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" '.I-_.I., -4 4 - 444 i REPORT TO THE EXECUTIVE COMMITTEE OF PUBLIC SERVICE CORPORATION OF NEW JERSEY ON THE PROPOSED VEHICULAR TUNNEL BETWEEN THE CITIES OF JERSEY CITY AND NEW YORK BY THE SPECIAL COMMITTEE APPOINTED TO INVESTIGATE THE SUBJECT PUBLISHED BY ORDER OF THE BOARD OF DIRECTORS OF PUBLIC SERVICE CORPORATION OF NEW JERSEY /MA, MARCH, 1917 rransportatklb Library e75 7 o REPORT ON PROPOSED VEHICULAR TUNNEL BETWEEN THE CITIES OF JERSEY CITY AND NEW YORK a Report on the Proposed Vehicular Tunnel between the Cities of Jersey City and New York To the Executive Committee of Public Service Corporation of New Jersey: For many years the problem of providing better facilities for vehicular communication between New Jersey and New York has been under discussion, and with the growth of New Jersey, the need for a highway bridge or tunnel has each year become more apparent. The demand' for better facilities and the suggestion that the construction of vehicular tunnels between the States would greatly benefit Public Service through the development of the territory served by it, was first called to your attention by the President in the month of November, 1913. The President on January 18th, 1916, in connection with a report on the subject made by Mr. Percy Ingalls, General Agent, again presented the subject for your consideration, stating that as ten years had elapsed, during which the project had been continuously discussed as a public enterprise, with no immediate prospect of its consummation, he would recommend that Public Service cause the whole subject to be thoroughly investigated with a view to determining the practicability of the construction of such a tunnel by Public Service. As a result of this recommendation, the Executive Committee, on February 1st, 1916, passed a resolution appointing a special Committee to make a report on the feasibility and probable cost of such a tunnel, with authority to expend such sums as might be required to secure the necessary statistical and engineering information. This Committee consisted of the President, First Vice-President, Secretary, Engineer Maintenance of Way, Public Service Railway Company, and Mr. Walton Clark. Your special Committee has made an investigation of the subject and begs to report as follows: The construction of a vehicular tunnel under the waters of the Hudson River, in the judgment of your Committee, will be of inestimable benefit to the whole metropolitan district, and is essential to the proper industrial development of Northern New Jersey. Vehicular transportation by ferries is antiquated and inadequate for present day needs, to say nothing of the — future. This is well illustrated by photographic exhibits annexed to this report, showing con5 ditions that obtain at the entrance to the Cortlandt and Desbrosses Street ferries in Exchange Place, Jersey City. (See Exhibit No. 1.) The tremendous industrial development that has taken place in Brooklyn and Long Island City since the opening of the bridges over the East River affords a practical illustration of what might be expected in Northern New Jersey, where land is relatively cheap, if direct vehicular communication is provided. The lower portion of Jersey City and the entire Newark and Hackensack meadows district would immediately become readily accessible and available for warehouse and manufacturing purposes. State Bridge and Tunnel Commissions: As far back as the year 1906 the Legislatures of the States of New Jersey and New York, appreciating the importance of this subject, passed laws authorizing the appointment of State Commissions to study the subject of vehicular highways between States. These Commissions have ever since been continued, with the exception that between April 5th, 1911, and April 15th, 1912, no New Jersey Commission existed. The personnel of the two Commissions at present is as follows: The New Jersey Interstate Bridge and Tunnel Commission: W. H. Noyes, Tenafly, N. J. Colonel J. Hollis Wells, Jersey City, N. J. DeWitt Van Buskirk, Bayonne, N. J. George Limouze, Weehawken, N. J. John J. O'Leary, Passaic, N. J. Thomas McMahon, Secretary. The New York State Bridge and Tunnel Commission: George R. Dyer, Chairman, 36 Wall St., New York City, N. Y. E. W. Bloomingdale, 115 Broadway, New York City, N. Y. A. J. Shamberg, 115 Broadway, New York City, N. Y. McDougal Hawkes, 32 Nassau St., New York City, N. Y. F. J. H. Kracke, Municipal Building, New York City, N. Y. Morris M. Frohlich, Secretary. The Commissions have each had appropriations from time to time, which have been expended in engineering investigations of suggested sites for bridges and tunnels. The latest investigation resulted in a report from Messrs. Boiler, Hodge and Baird, Consulting Engineers, submitted under date of February 24th, i913, to the New Jersey Commission, and March 18th, 1913, to the New York Commission, stating that a bridge from about 57th Street, New York City, to the Hudson County Boulevard at Weehawken, N. J., was practicable, and this site most favorable, and that the cost would be approximately $42,000.000. A report was also submitted by Messrs. Jacobs and Davies, builders of the Hudson and Manhattan, and Pennsylvania Tunnels, recommending the construction of a pair of tunnels between 12th Street, Jersey City, and Canal Street, New York City, at an estimated cost of $11,000,000. 6 The Constitution of the State of New Jersey prohibits the creation of a debt of more than $100,000 for such a public improvement, as a State enter- ' prise, without the affirmative vote of the people of the State. To avoid this necessity, the New Jersey Legislature in 1914, passed the following Act, which was approved on April 17th, 1914 (Chapter 245, Laws of 1914): BE IT ENACTED by the Senate and General Assembly of the State of New Jersey: 1. Three or more Counties of this State whose territory is contiguous, and one of which is partially bounded by a navigable stream or river, which stream or river is one of the boundaries of this State, may join together as provided in this act for the purpose of constructing and maintaining across such stream or river one or more bridges or tunnels, as may be suitable or necessary, to provide passage across or under such stream or river for traffic of all kinds. 2. When the consent and request of any three or more of such Counties expressed and declared as hereinafter provided is duly filed in the office of the Secretary of State, it shall be the duty of the Governor to appoint by and with the advice and consent of the Senate, three suitable persons from each of said Counties, and one person a resident of the State but not a resident of any of such Counties, who shall be known as The........-............ River Bridge and Tunnel Commission (inserting in the blank space the name of such stream or river) for a term of three years. Said commissioners shall have the power and it shall be their duty to procure and have made and prepared the necessary and proper plan or plans of such bridge or tunnel, to select the location of same and make the necessary estimates of the cost of construction of such bridge or tunnel; and when further authorized as herein set forth, the said Commission in conjunction with a similar body appointed by the City, State or County with which such bridge or tunnel will connect or with such city, State or county, shall have the power to enter into the necessary contract or contracts to build, equip and maintain the same. The consent and request of any county to the Governor to appoint such commission shall be by resolution duly passed at a regular meeting of the governing board of such counties after such notice and in such form as is required to duly obligate a county to enter into any legal contract for the payment of money; and shall authorize such commission to prepare such plans and specifications and procure estimates of the cost and maintenance of such bridge or tunnel; the cost to each of said counties to be fixed in such resolution not exceeding, however, a cost to each of said counties of the sum of ten thousand dollars, which said sum such counties shall agree to become responsible for and pay; provided, however, that in no event shall any county be bound by any action of its board of freeholders, unless and until, the board of freeholders, respectively, of two other counties, as aforesaid, shall have each also adopted the resolution calling for the appointment of the said bridge and tunnel commission; and provided, further, that if any board 7 ' ' '; '. o of freeholders shall adopt such resolution as aforesaid, the same shall be and become ineffectual and void unless re-enacted, after a period of six months from its original adoption in the event that similar resolutions shall not in the meantime have been adopted by two other counties, as aforesaid. 3. As soon after such request and consent of any three counties for the appointment of a commission shall have been made to the Governor, as provided for herein, the Governor shall appoint such commissioners as herein provided, who shall proceed forthwith to prepare such plans and specifications and make such estimates, and for that purpose are authorized to employ the necessary engineers, counsel, clerks and other assistants as may be necessary, to have such plans and specifications prepared. Said commission shall be and become a body corporate, adopt a seal, and have power to sue and be sued. The commissioners provided to be appointed herein shall hold office for the time as herein provided and shall serve without remuneration. One of said commissioners from each of such counties shall be appointed for one year, one for two years and one for three years, and one commissioner from each of such counties shall be appointed annually thereafter. The person so appointed a commissioner, but who shall not reside in any of such counties, shall be appointed for a term of three years, and should the office of any commissioner become vacant for any reason, his successor shall be appointed for the unexpired term only. 4. After the preparation of such plans and specifications and estimate of cost, the said commission shall transmit the same duly certified to the governing bodies, respectively, of each county which has consented to the appointment of said commission, together with all the information and other data concerning the cost of construction and maintenance of such bridge or tunnel, which they have procured or have in their possession. 5. Thereafter, but not later than one year after the receipt by each of the said governing bodies of such plans, specifications and estimates, the governing bodies of such counties may, by proper resolution, request said commission to proceed with the construction of such bridge or tunnel; provided, however, that one-half of the total cost of the same, shall not exceed three per centum of the tax ratables of the real and personal property of such counties for the last preceding year, and upon receipt of such request in the form herein provided for from at least three of said counties, the said commission is hereby authorized and empowered to proceed with the construction of such bridge or tunnel in accordance with and subject to such limitations or restrictions as the governing bodies of such counties may prescribe, and is duly authorized to enter into the proper and necessary contract or contracts for the erection, equipment and operation of the same; such resolution shall be in such form and of such effect as to obligate each of the said counties for the amounts agreed to be paid by such counties in such resolution. 8 6. The method of providing for the payment of the cost and construction of said bridge or tunnel and the expense of operating or maintaining the same so, far as said cost or expense shall be a charge upon the counties consenting to the appointment of said commission, shall be determined by the governing bodies of said county, in agreement with the said commission, and shall, by the terms of said agreement be distributed among said counties and borne by each of them in such proportion as may be set out in such agreement. From time to time as the building of such bridge or tunnel progresses said commission may require each of said counties to pay said commission its proportionate share of the cost of building and maintenance. Such counties are hereby authorized to issue bonds to provide the necessary money to make the payments required by said commission. Such' bonds to be in such amounts and to bear interest not exceeding five per centum per annum, and shall be payable at such time and place as the governing bodies of such counties may, by resolution, fix and determine. 7. Such commissioners shall not be authorized or empowered to incur any expense or charge whatsoever for the construction of said bridge or tunnel except for the preliminary plans and surveys and estimate of cost, until the proper county or municipality with which said bridge or tunnel shall connect, shall be duly authorized and empowered and shall have duly entered into a binding obligation with said commission to pay one-half of the cost of such bridge or tunnel, and the repairs and maintenance of the same. In addition to the share of the cost of constructing such bridge or tunnel, the cost of maintenance and repairs of said bridge or tunnel, less such sums as may be received for the use of sai(l bridge or tunnel from tolls or otherwise shall be paid each year by such counties to such commissioners. 