I IRANSPORTA11ION I IBRARY q ~L AL-I NEW SUBWAY FO 0R NEW YOP I i I I I OPI-PUBLIC SERVICU CONMI5SION' FOR FIRST DISTRICT 154 NASSAU STREE~T NUE-W YOI2 K C ITY. JUNEA 139I-UUVA. -,. I Iansapqriation Libisty Nfl EN'9 p~4 kf I -.. I- ~. '..: ', " '. 1 k i tWI, ' '. ________ Air.,1 z He ' TRANSPORTATION LTIRBARV I L..' $., li I STATE OF NEWV YORK ~ub r crtvbfrt 1onnii55ion FOR THE FIRST DISTRICT Office: No. 154 Nassau Street, New York City Lit; Commissioners EDWARD E. McCALL, Chairman MILO R. MALTBIE JOHN E. EUSTIS J. SERGEANT CRAM GEORGE V. S. WILLIAMS Counsel GEORGE S. COLEMAN Secretary TRAVIS H. WHITNEY Chief Engineer ALFRED CRAVEN 1913 TR. ro LAW ____7 -I I DUAL SYSTEM OF RAPID TRANSIT Summary of Dual System. V.i For Operation Company: by the Interborough Rapid Transit Track Miles. Existing subway........................... 73.0 Existing elevated lines..................... 118.0 Subway and elevated lines for construction jointly by City and Company.............. 146.8 Elevated railroad extensions to be constructed by company............................. 10.4 Third-tracks on elevated roa(ls to be constructed by com pany............................. 10.5 Total............................. 358.7 lFor Operation by the New York Municipal Railway Corporation: Existing elevated lines...................... Subway and elevated lines for construction jointly by City and Company............... Elevated extensions for construction by company................................... Third-tracking and reconstruction by company.. Total............................. Grand Total-Dual System...... 105.00 110.41 35.29 9.30 260.00 618.7 Already notable for cheap and expeditious transportation by its subway and elevated railroads, the City of New York is building a new system of rapid transit which, combined with existing lines, will make the greatest city railroad system in the world. The new project is known as the Dual System of Rapid Transit, and it will include both underground and elevated construction. The existing 2 rapid transit lines which will be embraced in the new system have 296 miles of single track. The Dual System will have 618 miles of track-more than double the present mileage-and will increase the transportation facilities in even greater ratio. When completed the new lines will be combined with the existing railroads and will be operated in two grand divisions-one by the Interborough Rapid Transit Company, which operates the existing subway and the elevated railroads in Manhattan and The Bronx, and the other by the New York Municipal Railway Corporation, formed for the purpose by the Brooklyn Rapid Transit Company, which controls the existing elevated railroads in Brooklyn. The construction and equipment of the new system will cost about $337,000,000, and it will be borne jointly by the City of New York and the two transit corporations. On March 19, 1913, the City of New York by the Public Service Commission for the First District entered into separate contracts with the Interborough Rapid Transit Company and the New York Municipal Railway Corporation for the construction, equipment and operation of the Dual System. The contracts, which had been approved previously by the Board of Estimate and Apportionment, were executed by Edward E. McCall, Chairman, and Travis 1I. Whitney, Secretary of the Public Service Commission, acting for the City; by Theodore P. Shonts, President, and H. M. Fisher, Secretary of the Interborough Rapid Transit Company; by Timothy S. Williams, President, and Harry A. Bullock, Secretary of the New York Municipal Railway Corporation (Brooklyn Rapid Transit). The contract for the third-tracking of the elevated lines in Manhattan and The Bronx was signed by D. W. McWilliams, Secretary, and E. T. Jeffery, Director of the Manhattan Railway Company, which owns the elevated railroads. Certain contracts were also signed by Frank Hedley, Vice-President of the Rapid Transit Subway Construction Company, which built the existing sul)way. As above stated, the existing trackage is 296 miles. Of this the Interborough Company now operates 191 and the Brooklyn Company 105 miles. New lines will add 322 miles of track, making a total of 618 miles. While this will be about double the existing mileage, the present facilities will be more than trebled, as the third-tracking and extensions of existing elevated railroads will materially enlarge SIGNING OF THE DUAL SYSTEM CONTRACTS. ON MARCH 19, 1913, IN THE HEARING ROOM OF THE PUBLIC SERVICE COMMISSION FOR THE FIRST DISTRICT, IN THE TRIBUNE BUILDING, THE CONTRACTS WERE SIGNED BY REPRESENTATIVES OF THE CITY AND OF THE TRANSPORTATION COMPANIES IN THE PRESENCE OF MANY CITY OFFICIALS AND OTHERS. A 3 their capacity. At present the existing rapid transit lines are carrying about 800,000,000 passengers per annum. The Dual System, if used to its full capacity, will be able to carry more than 3,000,000,000 in the same period of time. Hundreds of Millions to Be Invested. Of the total of $337,000,000 which will be expended on the new system the City of New York will supply about $171,000,000, all of which will be devoted to construction work upon lines to be owned by the City. Toward the cost of such lines the Interborough Company will contribute $58,000,000, and the New York Municipal Railway Corporation about $14,000,000. The cost of additional construction upon the elevated railroads, as well as that of the new equipment for both subway and elevated lines, will be borne by the companies, although the equipment for City-owned lines will be owned by the City. It is estimated that the Interborough will spend about $25,000,000 on construction and equipment of privately owned elevated lines, and about $22,000,000 for equipment of City-owned lines; and that the Brooklyn company will expend about $21,000,000 for elevated construction and about $26,000,000 for equipment. If these estimates are borne out, the total contribution of all parties for new work on the Dual System will be as follows: City of New York....................... $171,000,000 Interborough Rapid Transit Company..... 105,000,000 New York Municipal Railway Corporation.. 61,000,000 In addition to the above, the City of New York has already invested between $55,000,000 and $56,000,000 in the existing subway for its construction, and the Interborough Rapid Transit Company reports that it has expended about $48,000,000 in equipment on the same line. When the Dual System is completed, therefore, the City 'will have invested in rapid transit lines upwards of $226,000,000. Construction Already in Progress. It is provided in the contracts that the amount of money which the City has already expended or is obligated to expend upon new 4 lines to be embraced in the Dual System shall be included as part of the City's total contribution. At the present time (June, 1913) the City's expenditures and obligations on this account amount to nearly $76,000,000. It is also stipulated that the Interborough Company shall be credited on its contribution with $3,000,000 for the Steinway Tunnel, already constructe(1 under the East River from 42nd Street and Park Avenue, Manhattan, to Long Island City, Long Island, which will be turned over to the City and become part of the City-owned subway system. The City's construction work now going on includes the Fourth Avenue Subway in Brooklyn, the greater part of the Lexington Avenue Subway in Manhattan, with two sections in The Bronx, the Centre Street Loop Subway in Manhattan an(l the southern portion of the Broadway Sub)way in Manhattan, covering that part extending from Morris Street and Trinity Place northward to Broadway and Bleecker Street. The Lexington Avenue line and the Steinway Tunnel line will le op)erated by the Interborough Rapid Transit Company; the Fourth Avenue, Centre Street and Broadway lines by the Brooklyn company. Scope of New System. To appreciate the extent of the Dual System it is necessary to have a clear understanding of the limitations of existing rapid transit lines. Owing to the location of New York City and the peculiar conformation of its five boroughs, its rapid transit requirements are exceedingly difficult to satisfy. The business district of the Greater City, which is the goal of all transportation lines, is composed of that part of Manhattan Island lying south of 59th Street. Generally speaking, the northern part of this district is the locale of hotels, theatres and retail stores, while the southern part is the site of financial institutions, wholesale merchants, municipal offices, courts, railroad freight terminals and general office buildings. Travel on City transportation lines is, therefore, all toward this district in the morning and all away from it in the evening. The existing local rapid transit lines (excluding the street surface and steam railroads) are as follows: JIJ/#T'MOWYd"AiMMAS/Nt 'VI' 1, 1454, 7 1 13 7 I II 7", 8411 8671 -..59 I'. I'.4 t 14 '.,';'~' C7va AlIei (1) Manhattan and The Bronx. (a) The existing subway.-This is owned by the City of New York and operated on a lease by the Interborough Rapid Transit Company. It consists of 26 miles of road (73 miles of single track), running from Flatbush and Atlantic Avenues in Brooklyn to and under the East River to the lower part of Manhattan, up the east side of Manhattan to 42nd Street, west through 42nd Street to Broadway and up Broadway to 96th Street, where one branch continues out Broadway to Van Cortlandt Park, or 242nd Street, and another branch out Lenox Avenue and other streets to Bronx Park, or 180th Street. The length in Manhattan and The Bronx alone is 23 miles of road and 68 miles of track, there being 2.5 miles of road and 5 miles of single track under the East River and in Brooklyn. (b) The Manhattan Elevated lines owned by the Manhattan Railway Company and operated under lease by the Interborough Rapid Transit Company. These railroads cover 37.68 miles of road and 118 miles of single track. There are three main systemsthe Second Avenue, the Third Avenue and the Ninth Avenue lines. There is also the Sixth Avenue road, which is a separate line south of 53rd Street but uses the tracks of the Ninth Avenue line from 53rd Street north to 155th Street and Eighth Avenue, the terminus of both the Sixth and Ninth Avenue lines. (c) Hudson and Manhattan Railroad. This is the system popularly known as the McAdoo tubes. It consists of two sets of tunnels running from New Jersey under the Hudson River to Manhattan,-those at the south terminating at Church Street and those at the north entering Manhattan through Morton Street, running thence as a subway up Sixth Avenue as far as 33rd Street. The system in Manhattan has 3.2 miles of road and 7.1 miles of single track. This railroad is not embraced in the Dual System, but it may be used by transfer to connect the New York Municipal Railway system with the Grand Central Station. (2) Brooklyn. (a) The Brooklyn Union Elevated Railroad System. This consists of various lines of elevated railroad leading from all out 6 lying parts ot Brooklyn and a section of Queens to the East River and Manhattan. They include the Broadway line, the Myrtle Avenue line, the Lexington Avenue line, the Cypress Hills line, the Fulton Street line, the City Iine, Brighton Beach line, the Culver line, the Sea Beach line, the New Utrecht Avenue line, the Fifth Avenue line and the Third Avenue line. These roads now send their passengers into Manhattan over the Brooklyn and Williamsburg Bridges, by far the greater number over the Brooklyn Bridge. They include 58 miles of road and 105 miles of single track. (b) The subway. This is owned by the City and operated by the Interborough Rapid Transit Company in connection with the subway system in Manhattan. Passengers from various other lines and from all parts of Brooklyn come to Manhattan by this subway through the tunnel under the East River. (3) New Jersey. The suburbs in New Jersey send large numbers of passengers into the business district of Manhattan every day. These are brought to the west shore of the Hudson River by steam or electric railroads and thence come into Manhattan either by the Pennsylvania tunnel, the McAdoo tubes or various ferry lines. During the year ended June 30, 1911, the period at which the Dual System was planned, the above rapid transit lines carried 798,281,850 passengers, divided as follows: Interborough Rapid Transit Company-subways, elevated roads, 578,154,088. Hudson and Manhattan Railroad, 52,756,434. Brooklyn Union Elevated Railroad System, 167,371,328. The need for additional rapid transit is shown by the fact that all of these avenues of transportation were congested during the rush hours and that the congestion is increasing from year to year. The problem before the Public Service Commission was to provide relief in every direction. It was to do this that the Dual System was planned. The Dual System takes its name from the participation in the scheme of the two great transportation companies of the Citythe Interborough Rapid Transit Company and the Brooklyn Rapid AVES AAA~ ' f/Tt&EzP47E lo,Y5O T/L lo ZOVw~5pTA59// 5Tu IPPO Ec7PAKA 1 CORrp YO R p \ WC6 3 O~; IA VI PP_~c~ / 16 7%,Vols ION55MM-41 I Kjm65b p PAO I/t1O XLL fCK ROPO~8C ~1~. iI 'O;~ i~P C rB~ AY.- W/ ~ '~ ST j~~ J 017 Jlla~1 ll-lle -01,wrldce crI17 qwv a/ 7 Transit Company. The new lines are planned to extend and enlarge the existing system of each company. Enlargement of Interborough Company's Territory. In the Interborough's territory the existing subway will be extended on the east side from Park Avenue and 42nd Street north through Lexington Avenue to The Bronx, and on the west side from 42nd Street and Broadway south through Seventh Avenue and other streets to the lower part of Manhattan to a new tunnel connection with the subway line in Brooklyn. This line will be extended from its present terminus at Flatbush and Atlantic Avenues out Flatbush Avenue and Eastern Parkway, East 98th Street and Livonia Avenue to New Lots Avenue, with a branch from Eastern Parkway down Nostrand Avenue to Flatbush Avenue. The Lexington Avenue Subway will have two branches in The Bronx, one running up Jerome Avenue to Woodlawn Road and the other out Southern Boulevard and Westchester Avenue to Pelham Bay Park. Both of these extensions will be elevated railroads in the outlying districts. The existing subway, now terminating at Bronx Park or 180th Street, will be extended as an elevated line out White Plains Road to 241st Street or Becker Avenue. The company will extend the Third Avenue elevated railroad, now terminating at Bronx Park, through Webster Avenue and Gun Hill Road to a junction with the proposed line in White Plains Road. The Ninth Avenue elevated line, now terminating at 155th Street and Eighth Avenue, will be extended across the Harlem River and mainly through West 162nd Street to a junction with the proposed line in Jerome Avenue. Physical connection will be made between the Lenox Avenue branch of the existing subway and between the proposed Jerome Avenue line and the existing Third Avenue elevated railroad. These connections will be made at the intersection of 149th Street with the respective lines. The Second Avenue elevated railroad will be extended from 58th Street across the Queensboro Bridge to the Queens Plaza, where it will join the proposed elevated railroads to Astoria and Corona. These lines, while owned by the City, will be operated jointly by both companies. 8 The Steinway Tunnel is to be extended from its present western terminus at Paik Avenue and 42nd Street to Times Square, and from its eastern terminaus in Long Island City to a junction with the Astoria and Corona lines on the Queens Plaza of the Queensboro Bridge. The Interborough Company, therefore, will be able to operate trains from the Queens lines either over the bridge to the Second Avenue elevated road or through the Steinway Tunnel to the subway in Manhattan. Brooklyn Company Enters Manhattan. The Brooklyn territory up to the present time has been bounded by the East River, although the elevated railroads have the right to bring their passengers into Manhattan over the Brooklyn and Williamsburg Bridges. This operation, however, ends at the Manhattan terminals, from which their passengers must take other lines of transportation at an additional fare to reach their destinations in Manhattan. The Dual System will remove this abnormal condition and give the Brooklyn company a system of subways in Manhattan, by means of which it can distribute its passengers through the territory south of 59th Street. Thus the present congestion at the Manhattan terminals of the bridges will be ended and the passengers from Brooklyn will be enabled to reach their destinations in lower Manhattan without change of cars or the payment of an additional fare. To this end a new subway will be constructed for operation by the Brooklyn company, beginning at the Queensboro Bridge and running thence westward through 59th and 60th Streets to Seventh Avenue, south through Seventh Avenue to 42nd Street and from that point down Broadway to Vesey Street and thence under private property and through Church Street and Trinity Place to a connection with a proposed tunnel under the East River from Whitehall Street, Manhattan, to Montague Street, Brooklyn, and through Montague Street to a connection with the Fourth Avenue Subway. This tunnel will be connected also with the Centre Street line by an extension of the latter down Nassau Street to Broad Street. Trains now coming over the Brooklyn and Williamsburg Bridges will connect with the Broadway line through the Centre Street Loop Sub 9 way, which runs from the Manhattan end of the Williamsburg Bridge through Delancey Street Extension to Centre Street and down Centre Street to the Brooklyn Bridge, with a spur at Canal Street connecting with the Manhattan Bridge. The Fourth Avenue Subway, which will also be operated by the Brooklyn company, will thus be enabled to send its trains into Manhattan over the Manhattan Bridge or through the Whitehall-Montague Street tunnel. Those coming over the Manhattan Bridge will reach the Broadway line by an extension to be built through Canal Street from the Manhattan Bridge to Broadway. On the Brooklyn side of the river the Fourth Avenue Subway will extend from the Manhattan Bridge to 86th Street and Fourth Avenue, which is near Fort Hamilton. It will be connected with the existing South Brooklyn lines of the Brooklyn company, which will be reconstructed as elevated railroads. These lines are the Culver line, the New Utrecht Avenue line and the Sea Beach line. Connection with the Fourth Avenue Subway will be made at 38th Street and Fourth Avenue. When the connections with the Culver line and the New Utrecht Avenue line are made elevated trains can be operated without change from Manhattan to Coney Island. By a new subway through St. Felix Street and Flatbush Avenue the northern portion of the Fourth Avenue Subway will be connected with the existing Brighton Beach line of the Brooklyn company. All the other existing elevated lines of the Brooklyn company will become a part of the new system, and many of them will be extend(led and supplied with additional tracks for express traffic. The Brooklyn company is also to operate a new subway under 14th Street, Manhattan, with a tunnel under the East River to the Greenpoint section of Brooklyn and East New York. This line, known as the Eastern District Subway, will connect with the Broadway and Cypress Hills lines of the existing elevated system. As before stated, the Brooklyn company will have trackage rights over the Astoria and Corona lines in Queens, trains from which will run over the Queensboro Bridge and into the Broadway Subway through 59th and 60th Streets and Seventh Avenue. 