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diff --git a/18229.txt b/18229.txt new file mode 100644 index 0000000..5af47fe --- /dev/null +++ b/18229.txt @@ -0,0 +1,1722 @@ +The Project Gutenberg EBook of Transactions of the American Society of +Civil Engineers, Vol. LXVIII, Sept. 1910, by Charles W. Raymond + +This eBook is for the use of anyone anywhere at no cost and with +almost no restrictions whatsoever. You may copy it, give it away or +re-use it under the terms of the Project Gutenberg License included +with this eBook or online at www.gutenberg.org + + +Title: Transactions of the American Society of Civil Engineers, Vol. LXVIII, Sept. 1910 + The New York Tunnel Extension of the Pennsylvania Railroad. + Paper No. 1150 + +Author: Charles W. Raymond + +Release Date: April 22, 2006 [EBook #18229] + +Language: English + +Character set encoding: ASCII + +*** START OF THIS PROJECT GUTENBERG EBOOK TRANSACTIONS OF THE AMERICAN *** + + + + +Produced by Juliet Sutherland, Sigal Alon and the Online +Distributed Proofreading Team at http://www.pgdp.net + + + + + + + + + + + +AMERICAN SOCIETY OF CIVIL ENGINEERS + +INSTITUTED 1852 + + +TRANSACTIONS + +Paper No. 1150 + + +THE NEW YORK TUNNEL EXTENSION OF THE PENNSYLVANIA RAILROAD. + +BY CHARLES W. RAYMOND, M. AM. SOC. C. E.[A] + + + + +Some time before the appointment of the Board of Engineers which +supervised the designing and construction of the New York Tunnel +Extension of the Pennsylvania Railroad, the late A. J. Cassatt, then +President of the Company, said to the writer that for many years he had +been unable to reconcile himself to the idea that a railroad system like +the Pennsylvania should be prevented from entering the most important +and populous city in the country by a river less than one mile wide. The +result of this thought was the tunnel extension project now nearly +completed; but it is only in recent years that new conditions have +rendered such a solution of the problem practicable as well as +desirable. + +Previously a tunnel designed for steam railroad traffic, to enter New +York City near Christopher Street, was partly constructed, but the work +was abandoned for financial reasons. Then plans for a great suspension +bridge, to enable all the railroads reaching the west shore of the North +River to enter the city at the foot of 23d Street, were carefully +worked out by the North River Bridge Company. The Pennsylvania Railroad +Company gave this project its support by agreeing to pay its _pro rata_ +share for the use of the bridge; but the other railroads declined to +participate, and the execution of this plan was not undertaken. + +New operating conditions, resulting from the application of electric +traction to the movement of heavy railroad trains, which had been used +initially in tunnels by the Baltimore and Ohio Railroad and was +subsequently studied and adopted by railroads in Europe, made it +possible to avoid the difficulty of ventilation connected with steam +traction in tunnels, and permitted the use of grades practically +prohibitive with the steam locomotive. The practicability of the tunnel +extension project finally adopted was thus assured. + +The acquisition of the control of the Long Island Railroad by the +Pennsylvania Railroad Company, which occurred in 1900, introduced new +and important elements into the transportation problem, from a freight +as well as a passenger standpoint. Previously, the plans considered had +for their only object the establishment of a convenient terminus in New +York, to avoid the delays and difficulties involved in the necessity of +transporting passengers and freight across the North River. When the +Long Island Railroad became practically a part of the Pennsylvania +System, it was possible and desirable to extend the project so as to +provide, not only for a great prospective local traffic from all parts +of Long Island, but also for through passenger and freight traffic to +the New England States, and to and from all points on the Pennsylvania +System, thus avoiding the long ferriage from Jersey City around the +harbor to the Harlem River. + +This paper has for its subject the New York Tunnel Extension project, +and is intended merely as an introduction to the detailed accounts of +the construction of the various divisions of the line to be given in +succeeding papers prepared by the engineers who actively carried out the +work. The project, however, forms the most important part of the +comprehensive scheme adopted by the Pennsylvania Railroad Company for +conducting its traffic into and through New York City, and a brief +description of this general plan is therefore necessary in order that +the relations of the tunnel line to the other parts of the +transportation project may be clearly understood. + + +GENERAL PLAN FOR TRAFFIC FACILITIES AT NEW YORK. + +The component elements of the general plan outlined by the late A. J. +Cassatt, President, in his open letter to the Board of Rapid Transit +Railroad Commissioners of the City of New York, dated January 18th, +1906, are indicated on Fig. 1, and may be briefly summarized as follows: + +_1._--The Pennsylvania Tunnel and Terminal Railroad, generally referred +to as the New York Tunnel Extension of the Pennsylvania Railroad. This +line begins near Newark, N. J., crosses the Hackensack Meadows, and +passes through Bergen Hill and under the North River, the Borough of +Manhattan, and the East River to the large terminal yard, known as +Sunnyside Yard, in Long Island City, Borough of Queens, New York. The +line will be more fully described elsewhere. + +_2._--The electrification of the Long Island Railroad within the city +limits. + +_3._--The Pennsylvania freight terminal yard and piers at Greenville, +N. J., connecting by ferry with the Bay Ridge terminal of the Long +Island Railroad. + +_4._--The Bay Ridge Improvement of the Long Island Railroad from East +New York to Bay Ridge. + +_5._--Yards for increasing the freight facilities in the Boroughs of +Brooklyn and Queens. + +_6._--The Atlantic Avenue Improvement in Brooklyn, involving the removal +of the steam railroad surface tracks and the extensive improvement of +the passenger and freight station at Flatbush Avenue. + +_7._--The New York Connecting Railroad, extending through a part of the +Borough of Queens and crossing the East River by a bridge at Ward's and +Randall's Islands to Port Morris, N. Y. + +_8._--The Glendale Cut-Off of the Long Island Railroad. + +_9._--New piers and docks in Newtown Creek at its confluence with the +East River. + +_10._--Electrification of the United Railroads of New Jersey Division +from Newark to Jersey City. + +The parts sustained by these elements in the work of transportation and +distribution are briefly as follows: + +The New York Tunnel Extension is essentially a passenger line, although +the Company has not only the legal powers but also the facilities for +making it a through route for freight if desired. It will transport +passengers to and from the centrally located station at 33d Street and +Seventh Avenue in New York City, joining the Long Island System at +Sunnyside Yard, and, by means of the New York Connecting Railroad, it +will form a link in the through traffic line, connecting the whole +Pennsylvania System with the New England States. This line has been +designed for the safe and expeditious handling of a large volume of +traffic. The requirements include handling the heaviest through express +trains south and west from the main line as well as the frequent and +lighter local-service trains. For through service the locomotive +principle of operation has been adhered to, that is, electric +locomotives will take up the work of the steam locomotives at the +interchange yard at Harrison, N. J., and, for excursion and suburban +service to nearby towns, provision will be made for electric +locomotives, or by operation of special self-propelled motor cars in +trains, the project being planned to give the greatest flexibility in +method of operation to meet the growing demand in the best way. + +The New York Connecting Railroad has important functions both for +freight and passenger service. When constructed it will be about 12 +miles long, and will form a part of the line to the New England States +for through passenger and freight service, and also carry local freight +to and from Sunnyside Yard and Brooklyn, and all points on Long Island. +By means of this line it will be possible to make the Brooklyn station +at Flatbush Avenue a station on the through System for New England as +well as the Western States. + +[Illustration: FIG. 1. (Full page image) + +MAP OF THE PENNSYLVANIA R. R. CO'S NEW YORK TUNNEL EXTENSION AND +CONNECTIONS.] + +The initial equipment of the Western Division of the Long Island +Railroad for electric traction has been made in advance of the opening +of the tunnel line in order to take care of the requirements of the +Atlantic Avenue improvement. This improvement involved the elimination +of grade crossings within the City of Brooklyn and the conversion of the +railroad line which was previously on the surface of the streets to part +subway and part elevated line from the Flatbush Avenue Terminal to East +New York Station, a distance of 5-1/4 miles. One of the requirements