8. Said commission is hereby also authorized subject to the restrictions contained in this act, and the restrictions imposed upon them by said counties, to enter into an agreement or agreements with a similar commission or body of such other State or municipality with which such bridge or tunnel shall connect or with such State, city, county or municipality for the joint maintenance and operation of the same, and to fix such tolls as may be just, reasonable and properi and for the proper policing, lighting and keeping of such bridge or tunnel, and generally for the carrying out of the provisions of this act. 9. Said commission shall have full power in their own corporate name to purchase and acquire all lands, rights and interest in lands, either within or outside the territory of such counties, which may be necessary for the construction of such bridge or tunnel and for this purpose are authorized to condemn the same in the manner 'provided by the general laws of this State relating to the condemnation. of lands for public use. 10. Whenever any work to be performed or material to be furnished shall involve an expenditure of any sum of money exceeding the sum 9*. *-.g; all b A, of two thousand dollars, the said commissioners shall designate the time when they will meet at their usual place of meeting to receive proposals in writing for doing the work and furnishing the material; and said commissioners shall order its clerk to give notice by advertisement, inserted in at least two newspapers printed and circulating respectively in each of such counties, at least ten days before the time of such meeting, of the work to be done and materials to be furnished, of which at the time of such order they shall cause to be filed in their office particular specifications. All proposals received shall be publicly opened by the said commissioners and the commissioners shall award the contract to the lowest responsible bidder; all contractors shall be required to give bond satisfactory in amount and security to the said commissioners. 11. Notwithstanding the agreement and consent of any three or more counties, as aforesaid, the said commission shall not be authorized to take any proceedings or incur any expense or obligation whatever until the terms and conditions of said agreement and consent shall have been reviewed and approved by three Justices of the Supreme Court, especially designated by the Governor for that purpose. Said Justices shall designate a time and place for the holding of a public hearing on the question of the approval of the terms of said agreement, at which said hearing all persons interested may be heard. If said agreement shall be approved and confirmed by the said three Justices, then the same shall be in all respects- binding upon the counties so consenting to said agreement; except that in no event shall the obligation to be assumed or imposed upon any county for the construction of any bridges or tunnels exceed ten millions of dollars. 12. This act shall take effect immediately. Approved April 17, 1914. Pursuant to this Act, the County of Bergen on August 3rd, 1914, passed a resolution requesting the appointment of Commissioners and appropriating $10,000 for expenses. The County of Hudson passed a similar resolution on April 5th, 1915, but because of the provision in the Act that at least three Counties must adopt similar resolutions within a period of six months, and as none of the other Counties had acted, these resolutions became inoperative, and on November 11th, 1915 the County of Hudson and on November 22nd, 1915 the County of Bergen, again passed resolutions. The limit of time having once more expired, Hudson County passed a resolution on February 14th, 1917, and it is understood that Bergen County will again act whenever a third County is ready to request the appointment of a Commission. The Boards of Freeholders of Passaic and Union Counties have shown no disposition to join in this investigation, and the Board of Chosen Freeholders of the County of Essex, while it has held special hearings on the subject, has taken no formal action. At a recent meeting, however, the Board of Chosen Freeholders of Essex County, influenced by agitation in favor of a tunnel by various commercial bodies, and the attention which has been given the project 10 by the Governor of New Jersey, and the press, committed itself to take favorable action in May, 1917 wheri its financial budget will permit of the necessary appropriation. As the Act of 1914 requires the advice and consent of the New Jersey State Senate, in connection with the appointment of Commissioners by the Governor of the State, it is apparent that the deferring of action by the Board of Chosen Freeholders of the County of Essex until May, 1917 vill result in delaying the appointment of-Commissioners until 1918 unless the Governor of the State calls a special session of the State Senate. No effort has been made to obtain legislation in New York State, it being the opinion of the New York Commissioners that prompt action by the Legislature of the State of New York, and by the City of New York, will follow the agreement of three Counties in New Jersey. Vehicular Traffic over Ferries Between New Jersey and New York: A number of traffic counts have been made by your Committee, and previously, of vehicles crossing Hudson River ferries at different seasons of the year, to obtain information as to the flow of traffic, hour of greatest traffic, and general characteristics of traffic over the ferries. The information furnished by the railroads, upon request, not being in sufficient detail for a careful estimate of the amount of traffic which would use a tunnel if constructed. The first and most complete count was made during June and July, 1913, covering two week days and one Sunday (24 hours), and all ferries from the Central Railroad Company ferry at Communipaw to the Public Service Ferry at Edgewater. The record obtained, with detail of traffic by hours, is attached hereto as Exhibit No. 2. The count showed, on the assumption that the two week days gave a fair average for 300 working days, and that the count made on Sunday gave a fair average for 65 Sundays and holidays, that the traffic in 1913 over all ferries from Edgewater to the Central Railroad Company ferry at Communipaw, amounted to 6,130,945 vehicles, and returned a revenue of $1,700,658, at an average rate of 2734c per vehicle. On December 29th, 1915 a further twenty-four hour count was made of vehicles crossing Cortlandt Street, Desbrosses Street and Chambers Street ferries. This count was of little value as it showed a falling off in the amount of traffic, and it developed that this was caused by the holiday season, when business was known to be sub-normal. After considering the traffic over each ferry, your Committee determined that a tunnel in the vicinity of 12th Street, Jersey City, and Canal Street, New York City, the location suggested by Messrs. Jacobs and Davies, would be favorably located to serve the heavy vehicular traffic now using Cortlandt Street, Barclay Street, Chambers Street, Desbrosses Street and Christopher Street ferries. These ferries are hereinafter referred to as "the five ferries". 