10 Five-Cent Fare on Each System. The contracts provide for a single fare of five cents on each system, with free transfers at intersecting points for a continuous ride in the same general direction. In the Brooklyn system transfers will be exchanged between the elevated lines and the subway lines, but in the Interborough system only such transfers as are now given will be provided between the elevated railroads and the subway. On the existing lines, as they stand today, the longest ride obtainable for five cents is through the subway from Atlantic Avenue, Brooklyn, to Van Cortlandt Park or 242d Street, on the Broadway branch, a distance of seventeen and a half miles. Under the Dual System it will be possible for a passenger to travel over the Interborough Subway from the terminus of the White Plains Road line, near the northern City boundary, the whole length of The Bronx and Manhattan, under the East River to Brooklyn, and through the Eastern Parkway Subway and its extensions to New Lots Avenue-a distance of about twenty-six miles-for one fare and without change of cars. The longest possible ride on the Brooklyn system will be from Flushing, at the end of the Corona branch, to and across the Queensboro Bridge, through the Broadway Subway in Manhattan, under the East River to Brooklyn and through the Fourth Avenue Subway and its connections to Coney Island-a distance of about twenty-one miles. As soon as the connections of the Fourth Avenue Subway in Brooklyn with the elevated lines are made and through train operation is possible from Manhattan to Coney Island the five cent fare between these points will apply. This, it is estimated, will take about eighteen months. In the meantime the ten cent rate will prevail, except as already modified by the present arrangement for a five cent fare during certain hours. Temporary Operation Expected Soon. Every borough in the Greater City will share in the benefits conferred by the Dual System. The contracts contemplate that the whole system will be in operation in the year 1917, but it is also expected that parts of the system will be put into operation 11 from time to time, as each part is completed, so that long before the time set for complete operation the community will realize in part the benefits of the new lines. This will be possible because certain parts of the new system have been already constructed or so nearly completed that their operation will be possible before the completion of lines the construction of which is yet to be undertaken. These parts are the Steinway Tunnel, the Centre Street Loop Subway and the Fourth Avenue Subway. As before stated, the Steinway Tunnel was built by the New York and Long Island Railroad Company, owned by the Interborough Rapid Transit Company, which has contracted to turn it over to the City of New York as a part of the subway system. The tunnel is now completed from 42nd Street and Park Avenue, Manhattan, under the East River to Long Island City. With some changes and improvements it will be possible to operate cars through the tunnel as soon as the necessary equipment can be installed. In order to put the tunnel into use, therefore, the contracts provide that the Public Service Commission and the company may make an agreement for the temporary operation of the completed portion, with transfers to and from the existing subway at 42nd Street. The Commission has called upon the company to enter into such an agreement and temporary operation on this plan may be expected before the end of the year. Steps have been taken also to utilize the Centre Street Loop Subway, now practically completed, before the connections provided by the Dual System contracts are built. Soon after the contracts were signed the Public Service Commission received an application from the New York Municipal Railway Corporation for permission to equip and operate temporarily the two westerly tracks in this subway. This permission was granted and the company is now engaged in laying rails, stringing wires and connecting the subway with the tracks over the Williamsburg Bridge. When this is completed the Brooklyn company will be enabled to operate the elevated trains now coming over the Williamsburg Bridge through this subway to Canal Street and City Hall. It is expected that this temporary operation will begin by August 1, 1913. Temporary operation of the Fourth Avenue Subway in Brooklyn is also in prospect. It is possible that the Brooklyn company will 12 be able to operate trains from 43rd Street, Brooklyn, through this subway, across the Manhattan Bridge and into the Centre Street Loop within a short time. Great Relief by Elevated Improvements. From these three sources the earliest relief may be expected. Next in order will come the relief which will be provided by the extensions and third-tracking of the elevated lines in Manhattan, The Bronx, Brooklyn and Queens. Generally spealking, these elevated improvements can l)e completed in 18 months after work is started, so that wvithin two years there should be substantial relief in this direction. The addition of a third track to the existing elevated railroads will enable the companies to inaugurate through express service on all lines, where it is now possible to give only a local service or a partial express service and partial local service. In Brooklyn there is now no through express service possible becausthe elevated lines have only two tracks each, and the establishment of such a service on these lines of itself will almost work a revolution in traffic. In Manhattan there has been for some years an excellent express service on the Ninth Avenue elevated line between 116th Street and down-town points. When the improvments are made this service will be extended to 155th Street, and further when the connection with the Jerome Avenue extension of the subway is completed. The present express service from the Harlem River to 42nd Street on the Third Avenue elevated line will be extended by the new third tracking south to Chatham Square and on the north side of the Harlem to 145th Street, and later clear to the City line on the Webster Avenue extension and the White Plains Road line. What Manhattan Gains. In advance of complete operation it is difficult to forecast the advantages which the Dual System will confer upon the Greater City. If it were possible to put the whole system in operation today it would work a complete revolution in local traffic, but as different parts will be placed in operation from time to time the improvement ~............... t', * / i,:s ' ^~ Ic \/ 1~r CK jf: ' ^*'. ' \,y^ scs-11 or 00'77-1 — 74&' AAO Z-1.77g IV"A7^ /J. ^y? ^ Xg 74 y\9i1 I Zn NI — fzH ul sil I*6 O (f~ >^ ^ ^ -^^^^^ i 1 ^^ 0" - i~ -,~ * /:.l/ "*~ ^\ L' ^ L\ -?'~u \ \ ~3 -\ r,-\r ^ < -%.9,L ) 1 ^ );C: 'S^f~ C,( ~ " -S S S!j,, --- —./X ^ ^ ''S ^.,! ---' ^ ~~ - ' \\ 4 -- ^ ^e" r ^^ ^ ^^::^ — ^.: L-ays^-^ -^fc ~, 0=^i -S:-^| A /V '"' — "sas -^ ]/ - ^,,,- 1r - T- ^ ^ 'i ib ^t _ ^ / __ ^ ~^: ^^ ~'rfh ~ I7 ^ i0 ^/ "" "^- ^ ^ ^'''^ ^ -/7/w^^oL^M^7 rfi r -:: -- ^::z<' |, ~ ~ ~ ~ ~ ~ ~ ~ ~ ( >/^ - - w -- ".- / 1} ^_. -^ ^Y/7 LlLL-^^ 8 e^:p ^ -^ P.^-^ ^^_______ ^yy ^iv/i^ ^\ - ^ ^ - ^ - - - - - ^== /^ H ~ \ _ _ _ _ _ y____^ j (^^ -- ^\ J ^ / 10 ^\~c(~ ____I ____fc~ 13 will come gradually. Nevertheless the improvement in traffic conditions will be such that citizens in every borough will feel its benefits. In the Borough of Manhattan the additional subway facilities will be about five times those provided by the existing subway. The Lexington Avenue and Seventh Avenue lines alone will be more than a duplication of the existing subway, and combined with it will carry three times as many passengers. The new four-track subway for the Brooklyn company in addition will supply the district south of 59th Street with a new line having greater capacity than the existing subway. The addition of third-tracks on the Second and Third Avenue elevated railroads south of 42nd Street will nearly dlouble the capacity of those lines during the rush hours. It is therefore not extravagant to say that when the Dual System is in full oI)eration that part of Manhattan south of 59th Street will have five times the rapid transit facilities that it has today, and travelers will have the choice of three lines of subway and four lines of elevated railroads; with express service all (lay in the subways and during the rush hours on the elevated roads. North of 59th Street the new service will be at least three times that afforded by the present lines, due to the four tracks in the new Lexington Avenue Subway and the extensions of and third-tracks on the elevated lines northward of their present termini. The above applies to north and south traffic only. The new system also will provide several new crosstown lines, as well as several new lines to Brooklyn by tunnels and bridges. The Brooklyn company will operate a new subway from Seventh Avenue east through 59th Street and 60th Street to the Queensboro Bridge over the East River. The Interborough Company will operate a new subway from Times Square east through 42nd Street into the Steinway Tunnel under the East River to Long Island City. The Brooklyn company will operate a new subway from Sixth Avenue under 14th Street and by tunnel under the East River to the Greenpoint and Eastern District sections of Brooklyn. All these new crosstown lines will be connected with the north and south lines of the respective companies, so that passengers using the latter may transfer to them without paying an additional fare. 14 Brooklyn and Queens to Reap Great Benefits. In Brooklyn and Queens it is almost impossible to exaggerate the improvement of general transit conditions which will follow the completion of the Dual System. Rapid transit trains from Brooklyn now enter Manhattan only by the subway tunnel under the East River, the Brooklyn Bridge and the Williamsburg Bridge. Queens has no rapid transit connection at all with Manhattan, its only rail communication being by trolley cars over the Queensboro Bridge and the trains of the Long Island Railroad. Under the new system there will be three additional tunnels under the East River between Brooklyn and Manhattan-one for operation by the Interborough Company and two by the Brooklyn company. In addition the Manhattan Bridge will be utilized to bring into Manhattan trains coming from the South Brooklyn elevated lines and the Fourth Avenue Subway. These new entrances will double the facilities of the Interborough Company and quadruple those of the Brooklyn company. The Borough of Queens will be connected with Manhattan by two rapid transit lines operating over the Queensboro Bridge, connecting respectively with the Second Avenue elevated and the Brooklyn company's subway, and another connection by the Steinway Tunnel which will connect on the Manhattan side with the existing subway. These improvements will give to the Borough of Queens three entirely new rapid transit entrances into Manhattan. Aside from all this the third-tracking and extensions of the elevated railroads in Brooklyn and Queens will practically double the present capacity of those lines during rush hours, for the thirdtracks will be used in the morning for express trains coming into Manhattan and in the evening for express trains going away from Manhattan-a service that is almost unknown at present. The Fourth Avenue Subway and its connections with the South Brooklyn elevated lines will provide an entirely new avenue of travel between Manhattan and the ocean beaches. In Manhattan itself the new Broadway Subway, running from 59th Street almost to the Battery, will provide a distributing line through the business district of Manhattan for all Brooklyn traffic which is now halted at the East River. 15 Bronx Facilities to Be Quadrupled. Rapid transit facilities in The Bronx will be more than quadrupled by the completion of the Dual System. Practically four entirely new lines of rapid transit railroads will be constructed in that borough. The Lexington Avenue Subway will have two branches-one extending up Jerome Avenue to Woodlawn Road, and the other up Southern Boulevard and Westchester Avenue to Pelham Bay Park. In addition there will be the White Plains Road line, which will be an extension of the Bronx Park branch of the existing subway, and will run clear to 241st Street, near the City Line. Connecting with this line will be the Webster Avenue extension of the Third Avenue elevated. A connection will be made between the Third Avenue elevated and the existing subway at 149th Street; also between the existing subway and the Jerome Avenue branch at 149th Street. Another connection will be made between the Ninth Avenue elevated line from its present terminus at 155th Street and Eighth Avenue with the Jerome Avenue line at 162nd Street. This will make possible the joint use of these new lines by trains from subway and elevated 'lines. Through express service on both subway and elevated lines from the northern termini of the new roads will be possible. Residents of all parts of The Bronx will be given their choice of lines down-town. so that they will be able to go either by subway or elevated trains down the east side or down the west side of Manhattan. A Tunnel for Richmond. While Richmond will not profit immediately from the Dual System, it has been recognized. The Dual System plans provide for a tunnel under the Narrows from South Brooklyn to Staten Island. This tunnel will leave the Fourth Avenue Subway in Brooklyn at 65th Street and will enter Staten Island midway between St. George and Stapleton, with branches to each. Eventually it will be built and operated as an extension of the new system, but for the present no provision has been made for it. construction, 16 II INTERBOROUGH ROUTES AND STATIONS. The extensions of and additions to the rapid transit lines operated by the Interborough Rapid Transit Company will add about 168 miles to its 191 miles of existing trackage. Of the new trackage 147 miles will be extensions of City-owned subway lines, about 10'2 miles extensions and 10Y2 miles third-tracking of companyowned elevated roads. The subway line extensions will be made in Manhattan, Brooklyn, The Bronx and Queens, while the elevated extensions and additions will be confined to Manhattan and The Bronx, except for the extension of the Second Avenue elevated road, which will reach over the East River to Queens. Extensions of City Subway. The existing subway consists of a system having 26 miles of road or 73 miles of single track. It extends from the business center of Brooklyn under the East River to lower Manhattan, through the whole length of Manhattan Island, with two branches north of 96th Street,-the western or Broadway branch running to Van Cortlandt Park or 242nd Street, and the eastern or Lenox Avenue branch running to Bronx Park or 180th Street. This subway runs up the east side of Manhattan from the Battery to 42nd Street, at which point it turns west and runs through 42nd Street to Broadway and thence up the western side of the Island through Broadway. South of 96th Street, therefore, it is a west side line north of 42nd Street and an east side line south of that street, although north of 96th Street it has both east and west side branches. Under the Dual System, extensions will be made both north and south of 42nd Street, so that, when completed, the subway will have two complete north and south lines-one running up and down the west side, and the other up and down the east side of Manhattan. This will be effected by extending the west side line from 42nd Street at Times Square, south in Seventh Avenue, Varick and other streets to the Battery, and north from 42nd Street in Lexington 17 Avenue to and under the Harlem River as far as 135th Street in The Bronx. Both of these extensions will be four-track subways, so that both local and express service can be maintained on the east and west side lines. At 135th Street the Lexington Avenue Subway will divide into two branches-one running easterly through 138th Street to Southern Boulevard and thence northerly through Southern Boulevard, Whitlock Avenue and Westchester Avenue to Pelham Bay Park; the other running northerly through Mott, River and Jerome Avenues to Woodlawn Road. Each of these branches will be a threetrack road. The easterly branch will be a subway as far as a point in Whitlock Avenue between Aldus and Bancroft Streets, and from there to its terminus an elevated structure. The Jerome Avenue branch will be a subway from 135th Street to 157th Street and River Avenue, from which point to its terminus it will be an elevated road. The third track will permit the operation of express trains clear through to the termini of these branches. While these two branches will give needed relief to the east side and the west side of The Bronx, an extension of the Lenox Avenue branch of the present subway and an extension of the Third Avenue Elevated line will do the same for the northern central portion of that borough. The Lenox Avenue branch now terminates at Bronx Park or 180th Street. Under the Dual System plan a two and three-track elevated line will be built from this point northerly to White Plains Road and through White Plains Road to Becker Avenue or 241st Street, practically the City limits. Near 180th Street this road will connect with the line of the New York, Westchester and Boston Railway, of the New Haven system, at a station to be used jointly by each, so that passengers may transfer from one to the other without leaving shelter. The Lenox Avenue branch also will be connected with the Jerome Avenue extension at 149th Street. The proposed extension of the Third Avenue Elevated from its present terminus at Bronx Park will connect with this White Plains line at Gun Hill Road. The Third Avenue Elevated line will also be connected with the Lenox Avenue branch of the present subway by a short line at about 149th Street. Important extensions of the present subway also will be made toward the east in Queens and Brooklyn. Under the terms of 18 the Dual System agreement the Steinway Tunnel, which runs under the East River from 42nd Street, Manhattan, to Fourth Street, Long Island City, will be extended on both sides of the river an.operated as a part of the subway. The westerly terminus of this tunnel is now at 42nd Street, near the Grand Central Station. It will be extended westward through 42nd Street to Broadway at Times Square. On the Queens side it will be extended as a subway and elevated line through and over the Sunnyside Yard of the Long Island Railroad Company and thence via Davis Street and Ely Avenue to the Queensboro Bridge Plaza. This tunnel will be a two-track subway from Times Square to its present terminus An Long Island City. The extension in Queens will be a two and threetrack subway and elevated road. Elevated Roads in Queens. From the Queensboro Bridge Plaza two elevated railroads will be built connecting with the Steinway Tunnel Extension. One of these roads will be a two and three-track elevated line north through Second Avenue to Ditmars Avenue, Astoria. The other will be a two and three-track elevated line through Queens Boulevard, Greenpoint Avenue, and Roosevelt Avenue to Sycamore Avenue, Corona. Eventually this line probably will be extended to Flushing and points beyond-a matter now engaging the attention of the Public Service Commission. Trains from the subway in Manhattan can pass ever both of these extensions by going through the Steinway Tunnel. These two lines will also be used by trains from the Second Avenue Elevated line in Manhattan going over the Queensboro Bridge as well as by trains of the New York Municipal Company passing through the Broadway and 59th Street subways in Manhattan and over the Queensboro Bridge. These Queens branches are to be owned by the City and leased to the Interborough company, but trackage rights on them are given to the Brooklyn company. The Seventh Avenue extension of the subway in Manhattan to be operated by the Interborough Rapid Transit Company will be connected with Brooklyn by a new tunnel. This tunnel line will 0 "p` ; ~~r:., ~... " ~-~ *^^. I: ' . a.:ti~. t r ~~. -2 '' r aE C:k*, a;" 1'4i.i ,,,:.;,..1~;w~~r,': ~c-7.:C~ 3t '" "sT:,"n";":' c~ + "' d 14tr r;, h Ir gT U 'Is.: f _2. c ~~-,r'94ir P rrht t.9~" ~rr.I 1 x I, i - i~~ `ljL'~ — -'~ ~t6,1).e ~~~-- a I ~n\, S,,5n ~~;~I. _ ~.*. ~- i., r.,i 5~ '\+c6n~~. '. ".-h~ i f ~ —'u. n i b* u.. o~- ~~; -r`': 5" " "S~..:;.~; ~"S ~lwil ~~ ~~ ar.~ J. i, uJ* "~'tt.;~la r..uc,.r I en57o;rrr t24tra '..~U, t"H-.it. '-k r...., 3 r,:, lloLj.lsi:ticm_r&~~R 1PIP;c"~~w "" r- ~ — ~~~ --~~ S - - S {{ - ONE OF SEVERAL DESIGNS SUBMITTED BY THE COMMISSION'S ENGINEERS FOR ORNAMENTAL ELEVATED STRUCTURE ON QUEEN'S BOULEVARD. 19 leave the Seventh Avenue line at West Broadway and Park Place and will run through Park Place, under the United States Post Office property and through Beekman Street to William Street, through William Street to Old Slip and thence under the East River to Clark Street, Brooklyn, and through Clark Street to a connection with the present subway at Borough Hall. The present subway which ends at Flatbush and Atlantic Avenues, Brooklyn, will be extended out Flatbush Avenue to Eastern Parkway and out Eastern Parkway to Buffalo Avenue as a four-track Subway. A branch two-track subway will run down Nostrand Avenue as far as Flatbush Avenue and a three-track elevated extension will be made from Buffalo Avenue out East 98th Street to Livonia Avenue and through Livonia Avenue to New Lots Road. Later a branch from Eastern Parkway, down Utica Avenue to Flatbush Avenue, probably will be built, the route of which has already been adopted by the Public Service Commission. The new tunnel will be a two-track road and with the existing tunnel from the Battery to Joralemon Street, Brooklyn, will give the Interborough Rapid Transit Company four tracks under the East River. These new lines, to be owned by the City, will give to the Interborough Rapid Transit Company 37.9 miles of new subway single track in Manhattan (including Harlem tunnels), 53.3 miles of new subway and elevated road (single track) in The Bronx, 30.6 single track miles of Steinway Tunnel and its extensions and elevated road branches for Queens, and 25 miles of new tunnel and subway and elevated single track in Brooklyn (including East River tunnels). Elevated Extensions-Manhattan and The Bronx. Important additions and extensions are also provided for the elevated lines of the Interborough Rapid Transit Company under the Dual System. These elevated lines, namely the Second, Third and Ninth Avenue roads, are mainly two-track lines. The total elevated mileage in Manhattan and The Bronx, including the Sixth Avenue line from 53rd Street south to the Battery, is 118 miles of single track. With the proposed additions under the Dual System the mileage will be expanded to 139 miles of single track. 