPARED
Board of Rapid Transit Commissioners, under the act of I891, so as to EY THE
confer upon said Board the right, if in its judgment it is found desir- CHAMBER
able, of providing for the construction and operation of rapid transit roads for
and on account of the city. The existing powers, therefore, which by law are
now vested in the Board of Rapid Transit Commissioners are still retained.


73




RAPID TRANVSIT


OUTLINE      If the Board shall determine that it is expedient that a rapid transit road
OF BILL should be constructed at the expense of the city, it is authorized to use any
t  plan which has been heretofore adopted by the old rapid transit commissioners,
and which has received the constitutional consent of the legal authorities and
the property owners, or of the General Term of the Supreme Court, in case the
property owners shall have refused their consent; or it may proceed to devise
and adopt new routes and plans which must, in turn, be submitted to the Common Council and to the property owners, or to the General Term of the Supreme
Court, for the requisite approvals.
When the plans are finally adopted and consented to, the Board is authorized to advertise for proposals for the construction and operation of the road.
Power is given to the commissioners, if they see fit to do so, to make one or
several contracts for the construction of the entire system, or parts of a system,
of rapid transit. The commissioners are authorized to reject all the bids and
re-advertise, or they may accept any bid that, in their judgment, will best promote the public interest.
BIDDER TO      The successful bidder is then required to enter into a contract for the conCONSTRUCTND struction of the road, and also to equip, maintain, and operate the same for a
AND
OPERATE term of years to be specified in the contract, not less than thirty-five nor more
ROAD than fifty years.
The annual rental to be paid by the contractor to the city must be an
amount, to be fixed by the commissioners, not less than the interest on the bonds
issued by the city to pay for the construction of the road, and an additional
sum, not less than one per cent., upon the amount of said bonds. In order to
secure the city, the contractor is required to enter into a bond with sureties
which shall be satisfactory to the commissioners. He is also required to make a
deposit of one millioni dollars with the Comptroller of the city, which sum is to be
repaid to him, with interest at the same rate as that paid by the city upon the
bonds issued under this act, as soon as the road has been constructed, equipped
and the operation of the same commenced to the satisfaction of the Board.
BONDS TO      For the purpose of paying the cost of construction the city is authorized to
BE ISSUED issue its bonds, principal and interest payable in gold coin, to an amount not
exceeding fifty millions of dollars. The road itself, upon being constructed,
imnmediately becomes the property of the city for which it is constructed. The
rolling stock and other equipment of the road is to be the property of the contractor, provided by him at his own expense.


74




CHAMBER OF COMMERCE


As a substitute for the security of one million dollars, when repaid, the RENEWAL
city is to have a first lien upon the rolling stock and equipment. Power is also OF LEASE
given to the Board to enter into any agreement that may be considered wise in
reference to renewals of the lease, or the purchase by the city of the rolling
stock and equipment at a valuation, if the lease is not renewed, and the property of the contractor, embracing his interest in the franchise and the equipment of the road, is to be exempt from taxation.
The contract is also to provide the rates of fare to be charged and the
character of service to be furnished. The rentals received are to be paid into
the sinking fund for the redemption of the city debt.
Sections 39 to 63, both inclusive, relate exclusively to judicial proceedings
for the appointment of commissioners of appraisal and the conduct of such proceedings, where the Board of Rapid Transit Commissioners shall find it
necessary to condemn any property in order to provide for the construction of
such road.
The bill also contains a provision that where in the existing law a vote of
four members of the Board is required, the number shall be increased to six.
This is in effect giving the same veto power to two members of the Board that
the existing law now provides for; the present Board consisting of five persons,
and the Board provided for in the act consisting of eight persons.
The bill also terminates the offices of the present commissioners of rapid OLD
transit, and requires them to transfer and deliver to the new Board all the records, COMMISSION
TO DELIVER
maps, plans and other property relating to their work. Provision is also made RECORDS
for the payment of the expenses and compensation of the out-going commis- TO NEW
sioners. This was considered just. It was necessary to make provision for it in
the act, in view of the fact that the payment of the compensation of the commissioners under the present law is dependent upon their making a successful
sale of a franchise for rapid transit, which has not yet been done. Provision is
also made for the payment of the expenses of the new Board of Rapid Transit
Commissioners, and also a reasonable compensation to the members thereof, other
than the Mayor and Comptroller, which compensation is to be ascertained and
determined in the manner provided for in the existing law; that is, by the General Term of the Supreme Court, but it is to be paid to them from time to time.
The persons named in the bill as passed were: William Steinway, Seth Low,
John Claflin, Alexander E. Orr and John H. Starin.
It will be seen from the foregoing that the Chamber of Commerce took up


75




RAPID TRANSIT


the discussion of rapid transit problems at its meeting on February I, I894;
that a sub-committee was appointed to examine the subject and report what
action it was advisable to take; that this committee reported at the adjourned
meeting on February 15; that at a meeting, held on March I, resolutions offered by Mr. Hewitt were adopted, and that at the next regular metting, April 5, the committee reported that a bill had been prepared and caused to
be introduced into the Legislature. The bill so prepared passed the Legislature
and was signed by the Governor May 22, I894.
RESULTS      The Chamber of Commerce worked two months upon problems that had
engaged earnest attention for a quarter of a century. It found the correct solution. That it did so was due to the clear judgment of Mr. Hewitt, a man singularly well equipped both as a successful merchant and trained in the affairs of
state. The Chamber has not forgotten the man or his service.


ELEVATED STRUCTURE-N. Y. SUBWAY.




CHAPTER X.


ABRAM    STEVENS HEWITT.
On the 5th of April, 900o, the Chamber of Commerce held a meeting at
which Alexander E. Orr, President of the Rapid Transit Commission, reported
the signing of the contract for the construction of the subway.
That act marked the beginning of the end of an undertaking that had been
vainly attempted for a period of twenty-five years. Just six years before (I894),
the Chamber of Commerce had discovered the key to the solution of the problem
of rapid transit with municipal ownership, and through the efforts of its members
had prepared the way leading to successful.achievement. It had drawn the bill
that had become the Rapid Transit Act of May, I894, and under that law the
work had been commenced and would be carried to final completion. After giving a brief history of the efforts made to secure this great boon, Mr. Orr said the
result was due mainly to the active influence of the Chamber and the genius and
foresight of Abram S. Hewitt, who had brought to the task a wide experience in
civic affairs and an intimate knowledge of the requirements of the case.
At that meeting the following resolutions were adopted:


Resolved, That a gold medal* be struck in recognition of the eminent services of the Hon. Abram  S. Hewitt in the cause of civic rapid transit under
municipal ownership, and that it be presented to him by the President, with the
assurances of the admiration, respect, and affectionate regard of his fellow members of the Chamber of Commerce of the State of New York.
Resolved, That a committee of five be appointed by the President, of whom
the President shall be Chairman, to carry out the provisions of the foregoing
resolution.


MEDAL TO
MR. HEWI'TT


The committee was constituted as follows: William E. Dodge, Alexander E.
Orr, Charles S. Smith, Seth Low, and the President as chairman. A medal was
* Following the frontispiece is an engraving of this medal.


77




RAPID TRANSIT


designed under the direction of the committee and executed by 0. Roty, of
Paris. It carried the following inscription:
Ingenio svo vrbis benefactor et rei pvblice conservator
Abram Stevens Hewitt,
Aetat svae LXXVIII
Translated this reads:
By his genius, benefactor of the City, and conservator of the public property. Age 78 years.
On the obverse:
The Chamber of Commerce of State of New York.
Rapid Transit,
MDCCCC.


MR. HEWITT'S
REMARKS
N. Y. CITY
CENTRAL
UNDERGROUND CO.


At the monthly meeting of the Chamber held October 3, I901, the medal
was formally presented to Mr. Hewitt by the President.
In reply M1r. Hewitt said in part:
"The present honor would, perhaps, have been deferred until the completion of the rapid transit system, with which this occasion will imperishably link
my name. Time, however, moves with relentless tread, and when a man reaches
his eightieth year, it may well be supposed, as doubtless it was by the Chamber,
that whatever recognition it desired to make during my lifetime should be
quickly done. I regard it, and my family will always look upon it, as the seal of
your approbation upon my public career.
"I am not the author of the idea of rapid transit in this city. It is an old
story, but the circumstances probably ought to be recalled on the present occasion, even at the risk of being somewhat tedious, in order that your records may
show how it has come to pass that the Chamber of Commerce is so thoroughly
identified with this great enterprise.
"For many years prior to my election as Mayor in 1886, I had given careful study to the means of communication in the city of New York, and had
been connected in various ways with the changes required from year to year
since I850, when I was concerned in the manufacture of the first tram rails for
street railroads in this country. For a time the demand for increased move

78




4  I


Ie
z~fI        I


>I


I  ~T -s -1I,zr~I,-,,,,,, -:~,


Le-  -   ' '1 I
a''


MARBLE STATUE BY WM. COUPER IN CHAMBER OF COMMERCE.




RAPID TRANSIT


N. Y. CITY
RAPID
TRANSIT CO.
OTHER
LEGISLATIVE
GRANTS


ment of passengers was met by the construction of these tramroads on the leading avenues of the city. The growth of business, however, made it apparent that
some better mode of transit should be devised in the near future; and at various times propositions were made for building railways overhead and underneath the surface of the streets. In I868 the legislature granted a charter to
the New York City Central Underground Company, with ample powers as to
route, capital, and facilities for construction. Under this charter, however, it
was found impossible to raise the money required for the construction of
the road.
"In 1872, therefore, the legislature incorporated the New York City Rapid
Transit Company, authorizing Cornelius Vanderbilt and his associates to construct and operate an underground railway, which would have connected the
City Hall with the Grand Central Station. This corporation was duly organized,
and the necessary surveys and plans were made for the construction of the railroad. Unfortunately, however, the criticism which this grant produced in the
newspapers and elsewhere brought Commodore Vanderbilt to the conclusion
that he would not construct the proposed underground railway, and to this decision the members of his family, who succeeded in the management of the New
York Central Railway, uniformly adhered, although they, as well as he, always
insisted that the extension at that time ought to have been made, and would
probably be profitable, at least to the New York Central Railroad.
"Various other grants were made by the legislature. It was found, however, that capital could not be secured by any of these companies, and hence the
undertakings were practically abandoned as early as I875. In that year what is
known as the Rapid Transit Act was adopted, under which the elevated railroads
were constructed. The completion of these railroads relieved the congestion of
travel to such an extent that no substantial complaint existed until about the
year 1884, when the pressure for an underground railroad system reappeared,
and the subject occupied much public attention and very general discussion,
which I followed with great interest. It was evident to me that underground
rapid transit could not be secured by the investment of private capital, but in
some way or other its construction was dependent upon the use of the credit of
the city of New York. It was also apparent to me that if such credit were
used, the property must belong to the city. Inasmuch as it would not be safe
for the city to undertake the construction itself, the intervention of a contracting company appeared to be indispensable. To secure the city against loss, this


80




ABRAlM S. HEfWITT


company must necessarily be required to give a sufficient bond for the completion of the work, and be willing to enter into a contract for its continued operation under a rental which would pay the interest upon the bonds issued by the
city for the construction, and provide a sinking fund sufficient for the payment of the bonds at or before maturity. It also seemed to be indispensable that
the leasing company should invest, in the rolling stock and in the real estate
required for its power houses and other buildings, an amount of money sufficiently large to indemnify the city against loss in case the lessees should fail in
their undertaking to build and operate the railroad.
"These views were communicated to the Common Council in the Mavor's
message of January, I888. They did not receive the approval of the Common
Council. In this communication it was suggested that the New York Central
Railroad Company might be induced to undertake the construction and operation of the underground road. On consultation with the officers of that company I found that their co-operation could not be secured. Hence in drawing
the act, which was submitted to the legislature, it was made general in its
character, and provision was made for competition on the part of any and all
responsible individuals or corporations who might be disposed to undertake the
work.  The act thus drawn was submitted to the legislature in I888. The
prejudice against the scheme was so great, however, that it was difficult to find
any member of the legislature who would be responsible for the introduction of a bill, which was opposed, not only by the Common Council of the city,
but by the political organization which controlled the politics of the city.
"The Mayor appeared, however, before the committee of the legislature
and made a very elaborate argument as to the necessity for increased rapid transit
facilities, and of the mode under which he proposed to secure them at an early
date. The committee declined to report the bill back to the Senate, and so far as
the session of I888 was concerned the proposition entirely failed.
"Nothing further was done in this business until I891, when the pressure of
travel had become so excessive that some action was demanded by public opinion. The result was the passage of Chapter 4 of the Laws of I891, under which
the Rapid Transit Commission of that year was appointed, and in October, I891,
reported a plan of rapid transit, mostly underground, which, in accordance with
the provisions of the statute, was approved by the Board of Aldermen, by the


MAYOR'S
MESSAGE
OF 1888
N. Y.
CENTRAL
NOT
INTERESTED
RAPID
TRANSIT
COMMISSION
OF 1891


8i




RAPID TRANSIT


Department of Public Parks, by the Commissioner of Street Improvements of
the Twenty-third and Twenty-fourth Wards, and by the Supreme Court.
"Bids were then invited for the construction of this work by private capital, as required by the provisions of the Act of I891. The attempt thus to secure
the construction of the line failed for want of responsible bidders, and the whole
scheme was practically abandoned."
Mr. Hewitt then briefly outlined the \wo:k of the Chamber that led to the
passage of the Act of 1894, under the provisions of which the present Rapid
Transit Commission was organized. The only amendmnent of any importance
made in the legislature was that which required a referendum to the people.
The address then continued:
RAPID      "It is by no means certain that the contracting company will, for a conTRANSIT siderable time, be able to realize anv profit from the operations of the railroad,
SYSTEM
although the outlook is now much more favorable than at the time when the
contract was made. The estimate of the profit which was to be made by the
contractors out of the enterprise was purely conjectural, but it is generally
agreed by competent men familiar with great public works that the terms of
the contract are unusually favorable to the city. One thing is certain: that the
rapid transit system adopted by the Commission will be fully completed and
put in operation without involving any additional taxation whatever, and at the
end of fifty years it will be the absolutely unencumbered property of the city.
Compared with other enterprises in other cities, it must be conceded that the
arrangement made for the construction of this work is the most favorable that
has ever been devised or accomplished.
RESULTS      "In achieving this result the Chamber of Commerce has been the prime
DUE TO mover, and I think it is not too much to say that in the future its successful interCHAMBER OF
COMMERCE vention will be regarded as one of the most creditable achievements in its long
and honorable history, identified, as it was and is, with the construction of the
Erie Canal and of the great system of water supply which has made it possible
for more than three millions of people to dwell together in health and comfort.
"If by the continued efforts of the Chamber of Commerce we can secure a
municipal government which will enable great public works to be undertaken
and carried to completion with the same economy and honesty as have characterized the execution of the Erie Canal, the Croton Water Works, and the
Rapid Transit System, no reasonable limits can be assigned to the future
growth of this city in prosperity and grandeur.


82




ABRAM S. HEWITT


"In conclusion I take this occasion to thank the members of the Chamber
for the confidence which they have uniformly manifested in mv efforts to serve
the public, and I am particularly grateful to Mr. Alexander E. Orr, Mr. Charles
Stewart Smith and Mr. William E. Dodge for the gracious remarks which they
were good enough to make at the time when the Chamber voted to bestow upon
me this medal. It will be treasured by my children as the most precious possession which will descend to them, and be regarded by them, as it is by me, as the
crowning honor of a long career, which, by the action of the Chamber of Commerce, is brought to a happy ending."
The Chamber of Commerce having so honored Mr. Hewitt in the closing
days of his long and useful career, did not forget him when less than fifteen
months later he passed to the greater reward which lies beyond the grave. At
he meeting following his death the Chamber directed that a statue of him
should be made and placed in the corridor near the north end of its assembly
chamber. It is the first time in its long history that such an honor has been rendered to any member of the body. It will be long before a like honor can be so
appropriately awarded to any other member.
This statue was unveiled at a special meeting on the IIth of May, 1905.
The address made at that time before the Chamber by Charles Stewart
Smith, in the presence-of Mr. Hewitt's widow and other members of his family,
was an impressive and affectionate tribute to his character, his intellectual
endowments, and his services to the city, the State, and the nation. The statue
will give evidence, so long as the Chamber lasts, that whether or no it is true
that republics are ungrateful, the Chamber of Commerce seeks to cultivate the
highest ideals of citizenship by generous recognition of those of its members
who have best illustrated such ideals.


STATUE OF
MR. HEWITT


83




CHAPTER XI.


COMMISSION OF 1894.


PERSONNEL
OF 1894
COMMISSION
POPULAR
VOTE TO
BE TAKEN
CONTRACTOR'S
OBLIGATION


The Act of 1894 was signed by Governor Flower on May 22, of that year.
It substituted a new rapid transit commission for that created by the Act of
T89I, and provided that it should be composed of the Mayor, Comptroller and
the President of the Chamber of Commerce, and of William Steinway, Seth
Low, John Claflin, Alexander E. Orr, and John H. Starin.   While it left
unmodified the provisions of the Act of I89I, authorizing the Board to grant
additional franchises to existing railroads, it provided that the Board should
either adopt the plans prepared by the preceding Board, or adopt new plans and
obtain the consents of the local authorities and of the property holders, or the
substituted consent of the Supreme Court. It required that, after either re-adopting the old plans or making new ones and obtaining the consents, the Board at
the next general election should submit to the qualified electors of the city "the
question whether such railway or railways shall be constructed by the city and at
the public expense."  The act provided that if such question were decided in
the negative at the election, the Board should proceed to sell the franchise to
construct and operate such railroad to some private corporation as prescribed by
the Act of I89I.
The vital portions of the law depended upon the vote being cast in favor of
municipal construction of the road. The new provisions were to the effect that if
the question were determined in the affirmative at the election, the rapid transit
railroad should be constructed at the public expense, and should be and remain
the absolute property of the city, and that the Rapid Transit Commission should
either provide for the construction of the railroad according to the routes, plans,
and specifications adopted prior to the election, or "should change and modify
the said routes, plans, and specifications" or adopt other and new routes, plans,
and specifications, as they might see fit.
The act further provided that, after establishing the routes and plans for
the railroad and obtaining the consents, the Board should, after advertising for


84




~I


Copyright, I904, by Alman & Co., N. Y.
MORRIS K. JESUP.




RAPID TRANSIT


proposals, enter into a contract with some person, firm, or corporation for the
construction of the road for the city and at its expense. The contractor was to be
required to operate the road, as the lessee of the city, for a term of not less than
thirty-five nor more than fifty years, to be specified in the contract, at an annual
rental sufficient to pay the interest upon the bonds to be issued by the city to
raise the money necessary to build the road, and one per cent. in addition thereto.
The equipment was to be supplied by the contractor at his own expense. As
security for the performance of the entire contract, the contractor was to furnish a bond to the city in an amount to be determined by the Board; the city
was to have a lien upon the equipment furnished by the contractor; and the contractor was also to deposit the sum of $I,ooo,ooo with the Comptroller, which
was, however, to be returned when the railroad was constructed and equipped.
The details of construction and operation were left to the discretion of the Board,
with the injunction that such matters should be provided for in the contract.
The Board was also to supervise the construction and operation of the road.
The equipment of the road was to be exempted from taxation.
The city was to issue its bonds to raise the funds necessary for the enterprise, but the total issue should not exceed $50,000,000.
The new Rapid Transit Commission held its first meeting June 8, 1894,
and organized by the election of Alexander E. Orr as president. At the same
meeting Mr. Orr, who had been elected President of the Chamber of Commerce,
and had thus become an ex-officio member of the Board, as well as being
named by the statute an individual member thereof, resigned the individual
-~',<r*- '
appointment, and John H. Inman was elected to. fill the vacancy thereby created.
Subsequently Mr. Starin was elected vice-priesident. Wm. Barclay Parsons was
appointed chief engineer, and Henry R. Beeknman and Albert B. Boardman
counsel.:'?                 ': "
The Board soon became convinced that several sections of the Act of 1894
required amendment, partly to eliminate certain provisions which were not in
the original draft as prepared by the committee of the Chamber of Commerce,
and partly to provide for various contingencies which had not been foreseen
when the bill was prepared, including the plan to build pipe galleries along a
portion of the route.
The amended statute was passed in I895. It provided that the city should
extinguish all easements of abutting property holders that might be affected by
the construction of the road, thus guaranteeing the contractor against the class of


ORGANIZATION OF
COMMISSION
AMENDMENTS
TO ACT


86




COMMISSION OF 1894


litigation which had proved so serious to the elevated railroads, and authorized
the city to expend the additional sum of $5,000,000 for that purpose.
The Board could permit the contractor to postpone the construction of any
part of the railroad as planned until such time as, in the judgment of the Board,
the interest of the city demanded.
A vote of six members of the Board was sufficient for the granting of additional franchises to existing railroads; the former act required a unanimous
vote. But the act provided that any such grant should require the corporation
receiving it to make! proper compensation to the city, and that such compensation should be subject to re-adjustment at the expiration of successive periods to
be fixed by the Board, none of which should exceed 35 years.
After careful consideration of the situation the Board decided that an effective solution of the rapid transit problem could only be obtained by the construction of underground railways; and that the routes and plans adopted by
the former Commission were not satisfactory if. the railroad was to be constructed by the city within the limit of cost prescribed by the statute. But it was
found that, under the statute, the question of municipal construction could not be
submitted to popular vote until after the Board had either re-adopted the routes
and plans of the former Commission, or had adopted new routes and plans and
procured the necessary consents. The latter method would have taken so much
time that it would have been impossible to have submitted the question to vote at
the general election in the fall of I894. The Board learned, however, that it
could provisionally re-adopt the routes and plans of its predecessors and, if the
vote proved favorable to municipal construction, could alter the plans or adopt
entirely new ones. Before the election the Board issued a statement explaining the situation and announcing their intention, in case of an affirmative decision, to consider the question of routes and plans de novo. The result of the
election showed an overwhelming majority in favor of municipal construction.
The Board discussed early the advisability of adopting the Elm street
route, but the general opinion of the members was that the commercial advantages of a line under Broadway would more than offset the difficulties and
expense of building a road beneath its surface. It was felt that the cost of construction on the Broadway route would be less then than at any future time,
and that, sooner or later, a Broadway line must be provided. Therefore the
route adopted by the former Board was thought to be the best, provided a branch
could be selected in extension of the East-Side line to the north, as a substitute


PEOPLE VOTE
FOR MUNICIPAL CONSTRUCTION
ELM STREET
ROUTE


87




RAPID TRANSIT


for the Madison avenue line recommended by the earlier Commission, which had
been rendered unavailable by the Act of I892. It was thought that it would be
possible to extend the Fourth avenue route north from Fortieth street under
the Grand Central Station, and under Fourth avenue to Ninety-seventh street,
where it would become an elevated structure to be erected on either side of the
Harlem railroad and then to and across the Harlem River.
PRELIMINARY      Concerning the nature of construction, the Board believed that the plans
STUDIES adopted by the former Commission were wise; except that it was desirable to
increase the width of the road as a measure of safety, and to omit the requirement that the work under Broadway should be done without disturbing the
surface. This preliminary study included the making of maps showing all the
underground pipes and conduits, and the foundations and vaults of all the buildings along the proposed routes. In addition a thorough examination of the subsoil was made.
PIPE     The Board came to the conclusion that it would be advisable to construct
GALLERIES,....,   -,.,..     n   1 *
pipe galleries on either side of the road along certain sections. While it was
known that these would encroach upon private vaults and would add materially to
the cost, the opinion was held that, as there must be a costly re-location of the
pipes, it would be wiser and less expensive in the end to construct such galleries as a part of the general plan.
BOARD OF       In forming a tentative plan the Board was not unmindful of the necessity of
ENGINEERS keeping the cost within the prescribed limit, and, in order to be certain upon
this point, the plans were submitted to a committee of experts composed of
Abram S. Hewitt, Thomas C. Clarke, Charles Sooysmith, Octave Chanute, and
Prof. William H. Burr. The report approved the estimates of the engineer that
the construction, if carried to the city line on both the East and West Sides, would
cost $50,ooo,ooo. It also approved the suggestion of the chief engineer that the
subway should be widened from the plans of the previous Commission from 44
to 50 feet for a four-track road, and it also was of the opinion that a separation on Broadway of the local and express lines was practicable and wise.
In answer to the question as to whether any better solution of the problem
than had been already brought forward could be suggested, the board of experts
advised a change in the route by substituting Elm street, Lafayette Place and
Fourth avenue as the route between City Hall Park and Fourteenth street. The
board of experts also recommended the construction of four tracks under Fourth
avenue to and under the Grand Central Station, and thence under Madison


88




I


JOHN CLAFLIN.




RAPID TRANSIT


avenue to Ninety-seventh street. Other changes of less importance were also
suggested.
ROUTES      The Commission was now called upon to choose between the Broadway and
Elm street routes. As has been already explained, all of the former Commissions
and all of the private companies favored the former route, all holding the opinion that the engineering difficulties and increased cost were more than compensated for by the superior advantages of that location. This was not the first
time the Elm street line had been advocated, but it was the first time it had come
before a rapid transit commission for serious consideration.
BROADWAY       At that time the plan to widen Elm street seemed doomed to indefinite delay.
ROUTE It was, therefore, thought best to adopt the Broadway route. This began at a
loop at the Battery, passed under Broadwav to Fifty-ninth street; thence under
the Boulevard to One-hundred-and-twenty-fourth street; thence by viaduct to
One-hundred-and-thirty-fourth street; and thence under the Boulevard and
Eleventh avenue to One-hundred-and-eighty-fifth street. Also a loop at City
Hall and a connection with the Brooklyn Bridge. A second line diverged from
the other at Fourteenth street and ran under Fourth and Park avenues to Ninetyeighth street; thence by viaduct across the Harlem (by bridge), to One-hundred-and-forty-sixth street. There were to be four tracks from Broadway and
Park place to One-hundred-and-thirty-fifth street on the West Side; and four
tracks on the East Side from Union Square to the Grand Central Station. Elsewhere there were to be two tracks. All tracks were to be on the same level and of
standard gauge. Each track was to be allowed I2~ feet in width.
TUNNEL      The entire line was to be in tunnel, with the exception of the viaduct on the
Boulevard from   One-hundred-and-twenty-fourth to One-hundredndand-thirtyfourth streets, and the east side line from  Ninety-eighth street northward.
North of the Grand Central Station there were to be two separate tunnels along
Fourth avenue as far as Ninety-sixth street. The Harlem was to be crossed by a
double-track drawbridge.
BROADWAY       One of the most interesting and important legal contests in the history of
ROUTE NOT the Commission occurred in I895. The importance of the decision of the court
ALLOWED BY
COURT will be appreciated from the statement that it compelled the Commission to
change the route from Broadway to Elm street. The consent of the local authorities to the construction and operation of the road along the lines just mentioned
had been obtained; but it was found impossible to get the consent of the propertv owners, and therefore the substituted consent of the Supreme Court became


90




COMMISSION OF 1894


imperative under the terms of the statute. The Court refused to consider the
question at all, and entered an order to that effect in October, 1895. This order
was reversed by the Court of Appeals, and the Supreme Court was directed to
consider the application upon its merits. The latter Court then appointed Frederic R. Coudert, George Sherman, and William H. Gelshenen Commissioners to
take testimony and report whether the road should be built. The testimony was
exceedingly thorough, covering every possible aspect of the question.
In March, I896, the Commissioin appointed by the Court unanimously
reported that the road ought to be built.
Two months later the matter was argued before the Supreme Court, which
unanimously refused to confirm the report of its Commissioners. The opinion
was based upon the belief that the road when finished would not furnish an
adequate system of rapid transit from one end of the city to the other; that it
was doubtful if the road could be built with the money at the command of the
city; and it was the opinion of the Court that the expenditure of such a vast
sum would do away with the city's power to engage in any other public work,
and might possibly so impair its credit that it could not recover in many years.
It was plain that the Court would not sanction any road on the Broadway route,
nor an underground road on any other route, unless it extended from one end of
the city to the other, and it was shown that the total cost would be less than
$50,000,000.
Action was brought in the Supreme Court for the purpose of enjoining the
city from using its funds for the construction of the road, upon the ground that
the Act of 1894 was unconstitutional in many of its features, and therefore
afforded no legal warrant for the proposed expenditure. This action was carried to the Court of Appeals and there decided in favor of the city. As explained
in the first report issued by the Rapid Transit Commission, these decisions set at
rest the vital question of the constitutionality of the legislation underlying the
rapid transit enterprise, and entirely justified the wisdom and foresight with
which the scheme had been devised.
The action of the Appellate Division of the Supreme Court, in refusing consent to the construction of the road upon the Broadway route, led to heated discussion of the subject in the press and elsewhere. Persons standing high in the
community urged the Board to continue the work, and, if possible, find a solution of the problem committed to it. The report of the Commission says:


ROAD MUST
COST LESS
THAN
$50,000,000
RAPID
TRANSIT ACT
CONSTITUTIONAL


9I




RAPID TRANSIT


OPINION OF     "Although the reasoning of the judges seemed, at first sight, to amount to an
COMMISSION
absolute prohibition of municipal construction on any terms, yet further consideration led to the conclusion that all hope of a successful issue need not be
abandoned. The action of the Court might be construed as being merely a condemnation of the particular plan presented for its consideration; and in so far as
the opinions seemed to foreshadow a refusal on the part of the Court to consent to
any practicable plan of municipal construction, they were capable of being
regarded as so far extra-judicial as not to be binding upon the future action of
the Court. The Court, indeed, might be expected, in view of the popular demand
for some system of rapid transit, to consider with an open mind any new plan
which did not conflict too seriously with the views held by its members, as outlined in the two opinions rendered.
"Urged by these considerations, and by an anxious desire to use every possible effort to carry into effect the important duties with which they were
charged, a majority of the members of the Board concluded, after a period of
hesitation, to make still another effort to find some solution of the problem before
them.
MANHATTAN       "Following closely upon the announcement of the fact that the Rapid Transit
RAILROAD Board would continue its efforts to secure the construction of a rapid transit
APPLICATION
railroad for and at the expense of the city, came an application from the Manhattan Railway Company that the Board would authorize it to build elevated
railroads over a number of additional streets.
"This application was vague and indefinite in some respects, and, in still
others, it sought privileges which the Board had no power to grant. A communication was sent to the railroad company on August 6, I896, pointing out
these defects and suggesting that an amended application be filed. No reply
was returned to this communication, nor did the Board receive any further intimation that the Manhattan Railway Company desired to extend its lines until,
after the lapse of eighteen months, it had become evident that the rapid transit
railroad was likely to be constructed by the city."
During the year I896 Mr. Low resigned from the Board, and MIr. Steinway
and Mr. Inman died. Woodburv Langdon, George L. Rives, and Charles Stewart
Smith were elected in their places.
ELM STREET      After due consideration the Board decided to adopt, provisionally, the Elm
ROUTE
ADOPTED street route for its main line. In this connection it is interesting to note that


92




WOODBURY LANGDON




RAPID TRANSIT


the late Abram S. Hewitt had, in I888, laid down a route from the Grand Central Station to the City Hall identical with that now to be adopted by the Board.
In his message to the Board of Aldermen, in January of that year, he said:


ROUTE      "It is perfectly feasible, by an underground tunnel beginning in the neighFORMERLY
PROPOSED BY borhood of Fifty-fourth street, to pass under the station and under the present
MR. HEWITT tunnel from Forty-second street to Thirty-second street; and thence along the
center of Fourth avenue to Ninth street; thence into Lafayette place; thence
under Lafayette place, and thence through a new street, connecting with the
Elm street improvement, which has been the subject of much discussion. It
will be remembered that Fourth avenue, above Thirty-third street, is I40 feet in
width, the additional 40 feet having been provided for the tracks of the railway.
In opening the new street from Lafayette place to the City Hall the same width
might be adopted. This would enable the four tracks to be constructed in the
center of the street through an open cut, for which 50 feet would be required,
leaving 90 feet between the two sides, or 45 feet of street and sidewalk on each
side. From Lafayette place along Fourth avenue to Thirty-second street the
four tracks would be made in a subway. The open-cut portions of the route
would, of course, require no provision for ventilation or light.
FOUR      "It will be observed that provision has thus been made for four tracks,
TRACKS
extending from the Grand Central Station to the terminus of the Brooklyn
Bridge. Between the City Hall and the Grand Central Depot two tracks will be
used for express trains stopping only at the Grand Central Station. The other
two tracks will be used for trains stopping at Grand street, Bleecker street, Astor
place, Fourteenth street, Twenty-third street, Thirty-third street and Fortysecond street. This train will take intermediate passengers who may desire to
catch trains at the Forty-second street station. Two of the tracks will then proceed
to the Harlem River, making the necessary stops, and thence under the Harlem will
provide frequent transit for the eastern, portion of the city and of the annexed
district. The other two tracks will turn to the left, under Forty-sixth street, to
Broadway, under which they will pass to Fifty-ninth street, at which point the
Boulevard is reached. Here four tracks should be laid in an open cut extending in time as far asl may be desirable. Two of these tracks will be used for
through trains and two for local distribution."
On January 14, 1897, a resolution was adopted establishing the present
route and plan as follows:


94




COMIMISSION OF 1894 -

Beginning at the intersection of Broadway and Park row, under Park row
to Center street, to New Elm street, to Lafayette place, and thence under Fourth
and Park avenues to Forty-second street, to Broadway, to Fifty-ninth street, and
thence under the Boulevard to One-hundred-and-twenty-fourth street; thence by
viaduct to One-hundred-and-thirty-fourth street; thence under the Boulevard
and Eleventh avenue to One-hundred-and-ninetieth street, and thence under or
over private property, as may be most convenient, to the southeast end of Ellwood street, and thence over Ellwood street to Kingsbridge avenue or Broadway; thence to Riverside avenue to a point within 500 feet of the present
Kingsbridge station of the New York & Putnam Railroad.
This route included a loop at City Hall Park and suitable tracks and connections to the Post Office. There were also to be tracks and connections with
the yard and tracks of the Grand Central Station.
The second route diverged from the first at One-hundred-and-third street
ant the Boulevard and thence to One-hundred-and-fourth street; thence under
Central Park West and Central Park to the intersection of Lenox avenue and
One-hundred-and-tenth street; thence under Lenox avenue to One-hundred-andfortieth street; to and under the Harlem River and private property to East Onehundred-and-forty-ninth street at its intersection with River avenue; thence
under East One-hundred-and-forty-ninth street to a point near its intersection
with Third avenue; thence to Westchester avenue, and thence by viaduct along
Westchester avenue to the Southern Boulevard; thence to the Boston Road, and
thence over the Boston Road to Bronx Park.
The general plan of construction was as follows:
For the route under Park row and City Hall park, two parallel tracks;
from the City Hall loop to One-hundred-and-third street, four parallel tracks;
north of One-hundred-and-third street both routes to have two tracks.
All tracks were to be on the same level, except that "wherever required by
special necessities of surface or sub-surface structures, or other special or local
necessities, and for the purpose of avoiding grade crossings at the southerly
end of Center street and the One-hundred-and-tenth street junction, any one or
more of the tracks may be depressed below the level of the other tracks to a
depth of not more than 20 feet."
The tracks were to be of standard gauge, and for each track there was to be
12- feet width of tunnel. Wherever the tracks changed from tunnel to via

PRESENT
ROUTE
ADOPTED
PLAN OF CONSTRUCTION


95




RAPID TRANSIT


duct or the reverse, the change was to be made so as to occupy or obstruct the
use of the surface of the street to the least possible extent consistent with the
proper gradient for the tracks. The roof of the tunnel was to be as near the
surface of the street as street conditions and grades would permit.
WIDTH OF       The maximum widths of the tunnels were to be as follows: Under Park
row and the Citv Hall loop, 38 feet; from the loop to the commencement of Elm
street, 50 feet; from there to Lafayette place, 68 feet; to One-hundred-andthird street, 50 feet; for both routes north, 25 feet; the tunnel under the river
and its approaches to be 35 feet.
\NWherever necessary for the support of the street surface, the roof of the
tunnel was to be of steel or iron girders with brick or concrete arches supported by iron or steel columns and masonry walls, or a masonry arch. Viaducts were to be built with a width of 12G feet for each track, and with an additional width of 3 feet on each side for outside footways. The viaducts were to be
built of metal or masonry, or both.


METHOD OF
OPERATION


The stations and station approaches were to be at the intersection of the
streets, and located under or over the streets, or on private property, as required
by the situation. Along the Boulevard openings were to be provided in the
surface of the street for the purpose of ventilation and light; no opening to
exceed 20 feet in width by 50 feet in length.
The general mode of operation required was by electricity, or some other
power not requiring combustion within the tunnels or on the viaducts; the
motors to be capable of moving trains at a speed of not less than 40 miles an
hour for long distances, exclusive of stops. The manner of construction was to be
by tunneling or open excavation.
It was believed that this scheme of construction would meet the requirenlents of the Supreme Court, and for the following reasons which were presented in the first report of the Board:


'"In the first place, the road was estimated to cost about $35,000,oo000, and that
this estimate was correct time has conclusively proved. In the second place, it
ran from the City Hall-or near the southerly end of Manhattan Island-to
Kingsbridge as the terminus of one branch, and to Bronx Park as the terminus of
the other. At Kingsbridge a physical connection with the New York Central
lines to Yonkers, and beyond, was easy. At Bronx Park the northerly limits of
the city were nearly reached; and if the Court had insisted on a further exten



Photo by Hollinger & Co., N. Y.
SETH LOW.




RAPID TRANSIT


AN EAST SIDE
LINE TOO
EXPENSIVE
ROAD TO BE
IN TUNNEL


sion here, it would have cost little, comparatively, to extend the line still
farther by an elevated structure through the Park.
"The necessity of avoiding Broadway, below Thirty-fourth street, so as to
meet the views of the Court, compelled the use of Fourth avenue and Elm street
for the main stem, and the introduction of an awkward alignment from Fourth
avenue to the westward along Forty-second street to Broadway.
"It was thought impossible in this scheme to provide for a line on the East
Side from the Grand Central Station to the Harlem. The cost of such a line
would have brought the total expense up to figures that the Supreme Court was
not expected to sanction, even if the West-Side line had been made only a twotrack road. A four-track road, carried as far north as possible, was regarded by
the Board as essential to real rapid transit. A two-track road forbids the use of
express trains, and necessarily reduces the speed of all trains to the speed of the
slowest. Upon the fullest consideration, therefore, the Board determined to
abandon an East-Side line, and to provide for a four-track service to the neighborhood of One-hundredth street; and from that point to send off an easterly
branch which should follow the line, not of Fourth, but of Lenox avenue, and
from the termination of that street should cross the Harlem.
"This route appeared to the Board the best that could at that time he
devised to meet the conditions imposed; and it seemed probable that, if the system proved a success, additional lines might subsequently be built that would
supply some rather obvious defects in the plan adopted. Moreover, the Board
believed that the section of the city east of Central Park was already better provided with transit facilities than most other quarters.
"In one very important particular the plan of I897 involved an important
departure from the plan of 1895. The entire line of the road on MIanlhattan
Island was to be in\ tunnel, except for the short distance between Fort George
and Kingsbridge. In the Borough of the Bronx the road was to be in tunnel
from the Harlem River to a point on Westchester avenue some distance east of
Third avenue. The Board was not willing to gain in cheapness by sacrificing
important streets to elevated railways.
"It has already been pointed out that the southerly terminus of the route thus
adopted was at Park row, and this fact is also to be explained by that statement that,
although the Board was of the opinion that the route ought to be extended along
Broadway to South Ferry, it was unwilling, in view of dicta contained in the
opinions of the Appellate Divisi6n, to risk a condemnation of its entire plan,


98




COMMISSION OF I894


unless the owners of property upon that portion of Broadway affected by its
route should, by consenting to the construction of the railroad, render unnecessary a recourse to the courts."
As soon as the intention of the Board became known there ensued an agita- EXTENSION
tion among the property owners along lower Broadway in favor of the exten- TO BATTERY
PLACE
sion of the road to the Battery. In a few weeks a petition was presented to the
Board, signed by a majority, in value, of all the property owners, asking for the
extension of the road. The Board therefore adopted a resolution on April I,
J897, providiin for a two-track extension to Battery place, with a loop under
Battery Park, VWhitehall and State streets.  Afterward this extension was
abandoned, for the time being, owing to the refusal of the Park Commissioners to
grant consent to its construction.
The approval of property owners having been refused, application was BOND OF
$15,000,000
again made to the Supreme Court and a commission was appointed in July,
I897. This commission reported unanimously in favor of the plans. A majority of the Court was ill favor of the motion, but, as the opinion said, to give
"some assurance that the powers of the Rapid Transit Commissioners il
respect to security should be exercised so as to protect the interests of the
city in a substantial manner," exacted, as a condition precedent to the entry of an
order confirming the report, a requirement that the Rapid Transit Board should
file a stipulation that, upon awarding any contract for the construction and
operation of the railroad, "the penalty of the bond specified in section 34 of the
rapid transit act will be fixed at not less than $I5,000,000."
It needed no extended acquaintance with the subject to perceive that, if the BOND
Court persisted in exacting a literal compliance with these conditions, its action EXCESSIVE
would amount to an absolute veto of the entire plan of municipal construction
and ownership. The Board appointed a sub-committee to ascertain if such a
bond could be obtained and to report what security in money, bonds, or otherwise could probably be obtained from responsible bidders.
The Greater New York Charter went into effect January I, I898. The
charter compelled the city to assume the indebtedness of all the consolidated
territory, with the result that the debt incurring capacity of the new city was
reduced to a very narrow limit. But this proved to be only temporary, since
the increase in the assessed valuations of property in the county of New York,
which was shortly made in order to equalize its value with the assessed valua

99




RAPID TRANSIT


APPLICATION
OF ELEVATED
COMPANY
APPLICATION
REVIEWED
BY BOARD


tions in other portions of the city, resulted in giving such a margin as would
suffice for the construction of the rapid transit railroad without intrenching
upon the ten per cent. limitation imposed by the charter. Another result of the
consolidation was a tendency to array the influence of Kings and Richmond
counties, and a portion of Queens, against the plans. At that time it seemed
that the endeavors of the Board would be defeated or at least doomed to indefinite
postponement.
The Manhattan Railway Company now made public its intention to extend
its system of elevated railways as soon as it could obtain permission from the
Board, or from the Legislature to do so.
The Metropolitan Street Railway Company withdrew from the contest by
announcing to the Board that, as matters then stood, it could not be expected to
compete for the contract to construct and operate the proposed road. The
position assumed by the Elevated Company made it certain to the Board that
not only the Metropolitan Company but other responsible bidders would hesitate
before making proposals for the contract to build and operate the road. In July,
I896, the Elevated Company presented an application to the Board. This application is reviewed in the report of the sub-committee appointed by the Board in
the following language:
"The application of the Elevated Railway Company was expressly conditioned upon its receiving immunity from clain.s for damages; it asked for
grants of street surface franchises; it asked for franchises including 30 miles of
new route, besides additional facilities upon existing routes, but did not pledge
the company to any actual extension of its system  or other relief within any
given period of time, and it made no offer of any rental. The answer of the
Board pointed out that the application was not in a form which permitted
definite acceptance; that the Board had no power under the law to assure to a
private corporation building an elevated railroad immunity from damages; that
under the statute rental must be paid on extensions; and that the Board was
expressly forbidden by the statute to grant any right to construct a railroad on
the surface of a street. It was further pointed out that the granting of any
application not limited in time would be, in substance, to give an option to the
Elevated Railway Company to extend or improve its system whenever it should
become ready to do so, without imposing upon it any corresponding obligation,
thus suspending meantime the practical possibility of relief from any other
quarter.


1OO










P~hoto, by Falk, N. Y.
CHARLES STEWART SMITH




RAPID TRANSIT


ELEVATED
ASKED TO
AMEND
APPLICATION


"The Board concluded its communication by expressing the hope that the
Elevated Railroad Company, in view of the exceptional privileges which it had
received from the city, and the exceptional advantages which it then enjoyed
for the extension of rapid transit facilities, would promptly amend its application so that the Board could lawfully deal with it; and the Board promised that,
upon receiving such an application, it would reach a determination upon it
without delay. To this communication, made nearly eighteen months ago, no
answer has been received."


The sub-committee inquired into the possibility of securing a bond of
$I5,ooo,ooo, as required by the decision of court. The report states that: "It is
not possible for the Board, until it shall have power to propose a contract, to
reach a definite conclusion as to what amount of bond ought to be exacted from
the successful bidder." At that time the terms of the contract had not been
fixed, and upon them much depended; moreover, the length of the lease, character of the requirements for operation, and the probable value of the equipment to be furnished by the contractor, were all elements demanding consideration. Therefore, the committee said:


CITY
AMPLY
PROTECTED


"If a bond for $I5,ooo,ooo be required in the technical form prescribed by
section 34, the requirements will, in the opinion of your committee, operate as a
substantial prohibition of the enterprise.
"In the opinion of your committee, it was not the intention of the people of
the city, or of the Legislature, that the Board should attempt the impossibility of
eliminating all risk to the city in carrying out the rapid transit plan. Any future
construction involving expenditure of money inevitably involves risk. Municipal
construction was not justified, and could not, under the constitution, be justified
for the purpose of making money.   Its constitutional justification lay in the
great public necessity of the city. * * * But it must be remembered that
the rental to be paid is the full amount of the interest which the city is to pay
upon its bonds, and that, in addition, there is to be paid at least one per cent.
per annum, with a conditional deduction for the first five or ten years. This one
per cent. is in effect a sinking fund, the result of which will ultimately be to
give, without expense to the city, the rapid transit road completely constructed,
the entire outlay, as well for principal as for interest, being met by the rental
payable by the contractor.