11 On the 18th and 19th days of December, 1916, a count was made of the traffic over "the five ferries" during the hours between 8 A. M. and 12 o'clock noon, and between 1 P. M. and 7 P. M. The record obtained is hereto attached as Exhibit No. 3. A comparison of the ten-hour count, made in December, 1916, with the same hours recorded in June and July, 1913, showed a percentage of change in the number of vehicles passing over "the five ferries", as follows: Cortlandt Street...............-................. 22.34% increase Barclay Street.......................................... 6.99% decrease Chambers Street. --- —... -—...........-. 24.92% decrease Desbrosses Street —...-....-..................... 49.54% increase Christopher Street -........... --- —........ 1.87% decrease Total for five ferries, 3'2 yrs.... —......... 11.91% increase A comparison of a traffic count made in June and July, 1913, with a traffic count made in December, 1916, is not, in the opinion of your Committee, accurately indicative of the growth. The Hoboken ferries, for example, in 1916 had lost all of the traffic going to the Hamburg-American and North German Lloyd Piers in 1913. The Chambers Street ferry in the summer time carries large quantities of fresh vegetables and fruit to the New York Market, and this traffic is lacking in December. It is the belief of your Committee that under normal conditions vehicular traffic between New Jersey and New York is increasing, and will increase at the rate of at least 5% per year with the facilities for communication offered by ferries, and that the opening of a tunnel will considerably increase this percentage of growth. Probable Effect of a Vehicular Tunnel on the Present Lighterage System: Your Committee believes that the New Jersey railroads would welcome ally method by which New York City freight would be received and delivered in New Jersey, but existing freight rates are such as to make it unlikely that a tunnel would induce shippers to truck across the river. Each railroad maintains a number of freight docks on the Manhattan water front within the lighterage limits (136th Street on the north, Bay Ridge on the south and 154th Street on the East River), and to each of these docks, the freight rate, from points distant approximately fifty miles or more, is the same as the rate to the New Jersey terminals. The freight stations on Manhattan Island are so located as to reduce trucking to a minimum, and an inducement in the shape of lower New Jersey freight rates must be offered before much freight would be trucked to and from the New Jersey railroad terminals. Commercial organizations in New Jersey are now making a determined effort to overcome the existing inequitable discrimination against New Jersey in forcing payment of lighterage charges on freight not lightered, and the case is now before the Interstate Commerce Commission. Should this effort result in reduced freight 12 rates within New Jersey, a considerable saving could be made by trucking to and from the New Jersey terminals, and the use of a vehicular tunnel would increase accordingly. For the purpose of this report, however, your Committee has considered only the probable diversion to a tunnel of a portion of the existing vehicular traffic across the river, the normal growth of same, and the influence of the tunnel on the development of the territory. Ferry Rates for Vehicles: Owing to differences in classification, it is difficult to prepare comparative tables of rates for the several ferries. The following is taken from the Pennsylvania Railroad Company schedule: Carriage 1 horse, not exceeding 2 persons............ 13c (( ' i t c cc; r " qf Business wagon ~~' ( I&, o............ Le.i, 2 " " " 5 "...... 30c 1 " with or without load............... 13c 2 t" cc. "...... 25c Beer " 2 " C" t... 38c Trucks- 2 " loaded.........-......................... 50c Coal Wagons 2 -" "...-............................... 38c Pleasure Auto.......-......... —. —.-..... -. 25c to 75c Auto Trucks........ —.........-..-.....-................... 40c to 70c Business Auto --—. —. ----.-...-.-..-.-..-..-..-..-....-...... 25c A careful examination of these rates leads your Committee to believe that the average fare of 27.75 cents, reported for all classes of vehicles over all ferries in 1913, is considerably lower than the average fare paid by the class of vehicles which would patronize a tunnel. Tunnel Tolls for Vehicles: Your Committee believes that motor-driven vehicles will use a conveniently located tunnel in preference to a ferry at the same rates of fare. For the purpose of this report, therefore, we suggest as tunnel rates the Pennsylvania Railroad ferry rates quoted above, believing that the class of vehicles using a tunnel will pay, at these rates, an average fare of 35 cents per trip. Percentage of Motor Vehicles to Total Vehicles: In making counts of traffic, a separate record was kept of the number of motor vehicles, it being believed that a vehicular tunnel under the Hudson River would attract motor vehicles because of a saving in time, but that it would not attract slow moving vehicles because of a loss, in both time and energy. The increased use of motor vehicles is, therefore, of great interest in considering the probable tunnel traffic. The following table shows the increase during the past three years over "the five ferries": 13 PERCENTAGE OFI MOTOR VEHICLES TO TOTAL VEHICLES 1913 1915 1916 Cortlandt St.-P. R. R........................... 11.29% 17.8% 24.11% Barclay St.-D. L. & W. R. R.............. 6.5 % 16.13% Chambers St.-Erie R. R....................... 3.64% 14.7% 14.07% Desbrosses St.-P. R. R........................ 12.43% 22.7% 30.93%.Christopher St.-D. L. & W. R. R........ 8.64% 17.50% Figures obtained from the Department of Bridges of New York City show that in 1914, 49.4% of the total vehicles crossing the East River Bridges were motor-driven, and that in 1915 the number had increased to 57.6% and in 1916 to 67% of the total. A comparison of these percentages with similar percentages for the Hudson River ferries, given above, indicates that the exchange of horses for motors everywhere taking place has been greatly accelerated by the free bridges. Your Committee feels that these figures may be taken as indicative of the effect the opening of a tunnel would have on the traffic on the New Jersey side, although in the following estimate of tunnel traffic for the first year, only normal growth has been included. Estimated Vehicular Traffic Through Proposed Tunnel: To determine the points between which the heaviest flow of traffic occurs, the drivers of horse and motor trucks crossing "the five ferries", in both directions, were interviewed during the month of March, 1916, and information obtained as to the starting and destination points of each vehicle. One ton was adopted as a unit, and the movement of traffic recorded in units. A record was thus obtained of the movement of 8,146 units. Nine zones were