of +this improvement was that the motive power should be changed to some +form of power not involving combustion. This led to the adoption of +electricity, and, in order to meet operating necessities, involved the +electrification of connecting lines beyond the improvement proper, so +that local service could be handled to the end of the runs without +changing the motive power. The extent of the electrification thus +required was found to be about 100 single-track miles. This extensive +electrification work was undertaken and completed in the summer of 1905, +upon the completion of the Atlantic Avenue improvement proper, and since +that time has been in successful operation. On the near approach of the +construction of the New York Terminal improvement, plans for additional +electrification on the Long Island Railroad were made, and the work is +now in progress on the extensive additions required to couple up the +tunnel extension with the various lines centering at the Long Island +City terminus. + +The Bay Ridge Improvement of the Long Island Railroad comprises the +readjustment of the right of way and the establishment of new grades in +order to do away with grade crossings from the freight terminal at Bay +Ridge to a junction with the New York Connecting Railroad at East New +York, a distance of 10.4 miles. It also provides for the re-location of +the line and the elimination of grade crossings on the branch running to +Manhattan Beach, a distance of 3.7 miles. The work is being executed +without interrupting traffic, and in all about 75 grade crossings will +be abolished. This improvement became necessary in order to provide for +the rapid extension of population into the suburban districts and for +the present and future requirements of the section, to establish +municipal conveniences and facilities, and to open additional streets +across the right of way. To accomplish these ends, the line has been +built in cuts and on embankments, there being about 6.4 miles of the +former, 3.3 miles of the latter, and a tunnel, 3,500 ft. long, where the +line crosses the Atlantic Avenue improvement. + +The Atlantic Avenue improvement, as mentioned above, involved the +removal of the railroad tracks from the street surface for a distance of +about 5-1/4 miles. This was done by constructing a series of elevated +and subway structures, there being about 2.1 miles of the former, 2.4 +miles of the latter, and 0.8 mile of approaches, eliminating more than +90 grade crossings. In the light of recent developments, it may be of +interest to note that one of the reasons for establishing a combination +elevated and subway line was that, at the time the improvement was +projected, no underground railroad in the country, of similar length and +carrying a heavy volume of local traffic, was operated by electricity, +and public sentiment was against the operation of the entire length of +the line underground by steam power. This improvement also provided for +depressing the entire Flatbush Avenue station and a freight yard. As the +work progressed, the original plans for the station were greatly +enlarged, the remodeled station covering about 61 city lots. + +The main point of passenger distribution is the New York station. Other +important stations will be Flatbush Avenue, Brooklyn; Jamaica, Long +Island, where the changes to and from electric motive power will be +made; and Newark, N. J. Many other places, including the seaside resorts +on Long Island and in New Jersey, will feel the benefits of the direct +tunnel railroad into and through New York City. The Glendale Cut-Off +will materially shorten the route and running time from New York through +the tunnels to Rockaway Beach. + +The plans contemplate that passengers to and from the lower part of +Manhattan will be carried by the steam line between Newark and Jersey +City and cross the North River by ferry or the Cortlandt Street tunnels +of the Hudson Company. Eventually, the old main line will be electrified +and supersede the steam service between Newark and Jersey City. + +The Greenville Yard is the most important point for the receipt, +transmission, and distribution of freight. From this point freight can +be transported, without breaking bulk, by a comparatively short +car-ferry to the Long Island Railroad terminus at Bay Ridge, and thus a +very large part of the Pennsylvania Railroad Company's floatage in New +York Harbor and the East River will be abolished, the floatage distance +being reduced in the case of the New England freight from about 12 to 3 +miles. This traffic will be routed from Bay Ridge _via_ the Long Island +Railroad to a connection with and thence over the New York Connecting +Railroad to the New York, New Haven and Hartford Railroad at Port +Morris, N. Y. + +As the facilities for the handling of freight in the Boroughs of +Brooklyn and Queens had become insufficient for taking care of the +prospective traffic, eleven new local delivery yards, having a combined +area of about 2,153 city lots, have been established, and three existing +yards are to be improved and enlarged so as to give a combined area of +about 687 city lots. Of these new yards, the Bay Ridge freight terminal, +containing about 790 city lots, is the largest; its functions have been +described above. There is a freight terminal at East New York 200 ft. +wide and a mile long, containing about 566 city lots, which will be the +distributing point of freight for the entire East New York section. This +yard is depressed, and will be crossed by six viaducts carrying city +streets. The North Shore freight yard, containing 109 city lots, is +connected with the Montauk Division by an overhead construction, known +as the Montauk Freight Cut-Off, whereby all freight traffic to Jamaica +may be kept out of the way of the Jamaica passenger traffic from the +tunnels. + +It may be of interest to indicate briefly how much has already been +accomplished in the execution of this general plan, and what still +remains to be done for its completion. + +The larger part of the electrification of the Long Island Railroad and +the elimination of grade crossings within the built-up city limits, the +Atlantic Avenue improvement, and the yard and piers at Greenville, have +been completed. The Sunnyside Yard and the Glendale Cut-Off will be +completed during the next twelve months. On the Tunnel and Terminal +Railroad the embankment and bridge work across the Hackensack Meadows +and all the tunnels and excavation from the west side of Bergen Hill to +Long Island City, except a short section near the eastern end of the +line, have been completed. The New York station and other buildings and +facilities connected therewith are well advanced. The laying of the +track, the electrification of the line, and the installation of the +signaling and lighting systems are under way. It is anticipated that the +line will be ready for operation in the spring of 1910. + +Report has been made to the Public Service Commission that a large part +of the right of way for the New York Connecting Railroad has been +obtained, and more than $3,000,000 has been spent by this railroad. The +piers and docks at Newtown Creek and the electrification of the line +from Newark to Jersey City are not yet actively under way. + + +ESTIMATED COST OF THE IMPROVEMENTS. + +As appears from the foregoing statement, only parts of the improvements +contemplated in the general scheme have been completed, others are in +progress, and others have not yet been commenced. It is therefore +impossible at the present time to make a close estimate of the total +expenditure involved in the execution of the entire scheme. The +following estimate of the cost of the Pennsylvania Railroad Company's +improvements in the New York District when fully completed is based on +the best information now available: + +New York Tunnel Extension and Station, including +Interchange Yards at Harrison, +N. J., and Sunnyside, L. I., P. T. & T. +R. R. Co. $100,000,000 + +Long Island Railroad electrification, Bay +Ridge and Atlantic Avenue improvements, +Glendale Cut-Off, freight yards, +and new equipment 35,000,000 + +New York Connecting Railroad, to be built +jointly by the Pennsylvania R. R. Co. +and the New York, New Haven and +Hartford R. R. Co., about 14,000,000 + +Pennsylvania Railroad improvements in the +State of New Jersey, electrification of +line from Jersey City to Park Place, +Newark, Greenville freight line and terminal +on New York Bay 10,000,000 + ------------ + Total $159,000,000 + + +CORPORATE ORGANIZATION AND FRANCHISE CONDITIONS. + +As the tunnel extension lies partly in the State of New Jersey and +partly in the State of New York, it was necessary to charter two +companies, each covering the territory within the State to which it +belonged. The New Jersey corporation was entitled the Pennsylvania, New +Jersey and New York Railroad Company, and the New York corporation, the +Pennsylvania, New York and Long Island Railroad Company. These +organizations were completed early in 1902. Subsequently, after the +tunnels had been joined under the North River, the companies were +consolidated, on June 26th, 1907, and thereby formed the present company +under the name of the Pennsylvania Tunnel and Terminal Railroad Company, +a corporation