102




COMMISSION OF 1894.


"If, however, the Court shall require a stipulation as to security now, the LARGE BOND
PROHIBITIVE
following considerations may be urged: In the first place, it may well be contended that this Board, as a public body, have no right to enter into any contract as to the future exercise of their powers. Even if the Board can with
propriety give a stipulation as to their future action, the facts upon which to
form a sound business judgment as to the amount of security to be exacted are
as yet not fully known-particularly as the form of contract to be proposed to
bidders cannot be settled in advance of the formal consent of the Court. In
any case, a joint and several bond for $5,000oo,ooo, running for the whole term of
the lease, and on which the sureties must justify in $30,000,000, is practically
prohibitive, because satisfactory sureties could not probably be found. Even if
found, the expense and difficulty of obtaining such surety would operate to
limit competition and tend to make the cost of construction larger than it
need be, and without any compensating advantages. The attempt to exact too
large a bond, continuing long after the road is finished, would only result in
defeating the whole, scheme of municipal construction and ownership. If the
Court will consent to limit its requirements to security for construction-leaving it to the Board to fix the amount of the continuing bond-and will permit
the giving of several bonds, such security for a very large amount could be
obtained. But even for construction alone, a bond for fifty per cent. of the estimated cost of the work would be unnecessary-especially in view of the requirement of a cash deposit of $I,ooo,ooo and the proposed retention of a large
percentage of the cost of the work until the road is fully constructed and
equipped-and it is also contrary to the practice prevailing in all city or government work."
Acting upon the advice of its committee the Board made application to the BOND
RED UC ED
Court for the modification of the terms imposed by it. The Court still insisted
that the Board must exact a bond for $I5,ooo,ooo, but it consented that the
liability of the sureties as to $I4,000,000 thereof should terminate when the
road should have been completed and equipped; and that the permanent liability
upon the bond might be limited to $I,ooo,ooo. These terms, although still severe,
were not necessarily prohibitive, and the Board, therefore, entered into the
stipulation required by the Court.
Again the matter was taken up with the Manhattan Railway Company, and a
sub-committee was appointed to examine the matter.  A summary of seven


I03




RAPID TRANSIT


SEVEN
FRANCHISES
OFFERED
TO THE
MANHATTAN
FRANCHISES
REFUSED


franchises the Board was willing to grant was submitted to the company. The
Manhattan officials did not have the plans elaborated, made no estimates of
cost, made no suggestions regarding rentals to be paid the city, and continually
pleaded for more time for investigation and consideration. They constantly
overlooked the fact that the question had been before them for several years,
and every conceivable aspect of the rapid transit problem, as far as elevated
roads were concerned, had been discussed with the present and former commissioners.
The sub-committee's report concluded as follows:
"If the Manhattan Company shall accept the seven franchises thus proposed and carry them out according to their terms, the rapid transit facilities of
the city will be materially improved. The rapid transit problem, however, will
not be solved.  On the contrary, it is our belief that before the periods
described in the franchises shall have expired, the necessity will be even clearer
than it is now for an additional rapid transit system, having the enormous advantages incidental to a system carried through tunnels constructed on the improved
modern method. This will, in our opinion, be the case, notwithstanding the
increase of the capacity and traffic of the Manhattan system. If the Manhattan
Company shall exercise all the franchises now proposed to be tendered it, it
will be able to carry a very much larger number of passengers and to carry the
passengers at a materially increased speed. And as our proposition is that the
Manhattan Company shall be permitted to take any one or more or all of the
franchises, the company is enabled, if it does not see its way to undertake all of
these obligations, still to undertake such of them as shall give material relief.
If the Manhattan Company shall, pursuant to the statute, accept all the certificates tendered by the Rapid Transit Board, the city and the public will have
assurance of a reasonably prompt and material improvement of its transit
facilities."
The Manhattan Company refused to accept any of the franchises. It was
unwilling to undertake the work of extending its traffic facilities.  Its last
opportunity had come and gone. It was controlled apparently by a belief
that no solution of rapid transit problems could be obtained without its co-operation, and that in the end privileges would be granted to it on its own terms. A
procrastinating policy had been successful with former commissions, and why
should it not be in this case?


I04




F` " Y%
2`~~"'
u
~;~ h~..~ *
'\`"~a~
r
L
i $$,~.;  ~ ~ ~,;.P ~~ :l)i
t P ).3
_-1


I'lito   hb  I )tipll, t,  N.  Y.
JOHN H. STARIN




RAPID TRANSIT


OTHER
EFFORTS OF
BOARD


Still other attempts were made by the Board to provide rapid transit by
enlisting the assistance of those already concerned with railroad transportation
within the city.  Interviews were had with Cornelius Vanderbilt and with
Mr. Depew, president of the New York Central & Hudson River Railroad
Company, and with Mr. Clark, president of the New York, New Haven &
Hartford Railroad. The Board presented to those gentlemen the advantages
which it then believed belonged to the rapid transit plan, and which experience
has since demonstrated did in fact so belong, and urged the value of co-operation with the Board.  The Board was, however, unable to convince them.
Later, like conferences were had with Mr. Whitney and others representing the
Metropolitan Street Railway interest, and with capitalists representing other
large railroad interests. But until the actual letting of the rapid transit contract in January, I900, the Board was unable to satisfy any responsible persons in
control of railroad interests within the City of New York that they could undertake the rapid transit contract with any fair chance of profit.


I


iY. i.-  C!. \  I


I    I "


KIOSK, BUDAPEST SUBWAY.


io6




CHAPTER XII.


PREPARING THE SUBWAY CONTRACT.


On July I, I897, the duty of preparing the contract for the construction
and operation of the proposed railroad was submitted to a sub-committee of the
Board. The contract was completed March 3I, 1898, and sent to the Corporation Counsel for his approval on April 7, of the same year, as required by the
act. No attention was paid to the request of the Board until September of the
following year, and in the meantime all work toward the construction of the
road was brought to a standstill.
The situation at that time was fully explained in a communication by the
board to the Legislature. It was stated that, by the terms of the Greater New
York Charter, the enlarged city was compelled to assume all the liabilities of all
the counties, towns, villages and public corporations embraced in the consolidation. While the amount of this indebtedness was not known precisely, the
Comptroller was of the opinion that it was not less than thirteen and a half
million dollars in excess of the ten per cent. of the assessed value of the real
estate within the city limits. If such were the case it would be impossible to
borrow the money required to construct the road. The Rapid Transit Commission was, therefore, constrained to consider carefully the courses open to
the city to obtain the relief so long sought and so urgently needed.
Three plans were suggested:
I. To wait until the borrowing capacity of the city became so enlarged
by a reduction of the debt, or by an increase of assessed valuations of real
estate, or by both, as to enable it to borrow the funds necessary.
2. To obtain legislative authority to issue bonds of the county of New York
for the construction of the road.
3. To obtain legislative authority to offer a franchise for the construction
and operation of the road to private enterprise.
The net funded debt of the city of New York on January I, 1899, was $244,212,835.97; other items brought the total up to $250,928,950.'IO. The amount


CONTRACT
SENT TO CORPORATION
COUNSEL
THREE PLANS
SUGGESTED


I07




RAPID TRANSIT


was only $1,924,394 less than ten per cent. of the assessed valuation of the real
estate of the city. Upon this basis it was manifestly impossible to borrow the
amount needed for the construction of the road.
VALUATION      But a few days later the Tax Commissioners made public the assessed valuaOF CITY tions of real estate for purposes of taxation during the year I899. These
PROPERTY
showed an increase of $421,512,876; ten per cent. of which, or $42,151,287.60,
represented the amount by which the city's debt-incurring capacity had been
increased. But there were other demands for money for important city uses.
The Comptroller was of the opinion that if it should be found desirable to
build the road by the use of the municipal credit, the contracts for construction
should be so drawn as not to call for the issue of bonds in excess of ten
millions of dollars in any one year. The Commission recognized the fact that
this could be done by dividing the contract into three sections of $IO,OOO,OOO
each, one section to be built each year, but considered it their duty to seek an
enlargement of their powers so as to permit them to take advantage of the
improvement in the city's finances, or to look to other sources for the capital to
build the road.
The money could have been raised by issuing bonds of the County of New
York, including the Boroughs of Manhattan and the Bronx, as the debt of the
county was far below the ten per cent. limit, and as there was nothing in the
Constitution prohibiting such a proceeding. Such a course would maintain an
essential clause of the act of 1894, namely, municipal ownership with private
operation. The road would be an asset of the county. The obligation assumed
by the county would not involve the levying of any tax nor impose any burden
upon the taxpayers, unless the contractor should default. The Comptroller held
the opinion that it would be undesirable to issue such bonds.
TO SELL     The last possible solution rested in selling a franchise to construct and
FRANCHISE operate the road, if the statute permitted this to be done. The financial condiTO CONSTRUCT AND tions of 1899 were much more favorable to the successful conduct of the enterOPERATE prise than they were in I893-4. The pronounced success of the Boston subway
RA served to remove doubts that had existed as to the practicability of such a road,
and illustrated the possibility of closely estimating the cost and the probable
income. In its appeal to the Legislature the Board says:
"Quite apart from and in addition to the considerations mentioned, is the
further consideration that the contemplated rapid transit road, whether built


io8




PREPARING THE SUBI.WAY CONTRACT


with city money or by private capital, will, at the end of a comparatively short
time, become a piece of property whose value it would be difficult to overestimate. It is perfectly safe to say that in the course of fifty years the certain
growth of the city's population will so increase the earning capacity of such a
road that the value will be far greater than its original cost. The effect of permitting construction by private capital would, therefore, be to surrender to
individuals an asset which might be made a valuable addition to the property of
the people of the whole city. The former city of New York, in its ownership of
markets and docks, exemplified the wisdom of pursuing the plan of municipal
ownership. In the surrender of its streets to surface and elevated roads, which
are now doing a profitable business on a capitalization far greater than their
original cost, it exhibits the results of the opposite course of dealing.
"The Rapid Transit Board is, however, of the opinion that the proposed
underground railway is a work of such peculiar character, and of such exceptional value to the city, that a departure from the settled policy of recent legislation might be justified.
"It is plain that such justification can only be found in the event of the
public credit proving unavailable. That such will be the case is not as yet
entirely certain. The Board, therefore, recommend that if power is granted
them to sell the franchise to construct the road, such power shall be additional to
their present powers and not a substitute for them. In this way the Board will be
enabled to take advantage of varying conditions as they may arise in the future.
If the city authorities shall see their way clear to keep the debt sufficiently within
the constitutional limitation, then the Board will be in position to authorize
mnunicipal construction; and, on the other hand, if municipal construction shall
prove to be constitutionally impracticable within any reasonable time, the Board
may be enabled to arrange for construction by private capital.
"The Board, therefore, ventures to urge that if the Legislature shall determine that it is wise to permit a resort to private capital, the largest measure of
authority and discretion compatible with the public interest shall be intrusted to
the Board in order that it may frame such a franchise as will certainly attract
sufficient private capital and arouse competition. And the Board deems it of
special importance, if private enterprise is to be enlisted, that the Board may be
authorized, in its discretion, to enter into such a contract with the corporation
that' shall undertake the work as will exempt it from taxation for some limited


THE SUBWAY
JUSTIFIES
DEPARTURE
FROM
SETTLED
POLICIES
CONSTRUCTION AND
OPERATION
BY PRIVATE
CAPITAL


Io9




RAPID TRANSIT


period, and will insure it for a period of years, at least, against the possibility of
legislative or municipal interference."


PROPOSITION
OF METROPOLITAN
COMPANY
MAYOR
REFUSES TO
ACCEPT
AMENDMENTS
PROPOSED
BY BOARD


Before action had been taken upon the bill introduced by the Board to
obtain these additional powers, a proposition was received from the Metropolitan
Street Railway Company that, if the Board would grant a perpetual franchise to a
new corporation to be formed by them, they would build the road and pay the
annual sum of 5 per cent. of the gross receipts therefor, "provided that the
grantee shall first receive 5 per cent. net upon the cost of construction." While
the Board was unanimous in the belief that the benefit of owning the railroad
should be preserved to the city, the necessities of the situation imperatively
demanded that the construction of a rapid transit system should be obtained in
some way. The Board also held the opinion that if it could present as an alternative to the plan of municipal construction "another plan which offered an
immediate solution of the difficulty through the medium of a perpetual grant to a
private corporation, a clear-cut issue would be presented to the public, and that
this would compel the city authorities to come to a decision upon the vital question whether the railroad should be constructed with the city's money and be
the city's property, or whether it should be constructed by and belong to a
private corporation." In consequence of these considerations, a resolution was
adopted "that it is in the public interest that in addition to the powers already
possessed by the Board, the Legislature should grant to the Board the power to
contract for the construction and operation of the rapid transit railroad by
private capital." The introduction of a bill to this effect served to show the
intensity of the popular feeling in favor of reserving the ownership of the
road by the city.  It was made manifest that the public was unalterably
against the granting of a perpetual franchise to the Metropolitan Company,
or to any other private corporation.   The offer of the company was
withdrawn.
At the Board meeting of March ii, I899, it was announced that the Mayor
had refused to accept, in behalf of the city, the amendments to the rapid transit
acts which had been passed by the Legislature. This was the bill that had been
introduced by the Board, but which had been so changed as to seriously interfere with any negotiations the Board might have decided to make with a view to
construction of the road by private capital.


IIO




IREPA4RING THE SUBWAY CONTRACT


In a communication to Mayor Robert A. VanWyck, under date of May I9,
1899, the Commissioners said:
"The Board begs to repeat that its power to carry out the purpose for
which it was created now depends practically, first, upon the permission of the
Corporation Counsel to make any contract, and, second, upon the assent of the
Board of Estimate to a postponement of the making of other contracts involving large municipal debt until a rapid transit contract, actually made, shall assure
the carrying out of that great public measure. The Board, therefore, respectfully asks your Honor, and through you the other municipal authorities,
whether in these two respects it may be aided to secure prompt and actual construction of the rapid transit road by the city."
No answer was received from the Mayor, nor was any action taken by either
the Board of Estimate and Apportionment or the Corporation Counsel. The
subject was again gone over in a communication to the Board of Estimate and
Apportionment in July. The attention of that Board was called to the fact that
the debt-incurring power of the city was not less than $40,000,000, a sum amply
sufficient to build the rapid transit road; that no contract could be made until
the Corporation Counsel acted; that the rapid transit debt of the city could not be
technically created until after a contract had been executed; and that until such
debt had been created or authorized, other debts might be incurred which would
effectually prevent the construction of the road and thus defeat the will of the
city as represented by vote of the people. No answer was received to this communication.
It was not until September 20, 1899, eighteen months later, that a letter
was received by the Rapid Transit Commission from the Corporation Counsel.
He withheld approval of the draft contract "for the reason that, while the
approval of the Corporation Counsel was technically merely an approval as to
form, it has always been the practice of this Department in such a case not to
approve as to form a contract which could not legally be made." He stated
that the city was now in a position to undertake the work, and suggested
changes in the form.
A revised draft of the contract was approved by the Corporation Counsel
October 11, I899.
The amount of the bond ($I4,000,000) was reduced by the Appellate Division of the Supreme Court. The decision rendered on November io said:


NO ACTION
BY CITY
AUTHORITI ES


CORPORATION
COUNSEL
APPROVES
CONTRACT


III




RAPID TRANSIT


BOND      "The Corporation Counsel, on behalf of the city of New York, having
REDUCED BY
COURT joined with the Rapid Transit Commissioners in this application, and the
municipal authorities as well as the Rapid Transit Commissioners having represented that in their opinion a bond of $5,000,000 will, in view of the form of
the contract and the conditions under which the rapid transit road is now to be
constructed, amply protect the city, the Rapid Transit Commissioners are relieved
from the stipulation which they gave as a condition upon the confirmation of
the report of the Commissioners in approving of the construction of this proposed railway to the extent that a bond of $5,000,000 will be a compliance with
the stipulation."


The terms of the contract were, in brief, as follows:
The contractor agrees to construct and equip the railroad upon the routes
and in accordance with the general plans of the Commission; to put it in operation; and to use, maintain, and operate it under a lease from the city for the
term of 50 years.
TERMS OF      The city agrees to pay $35,000,000 in case the whole of the road is conCONTRACT structed, and other specified sums in case it should determine to construct less
than the whole. The city grants to the contractor the right to construct and
operate the road "free of all right, claim, or other interference, whether by
injunction, suit for damages, or otherwise on the part of any abutting owner or
other person."
All the exposed parts of the structure are to be designed, constructed and
maintained with a view to the beauty of their appearance as well as to their
efficiency, and the work is to be done in substantial manner and in accordance
with the specifications embodied in the contract. The contractor is to make all
necessary readjustment of pipes, subways, or other sub-surface structures; he
must attend to the support, including underpinning wherever necessary, of all
buildings, monuments and elevated and surface railways; and the re-construction of street pavements and surfaces. These are declared to be essential parts of
the construction of the railway. The contractor must provide a complete equipment for the railroad, including not only cars, but also all engines, electric wires.
conduits, power houses, and lighting, signalling, and ventilating apparatus.
RIGHTS OF      The Board reserves the right during the progress of the work to amplify
COMMISSION the plans, to add explanatory specifications, and to furnish additional specifications and drawings. It also reserves the right to require additional work to be


II2




PRELP RING THE SUBWAY CONTRACT


done, on paying the reasonable value thereof to the contractor, or to require
work to be omitted, in which case a reasonable deduction from the contract
price is to be made. The contract provides for the thorough inspection by the
Board of all materials and work from the beginning of their manufacture or
preparation, and all work and materials are subject to the direction and
approval of the Chief Engineer of the Board. In case of any dispute as to the
obligation of the contractor, the determination of the -engineer is to be so far
binding that the contractor must, without delay, obey his requirements, leaving
open the question as to his right to receive compensation for additional work.
In case of dispute as to the value of extra work, an appeal may be taken from
the decision of the engineer, either by the Board or the contractor, to a board of
arbitration to be composed as provided in detail in the contract.
The contractor must begin work within 30 days after the execution of TIME
the contract, and complete the entire road within 41 years. If not completed
within that time, the city is to deduct from the amount due the contractor 2
per cent. a month until the balances are finally due. In case the contractor
shall be delayed by injunction, or by strike, or by any interference of public
authority, and cannot make up for the delay so occasioned by quicker work,
then the date for completion may be extended by the amount of time of such
delay, provided written notice of the delay is given in each case by the contractor to the Board.
The contract provides that the city itself shall purchase the real estate for TERMINALS
AND
the terminals by condemnation or otherwise, and the contractor is to construct STATIONS
them and receive the cost of such construction, with a profit of IO per cent.
But it is provided that the total amount to be paid by the city for the terminals
shall in no case exceed $I,750,000. This amount is to be in addition to the
$35,000,000 paid for the cost of construction. It is also provided that the city
shall, if necessary, acquire lands for stations and other purposes of the railroad in an amount not exceeding $I,ooo,ooo, and that, if the necessary real
estate should cost more than that sum, such excess is to be borne bv the contractor.
The payments to the contractor are to be made monthly upon written requi- PAYMENTS
sitions, accompanied by a certificate of the engineer showing the proportion of
the whole work actually done. The Board is authorized to fix the amount due at
such sum as it may itself determine to be the proper actual relative value of
such work and materials, and the amount so certified is to be forthwith paid by


II3




RAPID TRANSIT


the city to the contractor. In case the contractor should be dissatisfied with the
determination of the Board, an appeal may be taken to the board of arbitration.
When two-thirds of the work in value has been finished, the contractor must
begin to provide the equipment, and to have such equipment ready for use three
months in advance of the completion of the road.
CONTRACTOR       It is provided that "The railroad is to be constructed for actual use and
TO PROVIDE
EQUIPMENT operation as an intra-urban railroad of the highest class, adapted to the necessities of the people of the city of New York... The contractor shall construct, complete, and fully equip the railroad in the best manner and according to the best rules and usages of railroad construction, so that the railroad
shall be thoroughly fitted for safe, continuous, immediate, and full operation.... In the event of any doubt as to the meaning of any portion or
portions of the specifications or contract drawings, or of the text of the contract, the same shall be interpreted as calling for the best construction, both as to
materials and workmanship, capable of being supplied or applied under the then
existing local conditions."
CONTRACTOR       The contractor agrees that the work shall be done without fault or negliTO MAKE gence on his part, and that it shall not involve any damage to the foundation
DAMAGE TO walls or other parts of adjacent buildings or structures, and he agrees, at his
BUILDINGS, own expense, to make good any damage which shall be done in the course of
ETC. construction. He further agrees, during the performance of the work, to maintain safely the traffic on all streets, to take all necessary precautions to place
proper safeguards for the prevention of 'accidents, and to exhibit at night suitable lights.
CONTRACTOR       The city leases to the contractor the whole railroad for fifty years from the
TO LEASE time of completion. The contractor agrees to pay' as rental a sum equal to the
ROAD FOR
FIFTY YEARS interest payable by the city upon the bonds issued by it to provide means for
construction, and also one per cent. upon the whole amount of such bondsexcept that for the first five years the payment is not to be made unless the contractor's profits amount to five per cent. a year-and for the next five years the
payment is to be only one-half of one per cent., unless the contractor's profits
amount to five per cent. a year. The contractor covenants to operate the road
according to the highest standards of railway practice. Local trains are to
run at an average speed, stops included, of not less than 14 miles an hour; and
express trains at an average speed, including stops, of not less than 30 miles an


II4




PREPARING THE SUBWAY CONTRACT


hour. Between one and five o'clock in the morning trains are to be run, stopping at all stations, at intervals of not more than I5 minutes.
The contractor agrees to save the city harmless from all accidents, and to
keep the road and equipment in thorough repair, so that at all times and at the
termination of the lease the road shall be in thoroughly good and solid condition,
and fully equipped for use. Stations and cars are to be kept lighted and heated so
that passengers may conveniently read. The waiting rooms are to be kept clean
and comfortable; proper seating capacity is to be provided and good drinking
water, as also sufficient and suitable water closets, which are to be kept in a
thoroughly sanitary condition. All tunnels, stations, and cars are to be thoroughly ventilated with pure air, and all tunnels are to be thoroughly lighted at
all times, so as to permit the tracks, walls and roofs to be clearly visible for
inspection.


CITY NOT
LIABLE FOR
ACCIDENTS


The motive power is to be electricity or compressed air; but it is provided MOTIV
POWEI
that if, in the future development of the railroad art, any method of generat- BE EL
ing or transmitting power superior to electricity, and involving no injury to the OR CC
PRESS
purity of the atmosphere in the tunnels or cars, shall be discovered to be practicable, then the contractor shall have the right to adopt such method, if
approved by the Board, on two months' notice. The contractor must provide
rolling stock of the best character known at the time, and the Board reserves
the right to make good any neglect on this point of which the contractor may be
guilty. The rolling stock is to be adequate to the requirements of the traveling
public, and a schedule is to be filed every six months showing in detail all the
equipment owned by the contractor.
The contractor is to charge for a single fare not more than 5 cents; but it is FARE
provided that he "may provide additional conveniences for such passengers as
shall desire the same upon not to exceed one car upon each train, and may collect from each passenger in such car a reasonable charge for such additional
convenience furnished by him, provided that the amount to be charged therefor
and the character of such additional conveniences shall, from time to time, be
subject to the approval of the Board."
At the option of the contractor a new lease of the road is to be granted to RENEN
him for a period of 25 years from the expiration of the lease provided for in the LEASE
contract. This lease is to be in the same general form, but the rent is to be an
amount to be agreed upon, not less than the average amount of the annual rental


/E
R TO
LECTRIC
)M-,ED AIR


WAL OF


I15




RA.1PID  R.ANSIT


BONDS OF
CONTRACTOR
OBSTACLES
IN PATH OF
COMMISSION


for the last ten years of the lease. In case of failure to agree upon the rental, it
is to be determined, subject to such minimulm, by arbitration.
At the final termination of the lease the city is to buy the equipment at a
price to be fixed by agreement or arbitration; but at the termination of the
lease, even though the price has not been determined on, the equipment is to be
turned over to the city for use, subject to the future adjustment of the
amount to be paid.
For the construction of tie road the contractor must deposit with the Comptroller the sum of $I,ooo,ooo cash. In case of any default on the part of the
contractor, and in case the city shall, by reason of such default, incur any
expense, the amount of such expense shall be taken from  the above sum.
Should such a condition arise, the contractor must, within ten days of notice
from the Comptroller, restore the deposit to the original amount. For the full
and complete performance of the contract, and the construction and operation of
the road, a continuing bond of $5,ooo,ooo is required.
In May, I899, Morris K. Jesup was elected president of the Chamber of
Commerce, and thus succeeded Alexander E. Orr as an ex-officio member of the
Board.  At the first meeting of the Board held thereafter John Claflin
resigned as a member, and Mr. Orr was immediately re-elected as his successor.
At the same meeting Lewis L. Delafield, secretary of the Board, resigned, and
shortly after Bion L. Burrows, the present secretary, was appointed.
The organization adopted by the Board for its engineering staff consisted of a
chief engineer, Wm. Barclay Parsons; a deputy chief engineer, Geo. S. Rice;
six division engineers, five general inspectors, a private secretary, an auditor,
and a photographer.
The foregoing fails to convey even a faint conception of the discouraging
delays that continually beset all efforts of the Rapid Transit Commission to
accomplish the object for which it was created. No sooner was one obstacle
surmounted than another, perhaps more formidable, was presented. This constant changing of the aspect of the 'question made necessary repeated revisions
and alterations of the plans, all of which took time. Although there was an
imperative demand for rapid transit by the people, who had by a large majority of their votes sanctioned municipal ownership, the city authorities and the
courts were indisposed to promote the purpose. Neither the Manhattan nor the


IT6




PREPARING THE SUBWAY CONTRACT


Metropolitan Company seemed at all anxious to provide increased facilities,
unless such facilities could he given upon its own terms. It would seem as if
the former company had become convinced that no scheme of rapid transit
could be carried to successful completion without its assistance, and that if the
plans of the Commission could be delayed long enough to thoroughly dishearten
the Commission and the people, it would have the opportunity of providing rapid
transit according to its own plans and desires.


ENTRANCIE, PARIS SUBWAY.


117




CHAPTER XIII.


CONTRACT AWARDED AND WORK BEGUN.
The legal and financial difficulties which had so long prevented active steps
having been overcome during the fall of I899, the Board decided, in November of
that year, to advertise the contract as provided by law. In order not to exceed
the limit of the debt-incurring capacity of the city, bids were invited on the basis
of dividing the whole route into four sections, the right being reserved by the
Board to award contracts for the several sections, beginning with the first, at intervals of not more than one year. The several sections and their lengths were as
follows:
ROUTE      Section I.-From the southern terminus at the City Hall to and including a
DIVIDED INTO
FOUR station at Fifty-ninth street and Broadway; 5 miles of 4-track subway.
SECTIONS     Section 2.-All of the railroad on the north of such station at Fifty-ninth
street, to and including a station at the intersection of One-hundred-and-thirtyseventh street and Broadway; and on the East Side from the junction at Onehundred-and-third street and Broadway to and including a station at One-hundred-and-thirty-fifth street and Lenox avenue; 3.43 miles of 2-track subway,
and 0.51 miles of 2-track viaduct.
Section 3.-All of the railroad on the West Side north from a station at Onehundred-and-thirty-seventh street to and including a station at Fort George;
and on the East Side from a station at One-hundred-and-thirty-fifth street to
and including a station at Melrose avenue; 4.32 miles of 2-track subway.
Section 4.-The remainder of the railroad from Fort George to Kingsbridge,
and from Melrose avenue to Bronx Park; 5.29 miles of 2-track viaduct.
At noon on January 15, 900o, two bids were opened in the office of the Board,
in the presence of all the Commissioners.
The first was that of John B. McDonald, of New York, as follows:
AMOUNTS      If for Section I,.....                             $I5,ooo,ooo
OF BIDS
OF BIDS  If for Sections i and 2,..........                  26,000,000
If for Sections I, 2 and 3,..........               32,000,000


II8




CONTRACT AWARDED AND WORK BEGUN


If for all four sections,......... $35,ooo,oo000
Equipment-estimated at.....                  6,000,000
The second was by Andrew Onderdonk, of New York, as follows:
If for Section I,............ $I7,000,000
If for Sections I and 2,.........                   28,000,000
If for Sections I, 2 and 3,........                 35,500,000
If for all four sections,..........                   39,300,000
Percentage-5% on first million after $5,000,000 of gross receipts, and 2j%
for each added million thereafter up to a maximum of I5%.
Equipment-estimated at..... $6,ooo,ooo
After a full investigation of the comparative merits of these two bids, the CONTRACT
Board on January i6, all the Commissioners being present, unanimously voted AWARDED
that it would be for the best interests of the city to accept the proposal of Mr.
McDonald; and at the same time the Board directed that the President should, in
the name of the Board, exercise the option reserved to the city by the contract for
the construction and operation of Sections 2, 3 and 4, as well as Section I.  In
accordance with this decision, the contract for the whole line was signed and executed February 21, I9OO.
Even after Mr. McDonald had been notified that his bid had been accepted, it
was by no means certain that the contract would be executed by him. He was
required to furnish a continuing bond for the payment of rent, etc., in the sum of
$Iooo,ooo, and at the same time deposit with the comptroller securities of the
value of $I,ooo,ooo, which were ultimately to be substituted for the bond of that
amount. A construction bond of $5,o00,ooo was also required.
When the bid was accepted by the city, no provision had been made for the
capital necessary to execute the contract. Mr. McDonald's efforts to obtain financial assistance from the surety companies failed.  Although the plans had been
pronounced feasible, capitalists were timid about investing. This was due, not so
much to the magnitude of the sum needed to build the road, as to feelings of uncertainty regarding its earning power when completed. The scheme was regarded
as a colossal experiment.
A few days before the expiration of the limit of time, Mr. McDonald sought AUGUST
the assistance of August Belmont. Mr. Belmont took the matter up with the BELMONT
Rapid Transit Commission, to whom he proposed a plan for the incorporation of


II9




RAPID TRANSIT


a company to obtain the security required, to provide the capital for the undertaking, and to assume control of the entire work.  Application was made to the
Supreme Court to change the ruling requiring sureties to justify in double the
amount of the bond, and to reduce the minimum amount of surety to be taken from
$500,ooo to $250,000.  This application the Court granted.
CONSTRUC-       The Rapid Transit Subway Construction Company* was organized with a
COMPAN capital of $6,ooo,ooo, the incorporators being Charles T. Barney, August Belmont,
ORGANIZED John B. McDonald, Walter G. Oakman and William A. Read.      This corporation
executed a bond for $4,000,000, the additional sum of $I,ooo,ooo being furnished
by others.
SUBLETTING       Immediately after signing the contract, the contractor sublet the work to
COTRACT fifteen different companies, each of whom executed a bond for faithful performance of the stipulations. In addition the city had a first lien upon the entire equipment of the railroad, so that it was protected in every possible way.
On March 24, I9go, the work of construction of the Rapid Transit Railroad
was formally begun in front of the City Hall, the Mayor of the city turning the
first spadeful of earth.
WORK       During the year I900 no work was done on the first section, as the plans were
DURING 1900 being modified. The loop at this point, as orginally laid out, encircled the Post Office.
At the suggestion of the construction company it was finally decided to shorten
and simplify the construction at this point by having the loop turn north instead
of south of the Post Office, and so arranged that local trains could all be turned
around the single track loop thus laid out, passing under the express lines at Park
row without crossing at grade; or along Park row to connect with an extension
south under Broadway if one should be built.  The express tracks under Park
row were designed to permit express trains to continue along a possible Broadway
extension or be switched back through a "tail track." A station on the loop was
located in City Hall Park so as to be conveniently reached from points to the west
and south, and relieve the pressure at the Brooklyn Bridge station.  Actual construction was begun on this section in March, 1901.  During the previous year
work had been started on the other sections.
*This was the constructing company. The Interborough Rapid Transit Company, the
operaling company, was formed in the spring of 1902, the incorporators being: W. H. Baldwin, Jr., C. T. Barney, August Belmont, E. P. Bryan, Andrew Freedman, James Jourdan,
G. M. Lane, John B. McDonald, DeLancey Nicoll, W. G. Oakman, John Peirce, W. A. Read,
Cornelius Vanderbilt, G. W. Wickersham, and G. W. Young. In January, 1903, this company
acquired the elevated railway system from the Manhattan Company by lease for 999 years.


120




CON7TRACT AtWARDED AND I'ORK BEGUN


Marking the spot in front of the City Hall where the first excavation was
nade is a tablet bearing the following inscription:
'At this place, 24 March, 900o, Hon. Robert A. Van Wyck
made the first excavation for the underground railway. Rapid
Transit Commission, Alexander E. Orr, President; John H.
Starin, Woodbury Langdon, George L. Rives, Charles Stewart
Smith, Morris K. Jesup. Robert A. Van Wyck, Mayor; Bird
S. Coler, Comptroller. Win. Barclay Parsons, Chief Engineer.
Contractor, John B. McDonald.  Rapid Transit Subway Construction Company, August Belmont, president.


TUNNEL APPROACH, I23D ST., N. Y. SUBWAY.


121




CHAPTER XIV.


ENGINEERING FEATURES OF NEW YORK SUBWAY.*


CONCLUSIONS
OF BOARD
SHALLOW
EXCAVATION
TYPE


Before the letting of the contract for the construction of the subway, the
Board of Rapid Transit Commissioners had prepared complete plans for a railroad, having Broadway from Forty-second street to the Battery as a portion of
the route. The adverse decision of the Appellate Division of the Supreme Court
prevented the use of that thoroughfare. The preliminary investigations covered the underground conditions of all that portion of the city traversed by the
route in regard to soil, foundations, pipes, sewers, and other sub-surface structures. As a result of these studies the Board reached the following general
conclusions:
First, that, in order to relieve the congestion of travel, there was needed a
railway located either directly along or as near as possible to the major lines of
travel.
Second, that, in order to bring the extreme limits of the city into closer
relations, provision must be made for the running of trains at higher speed
than was possible on any existing elevated railway in New York, or in fact on
any intra-urban railway in any other city.
Third, that underground construction should only be considered for those
portions of the route along important thoroughfares; and,
Fourth, that a route through private property in the lower portion of the
city was neither feasible nor economical.
It was evident that these conclusions could only be secured by the adoption of a route near to and parallel with Broadway; that in general it must follow street lines; and that it must be an underground road of four tracks.
The subway is, as far as possible, of the shallow-excavation type; that is,
the rail level is as close to the surface of the street as grades and local conditions permit. The design required a flat roof in order to avoid the loss of
* Most of the information in this chapter is from the reports issued by the Rapid Transit
Commission.


122




ENGINEERING FEATURES OF NEW YORK SUBWAY


headroom of an arch, and a re-adjustment of all sewers, pipes, and the like
underground structures. This type had been adopted by the Glasgow Central
Railway, the Rapid Transit Commission of I89I, the Boston Transit Commission, and in Budapest, Hungary. Heretofore railways of this kind have provided a single service, with all trains stopping at all stations, a limited express
service being sometimes obtained by a third track, on which trains could run in
the direction of the heaviest travel, and stop at longer intervals than the others.
The disadvantages of this system were obvious, and the Board decided that the
subway should represent a step in advance. It was therefore determined to construct four tracks over that part of the route where the traffic was greatest, and
two and three tracks along the remainder.
In I897, when the court decided against the Broadway line, the proceed- ELM STREET
ings relating to the widening of Elm street had been finished, and that route
suggested itself as an alternative. In January and February, I897, plans were
adopted by the Board. In order that the cost might not exceed $35,000,000,
the southern terminus was fixed at the Post Office, and four tracks were laid
along Park row, Center, and Elm streets, Lafayette place, Fourth avenue, Fortysecond street, and Broadway to One-hundred-and-fourth street. The line divided
at this point, the west side extending to Kingsbridge and the east side to Bronx
Park. The route having been decided upon, an investigation was made of the
topographical and geological features, the foundations of buildings, sewers,
water and gas pipes, conduits, etc. South of Astor place the soil was for the
most part coarse sand; to the north it was gneiss rock and gravel. The most
serious part of the problem was the handling of the different underground
structures. The sewerage system of New York is the "combined" system, by
which both house drainage and rainfall are carried away. These, together with
the sewers, pipes, and conduits, were almost all near the surface. All of these
had to be kept in service and most of them moved to new locations without
interruption of their operation.
While the larger portion of the route was placed practically parallel with ROUTES
the street surface, this was not possible in some localities. In order to avoid
interference with the Fourth avenue tunnel of the Metropolitan Railway, the
subway was divided from Thirty-third street north into two two-track tunnels,
one at each side of, but below the street-car tunnel. In order to overcome
depressions, viaducts were adopted on the west side between One-hundred-andtwenty-second street and One-hundred-and-thirty-fifth street and north of Fort


123




Photo by Davis & Sanford, N. Y.
WM. BARCLAY PARSONS,
FORMER CHIEF ENGINEER RAPID TRANSIT COMMISSION.




ENGINEERING FEATURES OF NEW YORK SUBWAY


George, and on the east side north of Third avenue. The length of each type of
construction was as follows: Cut-and-cover, Io.46 miles; tunnel, 4.55 miles;
viaduct, 5.8 miles.
The allowed limit of clearance between the street surface and the top of TYPE OF
the subway was 30 inches, that being the depth of the yokes of the conduits of TUNNEL
the electric railways. The roof was made as thin as possible. To further this
aim columns were introduced between each track, so that the roof beams required
were only heavy enough to span a single track, an arrangement that would be
economical and that, by making the individual members smaller, would facilitate construction. The standard type was a rectangular tunnel consisting of a
concrete floor with steel ribs set five feet apart, with arches turned between
them. A bed of concrete was first laid down, and on that thin side walls of
hollow brick to a height of several feet. On the floor and against the walls
was laid a waterproofing of alternate layers of felt and asphalt. On top of this
was spread another course of concrete, and on the latter were set the foundations for the center columns and walls. A double row of terra-cotta ducts
was placed against the walls, a hollow brick outer wall with the waterproofing
being carried up in advance. Then the steel frames were erected, the jack
arches turned, and the waterproofing spread over the roof, over which was
laid a protecting layer of concrete. The waterproofing was thus protected from
outside damage by the thin guard-walls of brick and the top layer of concrete.
An admirable feature of the design was that it could be constructed in sections
for either the full or part width, with the certainty that the several sections
would fit together, the connections between the rigid members being made of
plastic and easily molded concrete.
Tle sections of the tunnels, with the exception of the Murray-Hill tunnel,
which was athree-center arch designed in order to lower the roof, were semicircular. TiIe' same section was used in certain deep cuttings in the two-track
lines, where the space above the roof permitted an arch to be constructed. In
these instances an arch was found more economical than steel frames.
In the standard construction the center columns were made up of 4 bulb STANDARD
angles, 3 by 4 inches, by TO pounds per foot, and one web plate 6 by i inches. CONSTRUCTION
These were spaced 5 feet longitudinally of the subway and 12 feet 6 inches
transversely, making the total width of the four-track tunnel 50 feet. The roof
beams were 42, 60 and 70 pounds, according to the location. The Park avenue
tunnels were 24 feet in width by I8 feet in center height, the tracks being 12


125




GEORGE S. RICE,
CHIEF ENGINEER RAPID TRANSIT COMMISSION.




ENGINEERING FEATURES OF NEW YORK SUBWAY.


feet center to center.  The deep tunnels were 25 feet wide by I8 high.
In its general features the steel viaduct was similar to other elevated railways, except that it was much stronger in order to provide for the weight of
motor cars of 50 tons.
As the sewers in the city are commonly placed at a depth of about 13 feet, SEWERS
and as the excavation for the tunnel was to be over I8 feet at the minimum, it
followed that a complete reconstruction of the system was necessary, involving
the building of 7.2I miles of sewers along the route of the railway, and 5.I3
miles of sewers in streets other than that followed by the route. Where sewers
were encountered along the route, the method was to build two new sewers,
one at each side of the railway and next to the abutting houses, and to diminish to
the minimum all cross-connections either over or under the railway. Where
they crossed the route they were gathered together and passed beneath the railway in iron pipes, and a new outfall sewer built from the lower end of the crossconnection on a new gradient to such a point as was rendered necessary by the
topography of the street to make a new connection with the existing system.
This did away with all siphons, with one exception, and left the sewers in a
self-cleansing condition. As the sewer at Canal street was below tidewater,
such a scheme was not possible. In that case a new route was selected for a
new sewer, and the flow diverted to the East River instead of the Hudson, as
formerly.
Taking care of the pipes was a troublesome task. In general, the small GAS AND
WATER PIPES
ones, those of 12 inches in diameter and under, were placed on top of the roof,
but the large mains were moved to the side of the subway wherever there was
not sufficient space on top. At cross streets where the distance between the
pavement and roof was insufficient to allow the longitudinal and lateral mains to
cross each other, additional space was obtained by constructing a flat metal
trough between adjacent roof beams and laying the lateral mains in it. When
this space was not sufficient, the large mains were sub-divided into smaller pipes,
equal in capacity to the large one. The bottom of the trough was made of 3-inch
beams resting on the flanges of the roof beams, with concrete between. In
extreme cases where every inch had to be saved a steel plate was set flush with
the bottom flanges of the roof beams and supported by angles along the edges.
Almost all of the sewer and pipe work was preliminary to the building of
the subway. The reconstruction was accomplished without interrupting the
flow of any house connection, catch basin, or other sewer.