laid out on each side of the river, as shown on Exhibit No. 4, and movements plotted to show the traffic between zones, with the ferries used. This resulted in a total of 405 possible zone-ferry combinations. As the traffic in many of these combinations was small, those showing traffic of less than fifty units were eliminated, reducing the total units reported to 7,089 in forty-eight zone-ferry combinations. This record gives a very fair indication of the routing of traffic between points in New Jersey and points in New York, although the traffic from and to Newark is at this time largely confined to the Lincoln Highway, formerly known as the Plank Road, because of the condition of the Turnpike, and, consequently, the selection of a ferry by this traffic is not the same as it would be normally. The distances from the center of each zone to each ferry, and to the proposed tunnel entrances, were scaled, and to determine whether traffic would save time by using the proposed tunnel in place of existing ferries, experimental runs with a two-ton truck were made from the center of each zone, on each side of the river, to each ferry, and to the proposed tunnel entrances, and the time consumed recorded. In calculating the time by ferry, the actual time of operating from the zone center to the ferry was taken, plus one-half of the ferry headway to allow for time lost in waiting for a boat, plus the actual time of crossing, and plus the actual time required to reach the center 14 NW I.:. of the zone on the opposite shore. It should be noted that the time of crossing by ferry herein recorded does not include the delays incident to the congested hours when vehicles have to wait for several boats (see Exhibit No. 1), nor the delays occurring because of fog, ice, or other river conditions affecting the headway of boats. In calculating the time by the tunnel, the actual time of operating from the zone center to the tunnel entrance was taken, plus the time in the tunnel, at an estimated speed of ten miles per hour, plus the time of reaching the zone center on the opposite shore. All these records are attached hereto as Exhibit No. 5. Data was collected on the cost of operating motor-driven trucks of varying sizes, and the cost of operating an average vehicle was determined by taking trucks of 1, 2, 3, 5, 7 and 10 ton capacity, using only variable items of operation, including depreciation, gasoline at 17c per gallon, oil, tires and repairs. This data is also shown in Exhibit No. 5. This investigation showed an average saving in time for the 7,089 units recorded of 8.4 minutes for each river crossing by tunnel, at an increased cost of operating, chiefly due to the added tunnel distance, of 5.18 cents. As stated above, the calculation as to time distinctly favors the ferries by not taking into account the delays, so thoroughly understood, which are always incident to ferry service. The value of the time saved to an average vehicle is difficult to calculate. On the basis of a three ton truck, valued at $10.00 per day, and of a driver working eight hours for $4.00 per day, a saving of 8.4 minutes per trip, or 16.8 minutes per round trip, amounts to a saving of 3.5% of the truck and driver's day, or 49 cents. From this must be deducted the cost of operating a three ton truck the greater distance by tunnel at 5.18c per unit, per trip, or 31.08 cents for a three ton truck round trip, making a net saving on one round trip of 17.92 cents. A three ton truck, making four round trips per day, would save 71.68 cents per day. We have no knowledge of the average number of trips per truck, per day, and perhaps the main value of these figures is to show that crossing by tunnel would certainly be cheaper than crossing by ferry, even under the best ferry conditions. The Pennsylvania and Erie Railroad Companies furnish the following figures showing vehicular traffic over ferries operated by them for thee year 1916. This traffic, if increased at the rate of 5% per year, would, in 1920, the first year the tunnel could be operated if construction commenced in 1917, result in traffic as shown below: Total Vehicleses Total Vehicles 1916 1920 Reported By, Es Estimated Companies Cortlandt St. Ferry............................... 773,853 940,624 Desbrosses St. ".............................. 854,837 1,039,060 Chambers St. "............................. 395,431 480,650 -.,,' l l, 0. '. -. Total.................................................... 2,024,121 2,460,334 -..' r *'ge 15 - - - - *'',: 7-:V;?,;:.: 4,,. ~."::.~'7:.~~~~~.;_~ The D. L. & W. Railroad Company keep no record of vehicles, but on the basis of the count made in 1913, increased at the rate of 5% per year, the traffic over its ferries in 1920 would be as follows: Total Vehicles Total Vehicles 1913 1920 Based on Count Estimated Barclay Street Ferry............................ 648,930 913,110 Christopher " ".......................... 444,300 625,176 Total........................................... 1,093,230 1,538,286 The total estimated number of vehicles crossing in the vicinity of "the five ferries" in 1920 is 3,998,620. Your Committee believes that more than 60% will be motor-driven, and that at least 2,000,000 vehicles will use a tunnel if existent in 1920 in the location named. Vehicular Tunnels Under the River Thames, London, England: Inasmuch as highway tunnels have been operated for many years under the River Thames in England, it was decided to investigate the conditions under which they operate. Accordingly, Mr. Percy Ingalls, Secretary of the Corporation, and Mr. H. C. Donecker, Assistant General Manager, Public Service Railway Company, went to England in August, 1916, and made a study of the Blackwall and Rotherhithe Tunnels under the River Thames. These tunnels are 6,200 and 6,826 feet long, respectively. A copy of the report on these tunnels is attached hereto as Exhibit No. 6. The report shows that a narrow tunnel roadway, properly policed, can accommodate two lines of vehicles moving in opposite directions, and permit the passing of vehicles going in the same direction, and that a speed can be maintained exceeding the speed maintained on a street of much greater width, for the reason that the flow of traffic is continuously in the same directions, with no vehicles leaving or joining the lines of traffic, no cross traffic, and no pedestrians. The report also shows that while each of these tunnels is used by approximately 2,000 vehicles per day, between the hours of 6 A. M. and 7 P. M., about 800 of which are motordriven, and that the air is much vitiated, no prostrations from motor gases have ever been reported, notwithstanding that no artificial ventilation has been provided. Method of Construction, Feasibility and Estimated Cost of the Proposed Vehicular Tunnel Under the Hudson River: In order to determine the best and cheapest form of construction, and the feasibility of the project, your Committee, after