20 Additions to these elevated lines are to be of two kinds: (1) Third-Tracking. (2) Extensions. The third-tracks on the elevated railroads are needed for express train service. To a certain extent this service is already provided by third-tracks on the Ninth Avenue Elevated from Christopher Street north to 116th Street and by a third-track on the Third Avenue Elevated from 42nd Street north to 129th Street. Under the Dual System it is proposed to complete the third-tracks on these two lines and to add a third-track to the Second Avenue Elevated road. The Second Avenue line will be third-tracked from the City Hall Station in Manhattan north to 129th Street and the Harlem River, the Third Avenue line from City Hall Station north to 129th Street and the Harlem River and the Ninth Avenue line from Rector Street north to 155th Street and Eighth Avenue, the present terminus. The existing bridge across the Harlem River carrying the Third Avenue Elevated tracks will be reconstructed into a four-track bridge, and the four tracks will be extended north to 144th Street in The Bronx. The company will have the privilege of later extending the third-track to the present terminus of the Third Avenue line at Bronx Park. The above improvements will enable the company to run express trains through from 155th Street on the Ninth Avenue line clear to Rector Street, and from the Harlem River on the Second and Third Avenue lines clear to the City Hall. The Ninth Avenue, the Second Avenue and Third Avenue Elevated lines will be given new outlets to the north under the Dual System. The Ninth Avenue line will be extended as a two-track elevated railroad from about 157th Street and Eighth Avenue across the Putnam Railroad Bridge over the Harlem River, thence ever the right-of-way of the New York Central and Hudson River Railroad Company and private property, thence as a tunnel emerging as an elevated structure in 162nd Street near Jerome Avenue and thence over 162nd Street to River Avenue, where a connection will be made with the elevated structure of the Jerome Avenue Extension of the Lexington Avenue Subway. The right to oper 21 ate elevated trains over the Jerome Avenue Extension is granted to the Interborough Company, so that when that extension is built elevated trains starting at the Battery may run clear through to Jerome Avenue and Woodlawn Road, and the Ninth Avenue express service can be extended to the northern terminus. The Third Avenue Elevated line will be extended from its present terminus at Bronx Park as a two-track elevated line north through Webster Avenue to Gun Hill Road and through Gun Hill Road to White Plains Road where a connection will be made with the White Plains Road extension of the Lenox Avenue branch of the present subway. This extension will permit of trains on the Third Avenue Elevated running clear through from the City Hall Station to 241st Street or Becker Avenue, as the Company will have the right to operate its elevated trains over the White Plains Road extension of the subway. When the third tracking is completed to Bronx Park, the express service can be extended to 241st Street. The Second Avenue Elevated line will also be extended from 59th Street over the Queensboro Bridge to a junction with the Queens elevated lines to Astoria and Corona. These lines, therefore, will be used for operation of both elevated and subway trains These improvements will add to the existing trackage of the Manhattan Elevated system 10.5 miles in Manhattan, 9.9 miles in The Bronx, and Y2 mile in Queens, of single track. Routes in Interborough System. EXISTING LINES. Track Mileage. Existing subway, from Flatbush and Atlantic Avenues, Brooklyn, to 242nd Street, on Broadway Branch and 180th Street on Lenox Avenue Branch......................... 73.00 Existing Elevated lines, including the Second Avenue, Third Avenue, Sixth Avenue and Ninth Avenue Roads in Man- - hattan and The Bronx.................................. 118.00 T otal....................................... 191.00 22 This mileage will be supplemented by the construction of new lines as follows: LINES FOR OPERATION BY THE INTERBOROUGH RAPID TRANSIT COMPANY TO BE BUILT JOINTLY BY THE CITY AND THE COMPANY AND EQUIPPED BY THE COMPANY. Track Mileage Lexington Avenue Line-From 35th Street and Park Avenue to 135th Street, The Bronx. All subway. Four tracks.... 20.6 River and Jerome Avenue Line-From 135th Street and Park Avenue to Woodlawn Road. One-fourth subway, threefourths elevated. Three tracks.......................... 18.20 Southern Boulevard and Westchester Avenue Line-From 135th Street and Park Avenue to Pelham Bay Park. One-half subway, one-half elevated. Three tracks.................. 21.4 White Plains Road Extension-From 179th Street and Boston Road (Bronx Park Division of existing subway) to and up White Plains Road to Becker Avenue. All elevated. Three tracks............................................ 13.7 Seventh Avenue Line-From Times Square to the Battery. All subway. Four tracks north of Park Place................ 15.2 Park Place, William and Clark Street Line-From West Broadway through Park Place, private property, Beekman Street, William Street and Old Slip in Manhattan, under the East River to Clark Street, Brooklyn, and through Clark Street and Fulton Street to the present subway. All subway. Two tracks............................................. 4.5 Steinway Tunnel-From Park Avenue and 42nd Street Manhattan, to and under the East River to Long Island City. All subway. Two tracks................................. 3.2 Steinway Tunnel Extension in Manhattan-In 42nd Street from Times Square to junction with Steinway Tunnel. All subway. Two tracks........................................8 Queens Extension of Steinway Tunnel to Queensboro Bridge Plaza. Subway and elevated. Two and three tracks...... 2.6 *Astoria Line-Crescent Street to Ditmars Avenue. All elevated. Two and three tracks............................. 7.5 *Corona and Woodside Line-Crescent Street to Prime Street. All elevated. Two and three tracks....................... 16.5 Eastern Parkway Line-From terminus of existing subway at Atlantic Avenue, Brooklyn, out Flatbush Avenue and Eastern Parkway to Buffalo Avenue. All subway. Four tracks 12.7 Nostrand Avenue Line-From Eastern Parkway to Flatbush Avenue. All subway. Two tracks........................ 4.8 * Trackage rights also to B. R. T. 23 Livonia Avenue Line-From Eastern Parkway through East 98th Street and Livonia Avenue to New Lots Road. All elevated. Two tracks................................... 5.1 T otal........................................ 146.S ELEVATED RAILROAD EXTENSIONS. Track Mileage Putnam Bridge Line-From 157th Street and 8th Avenue across Putnam Bridge, over the Harlem, over New York Central right of way and private property and 162nd Street to River Avenue to connection with Lexington Avenue subway extension in Jerome Avenue. Two tracks................ 1.3 West Farms Connection-From 3rd Avenue elevated line at about 143rd Street through private property, Willis and Bergen Avenues to Brook Avenue connection with West Farms Division of the subway. Two tracks; and including Harlem River Bridge Extension of Third Avenue Line-Four-track bridge and four-track line between Harlem River and 144th Street............................... 3.1 White Plains Road Connection-Elevated line from Fordham Avenue through Webster Avenue and Gun Hill Road to White Plains Road extension of the subway. Two tracks.. 5.5 Queensboro Bridge Line-From 2nd Avenue elevated line to Queensboro Bridge Plaza. Two tracks................... 0.5 Total of elevated extensions................. 10.4 THIRD-TRACKING OF ELEVATED LINES. Track Mileage Second Avenue and Third Avenue Lines-Completion of thirdtrack from City Hall station to 129th Street............... 8.1 Ninth Avenue Elevated Line-Completion of third-track from Rector Street to 155th Street. (New portions from Rector to 14th Street and from 116th Street to 155th Street.)..... 2.4 Total of third-tracking of elevated lines....... 10.5 RECAPITULATION. City-owned lines for construction by City and Company....... 146.8 Elevated railroad extensions for construction by Company.... 10.4 Elevated additional tracking for construction by Company..... 10.5 Total new construction...................... 167.7 24 Existing subway...................... 73 Miles Existing elevated lines......................... 118 Miles Grand total-Interborough System............ 191. 358.7 Stations on Interborough Lines. Station locations on City-owned lines are made by the Public Service Commission; on company-owned lines by the company, subject to the approval of the Commission. As the company has Ijot yet submitted the plans for elevated construction, it is impossible at this time to give the locations on the proposed elevated extensions. They will be shown, however, on a map of the Dual System soon to be issued, copies of which will be made on a scale suitable for insertion in this booklet. The following list shows existing stations on the existing subway and the proposed locations, as fixed by the Commission, on the new, City-owned lines: Existing Subway. (Brooklyn.) Flatbush and Atlantic Avenues. Nevins Street. Hoyt Street. Borough Hall. (Manhattan.) South Ferry. Bowling Green. Wall Street. Fulton Street. City Hall. Brooklyn Bridge........... Express Worth Street. Canal Street. Spring Street. Bleecker Street. Astor Place. 14th Street................ Express 18th Street. 23rd Street. 28th Street. 33rd Street. Grand Central............ Express Times Square. 50th Street. Columbus Circle. 66th Street. 72nd Street................ Express 79th St reet. 86th Street. 91 st Street. 96th Street................ Express (Broad way Branch.) 103rd Street. 110th Street. 116th Street. Manhattan Street-128th Street. 137th Street. 145th Street. 157th Street. 168th Street. 181st Street. 191st Street. Dyckman Street. 'NO113111HISK03 XVMU-1111 MDa-Q-Hllll-:lo(j-IHHHIS Hit?, IV al L V NOI,.L-).KIX la I '13KNALT, 'IV.10011 Maux-j -1,1:4,LN-laalvC1 -laxKlj s"Samax a. Ho mamo-I 'Q'-LT,'I'TTIVo,') uwj..-j 'H)VITT,'IA-,)O'j T _I I '."Zo.) 9NIIIA '-l-KHAN' K(%Tll).NZlx,-Ill li,) AV-Wl w(I.I() Noll..))],TI, Cl I 25 207th Street. 215th Street. (Bronx.) 225th Street. 231st Street. 238th Street. 242d Street-Van Cortlandt Park. (Lenox Avenue Branch.) -Manhattan. 110th Street. 116th Street. 125th Street. 135th Street. 145th Street (Bronx). Mott Avenue. Third Avenue. Jackson Avenue. Prospect Avenue. Intervale Avenue. Simpson Street. Freeman Street. 174th Street. 177th Street. 180th Street-Bronx Park. Stations on New Lines. LEXINGTON AVENUE LINE. (Manhattan.) Approximate Location of Approximate LocaPlatform. tion of Entrances. Station. Grand Central, Ex. 51st Street. 59th Street. 68th Street. 77th Street. 86th Street, Ex. 96th Street. 103rd Street. 110th Street. 116th Street. 125th Street, Ex. On Lexington Avenue between 41st and 43rd Streets. Centering on 51st Street. Centering on the block between 59th and 60th Streets. Extending northerly from681h Street. Centering on 77th Street. Centering on 86th Street. Extending southerly from 96th Street. Extending northerly from 102nd Street. Extending southerly from 111th Street. Centering on 116th Street. Centering slightly south of 125th Street. 51st Street. Between 59th and 60th Streets. 68th Street. 77th Street. 86th Street. 96th Street. 110th Street. 103rd Street. 111 th St. (Exit only). 116th Street. 125th Street. Mott Hav 149th Str~ 161st Stre RIVER AND JEROME AVENUE BRANCH. (Bronx.) ten. Centering on 138th Street. 138th Street eet. Centering on 149th Street. 149th Street. -et. Extending northerly from 161st Street. 161st Street. 26 RIVER AND JEROME AVE. BRANCH-CONTINUED. Station. 167th Street. 170th Street. Belmont Street. 176th Street. Burnside Avenue, Ex. 183rd Street. Fordham Road. Kingsbridge Road. 200th Street. Mosholu Parkway. Woodlawn Road, Ex. Approximate Location of Platform. Center of station south of 167th Street. Centering on 176th Street. Centering on Belmont Street. Centering on easterly branch of East 176th Street. Extending southerly from Burnside Avenue. Centering on East 183rd Street. Centering on Fordham Road. Centering on Kingsbridge Road. On private property west of Jerome Avenue, extending southerly from 200th Street. Centering between Mosholu Parkway north and south. Extending southerly from Woodlawn Road. Approximate Location of Entrances. 167th Street. 170th Street. Belmont Street. East 176th Street. Burnside Avenue. East 183rd Street. Fordham Road. Kingsbridge Road. 200th Street. Mosholu Parkway. Woodlawn Road. SOUTHERN BOULEVARD AND WESTCIHESTER AVENUE EXTENSION. (Bronx.) Third Avenue. Brook Avenue. Cypress Avenue. East 143rd Street. East 149th Street. Longwood Avenue. Hlunt's Point Road — Express. Between 3rd and Alexander Third Avenue. Avenues. Centering on Brook Avenue. Center of station east of Cypress Avenue. Extending northerly from East 143rd Street. Midway between East 149th Street and Avenue St. John. Approximately centered on Longwood Avenue. Extending northerly from Hunt's Point Road. Brook Avenue. Midway between Cypress Avenue and Robbins Ave. East 143rd Street. 149th Street. Longwood Avenue. Plaza at Hunt's Point Road and Whitlock Avenue. 27 SOUTHERN BOULEVARD AND WESTCHESTER AVENUE EXTENSION-CONTINUED. Approximate Location of Platform. Station. Whitlock Avenue. Clason's Point Road. St. Lawrence Avenue East 177th St., Ex. Castle Hill Avenue. Zerega Avenue. Westchester Square. Middletown Road. Buhre Avenue. Pelham Bay Park, Express. Approximate Location of Entrances. On Whitlock Avenue, ex- South of We tending southerly from ter Avenue Westchester Avenue. Extending northerly from Near Clason', Clason's Point Road. Road. Centering on St. Lawrence St. Lawrence Avenue. Plaza at intersection of West- 177th Street. chester Avenue and 177th Street. estchesI s Point Avenue Approximately centering on Castle Hill Avenue. Centering south of Zerega Avenue. Westchester Square. Extending northerly from Middletown Road. Centered on Buhre Avenue. Extending southerly from Eastern Boulevard. Castle Hill Avenue. Zerega Avenue. Westchester Squart. North of Middletown Road. Bluhre Avenue. Pelham Bay Park. SEVENTH AVENUE LINE AND BROOKLYN BRANCH. (Brooklyn.) Borough Hall. Henry Street. Wall Street. Fulton Street. Park Place. South Ferry. Rector Street. Centered between Myrtle Avenue and Joralemon Street. Centered between Henry Street and Monroe Place. (Manhattan.) Centered between Wall and Cedar Streets. Centered between John and Fulton Streets. Approximately centered on Church Street. Present station. Centered between Rector and Edgar Streets. Myrtle Avenue and Willoughby Street. Henry Street. Wall and Cedar Streets. Fulton and John Streets. B roadway. Rector Street and near Morris Street. 28 SEVENTH AVENUE LINE AND BROOKLYN BRANCH Station. Cortlandt Street. Chambers Street, Ey. Franklin Street. Canal Street. Houston Street. Christopher Street. 14th Street, Ex. 18th Street. 23rd Street. 28th Street. Pennsylvania Station, Ex. Times Square, EIx. CONTINUED. Approximate Location of Plat forn11. Centered between Cortlandt and Fulton Streets. A pproximately centered on Chambers Street. Centered between Franklin and North Moore Streets. Centered between Canal and Grand Streets. Centered between King and Houston Streets. Centered between Grove and Christopher Streets. Centered between 13th and 14th Streets. Centered between 18th and 19th Streets. \Approximately centered on 23rd Street. Centered between 27th an( 28th Streets. Centered between 32nd and 34th Streets. Ctlltere-d letween 40th ant( 42nd Streets. ILNUE AND) EASTEI'IN ( B) rooklyn.) C'ntered alpproximately on lBergen Street. Centered between Eighth Avenue and Park Plaza. Centered between Underhill and Washington Avenues. Approximately centered on Franklin Avenue. Approximately centered on Nostrand Avenue. Approximately centered on Kingston Avenue. Extending east of Schenectady Avenue.,Approximate Location of Entrances. Dey and Cortlandt Streets. Clambers Street. Franklin Street. Canal Street. King and Houston Streets. Christopher Street. 14th Street. 18th Street. 23rd Street. 28th Street. 32nd and 34th Street s. 4()th and 42nd Streets. FLATBUSII I\V Bergen Street. Prospect Park Plaza. Underhill Avenue. Franklin Avenue, Express. Nostrand Avenue. Kingston Avenue. Utica Avenue, Ex. 1iARKWAY LINE. Bergen Street. Eighth Avenue an'l Park Plaza. letween Underhill and Washington Avenues. Franklin Avenue. Nostrand Avenue. Kingston Avenue. Utica Avenue. 29 NOSTRANID AVENUL' LINE. (Brooklyn.) Station. President Street. Sterling Street. Winthrop Street. Church Avenue. Beverly Road. Newkirk Avenue. Flatbush Avenue..ipproximate Location of Platfor nm. Centered approximately on President Street. Centered between Sterling Street and Leffcrts Avenue. Centered between Winthrop and Robinson Streets. Approximately centered on Church Avenue. Approximately centered on Beverly Road. Approximately centered on Newkirk Avenue. Approximately centered on Flatbush Avenue...pproximiate Location of Entrances. President Street. Sterling Street an-i Lefferts Avenue. Winthrop and Robinson Streets. Church Avenue. Beverly Road. Newkirk Avenue. Flatbush Avenue. L1IVONIA AVEN!UE LINE. (Brooklyn.) Sutter Avenue. Saratoga Avenue. Rockaway Avenue. Junius Street. Pennsylvania Avenue. Van Sicklen Avenue. New Lots Avenue. Approximately centered on Sutter Avenue. Approximately centered on Saratoga Avenue. Approximately centered on Rockaway Avenue. Approximately centered on Junius Street. Centering on Pennsylvania Avenue. Centered approximately on Van Sicklen Avenue. Centered between Warwick and Cleveland Streets. Sutter Avenue. Saratoga Avenue. Rockaway Avenue. Powell and Junius Streets. Van Sicklen Avenue. Cleveland Street (Warwick Street) * STEINWAY TUNNEL LINE. (Manhattan.) Times Square. Fifth Avenue. Approximately centered on Broadway. Centered between Fifth and Sixth Avenues. 42nd Street and Broadway. Between Fifth and Sixth Avenues. *Locations of entrances in parentheses denote possible future entrances. 30 STEINWAY TUNNEL LINE-CONTINUED. Station Grand Central. Vernon-Jackson Avenue. Hunter's Point Avenue. Ely Avenue. Queensboro Plaza. Express. Approximate Location of Platform. Approximately centered on Lexington Avenue. (Queens.) Centered between Vernon and Jackson Avenues. Centered between 4th Street and Hunter's Point Avenue. Approximately centered on 12th Street. Centered b1etween Crescent and Prospect Streets. A.proximate Location of Entrances. Between Park and Lexington Avenues. Jackson Avenue (Vernon Avenue)* Fourth Street and Hunter's Point Avenue. 12th Street and Jackson Avenue. Prospect and Crescent Streets. WOODSIDE AND CORONA LINE. Rawson Street. Lowery Street. Bliss Street. Lincoln Avenue. Woodside, Ex. Broadway. 25th Street. Elmhurst Avenue. Junction Avenue, Ex. Allurtis Avenue. Beebe Avenue. (Queens.) Centered between Rawson and Moore Streets. Approximately centered on Lowery Street. Centered between Bliss and Carolin Streets. Centered between Lincoln and Grout Avenues. Centered between Eighth Street and Poe Place. Approximately centered on Broadway. Approximately centered on 25th Street. Centered between 32nd and 34th Streets. Approximately centered on Junction Avenue. Centered between Alburtis Avenue and 46th Street. ASTORIA LINE. (Queens.) Approximately centered on Beebe Avenue. Rawson and Moo e Streets. Lowery Street. Bliss and Carolin Streets. Lincoln and Grout Avenues. Eighth Street, L. I.. R. Broadway. 25th Street. Elmhurst Avenue. Junction Avenue. Between 46th Street and Alburtis Avenue. Beebe Avenue. *Locations of entrances in parentheses denote possible future entrances. 