127




ENGINEERING FEA7'URES OF NEW YORK SUBWFAY


METHOD OF
WORKING
OPEN CUT
THROUGH
ROCK


Under Park row it had been planned to permit express trains to continue
along a possible Broadway extension south, or to be switched back through a
tail track. A station on the loop was located in City Hall Park, so as to be
conveniently reached from all points, and thereby relieve the pressure at the
Brooklyn Bridge station. The construction was carried forward by digging a
trench on either side of the four surface tracks (electric conduit) down to
grade. Cross drifts were then tunneled beneath the tracks connecting the
trenches, and in these drifts timber supports were erected beneath the surface
tracks. Then the intervening pillars of unexcavated sand were removed and
the roof supported by timber props. The concrete floor and walls were then
put in and the steel erected.  This method was followed with but slight
changes in all localities where similar material was encountered. As Elm street
had not been officially opened for traffic, the sub-contractor availed himself of
permission to take the whole width of the street and excavate for the entire
structure.
The section from Lafayette place to Thirty-third street presented considerable difficulty, owing to the presence of rock which in some places came directly
beneath the yokes of the electric railway. At first the attempt was made to
excavate half the street at a time, confining the traffic to the other half. It
was found that this produced almost as much interference with traffic as the
building of two railways. The sub-contractors were then permitted to excavate
for the full width of the four tracks, supporting the surface tracks over the
cut, concentrating the vehicular traffic on the same space and cutting off for
the time being access to the abutting houses of each block. Arrangements were
made to bridge the excavation at important buildings, and to truck merchandise by hand north or south to the nearest cross street. In order to support the
surface railway the contractors placed on the outside of the track and immediately at the side of the excavation a pair of 24-inch rolled beams 40 feet long,
and a similar pair in the trench between the surface railway tracks, this trench
being afterward roofed over with planks. The ends of the beams were supported on wooden trestles.   As the excavation progressed, heavy timber
cross beams were inserted transversely beneath the sarface tracks, and held by
rods from the longitudinal beams. With this arrangement it was possible to
remove all the earth beneath the railway and thus leave the whole space from
the curb to a point beyond the center line of the street free for the constrution of the subway. The width thus secured was sufficient to put in place the


128




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RAPID TRANSIT


WORK AT
UNION
SQUARE
FORTY-SECOND STREET


center row of columns. Water mains, gas pipes, and electric conduits in the
excavation were supported by chains from  cross timbers.  To remove the
excavated material, an overhead cableway on towers was erected longitudinally of the cut at each opening; or, where rock was found in quantities, a
derrick was set up. Buckets on the cableway carried the soil forward to the
end of the cut and there dropped it into carts. The appliances necessary for
handling material took up no more room than the width of the excavation
itself.
At Union Square, where the surface road was laid directly on the rock, it
was decided to move the surface tracks to a new location near the easterly
curb, in order to avoid the possibility of injuring them during blasting. Sufficient rock was blasted out for the south bound local and express tracks, and for
the intermediate side track to be constructed at this point. The ducts of the
street railway, which had to be kept in service in connection with the tracks
themselves, contained not only the ordinary low tension feeders, but also high
tension cables having a pressure of 6,500 volts each. Although in many cases
the rock had to be blasted in direct contact with these ducts, in no instance were
the cables broken or the service of the road interrupted.
Except for a short distance at its southern end, the length known as Section 4 was wholly in tunnel. It was impossible to build the four tracks of the
subway in one tunnel, for the reason that if this had been tried the arched roof
would have interfered with the old Harlem tunnel used by the Metropolitan
Railway. Two double-track tunnels were built instead. These were separated a
sufficient distance to leave a core of rock between them and directly under the
old tunnel. In order that these tunnels might be kept as far away from the
upper tunnel as possible, the roof section was designed as a three-center arch.
The common shaft method of tunneling was here followed, but the same
method of driving was not employed in the two headings. Where the rock was
hard and compact enough to be self-supporting a top heading was advanced; in
soft, disintegrated rock an upper heading and timbering were used.
The section from Forty-first to Forty-seventh street presented some unusual
features. In order that the travel on Forty-second street, at all times very
heavy, might be interfered with as little as possible, the operations were first
confined to the south side of the street. In a trench I5 feet wide the steel work
for the south bound local track was erected. A drift was then opened northacross the street-for a distance of 20 feet and needle beams, consisting of 24 -

I30




ENGINEERING FEATURES OF NEW YORK SUBWAY


inch ioo-pound steel beams, were placed in it, one end resting on the completed
roof and the other on the undisturbed rock. The street was supported on these
beams by blocking. Beneath the beams the rock was excavated and the southbound express track built.
The section from Forty-seventh street to Sixtieth street and Broadway was
almost wholly in rock. The work was done with cableways similar to those used
for Fourth avenue. The excavation was confined to the space between the curb
and nearest rail of the surface railroad, subsequently drifting under the latter to a
point just beyond the center of the street, in which space were erected the side,
quarter, and center columns and the roof beams for one-half the subway structure. After the concrete arcles had been put in, construction was extended
under the remaining half of the street.
At the junction of Broadway, Eighth avenue and Fifty-ninth street is a
shaft monument to Christopher Columbus, having a height of 75 feet and a
masonry base stepped out in the usual way. The westerly line of the subway
excavation passed beneath this base just to the east of the center line of the
shaft. It was decided to support the shaft and its base by underpinning. In
order to do this the first step was the driving of a tunnel beneath the center of
the shaft and to the west of the subway wall; this was filled with masonry.
Under the eastern edge of the base was then placed a large girder supported on
timber bents, north and south of the monument. The material beneath the base
was then dug out, the subway structure built in place, and on top of the subway roof new foundations for the monument were carried up. When this work
had been finished the girder was removed.
Broadway, from  Sixtieth to One-hundred-and-fourth street, is I02 feet
wide between the curbs, and midway throughout is a line of parkways 22 feet
wide, on each side of which is a conduit electric railway. The work here was
done through the parkways in open cut, under through trusses that had been
set on the surface, one on each side of each track. These upheld the conduit
while the work was carried on beneath.
The section to One-hundred-and-tenth street was almost entirely in deep
tunnel. Work was prosecuted by means of shafts.
The methods of construction above mentioned cover the work of the entire
route except the viaduct and Harlem River portions. The former, as has already
been stated, differed very little from the ordinary elevated design, except that it


ROCK WORK
SUPPORTING
COLUMBUS
MONUMENT


I3I




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s;  n ~ 1sAE   4 ST'
rp.\kj   A\r.  b




ENIGINEERING FEA7TURES OF NEW YORK SUBW'AY


was made heavier. This type was departed from at Manhattan street, where a
two-hinged steel arch with a span of I80 feet was erected.
The Harlem River tunnel consists of two single-track tubes lined with HARLEM
RIVER
cast-iron  and  separated  by a vertical partition.  The approaches were TUNNEL
built in open cut. That portion of the tunnel under the river was constructed by an entirely new method, designed and successfully executed by
D. D. McBean, member of the firm that contracted for this section. The Government required that the river be kept open for navigation, but permitted it to be
temporarily narrowed. The western half of the tunnel was built in the following way:
A channel was dredged across the river bottom to within a few feet of the NEW METHOD
full depth of the excavation required for the tunnel. In this channel founda- OF
SUBMARINE
tion piles, and a row of specially prepared heavy timber sheeting were driven TUNNELING
along each side and across the ends, and cut off to a true plane about 25 feet
below the surface of the water. The roof of this chamber was formed of a
platform of timber 40 inches in thickness and extending the full width and
length of the tunnel section, which was sunk until it rested upon the top of the
cut-off sheeting. Simultaneously with pumping the water from under the roof,
compressed air was forced into the chamber under a pressure corresponding to
the hydrostatic head, or depth of water above the roof. Inside this chamber
the west half of the tunnel was built, and then the timber roof was removed.
Another simpler and cheaper method was pursued in constructing the
easterly half of the tunnel. The sides of the pneumatic working chamber were
prepared in the same way, but the sheeting was cut off about 12 feet lower down
than in the first case, or exactly on the same level as the spring line of the arch of
the tunnel. The top half of the tunnel proper was then built on pontoons which
were floated over the tunnel site. The upper half of the tunnel was then lowered until flanges, which had been built upon its sides, rested upon the sheeting.
This formed the roof of the working chamber. The foundation and bottom
half of the tunnel were then constructed with the aid of compressed air.
The Brooklyn extension of the road, known as "Contract No. 2," extends CONTRACT
from the Post Office south under Broadway to the Battery, thence under the
East River to Joralemon and Fulton streets, and under the latter and Flatbush
avenue to the junction of Atlantic and Flatbush avenues. At Bowling Green
there is a spur to South Ferry and a loop. On the portion under Broadway it
was at first intended to remove the street pavement, and put in a carefully


I33




CONSTRUCTING TUBES.


'I


11I 1


Lft


leI -


/
/'l~


"., '"4


s I


JOINING ARCH AND TUBES.


HARLEM RIVER SECTION N. Y. SUBWAY.




ENGINEERING FEATURES OF NEWV YORK SUBIWAY


planked roadway. Under this, excavation was to be made from two shafts,
one in front of St. Paul's Church yard and the other in front of Trinity Church
yard, where their location would not interfere with abutting buildings. It was
not deemed wise to keep the gas mains under this roadway, since any leakage of
gas, mixing with the confined air, might cause serious explosions. Arrangement was made with the gas company to lay two temporary mains on trestles
over the sidewalks the length of the work. At the suggestion of the chief
engineer, the contractor made the experiment of removing the soil beneath the
pipes and pavement without disturbing the latter, supporting the pipes and pavement on a properly designed system  of timbering, and thus use the existing
pavement as a temporary cover in lieu of a plank roadway.   This scheme
worked so well that it was followed on the entire line south of St. Paul's
shaft.
The width of the East River on the line of the crossing between bulkhead TUNNELING
UNDER
lines is 4, 50 feet, with a depth at high water of 47 feet. The War Depart- EAST RIVER
ment required a depth of water above the top of the tunnel at low tide of at
least 45 feet. This, taken in connection with the irregularities and varying
materials of the bed of the river, together with the great volume of river traffic,
forced the abandonment of the idea of building the tunnel in the open and floating it into place, and it was decided to do the work by means of shields and
compressed air. Two double shafts were sunk, one within the Battery Park
loop and the other in Joralemon street, near Henry, from which headings were
started for the two tubes. The space between the outside of the shell and the
rock was filled with broken stone and cement grout. This section is now nearing completion.
From an operating point of view the stations have been designed in two STATION
general classes, local and express. This was accomplished by constructing four DESIGN
tracks from the Post Office to Ninety-sixth street, with two and three tracks in
places above that point on both the east and west side lines. The express stations are the Brooklyn Bridge, Fourteenth street, Grand Central, Seventy-second
and Ninety-sixth streets, at'which stations all trains stop. These stations are
located about I~ miles apart. The other stops, at intervals of one-quarter mile,
serve only the local trains. The platforms of all local stations south of Ninetysixth street are 200 feet long; the platforms of the express stations are 350
feet long. Above Ninety-sixth street all stations have platforms of the longer
length. Local stations usually have separate platforms, from which tle pas

T35




RA.ID TRA4NSIT


sengers enter or leave the north or south-bound trains. These are located at
the outside of the tracks, and in nmost cases with no provision for crossing from
one platform to the other. At two stations, however, Astor place and Fortysecond street and Broadway, underground passageways have been provided,
and at five others, One-hundred-and-third, Columbia University, One-hundredand-sixty-eighth, One-hundred-and-eighty-first and 'Mott avenue, there   are
bridg-es beneath the surface of the street but over the tracks.
TYPE OF       In plan there are five types of local stations. The first includes those from
STATIONS Fiftieth street south. This type has two pllatforms, one on each side of the
street, and made of as great a width as the width of tle street permitted, extending from the side of the tracks to the area line of building-, which is five feet
from tle building line. As far as possible these l)latforms are arranged symmetrically on either side of the cross street where the station is situated, a portion of the cross street being excavated to accommodate the wxaiting room, in
which the ticket office, toilet rooms and service closets are located.
In order to plrovide the fullest possible facilities for reaching thle platform!s.
each station is provided with eight stairways, four for each platform, located in
pairs on the north and south sides of the cross streets. One of these stairways is
an entrance and the other an exit. The entrance stairwav descends from the
sidewalk and reaches the rear of the waiting room where the ticket office is
situated. Tle passenger descends the stairway, buys his ticket and gees forward to the platform. moving always in a straight line and without reversing
the direction. The exit stairways lead from the back of the platform directly to
the sidewalk.  Passengers approach these exit stairways without passing the
ticket office or meeting the incoming line of traffic. This stairwav accomnmodation is much in excess of any similar accommodation provided in any station of
the elevated railroad.
SECOND TYPE       The second type is represented in the local stations on Broadway north of
Sixtieth street. In that part of the city Broadway is very wide and the platforms do not come beneath the sidewalks. As the congestion is not so much as
in the commercial districts, the platforms are reached by one wide staircase.
These, however, can readily be doubled as traffic develops.
Another type is on Lenox avenue from One-hundred-and-sixteenth to Onehundred-and-thirty-fifth street inclusive. Along this section the axis of the subway does not coincide with the center line of the street; so that the west platform is beneath the sidewalk while the other is under thb roadway. As these


136




ENG\INEERING FEATURES OF NEW YORK SUBIWAY


stations are in the commercial districts of Harlem, more stairways have been
provided than for the stations on upper Broadway, each platform being provi(led with two wide stairways.
The deep tunnel stations, at One-hundred-and-sixty-eighth street, One-hun- DEEP
dlred-and-eighty-first street and at Mott avenue, consist in each case of a wide TUNNEL
STATIONS
arch spanning both tracks and the two platforms, access to the platforms being
had by shafts, 98, I20, and 46 feet deep, respectively. Each shaft contains a
stairway and two elevators, the latter having a capacity of 3,500 passengers per
hour. The waiting room containing the ticket office is ilmmediately beneath the
sidewalk, and to this a short stairway leads. From the waiting room the elevators descend to a bridge crossing the tracks so that access can be had from
this overhea(l passageway to either platform.
The City I-all station, being on a loop, contains but a single track which is CITY HALL
curved. These two features made it possible to adopt a special design different in STATION
all respects from the others. The accompanying engravings, page 53, show some
of the architectural features of the design. Another unique type is the station at
Columbia University, which is reached through an ornamental house built in
one of the parkways in the center of Broadway. The ticket office in this case is
placed on the surface of the street. The stairway descends from this house to a
bridg-e spanning the tracks and leading to both the up and the down platforms.
The principal features of the express stations are two large island platforms
situated between the express and local tracks. At the Brooklyn Bridge, Fourteenth street and the Grand Central stations, access is had to these platforms by
ov.:rhead bridges above the tracks but beneath the street surface. The island
platforms of the Seventy-second street station are approached by stairways
clescending from an ornamental house in the center of Broadway. The platforms of the Ninety-sixth street station are reached by a passageway beneath
the tracks.  At these stations the island platforms serve either the local or
express trains.
At the Bridge, Fourteenth, and Ninety-sixth streets, side platforms have
been constructed in addition to the island ones; so that at these stations passengers going to or coming from the local trains will not be obliged to go to
the island platforms and come in contact with those using the express trains.
At the other two stations the width of the street would not permit the erection of
such additional platforms.
The stations on the viaduct portion of the road are of the covered type.


I37




RAPID TRANSIT


That at Manhattan Valley has three tracks with two platforms. As these are 55
feet above the street a double moving stairway has been installed. This leads
from a house in which are the ticket windows and waiting rooms, and thence to a
platform directly beneath the tracks and connected by a short stairway with
both platforms.
STATIONS      All of the stations have been constructed as near the street surface as posNEAR THE
SURFACE sible. This made two things possible; it permitted the stations to be supplied
with natural light in the daytime, and reduced the length of the stairways to a
minimum. Wherever the platforms are beneath sidewalks, the sidewalks are
made of glass. Of the 37 subway stations, 20 are so well provided with natural
light that very little artificial illumination is required during daylight hours.
The length of stairways is not much more than one-half of the average length of
stairways leading to elevated stations.
LIGHTING      In general the lights in the stations are incandescent lamps placed in
recesses in the ceilings.  Current for these is obtained from two sources, a
regular lighting circuit and the track circuit. The latter is for use only in
cases of emergency. All lights are controlled from a switchboard in the ticket
booth.
The stations are made damp-proof by an inner and outer shell. The sidewalls and ceilings of the outer shell are built of steel columns and beams xwith
concrete filled between them, and a layer of concrete forms the foundation of
the floor. Water-proofing, protected by an outer lining of masonry, envelops
the entire structure. This forms the constructive work of the stations, as distinguished from 'the finishing work of the inner shell which includes the si(lewalls, ceilings and floors. The floors are all alike, and are made of concrete
divided into plaques 3 feet square. The floors are graded so as to drain to catch
basins which are connected with the sewer.
DESIGN OF      The base of the walls at stations is built of a hard buff-colored brick, forming a double wainscot that extends around the whole platform 21 feet high.
This wall is set back from the face of the brick to allow for a finish of glass or of
glazed tile. At the top of the tile a cornice of faience or terra cotta is built into
the wall, and at intervals of I5 feet, or opposite the platform columns, the cornice
line is broken by an ornamental symbol designating the name of the station.
At certain intervals a large tablet, consisting of a dark background of glazed
mosaic, carries the name of the station in white mosaic, or gold letters or distinct figures. The finished floors and walls are joined with a sanitary cove


138




ENGINEERING FEATURES OF NEW YORK SUBW fAY


base, so that corners where dust might lodge are avoided. The materials used in
the wall treatment between the cornice and wainscot are glass, or glazed tile or
ceramic-tile mosaic. The glass or glazed tile is 3 by 6 inches and covers most of
the surface. The ceramic mosaic work is used for ornamentation. It is made up
into narrow bands of single colors, ornamental friezes, pilasters and name tablets. Under each cornice plaque there is usually a pilaster design separating
the wall into panels about 15 feet long. The panels are bordered with mosaic
bands and friezes.
There are two kinds of ceilings; one is a flat suspended ceiling which covers all the steel and concrete in the roof; the other is arched and is also suspended, but only between the roof beams. Ornamental moldings are used to
divide the ceiling into panels.  Heat is furnished to all stations by electric
heaters.
At appropriate stations suggestive designs have been worked into the walls.
Thus there is the "Caravel" at Columbus Circle; the "Beaver" at Astor place,
and the Arms of Columbia University at the Columbia University station.


COLUMBIA UNIVERSITY ENTRANCE-N. Y. SUBWAY.


i 3




CHAPTER XV.


EQUIPMENT OF THE SUBWAY.


COST OF      According to the conditions of the contract, the contractor was to supply
EQUIPMENT the entire equipment. This comprised the power houses, conductors, train equipment, signalling apparatus, and the like. The outfit is part of the cost to be
borne by the builder; and at the expiration of the fifty years, the period for
which the contract runs, is to be turned over to the city as part of the subway
plant. The equipment as it stands to-day represents an expenditure by the Interborough Company of between $I5,000,000 and $20,000,000, thereby mlaking its
total investment about $6o,ooo,ooo.
Before proceeding with its installation, a very thorough examination was
made of all the prominent generating stations of this country and of Europe.
This preliminary study resulted in the creation of not only the largest power
house in the world-measured according to the horsepower capacity-but also
the most complete one so far as each individual part is concerned.
It will be re-called that botl Contract No. i and Contract No. 2 are controlled by the same interests. Therefore when the company received the second contract, in I902, it immediately prepared plans for an electrical capacity
sufficient to provide for the operation of the Brooklyn extension of the road.
POWER       The power house occupies the site bounded by Fifty-eighth and Fifty-ninth
HOUSE streets and Eleventh and Twelfth avenues. The building is 200 feet wide on
Eleventh avenue, and is divided into a boiler house 83 feet wide, and an engine
room  117 feet wide, separated by a partition wall. Provision was made for
six generating sections, with space remaining for a seventh. Each section has
one chimney, together with the following equipment: 12 boilers, 2 engines
direct-connected to a 5,ooo-kilowatt alternating generator, 2 condensing plants, 2
feed pumps, and all the appliances necessary to make each section complete in
itself. All this required a structure 694 feet in length.


140




INTERIOR.




RAPID TRANSIT


The advantages of this plan are thus summed up: *
ARRANGE-      "The main engines, combined with their alternators, lie in a single row
MENT OF along the center of the operating room with the steam or operating end of each
BUILDING
engine facing the boiler house and the opposite end toward the electrical switching and controlling apparatus arranged along the outside wall. Within the
area between the boiler house and the operating room there is placed, for each
engine, its respective complement of pumping apparatus, all controlled by and
under the operating jurisdiction of the engineer for that engine. Each engineer
has thus full control of the pumping' machinery required for his unit. Symmetrically arranged with respect to the center line of each engine, are the six
boilers in the boiler room, and the piping from these six boilers forms a short
connection between the nozzles on the boilers and the throttles on the engines.
The arrangement of piping is alike for each engine, which results in a piping
system of maximum simplicity that can be controlled, in the event of difficulty,
with a degree of certainty not possible with a more complicated system. The
main parts of the steam-pipe system can be controlled from outside this area."
COAL-     In the top of the building immediately over the boilers are seven coal
HANDLING bunkers, five of which are 77 feet and two 41 feet in length, all being 60 feet
PLANT
wide at the top. The total capacity is I8,ooo tons. The six chimneys placed
along the center of the boiler house separate the bunkers from each other. The
chimneys are placed Io8 feet apart, and are carried on plate-girder platforms in
the fifth floor, the entire space below being thus left clear. The framing for
both the chimney platforms and the bunkers is extended down to the
foundation.
Both coal and ashes are handled by belt conveyors. Thirty-inch belts convey the coal along the dock where it is received, and by a tunnel to the southwest corner of the power house. From there it is raised IIo feet to the top of
the boiler house, at the rate of 250 tons per hour, and distributed along the
bunkers.  The conveyors have automatic trippers which distribute the coal
evenly in the bunkers. Another set of conveyors is placed under the bunkers
for delivering different grades of coal from any particular bunker to the
chutes in front of the boilers. All the conveyors are operated by electric
motors.
* From the book on the "New York Subway" published by the Interborough Rapid
Transit Company.


142




EXTERIOR AND INTERIOR, SUB-STATION, N. Y. SUBWAY.




RAPID TRANSIT


The boiler room is intended to receive, ultimately, 72 boilers of the watertube type, which will have a combined heating surface of 432,576 square feet.
Fifty-two are now erected in batteries of two each, and between each pair is a
5-foot passageway. Thirty-six of the boilers are hand fired and have shalingl
grates. Twelve are furnished with automatic stokers.
Forced draft is provided in order to burn fine anthracite coal in sufficient
quantity to obtain boiler rating with hand firing, and also to secure excess over
the rating with other coal. The blowers deliver the air at a pressure of 2
inches of water.
STEAM      The steam piping from six boilers to one main engine is thus described:
PIPING "A cross-over pipe is erected on each boiler, by means of which and a combination of valves and fittings the steam may be passed through the superheater.
In the delivery from each boiler there is a quick-closing 9-inch valve, which
can be closed from  the boiler room  floor by hand, or from  a distant point
individually or in groups of six. Risers with 9-inch wrought iron goose-necks
connect each boiler to the steam main, where 9-inch angle valves are inserted in
each boiler connection. These valves can be closed from the platform above
the boilers, and are grouped three over one set of three boilers and three over
the opposite set. The main from the six boilers is carried directly across the
boiler house in a straight line to a point in the pipe area where it rises to connect to the two 14-inch steam downtakes to the engine throttles. At this point
the steam can also be led downward to a manifold to which the compensating
tie lines are connected. These compensating lines are run lengthwise through
the power house for the purpose of joining the systems together as desired.
The two downtakes to the engine throttles drop to the basement, where each,
through a goose-neck, delivers into a receiver and separating tank and from
the tank through a second goose-neck into the corresponding throttle."
ENGINES      There are nine main engines from 8,000 to 11,ooo horsepower direct connected to 5,ooo-kilowatt generators, and three steam turbines direct connected to
1,875-kilowatt lighting generators, and two 400-horsepower engines direct connected to 250-kilowatt exciter generators. The main engines are of the compound type, having cylinders 42 and 86 inches and stroke of 60 inches, working
under a steam pressure of 175 pounds.
The steam turbines are of the multiple expansion parallel flow type, consisting of two turbines arranged tandem compound. Each unit is of 1,7oo electrical horsepower.


I44




EQUIPMENT OF THE SUBWAY


Each engine has its own condenser outfit, and each has a circulating pump
and vacuum pump which, for the sake of flexibility, are cross connected with
each other so as to be used interchangeably.  Each circulating pump has a
capacity of Io,ooo,ooo gallons of water per day, so that the combined capacity is
I20,000,000 gallons per day. Two electrically driven compressors supply air
throughout the power house for cleaning electric machinery and other purposes.
The operating room is supplied with one 6o-ton and one 25-ton electric
traveling crane; the area over the oil switches with one 1o-ton hand crane,
and the center aisle of the boiler room with one Io-ton h-and crane. Both the
electric cranes have a span of 74 I-3 feet and travel the entire length of the
building.
The subway electric system comprises alternating generation and distribution with direct current car motors. The current is generated at a voltage of
I I,OO, and is delivered through three-conductor cables to transformers and
converters in sub-stations, where it is transformed into direct current of 625
volts for delivery to the third rail. In the book above referred to we find the
following:


CONDENSERS
AND PUMPS


"Calculations based upon contemplated schedules indicated that there
would be needed for traction purposes and for heating and lighting the
cars, a maximum delivery of about 45,000 kilowatts at the third rail. Allowing for losses in the distributing cables, in transformers and converters, this
implies a total generating capacity of approximately 50,000 kilowatts; and having in view the possibility of future extensions of the system it was decided to
design the power house building for the ultimate reception of eleven 5,000 -kilowatt units for traction current in addition to the lighting sets. Each 5,000 -kilowatt unit is capable of delivering during rush hours an output of 7,500
kilowatts or approximately 0,00oo electrical horsepower, and, setting aside one
unit as a reserve, the contemplated ultimate maximum  output of the power
plant is 75,000 kilowatts, or approximately Ioo,ooo electrical horsepower."  A
generating unit of this size was adopted "because it is practically as large a
unit of the direct-connected type as can be constructed by the engine builders
unless more than two bearings be used-an alternative deemed inadvisable by
the engineers of the company. The adoption of a smaller unit would be less
economical of floor space and would tend to produce extreme complication in so
large an installation, and, in view of the rapid changes in load which in urban


ELECTRICAL
POWER
REQUIRED


145




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INTERIOR.


e,:
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STEEL CAR


N. Y. SUBWAY.




RAPID TRANSIT


railway service of this character occur in the morning and again late in the
afternoon, would be extremely difficult to operate."  The company's engineers
made a close study of steam turbines as prime movers for the alternators, and
decided in favor of the reciprocating engine.
DYNAMOS       The alternators have a stationary armature exterior to the field; they are
three-phase machines delivering current at a potential of I,ooo  volts. The
revolving part weighs 332,000 pounds, and the design is such as to eliminate
the fly-wheel. The switches are electrically operated, and the circuits are made
and broken under oil. "Provision is made for an ultimate total of twelve substations, to each of which as many as eight feeders.may be installed, if the
development of the company's business should require that number. But eight
sub-stations are required at present, and to some of these not more than three
feeders are necessary. The aggegate number of feeders installed for the initial
operation of the subway system is 34."
ELECTRIC      The conductors pass to the sub-stations through vitrified clay ducts built
CONDUCTORS
into the subway structure. The sub-stations are located at City Hall place, East
Nineteenth street, West Fifty-third street, West Ninety-sixth street, West Onehundred-and-forty-third street, West One-hundre-ad-d-thirty-second street, Hillside avenue, and Fox street. In these stations the high potential alternatingcurrent is transformed into direct current at a potential of 625 volts; this current is conveyed to the contact rails by insulated cables.
The contact rails are carried upon block insulators resting upon malleable
iron castings. The track rails are 33 feet long and weigh Ioo pounds to the
yard. One rail of each track is used for the operating current and the other
for signal purposes. The third rail is guarded by a plank placed in a horizontal
position directly above it.
After a thorough consideration of the question, the company decided to
adopt a car with end platforms such as those generally used on American railways. The standard car is 51 feet long over all, 40 feet long in the clear inside,
and 7 feet io inches wide in the clear, with a seating capacity of 52. The following is from the report of the Chief Engineer to the Commission, dated January I, I905:
COMPOSITE       "In order to eliminate or reduce to the minimum all danger from fire, the
CARS result of which filling the subway with smoke would be disastrous, it was realized that the new cars should be made as nearly fireproof as possible. An all

148




EQUIPMEAT OF.THE SUBII'AY


metal car of reasonable weight was unknown, and at first did not seem practicable. A  composite car was therefore designed having the sills of 6-inch
steel channels for side sills, and 5-inch I-beams for center sills, and the superstructure of wood, but covered on the sides with copper so as to protect, for a
while at least, the wood from taking fire by radiant heat. Great care was taken
with the wiring details. All junctions and fusible plugs were located in asbestoslined boxes, while the underside of the floor was covered with 'transiter,' a
heavy asbestos board made for the purpose, and both fire and electric proof.
Such a car, while not absolutely fireproof, is at least slow  burning, and
believed to be fireproof against any accident likely to occur in the subway. All
details of construction were made more strong and heavy than is usual in cars
for similar service, so that the weight of the car body is 27,650 pounds, as
against 20,500 pounds for the car bodies on the Manhattan elevated.
"\Vhile such cars as above described were being built, Mr. George Gibbs, ALL-METAL
consulting engineer to the company, and who was specially charged with equil)- CARS
ment design, was studying a type of all-metal car, and finally evolved such a
car of the same general dimensions as the composite car, the weight of the
body being 28,500 pounds. In general the details of this car are center sills of
I-beams, I7.25 pounds; side sills of angles 5 by 3 by ~ inches, I2.8 pounds;
with a plate of steel for the sides, which, with the side sills and a longitudinal
angle (spiraled bulb angle) 4. to 2- inches, at the level of the window ledge,
forms a plate girder to take the place of the ordinary iron body truss. The
upper side and roof framing is of steel, while the interior lining of the car is
aluminum. The floor is a cement compound. The only wood used is in the
window sashes, doors and in the post furring, which is fire-proofed.
"On October 27, the date of the opening, there were delivered on the line
103 metal cars and 502 composite cars. At the end of the year 97 metal cars in
addition had been furnished, and there were outstanding contracts for IOO metal
cars. It is the intention to make the metal cars the motor cars, and the coinposite cars the trailers, until such time as the latter will be entirely superseded by
the former.
"As equipped electrically the motor cars have each two motors of a nominal TRAIN
capacity of 200 h. p. each, working on two axles of one truck. The total MAKE-UP
weight, on track, of a metal motor car completely equipped, but exclusive of
passengers, is 76,925 pounds, and a composite trailer with ordinary trucks 51,300
pounds. The ordinary make-up of a local train is five cars, of which three are


I49




RA PID 7TIIN SI T


motors and two trailers, while an express train consists of eight cars, five motors
and three trailers.  The former therefore weighs empty 333,384 pounds, and
has a total energy of 1,200 h. p., while the latter weighs 528.540 pounds with an
energy of 2,000 h. p. In both cases the energy figures are a nominal rating and
are capable of standing considerable overload, especially during the period of
acceleration.
"For the regular train signals, automatic devices were adopted. The express
lines were divided into blocks, the length of each being the distance in which a
train traveling at full speed could be brought to rest witl current cut off and
emergency brakes applied. As this distance is obviously dependent upon the
profile of the road, and as to whether the gradient is ascending or descending,
the blocks are of varying length, from 450 feet to I,ooo feet. Thl or(linary
arrangement of home and distant signals is established, but always with an overlap block; that is, each home signal guards not the next block, bult the one
after, so that there is always at least one whole bleck distance intervening between
the home signal and the next train ahead.
SIGNALS      "At each signal box and connected with the home signal there is a
mechanical trip set in the center of the track. When a home signal is at dlanger
the trip is erect, so that if a motor-man for any cause overruns a home signal at
danger the trip will cut off his power, set his brakes, and automatically bring
the train to a stop before passing off the next block.
"On the local tracks home dlanger signals are located to guard all station
approacles, curves, and any other point obstructing a free view of trains
ahead."
LIGHTING      In order to maintain lights in the subway entirely independent of any temporary interruption of the power used for lighting the cars, a separate llant
was installed in the power house. This is composed of three turbine-driven
alternators, receiving steam from a special supply, and not from the supply for
the large units. The primary current at   I,ooo volts is led to transformers
placed in fireproof compartments near the station platforms.  The current is
then delivered to two separate systems of wiring at 120 and 6oo volts; the first
provides the general lighting of the stations, while the second lights the subway
between stations.  In addition to this, and as a still further precaution, there
are in each station a number of lamps connected to the contact rail circuit.
Lack of space will not permit an extendle  description of the many admir

I50




EQUIPMENT OF ITHE SUB IVA )


able features of the equipment of the subway provided by the Interborough
Company. As it stands to-day it represents not only the best practice in electrical generation and distribution, but in many characteristics it is far in advance.
The planning has been wisely and conservatively done and the construction has
lbeen thorough in all respects.
HARLEM TUNNEL —HAL.F SECTION.


N. Y. SUBWAY.                                              TYPICAL UNDERGROUND CONSTRUCTION.


151




CHAPTER XVI.


WORK OF COMMISSION         DURING CONSTRUCTION OF SUBWAY
The work of the Commission, while the construction of Contract No. I
was going forward, was of the greatest importance to the future development of
the "Greater City." The most essential part of the work was the provision for
additional rapid transit facilities covering all the boroughs of Greater New York,
and the consideration of franchises to foreign corporations desirous of gaining
entrance to the city.
POWERS OF       The original Act of 1894 was passed before the consolidation, and provided
COMMISSION for the construction of a rapid transit railroad only within the city of New York.
T   It was, therefore, doubtful whether the Board had power to establish a route
and general plan for the construction, at the expense of the city, of roads extending into boroughs other than Manhattan and the Bronx. In order to resolve
this question, a bill was introduced in the Legislature to extend the powers of
the Rapid Transit Commission into all parts of Greater New York. This
became a law April 23, 1900.
Before the end of I901 the Board had shown its intention to extend the
rapid transit system to all the boroughs of the city as soon as the financial condition would allow; and in particular to Brooklyn, which was second only to
Manhattan in population and importance.
The policy of the Board cannot be better expressed than in the following
extract from its repo'tr r;the yea I902:
POLICY     "Early in I902 the Board was called upon to defend the essential propoOF BOARD sition upon which it had been constituted. This was that the use of the underground and overhead portions of the streets of New York for railroad purposes
should proceed according to a harmonious and far-seeing plan, possible only if
all such uses, and every such use, of the streets were to be subject to the jurisdiction of the Rapid Transit Board, or of some other single authority of a similar kind, which should represent the interests of the entire city, and be so
organized as to be able to carry out consistently and efficiently a plan requiring


152




WORK OF COMMISSION DURING CONSTRUCTION OF SUBWAY.


years, and perhaps many years, for completion. The establishment of this view
followed the discussion over the so-called 'Pennsylvania Railroad Bill.'
"The vindication which was then accorded to the position of the Board, the
creation, with an overwhelming approval of public sentiment, of the Pennsylvania Terminal franchise, the very advantageous terms of the Brooklyn-Manhattan contract, the authorization by the Board of additional tunnel connection
with Jersey City, and, finally, the order of the Board that a plan be prepared
for a great and systematic extension of rapid transit facilities in the Boroughs of
Manhattan, Brooklyn, the Bronx and Queens, all these were normal fruit of the
rapid transit agitation which brought this Board into being in 894, and of the
program to which the Board since that time, in season and out of season, and
often under circumstances of extreme adversity, has at all times deemed itself
committed. The Board had never lost faith that, if the citizens and the public
authorities of the city would support it in its program, its practical results
would be as large and comprehensively beneficial as those now well in sight.
"The whole scheme of the Brooklyn extension, for which the contract was
awarded in 1902, well illustrates the idea of a unified system of rapid transit
for the whole city. But the Board does not for a moment assent to the proposition that the city, in order to secure such utility, is shut up to a contract with
any one contractor. The opportunities for municipal rapid transit still remainin; are such that in case lessees of the Manhattan-Bronx rapid transit railroad
shall not find it to their interest, or for any reason shall fail, to propose to the
city suitable terms for their undertaking such extensions, the city can still build
other and through lines and award them to other lessees. The policy and intention of the Board are, to the very utmost that is practicable, to require every
contractor for the construction and operation of a municipal railroad to stipulate to make fair operating arrangements upon the basis of a single fare for a
single trip over any or all other municipally constructed railroads.
"The Board feels further bound to point out that, in the future, the terms of
municipal rapid transit contracts can be had, and, therefore, ought to be, more
favorable to the city than was the Manhattan-Bronx contract. That contract
was made at a time when there was a widespread belief among railroad and
financial people that it would be a business and financial failure, and when it
was with the utmost difficulty and after very considerable delay that the city was
able to obtain a contractor, and then only after the principal railroad proprietors in the city had refused to take up the enterprise. The remarkably


RAPID
TRANSIT
SYSTEM FOR
ENTIRE CITY


153




RAPID TRANSIT


favorable character of the bid for the Brooklyn-Manhattan extension (being for
one-fourth or fifth part of its estimated cost) demonstrated beyond peradventure the very great value of the leases of its municipally constructed railroads
which the city would be able to offer."
ACT      One of the most important achievements of the Commission during the
CHANGED year I902 was a change effected in the Rapid Transit Act, Section 32. This
TO COVER
FOREIGN amendment was made necessary by the application of the Pennsylvania RailROADS road, through a subsidiary company known as the Pennsylvania, New York &
Long Island Railroad Company, for the right to construct a railroad beneath
the Hudson River, Borough of Manhattan, the East River and a portion of the
Borough of Queens, with a large terminal station to be located in the Borough of
Manhattan. The original Act made no provision for the granting of franchises to existing railroads desirous of entering the city. As amended the Act
empowered the Board to grant a franchise to "any railroad corporation owning or
actually operating a railroad wholly or in part within the limits of the city in
which the said Board has power to act; or of any railroad corporation now or
hereafter incorporated, and for the purpose so declared in its articles of association, of constructing and operating a tunnel railroad or railroads in the said
city to be connected with any railroad or railroads within the State of New
York, or any adjoining State, and thereby forming a continuous line for the
carriage of passengers and property between a point or points within and a
point or points without the said city." *
Of still more importance than the granting of these franchises was the
work done toward the general scheme, for the future of municipal and other
rapid transit for the Boroughs of Manhattan, Brooklyn, the Bronx and Queens.
The consideration of this question will be found in a following chapter.
ROUTE TO      The routes and general plan of the Brooklyn-Manhattan extension were
BROOKLYN taken up in I900 immediately after the contract had been awarded for the TManhattan-Bronx railroad. They were approved by the Board January 24, I9OI; by
the Board of Aldermen May 2I, and by the Mayor on June I of the same year.
As the consent of a sufficient number of abutting property owners could not be
* In the chapter on "Tunnels" will be found the terms of the grants to the Pennsylvania,
New York & Long Island Railroad Company, New York & Jersey Railroad Company, and
the Hudson & Manhattan Railroad Company.


I54




WIORK OF COMMISSION DURING CONSTRUCTION OF SUBWAY.


secured, application for approval was made to the Supreme Court. The report of
the commissioners appointed by the court was confirmed January 17, 1902.
In preparing the form of the Brooklyn-Manhattan contract the Board was NEEDS OF
BROOKLYN
impressed with the idea that the public service required it to secure, if possible, BROOK
not only transportation over the Brooklyn-Manhattan railroad for the fare paid,
but also to provide, without additional fare, the most extensive systems of connections. In providing for transfers, it was necessary to consider the relative
merits, on the one hand, of extensive connections in the Borough of Brooklyn,
and, on the other hand, of an extensive system of connections in the Borough of
Manhattan. It was clear that the convenience of the Brooklyn traveling public
was first to be considered; since the extension would be used by residents of
Brooklyn to a vastly greater extent than by residents of the Borough of Manhattan. Nevertheless, it might be open to doubt whether the convenience of
Brooklyn would be better promoted by additional convenience of distribution of
Brooklyn travelers over the Borough of Manhattan, or of additional convenience of access to the Brooklyn terminus of the road, with less convenience of
distribution in the Borough of Manhattan.  The committee of the Board,
entrusted with the preparation of the draft of the contract, dealt with this question by making the extent of the connections one element of the bid.
A committee composed of Alexander E. Orr and Charles Stewart Smith
was appointed to prepare a draft of the contract. In general the contract followed the form of the first one, but some of the provisions were more favorable to
the city. The most important difference was the duration of the franchise, the
time, before renewal, being reduced from  fifty to thirty-five years.  The
renewal is to be for twenty-five years. Other conditions to be stipulated are as
follows:
The contractor must agree to construct the road, to provide the equipment CONDITIONS
and to operate it for thirty-five years. He must stipulate for connections with OF
CONTRACT
other rapid transit or surface lines in order to furnish continuous trips for a NO. 2
single fare not exceeding five cents. He must furnish $I,ooo,ooo in cash, or
securities such as savings banks are allowed to invest in, as security for the
construction and equipment of the road.  He must give a bond in a like
amount to insure the payment of rental and the performance of every other
obligation under the contract.  All bonds given by sub-contractors must be
deposited with the Board as additional security. After the construction of the
road. the city is to hold, as further security for the payment of the rent, a first
lien upon the equipment.
155




RAPID TRANSIT


The city, on the other hand, is to guarantee to the contractor authority to
construct and operate the road "free from all right, claim, or other interference, whether by injunction, suit for damages, or otherwise, on the part of any
abutting owner or other person."
The contractor is exempted from taxation under the laws of New York "in
respect to its interest in the railroad under the contract, and in respect to the
rolling stock and all other equipment of the railroad, except that real estate for
power houses, or otherwise forming part of the equipment, shall not be exempted,
and that no property of the contractor not provided under and remaining subject to the contract by the city shall be exempted."
The contract contained the eight-hour provision with respect to laborers,
workmen, and mechanics. The bid must include $I,ooo,ooo for terminals, and
for real estate otherwise required for the operation of the railroad.
The rental was to be the amount of interest the city must pay upon the
bonds issued to provide the cost of construction, and a further sum of not less
than one per cent. upon the bonds. The contractor must also pay rental upon
the amount paid by the city to acquire rights of way, even when not
acquired in fee.
No advertisements to be displayed at the stations without special permission of the Board. The speed to be not less than 14 miles per hour, including stops.
The contractor may use the railroad for freight or express matter, provided
such use does not interfere with right passenger service.
The report of the committee concludes as follows:


STATION
ADVERTISEMENTS


CONTRACTOR
FAIRLY
DEALT WITH


"The committee desires to remind the Board that although its success with
the Manhattan-Bronx contract has made rapid transit prospects far better than
they were, nevertheless it is the true interest of the city, not only to secure the
lowest possible bid, but to establish the reputation of the city for wise and fair
dealing upon the highest possible plane. The contractor should be treated with
such scrupulous fairness that the city shall secure the very best and most loyal
service, and that, whenever in the future the city has a contract to award for a
municipal rapid transit railroad, it shall have a'choice from the very best and
most competent contractors. The committee has, in this view, followed the general provisions of the Manhattan-Bronx contract, according to the contractor, in
precise and intelligible form, proper and efficient protection of his rights, as


I56




If'ORK OF COMMISSION DURING CONSTRUCTION OF SUBWAY.


well as securing to the city full protection of municipal rights, and as far as
reasonable protecting the contractor from caprice or uncertainty in the interpretation of his contract obligation. The committee is clear that, whatever may be
the rule or the interest of the city with respect to other contracts, this is the
only true theory with respect to a rapid transit contract."
The road is to extend from   the junction of Park row and Broadway ROUTE
under Broadway, Bowling Green, Battery place, State street and Battery Park,
with a loop under Battery Park and Whitehall street. From there it is to pass
under the East River to Furman street, Brooklyn, and thence under Joralemon
and Fulton streets and Flatbush avenue to the junction of Flatbush and Atlantic
avenues. The entire line is to be underground. At the Battery the Brooklyn
line passes under the Manhattan line so as to avoid a grade crossing.
Three bids were received on July 21, I902.
One was from the Brooklyn Rapid Transit Company, in the name of John L. BIDS
I                                  RECEIVED
Wells, an attorney of that company. This offered to do the work for $7,000,ooo for construction and $I,ooo,ooo for terminals.
The other two bids were by the Rapid Transit Subway Construction Company, one for $3,000,000 for construction and $1,ooo,ooo for terminals, the other
for $2,000,000 for construction and $I,ooo,ooo for terminals. It will be recalled
that this company was engaged, with John B. McDonald, in the construction of
the Manhattan-Bronx line. Both these bids presented the following system of
connecting service and transfer:
Connecting lines over which the contractor will assure to any passenger a TRANSFERS
continuous trip for a single fare not exceeding five cents without change of
cars: The lines operated or to be operated by the Interborough Rapid Transit
Company, in the Boroughs of Manhattan and the Bronx as now authorized,
excepting in the case where the contractor shall have entered into an agreement with a connecting line to carry a passenger for less than five cents, the
Interborough Company will not agree in such case to carry such passenger
beyond Fifty-ninth street for the less fare.
The two bids were identical in all respects except amount, and the larger
was accompanied by a letter from Mr. McDonald stating that if the Board
accepted that bid he would agree to construct an extension of the ManhattanBronx system from Forty-second street on Broadway south to Union Square
for $roo0ooo, provided the contract was awarded to him before July T, I903.