a careful investigation of their qualifications for the work, retained three eminent engineers, Prof. William H. Burr, of New York, Chairman, Mr. Daniel E. Moran, of New York, and 16 .,,. -.. t Mr. Ralph Modjeski, of Chicago and New York, each of whom has had a wide experience in engineering and construction work, to act as a Board and make a report, including preliminary plans and estimates. These gentlemen, under date of January 30th, 1917, submitted a unanimous report, a copy of which is attached hereto as Exhibit No. 7. This report recommends the construction of a tunnel by the following general methods, as indicated on Plate No. 2: Commencing on the New Jersey side, the land section to be constructed by the open cut method where the right-of-way is owned, and by the cut and cover method, similar to parts of the subway construction in New York City, where only a sub-surface easement is acquired. For the section between the New Jersey bulkhead and pierhead lines, by the open caisson, or by the pneumatic caisson method, as shown on Plates Nos. 11 and 12. For the river section, by a method quite similar to that employed in the construction of the original subway tunnel under the Harlem River and in the Detroit River Tunnel. This method requires the dredging of a trench in the bottom of the river to the required grade, and the driving of piles in this trench to provide a firm foundation. The tunnel for this portion to be built in sections of suitable length afloat, or on launching ways, at some convenient location, floated to the tunnel location, and sunk into place in the bed of the trench. The portion of the tunnel from a point about 600 feet outside of the New York pierhead line to the New York bulkhead line, as on the New Jersey side, to be constructed by the open caisson or by the pneumatic caisson method, as shown on Plates Nos. 11 and 12. For the land section on the New York side, by the usual cut and cover method. A variation from the method recommended for the river section is necessary where the tunnel approaches the shores to avoid damage to pier foundations, and because of rock found near the bed of the river on the New York side. While the method of construction varies and the river portion is consequently of different cross section from the other.portions, the interior dimensions will be the same throughout. The top of the tunnel structure is designed to be not less than fifty feet below mean low water, which depth was determined by the New York Harbor Board of Engineer Officers of the Army as the minimum depth which would be permitted. This decision was reached upon an application made-in September, 1916, at the request of your Committee, by the New Jersey Interstate Bridge and Tunnel Commission to the Secretary of War. The tunnel recommended by the Board is 10,309 feet long from street entrance to street entrance, 9,409 feet long from portal to portal and 5,495 feet long from bulkhead to bulkhead. It has an interior space available for traffic 26 feet wide by 13 feet high. The roadway is 17 feet wide between curbs, with a 5y2 ft. sidewalk on one side and a 32 ft. standing space on the other side, as shown on Plate No. 4. The maximum grades on the two approaches are 3.85% for the Canal Street approach and 4.55% for the 12th Street approach in Jersey City, both being for short distances only, the prevailing grades being 3.16% and 2.21%, respectively. The practicability of the method of ventilating the proposed tunnel, described in the Board's report, was confirmed by a series of experiments made 17 -.. -.. ' _* *,,,, * ~..^ i *!.t -. * ^, *:. ~,c, -: ^ ' f f ^ on the property of the Company at Passaic Wharf, Newark, N. J. Your Committee caused to be constructed an air-tight building, one hundred and twentyfive feet long, as a model of a section of the proposed tunnel, with roadway, sidewalks, etc., complete, including air ducts with openings into the top and bottom of the tunnel, and electrically operated blowers and exhaust fans of proportionate size. The tunnel section was filled with gasoline motor trucks and automobiles of various sizes, to the number of eight in all, and a series of tests were made under the direction of Dr. Gellert Alleman, of Swarthmore College. Samples of air taken at many points in the tunnel, with all the cars running, throttled down and racing, with and without ventilation, were analyzed. Tests were made with fresh air introduced at the top and exhausted at the bottom and similar tests with the direction of the air reversed. The volume and velocity of the air so introduced was measured. The chemical analysis of the air samples taken during these tests, as reported by Dr. Alleman, is included herein as Appendix No. 10. These tests prove that the' general method of ventilation outlined by the Board is entirely feasible, and that the products of gasoline combustion and smoke can be overcome by the introduction of air in the quantities specified and exhausted as described, leaving the air practically normal. The model tunnel will be maintained in its present location,.where it is available for inspection and demonstration. In their report, the Board of Engineers say that it is entirely feasible to construct a vehicular tunnel under the Hudson River, between Canal Street, New York City, and Twelfth Street, Jersey City, with the top surface of the tube fifty feet below mean low water, and supported upon an adequate pile foundation on the line indicated in the plans attached to this report. That it is entirely feasible to ventilate satisfactorily such a tunnel tube when used by gasoline motor vehicles in numbers practically equal to its capacity. That the total estimated cost of construction of such a tunnel, fully equipped, is $6,899,000, at normal prices for labor and material, and $2,000,000 more, or $8899,000 at prices now ruling, including contractors' profit, engineering and contingencies, but not including easements and real estate for entrances. Your Committee after receiving the.Board of Engineers' report submitted the proposed plan of construction to one of the largest contractors in New York City, and obtained a bid on the construction of the tunnel by the methods outlined. This bid was very close to the estimate of cost at present prices submitted by the Board, and in the opinion of your Committee, it positively confirms the Board's estimate. The Board's report provides for a tunnel entrance in the block bounded by Grove, 13th, Henderson and 12th Streets, Jersey City, and the Board believes that it will be necessary to purchase this entire block. To reach this point, it will also be necessary to obtain an easement under property of either the D. L. & W. Railroad Company, or Erie Railroad Company, and your Committee estimates that the cost of land and easements on the New Jersey side may amount to $350,000. 