31 ASTORIA LINE —CONTINUED. Station Washington Avenue. Broadway. Grand Avenue. Hoyt Avenue, Ex. Ditmars Avenue. Approximate Location of Platform. Approximately centered on Washington Avenue. Approximately centered on Broadway. Approximately centered on Grand Avenue. Approximately centered at Hoyt and Flushing Avenues. Centered between Ditmars and Potter Avenues. Approximate Location of Entrances. Washington Avenu-e. Broadway. Grand Avenue. Hoyt Avenue. Between Ditmars aioI Potter Avenues. WHITE PLAINS ROAD LINE. (Bronx.) East 180th Street, Express. Burchell Avenue. Pelham Parkway. Allerton Avenue. Burke Avenue. Gun Hill Road, Ex. East 219th Street. East 225th Street. East 233rd Street. East 238th Street. Becker Avenue. Express. Extending north of 180th Street. Approximately centered on Sagamore Street. Centered approximately on Pelham Parkway. Approximately centered on Allerton Avenue. Approximately centered on Burke Avenue. Approximately centered on Gun Hill Road. Centered between 219th and 220th Streets. Centered between 225th and 226th Streets. Centered between 232nd and 233rd Streets. Approximately centered on East 238th Street. Centered between 240th and 241st Streets. East 180th Street, Adams Street, an.l N. Y., W. & B. k. R. IT Mea "oB Roilt r e e t Pelham Parkway. Allerton Avenue. Burke Avenue. Gun Hill Road. East 219th Street (East 220th Street) * East 225th Street (East 226th Street) * East 233rd Street (East 232nd Street) * East 238th Street. East 241st Street. *Iocations of entrances in parentheses denote possible future entrances 32 III BROOKLYN COMPANY ROUTES AND STATIONS. The Brooklyn company's part of the Dual System will embrace the existing elevated lines of the Brooklyn Rapid Transit system and several City-owned subway lines, together with certain extensions of the former to be built by the company. The new lines and the extra tracking of existing lines will add 155 miles of single track to the existing elevated system, which covers 105 miles, making a total of 260 miles in the Brooklyn company's part of the Dual System. Of the new mileage 110.41 will be in subway lines, 35.29 in elevated extensions and 9.3 in extra tracking of elevated roads. The subway lines will be built in Manhattan and Brooklyn, and the elevated extensions in Brooklyn and Queens. The Broadway Subway. The Brooklyn company, which, at present, operates no lines in Manhattan, will have for operation, under the Dual System, a new subway line in Manhattan with which, by tunnels and bridges, it will connect its elevated system in Brooklyn and Queens. It will also operate the Fourth Avenue Subway in Brooklyn and the Centre Street Loop Subway in Manhattan. The proposed Broadway Subway in Manhattan, to be built by the City and operated by this company, will run from Whitehall Street, Manhattan, north through Trinity Place, Church Street, Vesey Street and Broadway to 42nd Street, thence through Seventh Avenue to 59th Street, and through 59th Street and 60th Street to and over the Queensboro Bridge. This subway will be a two-track road from Whitehall Street to Park Place, a four-track road from Park Place and Broadway to 59th Street and a two-track road through 59th Street to Fifth Avenue, where one track will diverge to 60th Street, and both will continue to and over the Queensboro Bridge. At the Queens end of the bridge it will connect with the proposed elevated lines to Astoria and Corona, so that Broadway subway trains may be operated through, to and from both of those points. 33 ELECTRIC TROLE]Y Rl AIIAIOD IN ()I'EItATrI(N UNDER BROADWAY I.ETW:EEN PAIK PLACE AND IIlISTON. STREET. BIOADI)WAY SUIBWAY CONSTIUCTION. The Broadway sul)way will l)e conlnected with Brooklyn by three different lines. One will be a subway and tunnel running from the Fourth Avenue Subway at DeKalb Avenue, Brooklyn, through Willoughby Street and Montague Street, under the East River to Whitehall Street, where it will join the Broadway Subway running north through Whitehall Street, Trinity Place, Church and Vesey Streets to Broadway. Another connection will be made at Broadway and Canal Street by a two-track subway eastward through Canal Street and crossing under the Centre Street Loop Subway to and over the Manhattan Bridge by the tracks leading into the Fourth Avenue Subway in Brooklyn. Another connection (non-physical) will be made at 14th Street and Broadway by a new two-track subway to run from Sixth Avei:ue and 14th Street east through 14th Street and under the East River to North Seventh Street, Brooklyn, and thence through North 34 Seventh Street, Metropolitan Avenue and Bushwick Avenue to Johnson Avenue, thence to be continued as a two and three-track elevated line through Johnson Avenue and Wyckoff Avenue or other streets to a connection with the existing Broadway elevated line, connecting at one point also with the Myrtle Avenue elevated line. This route is what is known as the Eastern District Rapid Transit line. It is not yet finally determined whether this road will be built through Wyckoff Avenue. The Commission is considering an alternative route, and it is possible that such a route will be adopted, as the contracts provide for the selection of a substitute route on any line where it is impossible to get the consents for the original route. The Centre Street Loop Subway in Manhattan, now nearly completed, will form an important part of the Brooklyn company's new system, and will probably be the first line in Manhattan to be operated by that company. The Centre Street Loop Subway begins at Chambers Street and Park Row near the Manhattan terminal of the Brooklyn Bridge and runs north as a fourtrack subway through Centre Street to Delancey Street Extension and through Delancey Street Extension to and over the Williamsburg Bridge across the East River. A spur will leave this line at Canal Street and run as a two-track subway over the Manhattan Bridge. Under the Dual System plan the Centre Street Loop Subway will be continued as a two-track road south in Nassau Street and Broad Street to a connection with the proposed Tunnel from Whitehall Street, Manhattan, to Montague Street, Brooklyn. While the loop is already connected with the tracks over the Williamsburg and Manhattan Bridges, there is no physical connection with the Brooklyn Bridge, but such a connection is now being built, so that eventually the Centre Street Loop will be linked up with the Brooklyn Bridge as well as the Manhattan and Williamsburg structures. By using Brooklyn Bridge and a part of the Fourth Avenue Subway in Brooklyn, the Brooklyn company will be enabled to send trains from all of its elevated lines into Manhattan by way of the Centre Street Loop and, if desirable, can send trains around the loop by dispatching them into Manhattan over one bridge and hack to Brooklyn by another. 35 The Fourth Avenue Subway in Brooklyn, which is being built by the City and is now nearly completed, will be extended from its present terminus at 43rd Street and Fourth Avenue, Brooklyn, down Fourth Avenue to 89th Street and will be operated by the Brooklyn company. It runs from the Brooklyn end of the Manhattan Bridge, through Flatbush Avenue Extension partly as a sixtrack subway, to Fulton Street, and thence as a four-track subway through Fulton Street, Ashland Place and Fourth Avenue to 43rd Street. The proposed extension will be a four-track subway as far as 65th Street, at which point a two-track subway and tunnel, to be built in the future, will diverge to Staten Island. From 65th Street to 89th Street the extension will be a two-track subway, but it will be built in the west side of Fourth Avenue, so that two additional tracks may be laid in the future if desirable. With this subway the Brooklyn company will connect most of its existing South Brooklyn and Coney Island lines. The Brighton Beach line will be connected with the Fourth Avenue Subway by an extension of the latter to be built through Fulton Street to St. Felix Street and under the property of the Long Island Railroad Company and through private property to Flatbush Avenue and out Flatbush Avenue to a connection with the Brighton Beach line at Malbone Street. Brooklyn Elevated Extensions. From the Fourth Avenue Subway at 38th Street a new subway will be built running through the property of the South Brooklyn Railway Company to Tenth Avenue and thence by an elevated railroad over Tenth Avenue to New Utrecht Avenue and thence over the route of the existing Brooklyn Rapid Transit line, as an elevated road, through New Utrecht Avenue, 86th Street and Stillwxell Avenue to Coney Island. From 38th Street and Ninth Avenue an extension will be built as an elevated road along 37th Street to Gravesend Avenue and thence along Gravesend Avenue over the route of the present Culver Line of the Brooklyn Rapid Transit Company, as an elevated road, to Surf Avenue, Coney Island. The Sea Beach line to Coney Island will also be connected with the Fourth Avenue Subway by a new subway to be built eastward, from 36 the Fourth Avelue line through 65th Street to a junction with the Sea Beach line. The Brooklyn company will also extend its Myrtle Avenue Elevated line to Lutheran Cemetery, its Cypress Hills Elevated line through Jamaica Avenue and Fulton Street to Grand Avenue, Jamaica, and its City Line Elevated road through Liberty Avenue to Lefferts Avenue, Richmond Hill. The above additions and extensions will add to the Brooklyn company's system 32.7 miles of single track in Manhattan, 4.8 miles of single track in Queens (including Queensboro Bridge), and 117.50 miles of single track in Brooklyn (including East River tunnels). Routes in Brooklyn Company's System. Track Mileage Existing Elevated Railroads, embracing the Broadway, the Fulton Street, the Myrtle Avenue, the Lexington Avenue, the Fifth Avenue, the Brighton Beach, the Canarsie and the Sea Beach Lines........................................ 105. NEW LINES. LINES FOR OPERATION BY THE NEW YORK MUNICIPAL RAILWAY CORPORATION TO BE CONSTRUCTED JOINTLY BY THIE CITY AND THE COMPANY. Track Mileage Broadway-Seventh Avenue Subway-Morris Street to 59th Street. Four tracks north of Park Place................. 17.6 Fifty-ninth Street Subway-Seventh Avenue to Queens Plaza subway and bridge. Two tracks......................... 4.46 Extension of Centre Street Loop Lines Subway-From Brooklyn Bridge down Nassau Street to Broad Street and through Broad Street to Whitehall Street tunnel. Subway. Two tracks............................................. 2.0 Canal Street Connection-In Canal Street-From Broadway to Manhattan Bridge. Subway. Two tracks............... 1.2 Connection with Brighton Beach Line-Fulton Street, St. Felix Street and Flatbush Avenue to Malbone Street. Subway. Two tracks............................................. 2.4 Eastern District Line-14th Street and Sixth Avenue to East New York. Subway and elevated. Two tracks........... 14.82 East River Tunnel-Whitehall Street to Montague Street. Subway. Two tracks........................................ 4.0 STREET SURFACE OF FounTil AVENUE NEAR, 37TH- STREET RESTORED AFTER SUBWAY CONSTRUCTION. PARTIALLY COMPLETED SUBWAY NEAR 37TH STREET BENEATH ABOVEm SCENE. FOURTH AVENUE (BROOKLYN) SUB'W4T, 37 NEW LINES-CONTINUED. Fourth Avenue Subway Extension-43rd Street to 89th Street. Four tracks to 65th Street............................... *Fourth Avenue Subway-Manhattan Bridge to 43rd Street. Subway. Four tracks.................................... *Centre Street Loop Subway-From Park Row to Williamsburg Bridge. Subway. Four tracks..................... 6.9 17.0 5.6 South Brooklyn Lines. Connection 38th Street, 4th and 9th Avenues. Subway and open cut. Three tracks...................... 1.88 New Utrecht Avenue, 39th to 86th Street to Coney Island. Elevated. Three tracks...................... 16.5 Culver, 9th Avenue to Coney Island. Elevated. Three tracks.. 16.05 Total....................................... 110.41 To BE CONSTRUCTED BY THE NEW YORK MUNICIPAL RAILWAY CORPORATION AT ITS OWN EXPENSE. Track Mileage Jamaica Lines-Elevated. Two tracks........................ 13.2 Myrtle Avenue (Lutheran Cemetery), Fresh Pond Road. Elevated and right of way. Two tracks.................... 2.0 Brighton Beach. Open cut................................... 2.0 Sea Beach, 65th Street and 4th Avenue to Coney Island. Open cut and embankment. Two tracks....................... 16.05 Eastern Parkway to Malbone Street. Subway. Two tracks... 1.8 Canal Street Spur........................................... 0.24 T o tal........................................ 35.29 THIRD-TRACKING AND RECONSTRUCTION AT THE COMPANY'S EXPENSE. Fulton Street Elevated Line-Third track from Brooklyn Bridge to East New York; Broadway Elevated Line-Third track from Williamsburg Bridge to East New York; Myrtle Avenue Elevated Line-Third track from Broadway to Ridgewood.............................................. Total....................................... 9.30 9.30 * Already constructed. 38 Stations on Brooklyn Company's Lines. As in the case of the Interborough, the Commission makes the station locations on City-owned lines of the Brooklyn company, while those on the elevated extensions (company-owned) are made by the company. As the company has not submitted all plans for elevated extensions, it is impossible at this time to give the location of the elevated line stations. These stations, however, will be shown on a map of the Dual System soon to be issued, and copies of that map will be made on a scale suitable for insertion in this booklet. The following list shows the proposed locations as fixed by the Commission on City-owned lines: Stations on Brooklyn System. CENTRE STREET LOOP LINE. (Manhattan.) Station. Chambers Street, Ex. Canal Street, Ex. Bowery, Ex. Approximate Location of Platform. Extending northerly from Chambers Street. Approximately centered on Canal Street. Delancey Street. Approximate Location of Entrances. Municipal Building and Chambers Street. Canal Street. Bowery. FOURTH AVENUE SUBWAY. (Brooklyn.) Gold Street. [)eKalb Avenue. Pacific Street, Ex. Union Street. 9th Street. Centered on Gold Street and Myrtle Avenue. Approximately centered on DeKalb Avenue. Extending southerly from Pacific Street. Centered on block between Union and President Streets. Centered on block between 8th and 9th Streets. Gold Street. DeKalb Avenue. Pacific Street. On Fourth Avenue between Union and President Streets. On Fourth Avenue between 8th and 9th Streets. 39 FOURTH AVENUE SUBWAY-CONTINUED. Station. Prospect Ave 25th Street. 36th Street, I 45th Street. 53rd Street. 59th Street, I Bay Ridge A 77th Street. 86th Street, I nue. Approximate Location of Platform. Centered on block between Prospect Avenue and 17th Street. Centered on block between 25th and 26th Streets..x. Centered on 36th Street. Centered on block between 45th and 46th Streets. Centered on block between 52nd and 53rd Streets. x. Approximately centered on block between 59th and 60th Streets. Venue. Centered on the block between 68th Street and Bay Ridge Avenue. Centered on block between 76th and 77th Streets. Ex. Centered on 86th Street. Approximate Location of Entrances. On Fourth Avenue between Prospect Avenue and 17th Street. On Fourth Avenue between 25th and 26th Streets. 36th Street. 45th and 46th Streets. 53rd Street. 59th Street. Bay Ridge Avenue. 77th Street. Near 86th Street. NEW UTRECHT AVENUE LINE. (Brooklyn.) 9th Avenue, Ex. 44th Street. 49th Street. 55th Street. 62d Street, Ex. 71st Street. 79th Street. 18th Avenue. 20th Avenue. At or near 9th Avenue. Centering on 44th Street and Fort Hamilton Parkway. Centering on 12th Avenue and 50th Street. At or about 55th Street. About 62nd Street. Extending from 69th to 71st Street. Extending from 77th to 79th Street. About 18th Avenue. Centering on 20th Avenue. 9th Avenue. 44th Street and Fort Hamilton Parkway. At or near 12th Avenue. 55th Street near 13th Avenue. 62nd Street. 71st Street. South end, near 17th Avenue. Center of Station. 20th Avenue and 86th Street. Bay P; 25th 1 Surf 40 NEW UTRECHT AVENUE LINE-CONTINUED. Approximate Location Approximate LocaStation. of Platform. tion of Entrances. arkway, Ex. Extending east from Bay West end. Parkway. \venue. Extending east from 25th West end. Avenue. Avenue, Ex. North of Surf Avenue. South end. (RAVESEND AVENUE LINE. (Brooklyn.) Fort Hamilton Parkway. 13th Avenue. Ditmas Avenue. 18th Avenue, Ex. Avenue I. 22nd Avenue. Avenue N. Avenue P. Kings Highway, Ex. Avenue U. Avenue X. Van Sicklen. Surf Avenue, Ex. Centering on Fort Hamilton Fort Hamilton ParkParkway. way near 37th Street. Extending east from 13th West end. Avenue. Extending north from Ditma;. South end. Avenue. Extending south from 18th North end. Avenue. Extending south from Avenue I. Avenue I. Centering on 22d Avenue. 22nd Avenue. Extending north from Ave- North end. nue N. Centering on Avenue P. Avenue P and Gravesend Avenue. Extending south from Kings North end. Highway. Extending south from Ave- North end. nue U. Centering on Avenue X. Center. Centering on Neptune Avenue. Neptune Avenue and West 6th Street. Surf Avenue and West 6th South end. Street. SUlRFACE OF IIROADWAYx NORTH OF PAILK PLACE SFHOWING CONTRACTOR9S PLATFORM AT CITY HAIL PARK-SINGLE BUILDING IN I)ISTANCEF SURFACE OF BROADWAY NORTH OF CHAMBERS STREET-TEMPORtARY ROADWAY AND BY-PASSED GAS MAINS-WOOLWORTH BUILDING IN DISTANCE. BlR'OADWAY SUBWAY CONSTRUCTION. II 4 4 1 41 NASSAU STREET LINE. (Manhattan.) Station. Broad Street. Fulton Street. Approximate Location of Platform. Centered on Exchange Place. Approximately Centered on Fulton Street. Approximate Location of Entrances. Beaver and Wall Streets. Fulton and John Streets. CANAL STREET LINE. (Manhattan.) Between Broadway and Centre Street. Broadway. Canal Street, east of Broadway. BROADWAY-59TH STREET LINE. Whitehall Street. Rector Street. Cortlandt Street. City Hall, Ex. Canal Street. Prince Street. 8th Street. Union Square, Ex. 23rd Street. 28th Street. 34th Street, Ex. 42nd Street. (Manhattan.) From State Street to Bridge Street. Centered between Exchange Alley and Rector Street. Centered Between Cortlandt and Dey Streets. Centered between Warren and Murray Streets. Approximately centered on Canal Street. Approximately centered on Prince Street. Centered between Astor Place and 8th Street. From 14th Street, extending northerly. Approximately centered on 23rd Street. Centered between 28th and 29th Streets. From 33rd Street, extending northerly. Extending southerly from 42nd Street. State and Stone Streets. Rector Street (Exchange Alley) * Cortlandt and Dey Streets. City Hall Park. Canal Street. Prince Street. 8th Street. 14th Street and Union Square. 22nd and 23rd Streets. Madison Square and Fifth Avenue. 28th and 29th Streets. 34th Street. 40th and 42nd Streets. *Locations of entrances in parentheses denote possible future entrances. 42 BROADWAY-59TH STREET LINE —CONTINUED. Station. 49th Street, Ex. 57th Street. Fifth Avenue. Approximate Location of Platform. Approximately centered on 48th Street. Approximately centered on 56th Street. Extending westerly from Fifth Avenue. Approximate Location of Entrances. 47th and 49th Streets. 55th and 57th Streets. Fifth Avenue, 59th Street and Centr,.l Park. 59th and 60th Streets. near Lexington Avenue. Lexington Avenue. Extending easterly from Lexington Avenue. ST. FELIX STREET AND FLATBUSH AVENUE LINE. (Brooklyn.) Atlantic Avenue. Seventh Avenue. Extending northerly from Atlantic Avenue. Between Seventh Avenue and Sterling Place. Atlantic Avenue, L. I. R. R. (Hanson Place)* Seventh Avenue (Sterling Place)* MONTAGUE STREET LINE. (Brooklyn.) Centered between Court Myrtle Avenue. and Clinton Streets. Court Street. Si U! TI Fi FOURTEENTH STREET-EASTERN I (Manhattan.) xth Avenue. Approximately centered on Sixth Avenue. nion Square. Approximately centered on Broadway between Union Square and Fourth Avenue. iird Avenue. Centered between Third and Second Avenues. rst Avenue. Centered between First Avenue and Avenue A. DISTRICT LINE. Sixth Avenue. Union Square and Broadway. East from Third Avenue. East from First Avenue. *Locations of entrances in parentheses denote possible future entrances. 43 F(URTEENTH STREET-EASTERN DISTRICT LINECONTINUED. (Brooklyn.) Station. Bedford Avenue. Lorimer Street. Graham Avenue. Grand Street. Montrose Street. Morgan Avenue. Flushing Avenue. DeKalb Avenue. Ridgewood. Halsey Street. Central Avenue. Broadway. Approximate Location of Platform. Centered between Bedford and Driggs Avenues. Centered between Lorimer Street and Union Avenue. Centered between Graham Avenue and Humboldt Street. Approximately centered on Grand Street. Centered between Montrose and Meserole Streets. Centered between Knickerbocker Avenue and Bogart Street. Centered between Flushing Avenue and Troutman Street. Centered between DeKalb Avenue and Stanhope Street. Approximately centered on Gates Avenue and Palmetto Street. Approximately centered on Halsey and Stephen Streets. Centered between Central Avenue and Granite Street. Centered between Broadway and Eastern Parkway. Approximate Location of Entrances. Bedford and Driggs Avenues. Lorimer Street and Union Avenue. East of Graham Avenue. Grand Street and Bushwick Avenue. Montrose and Meserole Streets. Morgan Avenue. Flushing Avenue. DeKalb Avenue. Gates Avenue and Myrtle Avenue. Halsey Street. South from Central Avenue. Eastern Parkway. 