I57




RAPID TRANSIT


The Board accepted the lowest bid, and the contract was executed September II,
I902. Construction was begun November 8, following.
ADVANTAGES       The Board was of the opinion that two most important advantages would
OF BID accrue to the city as the result of this contract. "The estimated cost of conACCEPTED
struction of the proposed road is from $8,ooo,ooo to $Io,ooo,ooo. By obtaining a responsible company, willing to use in large part its own money, so that it
could build the road for only $2,000,000 of the city's funds, the city was saved
the necessity of issuing $6,ooo,ooo or more of bonds. Again, by awarding the
contract to a company that could and did deliver, in accordance with the
temns of its bid, a contract for connections and through service with the Manhattan-Bronx railroad, it was assured that these two roads would always be
maintained and operated as parts of one great system. By that auxiliary contract the question of a single fare was solved as to both of the municipal railroads. One fare of five cents will carry a passenger to all parts of the BrooklynManhattan and Manhattan-Bronx systems."
About the middle of I903 the Interbarough Rapid Transit Company informed
the Board that it had made arrangements with the company operating the Fort
Lee Ferry by which passengers could be carried over the rapid transit railroad
and the ferry for a single fare of five cents, provided an elevated road could be
built to connect the rapid transit viaduct with the ferry. The advantages of
this proposition were so obvious that the Board readily agreed to the
extension.
MOVING      For several years the Board had under consideration the moving platPLATFORMS form question. Early in I903 the proposition came up for building one to run
over the west end of the Williamsburg Bridge, along Grand, Center, and WVilliam streets to Wall, and then by some suitable connection to Hanover Square or
Bowling Green. The device proposed was similar to that installed in Paris in
1900 and in Chicago in 1893. It consisted of moving platforms running
parallel to each other but at different speeds, so that passengers could step
from a stationary platform to a moving platform, and from that to another platform moving at a higher speed. A committee appointed by the Board was
favorable to the plan in general, but it was thought best to consider several
details in reference to the route in Manhattan so that it would not conflict with
proposed or possible rapid transit railroads. In the year following, the matter
was again brought to the attention of the Board, with reference to a crosstown
line to be built along Thirty-fourth street. The Board expressed the opinion


158




I'FORK OF COMMISSION DURING CONSTRUCTION OF SUBWAY'.


that the value of such a line, if the system was practicable upon a large scale,
coll(l hardly be a matter of doubt.
I)uring the year the Board received application from the New York Connecting Railroad for a grant to connect its lines in Brooklyn with those of the
New York, New Haven & Hartford Railroad in the Bronx, passing through
the Borough of Queens and across Ward's Island and Randall's Island. This
franchise was transmitted to the Board of Aldermen June 27, I904, but was not
approved by that body.
Before the opening of the Subway (now known as Contract No. I) the EQUIPMENT
Board caused careful investigation to be made regarding the rolling stock and
equipment that the Rapid Transit Company had contracted to furnish, with a
view to determine whether the safety of passengers was properly provided for.
Reports showed that the rolling stock represented the best state of the art of
car construction; but it was thought that cars constructed entirely of metal
were needed in order to eliminate dangers from fire. The experiments institute(l by the Interborough Company in the construction of metal cars were
successful, and many of these cars are now in use. The intention is to substitute metal cars as soon as they can be completed and put in service. The
suhwayv will then be equipped with a much better type of rolling stock than any
other similar railway in the world.
Careful attention was also given to the system of signals and method of RENTAL TO
protecting the third rail. A more extended consideration of these features will be BE PAI
found in the chapter on "Equipment."
The first contract provided for the division of the road into four sections,
and that the payment of rental should begin, in respect to each, as soon as it
was completed and ready for operation. These sections did not, however, agree
with the portions of the road as they were successively put in operation. It
therefore became necessary to adjust the questions of the method of computing
rental in respect to the successive parts of the road as they were opened. On
November 3, 1904, a supplemental agreement was made by the contractor and
his sureties, which provided that the agreed percentage to be paid by the lessee
should be calculated upon such proportion of the total cost of each section as
the number of feet of single track in the part ready for operation should bear to
the total number of feet of single track in the section.
In accordance with the contract, the contractor had deposited with the
Comptroller $I,ooo,ooo in cash as security for construction. When the time


I
T,
f,
I
f
f
I


159




RAPID TRANSIT


CASH
SECURITY
RETURNED


approached for the opening of the road, he represented to the Board the hardship of retaining so large a sum to secure the completion of work which was
very nearly finished. The Board returned the amount upon the condition that
the securities upon the bonds for $5,000,000, including the Interborough Company, would agree that their responsibility extended to include any liability that
would have been covered by the cash deposits if they had not been refunded.
The contract for the present subway contained the following clause:
"The contractor shall not permit advertisements in the stations or cars that
shall interfere with easy identification of stations or otherwise with efficient
operation."
In regard to this the Board said:
"This clause was inserted in the form of contract prepared by the Board
because it was believed to be the part of wisdom to offer all possible inducements to bidders to undertake the novel and hazardous work of building the railway proposed. It was thought that although it was extremely desirable to prohibit the use of advertisements in the stations, yet this consideration must give
way to the more important consideration of securing a contractor. Every previous effort of the city had failed, and it was known that the largest railroad interests in the city did not believe in the feasibility of the plans of the Board.
"Shortly after the railway was put in operation large advertisements, in
some cases coming down to the floor, were affixed to the walls of the stations by
the firm of Ward & Gow, acting under an arrangement made between them and
the Interborough Rapid Transit Company, the terms of which the latter have
declined to communicate to the Board. These advertisements were of strong
colors, and if brought in close contact with the name tablets in the stations, were
thought to be likely to obscure them or confuse the eyes of the passengers."
In reporting upon this subject the chief engineer of the Board said:
"From a study of the operation of the road since its opening it is apparent
that it is very much more difficult for passengers on the trains to locate the
stations in the subway than it is on the elevated railroads, where passengers can
recognize the locality from the surrounding buildings. Between the stations in
the subway there is nothing to warn the eye of the passenger what point he is
approaching. Except for some peculiarities in the shape or color of stations
which are not very apparent to unobservant or preoccupied people, the names on


ADVERTISING
SIGNS


i6o




TVORK OF COMMISSION DURING CONSTRUCTION OF SUBWAY.


the station walls are the only means of identification. It is therefore most essential for the easy identification of stations that their names should be clearly
visible."
The counsel of the Board said that the full duty of the Board would be
performed if it took pains to see that the advertisements did not in fact "interfere with easy identification of stations, or otherwise with efficient operation,"
leaving it to the lessee to defend itself in court against any attack that might be
made.
Arrangements were made by the Board for the acquisition of rights of
way for station entrances at Astor place, Grand Central, and Forty-second street
and Broadway. At the latter station, "Times Square," the owners of the property agreed to maintain an entrance through their building at all hours of the
day and night, and to keep it suitably liglted. The Board therefore authorized
the contractor to omit one of the kiosks planned for the corner of the street at
that point. On this general subject the Board said:
"At certain other points entrances to private property have been under discussion, and it is the desire of the Board, so far as possible, to, do away in present and future subways with entrances that occupy the public streets.  On
April I4, I904, the Board adopted a resolution that it would consent that
entrances to stations from  private property should be given free of charge
where, in the opinion of the Board, such an entrance would be for the benefit of
the traveling public and would not be for other reasons objectionable, provided
that in all cases the expense connected therewith should be borne by the applicants, and provided further that such permit should be revocable by the Board or
other legal authority acting in its stead for the city of New York."
In the foregoing we have only briefly mentioned some of the most important acts of the Rapid Transit Commission from the date of the letting of the
contract up to the present. After ten years of hard, incessant toil the Board
was now to see the completion of the first portion of its task.


ENTRANCES
THROUGH
PRIVATE
PROPERTY


i6i




CHAPTER XVII.


OPENING THE SUBWAY.


OPENING
CEREMONIES


The ceremonies incident to the opening of the Subway took place in the
City Hall, October 27, I904. Mayor Geo. B. McClellan, with Archbishop Farley,
led the procession to reserved seats in the Aldermanic Chamber.  Following
them were President Fornes of the Board of Aldermen with Coadjutor Bishop
Greer; President Orr with Father Lavelle of St. Patrick's Cathedral; John H.
Starin with ex-Mayor VanWvck; Comptroller Edward M. Grout, and Deputy
Comptrollers J. W. Stevenson and N. Tavlor Phillips; Morris K. Jesup, Woodbury Langdon, John Claflin, Charles Stewart Smith, August Belmont, John B.
McDonald, William Barclay Parsons, Edward M. Shepard, Albert B. Boardman, George L. Rives, George S. Rice and H. A. D. Hollmann. A large number of other citizens were present.
After a brief address by President Fornes and prayer by Bishop Greer the
Mayor said:


MAYOR      "WXithout rapid transit Greater New York would be little more than a
McCLELLAN geographical expression. It is no exaggeration to say that without interborough
communication Greater New YorK would never have come into being.
"The present boundaries of our city included, ten years ago, a multitude of
independent and heterogeneous communities, which would have continued, in
all human probability, to work out their own destinies independently, had it not
been that modern genius and modern enterprise afforded their population the
possibility of movement.
"\VThen the Brooklyn Bridge was opened Greater New York was born.
Every addition to transit facilities has added to her growth, which can only
reach its full development when a complete system of rapid transit shall be
rapid in fact as well as in name. *
"We have met here to-day for the purpose of turning over a new page in
the history of New York; for the purpose of mar':ing the advent of a new
epoch in her development. If this new underground railroad that we are


I62




OPENING THE SUBWAY


about to open proves as popular and as successful as I confidently expect it to be, it
will only be the first of many more that must ultimately result in giving us an
almost perfect system of interborough communication. When that day arrives
borough boundaries will be remembered only for administrative purposes, and
New Yorkers, forgetting from what part of the city they come, and only conscious of the fact that they are the sons of the mightiest metropolis the world
has ever seen, will be actuated by a common hope and united in a common
destiny."
Chief Engineer Parsons, on being introduced by the Mayor, said:
"I have the honor and very great pleasure, to report that the rapid transit
railroad is completed for operation from the City Hall station to the station at
One-hundred-and-forty-fifth street, on the west side."
President Orr said:
"Mr. Chairman-On behalf of the Rapid Transit Commission, whom      I MR. ORR
have the honor to represent, I congratulate you, and through you the people of
New York, upon the successful completion of a large part of the first division of
the great work confided to our care a few years ago. I think it is unnecessary to
occupy your time in speaking of the subway that you are about to open to the
public, as it will soon speak for itself, and in a manner that I believe will carry
conviction to every one who investigates it or enjoys its benefits, that it is in the
line of an ideal system of local transportation for this city, and indeed I may
add for all large cities where time, comfort, and safety are considered essentials. * * *
"It is unnecessary to argue, for I think it must now be apparent to every FRANCHISES
thoughtful mind, that among the most valuable assets a large city can possess
are to be classed its franchise rights. This opinion has not always prevailed
either here or in cities of the Old World, and as a consequence, many of New
York's franchise rights have been disposed of without giving due consideration to
future possibilities, which, if under her control to-day, would be of incalculable
value. I use the word "incalculable" advisedly; for it is very safe to say that in
things American it is impossible to forecast the future for a single generation,
indeed I might say for a;ingle decade. Will any one undertake to picture the
New York of thirty years hence? In each of the civilized countries of later


J63




RAPI1D TRANSIT


PENNSYLVAN IA
TUNNELS
SUBWAY
CONSTRUCTION ONLY
BEGUN


years there is only one great metropolitan city, largely the restlt of improved
methods of national transportation, and all roads lead up to it in which are centered the culture, the refinements, and thle wealth of the nation.   Just as London is the metrol)olis of Great Britain allnd Paris of France, so is TNew York
the metrol)olis of the United States.  I know we have many large and( groiwing
cities, but if we are true to ourselves and do not overlook or recklesslyr cast
asitle our opportunities, tlhis country of ours, oreat as it is, canl onlIy have one
-\-New York.
"\\Withl tle g-rowth of the city its fra'lchise ri-lits increase in valute, and
henlce the iiee(l of their plerio(lic readjustment so that the city may enjoy fronm
time to time its fair proportion of tlhe imclease it helps to create.  I (lo not wish it
to be ulnderstoo-( that I mieant francllise righlhts shlould be denied to carefully
consideredl entcrprises at their fair value wh-len applied for, for enterprise stimitulates development; but enterprise should nllt object to pay at fixed periods of
future rea(ljustmenlt its fair l)rol)ortion of tlhe increase pred(icated on tile con(litilons as the!- will then exist, else the errors of the l)ast, whlich in tlhe light of
toa!-a we now (ldeplore, would fail of correction.
"\\ho could have foretolld, twenllty-five!yecars ago,. that one of our lllost
iiil)p)rtant railroa(l systems woull make al)l)licationl to enter this city in ttinliels under the streets, at a (lel)th below their surface tllhat would not interfere
with any- i)rsent or p)rosl)ective street purpose, anll    agree to pay for the
privlilege al annual rent per lmile of single track g~reater thall tile anutial net
carningr l0ow    per  mer Iile of alinost any steam railroad in the United States; and
who w-ill tundertake now to estimate what will be tile fair value of that franchise
twenty-five -ears hence, w.vhich is secured to the city throug'h- the introduction
into the agreement of a l)ro\vision for rca(ljustlmeit at tile en(l of that perio(l
It is an imlperative o)ligatio. re'stilng' ulpon those ei(l(w\e(l with the autlhority to,rant franchise rights, to- I)rtect not only\ tlhe presein t l)t also the p-rosl)ective
values of these most imnl orttat assets.
i'"nd I amn also led to believe that suil)wa   coilstructio-. 1 tnd(ler mutnicipal
ownershilp is only ill its first stage of (leve]olment. E]very city is dlivided into
two oreat sections, the business andl the residential, andl the larger the city the
further these sections will be apart, and passenger transportation is an irmportant
factor.  Stirface railroads are serviceable for short distances, anld will alwhavs
have their place, but they are not applicable to long distance street travel. At best
they care an aggregation of grade crossings, subject to continual interruptions


T64




OPENING THE SUBWAY


that cannot be obviated, nor can dependence be placed upon reaching a destination at a given time.
"It cannot be denied that elevated railroads have proved of inestimable ELEVATED
value in hastening the city's development, and also a great personal con-ROADS
venience as to time; but they are unsightly in appearance, interfere with light
and ventilation in the congested streets, in many instances injure the value of
abutting property, and at times are subject to serious delays through atmospheric changes. I question whether further elevated railroad-building will have
many advocates in the future, except in sparsely inhabited outlying territory, or
for bridge approaches, or that it would have been advocated, in the first
instance, if the electric conditions of to-day had then obtained. In subway passenger service all these objectionable features are eliminated, and the promise(d
'IHarlem in fifteen minutes,' and other places in proportion, via subway transportation. has passed beyond tlle realm  of conjecture and become an establi sled fact.
"I also desire on behalf of the Commission to express the hope that in future PIPE
subtway construction the city will make provision for the installation of pipe GALLERIES
galleries along the routes. It is true that these pipe galleries are not in any way a
rapil transit requisite, and are, therefore, outside of the province of the Conlmission to construct, but they could be put in place at a minimnum of cost during the process of tunnel excavation, would prevent the inconvenience of continual street disturbance in the future, and would, we believe, prove a profitable
source of revenue to the city in proportion to their cost. It has always been a
regret to the members of the Commission thati permission could not have been
obtained to install pipe galleries in New Elm street and lower Broadway during
subway construction, by way of practically demonstrating the convenience and
revenue to be derived from such a s-stem.
"\When, in I894, the Chamber of Commerce, that time honored guardian of CHAMBER OF
the commercial interests of this city and State, realizing the need of enlarged COMMERCE
local transit facilities as a means of retaining the prominence New York had
already acquired and of insuring its continual growth, earnestly advocated the
buildlig of subways through which electric trains could be run at high rates of
speed, they adopted the plan of municipal ownership that the late Abram S.
Iewitt, when Mayor of this city in I888, had urged without success. Happily
Mr. Hewitt was one of the Chamber's most prominent members, and, guided by
his intelligent supervision, and assisted by the late Judge Henry R. Beekman,


165




E'LEECRCEZ StREErT


SPRINVG STREET.                                        STATIONS, N.yV~     S~


GRAND CE-N TIRA,LEX-PRESS.




OPENING THE SUBWAY


the Chamber formulated the present Rapid Transit Act, under which, with a FUTURE
few subsequent amendments, the Rapid Transit Commission is now operating. BENEFITS
It is unnecessary at this time to enumerate its provisions-they are pretty well
known-but when this city is in the full enjoyment of its own system of rapid
transit, a system not confined to one or two localities, but so comprehensive as to
embrace the whole of Greater New York, which will transport its citizens from
one station point to any other station point for a single fare (as I firmly believe
will be the ultimate result), which will increase municipal revenues through the
development of places that are now comparatively: waste, which will help to
safeguard to New York her well-earned position as the financial and commercial center of the United States, and all this at a mere bagatelle of cost to the
treasury of the city, then, and not till then, will the genius of Mr. Hewitt and
the enterprise and energy of the Chamber of Commerce be fully understood.
"Viewed from the standpoint of to-day, it is a singular fact that only a MUNICIPAL
little more than four years ago subway construction under municipal owner- OWNERSHI
ship was regarded with suspicion and distrust by those largely identified with
local and national passenger transportation, and, as far as I have been able to
discover, with the single notable exception referred to above, by the prominent
financiers of that period. If it had rested with the men controlling these great
interests, I think I am justified in saying that municipal rapid transit would
yet remain an unsolved problem.
"It is, therefore, with a feeling somewhat akin to gratitude that the Commission makes record of the fact that on January 15, I900, John B. McDonald,
neither a railroad man nor a financier, but a contractor identified with large
undertakings, after making a careful study of the situation, had the courage of
his convictions and made an acceptable tender for the franchise contract and
lease which the Commission were empowered to grant.
"Immediately after the contract was awarded, August Belmont became
associated with Mr. McDonald and organized the Rapid Transit Subway Construction Company, by whom the subway has been built. That the work has
been rapidly, admirably, and willingly performed is certified to by our engineer
corps; and when public inspection is made evidences of refinement, comfort and
safety will be observed that are not to be found anywhere in like structures. I
am not in the confidence of Messrs. McDonald and Belmont as to the present or
prospective financial outcome of their undertaking, but I am sure I express the


167




TYPICAL FOUR-TRACK CONSTRUCTION..   w   - - - - - -  - - --  -~ -:,   ".l."..,,,.      "    -'.


SPRING ST. STATTON-FIVE TRACKS.


N. Y. SUBWAY..




OPENING THEIE SUB[, lAY


hope of the members of the Colmmission, and of every New York citizen. that
their courage and enterprise may reap a very generous reward."


NIr. Orr then paid a very warnm tribute to Mlr. Parsons, the chief enginleer of
the Commission, ANho had been elected to the position on the day the Board
organized, as follows: "The Commission is responsible for the subway route.
They were controlled in a measure bl) tile amount of money at their 'iisl)osition.
and by the previous fin-lings of th  Appe\l)ltllate Division of the Suprelme Court'
but the merit of the plan of construction and its supervision froml beginning to
end is Mr. Parsons' alone. W\hern we consider its twenty-four miles of length,
running through somle of the busiest and most congeste(l sections of the city,
the nature of the ground, largely of rock formation, the superstructures to be
carriedl, consisting in most part of water and gas mains and surface railroadls
(the operating of which latter was not suspended for a single day), the (lifficult
sewerage problems involved, and then the final restilt, it is not to be x()llnderc(l at
that Mr. Parsons' professional reputation has passed beyond the confines of llis
native city and( received well Inerite(l national and international recognition.  I
never returned from any of imy visits to the subway during the progress of the
work without being more and more impressed with the magcnitutle of the enoineering difficulties presented, and the magnificent manner in which they were being
overcome. As long as the subway is made to render service to the people of
New York, the Chamber of Colnilerce, iAbram S. Hewitt, Johnl B. -\IcDona!(d
August Belmont and(l W illiam Blarclay IParsons should be held in remembrance as
household words. *   *     "
John TI. Starin briefly reviewed the work of the Cominission since its inception in I894 and then said:
"Since the execution of the contract between the city and Mr. MIcDonald, onl
the 2Ist of February, I900, the work of construction has been carried oni entirely
under the supervision of this Commission.  The Board has continued, with
only a few changes in its membership, practically as at that time, and I may
safely say that it has been as devoted to its work as if the railroad was being
constructed with the money of its nembers.   Winter and summiner, in season
and out of season, it has met both as a full Board, of which hundreds of sessions have been held, and in commiittees, of 'which the meetings are without
number. And at all times its members have given a patient and expert care
and attention to every question, no matter how trivial, that might in any way


MR. PARSONS
MR. STAR1If


I~9




RAPID TRANSIT


PUBLIC
OPINION
CHANGED
MANHATTANBROOKLYN
EXTENSION
MR.
McDONALD


affect the quality and value and usefulness of the great railroad system that is
to-day thrown open to the public. *   *
"Since the signing of the first contract in 900o, a great revolution in public
opinion has taken place regarding city travel. My mind goes back to the time
when the Commission of I891 first came to the conclusion that underground
rapid transit was the only cure for the ills that traveling New Yorkers were
heirs to. In those days the number of persons who believed in an underground
construction was most limited; indeed, it might have been comprised in a list
made up of the Commissioners tlemnselves, their engineers and assistants, and a
few who had given the matter some study. Even among those who in the few
subsequent years came to believe that such a plan was feasible and desirable,
there were few sanguine enough to expect its construction; and to come down to
900o, even after the contract was signed, many could be found who said they
did not expect to live to ride on such a road.
"No sooner had the first great work been well started than the Board confidentlv laid out a second one to bind together with Manhattan, by a subway
and tunnel under the East River, the great sister borough of Brooklyn, which by
consolidation, had become a part of the greater city, and over which the powers of
the Board had been extended by legislative enactment. So thoroughly had the
value of the underground idea been demonstrated, even at this time, in January,
I902, that a contract was secured by the Board for the city upon surprisingly
favorable terms, and the Rapid Transit Subway Construction Company contracted to build the new line for $3,000,000, although its total cost will undoubtedly reach $Io,ooo,ooo. * *  *
"So the great work was commenced, and so it has gone on. That it has
been successful beyond the fondest anticipation of its early advocates is cause
for universal rejoicing. But, in the midst of that rejoicing, let us not forget
the men who fought the battle and won the victory. Let us remember McDonald
the contractor, and Belmont the capitalist, and William Barclay Parsons the
engineer, and above all and beyond all let us remember Alexander E. Orr, the
president of the Rapid Transit Commission."
John B. McDonald spoke in part as follows:
*    *  "The discussion and final building of the subway has been coincident with an evolution in public affairs in New York as marked as this great
work. The city has grown from a population of 1,500,000 to 3,500,000, the


i70




OPENING THE SUBWAY


buildings from six to thirty stories, and commercially the City of New York
now stands in the front rank in the world.
"When the final work of preparation had been concluded and the Rapid
Transit Commission had formulated their specifications, prepared their plans,
and advertised for proposals, my work began. It would be rank conceit to say
that I did not approach this great undertaking with many misgivings as to my
ability to accomplish the task; but I believed it practicable, necessary to the
city, and, after careful study, determined to become a bidder for the work. After
fair competition the contract was awarded to me.
"The work of organizing and giving a bond for the faithful performance of
my contract finally resulted in bringing to my aid the distinguished financier,
Mr. August Belmont, and his associates, and the organization of the Rapid
Transit Subway Construction Company, whose generous support and co-operation I have had in carrying out this important work.
"In the sub-division of the work, there were brought to my aid as subcontractors, men of means, ability, and experience not surpassed. What greater
compliment can I pay them than to say: 'Behold their work'?" * * *


August Belmont said that in an undertaking of this character there "is
enough credit * * * to go round." After praising the courage, patience,
industry and intelligence of those who had unitedly carried the plans to completion, he sail:
"Attempts to install an underground system of railroads in the City of New
York began many years ago. There had been some legislation and even some
work prosecuted under such legislation, but the legislation and the work alike
were inoperative. Until the present project was conceived, no real progress
was made. Although much time and thought had been wasted upon these previous attempts, the resulting failures did not, as is frequently true of failure, furnish any suggestions for the guidance of those entering upon what, to all intents
and purposes, was a wholly new undertaking.
"Almost insurmountable difficulties stood in the path of the enterprise. The
questionable right of the city to incur the obligations necessary to be assumed
upon its part; the uncertainty as to the legal rights of abutting owners; the
difficulties of carrying the subway through soil occupied by innumerable
obstructions of pipes and wires; the fact that the work had to be prosecuted
without interference with the operation of surface transportation lines and gen

MR. BELMONT
DIFFICULTIES
OF
CONSTRUCTION


I7I




RAPID TR'IANS7T


eral surface traffic, which required the uninterrupted use of the thoroughfares
under which the subway was to be constructed-all combined to give paaulse
even to the most pronounced enthusiasm.
FINANCIAL      "Nor did the solicitude as to success end with the decision to l)rocee(. At
all points in the progress of the work great care was at all times requisite lest by
unwise counsel and decisions, either in the physical or financial prosecution of
the work, there might result a collapse which would defer indefinitely the completion of' a work so essential to the municipal well-being of this metrololis,
whose true development was hemmed in by the rivers at its very threshold.
"It was only by exhaustive preparation in almost infinite detail, both in the
engineering and in the transportation and in the financial departnments, that it
has been possible for this enterprise to proceed to a successful termination
without serious interruption or embarrassment andl with credit to all idlentified with it.
NEW AND       "If any especial credit is due to 1my associates a1nd myself, it is tlat the
UNTRIED financial end committed to our care required the exercise of a kindl of c(ouiralge
VENTURE
not frequently (leman(led for an investment. It was a new and untried venture.
No one had vet been willing to assume the risk in order to enjoy the possible
resulting benefits and profits. The dangers attending its undertaking were clear
and unmistakable; nor was the outcome guaranteed by any experience upon
which it was possible to rely. It was essential before a decision to go forward
could be reached, to eliminate, as far as possible, all apparent elements of probable failure.
"With all this I am entitled to add, I think, and I add it with no inconsi(ldrable pride, the initiation and prosecution of the work have not involved any
excessive capitalization. The capital represented by the par of the stock issuel,
together with the obligations issued by the city, represents substantially the
cost of the investment for construction, equipment, and installation of the subway and the railway.
OBJECT      "It is my judgment, too, that the claim is not extravagant that tle plan and
LESSON the execution of this work have set an example which may fitly serve as an
object lesson and a standard for similar quasi-municipal projects.
"In this case the City of New York was, by appropriate legislation, authorized to extend its credit by the issue of municipal securities, for the building of
the subway, but that was the limit of its participation. Even this risk was
reduced to a minimum, because municipal securities were to be issued and the


T72




OPENING THE SUBWAY


proceeds devoted to the payment for the subway only as results, rigidly
required by the contracts, were forthcoming from the contractor.
"The city had, before entering upon the undertaking, a substantial guarantee of performance by the contractor. Added to this protection there was
demanded a much more substantial guarantee, not only that the interest upon
these securities to be issued by the city would be met, but that, through tle
accunmlation of a sinking fund to be provided by the private interests, the total
municipal capital invested would be ultimately repaid. In the end, the sublway
constructe(l at the expense of the city, will be delivered to it free from
obligation.
"A't a time when there are so many ill-digested and ill-considered plans
under discussion, having for their object not only municipal ownership, but
municipal operation of transportation lines, the State of New York has reached
the true solution of this problem-that municipal participation is justified to the
extent of furnishing credit for the construction of such a work, but should stop
short of the operation of the property when constructed. To private interests
should be committed the risks and the burden as well as the profit of constructing, equipping, and operating the road, the latter not being within the governmental functions or other legitimate province of municipalities.
"I think I am entitled to take you frankly into my confidence and say that
nothing in my career has given me greater pause than the question as to whether I
should permit my firm to assume financial leadership in this undertaking. It
was not alone on account of the large sums of money it was necessary for me
personally to risk in the new venture. Comparatively, that was not of first importance, for it was essential in a work as vast as this to secure extensive co-operation on the part of other financial interests, entitled to look to me in large degree
for its success, which no preliminary investigation, however comprehensive and
intricate, could assure with absolute certainty.
"My associates and myself, however, had complete confidence in the exhaustive preliminary investigation, conducted at great length and with great care
and having assured ourselves that the work could be completed within the estimates, we were willing without hesitation to assume the further risk, supposed by many at the time to be the main risk, that the growth of the City of
New York would be sufficient to justify the providing of these new facilities
for transportation.
"Now that the work has been completed and the subway, or, rather, this


GUARANTEES
BY
CONTRACTOR
PRELIMINARY
INVESTIGATION


173




RAPID TRANSIT


splendid arcade, is formally opened, although not a passenger for hire has yet
been carried upon its tracks, being entirely assured of the success of this enterprise, we have in contemplation plans for still further adding to the rapid transit
facilities of the system of elevated and subway lines now united.
"This great metropolis has now rid itself of the bonds that heretofore have
limited and impeded its growth, and has included within itself, in all but legal
description, a vast adjacent territory."
SUBWAY       After benediction by Archbishop Farley the Mayor said: "Now I, as
DECLARED
OPEN Mayor, in the name of the people, declare the subway open."
MAr. Belmont handed the Mayor a mahogany case, saying: "I give you
this controller, Mr. Mayor, with the request that you put in operation this great
road, and start it on his course of success, and, I hope, of safety."
The first train started from the City Hall station at 2:34 P. M.


ISTH STREET STATION-N. Y. SUBWAY.


174




CHAPTER XVIII.


FUTURE RAPID       TRANSIT IN NEW       YORK.
During the past five years, or since the completion of the plans for the present subway, a large part of the time of the Commission has been taken up with
the consideration of rapid transit schemes for the future. The work already
accomplished was only looked upon as the beginning of a system of transportation that will ultimately embrace every portion of the city of Greater New
York.
The result has been the selection of new routes that extend to all parts of
the city. The choice involved long and painstaking study. Natural advantages
and the natural trend of population must be weighed. The relation of one section to another, and with MA/anhattan as a center, must be kept in mind. The
lines must be so selected as to permit of expansion in the future without disturbing the efficiency and symmetry of the system as a whole.
In the spring of I902 Mr. Orr, the president of the Board, requested the
chief engineer to prepare a comprehensive plan of rapid transit for the whole
city. In giving the instruction he said:
"The public has come to recognize fully the wisdom of development of the
rapid transit facilities of Greater New York and of the use of its street property for rapid transit purposes upon a general and far-seeing plan. Rapid transit franchises, it is now believed, ought to be granted with reference to a systematic treatment of the subject under the guidance or initiatory control of a
single body like this Board, with a tenure sufficiently long to assure not only
the adoption of a comprehensive programme, but also, at least in part, its execution. This idea was embodied in the present rapid transit act, providing, as it
did, not only for municipal construction of new rapid transit railroads, but also
for the grant of rapid transit franchises to companies operating existing
lines. * * *


NEW ROUTES


"It is, therefore, clear that the public now has a right to expect from this COMPLETE
Board the preparation of a general and far-reaching system of rapid transit cov- SCHEME


I75




RAPID TRASNSIT


ering the whole city of New York in all its five boroughs. It was in anticipation of that work that the Board in January last asked the Mayor and Comptroller for early information as to the extent to which the debt limit and other
necessities of the city would permit rapid transit extension in addition to the
Manhattan-Bronx and Brooklyn-Manhattan roads.     When that information
shall be received the Board will be better able to decide where the next rapid
transit expenditure shall be placed.
RESULTS      'The far-reaching plan I have suggested could not, of course, be carried
EXPECTED out at once, or, perhaps, completely carried out for many years. But if such a
plan be now wisely prepared, and the streets of New York be dedicated to tunnel
railroad purposes with a proper regard to the long and, no doubt, splendid
future of the city, two things may be reasonably expected: First, that rapid
transit construction will proceed upon the lines so laid dovwn as rapi(lly as the
means of the city and the amount of private capital ready for rapid transit investment will permit; and, second, that relatively unimportant franchises will not be
granted in such way, or special routes be so devised, as to prevent or obstruct a
permanent and sufficient programme.
"It is 1my conclusion from all this that, in laying out the East Side line vou
should study the whole rapid transit situation of all five boroughs, and that
your report should aid the Board to prepare and submit to the local authorities
the comprehensive plan for the entire city that I have suggested, the same to be
carried out in sections or instalments, as financial conditions shall from time to
time permit."
In February and March of the following year the chief engineer reported on
comprehensive plans for rapid transit for the boroughs of Manhattan, the Bronx,
Brooklyn and Queens. From these reports the following passages are taken:
INCREASE OF       "Tremendous increase in passenger travel on all lines during the past year
PASSENGER clearly indicates that when the present subway system, now under construction
TRAVEL
from Brooklyn to the Bronx, is completed, it will almost be immediately congested, so that no great amount of permanent relief can be counted on. In
order to meet the growing and imperative demands for increased facilities, arising from the natural growth of our city, it is evident that new lines should be
laid down now and put under construction as soon as possible, and that steps
should be taken to improve the existing facilities so as to permit them to carry


176




FUTURE RAPID TRANSIT IN NEWl YORK


the increased burden during the time when the new   lines are being constructeld.
The report recommlended that the present subway be extended south from ROUTES RECForty-second street along the general line of Broadway, or parallel thereto on OMMENDED
the west; and by extending it north from Forty-second street, at Park avenue,
along Lexington avenue to One-hundred-and-forty-ninth street. It was also
propose(l that branches should be constructed from Broadway to the Pennsylvania Railroad station at Seventh avenue; along ()ne-hundred-and-tenth street to
Lenox avenue; from West Farms in the Bronx to WVakefield; and along the
Southern Boulevard and One-hundlred-andE-eightiet h street. A connection between
the Bronx Park line and the Manhattan elevated was recommended frotn Brook
avenue along \Vestchester avenue to Third avenue.
It was proposed to increase the number of tracks on the Second and Third
avenue elevated roads; to extend the Sixth avenue road along Christopher
street to Greenwich street; to add another track to the Ninth avenue road, and to
connect the elevated system with a subway to be built along Tenth avenue to a
connection w\ith the present subway at Seventy-second street; and to arrange
connection with the railroads terminating at the Grand Central Station.
It was suggested to provide an extension of the New York Central tracks
south from  Fifty-ninth street and Eleventh avenue by an elevated structure
alolng tleir present right of way or possibly along West street to the Battery.
To construct a lranch of tlle Second avenue elevated along Sixty-fourth street
and over the Blackwell's Island Bridge, with provision for future extension of
the line.
In Brooklyn it was proposed to build a subway under Nassau and Orange BROOKLYN
streets and the East River to Maiden Lane in M\anhattan; thence along William, ROUTES
Center. and Grand streets to the end of the W\illiamsburg Bridge. This was
intendled to provide a loop for the elevated roads of Brooklyn by way of the
AWilliamsburghl Bridge and this second tunnel.
The elevated trains were to be removed entirely from the Brooklyn Bridge,.
and the trolley cars transferred from the roadway to the original bridge tracks,
thereby restoring the roadways to the exclusive use of vehicles. To connect the
Second avenue elevated with the elevated structure of the Williamsburgh Bridge.
To build an extension of the present subway from   Flatbush and Atlantic
avenues to Prospect Park and Plaza, and ultimately further.  Also another
extension from the same point along Fourth avenue to Fort Hamilton. A tun

I77




RAPID TRANS T


nel from Atlantic avenue to Whitehall street in Manhattan. Also extension of
the Brooklyn elevated system in various directions.
The report of Mr. Parsons made no provision to connect the Borough of
Richmond with Manhattan; the reason for this was that the great expense
involved was entirely out of proportion to the population to be served.
The plans, as finally decided upon by the Rapid Transit Commission and
transmitted for approval to the Board of Aldermen, until that Board was superseded by the Board of Estimate and Apportionment, were as follows:
THIRD AVENUE ROUTE.
This route begins in the Bronx near Lincoln avenue and the Southern
Boulevard. A double track line running from there under the East River
reaches Third avenue at One-hundred-and-twenty-eighth street.  From  that
point it runs as a four-track road southerly under Third avenue and the
Bowery.to Chatham Square. At Chatham Square the narrowness of the streets
compels a division of tracks. Two tracks will run southerly through the New
Bowery and Pearl street to Broad street, and thence under South street to the
Battery. Two tracks, diverging at Chatham square, will pass down Park Row,
Nassau and Broad streets, joining the other tracks in Broad street near Pearl.
Two single-track spurs are provided to connect the main line, through Thirtyfifth and Thirty-sixth streets, with the Seventh or Eighth avenue subway
described below. These spurs, between Lexington and Fifth avenues, will be
parallel to the other tracks forming a part of the Lexington avenue system; but
they will be for the most part at different levels.
In the Bronx, two double-track lines will diverge from the point of beginning
mentioned above. One of these lines will run northerly, terminating in a loop
near One-hundred-and-forty-second street, and connecting with a proposed line to.
run under One-hundred-and-thirty-eighth street. The other line in the Bronx
will run easterly under the Southern Boulevard to a terminus in the New York,
New Haven & Hartford Railroad yards.
LEXINGTON AVENUE ROUTE.
This route begins near Forty-third street and Lexington avenue, with a
short connection westerly to the existing subway in Park avenue. From Fortythird street, the line will run northerly under Lexington avenue as a four-track


I78




FUTURE RAPID TRANSIT INr NEW YORK


road to about One-hundred-and-twenty-ninth street, where it will divide and
form two double-track extensions.
One of the extensions will pass under the Harlem River and along Third
an(l Morris avenues in the Bronx to One-hundred-and-forty-ninth street, where it
will connect with the existing subway near Cortlandt avenue. From about Onehundred-and-thirty-seventh to One-hundred-and-forty-second streets, this line
will occupy the same streets as the Third avenue line above described; but these
streets-Third and Morris avenues-are wide enough to contain four tracks in
two separate tunnels.
The second extension in the Bronx will diverge with two tracks, as mentioned above, near One-hundred-and-twenty-ninth street and Lexington avenue, in
Manhattan. It will cross from there under the Harlem River to Park avenue,
and continue northerly under Park avenue to One-hundred-and-fifty-sixth street,
from which point a further extension may be made northerly if required. At
()ne-hundred-and-forty-ninth street and Park avenue another divergence is proposed, carrying two tracks under the New York Central yards, with a loop in
the yards, and then parallel with the Harlem River along One-hundred-andfifty-third street and under Cromwell Creek into Sedgwick avenue to about Onehundred-and-sixty-fourth street.  This route has a triple branching in the
Bronx.
From Forty-third street and Lexington avenue southerly, there will be four
tracks as far as Thirty-sixth street. The two south-bound tracks will there turn
west through Thirty-sixth street to Fifth avenue and then south. The two northbound tracks will continue down Lexington avenue to Thirty-fifth street, and
rejoin the other tracks in Fifth avenue. The four tracks will then continue
southerly along Fifth avenue to Madison Square. There they will turn into
Broadway and run south, passing under Union Square, to the City Hall Park.
At that point a single-track loop will allow part of the trains to be turned back,
while two tracks will continue down to Vesey street, and then through Vesey
and Church streets to the Battery.
SEVENTH AND EIGHTH AVENUE ROUTE.
Beginning at the southerly end of this route, in the Battery Park, the line
will run northerly under Greenwich street and West Broadway to Chambers
street. From this point northerly, two alternate routes are planned. The most
direct runs under Hudson street and Eighth avenue to about One-hundred-and

I79




RAPID TRANSIT


fifty-fourth street, where a northerly extension can be built hereafter. The other
line continues northerly from Chambers street under WNest Broadway to Washington Square, where the line again diverges into two alternative routes. OCne of
these runs under Washington Square, private property, and Greenwich avenue to
Seventh avenue, and then northerly under Seventh avenue to a connection with
the present subway under Times Square. The other alternative route runs under
Washington Square and Fifth avenue to Twenty-third street, and then under
Broadway to Twenty-fifth street, where it diverges again-two tracks running
westerly under Twenty-fifth street to join the Seventh avenue subway, and so
northerly to Times Square-and the main line running straight under Broadway to join the present subway near the same place.
A separate section of this proposed route is designed to run northerly from
Seventh avenue and Forty-third street to Central Park, curving under the
park so as to connect with the line under Eighth avenue at about Fifty-second
street.
In regard to the above routes the Board said:
"The three routes referred to in this communication are all designed to be
substantially of the same type as that which the present subway has made familiar. From end to end these lines will be below the surface. Not a foot of elevated structure is here included.
"It has been the effort of this Board to arrange the routes now submitted
for the consideration of your honorable body, so that each of them should first be
capable of separate operation; second, be capable of advantageous operation in
connection with some existing means of passenger transportation within the city;
third, be practicable to build at once, both from the engineering, transportation,
and financial standpoints. In this way the largest measure of effective rapid transit will be secured, while at the same time an opportunity is afforded for active
competition among strong rival bidders."
THIRTY-FOURTH STREET ROUTE.
This route runs through Thirty-fourth street, in Manhattan, from the East to
the Hudson rivers, passing under the present subway in Fourth avenue and at a
sufficient depth under the several north and south avenues to permit other subways to be constructed over it. It will have no track connections with any rapid


T8o




FUTURE RAPID ITRA1NSIT IN NEW1 YORK


transit lines in Manhattan, but it is expected that joint stations will be placed at
the intersections of the principal avenues so as to facilitate transfers of passelngers.
A separate section diverges from the main stem of this route between Second and Third avenues and runs on a descending grade to pass under the East
River to Long Island City. The terminus in Queens will be in Jackson avenue
near Borden avenue. At this point the various trolley lines converge, thus making transfers easy to and from the proposed subwlay. A physical connection
can also be arranged, if found to be desirable, with the subway uniting the Williamsburgh Bridge with the Blackwell's Island Bridge.
This route is entirely in subway, the rails averaging about 40 feet below
the surface.
The Board said in regard to this route:
"So far as this route is concerned, its advantages appear to be too obvious to
caii for argument. It will reach and serve such important points in Manhattan as
the new Pennsylvania Railroad station, Herald Square with its neighboring
shops and theatres, the WNaldorf-Astoria Hotel, and the East Thirty-fourth street
ferry. In Queens it will enable passengers by any of the steam or trolley lines
now coming to the ferry to get quickly, and with only one change, to Manhattan; and it will carry them without change to points in Manhattan where they
can transfer to any of the north and south railroads, and thus reach rapidly and
conveniently any part of the city."
ROUTE TO VAN CORDTLANDT PARK.
This addition consists of an extension running along Broadway from its
intersection with Two-hundred-and-thirtieth street to a point just north of Twohundred-and-forty-second street, opposite Van Cortlandt Park. It will be an
elevated structure throughout. The portion of Broadway in question is at present very little built upon, and the elevated road proposed would merely be a continuation of the one that already exists in the same street.
FIRST AVENUE ROUTE.
This route begins in the Bronx at the intersection of One-hundred-andthirty-eighth street and Alexander avenue. At or near this point connections


i8i




RAPID TRANSIT


can readily be made with various rapid transit routes in the Bronx. From this
point the line runs southerly along Alexander avenue, or just west of it, so as to
avoid the Willis avenue bridge approaches; and then passing under the Harlem
River it turns into First avenue near One-hundred-and-twenty-fourth street.
From this point it runs southerly under First avenue to First street, then curves
easterly and runs under Essex, Rutgers and Madison streets to the New Bowery.
It then runs southerly under the New Bowery and Pearl street, by the side of
the proposed Third avenue line, to a point near Dover street. From there it
curves easterly under private property to Water street, and runs south under
Water street to Pine street. It then passes under private property in the block
bounded by Water, Pine, Wall and Pearl streets, and then runs under Beaver
street, Bowling Green, and Battery place to Greenwich street.
From the northerly end of the line at One-hundred-and-thirty-eighth street a
separate section is added which runs northerly under Alexander avenue, Melrose avenue, Webster avenue and Claremont Park, with a loop under the park.
This line will afford a very direct connection between the more thickly settled
parts of the Bronx and the lower east side of the city.
NINTH AVENUE ROUTE.
This route is, in effect, a continuation of the one just described. It begins at
the southern terminus of that line in Battery place, and thence runs under Battery place and under West street to Gansevoort street, where it curves into Ninth
avenue to Morningside Park, and thence under Manhattan avenue, St. Nicholas
avenue, Kingsbridge road, Broadway and Sherman avenue to Amsterdam
avenue at about Two-hundred-and-eleventh street.
Concerning the two last mentioned routes the Board said:
"Together with the Third avenue, Lexington avenue, and Seventh and
Eighth avenue routes, they form the additional north and south lines in the
Borough of Manhattan which this Board now contemplates, and which are all
that it believes can wisely be planned for the present time.  *  It is only
necessary to add that the routes herewith submitted are all in subway, and that, if
they are approved, it is proposed to provide, in the contracts for construction,
such modifications and improvements as the valuable experience already gained in
such work may suggest."


I82




Oversized
Fold~out




FUTURE RAPID TRANSIT IN NEW YORK


JEROME AVENUE SUBWAY.
This route consists of a four-track subway running through Jerome avenue
from about One-hundred-and-sixty-fourth street near its southerly end to the
junction with Woodlawn Cemetery. From the southerly end of this line, two
connections are provided with railways in Manhattan. The first is a three-track
connection leading to the bridge over the Harlem belonging to the Putnam Division of the New York Central Railroad. The other is a two-track subway passing under the East River to a point in Eighth avenue near One-hundred-andfifty-fourth street, so as to connect with a subway to be hereafter constructed
under that avenue. A third spur is planned to connect with One-hundred-andfifty-third street near Cromwell avenue, so as to afford a means of junction with
the proposed Lexington avenue subway.
JEROME AVENUE ELEVATED ROAD.
This line consists of a three-track elevated structure running northerly from
Jerome avenue near its intersection with Clarke place, to the junction of Jerome
avenue with Woodlawn road. It is provided that connections may be made with
the Jerome avenue subway and the Gerard avenue subway.
GERARD AVENUE SUBWAY.
This is a subway beginning at One-hundred-and-thirty-eighth street and
Third avenue, at which point connections can be made with several other lines
planned by the Board, and running thence west through One-hundred-and-thirtyeighth street and Gerard avenue to Jerome avenue near its intersection with
Clarke place. At this point a connection can be made either with the Jerome
avenue subway or the Jerome avenue elevated.
WHITE PLAINS ROAD ROUTE.
This route is practically an extension of the present rapid transit elevated
viaduct. It is to begin at One-hundred-and-seventy-seventh street and West
Farms road near Bronx Park, and thence a three-track elevated structure is
planned to run along West Farms road, Morris Park avenue, and White Plains
road, to the former village of Wakefield.