18 On the New York side an easement will be required under dock property belonging to New York City, necessitating, during construction, the temporary abandonment of one slip, and easements under city streets to one of three entrances suggested by the Board, viz.: Canal Street, Spring Street or West Street. An entrance on either Canal Street or Spring Street would necessitate the purchase of property, either for street widening, or for entrance purposes. While the actual location of a tunnel entrance is indefinite, your Committee estimates that the cost of land and easements on the New York side may amount to $700,000. The land purchased for tunnel entrances would be available after the completion of the tunnel for the construction of buildings. It is the belief of your Committee that use would be found for this land which would return sufficient income to pay taxes and interest on its cost. Estimated Total Cost of Proposed Tunnel at Normal Prices for Labor and Material: Public Service Investigation (expended)..... --- —.............$ 75,000 Board of Engineers' Construction Estimate.............................. 6,899,000 Land and Easements-New Jersey side —............................... 350,000 c" cc " -New York side. —................. -. 700,000 Interest during construction.............................. 425,000 Taxes during construction.......................... 80,000 Total cost —..........................................$8,529,000 Your Committee has assumed that for Public Service to.finance the construction of a tunnel on the above estimate of cost, it will be necessary, following the general plan adopted in financing of Public Service Terminal, to form a Tunnel Company, having a paid-in capital stock of $1,000,000, to be owned by Public Service, the tunnel company to issue in addition, $9,000,000 of fifty year, 5% bonds, which can be sold at 85, netting $7,650,000, thus giving the tunnel company, after paying construction costs, a working capital of $121,000. To make these bonds salable, it will be necessary that Public Service guarantee both principal and interest. A forty-five year sinking fund of $42,300 per year, earning interest at 6% per annum, established after five years, would retire bonds at maturity. Your Committee has assumed that a tunnel would pay an annual tax on property in Jersey City and New York equal to 2% of the cost of the tunnel, and in addition,* a franchise tax on its gross receipts of 1% the first year, increasing at the rate of 1% annually until the tax reached 5% in the fifth year of operation. 19 Estimated First Year Earnings of Proposed Tunnel if Constructed at Normal Prices: GROSS EARNINGS: 2,000,000 vehicles per annum @ 35c........................-. $700,000 OPERATING EXPENSES: Superintendence and Labor............................ $ 50,000 Light and Power.............................................. 50,000 Repairs and Supplies.................................... 30,000 Total Operating Expense.-.................- 130,000 Profit from Operation before paying taxes and interest..-.... 570,000 TAXES: Taxes on $8,000,000 property @ 2%-................ $160,000 Franchise Tax on $700,000 income @ 1%o............. 7,000 Total Taxes........... -....... 167,000 NET PROFIT FROM OPERATION.. ---............... —. 403,000 Interest $9,000,000 bonds @ 5%-..-.................. —..... 450,000 LOSS FROM FIRST YEAR'S OPERATION........................... $ 47,000 No return on $1,000,000 capital stock. If the land at the tunnel entrances could be utilized so as to pay taxes and:nterest, amounting to $71,000, on its cost, the first year's operation would show a net profit of $24,000, or 2.4% on the capital stock of the tunnel company. The estimated 2,000,000 vehicles passing through the tunnel in the first year of operation is based on the expected diversion to the tunnel of one-half of the total traffic of "the five ferries" in the year 1920. We believe that the normal increase in ferry traffic is about five per cent. per annum. We believe that the existence of the tunnel will stimulate river crossing traffic beyond the normal and that the traffic resulting from this stimulation will pass through the tunnel. We also believe that the facilities offered by the tunnel will encourage the already rapid substitution of motors for horses, thereby increasing the percentage of the total river crossing traffic which will use the tunnel. It is the belief of your Committee that after the first year of operation, the tunnel traffic will increase not less than ten per cent. per annum for at least the following five years. Your Committee calls attention to the fact that the capacity of the tunnel to handle motor-driven vehiclesl is several times greater than the 2,000,000 vehicles per annum estimated, depending upon the speed of operation (see Exhibit No. 8), and that there will be no substantial increase in the expense of operating the tunnel if filled to capacity. An increase of 10% per annum in the number of vehicles using the tunnel would result as follows: 20 Estimated Earnings of Proposed Tunnel for First Six Years, if Constructed at Estimated Normal Prices for Labor and Material: Total Profit. Percentage Profit. Operating No of Real Expenses, Return Return Estate Including from on Carrying its No. of Gross Taxes Real Capital Taxes and Vehicles Revenue and Interest Estate Invested Interest 1st Year..... 2,000,000 $ 700,000 $747,000 $ 47,000 Loss $ 24,000 2nd ".... 2,200,000 770,000 755,400 14,600 1.4% 85,600 3rd "..... 2,420,000 847,000 765,410 81,590 8.1%o 125,590 4th "..... 2,662,000 931,700 777,268 154,432 15.4% 225,432 5th "..... 2,928,200 1,024,870 791,243 233,627 23.3% 304,627 6th "...... 3,221,020 1,127,357 838,668 288,689 28.8% 359,689 Note-A sinking fund charge of $42,300 is included in expenses for the sixth year. Estimated Total Cost of Proposed Tunnel at the Present Abnormal Prices for Labor and Material: Public Service Investigation (expended)...........-..................$ 75,000 Board of Engineers' Construction Estimate.............................. 8,899,000 Land and Easements-New Jersey side................................ 350,000 cc cc t New York side.-....-.....-............ --- — - 700,000 Interest during construction....-.-..................-............ 500,000 Taxes during construction....................-...................... 94,000 Total cost..................-.......................$10,618,000 Your Committee again assumes the incorporation of a tunnel company by Public Service, having a paid-in capital of $1,000,000. The tunnel company to issue $11,500,000 of fifty year, 5% bonds, guaranteed by Public Service, to be sold at 85, netting $9,775,000, thus giving a working capital of $157,000 after paying construction costs. A forty-five year sinking fund amounting to $54,050 per annum, established after five years, would retire bonds at maturity. Your Committee has again assumed a 2% property tax on the cost of the tunnel and a franchise tax on gross earnings increasing from 1% for' the first year, to 5% for the fifth year. 21 ' Estimated First Year Earnings of Proposed Tunnel, if Constructed at the Present Abnormal Prices: GROSS EARNINGS: 2,000,000 vehicles per annum @ 35c.......................