of both States. + +Mr. Cassatt, President of the Pennsylvania, New York and Long Island +Railroad Company, made application in its behalf for a franchise to +extend the lines of the Pennsylvania Railroad by tunnels under the North +River to a passenger station to be erected in New York City and thence +under the East River to a connection with the Long Island Railroad, on +May 5th, 1902. + +The franchise for that part of the tunnel line which is within the State +of New York, that is, from the boundary line between New York and New +Jersey, in the Hudson River, to the eastern terminus at Sunnyside Yard, +Long Island, is contained in the certificate issued by the Board of +Rapid Transit Railroad Commissioners of the City of New York on October +9th, 1902. + +The essential features of the franchise have been summarized +substantially as follows in the report of the Committee of the Board of +Rapid Transit Railroad Commissioners of the City of New York, dated June +14th, 1902: + +_First._--A grant by the city in perpetuity of rights, subject, however, +to a periodic readjustment of payments at intervals of twenty-five +years, as follows: + + (_a_) To construct and operate a railroad of two tracks from the + boundary between New York and New Jersey under the Hudson River + opposite the westerly foot of Thirty-first Street, Borough of + Manhattan, thence running under the Hudson River and Thirty-first + Street to the East River and under the East River to a terminus in + Queens Borough. The Company is permitted on notice within ten years + to give up the right to these two tracks. + + (_b_) A like right for a railroad of two tracks beginning near the + same point under the Hudson River, thence running under + Thirty-second Street to the East River, and under that river to the + terminus in Queens Borough, with a right for two additional tracks + in Thirty-second Street, west of Ninth Avenue, and one additional + track between Seventh and Fifth Avenues in Manhattan. + + (_c_) A like right for a railroad of two tracks beginning at the + station terminal site at Thirty-third Street and Seventh Avenue and + thence running under Thirty-third Street and the East River to the + terminal in Queens Borough, with a right for one additional track + on Thirty-third Street, between Seventh and Fifth Avenues. + + (_d_) A right to maintain a terminal station occupying the four + blocks bounded by Thirty-first Street, Seventh Avenue, Thirty-third + Street and Ninth Avenue, the lots on the east side of Seventh + Avenue between Thirty-first and Thirty-third Streets, and the + underground portions of Thirty-first and Thirty-third Streets, + between Seventh and Eighth Avenues and between Eighth and Ninth + Avenues, the Company having itself acquired the land included in + such four blocks and lots on the east side of Seventh Avenue. + + (_e_) To occupy for such terminal facilities all of Thirty-second + Street lying between the westerly side of Seventh Avenue and the + easterly side of Eighth Avenue, and between the westerly side of + Eighth Avenue and the easterly side of Ninth Avenue. As soon as the + statutory right of the city authorities to make the conveyance + shall be put beyond doubt the Railroad Company is obliged to buy + such two portions of Thirty-second Street, which will then become + completely dedicated to the purposes of their station. (These + portions of Thirty-second Street were subsequently purchased by the + Railroad Company.) + + (_f_) To have along such routes the necessary facilities for the + operation of passenger and freight trains, including telegraph + wires and the various wires and cables for the distribution of + power, heat, and light. + +_Second._--The requirement of the consent of the Mayor, the Board of +Aldermen, the Board of Estimate and Apportionment, and the other +authorities of the city having control of the streets. + +_Third._--The obligation of the Pennsylvania Company to begin +construction within three months after obtaining the necessary consents +and complete the railroad within five years after construction shall +begin, except the route under Thirty-first Street, for the completion of +which the company is allowed ten years after the completion of the +remainder of the railroad. + +_Fourth._--Payments by the Pennsylvania Company for the first +twenty-five years, as follows: A rental of $200 per annum for the right +to occupy land under the Hudson and East Rivers outside of pier lines. A +rental for ground within pier lines and for underground portions of +streets in Manhattan Borough, at fifty cents per linear foot of single +track per annum, for the first ten years, and during the next fifteen +years one dollar per annum per linear foot. A rental for ground within +pier lines and for underground portions of streets in Queens Borough at +one-half the rates payable for Manhattan Borough. A rental for +underground portions of Thirty-first and Thirty-third Streets, between +Seventh and Eighth Avenues, and between Eighth and Ninth Avenues (such +portions extending almost up to the surface, except under the south +sidewalk of Thirty-first Street and north sidewalk of Thirty-third +Street) at $14,000 per annum for the first ten years, and at $28,000 per +annum for the next fifteen years. + +For the portions of Thirty-second Street, between Seventh and Eighth +Avenues, and between Eighth and Ninth Avenues, when the statutory power +of the city to make a sale shall be put beyond doubt, the city is to +sell and the Railroad Company is required to buy such portions for the +sum of $788,600. The rentals for river and track rights begin at the +date of operation. For the underground spaces under Thirty-first and +Thirty-third Streets, used for station extension, the rentals begin at +the commencement of construction, or when the company entered thereon. + +Such annual payments may be summarized as follows: + ++===============================================+=========================+ +| | First 10 | Next 15 | +| | years. | years. | +|-----------------------------------------------+------------+------------+ +|For river rights | $200.00 | $200.00 | +|For tunnel rights in Manhattan Borough, being | | | +| 44,341 ft. (partly estimated) of single track | 22,170.00 | 44,341.00 | +|For tunnel rights in Queens Borough, being | | | +| 8,100 ft. (partly estimated) of single track | 2,025.00 | 4,050.00 | +|For street rights on Thirty-first and | | | +| Thirty-third Streets, north and south of | | | +| terminal | 14,000.00 | 28,000.00 | ++-----------------------------------------------+------------+------------+ +| In all, per annum | $38,395.00 | $76,591.00 | ++===============================================+============+============+ + +If the route under Thirty-first Street be availed of, these amounts will +be increased by $16,652.50 for the first ten years, and by $33,305 for +the next fifteen years. + +The amounts to be paid are to be readjusted at the end of twenty-five +years; and thereafter at intervals of twenty-five years. If the city and +the Railroad Company shall not agree upon the readjusted rates, they are +to be determined by the Supreme Court of this State. + +_Fifth._--The railroad to be entirely in tunnel except where it +approaches the surface at its eastern terminal near Thomson Avenue, in +Queens Borough. The uppermost part of the tunnel is to be at least +nineteen feet below the surface of the street; but this limitation does +not apply to the portions of Thirty-first and Thirty-third Streets +opposite the terminal station between Seventh and Ninth Avenues, where +the Company may occupy the underground portions of the street under the +roadway to within thirty inches of the surface, and under the sidewalks +on Thirty-first and Thirty-third Streets opposite to the station to +within five feet of the surface, the company to properly care for +sewers, water, gas and other pipes and underground structures lawfully +in the street. + +_Sixth._--The company to make good all damage done to property of the +city by its construction work or operations, and to abutting owners all +damage done through any fault or negligence of the company, or of any +contractor or sub-contractor engaged upon its work of construction or +operation. The Tunnel Company to keep Thirty-first and Thirty-third +Streets opposite the station well paved with smooth pavement and in +thoroughly good condition. + +_Seventh._--Tunnel excavations to be done without disturbing the surface +of the street, except in the portions of Thirty-first and Thirty-third +Streets, and Seventh, Eighth and Ninth Avenues in front of the terminal +station, and except in Queens Borough, with the power to the Rapid +Transit Board, wherever conditions elsewhere make surface excavation +necessary for efficient construction, to grant the right for such +excavation, subject to conditions to be then prescribed by the Board. +The tracks are to be constructed of the most approved plan so as to +avoid noise or tremor. All plans for, and the method of doing, the work +are made subject to the approval of the Rapid Transit Board. + +_Eighth._--The motive power to be electricity, or such other power not +involving combustion as may be approved by the Board. + +_Ninth._--The company to have no power to carry on