I83




RAPID TRANSIT


WESTCHESTER AVENUE ROUTE.
This route begins at Third avenue and One-lhundred-and-thirty-eiohth street,
at which point connections may be made either with subways coming from Manhattan or with the Gerard avenue subway. From this point a subway is to run
east under One-hundred-and-thirty-eighth street to the Southern Boulevard. At
that point the road is planned to emerge from the ground and continue as a threetrack elevated structure on the Southern Boulevard and Westclester avenue to
the former village of Westchester.
The following remarks by the Board cover the five last mentioned routes:
"The three main lines which these routes cover are Jerome avenue, \White
Plains road, and Westchester avenue. These three divergent lines would not
alone be practicable from an operating or financial point of view. They are of
value chiefly as extensions of routes now or hereafter to be built in the Borough of
Manhattan. With the exception of the White Plains road, these lines may
form an extension of two or more systems, and it is believed that competition
between bidders would exist as to these several lines.
"The Board recommends that elevated structures be authorized along part of
Jerome avenue and along the White Plains road and Westchester avenue. It
has done so with hesitation, but it is satisfied that its action in this regard is
approved by a large majority of the residents of the Borough of the Bronx. The
construction of subways in the Bronx, owing to the irregular and rocky character of the soil, would be extremely expensive-much more so, for example,
than in the Borough of Brooklyn, where subway construction is comparatively
cheap. It is thought, therefore, that while bids for elevated structures mnight be
obtained, it would probably prove very difficult at the present time and prol)ably for several years to come, to obtain bids for rapid transit subwavs. So
far as the White Plains road is concerned, that would be merely an extension of an elevated structure already existing. And so far as the \Westclester
avenue road is concerned, it may be said that this road will be in appearance
and effect simply an extension of the rapid transit viaduct already existing in
other adjacent parts of both the Southern Boulevard and Westchester avenue."
BROOKLYN AND MANHATTAN LOOP LINES.
LOOP LINES      The loop lines consist of a railroad beginning in East New York at the
eastern extremity of Broadway, and running through Broadway across the Wil

184




FUTURE RAPID TRANSIT IN A:EPW YORK


liamsburgh Bridge to Manhattan; and then running south in Manhattan to a
series of tunnels between the Brooklyn Bridge and the Battery, which lead the
line back to the Brooklyn Borough Hall Park; and from there easterly along
Lafayette and Gates avenues back to Broadway. In addition, a line running
north and south through Bedford avenue from    the William sburgh Bridge
plaza to the Eastern Parkway serves the purpose of an interior loop.
The route in Manhattan from   the Williamsburgh Bridge passes underground in Delancey street near Norfolk; and then runs west under Delancey
street to the Bowery, and under the proposed extension of Delancey street to the
corner of Center and Grand streets. The line then continues southerly through
Center and Williams streets.
Provision is made for three tunnels, which may be described as the Old
Slip tunnel, the Maiden Lane tunnel, and the Beekman street tunnel.
The route of the first is under William street, Exchange place, and Beaver
street in Manhattan, and under Montague street in Brooklyn.
The second begins at the corner of WVilliam and Liberty streets, and then
passes under Maiden Lane in Manhattan, and Pineapple street in Brooklyn.
The third passes under Beekman street in Manhattan, and Cranberry street in
Brooklyn.
As stated, all three tunnels come together at City Hall Park, Brooklyl.
From there a route runs under \Nilloiighhb street, the Flatbush avenue extension, Fulton street, and Lafayette avenue to its intersection with Bedford avenue.
From this point one line continues by Lafayette to Stuyvesant avenue. Another
line runs through Bedford avenue and Gates to Broadway.
There are several spurs forming a part of this route. The longest begins at
Grand and Center streets in Manhattan and runs West undlr (Gralnd and Desbrosses streets to the Desbrosses street ferry, and intersects all the north and
south lines of travel in Manhattan.  Another spur forms a connection, by
means of a line under Canal street, with the Manhattan end of the Manhattan
Bridge. A third connects with the City Hall loop of the present subway by
means of a line under Beekman street. In Brooklyn, connections may be made
with the subway now building in the neighborhood of Borough Hall Park and at
the corner of Lafayette and Flatbush avenues.
This system will relieve the pressure upon the Brooklyn Bridge, as well as
utilize the possibilities of the Williamsburgh Bridge. It will bring almost all
parts of the Borough of Manhattan south of Houston street within easy reach of


THREE
EAST RIVER
TUNNELS


I85




RAPID TRANSIT


those parts of Brooklyn that may be described as East New York, Williamsburgh, the Lafayette avenue district, and the Bedford avenue district.
FOURTH AVENUE ROUTE.
This line extends from Fort Hamilton by Fourth avenue to Flatbush avenue,
where connections may be made with. the subway now constructing and with the
Prospect Park extension. Connections are also provided for the Brooklyn and
Manhattan loop lines above described, either directly by a line under Ashland
place, or by a line curving from Fourth avenue and running under Atlantic
avenue and Court street to the Borough Hall Park.
MANHATTAN BRIDGE ROUTE.
This route is designed to occupy chiefly the Manhattan Bridge and its
approaches. Provision is made for a direct connection under the Flatbush avenue
extension with the subway now being constructed, at the junction of Flatbush
avenue and Fulton street. Provision is also made for a connection with the loop
line running easterly under Fulton street and Lafayette avenue. As stated
above, a spur in Manhattan will run from the proposed loop line under Center
street to the Manhattan Bridge terminus in that borough.
By making the Manhattan Bridge an independent rapid transit route the
Board, in negotiating a contract for its construction and operation, will be
enabled to utilize it in connection either with the subway now under construction or with the Fourth avenue line, or with the Lafayette avenue line, or other
lines, as may prove to be most desirable hereafter.
EASTERN PARKWAY ROUTE.
This line is planned to extend from the Prospect Park plaza under the
Eastern Parkway to East New York avenue. Near that point a loop begins,
running out from Howard avenue, Hunterfly road, Blake and Georgia avenues,
and returning by Pitkin avenue. A spur is planned to run along Georgia
avenue to the intersection of East New York avenue and Broadway, where the
line running to the Williamsburgh Bridge will begin. An extension is also provided to run from the Prospect Park plaza along Flatbush avenue to Atlantic
avenue, there connecting with the route to Court street and Borough Hall Park.


i86




FUTURE RAPID 7TR.4NSIT IN NEW YORK


The Eastern Parkway route, in connection with the Broadway line, forms
still another or exterior loop in Brooklyn, reaching a rapidly growing section of
the city.
BROOKLYN, MANHATTAN AND LONG ISLAND CITY ROUTE.
This system consists essentially of two lines: One running from the Williansburgh Bridge plaza to the Blackwell's Island Bridge through the Boroughs of
Brooklyn and Queens; and the other running from Williamsburgh under the
East River to Fourteenth street in the Borough of Manhattan.
The first of these two lines, beginning at the Williamsburgh Bridge plaza,
runs through Driggs and Manhattan avenues, and under Newtown creek; and
then under Jackson avenue in Long Island City.
The other line begins at the corner of Lafayette and Stuyvesant avenues,
which is a point on the Lafayette avenie line above described. From there it
runs through Stuyvesant, Bushwick, and Metropolitan avenues and North Seventh street in Greenpoint, and by a tunnel under the East River to the foot of
Fourteenth street in Manhattan. Physical connection will be provided at the
corner of Driggs avenue and North Seventh street, so that cars may be run
from either Long Island City or the Williamsburgh Bridge plaza direct to
M1anhattan.
The route also includes two spurs; one running from the corner of Stuyvesant and Lafayette avenues under Lafayette avenue, Stanhope street, and Cypress
avenue to Palmetto street. Another from the junction of Metropolitan avenue
and North Seventh street along Union avenue to Broadway.
FOURTEENTH STREET, UNIVERSITY PLACE, GREENWICH
STREET, ETC. (MANHATTAN).
This route is intended to be operated in connection with that just described.
It crosses from Greenpoint to the foot of East Fourteenth street. The line now
proposed runs along Fourteenth street as far as Ninth avenue. Two branches
run southerly. One runs under Ninth avenue, Greenwich street, and Liberty
street to connect with what has been called above the Maiden Lane tunnel. The
other branch from Fourteenth street runs through University place, Wooster,
and Canal streets to a connection at Canal and Center streets with the Brooklyn
and Manhattan loop lines above described.


I87




RAPID TRANSIT


BROOKLYN
REQUIRED
DIFFERENT
TREATMENT
BRIDGES TO
BE USED


It will be seen that these two routes form still another loop (taken in connection with the Lafayette avenue line), by which cars could be run in either
direction between the Boroughs of Brooklyn and Manhattan-not only reaching
all points in Manhattan at least as far north as Fourteenth street, but also intersecting every north and south line of travel in that borough.
JAMAICA ROUTE.
This line is planned to start at the intersection of East New York avenue
and Broadway-which is the beginning of the loop first mentioned aboveand is to run out under Jamaica avenue to Grand street in the former village of
Jamaica. When built it will, in connection with the Broadway and Delancev
street line, afford a very direct means of communication between Jamaica and
the lower part of the Borough of Manhattan, by means of either the Broadway or the Eastern Parkway lines in Brooklyn, and will also enable passengers to
reach almost any part of Brooklyn.
Commenting upon these routes the Board said:
"The geographical conditions of Brooklyn necessitate a different solution of
the rapid transit problem from that which has been attempted in MAanhattan.
Instead of a series of independent straight lines running north and south, Brooklyn rapid transit railways must have as their most important feature a series of
large loops. In several cases like the Fourth avenue line to Fort Hamilton, the
Flatbush and Ocean avenue line, the Jamaica and East New York line, and the
line connecting the Williamsburgh and Blackwell's Island bridges, railways
radiating out into the more suburban neighborhoods are desirable; but the controlling and essential feature of any Brooklyn system must inevitably consist of
loop lines embracing large areas in Brooklyn and comparatively small areas in
Manhattan. In Manhattan these loops should be so far extended as to connect
with as many as possible of the main north and south lines of travel.
"The bridges across the East River should be utilized for rapid transit purposes. For this purpose the consent of the Department of Bridges is essential.
The general plans now transmitted provide that all work of construction upon
either the Williamsburgh Bridge or the Manhattan Bridge must be done in
accordance with the requirements of the Commissioner of Bridges.
"In addition, the plans hereto annexed provide for four tunnels under the
East River, with a total capacity of ten tracks. There are, besides these, the


i88




FUTURE RAPID TRANSIT


proposed Thirty-fourth street two-track tunnel, and the two-track tunnels already
contracted for and in course of construction. If all these plans are carried out
there will be fourteen rapid transit railway tracks in tunnel under the East River,
and at least four such tracks over it on the bridges.
"It is believed that the plans now submitted for consideration will, when
fully constructed, afford a complete and adequate solution of the difficult rapid
transit problem in Brooklyn.
"The time has not yet come for dealing fully with rapid transit in the RAPID
Borough of Queens. All that can be done at the present moment is to pro- TRANSIT
IN QUEENS
vide, as has been done in some of the routes transmitted this day to your honorable body, for lines connecting Queens with Manhattan and Brooklyn. Such
connecting lines are three in number, namely: First, a tunnel under the East
River running from East Thirty-fourth street to Long Island City; second, a
subway running from the Williamsburgh Bridge plaza in Brooklyn to the end of
the Blackwell's Island Bridge in Queens; and, third, a subway running from
East New York to Jamaica.
"The extensive scheme of railroad construction contemplated by the various
plans adopted by this Board, and now* submitted to the city authorities for
approval, could not be constructed at once, even if it were desirable to do so.
But a general and comprehensive scheme is almost essential in dealing with
such a situation as exists in Brooklyn, so that every route, or part of a route,
that may hereafter be built, shall fit into a symmetrical system to be ultimately
developed.
"If the seven routes [this refers to the Brooklyn plans] submitted herewith shall be approved by the city authorities and by the property owners or
the courts, this Board intends to make contracts for routes or parts of routes as
rapidly as the means at the disposal of the city will permit, and as fast as satisfactory contractors can be found; and all such contracts in accordance with the
law as it now stands, must be submitted to your honorable body for its approval
and consent.
"The policy which this Board recommends is, in its essential features, the
policy very successfully pursued by the city of Paris, where a series of loop
lines have been planned, and are being built by the city in sections.
* This communication to the Board of Estimate and Apportionment was dated June 5,
I0O5.


I89




RAPID TRANSIT


DETAILED
PLANS TO BE
PROVIDED
HEREAFTER


"Many details as to the mode of construction of the lines proposed, the
location of stations and station entrances, the character of rolling stock, the
method of operation, and other important mnatters, must be left to be settled
hereafter in the contracts to be submitted for approval. It need only be said, at
present, that it is the intention of the Board to avail itself fully of the valuable
experience gained in the subways now constructed or constructing, and of the
better knowledge that prospective bidders possess as to the possibilities of subsurface passenger railways."


FULTON STREET ENTRANCE-N. Y. SUBWAY.


I9o




CHAPTER XIX.


FINANCIAL STATEMENT.
The following statements show the amounts expended by the Rapid Transit COST OF
Railroad Commission from the time of its creation by the Act of I894 to January I, 1905:
The total amount expended for work done and materials
furnished under the Manhattan-Bronx contract up to
January I, I905...... $33,614,ooo
The total amount expended for work done and materials
furnished under the Brooklyn-Manhattan contract up
to January I, I905......        822,882
This latter item represents a construction cost of about $4,II4,4I3, as the
contract price was only about 20 per cent. of the actual cost of doing the work.
The total yearly expenditures for regular and extra work have been as
follows:
1900     1901      I902      I903      I904      TOTAL  YEARLY
Regular work...... $.,685o000 $IO,343,ooo00 $I,436,000  $6,930,000  $3,220,000 $33,614.000 EXPENDIExtra work...............  162,000  949.994  2,241.528  951,730  4,305,252 TURES
Total........ $1,685,000 $10,505,000 $12,385,994  $9,171,528  $4,171,730 $37,919,252
In the following table are presented the disbursements of the Commission
during yearly periods from I894 to January I, I905. It will be observed that
the expenses of the administrative and general office were $299,278 and the legal
expenses $290,7I4. The total expense of the engineering department, including
all salaries, office rent and expenses, instruments and supplies, amounted to only
$2,I06,870, or the remarkably small proportion of 5 per cent. of the total expenditure of the Commission. In this expenditure is included work done in the
preparation of plans not yet executed, in studies for the Brooklyn Bridge terminals, and for other objects not connected with either Contract No. I or No. 2,
and which may justly be considered as outside work.


19I




GENERAL FUND, 1894-1904.


DISBURSEMENTS.


Total amountt of disbursements madle under the direction of the Board of Rapid Iransit Railroad Commissioners during the
period from 1894 to 1904:
AI) MI NISTRATIVE.


T894. Amount of disbursements.......
1895........


AND
GENERAL OFFICE.
$2,929 IO
6,048 49


ENGINEERING.     LEGAL.


1896.
1897.
I898.
1899.
1900.
1904.


TOT.\................................... 35,572   34................................. 5,230   o6........................       4,521 15................................ 2,826 94................................ 53,866 33................................ 39,023 86............................... 45,576 Io................................ 45,719 42................................ 57,965  II
$299,278 90


$1,271 34
26,250 29
17,028 82
21,395 86
I7,930 31
3,698 oo
161,047 23
348,258 30
458,389 79
520,664 27
530,936 37
$2, o6,870 58


$28 30
25,688 13
31,457 53
38,925 73
29,519 13
20,551 30
27,356 19
31,861 62
33,547 26
24.332 55
27,446 87
$290.714 6I


$4,228 74
57,986 91
84,058 69
65,55I 65
51,970 59
27,076 24
242,269 75
419,143 78
537,513 15
590,716 24
616,348 35


$54
~44
)3
a
~
hu


Total amount of General Fund disbursements, from       1894 to 1904, inclusive........................


$2,696,864 09




FINANCI.AL STATELME.NT
CORPORATE STOCK, 1894-1904.
MANHATTAN-BRONX CONSTRUCTION FUND.
Total amount of proceeds credited of the Corporate Stock issued by The City of New York
for the construction of the Manhattan-Bronx     Rapid Transit Railroad during the
period of:
PROCEEDS.
I1OO. Amount of Stock issued............................ $I,ooo.ooo oo
Premium................................    105.400 oo
$1,105,400 00
1901.  Amount of  Stock  issued............................ $,ooo,ooo  00oo
' Premium................................   635,36  46
1,635,36I 46
IQ02.  Amount of  Stock  issued........................... $12500,000  oo
Premium................................    803,663 70
13,303,663 70
1903. Amount of Stock issued........................... $II,865,000 00
' Premium                                      237,487 72
I2,102,487 72
I904. Amount of Stock issued............................    $5,885,0oo   oo. Premium................................     82,938 37
5.967,938 37
Total amount of proceeds applicable to the construction of the ManhattanBronx Rapid Transit Railroad, fronm 900 to 1904, inclusive...........  $44.114,851 25
BROOKLYN- MANHATTAN CONSTRUCTION FUND.
Total amount of proceeds credited of the Corporate Stock issued by The City of New York
for the construction of the Brooklyn-Manhattan Rapid Transit Railroad during the
period of:
PROCEEDS.
1903. Amount of Stock issued...........................   $30I,oo   00o. Premitum..............................       715 29
$301.715 29
1904. Amount of Stock issued...........................    $I,65,000 oo
Premium................................     15,359 13
_-     1,080.359 13
Total amount of proceds applicable to the construction of the BrooklynManhattan Rapid Transit Railroad from 1902 to 1904, inclusive........    $1,382.074 42


193




CONSTRUCTION FUNDS, 1894- 1904


DISBURSEMENTS.
MANHATTAN- BRONX CONSTRUCTION FUND.


Total amount of disbursements made in the


construction of the Manhattan-Bronx Rapid Transit Railroad during the period:
EXTRA WORK                                 INTEREST ON
AND                                     CORPORATE
MATERIALS.    TERMINALS.   REAL ESTATE.      STOCK.        TOTAL.


I 00.
I9OI.
1902.
1903.
I904.


WORK AND
MATERIALS.
Amount of disbursements.. $1,685,000 oo
I0,343,000 00
i.       11,436,000 00
"             "            6,930,000 oo
3,220,000 00
$33,614,000 00
Total amount of Manhattan-Bronx


$162,000 00...........         9.5 15 5     $I65,0I3 90
631,000 oo..........        I41,39I 72      547,031 41
2.563,021 47  $1,048,251 72      512,004 90     947,48I 56
991,729 86     701,748 28      863,I95 62     1,305,865 78
$4,347,751 33  $1,750,000 oo   $I,526,Io7 69   $2,965.392 65
Construction Fund disbursements from I900 to 1904, inclusive...


$1,685,000 00
10,679,529 35
12,755,423 13
12,000,759 65
7,082,539 54
$44,203,251 67


4;

BROOKLYN- MANHATTAN CONSTRUCTION FUND.
Total amount of disbursements made in the construction of the Brooklyn-Manhattan Rapid Transit Railroad during
the period:
INTEREST ON


I903. An
1904.


WORK AND                        CORPORATE
MATERIALS.     REAL ESTATE.       STOCK.
nount  of  disbursements...............................  $202.457  06      $706  80          $5  87
" 6..............................     620.425  62       1,200  00     20,196  40
$822,882 68      $I,9o6 80      $20,202 27
Total amount of Brooklyn-Manhattan Construction Fund disbursements, from 1902 to I904, inclusive..




TOTAL.
$203.169 73
641,822 02


$844,991 75




FINANCIAL STA TEMENT


SUMMARY OF DISBURSEMENTS, 1894-1904.
Total amount of General Fund disbursements............................... $2,696,864 09.'.i Manhattan-Bronx Construction Fund disbursements......... 44,203,25I 67
"   " Brooklyn-Manhattan Construction Fund disbursements......  844,99I 75
Total amount disbursed by the Board of Rapid Transit Railroad Commissioners
from June I8, I894, to December 3I, I904............................... $47,745,107 -5
PASSENGER TRAVEL DURING FIRST YEAR.
The subway was opened for business October 27, I904. During the first
few days the road was crowded with curiosity travel, the total for five days
being 1,294,000, or a daily average of 258,800. From that time the traffic
fell to a minimum for a week day of 172,288 on November io. From this minimum there was a steady and substantially even increase as the public became
acquainted with the road, so that the daily average travel for November, including Sundays, was 205,030. The growth continued during December, on the
last day of which 358,566 passengers were carried; the daily average for the
month was 283,773. No railroad had ever before shown such a traffic at the
end of two months after its opening. During the entire year the subway carried an average of about 300,000 passengers each day. The stations ranked in
the following order in the amount of business done: Brooklyn Bridge, Grand
Central, Fourteenth street, Fulton street, and Times Square.
The other transportation lines in the Borough of Manhattan, while losing
somewhat as the result of the opening of the new line, did not lose anything like
the total travel shown on the subway. It is evident that the new facilities created
new travel. This new travel is largely due to the convenience of the combined
local and express service. The local trains are used largely as collecting and
distributing trains for the expresses, many local train passengers alighting at
each express station, their places being taken by others coming from the express
trains and who are to be discharged at the local stations.
As was to be expected, the Brooklyn Bridge station has done the largest
business. This station absorbed all the travel south of the bridge during the first
few months; but much of this was diverted after the opening of the stations on
the Broadway extension to the Battery.


I95




CHAPTER XX.


RAPID TRANSIT IN OTHER CITIES
LONDON.
LONDON A       London is a city of railways. In the city and its suburbs there are 531
RAILROAD stations. With the opening of roads now under construction, this number will be
CITY
CITY increased to more than 6oo. The length of all the lines-trunk, local, and
tubular-exceeds 630 miles. There are 22 stations that may be regarded as termini. Into these each day go 4,252 suburban trains, and 445 other trains. The
main object of rapid transit enterprises has been to get people from scattered
term-ini to their places of business. Works, now nearing completion, will give 52
new stations, and new connections with existing underground railways. Electrification of the local lines, and separation as far as possible from trunk line
traffic, will greatly increase the number of trains and greatly promote public convenience.
Four-fifths of the half-million people brought into central London before
half-past ten every day are conveyed by railways; the remainder by tramways.
The interior underground and surface roads carry not less than 6oo,ooo,ooo
passengers per annum. Of this number the District, Metropolitan, North London, City and South London, and Central London, carried 258,000,000 passengers
in I904. The Great Northern and City carried 14,000,000. The Great Northern, Piccadilly and Brompton will carry II6,ooo,ooO; the Charing Cross and
Hampstead, 95,ooo,ooo; the Baker Street and W\aterloo,  i6,ooo,ooo; and the
electrified District and Metropolitan, 100,000,000.
ROADS      These roads are all private enterprises. The city derives no benefit from
UNDER the privileges granted; and, beyond the restrictions embodied in the acts as to
PRIVATE
CONTROL methods of construction and operation, the companies are free to pursue their
own policies.
THAMES      The first tunnel built for use in the transportation of passengers was that
TUNNEL under the Thames, from Wapping to Rotherhithe. The structure was designed
by Isambard Brunel, father of the designer and builder of the Great Eastern,


i96




LONDON


and it was there that the shield method was introduced, but not in connection
with compressed air. Sir John Rennie, speaking of this work before the Institution of Civil Engineers in January, I846, said that it was noted "for magnitude,
boldness in design, and ingenuity in the means of construction, as well as for the
extraordinary difficulties by which the work was attended."
Operations were commenced, in I825, by a private company. The work
was soon suspended. In I837, a Treasury loan having been granted, it was
taken up again. The following description is from the address referred to:


"The two arched openings are I,200 feet long, with spans 14 feet long and
i6 feet 4 inches high. The openings are separated by a pier 4 feet thick, having 64 lateral arches of 4 feet span between the openings. The whole is surrounded with massive walls. The external walls, including openings, are 38 feet
wide and 22 feet high. The structure is approached at each end by a perpendicular shaft 50 feet in diameter and 8o feet deep. The tunnel was intended to
be carried forward to the surface of adjoining streets at such inclination that
carriages could easily pass through it from both sides of the river. The crown
of the tunnel is i6 feet below the bed of the river.
"In order to carry into effect this very difficult work unusual means and precautions were necessary. The ordinary wooden center framing scarcely presented sufficient strength and connection for that purpose. Brunel, accordingly,
invented a cast-iron frame (which he termed a shield) sufficiently large to
embrace the whole width and height of the intended structure, and divided into
36 compartments, each sufficiently large for a man to work in, yet capable of
being closed to prevent access of water when required. The whole was impelled
forward, as the work progressed, by powerful screws bearing against the completed walls behind.  This ingenious contrivance was perfectly successful.
Although the work was twice stopped by the irruption of the Thames, the
apertures were closed with bags of clay and other materials, and the structure
was continued with extraordinary perseverance until finally completed and
opened to the public in 1843. The whole was constructed with bricks set in
Roman cement, and cased inside with the same material; and it gives every prospect of permanence and solidity."
One of the claims brought forward in favor of this scheme was that the
entrance on the street would not occupy more space than an omnibus. The tunnel now forms part of the line of the East London Railway.


DESCRIPTION
METHOD OF
BUILDING


'97




RAPID TRANSIT


TOWER      The first underground system, in the strict meaning of that term, was the
SUBWAY Tower Subway, which was started in February, 1869, and finished in the following December. It was designed by Peter Barlow, and finished by his son. It
was intended to provide means of communication, by omnibus, under the Thames
and other large rivers. It was advertised as "the only system capable of relieving the street traffic of the Metropolis."
The following information in relation to this tunnel is condensed from an
address by Charles B. Vignoles, president of the Institution of Civil Engineers, in
January, 1870:
The subway consists of two shafts, one on Tower Hill, and the other on the
opposite side of the river, near Tooley street, in the Borough. Each shaft is Io feet
inside diameter and is sunk about 60 feet, penetrating well inside the London clay.
They are connected by a circular tube 7 feet clear diameter and 1,350 feet in
length. The grade at each end is i in 40. Passengers are conveyed up and
down in lifts operated by steam. Transit through the tunnel is made by omnibus along a single line of railway, the hauling being done by wire ropes. The
shield was forced forward by screws, as in the former case, the tunnel being
lined with cast-iron plates as the work progressed. The shield overlapped the
finished tube "like the covering to the object glass of a large telescope." The
length under the Thames was finished in 15 weeks, the cost being $90,000. Mlr.
~Vignoles says: "In this way between 3,000 and 4,000 persons can be conveyed
between Tower Hill and Tooley street daily at a charge of one penny only."
Both of these schemes were strictly local in character, and were intended to
provide convenient means for passing the river, and to relieve congestion in the
immediate neighborhood of their termini. They were not meant to form an
integral part of any comprehensive plan of rapid transit. That they were afterward so used was due solely to circumstances of location.
TWO TYPES       From a paper by Basil Mott and David Hay, read before the International
OF UNDERGROUND Engineering Congress at St. Louis last year, we find that the existing underROADS ground railways of London are of two distinct types, namely, those constructed
just below the surface, and approached by stairs from the street level, and the
deep level, or tube railways, built in the London clay, at depths varying from
40 to Ioo feet, and approached by elevators.
Fifty years ago an act of Parliament was obtained for the "North Metropolitan Railway, from Paddington to the Post Office, with extensions to Paddington and the Great Western Railway, to the General Post Office, to the


I98




..


-


MANSION ROUSE STATION-LONDON UNDERGROUND.




RAPID TRANSIT


ROADS London and North-Westcrn Railway, and to the Great Northern Railway."
Subsequently authority for further extensions was obtained, and the various
parts of the road, which now constitute the inner circle of the underground
system, were opened for traffic as follows:


Paddington to Farringdon street (Metropolitan Railway)
Farringdon street to Moorgate street (Metropolitan Railway
Paddington to South Kensington (Metropolitan Railway)
South Kensington to Westminster (Metropolitan District)
Westminster to Mansion House (Metropolitan District)
Mansion House to Aldgate (Joint Line)......
Aldgate to Moorhead street (Metropolitan).... I863
). I865. i868.  868.  868.1876. 1884


Other extensions, which are only partly underground, have been constructed as follows:
Hammersmith and Paddington, I863.
Baker Street and Swiss Cottage, I868.
East London Railway:
New Cross to Wapping, through Brunel's old Thames Tunnel, I869
Wapping to Whitechapel, Great Eastern Railway....      I876
Hammersmith and Ealing........                 879
Connection with District Railway......884
Earl's Court to Putney Bridge.                          I880
Putney Bridge to Wimbledon.......... I889
Whitechapel and Bow............ I902
Ealing and South Harrow.                                 I903
Messrs. Mott and Hay say:
"The enormous cost of constructing the shallow railways through the busy
centers of London is, under existing circumstances, prohibitive; and, with the
exception of the Whitechapel and Bow, no such railway has been carried out
since the completion of the Circle from Aldgate to Moorhead street, in 1884.
In order to avoid the heavy capital expenditure, the late J. H. Greathead proposed the alternative system of deep-level, iron-lined, tube railways constructed in the London clay, which is a strong impervious clay, and extends
practically under the whole Metropolitan area."


CLAY-LEVEL
TUNNELS


200




LONDON


At the present time the existing deep lines and those under construction or DEEP LEVEL
authorized are as follows:                                             LINES
LINE


City and South London........
WVaterloo and City.
Central London..........
Great Northern and City
Baker Street and Waterloo..
Great Northern, Piccadilly and Brompton
Charing Cross, Euston and Hampstead.
North West London.......
District Deep-Level


Opened I890
"   I898
1900
I904
Under construction
6i


Authorized


All of the deep tunnels are iron-lined tubes, circular in section, constructed
under the streets to avoid the purchase of property, and at a sufficient depth to
prevent interference with pipes and sewers.
"The station tunnels, containing the platforms, are generally 21 feet 2_ STATIONS
inches internal diameter and from 300 to 400 feet in length, lined with concrete
and tiled. The only property purchased is for the surface stations and the
power station. Upon the station sites are sunk the shafts for lifts and stairs
communicating with the platforms. The lifts are an essential feature of the
deep-level tubes, and though adding to the cost of working the line, they enable
the tunnels to be constructed in the clay, and have been generally adopted.
These lifts are utilized during construction as working shafts from which all the
tunnels are driven, and no openings are required in the streets. Consequently
there is no disturbance of traffic."
Separate tunnels, having an average diameter of I I feet, are provided for
the up and down lines. The advantages of separate tunnels are presented in the
following:


"In narrow streets, where double-line tunnels would be impossible without encroaching upon adjoining property, the two tubes can be placed one over
the other without difficulty, and no property need be purchased.
"The ventilation is assisted materially by the trains moving always in the
same direction in each tunnel.
"The gradients, approaching and departing from the stations, can be


DESCRIPTION
OF TUNNELS


201




RAPID TRANSIT


FIRST TUBE
RAILWAY
DESCRIPTION
OF TUBES
VENTILATION


arranged to give a steep gradient with the load when departing.     These
gradients, where feasible in practice, are made I to 30, with a fall of Io feet,
which secures a very rapid acceleration, and reduces the power required approximately 25 per cent. The approaching gradients are usually from I in 60 to I in
Ioo. With both lines in one tunnel the gradients, with and against the load,
are necessarily the same.
"Where headway is important in passing under existing railways, or deeplevel sewers, etc., two tunnels have an advantage.
"Two small single-line tunnels are cheaper than one large double-line one."
The pioneer of all tube railways was the City and South London, opened
for traffic in I890. The following paragraph is from a report to the Board of
Rapid Transit Railroad Commissioners of New York, by WXm. Barclay Parsons, chief engineer, in I894:
"This line is interesting for two reasons: First, it was built by a totally
different method of construction from the other London railways; second, it uses
electricity for its motive power. It consists of two cast-iron tubular tunnels.
These tubes are at a distance of from 40 to 80 feet beneath the surface, following generally the lines of the streets, and nearly always on the same level
and distant a few feet from each other. In one street, however, which was so
narrow as to prevent the tubes from being driven side by side without encroaching upon private property, one tube was depressed and carried beneath the
other. According to the company's report the road has cost ~267,000 per mile.
"The road is operated from 6 A. M. to  I:30 P. M., with a headway in the
busy portion of the day of about 4 minutes. The longest distance between any
two stations is three-quarters of a mile, and the shortest slightly less than half a
mile. The street level at the stations is generally about 50 feet above the platform level, communication being maintained by means of two staircases and
two elevators. The elevators cost annually about ~2,650 to operate; a cost per
passenger of about I-Io penny or over 5 per cent. of the gross receipts. The
fare is 2 pence for any distance.
"Ventilation is secured automatically by the piston action of the trains,
which nearly fill the tunnel, so that each train propels in front of it a column of
air which finds its way to the street through the stairways or elevator shafts,
while the same train is sucking down through the previous station a similar
amount of fresh air."


202




I


MAP OF LONDON UNDERGROUND ROADS




LONDON


The following table is of value as showing the growth in the passenger GROWTH
traffic of this road:
June, I89I.            June, I904.
Length of line........ 3 miles, T2 chains               6 miles, 9 chains
Train mileage.....                  74,435             589,40I
Receipts..........                   9,688              80,204
Working expenses......   5,521 =79%           36,569 = 45.58 %
Number of passengers carried. 2,412,343             I0,225,987
Dividend..........       Nil                 24 per annum
Number of carriages..... 30                    142
Number of locomotives.....        14                    52
The best known of the deep subways is the Central London.     This is CENTRAL
located under some of the most important sections of the city, as it extends from
Shepherd's Bush to the Bank, a distance of about 6 miles. The first act authorizing the construction of this railway was passed in' 1891; work was begun in
I894, and the line was opened in I900.
At first the trains were drawn by electric locomotives, each train consisting of MOTIVE
seven cars, giving a seating capacity of 48 passengers each, and drawn by a POWER
locomotive weighing 42 tons, the total weight of the train being 140 tons. It
was found that the heavy loconotive caused vibrations in the tunnels, which
were communicated to the surface and gave rise to complaints. It was, therefore, decided to adopt the system of multi-polar control, by which, from one
point in the train, different cars could be actuated. The maximum service of a
train every two minutes is maintained during the two busy morning and evening hours. The operation for the first six months of last year was:
Passengers.......... 22,921,65I
Train miles.........    652,041
Car miles....              4,654,423
Ton miles..........                76,637,950
Passengers per train mile...             35.I5
These figures show that the average number of passengers carried per
train on each trip is 203. The seating capacity of each train is 330.
Particular attention has been paid to the ventilation of this tunnel. At the VENTILATION
Shepherd's Bush end a large fan is operated which draws the air through the
whole tube every night.  This fan is sufficiently powerful to clear the air


203




RAPID TRANSIT


BROAD STREET FREIGHT STATION, LONDON.
twice during the three hours while the traffic is stopped. Chemical examination
of the air in the tube showed that it was by no means bad, while bacteriological
observations gave results that were better than in the street.
The next important line to be opened was the Great Northern and City, in
I904. This runs from Finsburv Park to a station at the junction of Moorgate
street, Princess street, and Lothbury. This tube connects with all the others by
means of passageways. It is one of the most popular of all the tubes because of
its extra diameter, its comfortable carriages, and its excellent ventilation.
BLACKWALL       Thirty years ago it was recognized that additional river crossings were
TUNNEL needed below London Bridge, but it was not until i887 that the Blackwall Tunnel Act was obtained. The first proposition was to build three tunnels, two for
vehicular traffic and one for foot passengers. This plan was afterward changed,
and it was decided to build one tunnel large enough to accommodate traffic of
every description. During the latter part of i891 the contract was let to S
Pearson & Son (who are now building the East River section of the Pennsylvania Railroad tunnels, New York,) for $4,215,640. Work was commenced the
following year.
PLAN      The total length of this tunnel is 6,200 feet, of which I,200 feet are below


204




LONDON


the river. The central section, for a distance of 3,112 feet, is lined with castiron. It is circular in section, with a clear diameter of 24 feet 3 inches, the
roadway being I6 feet wide and the footpaths 3 feet I~ inches. It has no
connection with any of the underground roads.
In a lecture before the Society of Arts in January of the present year
Robert P. Porter discussed the question, "Will the ever-increasing traffic of London at once absorb all this new accommodation?" He answers as follows:
"The American metropolis, with a capacity for carrying 1,200,000,000 pas- EARNINGS
sengers per annum, is preparing to carry 2,000,000,000 passengers; but experts
in that city believe that in less than ten years from the completion of the present
facilities the requirements will be 3,000,000,000. In both cities what may be
called the traveling habit increases with the increase of convenience in transit.
The number of journeys, per head of population, has increased in a generation,
in London, from 23 to 200 journeys, and, in New York, from 47 to over 400.
Based on the earnings of the Central London on a passenger traffic of 55,ooo,ooo,


CROSS-OVER TUNNEL, LONDON.


205




RAPID TRAtNSIT


the Baker Street and Waterloo should earn ~230,000. The Great Northern,
Piccadilly and Brompton, with a passenger traffic of 85,000,000, should earn
~358,ooo, while the earnings of the Charing Cross, Euston and Hampstead line,
with its 75,000,000 passengers per annum, should be in the neighborhood of
~316,ooo. With a common power house the working expenses should be less
than 50 per cent. of the earnings, the Central London being just over 49 per
cent. With the growth of London the roads will undoubtedly become profitable investments."
BERLIN.
RINGBAHN       The Ringbahn, or Circle Railway, was opened in I877. The route was laid
out with little or no regard for public convenience, and, like other similar circular
railways, it did not meet the needs of the people concerned. The Stadtbahn, an
elevated road built wherever possible on masonry and earthwork, and employing iron for street and river crossings, was opened in I882. It was constructed
on a purchased right of way; and as the undertaking was found to be too expensive for private capital, the German Government completed the work, mainly as a
military expedient to facilitate the movement of troops. The total length is 74
miles. There are 5 miles of masonry arches, one mile of earth embankment,
STADTBAHN and one mile of iron structure. The route is through one of the best and most
populous portions of Berlin. Much attention was given to architectural features.
There are four tracks, two for local trains and two for trains from a distance.
Of the Io stations, those at the terminals and three others are for through trains,
and at these baggage is received. The roofs of all the stations are made of iron
and glass. The largest station is the Friedrich Strasse, having a length of 508
feet and a clear width of 125 feet. Statistics show that while the Ringbahn,
with a much longer mileage, carried, in I900, 37,000,000 passengers, the Stadtbahn carried 60,500,000.
ELECTRIC      Another line, called the Berlin Electric Elevated and Underground RailROAD way, was commenced in I897, and opened in I902. It extends through the
central part of the city from east to west. The underground part begins at the
Zoological Garden, passes around Kaiser Wilhelm  Gedachtniss-Kirche, and
underneath the streets Tanuezien and Kleist to Nollendorf-Platz.  Here the
line rises to the surface. From this point it continues as an elevated structure
through Oberaumstrasse, Skalitzecstrasse, Kottbuser Thor, and along Gitschinerstrasse, Hallesches Thor, and the Hallesches Ufer. It then crosses the Spree


206




BERLIN.




BELOW STRASSE VIADU~CT,


ELVTDROAD TII.ROUOU~ BUILDINGO


a         i. I


I


hi


'I


p


55106L; ASI) STATIO~N AT STRAULALUE,


la ELI N.


pS   c I I L E SS I S C H   E S   T hI O R.
STATION'  ATSILE




I


I


INCLINE AT NOLLENDORF PLATZ-BERLIN.




RAPID TRANSIT


River by the Oberbaum Briicke, and runs through Straulauer Thor and
Warschauer Platz to Warschauer Briicke.
ROUTE      The total length of the underground and elevated lines is less than a dozen
miles, the distance from the Warsaw Bridge to the Zoological Garden being
about 7 miles. From the first station at Warschauer Bridge to Stralauer Gate is
351 yards, while from the latter to the next stop at Schlesisches Gate the distance is 495 yards. The next five overhead stations are at Oranien street, Kott

BERLIN SUBWAY.
buser street, Prinzen street, Hallesches Gate and Mockern Bridge. These stops
are from 606 to I,I20 yards apart, and the distance from Mackern Bridge to
Buelow street is 1,665 yards. The stone arches of the overhead portion of the
line comprise I,026 yards, while the steel viaducts and bridges cover a distance of
7,960 yards. One of the conditions of the grant was that the overhead viaducts
should have a clear headroom of 15 feet above the road level at all street
crossings. The platforms are on the same level as the car floors. They are
about 250 feet long, and are covered for more than half their length. There


210




THE BUDAPEST ELECTRIC SUBWAY


are no waiting rooms, the elevated portion of the station consisting merely of a
hall, staircases, and ticket-distributing devices. The elevated structure has two
tracks of standard gauge, placed 3 meters apart. The smallest curves have a
radius of about 80 meters.
The tunnels were constructed under streets, the top of the arch being 2 feet STRUI
below the surface. The distance between the transverse girders is 5 feet, the FEAT[
rise of the arches 8 inches, and the total width of the subway 21 feet 3 inches.
Dryness is insured by the use of asphalt sheathing in the trenches, side walls, and
roofs. The center of the span is supported by a row of steel columns. The
tunnel has niches in the walls at every 75 feet, and is drained by a culvert in
the center of each track, which leads to a sump from which the water is pumped
into the sewers. The inclines from the tunnels to the viaducts have grades of
1.38. This portion of the system starts at the west of the city, north of Charlottenburg, near the Zoological Garden, and terminates at Nollendorf Place. The
total length of tunnel is 1,856 yards, and the tunnel approaches are 622 yards
long.
The power house is near the center of the line, where the road meets the ELEC1
Ringbahn at the Potsdam station. The third rail system of distribution is used. EQUIF
The trains weigh 80 tons loaded, and consist of three cars, the first and last
being motor cars. They are provided with motors upon each of the four axles.
The motors are geared to obtain a train speed of 30 kilometers per hour. Each
train is made up of two third-class and one first-class car. The train headway is
from 3 to 5 minutes, according to the time of day, and the normal speed is from
I8 to 25 miles an hour. Each train has a seating capacity of 125 people, with
standing room for about 50 more.
The total cost of constructing the tunnels, viaducts, stations, car sheds, and COST
track equipment was $5,000,000, while the electrical equipment and rolling stock
cost $1,000,000.
The line was built with private capital. The concession runs for a period of
30 years. The company paid a dividend of 31 per cent. in I903. The traffic in
that year was Io per cent. greater than in I902.
THE BUDAPEST ELECTRIC SUBWAY.
Budapest, the beautiful capital of Hungary, has an electric underground
railway about 2 miles in length, extending under Andrassy street-one of the
finest residential streets in the world. Work was begun on this system in 1894,


CTURAL
JRES


rRICAL
'MENT


211




VIEW SHOWING CONSTRUCTION-BUDAP- ST.


KIOSK, BUDAPEST SUBWAY.




THE BUDAPEST ELECTRIC SUBWAY


and completed about two years later.  It is a double-track overhead trolley
subway, a little smaller in cross section than the double-track Boston tunnel,
which it closely resembles in design.  The side walls are built of concrete
masonry and support the steel channels which, with the arches sprung between
them, form the roof. The street pavement is laid immediately upon these.
Through the center of the tunnel is a row of steel columns supporting the roof.


PORTAL STADTW\ALDCHER-BUDAPEST.


The tunnel was constructed by the open-cut metliod, those portions of the street
occupied by the work being closed to traffic.
The accompanying engravings convey a clear idea of the manner of prosecuting the work. The street is fenced off at each end of the excavation, and a
fence is built down each side of the cut. The entrances are very ornamental in
design, and in keeping with the neighborhood in which they are placed.


2T13




RAPID TRANSIT


PARIS.*
The rapid transit problem of Paris has been solved in a manner widely
different from that pursued in any other great city.  This remark applies to
the law providing for the construction, as well as to the methods used in prosecuting the work.
The   law  authorizing  the  Metropolitan  Electric  Railway  System  was
adopted in March, I898. Lines were to be built as follows:
LINES          From the Porte Vincennes to the Porte Dauphine.
A circular line following the old outside boulevards.
From the Porte Maillot to Menilmontant.
Fronm the Porte de Clignancourt to the Porte d'Orleans.
From the Boulevard de Strasbourg to the Austerlitz Bridge.
From the Cours de Vincennes to the Place d'Italie.
From the Palais Royal to the Place du Danube; and
From Auteuil to the Opera through Grenelle.
FRANCHISE       The franchise was granted to the Campagnie Gen6rale de Traction for a
period of 35 years. This company was reorganized as a corporation whose only
purpose should be the operation of the road, and by a State decree was called
the "Compagnie du Chemin de fer Metropolitain de Paris."
The City of Paris tooki charge of all structural work; that is, of all tunneling, excavations, and viaducts, including the restoration of streets utilized to
their former condition, and of the platforms in the stations, but not of the passageways giving access to them. All other expenses-such as those involved in
the construction of tracks and electrical transmission lines, plants, and power
stations, the purchasing of the necessary sites, the preparation of stairways and
elevators for the stations and the cost of rolling stock, etc.-were to be met by
the company.
The fares authorized between any two points on the railway are I5 centimes
for a second-class and 25 centimes for a first-class ticket.
COMPENSA-       A part of the gross earnings is to belong to the City of Paris, at the ratio
TION PAID
CITY     * Much of the information contained in the following description of the Paris Subway
is obtained from a valuable paper read by M. Biette, Chief Engineer of the Metropolitan,
before the International Engineering Congress, held at St. Louis in October, I9o4.
We are also indebted to M. Biette for the excellent photographs from which the accompanying half-tones were made.


214




Porte


PARIS.




STATION, RUE DALLEMAGNE.


STATION, PLACE DE LA REPUBLIQUE.


PARIS.




K, A:,

"I


Jr    --


'\ 'It-.1 I
4
4,


14"1 — I 


VIADUCT-PARIS.