44 IV PROGRESS OF CONSTRUCTION-FEATURES OF NEW WORK. Before the Dual System was planned and pending the completion of the contracts the City had begun the construction of additional subways. In perfecting the dual plan the Public Service Commission and the Board of Estimate and Apportionment insisted upon the inclusion of these additional lines as well as of the existing subway. These additional lines consisted of the Fourth Avenue Subway in Brooklyn, the Centre Street Loop Subway in Manhattan, the Lexington Avenue and Broadway Subways in Manhattan and the Astoria and Corona elevated lines in Queens Borough. If the plans for the Dual System had failed these subways could have been leased to an independent operating company or operated by the City itself, so that the authorities felt safe in proceeding with their construction pending the conclusion of negotiations for the Dual System. As these negotiations finally succeeded, the additional lines became important parts of the Dual System, the completion of which thereby has been expedited by the amount of construction already done. At the time the Dual System contracts were signed, March 19, 1913, the City had expended, or obligated itself to expend, upon these additional lines $75,637,628.84. Of this amount $40,501,991 applied to lines for operation by the New York Municipal Railway Corporation, and $35,135,637.84 to lines for operation by the Interborough Rapid Transit Company. In the latter amount, however, is included the cost of the principal parts of the Astoria and Corona lines in Queens, over which the Brooklyn company will have trackage rights. The Fourth Avenue Subway in Brooklyn and the Centre Street Loop Subway in Manhattan, both of which will be operated by the New York Municipal Railway Corporation, are about completed. Work on the Broadway line in lower Manhattan, also to be operated by the New York Municipal Corporation, is in progress. Construction of the Lexington Avenue line north of 42nd Street, to be operated by the Interborough Rapid Transit Company, is well ad FOURTiH AVENUE NEARI 22ND S,~,TREETr —'SuRFACE RESTORED AFTER SUBWAY CONSTRUCTION. FOURTH AVENUE NEAR 22ND STREET DURING CONSTRUCTION. FOURTH AVENUE (BROOKLYN) SUBWAY. 45 vanced, work on all sections north of 53rd Street being well under way and in the case of a few sections already half done. The following list shows the number of sections of this new work under way at the time the Dual System contracts were signed: Contracts for Dual System of Rapid Transit. FOR OPERATION BY NEW YORK MUNICIPAL RAILWAY CORPORATION. Broadway-Fifty-ninth Street Subway-Routes Nos. 5, 4 and 36 (In Manhattan.) Name of Section. Contractor. 1 F. L. Cranford, 177 Montague St., Brooklyn, N. Y. 1-A F. L. Cranford, 177 Montague St., Brooklyn, N. Y. 2 Degnon Con. Co., 60 Wall St.. New York City. 2-A O'Rourke Eng. Const. Co., 345 5th Ave., New York City. 3 Underpinning and Foundation Co., 290 Broadway, New York City. Awarded by Commission. Sept. 16, 1912. Sept. 16, 1912. Jan. 24, 1912. Mar. 30, 1912. (Upper Level, (Lower Level. Jan. 12, 1912 Approved by Bd. of Est. Sept. 19, 1912. Sept. 19, 1912. Feb. 1, 1912. July 15, 1912. $792,779.50) 119,572.10) Jan. 18, 1912. Total....... (In Brooklyn). Amount of Contract. $1,222,269.20 982,740.70 2,355,828.50 912,351.60 2,295,086.50 $7,768,276.50 Fourth Avenue Subway Six sections, extending from Manhattan Bridge through Flatbush Avenue Extension, Fulton Street, Ashland Place and Fourth Avenue to 43d Street. Contracts let in May, 1908; approved by Board of Estimate and Apportionment in October, 1909, and work begun in November, 1909...................................... $16,014,388.26 Fourth Avenue Extension Subway-Route No. 11-B (In Brooklyn). 1 Degnon Con. Co., Sept. 16, 1912. Sept. 19, 1912. $1,930.258.50 60 Wall St.. New York City. 2 Degnon Con. Co., Sept. 16, 1912. Sept. 19, 1912. 1,904,171.25 60 Wall St.. New York City. Total....... $3,834,429.75 Total-Fourth Avenue Line and Extension................. $19,848,818.01 46 Brooklyn Loop Line (Centre Street)-Route No. 9-0 (In Manhattan). Extending from Manhattan terminus of the Brooklyn Bridge under Centre Street and Delancey Street Extension to Williamsburg Bridge, with spur at Canal Street to the Manhattan Bridge... $12,884,896.49 Total amount of contracts let on lines for operation by Brooklyn company (to date)................................ $40,501,991.00 FOR OPERATION BY INTERBOROUGH RAPID TRANSIT COMPANY. Lexington Avenue Subway-Route No. 5 (In Manhattan and The Bronx). Name of iSection. Contractor. 6 Bradley Con. Co. 1 Madison Ave., New York City. S Bradley Con. Co., 1 Madison Ave., New York City. 9 P. McGovern & Co., 1 Madison Ave., New York City. 10 Bradley Con. Co., 1 Madison Ave., New York City. 11 Bradley Con. Co., 1 Madison Ave., New York City. 12 Oscar Daniels Co., 38 Park Row, New York City. 13 Bradley Con. Co., 1 Madison Ave., New York City. 14 Arthur McMullen and Olaf Hoff, 149 Broadway, New York City. 15 Ilagerty-Drummond Co., 48 Park Row, New York City. Awarded by Commission. July 5, 1911. (Work suspended Apr. 26, 1912.) July 5, 1911. Dec. 8, 19) 1. July 5, 1911. July 5, 1911. Aug. 1, 1911. Oct. 31, 1911. (Assigned to Me Triest, Inc.) May 14, 1912. (Type K Approved by Bd. of Est. July 21, 1911. July 21, 1911. Feb. 1, 1912. July 21, 1911. July 21, 1911. Aug. 3, 1911. Nov. 16, 1911. Mullen, Snare & Jul. 15, 1912. Steel tubes.) Amount of Contract. $3,634,213.50 3,369,484.20 1,961,997.00 3,253,072.80 3,132,195.05 2,825,740.74 4,071,416.50 3,889,775.05 3,820,129.75 $29,958,024.59 Oct. 10, 1911. Oct. '26, 1911. (A\ssigned to l{(dgers & lhlgerty) Total....... Southern Boulevard Subway-Route No. 19-22 (In The Bronx). Name of Awarded by Approved by Amount of Section. Contractor. Commission. Bd. of Est. Contract. 1 John F. Stevens, Sept. 16, 1912. Oct. 17, 1912. $2,253.281.75 Construction Co., 55 Wall St., New York City. Total for Interlorough lines in Manhattan and The Bronx (to date)................................................$32,211,306.34 47 *Woodside, Astoria and Corona Line —Route No. 36-37 (In Queens). Name of Awarded by Approved by Amount of Section. Contractor. Commission. Bd. of Est. Contract. 2 Cooper & Evans, Feb. 4, 1913. Mar. 6, 1913. $860,743.50 220) Broadwav. New York City. 3 E. E. Smith Con. Co., Feb. 7, 1913. Mar. 6, 1913. 2,063,588.00 71 Broadway, New York City. Total....... $2,924.331.50 Total amount of contracts let on Interborough Rapid Transit lines................................................ $35,135,637.84 * Trackage rights also to New York Municipal Railway Corporation. RECAPITULATION. Amount of contracts on lines for operation by New York Municipal Railway Corporation.................................... $40,501,991.00 t Amount of contracts on lines for operation by Interborough Rapid Transit Company........................................ $35,135,637.84 TOTAL AMOUNT 01' CONTRACTS ON DUAL SYSTEM UP TO JUNE 1, 1913............................................ $75,637,628.84 Up to the first of January, 1913, the City of New York had expended $55,625,231.87 for the construction and improvement of the existing subway. Therefore, at the present time it has invested in rapid transit railroads a total of $131,262,860.71, and before the Dual System is completed will have expended about $226,000.000. Growth and Development of the Dual System. While the Public Service Commission has developed the Dual System, there are certain parts of it which date from the days of the Rapid Transit Railroad Commission. The powers and duties of that Commission devolved upon the Public Service Commission for the First District under the Public Service Commissions Law, and on July 1, 1907, the Public Service Commission organized and took over the work of the Rapid Transit Commission. Prior to that date the Rapid Transit Commission had adopted routes for many rapid transit lines in various parts of the City. Most of these routes were legalized by the old Commission, that is, the consents of property owners to their construction, or where that had failed a determination in lieu thereof from the Appellate Division of the Supreme Court, had been obtained. The Public Service t Includes Woodside, Astoria and Corona Route, over which the Brooklyn company will have trackage rights. 48 Commission kept alive all these consents by repeated applications to the courts, so that when the planning of the Dual System was undertaken many of these old routes were utilized and thus a vast amount of time was saved. As to two of these routes, the Rapid Transit Commission had gone even further, namely, the Fourth Avenue Subway route in Brooklyn and the Centre Street Loop Subway route in Manhattan. In the case of the Fourth Avenue route, the old Commission had progressed the plans to a point where calling a public hearing was necessary, and in the case of the Centre Street Loop had completed the plans and specifications and awarded the contracts. The Public Service Commission took up both of these subways at the point where the Rapid Transit Commission left off and pushed them to completion. Both later were included in the Dual System plan. Broadway-Lexington Avenue Subway. During the first six months of its existence the Public Service Commission devoted much time to planning a new subway system, and on December 31, 1907, adopted the route for the BroadwayLexington Avenue line. This line, which is described elsewhere, is one of the principal routes of the Dual System, but it has been divided between the two operating companies, so that the Interborough Rapid Transit Company takes that part of it north of 42nd Street and the Brooklyn Rapid Transit Company gets that part beginning at Whitehall Street and running up Trinity Place, Church and Vesey Streets and Broadway as far as 9th Street, where connection will be made with the Broadway-Fifty-ninth Street route. From 9th Street north to a point near 42nd Street, where a junction will be made between the existing subway and the northern part of the Lexington Avenue line, the road as originally planned up Irving Place and Lexington Avenue will not be built-at least not for some years. Before the final partition of the line between the two operating companies was made, the Commission let a contract for the construction of that portion known as Section 6, which lies in Lexington Avenue between 26th Street and 40th Street. This was FOURTii AVENUE NEAR 58TII S,~TREET DURING CONSTRUCTION, ',SHOWING BY-PASSING OF GAS MAINS AND TEMPORARlY ROADWAY. STEAM SHOVEL AT WORK IN FOURTH AVENUE, NEAR 50TH STREET. FOURTH AVENITE (BROOKLYN) SUBWAY. 49 awarded to the Bradley Contracting Company for $3,634,213.50. The contractor began work but was notified April 26, 1912, to suspend operations on account of the decision just reached to omit the construction of that part of the line. No construction has been done there since that date. At the time this contract was let, the Commission was proceeding on the alternative plan provided in the Joint Report of June 5, 1911, awarding all the proposed lines in the Dual System to the Brooklyn Rapid Transit Company for operation by reason of the failure of the Interborough Rapid Transit Company to accept the terms outlined in that report. Several other sections of the Lexington Avenue work were awarded about the same time and many others have been awarded since. The contracts for four of these sections were awarded to the Bradley Contracting Company July 5, 1911, just one month after the joint report had been submitted to the Board of Estimate and Apportionment. The contracts were approved by the Board of Estimate and Apportionment July 21, 1911, and on July 31, following, ground was broken for the first work at Lexington Avenue and 62nd Street. Appropriate ceremonies participated in by the Public Service Commissioners and members of the Board of Estimate and Apportionment marked the event. The letting of other contracts followed as shown in the table given above. Work on Lexington Avenue Line. Construction of the new subway under Lexington Avenue, which was begun at 62nd Street, was in progress at the time of the signing of the contracts from 53rd Street, Manhattan, North to 135th Street and River Avenue in The Bronx. In this stretch two different methods of subway building are being used. As far north as 103rd Street the subway will be double-decked. On account of the narrow roadway in Lexington Avenue this construction was selected as being more economical where the avenue is at a high elevation, and the lower deck, therefore, would not be below water level. Besides this, the width of the double-deck structure would interfere 50 TYITCAL CONTRACTOR'S PLATFORM IN LEXINGTON AVENUE FOR HOISTING EXCAVATED MATERIAL FROM SUBWAY WORKINGS. LEXINGTON AVENUE SUBWAY CONSTRUCTION. less with the buildings and their appurtenances during construction and cause much less inconvenience to residents along the line of the work. North of 103d Street, however, where the avenue is at a much lower elevation, the lower part of a double-deck subway would be far below water and in soft ground, so it was considered advisable to have all tracks on the same level from 103d to 112th Street. There the subway again becomes a double-decked structure, with the local tracks above and the express tracks below. This double-decked structure extends to about 129th Street, where the four tracks again strike one level. This construction is needed for the separation of traffic at the approach to the Harlem River, immediately north of which the subway divides into two branches, one running northwesterly to Jerome Avenue and Woodlawn Road and the other easterly through 138th Street and northeasterly through Southern Boulevard and Westchester Avenue to Pelham Bay Park. 51 Each of these branches will have three tracks. The Terome Avenue branch will be an elevated railroad north of 157th Street. On the Pclham Bay Park branch the underground road will extend to a point in Whitlock Avenue between Aldus and Bancroft Streets, whence it will continue as an elevated railroad to its terminus at Pelham Bay Park. On most of the double-decked section the work really involves the building of two subways at once. The cut for the upper level is worked from the surface of the street under a wooden decking provided for a temporary pavement, while the tunnel for the lower level is being driven underneath it as a wholly separate piece ol work. For part of the way, however, both pairs of tracks are in the same deep cut, the operations being carried on under the wooden decking, while in other stretches they are in one great tunnel, the cross-section of which is probably larger than that of any other railroad tunnel in this country. This portion of the City is underlaid with rock, which in most places lies close to the surface. The character, however, varies with location. In some places it is solid rock, so hard that the express tunnel can be driven through it by blasting without resort to timbering or other artificial support. In other places the rock is faulty and timbering is required, as well as the greatest of care in prosecuting the work. North of the Harlem River, while the rock is present, much of that encountered in the excavation in Mott Avenue is of such a disintegrated character that it was removed with picks and shovels without resort to blasting. In the deep rock cut in Franz Sigel Park, as well as in some of the rock cuts in Lexington Avenue, steam shovels were used to advantage in excavating. In the fall of 1912 the contractors encountered an underground stream of water in the vicinity of Lexington Avenue and Fiftyseventh Street. The engineers believe that this water comes from an old pond which existed in early days at Fifty-ninth Street and Fifth Avenue, the outlet from which flowed southeasterly crossing Lexington Avenue near Fifty-seventh Street. Since that time the street level has been raised by filling in so that no trace of pond or stream now exists on the surface. The water did no damage, as it was flowing into a sewer. 52 Construction of Broadway Line. The first contracts for the construction of the Broadway-Seventh Avenue Subway in Manhattan, which is to be operated by the Brooklyn company, were awarded in January, 1912, and at the time the Dual System contracts were signed, March 19, 1913, work on this line was in progress from Morris Street, in lower Manhattan, up Trinity Place, Church Street and Broadway to a point between Houston and Bleecker Streets. The line continues up Broadway to 42nd Street, where it runs into Seventh Avenue and up Seventh Ayenue to 59th Street, through which it runs eastward to the Queensboro Bridge over the East River. For nearly its entire course in Broadway, namely, from Park Place to Seventh Avenue, it will be a four-track railroad; south of Park Place it will be a two-track road, and in Seventh Avenue and 59th Street also a two-track road. From a point west of Fifth Avenue the two tracks in 59th Street will separate, one continuing through 59th Street to the Queensboro Bridge and the other going through 60th Street to the same point. The character of the work in Broadway south of Houston Street is very different from that in Lexington Avenue north of 53rd Street. Instead of solid rock the subsurface in Broadway is almost entirely sand, the excavation of which is comparatively easy. While no blasting is necessary and the excavated material can be dislodged with pick and shovel, it has been necessary to underpin buildings along the route and to use an elaborate system of timbering to hold up the sides of the cut and sustain the temporary pavement in the street. In prosecuting the work in Broadway near Chambers Street the contractors in the spring of 1913 encountered several human skeletons lying in the same vicinity from four to six feet below the surface in the middle of Broadway. Historical research showed that in Revolutionary days a cemetery was maintained at this point, and it was presumed that the skeletons found were the remains of persons buried in this cemetery which were neglected or forgotten when the place was abandoned. An interesting point on this line is the curve from Broadway under a part of the old Astor House, across Vesey Street and under ^;l.^^:* O:.<.;,, ~ i~~....._ ~ ~ ~, ~ ~;,.~- ~...;, ~;~' ~o~~z~~ ~~ ~~,;/ ~. %..,, - ~ ~ ~ SURFACE OF TRINITY PLACE SHOWING ELEVATED RAILROAD WHICH MUST BE SUPPORTED DURING SUBWAY CONSTRUCTION. d a. i A eI i,, I c EXCAVATION UNDER TRINITY PLACE NEAR THAMES STREET. BROADWAY SUBWAY CONSTRUCTION. - r, 53 a corner of St. Paul's Churchyard into Church Street, whence it continues south through Trinity Place. This curve was made necessary by the fact that the existing subway occupies the lower part of Broadway, and it was deemed advisable to swing the new Broadway line around into Church Street and Trinity Place to get down town rather than to place it underneath the existing structure in Broadway. The construction of this line will make necessary the demolition of the Astor House, the oldest of New York's first class hotels yet standing. The Astor House dates from 1836, and thus has had the longest career of any New York hotel. The part tnder which the new subway will run is owned by the estate of John Jacob Astor, which gave notice to the lessees to move out by May 29, 1913, in anticipation of the subway work. The City las arranged with the estate to purchase easement rights under the property for the subway for $600,000, and to build retaining walls on the Broadway and Vesey Street frontage. During the spring of 1913 the contractors for this section uncovered an old well underneath the west retaining wall of Trinity Churchyard, past which the new subway runs down Trinity Place. The old well was about four feet in diameter, walled in with stone, and had been carefully covered over although it was filled with earth. Antiquarians, whose attention was directed to the discovery, expresse'l the belief that it was one of the public wells sunk by the old City of New Amsterdam under Dutch government. The contractor also unearthed in the same vicinity a human skull. Old Beach Tunnel. During the work on Section No. 2 of the Broadway-Lexington Avenue Subway, now under construction, the contractors uncovered in Broadway, between Park Place and Murray Street, the remains of the old Beach Pneumatic Tunnel. This was the first tunnel built for underground railroad purposes in New York City, and dated back to the early '70s. It was designed for operation by cars propelled by air pressure applied from the outside. It was cylindrical in form, and the cars were of a shape to fit in the tube, which was made of brick. While the road was operated as a curiosity for a short time, it never became a practical railroad, and, 54 after many vicissitudes, the company promoting it abandoned the work. The old tunnel remained undisturbed under Broadway for forty years until the contractors for the new Broadway Subway removed it. Centre Street Loop Subway. The Centre Street Loop Subway was designed by the Rapid Transit Commission to connect the Manhattan terminals of the Brooklyn, Manhattan and Williamsburg Bridges across the East River. That Commission prepared the plans and let the contracts for its construction in the early part of the year 1907, prior to the creation of the Public Service Commission, which later modified the plans and has since supervised its construction. At the present time it is entirely completed with the exception of the southernmost section between Park Row and Pearl Street. Work on this section was suspended May 15, 1908, at the request of the then Mayor, George B. McClellan, in order that the work of starting the new Municipal Building, which was then being planned, might go ahead. For more than two years no subway work was done on this section, but in March, 1911, the Municipal Building was so far advanced that it was possible for the subway contractor to resume operations. The work has progressed to the present time (June, 1913), and the section is now nearly completed. The contractor's time has been extended to June 30, 1913, to complete the work. The Chambers Street station on this subway is located in the basement of the new Municipal Building. Under the Dual System plan the road will be continued as a two-track line down Nassau Street to Broad Street to a connection with the proposed Whitehall Street-Montague Street tunnel to Brooklyn. Fourth Avenue Subway. Taking up the plans for the Fourth Avenue Subway in Brooklyn, where the Rapid Transit Commission left off, the Public Service Commission held the required public hearings and made changes in the plans so as to make the cross sections of the subway largei than that of the existing subway and to make the grades easier 55 These changes were completed in the winter of 1907-8. Advertisements for bids for the construction of this line were published in the early part of 1908, and in May of that year the Commission awarded contracts to the lowest bidders. These contracts aggregated about $16,000,000. As is well known, there was litigation over the debt limit, and the Commission was not able to execute the contracts until the fall of 1909. In November of that year work was begun, and since has been steadily prosecuted until today the six sections are nearly completed. In Fourth Avenue and in Flatbush Avenue Extension the subway is about ready for the equipment, but, owing to delays in starting the work, due principally to the necessity of obtaining certain real estate, the sections in Fulton Street and Ashland Place are not so far advanced. It is expected, however, that these will be completed before the close of the present summer. This is a four-track subway from Manhattan Bridge in Flatbush Avenue Extension, Fulton Street, Ashland Place and Fourth Avenue as far as 43d Street, Brooklyn. On account of provisions made for turn-outs and connections for future extensions, the structure includes six tracks for a portion of the distance in Flatbush Avenue Extension and eight tracks for part of the length in Fulton Street. From 43d street, under the Dual System plans, it will be continued as a four-track subway down Fourth Avenue to 65th Street, and beyond that point as a two-track line to 89th Street. Near 65th Street provision will be made for the diversion of two tracks to run through the proposed tunnel to Staten Island. Work began on the extension south of Forty-third Street in thlie fall of 1912 and is now well under way. At Thirty-eighth Street a branch of this subway will be constructed connecting with the proposed elevated railroads down New Utrecht Avenue and Gravesend Avenue to Coney Island. The Fourth Avenue Subway line runs through a part of the site of the Battle of Long Island. As the ground has been filled in since the days of the Revolution it was expected that relics of the battle would be found when the street was excavated for the subway. The contractors were instructed to keep a careful watch for such relics, but none was found. 