merely local traffic, +except with the approval of the Board and for additional consideration +to be paid the city. Traffic is defined as local which begins and ends +in the city within five miles of the terminal station on Seventh and +Ninth Avenues. + +_Tenth._--The railroad to be diligently and skillfully operated, with +due regard to the convenience of the traveling public. + +_Eleventh._--The city to have a lien upon the franchise and real +property of the company to secure the payment of rental. + +_Twelfth._--The rights of the city to be enforceable by action, for +specific performance, or mandamus, or otherwise. + +_Thirteenth._--The company not to oppose the construction of any rapid +transit railroad along or across the same routes which do not actually +interfere with the authorized structures of the company. + +_Fourteenth._--The city to have an ample right of inspection of the +railroad, and to enter upon it for examination, supervision, or care of +city property, or for other purposes. + +_Fifteenth._--The company to be bound to maintain and strengthen all +parts of its railways under streets or avenues so that the same shall +support safely any structures superimposed or which may hereafter be +superimposed thereon by the city or under public authority. + +_Sixteenth._--The company to have the right to convey or mortgage the +franchise, but every grantee, whether directly or under a mortgage, to +assume the obligations already assumed by the Railroad Company and the +Railroad Company not to be relieved of such obligations by the grant. + +This franchise was passed by the Board of Aldermen on December 16th and +approved by the Mayor on December 23d, 1902. + +Subsequently, an agreement, dated June 21st, 1907, was entered into by +the City of New York, the Tunnel Company, and the Long Island Railroad +Company covering the construction of the Sunnyside Yard, which forms the +eastern terminus of the line. + +In pursuance of this agreement, the map or plan of the City of New York +was changed by discontinuing or closing portions of fifty streets or +avenues, and by changing the grades of sixteen streets or avenues, in +the Borough of Queens, and the portions of streets and avenues thus +discontinued and closed, most of which were not opened for public use, +were sold to the Railroad Companies. The agreement, however, reserved to +the City permanent and perpetual underground rights and easements to +maintain in a reasonable manner, not inconsistent with the construction +and operation of the railroad facilities of the Companies, its existing +sewers, drains, and other sub-surface structures in, under, and through +the lands within the lines of the discontinued portions of each of such +streets and avenues, including the right to repair, rebuild, and enlarge +the same, and to construct in a reasonable manner, not inconsistent with +the construction and operation of the railroad facilities of the +Companies, such additional sewers or drains in, under, or through the +lands as may be hereafter required by the City, together with the right +to enter upon the premises from time to time as may be necessary for the +purpose of inspecting, repairing, constructing, or rebuilding the +sub-surface structures. + +The agreement required the Companies to construct at their expense, four +viaducts or bridges over their tracks and terminal development, three +with roadways 42 ft. wide, one with a roadway 60 ft. wide, and each to +have two sidewalks 10 ft. wide, the work to include the paving of the +roadways and sidewalks. + +The Companies are further required to pay one-half the cost of the +construction of the foundations, abutments, piers, superstructures, and +approach of an additional viaduct or bridge over the Sunnyside Yard, to +have a roadway not more than 60 ft. wide and two sidewalks each 10 ft. +wide, and to grant the City of New York a perpetual easement for the +continuance of the same in the location upon which it shall be +constructed. + +The agreement further provides that the Companies shall not injure the +sewers or other substructures now existing or hereafter constructed +under the streets and avenues, and, in case of injury, that they shall +repair them or pay the cost thereof; that the viaducts shall be +completed within the shortest time consistent with their safe and proper +construction, and that during their construction temporary streets shall +be provided for the accommodation of traffic. + +The Companies are required to bear all the expense of changes of grade +in the streets and avenues, except those made necessary by the +construction of the viaduct or bridge to be paid for in part by the +City; to indemnify the City against all liability for any and all +damages which may accrue on account of any street which may be closed or +the grades of which may be changed in pursuance of the agreement; to +assume all liabilities by reason of the construction or operation of the +railroads, or the construction of the viaducts, and to save the city +harmless from any liability whatever, to either persons or property, by +reason of the construction or operation of the railroads or the +construction of the viaducts. + +The Companies are also required to indemnify the City against and pay +the cost of all alterations which may be required to the sewerage or +drainage system or to any sub-surface structures and pipes laid in the +streets or avenues on account of the construction and operation of the +terminal, passenger yard, or freight yard of the Companies, or on +account of the changes in grades or street system. + +The Companies are authorized, if they deem it necessary to the +construction or to the efficient operation of the terminal passenger +yard or freight yard, to depress, at their expense, any pipes or other +sub-surface structures now under the surface of any of the portions of +the streets or avenues discontinued or closed, or to elevate and carry +the same upon any of the viaducts or bridges, the plans of such +depression or elevation to be approved by the Board of Estimate and +Apportionment. + +All works within, upon, or over the public streets and avenues are +subject to the supervision and inspection of the proper municipal +officer or officers, under such regulations as he or they may determine +and be authorized by law to impose; and the plans for the construction +of viaducts or bridges are to be approved by the Board of Estimate and +Apportionment. + +The Companies are required to cede to the City of New York perpetual +easements for the right to continue and maintain the viaducts or bridges +over the streets and avenues, sufficient for their control by the City +for the purpose of police regulation and other control contemplated by +the City ordinances for the case of streets or highways; reserving, +however, the right to construct and maintain, at their own expense, such +connections between the viaducts or bridges and their property as shall +not interfere with the use of the viaducts or bridges for street +purposes. + +The Companies are also required to cede to the City, grade and curb, +portions of five existing or proposed streets or avenues, and to pave +portions of two other avenues. + +Mr. A. J. Cassatt, President of the Pennsylvania Railroad Company, was +President of the Companies constituting the New York Tunnel Extension +until his death on December 28th, 1906, and Mr. James McCrea, President +of the Pennsylvania Railroad Company, was elected his successor, and is +now President of the Pennsylvania Tunnel and Terminal Railroad Company. + +Mr. Samuel Rea, Second Vice-President of the Pennsylvania Railroad +Company, has served as Vice-President since the incorporation of the +enterprise. + +Mr. A. J. County has been Assistant to the President since June 26th, +1907, and prior thereto and from the incorporation of the tunnel +enterprise served as Secretary of the Pennsylvania, New Jersey and New +York Railroad Company and as Assistant Secretary of the Pennsylvania, +New York and Long Island Railroad Company, which, as heretofore stated, +constitute the Pennsylvania Tunnel and Terminal Railroad Company. + + +ENGINEERING ORGANIZATION. + +Mr. Rea, Vice-President, has general charge of all matters involved in +the designing and execution of the project. + +_The Board of Engineers._--Before the beginning of the work, the +Management appointed a Board of Engineers which was instructed to +examine into the New York Tunnel Extension project; to pass upon the +practicability of the undertaking; to determine upon the best plans for +carrying it out; to make a careful estimate of its cost; and, if the +work was undertaken, to exercise general supervision over its +construction. + +President Cassatt's letter appointing the Board contains the following +further instructions: + +"You are requested to procure all additional information that may be +needed, sparing neither time nor any necessary expense in doing so, for +I am sure it is not necessary for me to say that, in view of the +magnitude and great cost of the proposed construction, and of the novel +engineering questions involved, your studies should be thorough and +exhaustive, and should be based upon absolute knowledge of the +conditions." + +The Board was organized on January 11th, 