RAPID TRANSIT


of.05 centimes for each second-class and.10 centimes for each first-class ticket.
This is to be increased by.ooI franc for each io million passengers till it
reaches.055 and.105 franc, respectively, per ticket, as the number of passengers
carried increases from I40 millions to I90 millions a year.
The lines form three distinct systems, and have a total length of 77 kilometers (about 45 miles), exclusive of the spurs connecting them. The first
system must be finished by March, I906, and the second and third ten years
later. All the lines will be underground, except a part of the Circular Line, and
the line from the Cours Vincennes to the Place d'Italie.
CITY PAYS      The city has been authorized to contract special loans amounting to 335
PART OF
COST million francs for the purpose of defraying the expense of its part of the work.
Of this amount 285 millions of francs will be needed to cover actual construction. The rest will be applied as follows: Borrowing expenses, 7 millions;
cost of tearing up the streets at certain points, 28 millions, leaving a reserve of
I5 millions, to be used later in the construction of branch lines and spurs. The
total length of 77 kilometers is obtained by measuring the length of each line on its
axis. If the side tracks, crossings, etc., are added, the total length will be 84.7
km., counting the single track for only half its actual length. The structural
part of the railway will, therefore, cost the city an average of 3,400,000 francs
per km. The cost to the company having the franchise is estimated at 1,500,000
francs per km., so that the cost per km. of double track is estimated at 4,900,000
francs.
APPRECIA-      The following paragraph illustrates the public appreciation of the subway
TION OF THE
SYSTEM  system. M. Biette says: "According to the terms of the franchise annexed to
the law of March 30th, I898, the construction of the first three lines only was
made compulsory, but the success following the opening of the first line was so
great that it was decided to undertake the construction of the entire system.
* * * The order in which the different lines are to be constructed was determined by the convention granting the franchise; but the City of Paris is
allowed to construct more than one line at a time, provided the general order of
construction is not changed. Advantage has been taken of this privilege. The
new lines will increase the total length from 77 to I34 km."
IN     At the time M. Biette's paper was read the situation was as follows: Line
OPERATION
AND No. I, from the Porte de Vincennes to the Porte Maillot, the northern Circular
BUILDING Line; No. 2, from the Porte Dauphine to the Place de la Nation, along the boulevards on the right bank of the Seine, and the section of the southern Circular,


2I8




PARIS


No. 2, between the Place de l'Etoile and the Seine, now in operation. The
southern Circular Line, from the Seine to the Place d'Italie, along the boulevards, had been finished, so far as the tunnel was concerned, and it was necessary only to finish the great works at the two crossings of the Seine in order to
connect it with the lines in operation. These works are now under way, and
will be ready some time this year. Work has been commenced on Lines Nos.
4, 5 and 6, and the preliminary plans for the construction of Nos. 7 and 8 are
under way.
The number of passengers carried in the first three years was as follows:
In I90I, 52,096,285.
In I902, 63,02I,068.
In I903, 67,993,I47.
From an engineering point of view the Paris tunnel cannot be described as a DESIGN OF
TUNNEL
"tube," any more than the New York Subway. The London tubes, strictly so
called, are circular in section, and formed of cast-iron plates. This form is
admirably adapted to the soil of London, but was not considered suitable to conditions in Paris. The engineers adopted a plan having the following characteristics: There was to be no metallic tubing, except in crossing the Seine. A
double-tracked masonry tunnel was to be built and was to run as near the surface as possible. This method was considered to have the following advantages:
It would be economical to construct, facilities of operation would be greater, and
the stations would be easier of access. It was thought also that the danger of
disturbing adjacent buildings during construction would be less.
M. Biette remarks further:
"Objection to the surface plan adopted at Paris may be raised on the
ground that it requires altering underground conduits, sewers, water and gas
mains, electric cables, etc., which are very numerous in the subsoil of the metropolitan highways. This objection cannot be denied; but it has been possible to
replace these conduits without serious trouble; and the expense incurred, although
very heavy, is nothing compared to the increase in cost that the tube system
would have caused to no purpose; such expenses, in any case, have no
weight if the advantages of the plan adopted are considered."
The standard section of the double-tracked tunnel is formed by an elliptical STANDARD
arch, having a width of 7.Io m. and a rise of 2.07 m., supported by two side TION
walls finished inside by circular arcs; the section is completed by an invert.


219




RA PID TRArSIT


The width at the rail level is 6.60 m.  Where it has not been possible to
follow this design a metallic roof, supported by masonry walls, has been built.
The parts of the tunnels connecting the different lines are single track, the
arched roof being 4.30 m. wide. The stations are arched wherever the clearance allows; metal roofs are erected when this is not possible. A standard station, whether arched or metal-roofed, comprises two side platforms 75 m. long
and 4.IO m. wide. They are reached by staircases openinIg on the streets, and
leading into underground rooms where tickets are sold. P-assengers reach the
nearest platform  by other staircases, and those more distant by similar staircases, after crossing the railway tracks by footbridges.
ELEVATED      The elevated part of the system consists of a metal viaduct forme(l by a
STRUCTURE
series of separate bents of variable lengths, composed of two side beams supporting the floor system on their lower flanges. These bents, as a rule, are
carried on cast-iron columnns; but when necessary to secure greater stability
masonry pillars are used. In order that the viaduct may not interfere with street
traffic, the length of the trusses conforms to local conditions. Spans of about 22
metres have been found most satisfactory, except where longer ones are needed
for special reasons. Larger spans were resorted to in crossing important streets
and railroad tracks; for instance, the crossing of the Northern and Eastern Railroads, on the right bank of the Seine, require(! three spans of 75.25 m. each.
The lower chords of the girders are straight, and the upper ones parabolic.
The trackway ballast is supported by brick arches connecting the cross-beams.
This system was adopted for the purpose of lessening the vibration from passing trains, and of reducing resulting noises and tremors to a minimum. When,
however, the trusswork is longer than usual and this method would unduly
increase the dead weight, the track is laid directly on a platform  formed of
cross-beams connected by stringers covered with metal plates. The minimum
distance between the surface of the street and lower chords is 5.20 m., this clearance being sufficient to permit the passage of vehicles with high loads.
ELEVATED      The elevated stations are constructed on the same plan as the viaducts, each
STATIONS having a total length of 75 m. Staircases lead from the street to intermediate
platforms, where the ticket offices are placed, and from there to the station
platforms.
As a rule, passengers have to change cars at junctions and points of transfer. This plan was introduced in order to avoid the danger of collisions in
switching trains between lines, and loss of headway on given lines. Loss of


220




PARIS


time at terminals is avoided by the provision of loops, which permit trains to be
moved directly from points of arrival to points of starting.
Two kinds of masonry arc used in the underground work. sandstone and
concrete; the first being employed for arches, and the second for side walls and
floors. All visible facings inside the stations are covered with white tiles, or
enameled brick; all other work with cement. All metal work, such as bridges,
roofs, and stations, are made of soft rolled steel having an elongation of 23 per
cent. under a breaking load of 43 kg. per square mm. of section.
The preliminary work, such as (liverting sewers, water mains, and other
conduits, is let out by public tender; this system being compulsory in France
for public undertakings generally. The plan is described as follows:


"Each line is divided into sections, generally about I,ooo m. long, and never
more than 1,500 m. long for underground work. For the elevated parts the
length of the sections is limited to about 900 m. Each contractor has a time
limit fixed for the completion of his work, and generally this limit is calculated
by allowing one month for IOO m. underground, and three months extra for the
preliminary organization of the plant. A large premium is given for each day
gained on the limit fixed, and an equal fine imposed for each day of delay. By
this arrangement the work is completed in a comparatively short time. Line
No. i, the first built, with a length of Io.5 kni. (about 7 miles), was finished in
17 months of actual work, and Line No. 2, on the left bank of the Seine, with a
length of 9.4 km., was finished in I8 months.
"On each section there is, generally speaking, only one point at which ground
is broken; but other secondary points are sometimes authorized, as at stations or
other works of special importance. At such points the contractor sinks vertical
shafts in which electric elevators are installed for hoisting excavated material,
and lowering materials of construction. In the ordinary construction of the
tunnel the method followed is nearly always to construct the arch first, the side
walls next, and then the floor.
"For stations, however, and arches of special works, where the span is
more than io m., the side walls, Or abutments, are first constructed in galleries,
and then, as the case may be, the arch is constructed, or the metallic roof put in
position; the core of the tunnel is then excavated, and finally the masonry for
the floor is laid."
At first it was expected to construct Line No. I by means of a shield of the


METHOD OF
BUILDING
SHIELD NOT
APPLICABLE


221




RA PI) TRANSIT


VIEW SHOWING CONSTRUCTION-PARIS SUBWAY.


Brunel type. It was expected that the shield plan would do away with most of
the breaking up of the streets. But better results were not obtained with it
than with timbered headings. Where the design calls for a strong lining like
cast-iron, and where progress is made through material of uniform consistency,
the shield presents marked advantages; but in ground of a varying character,
such as the sub-soil of Paris, the results are not so satisfactory. In that city
excavations, bad fillings, foundations of old buildings, and the like, which prevent the regular advance of a mechanical device, are encountered. In ground of
that kind it is often necessary to increase the strength of masonry, either by
reducing the outside cross-section or by increasing the thickness. Such modifications are difficult to make when the shield is used.
The heading was advanced by digging out the highest part of the tunnel
and constructing the arch. In some localities good results were obtained by
opening two headings simultaneously, one at the top and the other at the bot

ADVANCING
HEADINGS


222




PARIS


tom, the last one being kept in advance of the first. The lower heading is used
to carry out the earth, and the other to bring in the materials for the arch. The
arch masonry is built in sections 3 m. in length. In solid ground the bench is
nearly all taken out before the walls are begun; but in soft earth trenches of
variable dimensions are cut before the bench is removed. When the arch and
retaining walls have been completed, grout is forced behind the masonry so as to
fill any spaces between the masonry and earth, these injections being made
through holes left in the masonry during construction. The holes are provided over the whole surface of the arches and one-half meter down below the
springings.
One of the most difficult problems to solve, in the construction of the Metro- REMOVING
politan Railway, was the removal of excavated material and the carrying in of EARTH
materials of construction. If it is considered that when a bench is removed an
average section produces from 8oo00 to i,ooo cu. m. per 24 hours, it is easy to


BRIDGE ACROSS SEINE-PARIS.


223




RA-PID TRANSIT


understand how difficult it is to remove such amount of earth by means of
ordinary carts in the center of the heavy traffic of Paris. Methods more modern, more rapid, and more economical were sought. For instance, in the central part of Line No. I, running at a short distance from  the Seine, the
contractors did not hesitate to build special galleries, many hundreds of yards
long, in order to connect the tunnel with the Seine, and thus allow the removal
of the excavated material by boats. At other points the street car tracks connecting with the suburbs of Paris have been taken advantage of. Spurs have
been constructed from these tracks to elevators in the working sites so as to
allow the direct removal of excavated material without reloading.  On Line
No. 3 the earth coming from the central sections near the St. Lazare Station,
the Opera, and the Bourse has been carried beyond Paris by means of a temporary spur constructed specially to connect with the Ouest Railroad.
WORK AT      Lines 2 and 8 cross the Seine twice, and Lines 4 and 6 once. Lines 4 and 8
THE SEINE
pass underneath the river through metal tubes. The Passy Viaduct is doubledecked, one deck for carriage traffic and the other for trains. It occupies the
site of a foot bridge connecting the Boroughs of Passv and Grenelle. It was
necessary to do away with this bridge, but it was also essential not to cut the
connection between the banks. The bridge was, therefore, moved back, parallel to
itself, a sufficient distance to free the working sites of the viaduct. This bridge
consists of two similar parts which correspond to the two arms that form the
Seine at this place. The part above the wider arm had a length of I20 m., a
width of 6.50 m., and a weight of 320 tons; the other had a length of 90 m., a
width of 6.50 m., and a weight of 240 tons. Two metho(ls were employed in
moving the two spans. The wider arm was placed upon rolling timber platforms, supported on piles, and moved by means of windlasses, the distance
being 30 m. The entire operation was performed, in four hours, without the
slightest trouble, and without having interrupted in the least the traffic on the
river. The other span was floated to its position on barges.
DIFFICULTIES     The difficulties encountered by the engineers of these roads were of a type
ENCOUN   varying widely from those confronting the designers of underground roads in
TERED vri                  *t.o,',..c
other large cities. The sever, water, and gas pipes found in other works were
here present, but a greater obstacle was the diversified character of the ground,
which possessed different qualities in each section, and compelled the changing of
the plans almost c'ontinually in order to overcome new troubles. One notable
instance was as follows: Iine No. 3 connects with the Circular Line, on the


224




PARIS


right bank of the Seine, at the Boulevard de Courcelles, between the Boulevard
Malesherbes and the Avenue de Villiers. As originally planned this connection
was to have been on the level, so that for a certain length the tunnel was made
I8 m. wide, in order to accolmmodate four tracks and junctions between the two
lines for handling the empty cars. But it was decided to provide for a possible
extension of No. 3 toward the periphery, and as this could only be done by passing ulnder No. 2, it became necessary to deepen the tunnel common to both lines,
and to build at once the crossing of this line under the side wall of the great
I8 m. arch. This task was done by! alternating cross trenches, each 2 m. wide.
The crossing under the other side wall of the arch, having a bad slanting direction, two galleries, joined together by a single track, have been substituted for
the standard type of tunnel.
Another difficulty may be mentioned. This was caused by the formation of
the sub-soil met in the construction of Line No. 3 at the Terminal Menilmontant,
under the Avenue Gambetta and the Rue Belgrand. It is composed of gypsum
marl that forms the bottomr of a basin filled with clay or fine sand, both being
impregnated with water. The water bearing sand forms a particularly troublesome element. The work was done as follows: The side walls were first
un(lertaken in such a way as to obtain the drying of the thin sand. For this
purpose a large number of wells were sunk from time to time through the layer of
sand to the marl. These wells, sunk with all the care necessary, were provided
with permanent means of drainage, and by their continued operation caused the
semi-fluid groundl to become firm enough to permit the construction of the
tunnel.
TI; to the present time the construction of the Metropolitan Lines has progressed rapidly; and a considerable advance, viewed from the length of actual
construction, on the time allowance granted by the franchise, is noticeable.
The care taken to provide in Paris a rapid transit system that will serve the
public needs admirably will be appreciated by those who carefully study the
map of Paris given herewith, and the rapidl transit lines laid down upon it.
It would be impossille, however for anyone to know how little the public
were inconvenienced during the construction of the lines already completed,
except by observation on the spot. A visitor to Paris, during the time of construction, might have gone about the city for lays and have remained in ignorance of the fact that the work was going on.


225




RAPID TRANSIT


GLASGOW SUBWAYS.
FIRST     In I882 Parliament granted to the Glasgow City & District Railway a
ROAD franchise to connect the two lines of the North British Railway, so that some of;
its trains could run through the city. This line is 3.I2 niles long, and has four
stations. It was opened in I886. One mile was built by tunneling; 3,483 feet by
cut and cover; 3,942 feet in open cut between retaining walls; 330 feet were
under bridges, and 342 feet under the Queen street station, the main terminus of
the railway. The road is double track. The tunnel is a brick arch, with a clear
span of 26 feet in rock, and 27 feet in other material. On the urban portion of
the line there are four stations, all of which are wholly or partly open at the
top. The tunnel part of the road cost ~334,000 per mile.
In I888 the Caledonian Railway was authorized to construct the Glasgow
Central Railway to connect its existing lines. This is a double-track road, 6.4
miles in length. In section the tunnel is a brick arch, supplemented with a concrete invert wherever the ground is soft. Where it was desirable to have the
structure as near the surface as possible, a flat roof of plate girders was substituted for the arch. Most of the cut and cover work was done along Argyle
street and the Trongate, the most crowded thoroughfares in the city. Before
commencing the railway, it was necessary to rearrange all the street pipes and
sewers for a distance of 2' miles.
BUILDING      In the act granting permission to build the road, important clauses were
RESTRIC- introduced limiting interference with street traffic.  Streets like Argyle were
TIONS
not to be torn up except between I2 P. M. Saturday and 5 A. M. Monday.
Excavated material was removed through special openings, limited in area to
50 by 17 feet, and placed not nearer to each other than 200 yards. Streets of
minor importance were torn up a portion at a time, but the surface had to be
restored inside of three months.
Including those at the ends and the one at the terminus of the Maryhill
Branch, there are I2 stations at average intervals of half a mile. Wherever possible the stations were made uncovered, only three being entirely roofed over.
Five are partly underground, and four are entirely in the open. In general the
stations are 6oo feet in length and 47 feet in width, thus providing two platforms 13 feet wide.
CLAIMS FOR      Many claims for damages were made during the construction, but most of
DAMAGES the suits were decided in favor of the company, the exceptions being cases where
the time allowed for keeping the streets open was exceeded. Under the law in


226




BOSTON


England, no damages can be collected for commonplace or ordinary obstructions, the principle being that the right to make such obstructions is a part of
the franchise, even though the company selects the site. A suit for damages
was brought against the City & South London Railway because it had established its power station on property next to an orphan asylum, thereby rendering the latter uninhabitable. The decision was in favor of the defendant, on the
ground that the company had statutory power to carry on the undertaking,
and to do anything necessary to accomplish its object, even if it proved a nuisance, provided it exercised reasonable care and skill.
The total contract price for the work was ~I,900,000, or about i300,000 per
mile. The road itself, without equipment or station fittings, cost ~ I,020,000.
In 1891 work was begun on the Glasgow District Subway, a line built for GLASGOW
purely local traffic and having no connection with any other road. It is a two- DISTRICT
SUBWAY
track circular road, 61 miles long, the route as far as possible following the
street lines. The two tunnels are II feet in diameter, and are built of cast-iron
plates. Each station, of which there are 15, is 150 feet long, with island platforms IO feet wide and stairways 6 to 8 feet wide. Exclusive of land and
equipment, the road cost ~II5,ooo per mile.
The Glasgow Harbor Tunnel crosses the bed of the Clyde, and provides GLASGOW
HARBOR
passageway for vehicles and pedestrians. It comprises three tubes, having a TUNNEL
shaft at each end 80 feet in diameter and sunk 75 feet below the surface. Each
tube is I6 feet in diameter in the clear and 720 feet long. Two of the tubes are
paved for vehicles, the third being for foot passengers only. In each shaft are
six elevators for handling vehicles and passengers.
BOSTON.
Boston was confronted with a peculiar tra.nsportation problem. Numerous
radiating lines converged on a few streets at the center of the city. Some of
the busiest thoroughfares were so occupied by electric cars that vehicular traffic
was greatly interfered with. Many of the streets in the congested district were
narrow and crooked, and were bordered by business establishments requiring
the employment of many wagons. The problem was not so much one of providing rapid transit facilities as of relieving the streets within an area about one
mile long and not much more than a quarter of a mile wide. The solution was
reached by building a subway through the congested district, and placing all
the trolley lines within it. The road has been finished, the congestion relieved,


227




RAPID TRANSIT


BOSTON
ELEVATED
COMPANY
BOSTON
TRANSIT
COMMISSION


and, the streets returned to the unrestricted use of pedestrians and ordinary
vehicles. A comprehensive idea of the old and of the present state of affairs
may be formed from an examination of the two engravings, given herewith,
slowing the conditions of Tremont street before and after the improvement.
The Boston Elevated Railway Company was incorporated in 1894 with a
capital of $Io,ooo,ooo. This company was to build and operate certain lines of
elevated railroad in Boston and vicinity. The company deposited, with the city
Treasurer, bonds to the amount of $500,000 to indemnify the city for any damages. It is to be assessed, and to pay taxes the same as any street railway. On
and after the first of January, I907, the company is to pay a franchise tax of not
less than I per cent., nor more than 5 per cent., of its gross earnings, as the
Board of Approval may decide. This tax is to be paid into the treasury of the
Commonwealth, and distributed to the different towns and cities affected, in
proportion to the mileage operated in each.
This road must not be confused with the lines authorized by the Boston
Transit Commission at a later period. It controls the elevated roads of the city,
but has nothing to do witl the subways, with the exception of a short section
constructed solely for its own exclusive accommodation, as will be explained
presently.
The Boston Transit Commission was created by an act approved July 2,
1894, and accepted at a special election held July 24, I894. The commission is
composed of five members, three of whom were named in the act, and two
appointed by the Governor. The term of office was originally 5 years, but this
waas afterward extended to the first day of July, I906. If the term of the commission should expire before the completion of the work, the duties are to be
assumed by the mayor, city engineer, and treasurer. Any vacancy in the commission is to be filled by the mayor, subject to the approval of the board of aldermen. The act names the routes along which the commission may build subways, but the commission cannot extend these lines or construct new ones; it
has no initiatory power.  Provision is made for building a bridge over the
Charles River. The commission may, on or before the completion of the subway, grant locations for tracks in it to any street railway company, and "shall
order all surface tracks to be removed from Tremont street, between Boylston
street and Scollay Square, and from Boylston street, between Park Square and
Tremont street; and may order any other tracks that, in its opinion, have become
unnecessary by the construction of said subway and tunnels, and which are


228




PROPOSED TUNNEL IN WASHINGTON ST. SHOWN THUS, CHANGES IN SUBWAY
'     ELEVATED RAILWAY TO CAMBRIDGE       -
"    CAMBRIDGE ST. SUBWAY           "   "    _
BOSTON St)BWAY AND EAST BOSTON TUNNEL"         ",
ELEVATED RAILWAY                        Al ",
ENTRANCES TO.TATIONS WASHINGTON ST. TUNNEL" i


BOSTON.




RAPID TRANSIT


EXPENDITURE
LIMITED
ADDITIONAL
ROUTES
AGREEMENT
WITH
BOSTON
ELEVATED
AGREEMENT
WITH
WEST END
COMPANY


above said subway and tunnels, or within a distance of I,OOO feet from any
entrance to said tunnels, to be removed from the streets." Electric wires may be
placed in the tunnel at such compensation as may be determined by the
commission.
The work is to be paid for by bonds issued by the city treasurer, not to
exceed $7,000,000, and such further amount for the Charlestown Bridge, in addition to the $750,000 appropriated by the city council, as may be necessary for its
completion. A sinking fund is created into which are to be paid all premiums
from the sale of bonds, and all proceeds from sale of lands or rights to use the
subways.
On the completion of the subway the commission may contract for the use of
the tracks to any street railway company for a period not exceeding 20 years,
the compensation to be determined by the commission, subject to the approval of
the railroad commissioners.
The act of I902 provided for the construction of an additional subway from
Broadway and Washington street to Court and State streets, and thence to Adams
Square, Haymarket or Causeway street, together with connections with the East
Boston Tunnel and the existing subway. This further subway was to contain two
tracks exclusively for use by elevated trains, and two tracks for surface cars.
Within go days after the passage of the act, the commission executed with the
company (Boston Elevated Railway Company, mentioned above) a contract for
the exclusive use of this short section of the subway for a period of 25 years from
the date of opening. The annual rental is to be 4- per cent. of the cost of the
tunnel. The cost of the tunnel includes all expenditures for construction and acquisition and interest at the rate of 3- per cent., per annum, on the debt incurred in
construction prior to the beginning of the use. If the company execute the contract, it man, subject to the approval of the Board, construct certain additional
lines of elevated railway. Upon the completion of the tunnel the company must
remove its elevated trains from the existing subway. The commission had
granted the use of the subway to this company as a matter of convenience for
the public, and no permanent rights had been issued to the Elevated Company
for such use. The arrangement was only of a temporary character, to be
annulled upon the completion of the short section referred to.
In December of the same year a contract was made with the \Vest End
Street Railway Company, controlling the surface lines of the city, by which
that company was granted the exclusive use of all the subways then constructed


230




I.
PARK AND TREMONT STREETS ---BOSTON. AS IT IS A4ND AS IT WAS.




RAPID TRANSIT


FOUR-TRACK CONSTRUCTION-BOSTON SUBWAY.


and those to be constructed in the future. The term of tlhe grant is 20 years.
For this privilege the company pays the city the sum of 47 per cent. of $7,060,ooo, the compensation to begin when the company assumes control. The colmpany also agrees to pay an additional sum of 5 cents for each passage male
through the subway by a car not exceeding 25 feet in length, and a proportionately greater rate for each car of greater length. All equipment furnished by
the company is to be the property of the company as long as it shall continue to
operate the tunnel; this equipment is to be purchased by the commission, at a
fair valuation, if the company ceases operations. The company is to make all
repairs.
NO GRADE       The routes built and building are shown on the accompanyiing map. The
CROSSINGS station at the corner of Boylston and Tremont streets is so designe(l that there is
no grade crossing of tracks on which cars run in opposite directions, the separation being effected by means of a sub-subway for the south bound Tremont street
cars. At Park street is a loop around which all cars pass that do not run
beyond this point. There are four tracks under Tremont street along the line of
the Common, these taking the place of the two surface tracks. li(ls for the


232




BOSTON


construction of Section I, which included all that portion of the subway on
Boylston street to West street, with the exception of the station at the corner,
were opened March 20, 1895. The first spadeful of earth was removed on
March 28, I895.
The incline is an open avenue descending from the surface of the ground DESIGN OF
opposite Church street to the subway portal. The length of the incline is 318 TUNNEL
feet, and it descends about 17 feet in that distance. It has granite walls, underneath and back of which is concrete masonry, with all the deeper portions supported on a pile foundation. The two-track subway is 24 feet to 24 feet 8
inches in width inside, I6 feet 6 inches in height along the center, giving a clear
height of 14 feet above the rails. The side walls are composed of I5-inch Ibeams spaced 6 feet apart, standing on granite footing-stones.  The space
between the beams is walled with concrete, in which the beams are bedded.
The roof is supported by 20-inch I-beams spaced 3 feet apart, the intervening
space being bridged with brick and concrete masonry. The four-track sub

PARK s       ST STATION-BOSTON SUBWAY.


233




RAPID TRANSIT


way is similar to the two-track, with the exception that its clear width is 48 feet,
and that it has a row of columns along its center.
A provision of the act required that the commission "shall so conduct the
work of construction that all streets and places under or near which a subway is constructed shall be open for traffic between 8 o'clock in the forenoon
and 6 o'clock in the afternoon."
The method of building the subway will be understood from the following
extract from the specifications:
METHOD       "Trenches about 12 feet wide shall be excavated across the street, to as
OF BUILDING great a distance and depth as is necessary for the construction of the subway.
The top of the excavation shall be bridged by strong beams and timbering, whose
upper surface is flush with the surface of the street."  [These beams usually
consist of hard pine Io inches by 8 to 12 inches, 20 feet long, placed side by
side lengthwise of the street. Two or more 6-inch I-beams are used for supporting each rail of the street railway. The ties of the railway are usually under
these beams and fastened to them with bolts. The surface of the beams is covered with plank, precisely flush with the paving of the street.]  "These beams
shall be used to support the railway tracl as well as the ordinary traffic. Portions of the bridging can be removed day and night. In each trench a small
portion, or slice, of the subway shall be constructed. Each slice of the subway
thus built is to be properly joined in (lue time to the contiguous slices. The
contractor shall at all times have as many slice-trenches in process of excavation, in process of being filled with masonry, and in process of being backfilled
with earth above the completed masonry, as is necessary for the even and steady
progress of the work toward completion at the time named in the contract."
This method does not disturb the railway tracks at all, and leaves the
wllole surface of the street entirely free, in the day time, for normal use.
MASONRY       The masonrv tunnel is built with concrete side-walls and brick arches that
TUNNEL spring from one  all to the other. The arches have heavy concrete backing, and
are further strengthened by vertical I-beams about 6 feet apart, imbedded in
the walls, each pair of opposite beams being connected at their top by a tie-rod
which passes just above the interior crown of the arch. The tunnel is 12.25
feet wide in straight sections, and considerably wider at the curves. The height
from the invert to the crown is I6 feet. The side walls are 2 feet in thickness.
The bell-mouth, where two tunnels join, is 30 feet wide and has a clear height of


234




BOSTON


21 feet. The side walls are 4 feet 10 inches thick and the brick arch 28 inches
thick. The arch is strengthened by tie-rods 2 feet apart strained against washer
plates. The bell-mouth grows smaller in cross-section until it unites with the
normal wide arch of the subway, which has a span of 23 feet and a height of
crown of I7i feet.
A roof-shield, similar to an ordinary shield, except that the lower half was ROOF
omitted, was used successfully on a portion of the work. It was an arch-like SHIELD
structure, 12 feet long, with a rise of 8 feet 7j inches in its outer span of 29
feet 4 inches. It was built around two arched girders 3 feet 8 inches deep,
placed 4 feet apart, leaving 4 feet of overhanging plates at front and back. The
space between the girders was divided into IO compartments, in each of which
was placed a hydraulic jack. The track supporting the shield was placed on the
side walls, cast-steel shoes being provided for the shield to rest and move upon.
The greatest freedom and accuracy of manipulation were found possible with
this arrangement, the control of the valves being effective in correcting slight
changes in direction, overcoming uneven resistances, and in traveling around
curves. As the shield moved forward the I-inch space over the arch masonry,
due to the thickness of the shield plates, was filled with cement grout (pumped
through pipes left in the brickwork), so as to make a close connection with the
earth above. The material passed through was compact clay and sand, and loose
sand and gravel, with occasional boulders up to 4 feet in diameter. This is
perhaps the first instance of the use of a shield in connection with a masonry
tunnel.
The walls of the stations are lined with enameled white brick. The steel
columns are encased in concrete and painted white. The brickwork, and the
exposed steelwork of the roof, are also painted white. The staircase walls are
lined with white brick, and the roofs are made of metal and glass.
Prior to I897, when all the Tremont street car traffic ran on the surface, the DAILY
utmost limit of capacity of the surface tracks was found to be about 200 cars TRAFFIC
per hour each way. The rate of progress was often not more than two miles
per hour. In October, I898, one month after the complete transfer of the surface traffic to the subway, the number of cars passing freely each way at the
same point within the subway, during the hours of greatest travel, was 282, the
rate of speed, including stops, being between 7 and 8 miles per hour. This
meant that the cars between the Public-Garden entrance and the Park street


235




BELL MOUTHS UNDER TREMONT STREET --- BOSTON SUBWAY.




BOSTON


station, moved on a fixed schedule time of 4 minutes in the subway, instead of an
uncertain time on the surface varying from IO to 20 llinlltes.
WNhen the Park street station was opened the co0mmission was confronted
with a problem apparently without a counterpart in steam or street railway practice. Between the hours of 4:30 and 6 in the afternoon the outgoing platform of
this station was served by about J80 cars per hour. These belonged to more
than 20 different routes, and came to the platform without any fixed order.
The passengers did not know what cars were coming nor where they would stop.
Dire confusion was the result. lhe trouble was obviated by the introduction of a
large indicator upon which just before the arrival of a car, the name of the car
and the location of its stop were shown.
The East Boston tunnel extends from Maverick Square, East Boston, under EAST BOSTON
TUNNEL
the harbor to the city proper. It carries two electric railway tracks. The East
Boston approach consists of an open incline 139 feet long, and a wide-arch
subway 680 feet long. The tunnel portion has a total length of 4,430 feet.
lUnder the harbor the tunnel is 20o feet inside height by 23 feet wide. The tunnel was excavated by means of a roof-shield, as previously described, compressed
air being employed to prevent entrance of water. In building the tunnel the
invert was put in and the side walls carried up to within I6 inches of the springing line of the arch. The walls were terminated at this height in order to
serve as foundations for the tracks upon which the roof-shield was to run. Side METHODS
drifts, 8 feet square, were dug in advance of the shield, and then the core was
taken out and the invert and side walls put in. Curved steel ribs made of Io-inch
channels, spaced 30 inches apart, were used as centering for each ring of arch.
After lagging had been placed on the ribs, the concrete was put in. The final
keying up of each ring of the arch was (lone through two holes, about 13 inches in
diameter, in the rear girder, at the top of the shield. Curved sheet-iron troughs
were extended from these holes to the top of the arch. Concrete thrown into
the troughs was pushed into the unfilled space at the crown of the arch. As
soon as one ring of arch had been finished, the shield was pushed forward 30
inches and another ring put in. The space left vacant over the completed ring by
the advancing tail-piece of the shield was filled with grout forced through a
vertical pipe placed at the crown of each ring. This was probably the first
successful example of fresh concrete work in connection with the shield method.


237




RAPID TRANSIT


COST


The following is a summary of the cost of the several works up to June 30,
I904:
Original subway                               $4,158,988.26
Alterations.....243,438.77
Charlestown bridge......  1,570,I97.98
East Boston Tunnel.....                    2,744,088.01
Boston Tunnel and Subway....    I56,3I0.23
Grand Total...... $8,873,023.25


BOSTON ELEVATED ROADS,
The elevated railroads of Boston, controlled by the Boston Elevated Railway Company, extend in a north and south direction through the business portions of the city. When the present extensions shall have been completed it will
extend from Forest Hills on the south, through the city to Charlestown and East
Boston on the north and east. The present system, which is elevated throughout, passes along the docks through Atlantic avenue.
As we have already explained, the Transit Commission is building a tunnel under Washington street for the exclusive use of the elevated road; this
and the East Boston tunnel under the harbor have been leased to the elevated
company.
CHICAGO.
Chicago has inaugurated, and is now rapidly extending, a system of tunnels
that bids fair to have a marked influence upon the rapid transit problem in that
and other cities. The plan is original in its design; comprehensive, in that it
covers the congested district, and, as far as may be judged at the present time,
effective, in that it provides the desired relief. The fundamental idea has been to
place the transportation of merchandize, mail, and express matter, and all supplies and refuse, in tunnels, and in that way reserve the streets for the exclusive use of the people. It is evident that such a scheme, in order to be thoroughly
successful, must cover the district perfectly; it would fail if any portion, however insignificant, were omitted. Every building, the occupants of which require
material of any description from without that particular territory, must be
reached by the system.


238




le
1.    lpI'.
X-17 1,\ -


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C    "1 ~ f T I l




RAPID TRANSIT


CONGESTED       The business center of Chicago occupies an area of about one and a half
DISTRICT square miles. \Within this space are the great department stores, the office
buildings, the newspaper offices, some large factories, and terminals, including
six freight depots for 25 trunk lines entering the city. In addition to all this,
the district is enclosed in a loop formed by four converging elevated roads.
Some conception of the condition may be formed from the fact that the teaming, necessary to the transfer of goods in this district, has grown to greater
proportions probably than in any other city of the world, regard being had to
the space occupied. On thirty-two miles of streets, the daily movement of merchandise averages about Ir2,000 tons. During the busy hours as many as I,ooo
teams have been counted passing a street corner in an hour. Fortunately for
those advocating the freight tunnel plan, the streets, as shown upon the accompanying map, are straight and laid out at right angles.
The following item from a Cliicago paper clearly, although facetiously, outlines the project:
CHICAGO      "What the subway means to Chicago: Clean streets, pure air, sunlight for
SUBWAY the people, underground subway for freight traffic; just the reverse of New
DEFINED
York and London, where the people are put underground, and teaming and
trucking given the preference. Coal, ashes, dirt, excavations from building sites,
offal, etc., taken off the streets and hauled underground. All the dirt and
annoyance are abolished. Every building in the business district is equipped
with tunnel connections, and thus brought into direct communication with every
raiiroad and steamship line in the world. Freight, merchandise. and fuel are hauled
in; ashes, dirt, and refuse hauled out. Uninterrupted free traffic on the surface
for the people who walk, drive, or ride in surface and elevated cars. The streets
for the people; the tunnels for merchandise, coal and freight."
The inception of this project was probably due to a strong public feeling
that the charges for telephone service in the city were too high. Taking advantage of this feeling, the Illinois Telephone & Telegraph Company was incorporated, and granted permission to build tunnels and conduits under the streets
for telephone wires. This was in I899. In I903 the terms of the charter were
broadened so as to include apparatus for the transmission of newspapers, mail
matter, parcels, merchandise, coal, etc.
'IORDINANCE     The ordinance of I903 provides that at the expiration of the charter in I929
"all tunnels and conduits heretofore constructed, and all tunnels hereafter con

240




CHICAGO


structed, under said ordinances, shall, without the payment of any consideration,
become and be the absolute property of the city of Chicago, free from liens and
incumlllrances."
The ordinances contain the following provisions: The trunk or main line
tunnels must not be more than 12 feet 9 inches in width and 14 feet in height;
the small tunnels not more than 6 feet in width and 7~ feet in height. The
crown of the tunnels must not be less than 19 feet below the city datum. The
company must lower or remove its tunnels if the city decides to build water
tunnels or subways with which they would interfere. Space must be reserved,
in each of the tunnels, for the use of city telegraph, electric light, and telephone
wires. The company has the right to connect up any of its tunnels with the
lots of private owners abutting on such streets, aiid also with the branch offices
or deliverv stations of said company, by proper passageways or connecting tunnels. The company may lease its works to another duly authorized company,
but it shall not maintain or operate cars or vehicles of any kind for the conveyance or transportation of passengers, nor shall it have the right or authority to
lease space in its tunnels to any Iperson, firm, or corporation to carry passengiers
in any manner.
The city reserves the right to regulate all charges and rates for the services rendered.
At the end of 20 years fromn the granting of the franchise, the citey may DURATION OF
plurchase the entire property and equipment, with the exception of the wires, FRANCHISE
necessary to the carrying on of the telephone business; but the telephone company must pay a reasonable rental for the use of the tunnels. The city is to
pay inl cash the value of the property as determined by three appraisers in the CITY TO
1      I                       PURCHASE
usual way. The appraisers, in determining the fair cash value of the property,
"shall not take into consideration its earning power or the value of any franchise or license, but shall allow for the property the then cost of duplication, less
depreciation."
If, at the expiration of the grant, the city should not desire to purchase nor to
operate the tunnels, the privilege is to be granted to the corporation making the
most advantageous proposal. If the proposal of the Illinois Telephone & Telegraph Company is not as advantageous as that of some other corporation, such
otler corporation may irurchase the property at an appraised valuation.
For the privileges granted, the company must pay to the city in January of


241




TRAIN AT STREET INTERSECTION-CHICAGO.




CHICA(.GO


each year the following percentages of its gross receipts for the preceding year:
"For the first ten years of the grant, 5 per cent.; for the second tell ears of
the grant, 8 per cent; and for the balance of the grant, 12 per cent. On all
gross receipts the company derives from the rental of space in its tunnels and
conduits it shall pay into the city treasury 20 per cent. annually."
If the company fails to complete the work authorized by the franchise PENALTIES
within 5 years, it shall pay to the city $200,000 within 60 days after the expiration of the 5 years. In case of failure to pay this amount within the time
specified, the company forfeits "all rights acquired under this ordinance, together
with its plant and equipment."
If the company fails to construct and operate 50 miles of tunnels, within IO
years from the passage of the ordinance, it forfeits its plant and equipment.
Within 5 years it must also have a telephone equipment adequate for the service of 20,000 subscribers, or forfeit its plant.
The original company has been succeeded by the Illinois Tunnel Company. ILLINOIS
which now acts as both constructing and operating company. Twenty-eight COMPANY
miles of subway have been finished, and, when fully equipped, 60,000 tons of
freight can be handled daily. The longest line is about I mile. It lies under
Wabash avenue, one block west of the lake front. There are eight principal
passages, one under each street parallel with Wabash avenue and west thereof,
making nine north and south tunnels in all, with four secondary tunnels running in the same direction. At right angles with these are 15 tunnels.under the
cross streets. The accompanying engravings show the form of the tunnel, and
the switches and connections at the intersections.
The work was done by what is known as the pneumatic system, in which METHOD OF
the air-lock of the ordinary pattern is placed in the completed section, and
air at from 5 to 7 pounds pressure carried in the heading. This method was
not absolutely necessary, as the soil was of such a nature that it would stand
without caving or swelling.
Following closely all excavation work, channel-iron ribs were placed in
position, with lagging behind them. Concrete was then rammed in between
the lagging and earth, and in this way every void was completely filled. The
lateral conduits were built with a I3-inch invert and Io-inch walls. The trunk
system was constructed with 2I-inch invert and i8-inch walls.
In order to prosecute the work smoothly and rapidly, the excavated material had to be disposed of without delay. This was accomplished by the use of


243




RAPID TRA' SIT


tramcars on a track of I4-inch gauge. A line of double tracks was laid, and
the cars were hoisted by elevators up the shafts to a headhouse built on the curb
line. The material was dumped into wagons standing on the street. Most of
the hauling away was done at night to avoid interference with street traffic.
The first 12 miles of tunnel were built without causing a complaint from any
source, and without accident of any kind. Over 12 miles of tunnel were completed in ten and one-half months of actual work.


FREIGHT TRAIN AT STREET INTERSI:CTIiON —CHICAGO.


Connections with buildings for telephone service are ma(le by drifts, 3 feet in
diameter, from the tunnel to points within the curb line, and by driving 2, 3, 4,
or 5-inch pipes to meet the drifts. In this way the necessary cables are taken
into the buildings of subscribers.
The tour-way intersections have curves of 20-foot radius, the sharpest
curves on the main line being i6-foot radius. The track is 2-foot gauge laid


THIRD RAIL
TRACTION
SYSTEM


244




- 7*,


1;    I I  I I-t
tilll
IMI I~ " "
I'll


TYPICAL STREET INTERSECTION-CHICAGO.




RAPID TRA-NSIT


with 56-pound rails. The Morgan third-rail traction system is used. This consists of a perforated steel plate, -1 inch thick by 4 inches wide, forming a rack,
which is bolted between two lines of timber stringers, as shown in the engraving.  These both protect and support the rack.    Engaging with the teeth
formed in the rack is a gear driven by the motor of the locomotive. By means of
this construction the rack serves both for traction and as a third rail conductor.
The current is taken up by the teeth of the driving gears and led to qmotors


TYPICAL DISTRIBUTING STATION-CHICAGO.


geared to the axles. The track rails are used for the return current. A speed of
between 15 and 20 miles per hour is attained.
CARS      The cars are of steel construction throughout, and are 12 feet in length
over all. They are of the double-truck, eight-wheel type. The design is such
that a car can be used either as a flat car or gondola, and the contents can be
dumped without removing either the sides or ends. The box car is 48 inches
wide, Io feet 6 inches long, stands 63 inches above the rails, and has a capacity of
30,000 pounds.
The district consumes 4,000,000 tons of coal annually. Contracts have been


246




CHICAGO


made for hauling the supply for many of the large buildings, and for the removal
of the ashes,' the contracts being in force for periods of a year. The Post Office
Department has a contract with the company for the handling of mails between
the general post office, the sub-stations, and the railway stations, to run for a
period of 5 years, the consideration being approximately $175,000 per annum.
The company has an authorized capital stock of $30,000,000, and a bond
issue of like amount. Of the $30,000,000 in bonds, $15,000,000 has been issued,
the remainder being held in reserve for future extensions of the plant.
Chicago is now considering the advisability of building a passenger subway system,, having the following as it main features:
An underground subway system making it practicable and serviceable to PASSENGER
put in operation a one-fare system without the issue of transfers; no grade SUBWAY
crossings; cars to be run from the different divisions of the city to other divisions as may be convenient for the people; foot walks ten feet wide along all
lines; a system that will take care of new sewers, a high pressure water system,
and a storm-water system.
It will be seen that the subway work already done in Chicago, and the suggestions for further developments, present features radically different from anything so far attempted in other cities in our land and abroad. The practical
merits of the plans-those. already accomplished and those proposed-are so
evident that one cannot but believe that they will be followed elsewhere in
greater or less measure. It cannot be supposed for a moment that trains for
the transportation of passengers will be run on the surface, because of the
danger to other traffic. It can hardly be supposed that the people of great cities
will be content with elevated systems involving noise and the disfigurement of
streets. It would seem that underground ways must come into common use,
not only for passengers and for freight, but also for sewers, for water pipes,
and for conduits of different kinds. In this way, and in this way only, can the
surface of streets be reserved for ordinary traffic, and the incessant breaking
up of pavements avoided. For not only are the streets of our great cities, and
those of European cities, greatly overcrowded by traffic, but here and there serious breaking up of pavements is going on all the while. The cases, indeed,
are not infrequent when different gangs of men are employed on the same
street-the one replacing pavement, the other opening the ground for some different purpose.


247




RAPID TR'ANSIT


CHICAGO ELEVATED ROADS,
ROUTES      As we have just mentioned, the congested section of Chicago is embraced
in a small area on the lake front near the center of the city. The elevated railroad systems cover the outlying districts to the north, west and south; all of
the roads meeting in a loop encircling the business portion. This provides for
the quick handling of all traffic from three cardinal points, and for the unlimited
extension of the residential districts in like directions. These features, in conbination with a flat country in each direction, vastly simplified the elevated
problem. The absence of heavy grades and sharp curves is unique in elevated
railroad practice.
The elevated roads started with the incorporation of the Chicago & Oak
Park Elevated Railroad, in August, I892. This was formerly known as the
Lake Street Elevated Railroad.  The franchise carried the right to build a
double-track elevated structure from WVabash avenue and Lake street west to
Wisconsin avenue and South Boulevard.    Since then the following elevated
roads have been constructed:
The South Side Elevated line, with two routes extending directly south.
This road is being extended by east and west lines at Thirty-ninth and Sixtyfirst streets.
The Metropolitan West Side line, with roads to the west and northwest.
The Northwestern Elevated, with a line due north. This road is extending
its svstem further to the north.
The loop where all the roads meet in the city is controlled by the Union
Loop Company, which leases the use of the loop to the other four roads.
PHILADELPHIA.
Philadelphia is now engaged in the construction of a conmprehensive svstem of rapid transit. The conditions there are more favorable than those in
any of the other cities we have mentioned. The city was originally laid out
regularly. The streets running north and south are parallel, and those running
east and west are at right angles to the others. Two of the streets, Market and
Broad, divide the city east and west and north and south, and are of unusual
width. These features permit of rapid transit lines that are straight, and provide convenient points for diverging lines.