56 Character and Size of New Underground Railroads. The new subways will show great improvements over the existing subway in many details. The existing subway was the first underground road ever operated in New York City, and necessarily, in some particulars, was more or less experimental. Actual operation of it disclosed several features which experience proved undesirable, and the engineers of the Public Service Commission have eliminated such features from the plans for the new work. For instance, some of the stations in the existing subway are built upon curves, which causes undesirable conditions when trains are loading and unloading at these curved platforms, and also makes it necessary for all trains apI)roaching such stations to slow down to avoid danger. While these curved platforms are protected by an excellent signal system, the Commission's engineers believe that the safety of operation will be I)romoted by eliminating curved platforms. Therefore all stations upon the new sublways will be located on straight stretches of track, and so far as possible sharp curves will be avoided on all lines. The plan followed in the existing subway of placing all four tracks in one tunnel has been found defective. This condition prevails, with few exceptions, for the whole stretch of four-track subway from Brooklyn Bridge north to 96th Street. Actual operation showed that this arrangement interfered with the full effect of the train movement upon ventilation. While the frequent passage of trains stirred up the air, it did not entirely renew it, and in consequence the City had to spend a great deal of money to put in ventilating devices. The Commission's engineers believe tlhey have greatly simplified the problem of ventilation by constructing the new subways with separate tunnels, so that the passage of trains will produce a piston action, driving the air out ahead of them and causing the in-rush of fresh air by suction from the rear. There will be a partition wall between each pair of tracks so that the effect of having one tunnel for trains going one way and another tunnel for those going in the opposite direction will be produced. In this partition wall archways will be provided at stated distances as places of safety to which track laborers may retire to avoid being struck by trains. Where there are only two tracks, they will be separated by a partition wall. 57 Heat to Be Lessened. Another feature of the existing subway which causes some discomfort is the high temperature prevailing during the periods of maximum operation. Engineers believe that much of the heat is due to the friction of brake shoes on wheels and wheels on tracks, as well as to the operation of numerous electric motors underneath the cars. In building the first subway the engineers took extra precautions to keep out water and provided waterproofing under the floor, up the sides and over the roof of the tunnel. While this waterproofing keeps the water out, it also keeps the heat in. It is tie theory now that if less waterproofing were used, the walls of the subway would allow more of the heat to escape. Accordingly, in the new designs waterproofing is provided only in cases where ii is absolutely needed to keep out water, and that is mainly over the roof, under the floor of the subway and along the sides in places where the road runs below water level. This waterproofing consists of layers of woven fabric and asphalt and brick laid in asphalt, and there will be much less of it used in the new work than was placed in the first subway. All the new subways will be larger than the first one. In the case of the Fourth Avenue Subway in Brooklyn, and the Centre Street Loop in Manhattan, to be operated by the Brooklyn company the difference will be considerable. The first subway has a height of 12 feet 10 inches above the base of the rail and has a width of about 12 feet 6 inches for each track. The Fourth Avenue and Centre Street Subways will have a maximum height of 15 feet above the base of the rail, and a width of:14 feet for each track. The Broadway and other subways to be operated by the Brooklyn company will have a height above base of rail of 13 feet 2 inches and a track width of 13 feet 6 inches. Plans for the subways to be used for the Interborough Rapid Transit Company were originally drawn according to these dimensions, but when the arrangement was made to connect certain of the new subways with the existing subway, all to be operated by one company, it became evident that it would be useless to have part of the system of large bore and part of smaller diameter. The plans, therefore, were changed so as to make the dimensions of the 58 new subways for the Interborough Rapid Transit Company approximately the same as those of the existing subway. Accordingly they will be built with a height of 13 feet 2 inches above base of rail and a width of about 13 feet 6 inches for each track. That is, a two-track subway will be 28.5 feet, the three-track sub)way 42 feet and the four-track subway 55.5 feet wide. Station platforms in the new subways will also be larger than those first -provided for the first subway. When originally built the latter were long enough to accommodate only eight-car express trains and five-car local trains. Subsequently, owing to the great growth of traffic, it was necessary to enlarge these platforlms to accommodate ten-car express trains and six-car local trains. This improvement cost the City $1,500,000. Profiting by this experience, the Commission has decided to have the stations in the new subways built long enough to receive ten-car express and six-car local trains. Reinforced concrete will be used extensively in construction. This type of construction has been used both in the Fourth Avenue Subway in Brooklyn and in the Centre Street Loop Subway in Manhattan and has given great satisfaction. It is so strong that at one point in Brooklyn where the Fourth Avenue Subway passes und(ler the existing subway, the latter rests entirely upon the roof of the former. In the new tunnels under the East River and the Harlem River footpaths will be provided so that in case a train should be stalled and it would become necessary to unload it in the tunnel, passengers may leave the train and walk in safety out of the tunnel. No Obstruction to Street Traffic. The Public Service Commission has also profited by the experience of the original subway builders in regard to the inconvenience caused property owners by the construction of subways in busy streets. Strict provisions for the minimizing of such inconvenience are inserted in all the new construction contracts. There will be no repetition of the long stretches of open cuts, such as marked the building of the present subway in 42nd Street. In all such ELEVATION OF STATION ON ASTORIA AND CORONA LINES AT QUEENS PLAZA OF QUEENSBORO BRIDGE. I I - - - *II — ~ ---- - ~l ENTRANCE OF TYPICAL CONCRETE STATION FOR ORNAMENTAL ELEVATED STRUCTURE ON QUEENS BOULEVARD. i I I i i I i 59 streets the contractor will be required to cover his excavation with planking and substitute plank roadways for the pavements which lie removes. He will also be required to confine the openings in the streets to such shafts as may be necessary to take out the excavated material, and wherever possible in congested districts such shafts will be located in parks, etc., so as to avoid obstructing the thoroughfare. In this way street car and vehicle traffic will be kept moving as usual during the construction of the work, and storekeepers will not lose trade by reason of having access to their places of business obstructed. This method of construction will be followed int Broadway, Lexington Avenue, 42nd Street-in fact in all of the streets in the congested districts. It may be seen in actual operation today both in lower Broadway and in Lexington Avenue, where the new subways are being built while the street traffic goes on as usual. Only in the outlying districts, where traffic conditions xvill permit, will there be any open cut work allowed, and then only after the engineers of the Public Service Commission have satisfied themselves that such open cuts will not work unreasonable hardships to owners of property. Of course, no subsurface work of such magnitude can be carried on without causing some inconvenience, but it will be the aim of the Commission to minimize this inconvenience. Ornamental Elevated Structures. The new elevated railroad construction will show marked improvement over the type heretofore used in New York City. The elevated structures will be more sightly, and the road bed so built as to make the operation of trains less noisy. In certain places, like the Queens Boulevard in Queens Borough, where the City authorities are striving for beauty effects in street construction, the elevated structure will be of ornamental design. * 60 V TERMS AND CONDITIONS OF DUAL SYSTEM CONTRACTS. By the contracts signed March 19, 1913, the City entered into agreements with the Interborough Rapid Transit Company and the New York Municipal Railway Corporation, a company formed in the interest of the Brooklyn Rapid Transit Company, for the operation of various lines constructed or to be constructed as above outlined. Some of these lines have already been built by the City. some by the companies and some are under construction. In the case of each company the City will furnish a part of the funds necessary for construction and the company a part, but the money for equipment of both subway and elevated roads, as well as for the reconstruction and extension of elevated railroads, will be furnished entirely by the companies. Five-Cent Fare. In the territory allotted to each company, the rate of fare for a continuous ride will be five cents. This will include transfers from new to old lines or vice versa on each company's system, but will not include transfers between lines operated by the Interborough Rapid Transit Company and lines operated by the New York Municipal Railway Corporation, nor from elevated to subway lines of the Interborough system. The operating contracts made with each company will run for a period of forty-nine years from January 1, 1917. This provision applies to all subways or extensions of subways, whether constructed by the City or by the operating company or by both jointly. The period of forty-nine years was determined after much negotiation between the Public Service Commission and the companies. The Commission would not consider any proposal from the Interborough company not providing for synchronizing the leases of the existing subway and the new lines. The old leases are two in number-one covering what is known as Contract No. 1, which embraces all of the subway above City Hall, Manhattan, and the other known as Contract No. 2, which embraces the subway south of City Hall 61 in Manhattan, the tunnel under the East River from Bowling Green and the extension to Atlantic and Flatbush Avenues in Brooklyn. These leases differ in the length of term; that for Contract No. 1 being for fifty years with the privilege of renewal for twenty-five years on readjustment of rental, and that for Contract No. 2 being for thirty-five years with the privilege of renewal for twenty-five years after readjustment of rental. The former would expire in 1954 and the latter in 1940. With the renewal privilege of twentyfive years the longer contract, therefore, had yet to run sixty-seven years, and the shorter one fifty-three years at the time the new contracts were signed. The Commission and the company finally agreed upon a basis of forty-nine years for all subway lines, both old and new. The Commission regards this agreement as one of great benefit to the City, for it is now apparent that the leases made for the operation of the existing subway twelve years ago were unduly favorable to the operating company-for the reason that they provided for no sharing of profits with the City and allowed the company all profits from operation over and above the fixed rental, which was confined to the annual interest charges on the bonds issued by the City for the construction of the subway, plus 1 per cent. per annum for a sinking fund. The construction bonds issued at different times carried different rates of interest-some 3'2 per cent., some 4 per cent. and some higher. The rental for the fiscal year ended Tune 30, 1912, was $2,312,943. The company's profits from the operation of the road were more than double this amount. The leases for the extension of existing elevated lines and for third-tracks on such lines will run for eighty-five years, but like the subway leases the lines will be subject to recapture by the City. The difference is accounted for by the fact that, while the subway leases end at a specified time when the operating company's rights to them will cease entirely, the existing elevated railroads are held under perpetual franchises granted in years past, before the State and the City adopted the policy of limiting such grants. The term of these leases, viz., eighty-five years, will run from the time the new elevated roads or portions thereof are put into operation. City to Share Profits. In the operating contracts provision has been made for the sharing of profits with the City after the operating company has paid all necessary expenses and taken out the equivalent of its existing earnings on the old lines. This will be accomplished by pooling the revenues derived from the operation of all the lines (not including the Interborough elevated railroads and their extensions) and deducting therefrom each quarter year payments to be made on account of the operator and of the City in the following order: Terms 6f the Lease. 1.. To the City (in the Interborough contract only) rentals now required to be paid under Contract No. 1 and Contract No. 2, such rentals to continue through the life of the new contract; also (in case of both companies) such rentals actually payable by the company for the use of property in connection with the system, such as are not included in operating expenses. 2. Taxes and governmental charges of every description against each company in connection with the system. 3. All expenses, exclusive of maintenance, actually and necessarily incurred by either lessee in the operation of its system. 4. Twelve per cent. of the quarter's revenue for maintenance, exclusive of depreciation. "Maintenance" shall include repair and replacement of tracks, but not the replacement of any principal part of the structure and equipment. If the maintenance cost in any quarter year shall be less than 12 per cent. of the revenue, the unexpended balance shall go into the depreciation funds and if any excess occurs, it may be withdrawn from such funds. 5. (Interborough contract). For the first year of operation an amount equal to five per cent. of the revenue for depreciation of such portions as are not repaired or replaced through expenditures for maintenance. Two depreciation funds are establishedone for the existing subway, and one for the new lines, and they will be under the control of the Depreciation Fund Board. Depreciation for future years to be agreed upon. 5. (Brooklyn contract). For the first year of temporary operation an amount equal to 3 per cent. of the year's revenue for depre STIIPACE OF BROADWAY NORTH OF CHAMBERS STREET, SHOWING TEMPORARY ROADWAY AND BY-PASSING OF GAS MAINS. VIEW BENEATH THE SURFACE. SUBWAY CONSTRUCTION IN BROADWAY. I I i I 63 ciation of suchl portion of roads and equipment as are not repaired or replaced through expenditures for maintenance. This amount for each year will be paid into three depreciation funds-"Depreciation fund for the railroad and equipment," "Depreciation fund for the plant and property of the extensions and additional tracks," and "Depreciation fund for existing railroads." Such funds shall be under the control of the Depreciation Fund Board. Depreciation for future years to be agreed upon. The Depreciation Fund Board is to consist of three membersone to be chosen by the company, one by the Commission and the third by both jointly, or in case of failure to agree, by the Chief Judge or an Associate Judge of the Court of Appeals, or by the President of the Chamber of Commerce. 6. (Interborough contract). One-quarter of the sum of $6,335,000 to be retained by the company "as representing the average annual income from the operation of the existing railroads." 6. (Brooklyn contract). One-quarter of the sum of $3,500,000 to go to the company "as representing the average annual income from the operation of the existing railroads during the two years prior to the beginning of initial operation, out of which the lessee shall pay interest charges on obligations representing the capital investment (preceding the date of this contract) on the existing railroads." 7. One-quarter of an amount equal to 6 per cent. of the company's contribution toward the cost of construction and equipment for initial operation. Out of this payment the company must set aside amounts sufficient, with interest and accretions, to amortize within the terms of the lease such contribution and cost. S. If additional equipment is provided an amount to be retained by the company equal to one-quarter of the annual interest payable by it upon the cost of such additional equipment; together with a sum equal to ~ of 1 per cent. for the amortization of such cost. 9. (Interborough contract). If the company shall share the cost of construction of additions to the Dual System, an amount equal to one-quarter of the annual interest payable by the company upon its share of such cost, together with '4 of 1 per cent. for amortization. 64 9. (Brooklyn contract). To be paid to the City an amount equal to one-quarter of the annual interest payable by the City upon its share of the cost of construction and '4 of 1 per cent. of the City's share of such cost. 10. (Interborough contract). An amount to be paid to the City equal to M of 8.76 per cent. of that portion of the cost of construction paid by the City. 11. An amount to be paid to the City equal to one-quarter of the annual interest actually payable by it upon its share of the cost of construction of additional lines, together with /4 of 1 per cent. for amortization. 