1902, when it held its first +session, and continued in the performance of its duties until April +30th, 1909, when it was dissolved, its work having been completed. + +The Board held regular and special sessions to receive progress reports +from the Chief Engineers in direct charge of construction, and to +consider questions relating to the plans and details of the work +submitted by its members or referred to it by the Management. It then +reported its conclusions to the Vice-President for approval before the +work was undertaken. + +The Management earnestly impressed upon the Board throughout the whole +period of its labors, that the Tunnel Extension and facilities were to +be designed and constructed without regarding cost as a governing +factor, the main considerations being safety, durability, and proper +accommodation of the traffic. No expenditure tending to insure these +conditions was to be avoided. + +The Board, when organized, was composed as follows: Col. Charles W. +Raymond, Corps of Engineers, U. S. Army, Chairman; Messrs. Gustav +Lindenthal, Charles M. Jacobs, Alfred Noble, and William H. Brown. + +Mr. George Gibbs was appointed a member of the Board on April 9th, 1902. +Mr. Lindenthal resigned on December 15th, 1903, and Mr. Brown resigned +on March 1st, 1906. Mr. Rea and all the members of the Board are members +of the American Society of Civil Engineers, and Mr. Noble is a +Past-President of the Society. + +Mr. William R. Mead, of the firm of McKim, Mead, and White, Architects +for the Terminal Station, was associated with the Board for the +consideration of architectural subjects. + +Mr. Robert H. Groff, Secretary of the Company, was also Secretary of the +Board until his resignation on January 31st, 1907. Mr. William Couper +was Acting-Secretary from April 15th, 1907, to April 30th, 1909. + +S. Johannesson, Assoc. M. Am. Soc. C. E., was Engineer Assistant to the +Chairman from December 1st, 1905, to April 30th, 1909. + +_Division of the Work._--For the purposes of actual construction, the +line was divided into four parts: the Meadows Division, the North River +Division, the Terminal Station, and the East River Division. A chief +engineer appointed by the Management had charge of the construction of +each Division. The chief engineers exercised full authority in the +organization of the working forces, and in the general conduct and +management of the work of construction on their respective Divisions, in +accordance with the plans for such work approved by the Board of +Engineers and the Management. + +Architects were employed to design the Terminal Station building and +superintend its erection; and structural engineers to design and erect +steel structures and facilities, and carry on the work under the +direction of a Chief Engineer of the Company. + +Committees, consisting principally of officers of the Pennsylvania +Railroad Company, co-operating with the regular engineering +organization, were appointed to consider the operating features of the +project, so that the experience of the Pennsylvania Railroad Company's +organization might be utilized in the work. + +[Illustration: PLATE I.--Pennsylvania Tunnel and Terminal Railroad. Map +and Profile. Bergen Hill Tunnel, New Jersey to Long Island Shaft, +Borough of Queens] + + +DESCRIPTION OF THE LINE. + +The following summary description of the various divisions of the line +is intended to give a comprehensive idea of the general features of the +project. Full details will be given in succeeding papers. The line and +its respective divisions are shown on Plate I. + +_Meadows Division._--Chief Engineer until March 1st, 1906, Mr. William +H. Brown, Chief Engineer, Pennsylvania Railroad Company, when he retired +from active service with the latter Company; since March 1st, 1906, Mr. +Alexander C. Shand, Chief Engineer, Pennsylvania Railroad Company. + +This Division consists of an "interchange yard" at Harrison, near +Newark, N. J., adjoining the tracks of the present New York Division of +the Pennsylvania Railroad, and a double-track railroad across the +Hackensack Meadows to the west side of Bergen Hill, a distance of 6.04 +miles. The construction is embankment and bridge work, including bridges +across the Pennsylvania, Erie, and Lackawanna Railroads, and the +Hackensack River. + +_North River Division._--Chief Engineer, Mr. Charles M. Jacobs. + +This Division commences at the west side of Bergen Hill and passes +through the hill in two single-track rock tunnels to a large permanent +shaft at Weehawken, near the west shore of the North River, and thence +eastward a distance of 224 ft. to the Weehawken shield-chamber. It then +passes under the river through two cast-iron, concrete-lined, +single-track tunnels, with outside diameters of 23 ft., to a point under +32d Street, near Eleventh Avenue, in New York City, and thence through +two single-track tunnels of varying cross-section, partly constructed in +cut-and-cover, to the east side of Tenth Avenue. It then passes into the +Station Yard and terminates at the east building line of Ninth Avenue. +The work included the Station Yard excavation and walls from Tenth +Avenue to Ninth Avenue, and the retaining walls and temporary +underpinning of Ninth Avenue. The aggregate length of the line in this +Division is 2.76 miles. + +_New York Station and Approaches._--Mr. George Gibbs, Chief Engineer of +Electric Traction and Station Construction. + +The Station and its approaches extend from the east line of Tenth Avenue +eastward to points in 32d Street and 33d Street, respectively, 292 ft. +and 502 ft. east of the west line of Seventh Avenue. This Division +included the construction of subways and bridges for the support of 31st +and 33d Streets and Seventh, Eighth, and Ninth Avenues, the Station +building between Seventh and Eighth Avenues, the foundations for the +post office to be erected west of Eighth Avenue, the service power-house +in 31st Street between Seventh and Eighth Avenues, the power-house in +Long Island City, the traction system, tracks, signals, and +miscellaneous facilities required in the physical construction of the +entire terminal railroad ready for operation. Messrs. McKim, Mead, and +White were the architects for the Station and Messrs. Westinghouse, +Church, Kerr and Company executed the structural engineering work, both +in the station and for the support of the streets, as well as the +construction of the subways. + +The station is of steel skeleton construction with masonry curtain +walls, all supported by a system of columns extending to a rock +foundation. This building covers two city blocks and one intersecting +street, and has an area of about 8 acres. It is 774 ft. long, 433 ft. +wide, with an average height above the street of 69 ft., and a maximum +of 153 ft. The main waiting-room is 277 ft. long, 103 ft. wide and 150 +ft. high. The Concourse is 340 ft. long and 210 ft. wide. + +The level of the track system below the street surface varies from 39 to +58 ft., and is from 7 to 10 ft. below mean high water in the harbor, +thereby necessitating the establishment of an elaborate system of +drainage over the entire station yard area. Access to the street is +gained by elevators and stairways. + +To accelerate the loading and unloading of the trains, high platforms +will be constructed in the station on a level with the floors of the +cars, in order to avoid the use of car steps and increase the traffic +capacity of the station. + +There will be 21 standing-tracks at the station, and 11 passenger +platforms, providing 21,500 ft. of platform adjacent to passenger +trains. Within the station area, which from Tenth Avenue to the normal +tunnel sections east of Seventh Avenue comprises 28 acres, there will be +a total of about 16 miles of track. + +The service plant for the installation of machinery for lighting, +heating, and ventilating the station, and for operating the interlocking +system, is located in an independent building south of the station. + +The Power-House to supply the electrical energy for the operation of the +tunnel line and the Long Island Railroad is situated on property in +Queens Borough adjoining the present Long Island Railroad Station near +the East River, and was constructed under the Chief Engineer of Electric +Traction and Station Construction. As at present designed, the +dimensions of the structure are 200 ft. by 262 ft., outside measurement. +It can accommodate six generating units of 5,500 kw., the standard +adopted for future work, and two of 2,500 kw. for lighting the tunnels. +The ultimate capacity of this station when extended will be about +105,000 kw. + +_East River Division._--Chief Engineer, Mr. Alfred Noble. + +This Division begins at the eastern limits of the New York Station at a +point in 32d Street, 292 ft. east of the west line of Seventh Avenue, +and at a point in 33d Street, 502 ft. east of the west line of Seventh +Avenue, and also includes the excavation work and retaining walls for +the station site and yard, to the track level, westward to Ninth Avenue. +It extends eastward from the station under 32d and 33d Streets through +tunnels partly three-track and partly so-called twin tunnels to Second +Avenue; thence the line curves to the left under private property to +permanent shafts a few feet east of First Avenue. Four single-track, +cast-iron, concrete-lined tunnels, with outside diameters of 23 ft., +pass under the East River, and, after passing through permanent shafts +near the bulkhead line, reach the surface in Long Island City from 3,000 +to 4,200 ft. east of the East River. The tunnel portals are in +Sunnyside Yard, which extends to Woodside, the easterly end of the +Division, and the Yard grading with its buildings and a number of City +viaducts crossing it were executed under this Division. The total length +of the Division is 4.48 miles. + +The total length of the entire line is 13.66 miles. There are 6.78 miles +of single-track tube tunnels, and the average length of the tunnels +between portals is 5.56 miles. + +[Illustration: PLATE II.