248




PHILADELPHIA


The legal foundation of all the corporations created for the purpose of con- ACT OF
structing and operating elevated systems of municipal railways in Pennsylvania is
the Act of Assembly of June 7, I90o. Section I provides that any number of
persons, not less than five, three of whom are citizens of the commonwealth,
may form a company for the purpose of constructing and operating passenger
railways, either elevated or underground, or partly elevated and underground,
and for the collection and distribution of mails of the United States; permission to erect or construct to be obtained from the local authorities of the city in
wlich the road is to be operated.
Section 2 provi(les that tle charter shall be subscribed to by at least three of
the corporators, who shall certify, in writing, to the Governor, the name of the
company, numlber of years it is to be continued, and other details in regard to
the road, amount of capital stock, etc. This section prescribes also the powers
andl privileges of the corporation. These are the usual privileges of such a body;
but, in addition, power is granted to sell or lease any road or franchise, or any
parts thereof, to other companies, or to acquire otler roads and franchises.
Section 8 gives such corporations rights of eminent domain.
Section 12 provides that construction shall be begiun, in good faith, wit!lin
two years, and be connpleted within five years thereafter.
A supplement to this act ellargecs the power of such corporations, so that ELEVATED
they are authorized to build either anl elevated or underground, or both an cle- OR UNDERvated and underground railway, over the route described in their charter, after
having obtained the consent of the local authorities.
Corporations, incorporated under the original act, wer-e -iven ipow-er to construct branches and extensions. The amendment of March 25, I903, gave them
power, with the consent of the local authorities, to abandon any portion of the
road, or to merge with other companies, and when two or more roads shall be so
mergel, the commencement of the work, in good faith, upon any part of the
route, on any of such merged roads, shall be a commencement upon all tie
merged roads, within the meaning of the act; provided that the work sliail be
completed within five years upon all the merged roads, unless the time for such
completion shall be extended by the proper local authorities. This was an important addition, for the charters of a number of the following mentioned elevated


249




RA.PIID   TRAlNS1 7


MARKET
STREET
COMPANY
ROUTES OF
DIFFERENT
COMPANIES


andl sul)wav lines would have been forfeited if it had not been for this provision, as
work, even vet, has not been begun on them.
The Market Street Elevated Passenger Railway Company was authorized to
build and operate an underground road from Delaware avenue on Market street,
around the Public Buildings under any and all streets bounding the same, and
continuing on M arket street to the county line, with the right to come out upon
the surface of MIarket street west of Twenty-second street, or through private
property acquired by the company, and to connect with the tracks of any other
passenger railway company. The road must be operated electrically, or by any
other power excepting steam. The company is to construct tubes or conduits
for carrying city telegraph, telephone and fire alarm wires. Subsequently the
company was further authorized to construct a loop, branch, or road beginning at the intersection of Broad and Market streets, on the south side of the
City Hall, there connecting with its tracks, and thence extending south on
Broad street to Walnut street to Fifth, thence to Arch, to Broad, to Filbert, and
there connecting with its main tracks at Fifteenth anid Market. This provided
for two tracks on Market street east of Broad, and four tracks west of Broad in
addition to the tracks already authorized.  The alternate privilege was also
granted of using Chestnut street instead of Walnut. The company is also privileged to bridge the Schuylkill so as to connect the subway tracks with the elevated tracks to be built to the west.
Similar ordinances were passed for the Ridge  Avenue Elevated Passenger
Railway Company to build a double-track elevated railway from  Passyunk
avenue along Ninth street to \ine, to Ridge avenue, to Main street, Manayunk.
The Frankford Elevated Passenger Railway Company is privileged to
build a double-track road from South street along Delaware avenue to Vine, to
Front, to Callowhill, to New Market, to Laurel, to Frankford avenue.
The Passyunk Avenue Elevated Passenger Railway is to extend from Delaware avenue along South street to Front, to Bainbridge, to Passyunk avenue, to
Juniper, to Snyder avenue, to Schuylkill River.
The Germantown Avenue Elevated Passenger Railway is to extend from
Front street along Germantown avenue to Germantown & Perkiomen turnpike, to
the county line.
The Broad Street Subway Passenger Railway Company is authorized to


250




PHILADELPHIA


construct an underground road from Government avenue under Broad street,
around the Public Buildings, and continuing under Broad street to the
county line.
On none of these lines was the requirement as to the beginning and conipletion of the work complied with; and the rights and privileges granted by the
several ordinances would, therefore, have been forfeited, had it not been for
the act above referred to providing for the extension of time of completion.
All of the franchises have been acquired by the Philadelphia Rapid Transit Company, which operates all the surface lines in Philadelphia.
The plan proposed for the Market street line, now building, was an adaptation of the Boston method, and provided for both elevated and surface cars. The
franchise for the line gave the right to build both an elevated road and a subwax. There is a double-track elevated structure on Market street from the
county line to the Schuylkill River, the surface tracks being underneath. A
four-track bridge over the river carries both elevated and surface lines to the
entrance of the subway at Twenty-third street. From this point to the Public
Buildings is a four-track tunnel, the outside tracks for the surface cars, and
the inside tracks for the elevated trains.  The elevated tracks will continue
around the City Hall and thence down Market street to the river front, where
they will join an elevated structure on Delaware avenue from Arch to South
streets. The surface car track will leave the other at the City Hall and pass
south on Broad street in a single-track subway to Walnut street, to Fifth, to
Arch, to Broad, to the City Hall, where it will unite with the westbound elevated track to the county line.
The tunnel is built with a concrete floor, steel-concrete side walls, and roof of
I-beams with arches between, and rows of columns between the tracks.   A
considerable portion of this line has been finished. The bridge over the Schuylkill is practically complete.
Work is now progressing on the elevated portion of the road west of the
Schuylkill.
An ordinance, passed in I903, provided that each system of the railway
must be finished before the streets are torn up for another system. The several
sections must be completed in the following order:
From Sixty-third and Market streets to Delaware avenue and South street,
the system just mentioned, in three years from the passage of the ordinance.


PHILADELPHIA RAPID
TRANSIT
COMPANY
DESCRIPTION
OF
WORK


251




RAPID TRANSIT
Subway loop on Broad street and Walnut or Chestnut street, Fifth and
Arch streets, one year additional.
Subway on Broad street, from Cayuga to Walnut or Chestnut, in two years
additional.
Branches in West Philadelphia in two years additional, and the remainder
within two years additional.


EAST RIVER TUNNEL DURING CONSTRUCTION-N. Y. SUBWAY.


252




CHAPTER XXI.


PRESENT RAPID TRANSIT LAWS.


The failure of the two earlier Commissions, and the inadequate quality of
the legislation under which they had acted, resulted in a study of the legislation
needed by this Chamber. A bill was prepared by a committee appointed for the
purpose which became a law in I894. This law was amended in 1895, I896,
I900, I90I, I902, I904 and I905.
The first section of the Rapid Transit Law as it now stands provides for
the appointment of a Board of Rapid Transit Commissioners in each city having
over Iooo,ooo inhabitants according to the last preceding national or State
census. Such board shall be made up of the Mayor, the Comptroller or other
chief financial officer of the city, the president of the Chamber of Commerce of
the State of New York, by virtue of his office, and the following named persons:
William Steinway, Seth Low, John Claflin, Alexander E. Orr and John H.
Starin. Vacancies shall be filled by a majority vote of the remaining members of
the Board. Four members of the Board constitute a quorum for the transaction of
business. Each of the commissioners, other than the Mayor and Comptroller,
shall take an oath faithfully to perform the duties of his office.
From time to time the Board is to consider and determine whether it is for
the interest of the city to build a rapid transit railway or railways for the conveyance of persons and property. Upon the request of the local authorities the
]oard shall consider and determine such questions forthwith. If the Board considers such a railway necessary, it shall establish the route thereof and the general plan of construction. Such plan shall show the general mode of operation,
and contain such details as to the manner of construction as may be necessary to
indicate the extent to which any street, avenue or other public place is to be
encroached upon and the property abutting thereon affected, and the concurrent
votes of at least six members of the Board shall be necessary to determine such
route. The route may be located over, under, upon, through, or across any
streets, avenues, bridges, viaducts, and lands within the city, and partly through
blocks between streets or avenues; provided that the consent of the owners of


COMMISSION
ESTABLISH
ROUTES AND
FORM PLANS


253




R,-APIID  TRANSIT


CONSENT OF one-half in value of the property bounded by such streets, and also the consent of
PROPERTY the local authorities having control of such streets and avenues have been proOWNERS
cured. In case the consent of such property owners cannot be obtained, the
General Term of the Supreme Court in the district of the proposed construction
shall appoint three commissioners, who shall give due hearing to all parties interested, and determine whether such railway ought to be built. The finding of the
commissioners, confirmed by the court, shall be taken in lieu of the consent of
the property owners. It is made lawful for the commissioners to locate the
route of a railway by tunnel under any public parks, lands, or waters, and across
any of the streets or avenues now occupied by an elevated railroad in the city of
New York. An elevated railway must not be built on Broadway south of Thirtythird street, nor on Madison avenue.
PLANS TO BE      Section 5 provides that after any determination by the Board of any
SENT TO routes and general plan a copy of such conclusions shall be sent to the Board of
BOARD OF
ESTIMATE Estimate and Apportionment. It shall be the duty of that board, upon receivAND APPOR- ing such plans, to appoint a day not less than one week nor more than ten days
after the receipt thereof for their consideration. Such consideration is to be continued from time to time until a final vote shall be taken. Within sixty days of
the receipt of the plans a final vote must be taken, the vote to be upon a resolution to approve the plans. Upon the adoption of such a vote by a majority of
all the members of the Board of Estimate and Apportionment, and the approval of
the Mayor, the plans shall be deemed to be approved by the city authorities.
Having obtained the approval of the city authorities, the Rapid Transit Comnission shall obtain, if possible, the consents of property owners along the line of
the road. The value of the abutting property shall be obtained from the assessment roll of the city. If such consents cannot be obtained, the Board may. in
its own name, make application to the Appellate Division of the Supreme Court in
the judicial district in which the railroad is to be constructed, for the appointment of three commissioners to determine and report, after due hearing, whether
such railroad ought to be constructed and operated. Two weeks' notice of such
application shall be made by publication in papers to be designated by the court.
The three commissioners shall determine, after public hearing of all parties interested, whether such railroad ought to be constructed and operated, and report
the evidence taken to the court, together with their determination. If the decision of the commissioners should be in favor of construction, and this should be
confirmed by the court, such decision is to be taken in lieu of the consent of the


254




PRESENT l'.RAPID TRANSIT LAWIVS


property owners. Such report shall be made within sixty days after appointment of the commissioners, unless the court shall extend the time.
Having obtained the consents, the Rapid Transit Commission shall at once
proceed to prepare the plans and specifications "including all devices and appurtenances deemed by it necessary to secure the greatest efficiency, public convenience and safety, including the number, location and description of stations" and
plans for turnouts, switches, sidings, buildings, platforms, stairways, elevators,
telegraph and signal devices, and other appliances which the board may approve
as "the best and most efficient system of rapid transit in view of the public needs
and requirements." The plans may also include subways or tunnels for sewer,
gas, or water pipes, electric wires and other conductors proper to be placed underground.
Stations and station approaches may be under or over streets of the route, or
cross streets.
The Board may from time to time alter such plans and specifications, but SEWERS,
always so that the same shall accord with the general plan of construction; but WATER PIPES,
CONDUITS,
whenever a contract shall have been made for the construction of the railway, no ETC.
alteration shall be made without the consent of the contractor and his sureties.
When the line disturbs any sewer, water pipe, or other duly authorized subsurface structure, the work of construction at such points shall be conducted in
accordance with the reasonable requirements of the Commissioner of Public
Works. All expense attached to the work shall be borne by the contracting company. Where galleries or subways shall be constructed for sewer, water pipes, or
other underground structures, they shall be in the care of the Board and be
maintained by the city. Any revenue derived from them shall be paid to the
treasury of the city, except that where bonds shall have been issued to pay for
the construction of such railroads, such amounts shall be paid into the sinking
fund to, be established out of the annual rentals of the road. Any corporation
which, at the time of construction of such subways, shall own pipes or conduits in a street traversed by the road, shall be entitled to the use of such galleries and no rent shall be charged for such use except a reasonable charge to
defray the actual cost of maintenance; but if the new galleries are of greater
capacity than the old ones, the rent shall be charged only for such increased
capacity.
If, after having secured the necessary consents and prepared the plans and MAY SELL
specifications, it shall not have been determined by vote of the people "as pro- FRANCHISE


255




RAPID TRANSIT


vided by sections* twelve and thirteen of chapter seven-hundred-and-fifty-two of
the laws of eighteen-hundred-and-ninety-four," that such railway shall be constructed for and at the expense of the city, as afterward provided, then the
Board shall sell at public auction the franchise to build, maintain and operate
the road.
TERMS OF      The terms of sale shall provide for the construction of the railway under
SALE the supervision of the Board, and for the approval of an engineer to be appointed
by the Board, the salary of the engineer to be paid by the company owning the
franchise. The successful bidder must deposit with the chief fiscal officer of
the city cash or securities in such amount as may be determined by the Board to
constitute a guarantee of full compliance with the terms of sale. The road is
to be begun and finished at times specified by the Board. Should the company
fail to begin or finish the road in the times named, then the Board shall have
power to re-sell the franchise and so much of the road as may have been constructed. The proceeds of such re-sale shall be applied first to the payment of
the expenses of the re-sale, and then to the discharge of any liens that may
have been created upon the property, and the balance to be paid over to the
company. The terms of sale must specify the amount of capital of the corporation, and number of shares of capital stock it shall be authorized to issue,
the percentage to be paid in cash by the subscribers, the maximum amount of
bonded indebtedness which such corporation may incur, and the rates of fares
and freights which such corporation may charge for the carriage of persons
and property. But the rate of fare from any point on the road northward or
southward within the city of New York shall not exceed five cents. The Board
may reject all bids and re-advertise the franchise for sale as often as it may
deem necessary in the interest of the city, and shall finally accept that bid, which,
under all circumstances, is most advantageous to the public and the city; and no
bid shall be accepted without the concurrent vote of six members of the Board.
The sale may be adjourned from time to time at the discretion of the Board.
All such sales must be made for a definite term of years.
Within one year, and not less than six months, prior to the expiration of
the period for which the franchise shall have been sold, the Board shall proceed to re-sell the right to maintain and operate the road. Such sale is to be
made in the manner prescribed for the original sale. Any corporation thereto*These sections are quoted in full later.


256




PRESENT RAPID TRA-NSIT LAWS


fore organized under the provisions of the act may be a purchaser on such
re-sale; but if no such corporation be the purchaser, a new corporation shall be
formed to maintain and operate the road. Such sale is to be made in the manner prescribed for the original sale.
The Board may rent such offices and emlploy such engineers, attorneys and POWERS OF
otlier persons as it may deem necessary to the proper performance of its duties. BOARD
It may sue in the name and on behalf of the city. It may bring actions to recover
damiages for any violation of contract. Every action or proceeding brought by
the Board shall have preference above all causes not criminal on the calendar of
every court, and may be brought on for trial or argument upon notice of eight
day's for any clay of any term on which the court shall be in session.
The Board of Estimate and Apportionment, or other board on which is PAYMENT
imposed the duty and in which is vested the power of making appropriations of OF EXPENSES
OF BOARD
public moneys for the purposes of the city government, shall, on requisition
duly made by the Board of Rapid Transit Commissioners, appropriate such
sum or sums of money as may be requisite to properly enable it to perform its
duties. Such appropriation shall be made forthwith upon presentation of a requisition from the Board, which shall state the purposes for which such moneys
are required. It shall be the duty of the Auditor and Comptroller, after such
appropriations have been made, to audit and pay the proper expenditures and
compensation of the commissioners, upon vouchers furnished by the commissioners.
For the purpose of proviling funds with which to pay these sums, the BONDS
Comptroller or other chief financial officer of the city is authorized to issue and
sell revenue bonds of the city in anticipation of receipt of taxes, and out of the
l)roceels of such bonds to make the required payments. The amount necessary to pay the l)rincipal and interest of the bonds shall be included in the estimate of moneys necessary to be raised by taxation to carry on the business of
the city. All expenses of the Rapid Transit Commission, including the compensation of the Commissioners, shall be repaid, with interest, by the successful
bidder for the franchise. The compensation to be paid the Commissioners
shall be determined by the general term of the Supreme Court in the department in which the city shall be located.
The articles of association of the corporation building and operating the
road shall be signed by not less than twenty-five persons. The articles must
state that they are made and filed for the purpose of taking and exercising the


257




RAPID TRANSIT


SUBSCRIP- rights purchased. The articles must be approved by a vote of six members of
TION TO the Board. Immediately after the articles of association shall have been approved
CAPITAL
STOCK OF and filed, the Board of Rapid Transit Commissioners shall open books of subCORPORA- scription to the capital stock of the corporation, and shall give public notice of
TION such opening. When the full amount of such capital stock shall have been
subscribed by not less than fifty persons, and such percentage of the amount
subscribed as may have been fixed by the Board in the terms of sale shall have
been paid in, in cash, the Board shall call a meeting of the subscribers for the
purpose of organizing the corporation. At such meeting of the subscribers
thirteen directors shall be elected, each of whom shall be a holder in his own
right of at least one hundred shares of stock.
BY-LAWS      The by-laws to be adopted must provide the term of office of the directors,
which shall not exceed one year; the manner of filling vacancies; the time and
place of the annual meeting of the directors; manner of calling and holding
special meetings; the number of stockholders who shall attend in person or by
proxy any stockholders' meeting in order to constitute a quorum; the officers of
the corporation, the manner of their election by the directors, and their powers
and duties; the manner of amending the by-laws.
If in their judgment the public interest requires it, the Board may, at any
time after the full organization of the corporation, by the concurrent vote of
six members, alter or add to the detailed plans and specifications, provided these
plans do not change the route of the railway and are not inconsistent with the
general plan of construction. Such change must be approved by a vote of twothirds of the directors.
ROAD FREE      Every corporation organized under this act shall have its principal office
FROM TAX and be taxed on its property in the city where the railway is situated. But no
UNTIL
OPERATION taxes of any kind shall be imposed upon any portion of the railway not in
actual operation for the transportation of passengers or freight.
The capital stock of the corporation may be increased or reduced upon
the approval of the Commissioners, and the approval of two-thirds in amount of
all the stockholders.
POWERS OF      The corporation shall have the right to acquire such real estate as may be
CORPORA- necessary for stations, depots, engine houses, machine shops, etc. In case the
TION
corporation cannot agree with the owner of such property upon the terms, it
shall have the right to acquire title in the manner prescribed by the condemnation law.


258




PRESENT RAPID TKRANSIT LA WS


The corporation shall have the right to cross, intersect, join, and unite its
railway with any other railway at any point on its route and upon the grounds of
such other railway company, with the necessary turnouts, sidings, switches and
other conveniences in furtherance of the objects of its connections. And every
corporation whose railway shall be intersected by the new railway, shall unite
with the new railway in forming such intersections and connections; if the two
corporations cannot agree upon the amount of compensation to be made therefor, the same shall be determined by commissioners to be appointed by the
court, in the manner provided in the act in respect to acquiring title to real
estate. If the two corporations cannot agree upon the manner of such crossings and connections, then the commissioners shall determine the same.
The corporation shall convey persons and property on its railway by the
power or force of steam, or by any motor other than animal power. It may
enter upon and under streets and avenues and public places. No road must
cross a steam railroad at grade.
The corporation shall, when applied to by the Postmaster-General, convey
the mails of the United States on its road; and in case the parties cannot agree as
to the rate of transportation therefor, and as to the time, rate of speed, manner and conditions of carrying the same, the Governor of the State shall appoint
three commissioners who shall determine the prices, terms and conditions. This
price must not be less than the corporation would receive as freight on a like
weight of merchandise transported in their merchandise trainls, and a fair compensation for the post-office car. If the Postmaster-General shall require the
mail to be carried at other hours, or at a higher speed than the passenger trains
are run, the corporation shall furnish an extra train for the mail and be
allowed an extra compensation for the service.
The Board may also from time to time grant a franchise, upon application of any railroad corporation owning or actually operating a railroad
wholly or in part within the limits of the city, or of any railroad corporation
now or hereafter incorporated, for the purpose of constructing and operating a
tunnel railroad in the city, to be connected with any railroad or railroads within
the State of New York, or within ally adjoining State, and thereby forming a
continuous line for the carriage of passengers and property between a point or
points within and a point or points 'without the city. The Board may, by a
vote of six of its members, determine the route or routes by which such railroad corporation may connect with other railroads, or the stations thereof, or


MAILS TO BE
CARRIED
FRANCHISE
TO ROADS
ALREADY
BUILT
PRIVILEGES
OF EXISTING
ROADS


259




RAPID TRANSIT


with ferries, or may establish or extend its lines within the city, and may authorize
such corporation to lay additional tracks on, above, under or contiguous to a
portion or the whole of the route of its railway within the city, or to acquire
terminal or other facilities necessary for the accommodation of the traveling
public on any street or place except Battery Park.
BOARD TO      The Board shall fix the location and plans of construction of such railDETERMINE road or railroads, the times within which they shall be constructed, the comROUTES AND
PLANS pensation to be made to the city, and such other terms and requirements as the
Board may consider just and proper. But every such determination, authorization and license shall be made upon the condition that the railroad corporation to
RENTALTO which the grant shall be made, shall, from the time of the commencement of
BE PAID BY the operation of such railway annually pay to the city a sum or rental, and that
CORPORA- the amount of such rental, for a period of not more than twenty-five years, shall
be prescribed by the Board.
READJUST-      Such authorization shall provide for re-adjustment of the amount of rental at
SERVIEF the expiration of the period for which the same shall be prescribed, and for
re-adjustment from time to time in the future of the amount of such annual
payment at intervals each of not more than twenty-five years.
PROPERTY      But such construction and operation of any such railroad shall only be upon
CONSENT the condition that the consent of the owners of one-half in value of the property
bounded on, and the consent also of the local authorities having control of that
portion of the street upon, above, or under which it is proposed to construct the
road, be first obtained. In case the consent of such property owners cannot be
obtained, the Appellate Division of the Supreme Court in the department in
which such railroad is to be built, may, upon application, appoint three commissioners who shall determine, after a hearing of all the parties interested,
whether the road ought to be constructed or operated, and their determination,
confirmed by the cburt, may be taken in lieu of the consent of the property
owners.
DISPOSITION     Wherever the route selected by the Board intersects, crosses, or coincides
OF SEWERS, with any tracks occupying the surface of any street, or the construction interWATER PIPES,
ETC: feres with any pipes, sewers, subways, or underground conduits, any corporation organized under the act, or any contractor constructing any railway under a
contract made with the Board, is authorized to remove the tracks or pipes, etc., in
such manner as to interfere as little as possible with the operation of the railroad tracks, or the usefulness of the pipes and sewers. All these must be


260




PRESENT RAPID TRANSIT LAWS


replaced as soon as possible. All such removals and restorations shall be made at
the cost of the corporation or contractor building the road. For the purpose of
facilitating construction, the contractor may, with the approval of the Board,
lay upon or over the surface of any street, temporary tramways to be used only
for the removal of excavated material or the transportation of material for use in
the construction.
Section 34 is quoted in full, since it is that under which the present subway is being constructed:
"In case the people shall determine by vote, as provided in sections twelve
and thirteen of chapter seven hundred and fifty-two of the laws of eighteenhundred-and-ninety-four, that any such railway or railways shall be constructed
for and at the expense of the city, then and in that event it shall be the duty of
said Board to consider the routes, plans and specifications, if any, previously
laid out and adopted by them or their predecessors, and for which the consents
have been obtained referred to in section five of this act; and either to proceed
with the construction of such railway or railways, and provide for the operation of
the same, as hereinafter provided, or to change and modify the said. routes,
plans, or specifications in such particulars as to said Board may seem to be
desirable; or, from time to time, and with or without reference to former
routes or plans, to adopt other or different or additional routes, plans and
specifications for such railway or railways, provided always that in all cases in
which any such change or modification shall be of such character as to require
the consents thereto referred to in section five of this act; and in all cases where
other or different routes or general plans may have been so adopted the said
Board shall proceed to secure the consents required to be obtained by section
five of this act as therein set forth.
"If any city has been or shall have been formed by the union of or consolidation of one or more cities and other territory, and if in or for one of such
cities so consolidated or united there shall have been a Board of Rapid Transit
Railroad Commissioners as provided in this act, the board of rapid transit railroad commissioners for the said city formed by such union or consolidation shall
have for and within such city so formed all the powers, and be subject to all
the duties and responsibilities, which at the time of such union or consolidation
belonged to the Board of Rapid Transit Railroad Commissioners of the former
city so as aforesaid possessing such board for or in or with respect to such former


PEOPLE VOTE
FOR ROAD
CITIES
FORMED BY
CONSOLIDATION


261




RAPID TRANSIT


NEW ROUTES
AND
GENERAL
PLANS
CONTRACT
FOR
BUILDING
ROAD


city. If in such former city the vote of the qualified electors thereof shall have
been for municipal construction of rapid transit road as prescribed in sections
twelve and thirteen of chapter seven-hundred-and-fifty-two of the laws of
eighteen-hundred-and-ninety-four, then the system of municipal construction of
rapid transit railways provided for in this act and all the provisions with respect
thereto in this act contained shall be applicable to, and in full force within, all
the districts or boroughs and throughout the entire area of the said city formed by
such union or consolidation.
"The Board of Rapid Transit Railroad Conimissioners for any city shall, prior
to the time of the final grant of any franchise:under the provisions of this act, or
the making of a contract for construction and operation of any railroad under
the provisions of this act, have power to rescind and revoke any resolution or
resolutions of such board adopting any routes or general plan for a rapid transit
railroad adopted by such Board, and, in the discretion of such Board and in lieu
thereof, to adopt new routes and general plan.   Every such rescindment orrevocation which shall have been heretofore made shall be deemed to have been
lawful and authorized bv this act as the same was prior to the present amendment hereof.
"As soon as such consents, where necessary, shall have been obtained forany rapid transit railroad or railroads, and the detailed plans and specifications
have been prepared as provided in section six of this act, the said Board,
for and in behalf of the said city, shall enter into a contract with any person,.
firm, or corporation, which in the opinion of said Board shall be best qualified to
fulfill and carry out said contract, for the construction of such road or roads,
including such galleries, ways, subways, and tunnels for sub-surface structures as
said Board may include in the plans for such road or roads under the authority of
section six of this act, such road or roads, galleries, ways, subways or tunnels to,
be constructed upon the routes and in accordance with the plans and specifications so adopted, for such sum or sums of money, to be raised and paid out of
the treasury of said city, as hereinafter provided, and on such terms and conditions, not inconsistent with the aforesaid plans and' specifications, as said Board
shall determine to be best for the public interests. The sum or sums of money to,
be paid for the construction of such road or roads shall be separately stated in
the contract from the sum or sums to be paid for any galleries, ways, subways, or
tunnels for sub-surface structures, the construction of which is provided for insuch contract. And said Board may in any case contract for the construction of:


262




PRESENT RAPID TRANSIT LAWS


the whole road, or all the roads provided for by the aforesaid plans in a single WORK
contract, or may by separate contracts, executed from time to time, provide for DIVIDED
the construction of parts of said road or roads, or for the construction at first of
two or more tracks over a part or parts of such road or roads and afterwards of
one or more additional tracks over a part or parts of such road or roads as the
necessities of said city and the increase of its population may in the judgment of
said Board require.
"The Board may also, in a contract for a part of any such rapid transit AMOUNT TO
railroad, insert a provision that, at a future time, upon the requirement of the BE PAID
FOR FUTURE
Board, the contractor shall construct the remainder or any part of the remainder of CONSTRUCsaid road, as the growth of population or the interests of the city may, in the TION
judgment of the Board, require, and may, in such contract, insert a provision of a
method for fixing and ascertaining at such future time the amount to be paid to
the contractor for such additional construction, and to the end of such ascertainment, may provide for arbitration or for the determination by a court of
the amount of such compensation, or of any other details of construction which
shall not be prescribed in the contract, but which shall be deemed necessary or
convenient by the Board.
"Any such contract may provide, if the public interest shall, in the opinion of WORK MAY
the Board, justify the provision, that the construction of any section or portion of BE
SUSPENDED
the railroad included in such contract may, with the consent of the Board, be
suspended during the term of operation of the railroad as hereinafter mentioned, or any part of such term; provided, that during such term or part of
term the lessee or contractor shall use, in lieu of such portion of the road, a railroad owned or leased by the lessee or contractor or a portion or section thereof,
which shall, with the railroad or portion of railroad constructed by it under its
contract with the Board, form a continuous and convenient route.
"Every such contract shall also provide that the persons, firm, or corpora- ALL LEASES
tion so contracting to construct said road, or roads, shall, at his, or its own cost TO EXPIRE
AT SAME
and expense, equip, maintain and operate said road or roads for a term  of TIME
years to be specified in said contract, not more than fifty years, and upon such
terms and conditions as to the rates or fare to be charged and the character of
service to be furnished and otherwise, as said Board shall deem to be best suited to
the public interests, and subject to such public supervision and to such conditions, regulations and requirements as may be determined upon by said Board;
provided, that the right to use or operate any galleries, ways, subways or tun

263




RAPID TRANSIT


nels for sub-surface structures, which are required to be constructed under said
contract, shall not pass under the operating provisions of said contract; and
further provided that in case the contract shall provide for construction at different times or at intervals of time of different parts of a road, or if the contract shall provide for the use by the contractor of an existing railroad as part of
continuous route as aforesaid, then and in any such case the Board of Rapid
Transit Railroad Commissioners may, in its discretion, prescribe periods for the
operation of the different parts of said road so that at one period of time in the
future the Board may be enabled to make a single operating contract or lease of
the entire road.
"Every such contract shall further provide by proper stipulations and covenants on the part of the said city, that the said city shall secure and assure to
the contractor, so long as the contractor shall perform the stipulations of the
contract, the right to construct and to operate the road as prescribed in the contract, free of all right, claim or other interference, whether by injunction, suit
for damages or otherwise, on the part of the owner, abutting owner, or other
person.


PROTECTION
BY CITY


PAYMENT      "Every such contract shall further provide that the person, firm or corREQUIRED OF poration so contracting to construct, maintain and operate said road shall annually
CORPO   pay into the treasury of said city, as rental for the use of said road, a sum which
shall not, except as hereinafter provided, be less than the annual interest upon
the bonds to be issued by said city for the construction of said road as hereinafter provided for, and in addition to said interest, a further sum which shall be
equal to a percentage of not less than one per centum upon the whole amount of
said bonds; provided, that in estimating such annual interest and additional
percentage there shall be deducted from the amount of said bonds the amount
thereof issued to pay for rights, terms, easements, privileges or property other
than lands acquired in -fee, and also the amount thereof issued to pay for the
construction of galleries, ways, subways and tunnels for sub-surface structures.
TIMES OF     "And provided, further, that the said contract may, in the discretion of the
PAYMENT said Board, provide that the payment of the said further sum; of not less than
one per centum upon the amount of said bonds as aforesaid, shall begin at a
date not more than five years after the date at which the payment of rental shall
begin, and that the said annual rate, instead of one per centum, may be a rate
not less than one-half per centum for a further period not exceeding five years;
but in case the contractor shall, during any year in which the said payment of


264




PRESENT RAPID TRANSIT LAWS


one per centum shall be suspended or reduced as aforesaid, earn a greater profit
upon his, its, or their net capital invested in the enterprise than five per centum,
then the surplus of his, its, or their earnings for such year up to the extent of at
least one per centum shall be paid as rental as aforesaid.
"Such rental and the term for the operation of the railroad included in any
such contract shall begin, as to said road, or any section thereof, when the
same shall be declared by the Board of Rapid Transit Railroad Commissioners to be completed and ready for operation.
"For the purpose of estimating such one per centum per annum upon the METHOD OF
I                                                     ESTIMATING
ascertainment of the amount of such rental, there shall be included such portion of PAYMENT
the said bonds as shall have been issued to pay interest on bonds theretofore
issued under the provisions of this act, except bonds issued to pay for rights,
terms, easements, privileges, or property other than lands acquired in fee. The
aforesaid annual rental shall be paid at such times during each year as said
Board shall require, and shall be applied first to the payment of the interest on
said bonds, as the same shall accrue and fall due, and the remainder of said
rental not required for the payment of said interest shall be paid into the sink- RENTAL TO
ing fund, for the payment of the city debt, if there shall be such sinking fund in PAY
said city, or, if there be none such, then said balance of said rental shall be BONDS AND
securely invested, and, with the annual accretions of interest thereon, shall con- SINKING
stitute a sinking fund for the payment and redemption at maturity of the bonds FUND
issued, as hereinafter provided.
"Any such contract may also provide for a renewal or renewals of the RENEWAL
lease of said road upon the expiration of the original term and of any renewals of OF LEASE
the same, upon such terms and conditions as to said Board may seem just and
proper, and may also contain provisions for the valuation of the whole or a part of
the property of said contracting person, firm or corporation, employed in and
about the equipment, maintenance and operation of said road, and for the purchase of the same by the city, at such valuation, or a percentage of the same,
should said lease not be renewed at anv time.
"Any such contract may provide for the construction of said road in sections, and, except as herein otherwise provided, everv such contract shall specify
when the construction of the railroad included therein or of the several sections of the same shall be commenced, and, in each case, the date of completion.
It shall also state the date on which the operation of the road, or any section
thereof, shall commence.


265




RAPID TRANSIT


BOND OF
CORPORATION
SECURITY
REQUIRED OF
CORPORATION


"The person, firm or corporation so contracting for the construction, equipment, maintenance and operation of the railroad or railroads included in any
such contract shall give a bond to the city, in such amount as said Board of Rapid
Transit Railroad Commissioners shall require, and with sureties to be approved by
said Board, who shall justify each in double the amount of his liability upon said
bond. Said bond shall be a continuing security, and shall provide for the prompt
payment by said contracting person, firm or corporation, of the amount of annual
rental specified in the aforesaid contract, and also for the faithful performance by
said contracting person or corporation of all the conditions, covenants and
requirements specified and provided for in said contract. In lieu of said continuing bond such contracting person, firm or corporation may, upon the
approval of the said Board, deposit with the comptroller or other chief financial
officer of such city cash equal in amount to the entire amount of the said
bond or securities which are lawful for the investment of the funds of savings
banks within this state and are worth not less than the entire amount of such
bond. If such bond shall have been given after the deposit of cash and securities in lieu thereof as aforesaid, and the approval thereof by the said Board, the
said bond shall be surrendered by the said city to the said contracting person,
firm or corporation duly cancelled by the Comptroller or other chief financial
officer of the said city. In the event of the deposit of cash or securities as aforesaid, the contract may provide for the payment to the contractor of the income of
such securities or of interest upon such moneys at a rate not higher than the
highest rate received by the city upon the deposit of its funds with banks, and
may also 'provide for withdrawal of securities so deposited upon deposit of
cash or securities of the same value, provided that all such securities shall be
such as are lawful for the investment of the funds of savings banks.
"The said contracting person, firm or corporation shall also simultaneously
with the execution and delivery of every such contract, deposit with the Comptroller or other chief financial officer of such city the sum of one million dollars in cash or in securities of a value not less than one million dollars, which
securities shall be of the character of those in which the savings banks of this
state are authorized by law to invest moneys, and shall be approved by the
Board of Rapid Transit Railroad Commissioners, which cash or securities shall,
under such terms and conditions as shall be provided in the said contract, be
further security for the faithful performance by such contracting person, firm or
corporation of all the covenants, conditions and requirements specified and pro

266




PRESENT RAPID TRANSIT LA WS


vided for in said contract relating to the construction and equipment of said
road. If in any case the cost of construction embraced in a contract is estimated by the said Board of Rapid Transit Railroad Commissioners at the sum of
ten million dollars or less, the contract may in the discretion of the said Board
fix the amount of such deposit at such a sum less than one million dollars as
the said board may determine, but in no case shall such deposit be less than ten
per cent. of the contract price of such construction. The city in and for which
said road shall be constructed shall also have a first lien upon the rolling stock
and other property of said contracting person, firm or corporation, constituting
the equipment of said road and used or intended for use in the maintenance and
operation of the same, as further security for the faithful performance by such
contracting person, firm or corporation of the covenant, conditions and agreements of said contract, on his, their or its part to be fulfilled and performed,
and in case of the breach of any such covenant, condition and agreement said
lien shall be subject to foreclosure by action, at the suit of such city, in the
same manner, as far as may be, as is then provided by law in the case of foreclosure by action of mortgages on real estate. The said Board of Rapid Transit
Railroad Commissioners may, however, from time to time, by a concurrent
vote of six of the members of said Board, relieve from such lien, any property to
which the same may attach, upon receiving additional security, which may be
deemed by said board so voting to be the equivalent of that which it is proposed to release and otherwise upon such terms as to such Board so voting shall
seemn just. The said Board may in or by any such contract and in its discretion,
require, and this act, as the same was prior to the present amendment thereof,
shall be deemed to have authorized the said Board to have heretofore required
any other security upon any such contract.
"Upon the completion of the construction and equipment of the railroad or
railroads provided in any such contract to the satisfaction of the said Board, and
when the operation of the same shall have commenced pursuant to said contract, it shall be the duty of the Comptroller or other chief financial officer to
pay to the said contracting person, firm or corporation said sum in cash or the
said securities so to be deposited as above provided as security for construction
and equipment, and the said contracting person, firm or corporation shall also be
then entitled to be credited upon the rental which he, they or it shall have contracted to pay to said city for the use of said road a sum which shall be equal, as
the case may be, either to the interest on the sum so to be deposited for the


CITY TO HAVE
FIRST LIEN
UPON
PROPERTY
DEPOSIT
TO BE
RETURNED
UPON
COMPLETION
OF ROAD


267




RAPID TRANSIT


IN CASE OF
DEFAULT
BOARD MAY
TAKE POSSESSION AND
OPERATE
ROAD
BOARD MAY
ASSIGN
PRIVILEGE


time of such deposit at the rate of interest provided for in the bonds which shall
have been issued and sold by the city to provide for the construction of said
road, or the interest, dividends or other income which said city shall have
received from the said securities.
"The said contract shall further provide that in case of default in paying
the annual sum or rental therein provided for, or in case of failure or neglect on
the part of said contracting person, firm or corporation, faithfully to observe,
keep and fulfill the conditions, obligations and requirements of said contract, the
said city, by its Board of Rapid Transit Railroad Commissioners, may take possession of said road and the equipment thereof, and as the agent of said contracting person, firm or corporation, either maintain and operate said road, or
enter into a contract with some other person, firm or corporation for the maintenance and operation thereof, retaining out of the proceeds of such operation,
after the payment of the necessary expenses of operation and maintenance, the
annual rental hereinbefore referred to, and paying over the balance, if any, to
the person, firm or corporation with whom the first contract above mentioned
was made, and if such proceeds of the operation of said road, after the payment of the necessary expenses of maintenance and operation, including the
keeping in repairs of the rolling stock and other equipment, shall in any year be
less than the annual rental hereinbefore referred to and provided in the first contract, then, and ih that case, the said contracting person, firm or corporation,
and his or its bondsmen, shall be and continue (but in the case of any bond
hereafter executed each bondsman only to the extent of the liability expressly
assumed by him upon the bond) jointly and severally liable to the aforesaid city
for the amount of such deficiency, until the end of the full term for which the
said first contract was originally made.
"No contract entered into under authority of this act shall be assigned without the written consent of the said Board of Rapid Transit Railroad Commissioners, concurred in by six members of said Board. The said contracting person, firm or corporation, with such written consent and upon such terms and
conditions as the said Board shall prescribe, may either assign the whole of such
contract or separately the right or obligation to maintain and operate the said
road or roads for the remainder of the term of years specified in such contract
and all rights with respect to such maintenance and operation, or included in
the leasing provisions of such contract, but subject to all the terms and conditions therein stated; provided, however, that the assignee or assignees shall, in


268




PRESENT RAPID TRANSIT LAWS


and by such assignment, assume all of the obligations of the original contractor,
under or with respect to such leasing provisions and all obligations which
relate in any way to such operation and maintenance, and provided, further, said
Board before giving its consent shall be satisfied that the pecuniary responsibility of the assignee or assignees shall be no less than that of such original
contractor; and provided, further, that all of the security or securities which
the city shall have received for the performance by the original contractor of
such leasing provisions and of all provisions of the contract with respect to such
operation and maintenance shall continue in full force as provided in such contract, or any modification thereof, as security for the performance by such
assignee of all obligations of the contractor under or with respect to such leasing provisions and such maintenance or operation.
"It shall be deemed to be part of every such contract that, in case the
Board of Rapid Transit Railroad Commissioners shall cease to exist, the legislature may provide what public officer or officers of the city shall exercise the
powers and duties belonging to the Board of Rapid Transit Railroad Commissioners under or by virtue of any such contract, and that in default of such
provision, such powers and duties shall be deemed to be vested in the Mayor of
the city.
"Every such contract shall provide that if the contracting person, firm or
corporation shall fail to construct or operate the railway according to the
terms of the contract, and shall, after due notice of its default, omit for more
than a reasonable time to comply with the provisions of such contract, the
Board of Rapid Transit Railroad Commissioners may bring an action in the
name and in behalf of the city to forfeit and vacate all the rights of such contracting person, firm or corporation under such contract, and for damages and
otherwise as may be necessary for the sufficient and just protection of the
rights of the city; or may, upon such terms as to the Board of Rapid Transit
Railroad Commissioners seem just, and with such person or corporation as to the
said board may seem proper, make another operating contract and lease of the
said road for the residue of the term of the contractor in default; and may bring
action in the name and on behalf of the city to recover from the contractor the
amount due from the contractor, less the amount which shall have been
received by the city, under or by virtue of such new contract, and for all other
damages sustained by the city by reason of such default.
"The said Board may by any such contract determine when and how the


PROVISIONS
OF LEASE
SUCCESSORS
OF BOARD
DUTIES OF
BOARD IN
CASE OF
DEFAULT


269




RAPID TRANSIT


PRIVILEGE OF
ROADS
WHOLLY OR
PARTLY
WITHIN CITY
LIMITS
RIGHTS OF
CORPORATION
ORGANIZED
UNDER RAILROAD LAW


work of construction of the rapid transit railroad or railroads included therein
shall proceed.
"Any existing railway corporation owning or actually operating a railway
wholly or in part within the limits of the city in and for which said Board has
power to act, and approved by the said Board of Rapid Transit Railroad Commissioners, shall be competent and is hereby authorized to enter into any contract for the construction and operation of any railway pursuant to the provisions of this chapter; or, after such a contract shall have been made, shall be
competent and is hereby authorized, with the approval of said Board, to contract with the original contractor or his assignee or assignees for the maintenance and operation (including the equipment thereof) of any railway constructed or in process of construction pursuant to the provisions of this chapter,
and shall have all the powers necessary to the due performance of such
contract.
"A corporation may be organized under the railroad law of this state, for
the purpose of undertaking the construction and operation of a railway pursuant to the provisions of this act, or for the purpose of maintaining and operating a railway (including the equipment thereof) already constructed or in
process of construction pursuant to the provisions of this chapter, or for both
such purposes; and any corporation so organized, upon the approval in writing of the said Board of Rapid Transit Railroad Commissioners, shall, in addition to the powers conferred by the general act under which such company is
organized, be empowered, and is hereby authorized to enter into any contract
permitted by law for the construction and operation, or for the maintenance
and operation when constructed (including the equipment thereof if desired), as
the case may be, of any such railway constructed or to be constructed at the
expense of the city as in this act provided. The certificate of such approval
shall be filed in the office of the Secretary of State and a copy thereof certified to
be a true copy by the Secretary of State or his deputy shall be evidence of the
fact therein stated.
"A corporation so organized shall not be required to procure the consent of
the Board of Railroad Commissioners of the State as provided for in section
fiftv-nine of the railroad law. Where in this section the consents referred to in
section five of this act are mentioned, they shall be construed to include any consent given by the commissioners appointed by the General Term or Appellate
Division of the Supreme Court, and confirmed by the said General Term or


270




PRESENT RAPID TRANSIT LA WS


Appellate Division in lieu of the consent of property owners as hereinbefore
provided."
The equipment to be supplied by the corporation shall include all rolling EQUIPMENT
stock, boilers, engines, wires, conduits, machinery, tools, and appliances of every
nature used for the generation or transmission of power, and including all powerhouses, and all apparatus for signaling and ventilation.
Before awarding any contract the Board shall advertise for proposals for
three successive weeks, and shall publicly open all proposals.
For the purpose of providing the necessary means for such construction, at BONDS TO BE
the public expense, "and of meeting the interest on the bonds, in this section ISSUED BY
THE CITY
hereinafter provided for, accruing thereon prior to the completion and readiness
for operation of the portion of such road or roads for the construction of which
such bonds shall have been respectively issued, the Board of Estimate and
Apportionment, or other local authority in said city, in which such road or roads
are to be constructed, having power to make appropriations of moneys to be
raised by taxation therein, from time to time, and as the same shall be necessary, and upon the requisition of said Board of Rapid Transit Railroad Commissioners, shall direct the Comptroller, or other chief financial officer of said
city, and it shall become his duty to issue the bonds of said city at such a rate of
interest, not exceeding three and one-half per centuni per annum, as said
Board of Estimate and Apportionment, or other local authority directing the
issue of such bonds, may prescribe.
"Said bonds shall provide for the payment of the principal and interest in
gold coin of the United States of America. They shall not be sold for less than
the par value thereof; and the proceeds of the same shall be paid out and
expended for the purpose for which the same are issued, upon vouchers certified by said Board of Rapid Transit Railroad Commissioners.
"Said bonds shall be free from all taxation for city and county purposes, BONDS
and shall be payable at maturity out of the sinking fund for the payment of the
city debt, if there be such a sinking fund of said city; but if there be no such
sinking fund, then out of a sinking fund to be established and created out of the
annual rentals of said road as hereinbefore provided. But this provision that
the said bonds shall be payable out of such a sinking fund shall not diminish or
affect the obligation of said city as a debtor upon said bonds, or any other
right or remedy of any holder or owner of any such bonds, to collect the prin

271




RAPID TRANSIT


cipal or interest thereof. The amount of bonds authorized to be issued and
sold by this section shall not exceed the limit of amount which shall be prescribed by the Board of Estimate and Apportionment or such other local authority
having power to make appropriations of moneys to be raised by taxation; and no
contract for the construction of such road or roads shall be made unless and
until such Board of Estimate and Apportionment or such other local authority
shall have consented thereto and prescribed a limit to the amount of bonds
available for the purposes of this section which shall be sufficient to meet the
requirements of such contract in addition to all obligations theretofore incurred
and to be satisfied from such bonds."
Changes may be made in the contract, or the plans, with the consent of six
members of the Board; but in no case shall the annual rental to be paid to the
city be reduced below the minimum rate provided.
BRIDGES      The board of directors of any company incorporated for the purpose of
building a bridge, or bridges, connecting a city of more than one million inhabitants with any other city in the State, and to construct an approach thereto
extending generally in an easterly and westerly direction, may in lieu of constructing such approach, build and operate an elevated railway, the route of
which shall be coincident with the approach or approaches. "The entire route of
any elevated railway, constructed under the provisions of this section, shall not
exceed three miles in length, nor shall any part of said railway, except at the
termini thereof, be less than sixteen feet above any street, avenue or public
place, or less than fourteen feet above any existing elevated railway which may be
crossed, intervened, or intersected thereby."
The Board may acquire any necessary real estate by condemnation or other
legal proceedings.
When the contractor shall require any property for the construction and
operation of the road, such property shall be deemed to be required for a public
purpose; and, with the approval of the Board, may be acquired by the contractor in
all respects as such property may be acquired by the Board. Such property
acquired by the Board, when no longer necessary for rapid transit purposes,
shall be sold, with the approval of the Commissioners of the Sinking Fund.
Sections 40 to 62, both inclusive, contain provisions for the acquisition of
real estate.