12. One per cent. of the revenue to be paid into a separate fund under control of the l)ep)reciation Fund Board to be invested and reinvested to provide a contingent reserve fund. When such fund equals 1 per cent. of the cost of construction and equipment, payments to it shall be suspended and interest on it shall be included in the revenue. If it falls below 1 per cent., payments shall be resumed until it again equals 1 per cent. This fund shall be used to meet deficits in operation and for other purposes. 13. The amount remaining after making the foregoing deductions shall be divided equally between the City and the company. Commission to Prepare Contracts. For all new lines to be owned by the City of New York the Public Service Commission is to prepare the construction contracts and specifications which will be generally similar to the Lexington Avenue contracts. After the form of contract, specifications and contract drawings for lines toward the cost of which either company contributes have been adopted, the Commission before advertising for bids "shall transmit a copy of the same to the lessee and within ten days after such receipt, or such further time as the Commission may allow, the lessee shall return the same to the Commission with its criticisms or suggestions. The Commission shall thereupon consider any such criticisms and suggestions and its decision shall be final and binding upon the lessee. Proposals for making such contracts shall then be invited by the Commission in the form and manner required by Section 36 of the Rapid Transit Act." 65 The Commission is to award the contracts but is not to be limited to the selection of the lowest bidder and it may reject all bids and readvertise. After a contract is awarded, approved by the Board of Estimate and Apportionment and executed by the contractor, the Commission transmits it in triplicate to either company, which becomes a party to the contract for the purpose of disbursing part of its contribution toward construction. The company has ten days in which to sign and return the contract to the Commission, which then executes it on behalf of the City. The Commission undertakes the sole supervision and direction of the work. Periodically, but not oftener than once a month, the Chief Engineer shall estimate the value of the work done and the amount which shall be paid the contractor. The Commission will then prepare a voucher for the company's proportion of the amounts due the contractor, and send the same to the company for payment. Within thirty days thereafter the company shall pay this amount directly to the contractor. Of the total contribution by the Interborough company for construction $3,000,000 is to be allowed for the Steinway Tunnel, the title to which the company is to procure and transfer to the City of New York. Upon the vesting of title in the City, the company shall be deemed to have contributed $3,000,000. The amount of money already expended by the City in construction shall be deemed to be part of the City's contribution. The company is to pay all taxes due on the tunnel. As the Brooklyn company will bear the cost of constructing the connection at Canal Street between the Broadway and Fourth Avenue Subways, and as the City has already contracted for that part of it at the intersection of Broadway and Canal Street, it is provided that the remainder shall be constructed as extra work under the contracts already made by the City. The Commission's Chief Engineer shall determine the difference in cost between the Canal Street work without such physical connection and the work with such connection, together with any real estate or interest therein required by such connection, and the amount of such additional cost, together with such interest as may have been paid by the City, shall forthwith be paid to the City by the company upon the demand of the Commission. 66 It is provided in addition that the Brooklyn company shall so reconstruct its existing lines as to adapt them for operation in connection with the new subways. These adaptations include the elevation or depression, in whole or part, of the Sea Beach line so as to avoid grade crossings, and the construction of additional tracks where necessary; the construction of two additional tracks to the Brighton Beach line between Church Avenue and Malbone Street, and the elevation of existing tracks and the construction of two additional tracks between Neptune Avenue and the terminal at Coney Island; two-track elevated connection from Myrtle Avenue line near Wyckoff Avenue to a point about 1,000 feet east of Fresh Pond Road; connection of Myrtle Avenue elevated tracks with Broadway elevated tracks; construction of adequate terminal facilities at Coney Island connecting the Brighton Beach line, as reconstructed vest of 5th Street, with the Sea Beach line, as reconstructed near Surf Avenue and Stillwell Avenues; and the extension of platforms, increase of station facilities on existing lines, and the strengthening of those lines. Plans for the reconstruction of existing lines must be approved by the Commission. As security each company deposited with the Comptroller of the City $1,000,000 in securities. When one-quarter of the money to be contributed by the company has been expended, the Comptroller shall release to the company one-quarter of this deposit, and the other one-quarters as the company's contribution is applied. Each company also filed a bond for contribution, equipment, maintenance and operation, in the sum of $1,000,000 with approved sureties. Arbitration is provided for in case differences arise between the City and either company. Each side is to name one arbitrator and the third is to be named by the Chief Judge of the Court of Appeals, or in his failure to act, by any of the Associate Judges of the Court of Appeals in order of seniority, or in their failure to act by the President of the Chamber of Commerce. It is provided that no claim shall be made by either company against any member or members of the Public Service Commission or of the Board of Estimate and Apportionment personally by reason of the contract. Complete City Control. Ample provisions are made for securing to the City the necessary control over expenditures by either company in the construc 67 tion, equipment, maintenance and operation of the lines. This control is provided because "the City's returns from its investment in the railroad and its exercise of its right to take over the railroad as provided in the lease will be affected by the amount of the lessee's expenditures." Supervision by the Commission is agreed to and each company is required to provide facilities for such inspections as the Commission may wish to make. It must keep proper accounts and permit their examination and submit to the Commission for approval any contract, agreement, mortgage or undertaking having to do with its contribution toward the cost of construction or equipment. Any contract, agreement or undertaking having to do with the maintenance and operation of the railroad or of the existing railroads extending for more than one year or involving an expenditure of more than $50,000 must be entered into subject to the approval of the Commission. No contract affecting maintenance or operation shall be for more than five years, except in the case of mortgages, assignments, leases, trackage agreements, power and advertising contracts, or modifications of original contracts. Systems of accounting and the method of keeping accounts may be prescribed by the Commission, as well as the form of vouchers and payrolls to be used by the company. In expenditures made in connection with maintenance and operation, the Commission may object to any item as improper or unreasonable, and the company shall hold the same in suspense account until it is adjudicated. If the Commission and either company fail to agree as to such items, a determination shall be obtained either by arbitration or by the court. "The most thorough and minute inspection" by the Commission and its engineers is expressly provided for. The contract requires that each company shall provide equipment at its own expense and, when accepted by the Commission, title to it shall vest in the City. The company is permitted to improve, reconstruct or change its power houses if necessary to provide adequate power for the operation of the road. All equipment must be of the best character "known to the art of urban railway operation." The Commission may order the company to begin providing equipment which shall be ready to put any portion of the road into immediate operation as soon as completed. 68 The Brooklyn company is given the privilege for the first ten years of securing its electric motive power from outside sources pending the construction of the necessary power houses and substations. When Operation Begins. When the Commission shall declare any part of the railroad ready, the company shall equip the same and operate it. Temporary operation to be on the same terms as are provided for the operation of extensions. Each company agrees to operate the road "according to the highest standards of railway operation and with due regard to the safety of the passengers and employees thereof, and of all other persons." Free transfers shall be given as required and approved by the Commission at common or connecting points. Each company may carry freight, mail and express matter, provided that it shall not interfere with the passenger service. No part of the railroad or stations or other appurtenances thereof shall be used for advertising purposes, except that the company may post necessary bulletins. No trade or traffic, other than required for the operation of the road, shall be permitted, except such sale of newspapers and periodicals as may be permitted by the Commission. Each company shall, under regulations prescribed by the Commission, advertise for proposals for the privilege of selling newspapers and periodicals at stations in such manner as to permit of separate contracts for each news stand. Fare to Coney Island. The Brooklyn company is required to exchange transfers at 86th Street, Brooklyn, between the new system and the existing surface railroads now operating on Third Avenue and Fifth Avenue between 86th Street and Fort Hamilton. The company also will endeavor to secure authority for the extension of such surface railroads to a point near 86th Street and Fourth Avenue where a more convenient point of transfer can be installed. The company also agrees to undertake te make arrangements with the Hudson and Manhattan Railroad Company for free transfers at 34th Street, Manhattan, to and from the Grand Central Station. Carriage of freight, mail and .6SPL. r~~ r~;~ —~-~~.. ~;~I --- as;*;~t~;" ----;~~' -~ px,- `" na~ 5 )sabx ' -r Mkp. ~ ---~ — qoa`c;a i J~ - i rrC~LA B B SURFACE OF BRO)ADWAY BETWEEN PRINCE AND TIOUTSTON STREETS DURING CONSTRUCTION, S lIOWIN(N TEMI'OI:ARY IOADWAY AND CONTRACTOR'SS IHOISTING PLATFORM. PARTIALLY COMPLETED SUBWAY UNDER BROADWAY BETWEEN PRINCE AND HOUSTON STREETS DIRECTLY BENEATH ABOVE SCENE. BROADWAY SUBWAY CONSTRUCTION. I i 69 express matter is allowed if it shall not interfere with passenger traffic. The fare is limited to five cents, provided that the company may continue to charge ten cents for the fare to Coney Island and other points where such ten cent fare is now allowed "until the time when trains may be operated for continuous trips over wholly connected portions of the railroad" from the Municipal Building, in the Borough of Manhattan, to Coney Island. Temporary Operation of Steinway Tunnel. In the Interborough contract provision is made for the temporary equipment and operation of the Steinway Tunnel pending its reconstruction and completion, and for the giving of free transfers at 42nd Street and Park Avenue between the Steinway Tunnel and the subway. Temporary equipment may be of single cars as approved by the Commission, and the cost is to be included as part of the cost of equipment under the contract. Operation of Extensions. Each company agrees to equip, maintain and operate any extersions which the Commission shall determine should be operated as part of the Dual System. If the company accepts an extension it shall be operated as a component part of the system according to the foregoing terms. If the company shall not accept an extension, it shall operate it upon the following terms: From the gross receipts, consisting of all ticket sales and other earnings at stations on the extension, and the additional advertising due to the operation of the extension, deductions each quarter year shall be made as follows: 1. All expenses for operation, administration and maintenance, including damages for accidents and taxes upon such extensions and the extensions' proportion of other expenses in the ratio of ticket sales on the extension to ticket sales on the rest of the system. 2. To the company one-quarter of the annual interest payable by it upon the cost of additional equipment belonging to the extensions, together with '4 of 1 per cent. for amortization. 3. To the City, one-quarter of the annual interest paid by it on the cost of construction of the extension, together with Y4 of 1 per cent. for amortization. 70 4. To the City, one-quarter of the annual interest paid by it upon the cost of construction of additions to the extensions, together with Y4 of 1 per cent. for amortization. If in any quarter year the revenue from the extension is insufficient to pay operating expenses and interest on the equipment, the company may deduct the amount of such deficit from the revenue before the amounts payable to the City are paid. Such deductions are to be charged against the payments due the City under the lease of the original system, but such deficits shall not be cumulative. If there is a deficit after one year in the amount necessary to pay operating expenses and interest on cost of equipment, and if the remaining amount of payments due the City from the original system is insufficient to cover such deficit and it is not made up from any other source, the lease of the extension shall cease, the company may withdraw from its operation, and the City shall take and pay for the additional equipment for such extension. If the revenue from the extension is sufficient to meet the deductions named, such extension shall become part of the original system and be operated as such. The question of interest upon $40,000,000, borrowed by the Brooklyn Rapid Transit Company, and whether such interest from October 1, 1912, the date of the loan, should be includled as part of the cost of construction, was settled by inserting in the contract provisions including such interest in the cost of construction, but providing that the excess of such interest over the amount properly chargeable shall be repaid into the revenue by the company from its 50 per cent. of the surplus profits. The effect of this is that interest on such excess will be paid to the company out of the earnings of the system until such time as the company begins to share equally with the City in surplus profits, out of which the company will repay it at the rate of 1-15 of its share each year. In the Interborough contract there is a provision for the exchange of legs of the present subway if the City should at any time desire to take over a complete east side line or a complete west side line without taking over the entire system. The contracts for the extensions and third-tracking of existing elevated roads are embodied in separate certificates to each company. The terms of these certificates include payments to the City for the rights granted. 71 VI GROWTH OF THE DUAL SYSTEM. In the Dual System of Rapid Transit, the Public Service Coinmission for the First District believes it has solved the present rapid transit problem of New York City. That problem, owing to the rapid growth of the City and the past failure of city authorities and transportation companies to extend the street railroad system proportionately with the growth of traffic, had become acute. Marvelous as was the growth of the City after the Civil War, the growth of traffic within the City was even more wonderful. In 1860 with the population of One million, one hundred seventy-four thousand, seven hundred seventy-nine (1,174,779), the street railway traffic of the City was Fifty million, eight hundred thirty thousand (50,830,000) fares. In 1900 when the population grew to Three million, four hundred thirty-seven thousand, two hundred two (3,437,202), the street railway traffic had jumped to Eight hundred forty-six million, three hundred fifty-three thousand (846,353,000). In the next decade, namely, from 1900 to 1910, it almost doubled. In that year with the population of Four million, seven hundred sixty-six thousand, eight hundred eighty-three(4,766.883), the traffic had grown to One billion, five hundred thirty-one million, two hundred sixty-three thousand (1,531,263,000). Such an astonishing rate of growth could not have been anticipated, and it is no wonder that the building of City transportation lines fell behind such rapidly increasing demands. The problem before the Commission, therefore, presented two phases: (1) How to bring about the immediate expansion of the various lines so as to relieve existing congestion. (2) How to build new lines to provide for the new traffic of future years. 72 When the Public Service Commission, organized July 1, 1907, undertook the solution of this problem, it was confronted with seemingly insurmountable difficulties. The difficulties were twofold: First, the City's borrowing capacity was so restricted that it could not raise sufficient money to engage in construction on the scale necessary to afford relief; second, the amendments of 1906 to the Rapid Transit Act had required terms so stringent as to preclude the co-operation of private capital. The City of New York had been growing so rapidly that, after paying nearly $50,000,000 for the existing subway and spending other millions for permanent improvements demanded by the various boroughs, it had very little credit left to apply to new rapid transit work. The State Constitution limited its indebtedness, except for water works bonds, to an amount not exceeding ten per cent. of the assessed valuation of real estate within the City limits. This debt limit had been so closely approached at the beginning of the year 1908 that, when the Commission asked the Board of Estimate and Apportionment for $16,000,000 with which to construct the first part of the Fourth Avenue Subway in Brooklyn, it was met by the opposition of the then Comptroller to the authorization of the appropriation on the ground that the margin of the borrowing capacity of the City would not warrant such an expenditure. It is true that the courts later decided against the Comptroller and the appropriation was subsequently authorized, but the ensuing litigation consumed more than a year and postponed the beginning of work on the Fourth Avenue Subway from May, 1908, until November, 1909. The fact that the City's financial officer had to appeal to the courts to determine whether the debt limit restriction would permit an appropriation of $16,000,000 showed that the City had so closely approached the debt limit that, even with the normal increase in real estate values each year, it could not hope to expand the margin sufficiently within the time necessary to build such rapid transit lines as the necessities of the situation demanded. Two courses to relieve the situation were open to the Commission: SURFACE OF LEXINGTON AVENUE NEAR 107TH STREET DURING CONSTRUCTION. SECTION OF PARTIALLY COMPLETED SUBWAY NEAR 107TH STREET DIRECTLY BENEATH ABOVE SCENE. LEXINGTON AVENUE SUBWAY. 