--Pennsylvania Tunnel and Terminal Railroad. Map +and Profile. Harrison Yard to Bergen Hill Tunnel. Meadow Division July +30 1909] + + +GENERAL CONSIDERATIONS. + +Details have been omitted from the foregoing description, as they can be +treated better and more fully by the constructing engineers in +succeeding papers. There are, however, some general considerations +involved in the designing of the work, which may, perhaps, be referred +to more conveniently in this introductory paper, and these will now +receive attention. + +In all parts of the work problems were encountered requiring for their +solution large expenditures and much engineering skill; but many of +these difficulties had been frequently met in previous engineering +experience, and the methods of overcoming them were well understood. +Thus, in the Meadows Division, a long and heavy embankment, part of +which was on submerged meadow land, and many bridge foundations had to +be constructed; in the Bergen Hill tunnels, very tough trap rock was +encountered; in the tunnels under the city, the work was much +complicated and its cost increased greatly by the necessity of caring +for sewers, water and gas pipes, and the foundations of adjacent +buildings; and many troublesome problems were met in the construction of +the tunnels connecting the East River tunnels with the Sunnyside Yard. + +The novel features of the project, however, were the great tunnels +extending the line under the North and East Rivers. Tunnels of the kind +contemplated, to be used for heavy and rapid railroad traffic, had never +been constructed through materials similar to those forming the beds of +the North and East Rivers. Questions arising in connection with the +design and method of construction of the tunnels will be considered +later. Here they are referred to only in their relation to the location +and grades of the line, in which connection the conditions controlling +their establishment were the most important elements. + +_Location and Grades._--It was desirable to make the tunnels between +the bulkhead lines of the rivers as straight as possible, and it was +necessary to place them at sufficient depth below the dredging plane of +the War Department (which in the North and East Rivers is 40 and 26 ft. +below mean low water, respectively) to insure them against possible +injury from heavy anchors or sunken vessels. Furthermore, they had to +pass under the piers and bulkheads of Manhattan at a depth sufficient to +make it certain that they would not affect the stability of those +structures. Another consideration influencing the establishment of the +depth of the tunnels below the bottoms of the rivers became important as +soon as the method of construction by shields with compressed air was +adopted, namely, the necessity of providing sufficient cover to guard, +as far as possible, against blow-outs during construction. + +The tunnels under the city, connecting the sub-river tunnels with the +Terminal Station, were located so as to give as favorable grades as +possible. The provision of the franchise requiring the tops of the +tunnels to be at least 19 ft. below the Street surface, which had been +suggested by the Company to permit of future subways, had no effect on +their location, as other conditions required them to be at a greater +depth. + +The line extending westward from Bergen Hill had to be established so as +to give ample head-room at the numerous bridges over the railroads and +highways which it crosses. + +Eastward from the East River tunnels, the grades were established so as +to rise as uniformly as possible to the level of the Sunnyside Yard. + +The general features of the line, as finally adopted and constructed, +are as follows: + +The maximum grade west of the Terminal Station occurs on the New York +side of the North River, and is 2% in the west-bound and 1.93% in the +east-bound tunnels. The ruling grades (for the ascending traffic) being +1.32% in the west-bound and 1.93% in the east-bound tunnels. In the +tunnels east of the Terminal Station the ruling grade is 1.5% for both +east-bound and west-bound traffic. There is, however, descending with +the traffic, a short section on a grade of 1.9 per cent. These grades +would be objectionable with steam locomotives under a heavy traffic, but +the development of the electric locomotive has rendered possible the +operation of grades which would have formerly been considered +prohibitive. + +From the junction with the Pennsylvania Railroad, near Harrison, N. J., +to Woodside, Long Island, a distance of 13.66 miles, there is an average +of 1.5 curves per mile; the line having a total curvature of 230 +degrees. The maximum curvature is 2 degrees. + +[Illustration: PLATE III.--P. T. & T. R. R. East River Division. +Sunnyside Yard] + +_Method of Construction of Sub-River Tunnels._--The character of the +material through which the tunnels were to be constructed differed +greatly in the two rivers. The bed of the North River, at the level of +the tunnels, consists of silt composed principally of clay, sand, and +water, while that of the East River is formed of a great variety of +materials, such as quicksand, sand, boulders, gravel, clay, and +bed-rock. When the method of construction had to be decided there were +no thoroughly satisfactory precedents to follow in the case of either +river, although the Gas Tunnel under the East River, the partly +constructed Hudson Tunnels under the North River, the St. Clair Tunnel +under the St. Clair River, the Blackwall and several other tunnels under +the Thames River at London, supplied much useful information. The +smaller tunnels for a lighter traffic, since so successfully constructed +under the North and East Rivers, had not then been completed. Under +these circumstances, it was the desire of the Management that the Board +should receive and consider proposed methods of construction from all +available sources; and during the first year of its labors much of its +time was devoted to the examination and discussion of projects submitted +for its consideration by engineers and practical builders, some of these +projects having decided merit. Most of the methods proposed involved +temporary structures, or the use of floating plant, in the navigable +channels of the river. This was objectionable in view of the resulting +obstruction to the enormous river traffic. After full consideration of +the subject, it was decided to adopt the shield method with compressed +air for the construction of the tunnels under both rivers, this being +the only method recommended by the Chief Engineers, and having the great +advantage of conducting all operations below the bottom of the river, +thus avoiding obstruction of the channel. + +Experience has shown, as was anticipated, that it is much more difficult +to construct tunnels in such material as occurs in the East River and on +the New Jersey side of the North River, than in more homogeneous +material such as is found in the greater part of the North River. During +the progress of construction under the East River, there were frequent +blow-outs through fissures opened in the river-bed, and the bottom of +the river over the tunnel had to be blanketed continuously with clay, to +check the flow of the escaping air. + +In view of the serious difficulties which it was thought might be +encountered in the application of the shield method to the East River +work, other methods for the execution of this part of the project +received special consideration, one of the methods considered being the +freezing process. It was proposed to drive a small pilot tunnel and +freeze the ground for a sufficient distance around it by circulating +brine through a system of pipes established in the tunnel. The pilot +tunnel was then to be removed and the full-sized tunnel was to be +excavated in the frozen material and its lining placed in position. By +this means, it was intended to avoid the danger incident to the use of +compressed air in material of greatly varying character. This method +contained too many elements of uncertainty to justify its adoption; but +as the Management considered it desirable to have, if possible, an +alternative method, an extended experiment was made with the freezing +process. A pilot tunnel, 7 ft. 6 in. in diameter, was driven in the bed +of the East River for a distance of 160 ft., circulating pipes were +established in it, and brine at a very low temperature was passed +through the pipes until the ground was frozen