272




PRESENT RAPID TRANSIT LAWS


In case it shall be determined by vote of the people to construct the road at ROAD PART
OF STREETS
the city's expense, then the road shall be the absolute property of the city, and AND
shall be deemed to be part of the public streets and highways, to be used and HIGHWAYS
enjoyed by the public upon the payment of such fares and tolls, and subject to
such reasonable rules and regulations, as may be imposed and provided by the
Board of Rapid Transit Railroad Commissioners.
The act prohibits the construction or operation of any railroad upon the NO ROAD TO
surface of any street, avenue, or highway in the city of New York; but this STREET
prohibition does not extend to bridges, or viaducts, or approaches connecting SURFACE
bridges with the surface; nor does it prevent the construction, or operation
upon the surface, of any street, or avenue, or bridge-approach in the city of
New York, for such a distance as may be reasonably necessary in order to connect underground lines with bridges, viaducts, or surface lines.
NoTE.-The following sections of the Act of I894, Chapter 752, do not, in
terms, amend any portion of the Rapid Transit Act of I89I, although the whole
Act of I894 is, in fact, an amendment of the earlier statute. These sections are
accordingly numbered with respect to their position in the Act of 1894, and
without reference to the numbering of the sections in the original act.
"Section I I. The Commissioners of Rapid Transit heretofore appointed
under the act hereby amended, or who became such commissioners by its terms,
upon the organization of the Board which shall succeed them pursuant to said
act as hereby amended, shall cease to be such commissioners and shall transfer
and deliver to the Board of Rapid Transit Railroad Commissioners, provided
for by the act hereby amended, as so amended, all furniture, books, maps, records,
plans, and other papers and property of what kind soever appertaining or belonging to or in the custody of the Board of which they were commissioners, or in
their possession, or under their control as such commissioners, or held by them, or
for which they are responsible in their official capacity. The expenses incurred by
said commissioners for which an appropriation or appropriations shall have been
made pursuant to section ten of the act hereby amended, shall be paid upon
vouchers to be furnished by said Commissioners and otherwise, as provided in
said section. Said Commissioners shall also be entitled to receive a reasonable
compensation for the services which have been rendered by them, which may
have been, or which shall be, determined on their application in the manner pro

273




RAPID TRANSIT


METHOD OF
VOTING


vided for in said section. The Comptroller, or other chief financial officer of
said city, is hereby authorized and directed to issue and sell revenue bonds of
such city in anticipation of the receipt of taxes and out of the proceeds of such
bonds to pay said compensation so ascertained and determined, and the amount
necessary to pay the principal and interest of said bonds shall be included in
the tax levy of said city for the year next following the issue and sale of the
samle.
"Section 12. The said Board of Rapid Transit Railway Commissioners
shall cause the question, whether such railway or railways shall be constructed by
the city and at the public expense, to be submitted to the qualified electors of
the city within which such railway or railways is or are to be constructed, and to
that end it shall be the duty of said Board, after completion of the detailed plans
and specifications, as required by the act hereby amended, at least thirty days
prior to the next general election, to file with the public officer or officers within
the county in which such city is located, who may be charged with the duty of
printing the ballots to be used at such election, a reiluest that separate ballots be
printed and supplied to such electors, one-half in number of which shall read,
'For nmunicipal construction of rapid transit road,' and the other half in number of said ballots shall read, 'Against municipal construction of rapid transit
road.' 'Upon such request being so filed, such ballots shall be printed and supplied to such electors at such general election, and separate ballot boxes shall be
provided for the reception of the same in each election district within such city,
and the provisions of chapter six-hundred-and-eighty of the laws of eighteenhundred-and-ninety-two, entitled 'An act in relation to the elections constituting
chapter six of the general laws,' and any act or acts amendatory thereof, or supplementai thereto, shall apply thereto as far as the nature of the case may allow.
No ballot which may be provided under this section shall be deemed invalid by
reason of'any error in dimensions, style of printing, or other formal defect, or
through having been deposited in the wrong ballot box, but all such ballots
shall be canvassed and returned as if such formal defect had not existed, or as if
they had been deposited in the box provided for the purpose. Upon the canvass of such votes by the Board of County Canvassers of the county in which
such city is located, it shall be the duty of said Board to file with the county
clerk of said county a statement which shall declare the total number of votes
cast in said city 'for municipal construction of rapid transit road,' and the total
number so cast therein 'against municipal construction of rapid transit road.'


274




PRESENT RAPID TRANSIT LAWS


And the said railway or railways shall be constructed by the said city and at the
public expense, if it shall be found from such statements so filed that there is a
majority of the votes so cast in favor of such municipal construction.
"Section 13. In case the majority of votes cast at such election shall be in
favor of such municipal construction of said railway or railways, it shall be
the duty of said Board of Rapid Transit Railway Commissioners, within thirty
days after the official declaration of the said vote, to proceed to construct the
said railway or railways, and to make and let all contracts required for the performance of the work necessary to be done and performed in and about the
construction thereof. All such contracts must, before execution, be approved as
to form by the counsel to the corporation, or chief legal adviser for said city."


EAST RIVER TUNNEL —N. Y. SUBWAY.


275




CHAPTER XXII.


APPRECIATION OF THE CHAMBER.
The proceedings of the Chamber in appreciation of the services of its members on the Board of Rapid Transit Commissioners are set forth in the following
extracts from its minutes:
MEETING OF JANUARY 7, 1904.
A. BARTON HEPBURN-Mr. President, many if not most of the great enterprises that come so closely home to the general welfare and interest of this entire
community have had their origin and found the mainspring of their successful
accomplishment through the action and activity of this Chamber. Probably no
one of the great enterprises to which I have referred comes more closely home to
the entire community individually than the Underground Rapid Transit Railway, now nearing its completion. It is fortunate for this community that our
merchant princes and successful business men, like the President of this Chamber, Mr. Orr, Mr. Smith and others, can be induced, or gladly come forward, to
give to the public the benefit of their services in the accomplishment of these
great enterprises solely in the public interest and for the public good. The President of this Chamber, with five other members, together with the Mayor and
Comptroller, constitute the Rapid Transit Commission. Their labors have been
long and arduous, and it seems to me that we owe it to ourselves, as well as to
them, at this particular time to take some fitting notice of the services that they
have rendered, which will inure so greatly to the benefit of our community. In
that connection I have a preamble and resolution that I desire to offer:
"Whereas, The Chamber of Commerce initiated the plan and prepared the
bill passed by the Legislature on the 24th of May, I894, under the provisions of
which the Underground Rapid Transit Railroad is now nearly completed; and
"Whereas, The President of this Chamber and five of its members, with the
Mayor and Comptroller of the city, were duly appointed a Board of Rapid Transit Commissioners; therefore, be it


276




APPRECIATION OF THE CHAMBER


"Resolved, That the Chamber desires to make suitable recognition of the RESOLUTION
eminent services rendered by the Commissioners, and to this end Messrs. APPOINTING
COMMITTEE
George F. Seward, Jacob H. Schiff and Cornelius N. Bliss be and they are
hereby appointed a Special Committee to consider and report at the next meeting what action in their judgment should be taken by the Chamber."
MR. HEPBURN-Mr. President, in deference to your well known modesty,
being a member of the Commission as well as President of this Chamber, it
seemed well to vary the invariable rule under which we act, and to name the
committee in this resolution instead of providing that they be appointed by the
Chair. I move the adoption of the resolution.
The resolution was unanimously adopted.
MEETING OF MARCH 3, 1904.
The Special Committee made the following report, which was advised to be
printed and a copy sent to each member:
REPORT.
In the City Hall station of the Rapid Transit Subway is to be placed a tablet
bearing this inscription: [An engraving of this tablet will be found on page 5.]


SUGGESTED BY THE CHAMBER OF COMMERCE,
AUTHORIZED BY THE STATE,
CONSTRUCTED BY THE CITY.


TABLET


This inscription is right, but it does not adequately set forth the service this
Chamber has rendered.
Our city has special need of rapid transit. Its principal business section is at
the southern end of Manhattan Island. The island is narrow and the residential
section stretches far away to the north. It includes also a great district beyond
the East River. The conformation of the city differs in this respect from that of
London, or Paris, or Berlin, where there has been unimpeded growths in all
directions from common centers of business and population.
In each of these great cities the physical difficulties of such enterprises
have been less. In each of them the difficulties attending the organization of such
work has been less. They are all capitals of great states, so organized within


PHYSICAL
DIFFICULTIES


277




RAPID TRANSIT


themselves and so associated with the respective national governments that great
public works are not halted for lack of intelligent, appreciative and effective
support. This city, the second in population on the globe, is not the capital of a
State. Vast in the magnitude of its population, yielding place to no other in
financial and commercial importance, it is not the mistress of its own affairs.
Its local government indeed is often in conflict with the State Government
because of constitutional conditions and of the free play of political forces.
'While these things are true we yet stand in face of the great facts that harmony has been secured between the State and the city; that the greatest work
yet known in the world for the purpose of giving transit facilities to a great population is nearing its completion, and that it is the Chamber of Commerce and a
representative body of its members that have so planned and so worked as to
bring about the great result.
There is a feature in American affairs that should be recognized by every
citizen who appreciates and loves his country. We live under republican institutions. The effective quality of such institutions is seldom so great as that of
the older forms of government. Public measures there are generally directed by a
compacted body of men who, by reason of ability and experience, have comne
into supreme control. Under a republican system there is always changeable
control, and public measures can never be pushed beyond the point to which
public sentiment has progressed. It follows that in any republic public sentiment
must be developed and organized by the people themselves. It has come to pass,
happily, in our great land, that the development of right sentiment and the
organization of measures demanded by the public interest have received the
attention of unofficial citizens. The field of work of this Chamnber is broader
and more important than that of any like body in the older countries. Our
people, quick to see the needs of any situation, are constantly organizing unofficial
bodies that do good work.
RECOGNITION      It is said that republics are ungrateful. It mnay be so. But it cannot be said
BY THE
CHAMBER that the people who live under republican forms of government are ungrateful
toward the men who in public or private life serve the public with fidelity. On
the wall yonder hangs a great historical picture. It presents the tribute of this
body to Mr. Field and his associates in an achievement incomparable at the time
and of vast concern to the world. Those who have participated in the transactions of this body have seen it often yield just honors. The man who more
than any other created right public sentiment for a sound currency, Mr.


278




APPRECIATION OF THE CHAMBER


Hanna of Indiana, stood here of late to receive addresses of appreciation and an
engraved medal from the Chamber. The man most prominent in the work of
devising the basis for the Rapid Transit enterprise received at your hands like
honor, and yonder in a corridor of this beautiful hall is to stand his statute
done in marble. He was a citizen who served the public officially and who
served it unofficially with singular clearness of vision, with devotion and with
truth, and the rewards granted to him by this Chamber have been such as will
make his memory last until these walls crumble into dust. If it be true that
republics as such are ungrateful let us take care that no such charge may be
brought against our citizenship at large.
What has been said is general in terms. Facts specific in character should be
set forth lest some one may say that the work of the Chamber and of its members has not risen to the height of public achievement indicated in the language
thus used. The facts are salient ones and he who runs may read the record.
The State authorized the work. The Act of the Legislature granting this
authority and determining the methods to be followed was prepared under the
direction of a Committee of this Chamber, approved by this Chamber, and urged
upon the Legislature by this Chamber until success was won.
Under that Act the city was empowered to carry forward the enterprise by a
commission of eight persons. The President of this Chamber for the time being
and five other persons all members of this Chamber and designated by it were
Commissioners. To these were added the Mayor and Comptroller of the city.
The Act made the body a continuous one, it being provided that the Commission should itself fill vacancies in its number. It happens in this way that six
out of eight Commissioners have always been members of this Chamber. And it
happens in this way that the great republican need of unofficial service has been
satisfied in a remarkable manner.
The foundation of the enterprise having been so laid, the duties of the Commissioners began. It was for them to create the thing so planned for. Their
work has been of a kind that cannot be told in detail. They determined the
route of the subway, having regard to existing means of transportation, to the
convenience of the population actually existent and that hereafter to exist, and
having regard to the right development of territory shut out from reasonable
access to the business center. They determined plans for the structure, fitting
them to the streets to be traversed and to the probable exigencies of traffic.
They laid the financial scheme, having regard to the prompt construction of the


COMPOSITION
OF
COMMISSION
WORK
PERFORMED


279




RAPID TRANSIT


work on economical lines and conserving the permanent interest of the city in
the work, by providing that the city, after a term of years, shall come into complete ownership and control of it. They carried through the courts proceedings
necessary to legalize the plans so made. They selected and supervised the engineering staff. They reconciled differences with the city as to moneys required
and as to the use of streets and interferences with public utility services. They
reconciled differences with individual property owners. They determined the
construction of the operating plant in order to secure safety for the multitudes
who will use the subway.
Is it too much to say that all this duty has called for attention, prudence, and
ability of the highest order, and that the harmony secured and the public approval
vouchsafed at each stage of the work indicates that attention, prudence and skill
have been exhibited in a degree that has left nothing to be desired?
The work nears completion. By July it is likely that our citizens will be in
full use of its benefits. What we may do here to set forth the merit of the
work and the merit of those who have done it will but faintly express the appreciation of the people who will be served by it. In knowledge of this the Chamber and the members of the Commission will receive their best reward.
Your Committee in submitting this report desires to add that it hopes to
submit at the next meeting of the Chamber a further report indicating what
means should be organized first, in order that the Chamber may take a right
part in celebration of the opening of the Rapid Transit Subway to public use,
and second, in order that the service rendered by members of the Chamber may be
properly recognized.
Your Committee submits the following resolution:
Resolved, That this preliminary report be received and printed for the
use of the Chamber and its members.
All of which is respectfully submitted.
(Signed,)   JACOB H. SCHIFF,
GEORGE F. SEWARD,    Special Committee.
CORNELIUS N. BLISS,
MEETING OF APRIL 7, 1904.
The report made as stated above was adopted by the Chamber.


280




APPRECIATION OF THE CHAMBER


MEETING OF NOVEMBER 2, 1904.
The Special Committee, several gentlemen having been added to its membership, offered the following report, which was adopted:
REPORT.
To the Chamber of Comm1erce:
Your Committee was appointed in January last. On March 2 it made a
preliminary report which was printed for the information of members. That
report presented briefly the following facts:
That our city is so situated that rapid transit is more necessary here than in
any other great city.
That this Chamber, impressed by the importance of the subject, studied it
with care, prepared the form of legislation required and pressed it to action by
the Legislature of the State.
That these studies involved not only physical problems of a serious nature,
but also administrative problems of importance and difficulty.
That the law actually secured provided the means for a right solution of
all these problems involved.
That it committed the enterprise to a Commission of eight persons, six of
whom were members of this Chamber.
That continuously ever since six members of the Commission have been
members of this Chamber, the other two being the Mayor ind Comptroller for
the time being.
That the Commission deserves high commendation not only because it determined plans for rapid transit broad in scope and fitted to-the needs of the city,
and has carried these forward under difficult circumstances, but also, and notably,
because it has so planned that the city owns the franchise, and will eventually
come into possession and control of the entire system with little or no debt outstanding.
It is not the purpose of your Committee to enlarge upon the report so
made or to elaborate remarks. It has waited until the subway, so far as it is
completed, has come into use, and every citizen may see for himself its magnitude, the fitness and beauty of its details, and its capacity to serve the convenience and comfort of our population at the moment and so long as multitudes of
people congregate within our borders.
The subway speaks for itself in these directions. It speaks also upon a


281




RAPID TRANSIT


further point. In all its parts it bears witness to the forethought of those who
were the direct instruments in its construction, and to their skill, capacity, courage and constancy. If it is a great work, it it so as the result of adequate design
and effort.
But the subway is as mute as the great pyramid in another direction. It
has no voice to name and thank its own builders. That duty rests upon us who
have been the human witnesses of their labors.
Your Committee now suggests the ways by which the Chamber may give
deserved honors to those of its members who have served the enterprise. We
advise:
BOOK      ist. That your Committee be instructed to prepare and print a descriptive and historical memoir of the enterprise to the end that the instrumentality of
this Chamber, of its members, and of others in the great work may be properly
recorded in permanent form. Your Committee believes that such a record is
necessary to a right appreciation of the work that has been done, and, as well,
that the record will serve a large public purpose by indicating how similar
municipal purposes here and elsewhere may best be promoted.
MEDALS TO      2d. That your Committee be instructed to cause to be struck suitable
COMMIS medals in gold, similar to the one already presented to Mr. Hewitt, and that
SIONERS
these medals be presented in this Chamber to Mr. Orr and to those members of
the Chamber associated with him in duty.
3d. In order that the matter may proceed in a proper way, your Conlmittee proposes that the Executive Committee be requested to decide to what
extent current funds of the Chamber may be utilized for the purposes stated.
GROUP      A further proposal has been considered by your Committee. It is thisPICTURE That a group picture, presenting the portraits of those of our members who
have had to do with Rapid Transit work, be procured and given place on the
walls of this Hall as a companion piece to the Atlantic Cable picture.
Your Committee is prepared to say that such a picture would adorn our
walls, would be of peculiar interest to our members so long as the Chamber
exists, and that the services of our members would be fittingly honored in this
way. Books go to the shelves of libraries and in the end are lost sight of.
Medals remain in the family and are not remembered elsewhere after a brief
season. A great painting remains an object of interest, of pride, and of inspira

282




APPRECIATION OF THE CHAMBER


tion for an almost indefinite period. Your Committee cannot but hope that such a
picture may be placed upon our walls, but it has no thought that it can be provided for out of the current funds of the Chamber nor otherwise than by the
generous action of individuals.
Your Committee desires that the way may be kept open to secure such a
picture, and to this end asks the Chamber to authorize the Executive Committee to give any needed assurances that a suitable painting, if offered, will be gratefully accepted by the Chamber.
Your Committee respectfully submits the following resolution:
That this Chamber holds in great appreciation the unselfish and highly successful services of Mr. Orr and his colleagues, and with the desire to give this
appreciation tangible form requests the Special Committee to give effect, to the
best of its ability, to the plans set forth in its report.
(Signed)    GEORGE F. SEWARD,
CORNELIUS N. BLISS,
JAcOB H. SCHIFF,
A. BARTON HEPBURN,
A. FOSTER HIGGINS,.      Special Committee.
C. ADOLPHE LOW,
ISIDOR STRAUS,
CHARLES S. FAIRCHILTD,
J. EDWARD SIMMONS,
ISAAC N. SELIGMAN,     I
MEETING OF DECEMBER 7, 1905.
The Special Committee submitted the following report:
REPORT.
To the Chamber of Commerce:
At a regular meeting of the Chamber in January, 1904, the following preamble and resolution, offered by Mr. Hepburn, were passed:
Whereas, The Chamber of Commerce initiated the plan and prepared the
bill passed by the Legislature on the 24th of May, I894, under the provisions of
which the Underground Rapid Transit Railroad is now nearly completed; and
Whereas, The President of this Chamber and five of its members, with the


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Mayor and Comptroller of the city, were duly appointed a Board of Rapid Transit Commissioners; therefore, be it
APPOINT-     Resolved, That the Chamber desires to make suitable recognition of the
MENT OF
COMMITTEE eminent services rendered by the Commissioners, and to this end Messrs.
George F. Seward, Jacob H. Schiff and Cornelius N. Bliss, be and they hereby
are appointed a Special Committee to consider and report at the next meeting
what action in their judgment should be taken by the Chamber.
At the meeting of March following your Committee presented a preliminary
report.
At the meeting of November following your Committee made a further
report containing, among other matters, the following proposals:
INSTRUC-     Ist. That your Committee be instructed to prepare and print a descriptive
TIONS and historical memoir of the enterprise, to the end that the instrumentality of
this Chamber, of its members, and of others in the great work may be properly
recorded in permanent form. Your Committee believes that such record is necessary to a right appreciation of the work that has been done, and, as well, that
the record will serve a large public purpose by indicating how similar municipal
purposes here and elsewhere may best be promoted.
2d. That your Committee be instructed to cause to be struck suitable
medals in gold, similar to the one already presented to Mr. Hewitt, and that
these medals be presented in this Chamber to Mr. Orr and to those members of
the Chamber associated with him in duty.
These proposals were approved by the Chamber.
Your Committee, in pursuance of the authority so given, has caused to be
struck seven medals of suitable size and design, and now brings them to the
Chamber in order that they may be formally presented to the persons named
below:
ALEXANDER E. ORR,
MORRIS K. JESUP,
JOHN CLAFLIN,
WOODBURY LANGDON,
SETH Low,
JOHN H. STARIN,
CHARLES STEWART SMITH.


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APPRECIATION OF THE CHAMBER


Your Committee has to report further that the memoir or book authorized by SCOPE OF
BOOK
the Chamber is now in the hands of the printer. It will contain a description of
passenger transportation facilities in our city and vicinity from an early day, and a
statement of plans now being prosecuted for further developments. It will contain also much matter relating to the underground railway systems of London,
Glasgow, Paris, Berlin, Budapest, Boston, Philadeplhia and Chicago.  The
book, with its pictures, maps and plans will run to more than 300 pages.
Your Committee believes that the information presented in this book justifies the following conclusions:
(i.) That the work done by the Rapid Transit Board and the plans determined upon for further work will provide our city in its various sections with a
very complete system of rapid transit facilities.
(2.) That this system, to say the least, will compare favorably with that of
any other city in the world.
(3.) That the physical difficulties met and overcome have been greater
than in any other city.
(4.) That the working out of a right system has been more difficult by
reason of peculiarities of governmental control, State and Municipal.
Your Committee has had no duty assigned to it as respects those gentle- INVITED
men who have served on the Commission in an official capacity beyond present- GUESTS
ing to the members a just and appreciative statement of the facts. These gentlemen include Mayors Van Wyck, Low and McClellan, and Comptrollers Coler
and Grout. But your Committee has believed that it would be grateful to the
Chamber to invite these gentlemen to be present and to witness the honors
that we feel free to bestow upon gentlemen of our own membership toward
whom we entertain sentiments of gratitude that are enhanced and deepened by
the affection generated in years of intercourse on this floor. Some of the gentlemen so invited are present and will know that our gratitude is not bounded by
the walls of this room, but extends also to them in full measure.
Your Committee has not failed to remember that one gentleman has
served on the Board who was not an official member, and not a member of this
Chamber. This gentleman, Mr. George L. Rives, known to us all as a man who


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RAPID TRANSIT


has served the city in important ways and always beneficially, has been invited to
this meeting in order that he may also be the recipient of our thanks.
Your Committee has invited to be present also Mr. William Barclay Parsons, Mr. August Belmont and Mr. John B. McDonald. These men, in their
several departments, have exhibited such broad capacity and such faithfulness
that no account of the subway which fails to note their services could be considered at all complete or just.
Your Committee has not been authorized to apportion honor between the
members of the Board, official or unofficial. Yet we think that the members of
the Board would themselves consider us remiss if we should fail to state that
the services of two gentlemen have been especially valuable. Your Committee
refers to the late Mr. Hewitt and to Mr. Orr. To the acute mind and wide political
and administrative experience of the former is to be largely credited the combination of the theories of municipal ownership and private enterprise adopted
and adhered to in the subway undertaking, and which has made the work especially satisfactory to our people. To the trained business intelligence of Mr.
Orr, to his fertility of resource, his critical care and sturdy courage, is to be
largely credited the solution of the grave problens that were met at every turn in
the prosecution of the work.
OBJECT      Our great community is to be congratulated in an especial manner upon
LESSONS the fact that the best virtue and the best intelligence of our citizenship have been
enlisted in the enterprise. It is not always that this happens under our institutions, and not always that it happens under any institutions. That it has happened here, in a city thought by some to be given over to the lust of wealth
and careless as to the course of administration, must give cheer to every man
who is proud of his city, and who believes that high integrity as well as high
capacity are to be found here in no stinted measure.
Your Committee proposes now to place the seven medals in the hands of
the temporary presiding officer, to be by him in your presence, to-day, presented to
the several gentlemen for whom they are intended; that five copies of the book
shall be given to each of the Rapid Transit Commissioners, official and unofficial,
one copy to each member of the Chamber, and that 500 copies be printed for
distribution among public libraries.


286




APPRECIATION OF THE CHAMBER


Your Committee moves the adoption of this report and the approval of the
proposals just recited.
Respectfully submitted,
(Signed)    GEORGE F. SEWARD,      )
CORNE.IUS N. BrIss,
JACOB H. SCHIFF,
A. BARTON HEPBURN,
A. FOSTER HIGGINS,
' Special Coizlmilttee.
C. ADOLPHE Low,
ISIDOR STRAUS,
CHARLES S. FAIRCHIILD,
J. EDWARD SIMMONS,
ISAAC N. SELIGMAN,     J
The further proceedings on this occasion were as follows:
THE PRESIDENT-Before action is taken on this interesting report you will
see the propriety of my calling to the Chair our Vice-President, who is with us,
Mr. Charles Lanier. I will ask him to take my place.
Mr. Lanier took the Chair.
MR. ALFRED P. BOLLiER-Mr. Chairman and gentlemen, it is fitting in sec- ALFRED P.
onding the adoption of the report just read to make a few remarks in apprecia- BOLLER
tion of the work of this Committee.
In its whole history of public accomplishments the Chamber of Commerce
never did a greater thing than become sponsor for the magnificent system of
Rapid Transit Subways, with which this city is now blessed, and enabled to
march forward toward its destiny of being the First City of the World.
Great as this achievement has been, the Chamber has done even more than
create a work of public utility of far reaching consequences. It has shown how a
great public work, of incalculable value to the City of New York for all time to
come, can be conceived, organized and carried out, freed from those political
entanglements, which so often prove a source of waste, extravagance, or scandal.
This is, indeed, an occasion of pardonable self-congratulation for a great
deed well accomplished, and the Chamber honors itself in honoring those men on
whom has fallen the burden and responsibility of the trust committed to them.
As an engineering work, the New York Subway is, I believe, unmatched in ENGINEERING


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RAPID TRANSIT


CONTRACTOR


any city in the world in magnitude and the extent of the difficulties overcome,
and is an enduring monument to that youthful brain that the Rapid Transit Commission called in to their aid, to show them how the work they had undertaken
could be accomplished. It must have been an inspiration that dictated to that
Commission the selection of its technical head, when, instead of following the
usual course of seeking an engineer of trained experience, with a record of great
deeds accomplished behind him, they committed the responsibility of planning
the exceptional work they had undertaken, as well as its supervisory execution, to
the hands of a young engineer who had his spurs yet to win, and experience on a
large scale to get. It was an unheard of procedure, but the results accomplished
have shown that in no respect has the wisdom and judgment of the Commission
been vindicated in a higher degree than when they called William Barclay Parsons to be their Chief Engineer.
No reference to the engineering side of this splendid subway system is complete without congratulating the Commission upon the limited tenders they had
for the work when advertised for contract, which resulted in the selection of
John B. McDonald as contractor, whose genius for organization, coupled with a
fertility of resource, was a potent factor in achieving the results obtained. It
was a happy combination of circumstances that brought together such well balanced co-ordinating factors as our Rapid Transit Commission, its Chief Engineer,
and its Chief Contractor, resulting in a completeness of scheme on bold, broad
lines, that has excited not only the admiration of the engineering world, but of
all well-wishers of civic righteousness for the high sense of trusteeship which
actuated its administration.
May the example set by this Chamber for enlisting "high integrity and high
capacity," in the service of the city, shine forth as a standard of endeavor for all
future time, as the burnished gold on the medals that to-day are bestowed on
those of our members who have so faithfully discharged a great public duty.


MR. BOLLER-Mr. President, I would like to add a few remarks upon the
report just read by Mr Seward. A limited number of copies of the record was
provided for. There was no provision for a stock on hand in the Chamber.
They are provided for distribution among the members and for library distribution. We ought to have an edition here in the Chamber, as the material is so
valuable that there will always be a demand for it; and, perhaps it is not in order,
but I think it would be well for the Executive Committee to take up that ques

288




APPRECIATION OF THE CHAMBER


tion and consider the advisability of printing an additional number of copies for
future use.
THE CHAIRMAN-Are there any further remarks? Gentlemen, the question
before you now is the adoption of the report of the Special Committee. What is
your pleasure?
J. EDWARD SIMMONS-I move its adoption.
The report was then unanimously adopted.


THE CHAIRMAN-I see that the Hon. Edward M. Grout, Comptroller, is
with us. We would like to hear fromn him.
MR. GROUT —Mr. Chairman and gentlemen of the Chamber, I came as a
witness, and did not expect to be a participant in your ceremonies. Perhaps the
process of elimination, by which I am the only public official here who is not a
member of the Chamber, has led you to ask me to speak. I can add nothing
whatever, it seems to me, to what is contained in the very full and fair report of
your Committee. The noticeable thing in the Rapid Transit law in my mind, as I
have seen it in administration, is the recognition of the necessity of the continuous work of a continuing executive body; and that precedent has been
adopted, in a measure, in the great and important work which the city is about to
undertake of procuring a larger supply of water for the city; and it seems to me
that in every public improvement where the plans must of necessity require a
long period of time to complete them, the principle which you have caused to be
adopted in the Rapid Transit Act, of a continuing body, as against public officials
who serve for a short period, is the principle to be chosen.
One personal word I would like to say. It is a matter of great pleasure for
one who has sat for four years on the Board with the members of your body
who are there, to see them receive at your hands this recognition of the valuable
services which they have performed for the city. [Applause.]
THE CHAIRMAN-Mr. William Barclay Parsons is present with us. We
would be glad to hear a few remarks from him. [Applause.]
MR. PARSONS-Mr. President, I don't think there is much for me to say,
after I have thanked you, sir, and the members of the Chamber, for the invitation to be here to-day and to receive the thanks of the Chamber, and for the very
flattering remarks that were made, especially by Mr. Boller, in seconding the
report of the Committee. Mr. Boller referred to the work of the "young


EDWARD M.
GROUT
WM. BARCLAY
PARSONS


289




RAPID TRANSIT


engineer." But the young engineer could not possibly have succeeded if he had
not had during his eleven years of service with the Rapid Transit Commission
the full and absolute support of that Commission at all times; and for that support I should like now to make full acknowledgment, and thank the members of
the Board for having given it to me so unreservedly and fully as they have done.
The Committee state that they have made no attempt to apportion honors. Of
course, it is not for me to do so; but I do not think I am stepping beyond the
bounds of propriety when I say that in this eleven years of service as the executive officer of the Commission I was necessarily brought into very close contact
with the President of the Board, and I know that at many very critical
moments, if it had not been for his steadfastness and absolute and unswervingbelief in the enterprise of which he was the head, we would not have had rapid
transit to-day. And I think, therefore, this city owes the Chairman of the Commission, Mr. Orr, a very great debt, and that this Chamber, of which I am a
member, also owes to his efforts the fact that we are celebrating to-day the
achievement of his labors. [Great applause.]
THE CHAIRMAN-Mr. George L. Rives is present. We would be glad to
hear from him. [Applause.]
GEORGE L.     MR. RIVES-Mr. President, for the very great compliment which has been
RIVES given to me in the report of the Committee I can only express my most sincere
and grateful thanks. I was born in this city, have been brought up here; I have
lived here all my life. It has always been my desire and my ambition to deserve
the good will and confidence of my fellow citizens. I need not say to you, therefore, with what pleasure I feel that such efforts as I have been allowed to make
for the service of the people of this city are appreciated and approved by those
who represent the commercial and financial interests of the metropolis. Quite
apart from any personal question, I want to express my very great gratification
that this Chamber has thought it right in this public and striking manner to
recognize the value of the services of the members of the Commission. My own
membership in the Commission ceased four years ago, so that I can speak in a
very impersonal manner of the efficient and admirable work which they have
done. It is only those who will take the trouble to inform themselves, as your
Committee has done, of the great difficulties that had to be overcome, difficulties of an engineering character, difficulties of what I might call a moral character, difficulties of a legal and financial character-only those who thoroughly
understand that can appreciate how complete and striking a victory this Com

290




APPRECIATION OF THE CHAMBER


mission has won. Unfortunately a great many people do not understand the
subject. One of the candidates for Mayor at the recent election, standing upon
the platform of Municipal Ownership, and backed by hundreds of thousands of
votes, is now advocating the passage of legislation which will legislate out of
office the Rapid Transit Commission, and change radically the law under which
they have operated.  Such legislation was introduced last year and defeated,
but it will be introduced again at the coming session of the Legislature and
urged with a great deal of vigor and with a great deal of popular backing. I
need not tell this Chamber what I think personally of the merits of the Rapid
Transit Act under which these things have been accomplished. We are reminded
to-day of the fact, as everybody here knows, that the existing law was initiated
and framed under the auspices of this Chamber. If this Chamber desires to
see that law continued in force; if this Chamber does not wish to see the conservative safeguards removed which Mr. Hewitt so admirably contended for
and so admirably introduced into this bill, I venture to suggest that it is
the part of this Chamber to have its voice heard at Albany during the coming
session of the Legislature. I need not tell you that the influence of the Chamber in such a matter will be very great and may possibly be decisive. And I do
hope that whatever the Chamber may do or leave undone, it will at least carefully examine into this subject with the purpose of retaining the conservative
safeguards which have been thrown about this matter. Mr. President, I can
only end as I began, by thanking the Chamber very sincerely for the great compliment that has been paid me. [Applause.]
THE CHAIRMAN-We would be glad to hear from Mr. August Belmont,
who is also present here. [Applause.]
MR. BELMONT-Mr. Chairman and gentlemen, it was not my purpose to AUGUST
say anything to you, but, of course, I must respond to the request of the Chair. BELMONT
I really do not think that I can add anything, except to ask you to review the
work, you who are business men and understand what it means to organize a
corporation and manage it in the face of the difficulties which corporations of
to-day encounter; and I can only say that I trust that that management has met
with your approval and will meet with your continued endorsement. You see
the results of it. You know the claim which it has for conservative capitalization and for careful conduct. I speak of that with some pride, and that is as
far as I can go. The future will have to speak for itself. [Great applause.]


29I




- RAPID TRANSIT


THIE CHAIRMAN —I am sure; gentlemen, we would like to hear from Mr.
John B. McDonald.
JOHN B.      MR. MCDONALD-Mr. Chairman and gentlemen of the Chamber of CornMcDONALD merce, it affords me great pleasure to be here to-day to do honor to the men of
New York who have contributed so much to the great work of constructing the
first Municipal Railway of Greater New York.
It would be a twice-told tale were I to recount the story of the many
obstacles met and overcome. The facts exist, however, that with the aid and
countenance of your body, the patience and forbearance of the public, the unfailing support of the Rapid Transit Commission and its Chief Engineer, supplemented by the co-operation of this and preceding municipal administrations, you
have given to the City of New York the greatest Rapid Transit Railroad in the
world.
Little more than a year has elapsed since the road was opened for active
operation. I think it may be fairly said that but few, if any, anticipated the great
benefits to the public which it confers. Even now its capacity is overtaxed.
There remains much to be done to meet the demands for transportation of
this Empire City. Build where you will, the ever increasing population of New
York will absorb your facilities, and the crying demand of the hour is for more
accommodations.
I know that so long as the public interests are entrusted to those who have
not failed in the past we may look confidently to the future.
I congratulate you, gentlemen, and the City of New York upon the accomplishment of your gigantic undertaking. That your work has been completed
and placed in the public service without a shadow to mar its fair fame will live in
history a monument to those who have directed and aided in its construction.
[Applause.]
The Chairman then presented the medals to the gentlemen named in the
report.
TIIE CHAIRMAN-We will now listen to Mr. Alexander E. Orr.
ALEXANDER       MR. ORR-Mr. President and gentlemen, my fellow-members of this ChatnE. ORR ber, to whom you have just presented these golden tokens as evidences of your
recognition and approbation of their services as Rapid Transit Railroad Comnmissioners of the City of New York, have commissioned me to express to you in
their behalf their sincere and heartfelt thanks for the honors you have conferred.


292




APPRECIATION OF THE CHAMBER


For myself I cannot help remembering at this moment, with keen feelings of
gratitude, the honors which have come to me for many years past from you, my
fellow-members of this Chamber. Several times you elected me your Vice-President, then, for five consecutive terms, your President; then you advanced me to
the dignified position of honorary membership, and now, as if in confirmation of
all that has gone before, you have presented me also with the gold medal of the
Chamber as an additional evidence of your appreciation and respect. Truly, the
lines have fallen to me in very pleasant places, and for it all I can only tender
you, as I now do from the deep places of my heart, my grateful thanks.
It has been both a pride and pleasure to the members of our Commission to
know that the very first move toward real and effective rapid transit under
municipal ownership was made by this Chamber, and it was for this reason that
when designing the tablet to commemorate the building of the first rapid transit
road in New York our Commission decreed that the very first line of the inscription should read: "Suggested by the Chamber of Commerce of the State of
New York," there to remain as long as' the solid bronze should last as the evidence of your contribution to real rapid transit development.
It is true that in the prosecution of this great work confided to our care
there were, especially in the'earlier stages, some serious set-backs and very many
discouragements; but knowing as we did that we possessed the confidence and
support of this Chamber, we again and again took courage, till we finally reached
the goal that you, after critical investigation of future possibilities, had the wisdom and the foresight to suggest.
We are glad, yes, more than glad, Mr. President, that Mr. Seward's Committee has mentioned names other than our own, of men who have given true
and loyal service to the cause of rapid transit, and without whose aid and
co-operation the problem  now  so happily solved would have remained an
unsolved problem to-day.
WNith the Committee's permission we desire to add to the list the names of
the late Justice Henry R. Beekman, who, under the supervision of this Chamber, drafted the rapid transit law, and of Edward M. Shepard and Albert B.
Boardman, who, with George L. Rives, already named in the report, acted as
our counsel and made all rough places in our legal pathway smooth, and then in a
few brief words emphasize the names-first, of that great and good and patriotic
New York citizen, our dearly loved fellow-member, Abram S. Hewitt,
[applause] known to us all as the father of rapid transit. No poor words of


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RAPID TRANSIT


mine can add to the luster of his great fame, but I am sure it is a pleasure to us
all to remember that during his lifetime wAe were able to recognize his services in a
manner that brought joy and happiness to his heart.
And of William Barclay Parsons, our Chief Engineer, who designed and
superintended the building of the subway, and whose professional skill proved
equal to every engineering difficulty that was encountered and won for him a
well merited national and international reputation. It may interest you to know
that Mr. Parsons' direct ancestor of several generations back obtained the original Charter of this Chamber from the British Crown. And of John B. MicDonald
and August Belmont, who at an opportune moment came to the front, when so
many held back, and with faith and courage accepted the contract for construction and operation, which crowned all our previous efforts with success. A-nd of
Edward M. Grout [applause] and Bird S. Coler, who as the chief financial
officers of the city, were members of all our important Committees, and
helped us so much in determining franchise values, which to our minds are the
most valuable of all municipal assets. All these names should be held in our
grateful remembrance as long as rapid transit is deemed essential to the comfort, happiness, and development of this great City of New York.
In conclusion, it is not for me to forecast the future, but I cannot help
believing that passenger transportation through large cities by subway contrivance has come to stay.. [Applause.]
CHARLES      CHARLES STEWART SMITH-M-r. Chairman, some of Im associates on the
STEWART Rapid Transit Bloard have made a suggestion to me which I have very great
SMITH
pleasure in communicating to you. Mr. Seward, in his report, and my friend, Mr.
Parsons, in his remarks, paid a very merited compliment to the President of the
Rapid Transit Board. My friends on my left have suggested that I should say
something which would express the convictions of the members of the Rapid
Transit Board regarding their President. Mr. Orr has executed his great work
and borne his immense responsibilities with absolute fidelity, great industry, and
very great ability.  [Applause.]  There were times when the Board felt very
uncertain of public support. A good many of our best citizens in New York
talked about a "hole in the ground." But Mr. Orr had unbounded faith that in
the end the rapid transit work would receive the approbation of the citizens of
New York city. I want simply to say that I wish to confirm the remark in the
report made by Mr. Seward in reference to Mr. Orr, on the part of the Rapid
Transit Commissioners themselves. [Applause.]


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APPRECIATION OF THE CHAMBER


CALVIN TOMIKINS-Mr. President, in i888 Mayor Hewitt sent a message to CALVIN
the Board of Aldermen of this city on the subject of rapid transit. It was probably the first great rapid transit paper which emanated from a city official. I find
extracts from that message have been embodied in a resolution presented to this
Chamber, and I think it would be peculiarly appropriate and grateful at this
time if by general consent that resolution, which is virtually and practically Mr.
Hewitt's message, could be read and receive our consideration. We have heard
from the other gentlemen who have been peculiarly instrumental in bringing
about this great public work. I think it is fitting that we should hear a few of the
words of Mr. Hewitt who was the great leader in that enterprise. I would ask
general consent. I believe the Secretary has that.
A. BARTON HEPBURN-Mr. President, the resolution which the gentleman A. BARTON
refers to was introduced and referred to the Committee of which I am Chairman. I embodied the sentiments of Mr. Hewitt as expressed in his message,
and with it, I presume, the Chamber would generally agree; but my Committee
did not think it right or opportune or proper to report to this Chamber an expression of abstract sentiment. We are practically business men, and when any
practical question comes before us for action it is quite right that we should
express our sentiments; but for this Chamber to approve formally the sentiments
expressed by Mayor Hewitt in a message which he delivered some time ago did
not seem to us to be a proper thing to do, even conceding that we approved of
the sentiments expressed, and for that reason the resolution is lying in Committee unacted upon.
MR. TOMKINS-I ask general consent to present it.
MR. SIMMONS-Mr. Chairman, inasmuch as the programme laid down by the
Special Committee has been completed and the business of the Chamber has been
finished I move that we adjourn.
The Chamber then adjourned.


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