73 First, to bring about an increase of the borrowing capacity of the City. Second, so to amend the Rapid Transit Act as by the authorization of fair terms to induce transportation companies already enjoying rapid transit franchises to come to the aid of the City and furnish at least a portion of the money required for- new lines. City's Credit Expanded. The Commission adopted both. The State Constitution previotusl) had been amended so that bonds issued by the City for the construction or improvement of municipal water works were exempted from the operation of the ten per cent. restriction as to debt limit. The Commission sought to apply the same principle to the bonds which had been issued by the City for the construction of the existing subway and the existing dock system, for the reason that both properties, like the waterworks, were selfsupporting and, therefore, strictly speaking, the bonds issued for their construction could not be regarded as burdensome indebtedness. A constitutional amendment to this effect was presented to the Legislature by the Commission, duly passed by two successive sessions and submitted to the people and adopted by them at the general election in November, 1909. Following this referendum the Legislature of 1910 passed a law putting the amendment into operation, and by that act the credit of the City of New York was expanded by about $120,000,000. The Legislature also amended the Rapid Transit Act, and by the amendments of 1909, as extended by those of 1912, untied the hands of the Commission and gave it power to make contracts upon terms that, while carefully safeguarding the City's interests, were attractive to private capital. While it had taken several years of persistent effort to pave the way. it took an even longer time and even more sustained effort to induce the existing transportation companies to agree to contribute private capital in the required amount toward the building of the new rapid transit system. Within the first six months of its existence, to be exact in December, 1907, the Commission had adopted a route for a new subway and elevated system, known 74 as the Broadway-Lexington Avenue Line running the entire length of Manhattan Island and having two branches into the principal parts of The Bronx. The Tri-Borough Plan. Early in 1908, the Commission adopted routes in Brooklyn which, with the Fourth Avenue, Brooklyn, Subway, it linked up with the Broadway-Lexington Avenue Subway by means of bridges and tunnels over and under the East River. The whole plan became known as the Tri-Borough System. In Brooklyn it embraced the Broadway-Lafayette Avenue Subway running from the end of the Williamsburg Bridge out Broadway, Brooklyn, to Lafayette Avenue and back through Lafayette Avenue to a junction with the Fourth Avenue Subway at Fulton Street, as well as two extensions of the Fourth Avenue Subway running to Ft. Hamilton and Coney Island. The estimated cost of this system was about $147,000,000 and the plans provided for about 45 miles of new road including both underground and elevated portions. To ascertain whether the existing transportation companies or other persons or firms commanding large capital would undertake the construction of this new system with their own money or whether the City itself would have to build it, the Commission prepared contracts in two different forms. First, the Tri-Borough contract for construction, equipment and operation. Under this form of contract the corporation proposing to do the work was to furnish all money necessary for construction (outside of the lines then being built by the City) and to get a lease for the operation of the system when built for a period of years. Second, contracts for construction alone. These contracts were framed for municipal construction and contemplated the furnishing of all money for that purpose by the City. Advertising for proposals under both forms of contract was begun September 1, 1910. The time for opening the bids for construction by private capital was set for October 20, 1910, and that for bids under municipal construction contracts for October 27, 1910. When October 20th came not one proposal was received for construction and operation under the private capital contract. A 75 week later the Commission received numerous bids for the construction with municipal funds of the principal sections of the TriBorough System. The formal invitation to private capital, therefore, had failed to evoke a favorable response. During practically all this time the Commission had been informally negotiating with the Interborough Rapid Transit Company, the lessee of the existing subway, towards the same end. Conferences and correspondence with this company, looking toward its supplying the funds needed for extensions of the subway began as early as May, 1909, when the company first proposed to build certain extensions. The company amplified this proposition a month later after the Legislature had passed certain amendments to the Rapid Transit Act. First Interborough Proposal. Under date of June 30th in that year the Interborough Rapid Transit Company made a proposal to the Commission to build third tracks on its Second, Third and Ninth Avenue Elevated roads, to lengthen the station platforms in the existing subway, so that ten-car trains might be operated and to build certain extensions of the subway with its own money providing the City would build them as "extra work" under the terms of the original contract with John B. McDonald for the construction of the existing subway. This proposal contemplated the extension of the subway from 42nd Street up Lexington Avenue and Third Avenue to and under the Harlem River to a junction with the existing subway at 149th Street; the extension of the subway south from Times Square through Seventh Avenue, Varick Street and West Broadway, Canal Street, and Manhattan Bridge to a junction with the existing subway in Brooklyn and two tracks south of Canal Street to Battery Park; also to extend the Sixth Avenue Elevated line from 149th Street across McComb's Dam Bridge and up Jerome Avenue to 194th Street; to sell to the City and to operate as a part of the subway system the Steinway Tunnel owned by the company, running from 42nd Street, Manhattan, under the East River to Long 76 Island City; also to extend the Second Avenue Elevated Railroad across the Queensboro Bridge to Long Island City. While the company proposed to furnish the money for these extensions, it demanded in return a lease for the operation of the new lines to be co-terminous with existing leases,-that is, the subway extensions to be turned over to the City with the original subway at the end of the existing lease in 1954 and the privileges for the elevated road extensions to be co-terminous with existing franchises for those lines, which are practically perpetual. The proposal gave the City the option of building the subway extensions with its own money or of having them built at the company's expense and operated at a fixed rental like the existing subway or under a profit sharing arrangement, which would divide profits with the City after paying operating expenses and other costs. The Commission for various reasons, expressed in a letter, dated August 27, 1909, rejected this proposal but clearly indicated its willingness to consider a proposal along the same lines which would adequately meet the rapid transit needs of the City. This was the beginning of an exchange of correspondence between the Commission and the company which, with numerous conferences between the Commissioners and the company's officials, lasted through the balance of the year 1909, all of the year 1910, and the greater part of the year 1911. Indeed, it was in the Spring of 1912 before a final agreement was made between the parties. In the year 1911 the Commission and the company practically agreed upon a plan for joint construction of new lines. This plan, however, was not approved by the Board of Estimate and Apportionment, and a subsequent arrangement, the first Dual System plan, came to naught through the refusal of the Interborough Rapid Transit Company to accept the terms offered by the City. The early negotiations were conducted through the closing years of the term of Mayor George B. McClellan. In the election of 1909 Mayor William J. Gaynor and a new Board of Estimate and Apportionment were elected. The new board consisted of the Mayor, the Comptroller, W. A. Prendergast; the President of the Board of Aldermen, John Purroy Mitchell; the Borough President of Manhattan, George McAneny; the Borough President of Brook ROCK CUT IN FRANZ SIGEL PARK ON JEROME AVENUE BRANCH. STEEL WORK IN PLACE IN ROCK CUT IN FRANZ SIGEL PARK ON JEROME AVENUE BRANCH. LEXINGTON AVENUE SUBWAY CONSTRUCTION IN THE BRONX. 77 lyn, A. E. Steers; the Borough President of The Bronx, Cyrus C. Miller; the Borough President of Queens, Lawrence Gresser; the Borough President of Richmond, George Cromwell. Mr. Gresser was subsequently succeeded by Maurice E. Connolly, as Borough President of Queens. The new officials took office January 1, 1910. They adopted an attitude of co-operation with the Public Service Commision and from that time forward both boards have worked in harmony. The Board of Estimate and Apportionment appointed a special rapid transit committee, the members of which were Borough President McAneny, chairman, and Borough Presidents Miller and Cromwell. That committee was invited into and participated in the conferences between the Commission and the transportation companies, in which the offers of the Interborough Rapid Transit Company, the Brooklyn Rapid Transit Company, the Hudson and Manhattan Railroad Company and other proposals for the building of new rapid transit lines were considered. Dual System Adopted. These conferences resulted in a general programme for the construction and operation of what has become known as the Dual System of Rapid Transit. It took its name from the fact that two companies agreed to join the City in carrying out the plan. These two companies were the Interborough Rapid Transit Company, which operates the existing subway and the elevated lines in Manhattan and The Bronx, and the Brooklyn Rapid Transit Company, which controlled the operation of the elevated railroad system of Brooklyn. This agreement was embodied in the joint report of the Public Service Commission and the Rapid Transit Committee of the Board of Estimate and Apportionment, dated June 5, 1911. The main features of this agreement were that the Brooklyn Rapid Transit Company should operate the Fourth Avenue Subway in Brooklyn, a new subway to be built by the City in Broadway, Manhattan, and make extensions to various lines in Brooklyn,the whole to be operated under contract with the City for a fivecent fare; and that the Interborough Rapid Transit Company should obtain for operation various extensions of the existing subway, which were to be built jointly by the City and the company, 78 each contributing one-half the funds necessary for construction, and the company providing the money for equipment. These Interborough extensions included practically all of the Tri-Borough System north of 42nd Street, Manhattan, a line down Seventh Avenue from Times Square, a new tunnel to Brooklyn, and vari.. ous extensions in Brooklyn,-the whole to be operated for a fivecent fare; also, that the company should third-track its elevated lines in Manhattan and The Bronx, build and operate certain extensions thereof, extend the Second Avenue Line over the Queensboro Bridge, and turn over to the City and operate as part of the subway the Steinway Tunnel. From a traffic point of view the net results of this agreement were that the Interborough Rapid Transit Company would get the logical extensions of its subway and elevated systems in Manhattan, The Bronx and Brooklyn, and that the Brooklyn Rapid Transit Company would get connections in Manhattan, namely, the Broadway Subway and the Centre Street loop, by which it could distribute the passengers from its various elevated lines through all the business district of Manhattan, south of 59th Street. The terms and conditions under which these valuable concessions were to be granted to the two companies were set forth in the report. After certain modifications these terms were accepted by the Brooklyn Rapid Transit Company but rejected by the Interborough Rapid Transit Company. As the joint report provided that if either company refused to accept the terms, the lines offered to it should be offered to the other company, the lines laid out for the Interborough Company were tendered to the Brooklyn Rapid Transit Company, which indicated its willingness to accept the same. The Board of Estimate and Apportionment thereupon, on July 21, 1911, notified the Public Service Commission that it would approve contracts for the construction of the proposed subways for operation by the Brooklyn company. Construction Begins. In the meantime the Commission had taken steps toward the construction of the principal sections of the Lexington Avenue 79 Subway in Manhattan, upon which bids had been received October 27, 1910, under the Commission's advertisement for proposals for bids for construction with municipal funds. The contracts for four of these sections were awarded to the Bradley Contracting Company July 5, 1911, just one month after the joint report had been submitted to the Board of Estimate and Apportionment. The contracts were approved by the Board of Estimate and Apportionment July 21, 1911, and on July 31, following, ground was broken for the first work at Lexington Avenue and 62nd Street. Interborough Re-enters. It was not long after the Interborough Rapid Transit Company had refused to co-operate with the City upon the terms outlined in the joint report of June 5, 1911, until overtures were made to the Commission looking to a resumption of negotiations with that company. These overtures came from the Pennsylvania Railroad Company through Samuel Rea, then Vice-President, and now President, whose interest in the question lay in securing for his company adequate rapid transit facilities to and from the new Pennsylvania Station at Seventh Avenue and 34th Street, Manhattan. The proposed extension of the existing subway from Times Square down Seventh Avenue would provide these facilities, and Mr. Rea was very anxious for his company that the line should be built and that the Interborough Rapid Transit Company should operate it in connection with the existing subway. Following various conferences the Interborough Company on February 27, 1912, submitted a new offer which was approved by the Public Service Commission. A supplemental report by the special committee of the Board of Estimate and Apportionment, approving the same, was presented to that Board May 22, 1912, and adopted. This report gave to the Interborough Rapid Transit Company, on terms similar to those of the report of June 5, 1911, although somewhat modified, the lines awarded to that company for operation in the previous report. The supplemental report was adopted by the Board of Estimate and Apportionment, and the Public Service Commission was informed that that board would give its approval s8 to contracts with the two companies drawn in accordance with the terms of the report. As the Brooklyn Rapid Transit Company was apparently content to receive the lines originally allotted to it upon the modified terms suggested in the report, there was no difficulty in providing for the re-entrance of the Interborough Rapid Transit Company into the rapid transit agreement, and the Dual System became an accomplished fact upon substantially the same layout as originally proposed by the joint report of June 5, 1911. Prepare Contracts for Signing. During the rest of the year 1912 the Commission's counsel prepared forms of contracts with each company to carry out the terms of the Dual System agreement. The Brooklyn Rapid Transit interests organized a new company, known as the New York Municipal Railway Corporation, for the purpose of entering into the new contracts. As soon as the draft contracts had been prepared the Commission's counsel and counsel for the companies conferred upon their provisions, and by the close of the year many of the points of difference between the Commission and the companies were adjusted. With a final agreement with each company in sight, the Commission in January, 1913, held public hearings on the forms of all the new contracts. After the public hearings conferences with the two companies were resumed and such points of difference as still remained were adjusted. The contracts were then ordered printed in final form for execution by the Commission, on behalf of the City, and by the two companies. On February 3, 1913, Governor Sulzer appointed Edward E. McCall, then a Supreme Court Judge, as Chairman of the Public Service Commission for the First District, to succeed William R. Willcox, whose term had expired on February 1. Chairman McCall took possession of his new office on February 7, 1913, and at once entered upon a study of the new contracts. Shortly before Mr. Willcox's term expired John J. Hopper, as a taxpayer, began an action to enjoin the Public Service Commission from executing the contracts. The proceeding prevented the execution of the contracts during Mr. Willcox's term, but the case was dis 81 missed by the Court a few weeks after Chairman McCall had taken office. In the meantime, notwithstanding the fact that public hearings had been held in January according to law, application was made to the Commission for another public hearing. Chairman McCall and his colleagues granted the request and additional hearings were held in the meeting room of the Board of Estimate and Apportionment at the City Hall. Following these hearings Chairman McCall held conferences with representatives of the two companies interested and completed his study of the new contracts. Transfers to and from Staten Island. During these conferences the Chairman induced the Interborough Rapid Transit Company to agree to an exchange of transfers with the Municipal ferry boats plying between Manhattan and Staten Island, so that residents of Staten Island could get the ride on the ferry and a transfer to the surface lines in Manhattan for a single fare. The agreement provided that the City should get two cents for the ferry ride and the company three cents for the street railroad ride out of each fare paid. As it was impracticable to embody this agreement in the Dual System contracts a separate contract is now being prepared by the City to put it into effect. In February, 1913, the Commission was informed that the Directors of the Manhattan Railway Company had refused their consent to the terms of the certificate conveying the grant of rights for the third-tracking of the elevated lines in Manhattan and The Bronx, owned by that company and operated by the Interborough Rapid Transit Company-one of the Dual System contracts. While it was agreed that the Interborough Company should pay for these improvements, as lessee, it was deemed advisable to make out the certificate conveying the franchise to the Manhattan Company as owner. When the latter company refused its consent the Commission, with the consent of the Interborough Company, decided to issue a new certificate for the same privileges, reading to the Interborough Company as lessee of the Manhattan Railway Company's roads. The new certificate was printed, and a public hearing on it was called for March 15, 1913. Before the date set for the hearing 82 the Interborough Company and the Manhattan Railway Company reached an understanding by which the latter agreed to accept the certificate prepared by the Commission, providing the Interborough Company would increase the amount allowed the Manhattan Company under its lease for office expenses, etc. At the hearing this inter-company agreement was announced, and the Commission took no further action on the certificate to the Interborough Company. Later the certificate to the Manhattan Company was adopted, approved by the Board of Estimate and Apportionment, and finally executed. Contracts Formally Adopted. Pending action on this certificate the Commission, on March 4, 1913, formally adopted the other Dual System contracts and transmitted them to the Board of Estimate and Apportionment for approval. The vote on the adoption of the operating contracts with the two companies, as well as on the trackage agreements, was three to two, Chairman Edward E. McCall and Commissioners John E. Eustis and George V. S. Williams voting in the affirmative, and Commissioners Milo R. Maltbie and J. Sergeant Cram in the negative. On the motion to adopt the certificates for elevated railroad extensions to the two companies and the certificate for additional tracks to the New York Municipal Railway Corporation the vote was four to one, Commissioner Milo R. Maltbie alone voting in the negative. The third-track certificate made out to the Manhattan Railway Company was formally adopted by the Commission on March 15, 1913, and transmitted for approval to the Board of Estimate and Apportionment. The vote in the Commission on the motion to adopt this certificate was three to one, Chairman McCall and Commissioners Eustis and Williams voting in the affirmative, and Commissioner Maltbie in the negative, Commissioner Cram being absent. On March 18, 1913, the Board of Estimate approved the various contracts and granted the requisitions made on the same day by the Public Service Commission for $28,200,000 on account of the Interborough contract and $60,000,000 for the Brooklyn company contract, in addition to $35,135,637.84 previously registered 83 on account of the work on Interborough lines and $40,501,991 previously registered on account of the work on lines for operation by the Brooklyn company. Upon receipt of the official notice of this action the next dayj March 19, 1913, the Commission met in public session in the large hearing room on the third floor of the Tribune Building and executed the contracts. Many representatives of the city government, the two companies and the public generally were in attendance. Later each company filed the required bonds and deposited the required securities. Each company then submitted to the Commission for approval a mortgage upon all its property. These mortgages, $300,000,000 for the Interborough company and $100,000,000 for the Brooklyn company, were duly approved, as well as the proposals to issue bonds under them. The Interborough was authorized to issue $160,957,000 and the Brooklyn company $40,000,000 in bonds. The proceeds of these bonds will be used by the companies to carry out their obligations under the new contracts. ri i rn " _ 0 t.: ii{^ 1-< ttvv~S nl <~ 3 9015 02092 8514 I ""`~"- "' ~~~'- "-''`~' II