for a distance of about +11.5 ft. around the tunnel. Observations to determine the rate of +cooling and other important points connected with the process were +carefully made. When it was found that the construction of the tunnels +was progressing satisfactorily by the shield method, and that so much +time was required to freeze the material that the freezing process could +not be used to advantage in this particular case, the experiment was +discontinued. + +_Design of the Sub-River Tunnels._--The sub-river tunnels consist of a +circular cast-iron shell, of the segmental, bolted type, having an +outside diameter of 23 ft., lined with concrete having a normal +thickness of 2 ft. from the outside of the shell. Through each plate of +the shell there is a small hole, closed with a screw plug, through which +grout may be forced into the surrounding material. Each tunnel contains +a single track. A concrete bench, the upper surface of which is 1 ft. +below the axis of the tunnel, is placed on each side of the track, the +distance between benches being 11 ft. 8 in. These benches contain ducts +for carrying electric cables. The main reason for adopting single-track +tunnels instead of a larger tunnel containing two tracks was to avoid +the danger of accidents due to the obstruction of both tracks by +derailment or otherwise. The tunnels are made just large enough to allow +the passage of a train with perfect safety, as it was believed that with +such an arrangement thorough ventilation would be secured by the motion +of the trains. Experience seems to justify this assumption, but, in +order to assure thorough ventilation under unusual conditions, such as +the stoppage of trains in the tunnels, a complete ventilating plant will +be provided for each tunnel. The rapidity and safety of construction +were increased by making the tunnel as small as possible, one of the +difficulties in the shield method of construction being the difference +in hydrostatic pressure between the top and bottom of the shield, which +increases with the diameter of the tunnel. + +The concrete lining was introduced to insure the permanency of the +structure, strengthen it from outward pressure and guard it against +injury from accidents which might occur in the tunnel. The side concrete +benches were suggested by Mr. Cassatt, President, to confine the trains +to the center of the tunnels in case of derailment, and to furnish +sidewalks on each side of the trains so as to obviate the necessity of +walking on the track. + +Refuge niches are constructed in the side benches of the tunnels. +Manholes, splicing chambers, pump chambers, and other features for the +handling of the electric cables and drainage, are established at +intervals. + +At points where unusual stresses were anticipated, as for instance where +the tunnels pass from rock to soft ground, the shell was composed of +steel instead of cast-iron plates. In the North River tunnels the +concrete lining in the invert and in the arch was reinforced by +longitudinal steel bars, but these were not introduced in the East River +tunnels. + +Other details connected with the structures, including the drainage, +lighting, ventilation, signaling, and electrification systems, will be +given in succeeding papers. + +_Stability of the Sub-River Tunnels._--One of the most important +questions connected with the design of these tunnels was their probable +stability under the long-continued action of a heavy and rapid railroad +traffic. The tunnels are lighter than the materials which they displace +even when the weight of the heavy live load is included. In the East +River the character of the material seemed to justify the conclusion +that the tunnels would not be displaced even under the action of the +live load. In the North River, however, the tunnels are enveloped by a +soft silt and it was at first apprehended that some system of supports +would be advisable to carry the heavy traffic and insure the tunnels +against displacement under its action. To meet this contingency, which +was then believed to be a very serious one, it was proposed to sink +cast-iron screw-piles through the bottom of each tunnel into and through +the underlying silt until satisfactory bearing material was reached. The +pile supports were worked out in sufficient detail to be embraced in the +contract for the construction of these tunnels, with provision, however, +for omitting them should it be determined subsequently that their use +was undesirable. The contract plans contained provisions for sliding +joints where the piles pass through the tunnel floor, so that the live +load might be carried directly to the pile heads by a system of girders, +and also for attaching the piles directly to the tunnel, the two plans +being alternatives. + +Investigations, made during the progress of the work to determine the +physical character of the silt and its action on the tunnels, suggested +the possibility that the use of pile supports might be inadvisable. This +view was confirmed by actual experience in the operation of the tunnels +of the Hudson Companies between Hoboken, N. J., and Morton Street, +Manhattan, which were opened to traffic in February, 1908. The stability +of these tunnels under traffic gave further assurance that supports were +unnecessary under the North River tunnels of the Pennsylvania Railroad +Company, and they were therefore dispensed with. + +_Cross-Passages Between the Tunnels._--The Bergen Hill tunnels, the land +portions of the North River tunnels and the tunnels under Manhattan are +connected by cross-passages at intervals varying from 50 to 300 ft. As +it was the desire of the Management to provide every arrangement +possible to insure the safety of its passengers and employees and also +to provide for the convenience of inspection, the question of +establishing cross-passages between the tunnels under the rivers was +given most careful consideration. The conclusion was finally reached +that such passages as it was possible to construct between these tunnels +might increase instead of diminish the danger in case of accident. No +more cross-passages have therefore been constructed in the sub-river +sections, except in the East River, where there is a cross-passage and +pump chamber combined between each pair of tunnels about 750 ft. from +the Manhattan bulkhead line. + + +PROBABLE RESULTS OF THE IMPROVEMENTS. + +In preceding pages reference has been made to the general objects of the +improvements included in the project of the Pennsylvania Railroad +Company for the New York District. While it is impossible, in this +introductory paper, to analyze fully the transportation problem at New +York, it seems desirable to indicate briefly some of the more obvious +effects which the improvements may be expected to produce upon the +distribution and handling of traffic. + +New York City owes its position as the business metropolis of the +country mainly to its magnificent harbor and the extensive waterfronts +on its deep, wide rivers, which furnish unrivaled facilities, at a short +distance from the sea, for foreign and domestic water-borne commerce, +its foreign commerce being about half the total for the whole country. +The water-transportation facilities of the port and its tributaries, +therefore, have always been guarded with jealous care, not only by the +local commercial interests but also by the General Government. + +During recent years, however, the population of the metropolitan +district has increased so enormously that New York is now the greatest +terminal passenger and freight traffic center in the country; and in +manufactures it ranks first among American cities. The new commercial +interests thus created are of at least equal importance with those of +the water-borne commerce, although their existence and development are +largely the result of the water facilities of the port. + +The local passenger and freight traffic of the Pennsylvania and of other +railroads reaching the west shore of the North River is conducted by +car-floats and ferry-boats which deliver their loads at piers on the +Manhattan waterfront and elsewhere in the harbor. These boats obstruct +and endanger the free navigation of the channels and occupy space along +the waterfront greatly needed for the accommodation of the long-distance +water-borne commerce, especially on the North River. + +In the East River the importance of ferry-boats as a means of traffic +distribution has already been greatly reduced by the construction of +bridges and tunnels which provide for the greater part of the passenger +and vehicular traffic. The North River, however, by reason of its +greater width and the comparative slowness of its currents, is by far +the more important waterway for the use of ocean-going vessels of the +larger classes. In this river the conditions for the construction of +bridges, within the limits of commercial convenience, seem to be +practically prohibitory. Tunnels, for the transportation of passengers +and the diversion of the freight traffic from the inner waters of the +harbor, are apparently the only available means of relief. + +When the new line is in operation, a very large part of the New York +passenger traffic of the Pennsylvania Railroad will be carried to the +New York Station at Seventh Avenue and 33d Street and the rest will go +to Cortlandt Street through the Hudson Company's tunnels. Thus a large +portion of the Pennsylvania passenger ferry traffic, which amounts to +more than 91,000 passengers daily, will be practically eliminated from +the water-transportation problem. In addition, a large part of the Long +Island Railroad's passengers will use the station at Seventh Avenue and +33d Street, and its ferry traffic will be reduced accordingly. + +The new arrangements for the transfer of freight from Greenville to Bay +Ridge will relieve the inner waters of the harbor of a large volume of +obstructive car-float traffic. There appears to be no reason why this +traffic should not be eventually conducted through tunnels under the +outer harbor, should future transportation conditions justify the +enormous cost of such structures. + +It is to be remarked that while these new arrangements greatly reduce +the passenger and freight water transportation, they have no effect on +the large vehicular traffic across the North River which must continue +to be conducted by ferries until it can be otherwise provided for. As +long as these conditions exist, ferry-boats must be used in large +numbers and continue to obstruct the North River. This difficulty +probably cannot be overcome by the construction of bridges, as in the +case of the East River, but it does not seem too much to expect that, +eventually, tunnels to provide for the vehicular traffic, like the +Blackwall tunnel under the Thames, will be established under the North +River. + +It would be interesting to estimate the increase in railroad traffic +capacity resulting from these improvements, but the data required for +this purpose are not available. Some idea of the increase in passenger +traffic capacity resulting from the establishment of the tunnel line may +be obtained by comparing the proposed daily train-movements for the new +station with the train-movements at other important railroad stations. +The daily train-movements of six such stations are given in the +following table: + + Total trains Movement + in and out at + for 24 hours. maximum hour. + +Jersey City 281 29 +Broad Street Station, Philadelphia 538 48 +Union Station, St. Louis 462 89 +South Terminal Station, Boston 861 87 +Grand Central Station, New York 357 44 +Pennsylvania Station, New York[B] 500 50 + + FOOTNOTES: + + [Footnote B: Proposed train service when Station is opened, the + ultimate capacity of the Station being in excess of 1,000 trains per + day.] + +The freight capacity of the Pennsylvania System at New York has been +greatly enlarged by the construction of the Greenville Yard and the +facilities connected therewith, but it is impossible to estimate the +amount of this increase. However, it is worthy of remark that, during +the period from 1900 to 1906, the freight traffic density on the +directly-operated lines of the Pennsylvania Railroad Company increased +from 3,268,330 to 4,742,081 ton-miles per mile of road, a growth of +nearly 50 per cent. Doubtless the improved freight facilities of the New +York District had a large influence in the development of this increase. + +One of the most interesting points connected with this development of +traffic facilities is its influence on the relative distribution of +population in the different parts of the metropolitan district. In 1907 +the population per acre of the different divisions of Greater New York +was reported as follows: Manhattan, 157; Brooklyn, 29; Bronx, 14; +Queens, 3; Richmond, 2. The effect of new lines connecting some of these +districts, and sections of New Jersey not far from the North River, with +the business center of the city will undoubtedly be to increase greatly +their population-density. It does not seem probable that the +population-density of Manhattan will be sensibly reduced by these +improvements, for they stimulate the increase of population, and +apparently no increase of transportation facilities can keep up with the +growth of the city. The population of a great commercial city must be +congested near the business center. This is a necessary condition of its +existence. All that can be done to meet this condition is to provide +all possible facilities for moving the people into and out of the +business districts and within its limits. + +During recent years the business population of the lower part of the +Borough of Manhattan has become greatly congested. Very high buildings, +providing business accommodations for large numbers of people, have been +constructed, and these people must move to and from their working places +at about the same times, that is, at the "rush hours" in the morning and +afternoon, at the beginning and ending of the working day. Every effort +has been made to provide for this immense and rapidly increasing local +passenger traffic, by the construction of surface, elevated, and +subterranean railways; but the demand for transportation has increased +much faster than the facilities can be provided, and it is evident that +the limit of down-town passenger traffic facilities has been very nearly +reached. + +Apparently, the only remedy for these conditions is the movement of +business and the people transacting it up-town or to the Boroughs of +Brooklyn and Queens, which are now readily accessible by tunnels and +subways. This movement, of course, is resisted by the great real estate +and money interests centered in the lower part of the city, but, +notwithstanding this resistance, the improvement has commenced and has +rapidly advanced. The great retail houses are being established above +23d Street; the banks and brokers' offices are rapidly appearing around +the new business center of the city. The facilities afforded by the +telephone and the subway for communication with the money center have +doubtless greatly promoted this up-town movement. + +When the Pennsylvania Tunnel Extension is in operation, the easiest and +quickest way for the passenger to reach the city from Newark will bring +him into the Pennsylvania Station at Seventh Avenue and 33d Street. The +schedule fast time from Newark to the New York Cortlandt Street Station +is now 25 min. This may be reduced to about 18 min. by the use of the +Hudson Company's tunnels, and while this involves inconvenience in +changing transportation at Jersey City, yet it brings the traveler three +blocks nearer Broadway. The time from Newark to the Pennsylvania Station +will be about 17 min., and the trip will be made without change of +transportation, so that, undoubtedly, by far the greater part of the +Pennsylvania's passenger traffic desiring to reach the shopping and +hotel center of the city will go to the new up-town station. + +The effect of the Tunnel Extension in increasing the volume and rapidity +of the up-town movement and the real estate values will be very great; +indeed, its influence is already apparent, although the line is not yet +opened for traffic. With the extension of the present subway down town +on the west side with direct connections to Brooklyn, and up town from +42d Street to the Bronx, with connections to permit convenient transfers +between these two straightaway subways--one on the east side and the +other on the west side of Manhattan--the Pennsylvania Station will +become a great center for receiving and distributing passenger traffic +between all the Boroughs of the City and outlying points. The new post +office to be established adjacent to the Terminal Station will also +greatly assist in accelerating the up-town movement. + +In concluding this account of the New York Tunnel Extension project, the +writer desires to pay a tribute of admiration and respect to the memory +of the late A. J. Cassatt, President of the Pennsylvania Railroad +Company, to whom the conception, design, and execution of the project +are mainly due. His education and experience as a civil engineer, his +thorough knowledge of all the details of railroad construction, +operation, and management, gained by long and varied service, the +directness, clearness, and strength of his mind, and his great executive +ability, placed him at the head of the railroad men of the country. In +the consideration of great problems, whether of transportation, finance, +commerce, or political economy, he was almost unequaled, owing to the +breadth, originality, and decisiveness of his character; yet his manner +to his subordinates was so direct and simple that he seemed unconscious +of his own superiority. Great as it is, the New York plan of improvement +is only one item in a far-reaching scheme of development which became +the policy of the Pennsylvania Railroad Company through Mr. Cassatt's +advice and influence, yet his strongest interest was doubtless centered +in the New York works. It is the sincere regret of all connected with +the design and execution of the project that he did not live to see its +completion. + + FOOTNOTES: + + [Footnote A: Brigadier-General, U. S. Army, _Retired_; Chairman, + Board of Engineers, Pennsylvania Tunnel and Terminal R. R. Co.] + + + + + + +End of the Project Gutenberg EBook of Transactions of the American Society +of Civil Engineers, Vol. LXVIII, Sept. 1910, by Charles W. 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