-....-....$700,000 OPERATING EXPENSES: Superintendence and Labor........... —.....................$50,000 Light and Power............-...-............... 50,000 Repairs and Supplies.........-..............-...-...- - 30,000 Total Operating Expense.......... —.................. —. 130,000 Profit from operation before paying taxes & interest-............ —. 570,000 TAXES: Taxes on $10,000,000 property @ 2%..................- $200,000 Franchise Tax on $700,000 income @ 1%................. 7,000 Total Taxes.....................-........- 207,000 NET PROFIT FROM OPERATION...-.....-.....-............................$363,000 Interest on $11,500,000 bonds @ 5%...............-.....-...................... 575,000 Loss FROM FIRST YEAR'S OPERATION ----.. --- —.. --- --—...... ---...... --- —-- $212,000 As in the former estimate, the loss for the first year of operation would be reduced by $71,000 to $141,000, if land included for entrances is utilized in such a way as to earn sufficient to pay taxes and interest on its cost. Estimated Earnings of Proposed Tunnel for First Six Years, if Constructed at Present Abnormal Prices for Labor and Material: Total Profit. Percentage Profit. Operating No of' Real Expenses, Return Return Estate Including from on Carrying its No. of Gross Taxes Real Capital Taxes and Vehicles Revenue and Interest Estate Invested Interest 1st Year..... 2,000,000 $ 700,000 $912,000 $212,000 Loss $141,000 Loss 2nd "..... 2,200,000 770,000 920,400 150,400 " 79,400 3rd "..... 2,420,000 847,000 930,410 83,410 " 12,410 " 4th "..... 2,662,000 931,700 942,268 10,568 " 60,432 5th "..... 2,928,200 1,024,870 956,243 68,627 6.8% 139;627 6th "...... 3.221,020 1,127,357 1,015,418 111,939 11.1% 182,939 Note-A sinking fund charge of $54.050 is included in expenses for the sixth year. 22 -,'.: Proposed Tunnel as a State or Municipal Project: Your Committee in its investigation has covered much of the ground and obtained perhaps all of the information, except detailed plans and specifications, and actual competitive bids on construction, which would have resulted from an investigation if instituted by New York and the several Counties of New Jersey under the authority given the Counties by the Legislative Act of 1914. The information collected, if placed at the disposal of the interested Counties, would advance the project to a point where its consummation or rejection as a public enterprise can be quickly determined. There can be no doubt from the standpoint of industrial development as to the desirability of a tunnel operated as a free public highway, as against private operation with tolls approximating ferry charges. The cost of construction in either case would be substantially the same and the following tables show the estimated cost of public operation. Estimated Cost of Operating Proposed Tunnel under Public Ownership if built at Normal Prices for Labor and Material: Operating ExpensesSuperintendence and Labor........................................$50,000 Light and Power............- 50,000 Repairs and Supplies..................................................... 30,000 $130,000 No Taxes Interest on $8,500,000 bonds @ 4%........................................... -340,000 Total Annual Cost...........................................................$47,000 Estimated Cost of Operating Proposed Tunnel under Public Ownership, if built at Present Abnormal Prices for Labor and Material: Operating ExpensesSuperintendence and Labor.................-....................$50,000 Light and Power.....................-5.......................... 50,000 Repairs and Supplies................................................ 30,000 $130,000 No Taxes Interest on $10,500,000 bonds @ 4%........................................................ 420,000 Total Annual Cost....-.......................................... $550,000 Operating expenses given above are the same as estimated under private operation, although it is quite certain that the cost of superintendence, labor and supplies would increase under public operation. 23;:, -. -..: '..", "'- ':: ant 0AC From the foregoing, it is apparent that if the tunnel is to be constructed and operated as a free public highway by Governmental agencies, it will entail a total annual Governmental burden of approximately one-half million dollars. Conclusion: The tunnel contemplated by this report is for vehicular purposes only. It is not thought that a single roadway, ample in itself for vehicular traffic in both directions, should be complicated by rail traffic. Existing facilities, with proper additions thereto, can doubtless be made to take care of passenger transportation. In all events, the subject matter of this report deals with an entirely different problem. Your Committee believes that the thing of prime importance is the early construction of the tunnel, that the question of by whom it should be constructed is of lesser importance, except that the benefit derived therefrom would be greater if it were operated as a free highway than if tolls were charged. Obviously it is out of the question for it to be constructed as a free public highway by private capital. Your Committee, therefore, now recommends that this report be made public, in the hope that it will result in the early construction of the tunnel as a free public highway. In default of such construction by governmental agencies, and upon the return of costs of construction to approximately the standards of the Spring of 1914, herein referred to as "normal prices", your Committee will bring the matter again to your attention with a further recommendation. In the meantime, the growth and course of over-river motor traffic will be watched and studied. There has been expended by your Committee, under the authority given it, in and about the preparation of this report, the reports and exhibits annexed thereto, the approximate sum of $75,000. Your Committee desires to express thanks to the members of the New Jersey Interstate Bridge and Tunnel Commission, the officers of the various railroads terminating in New Jersey, Messrs. Jacobs and Davies, of New York, Sir Albert H. Stanley, of London, Mr. G. W. Humphreys, Chief Engineer, London City Council, and Messrs. Humphreys and Glasgow, of London, for the assistance rendered by them. Respectfully submitted, THOS. N. McCARTER, GEo. J. ROBERTS, PERCY INGALLS, MARTIN SCHREIBER, WALTON CLARK. February 20th, 1917. 24 -,Y "`.~ ~r.: r F EXHIBIT 1. PENNSYLVANIA RAILROAD FERRIES JERSEY CITY BECAUSE OF CONGESTION VEHICLES WAIT FOR SEVERAL BOATS 25;~;Si'~i,:i, '',';"~- ZL ~~;~~t~r tt'l.~.:.~f ~;,I ~'t: r`~ ""'x ~4?'~l'~~~~.L '-riv~, L..1 -j~.L,:?il;P. .,A MONTGOMERY AND GREENE STREETS, JERSEY CITY, N. J. General view looking east toward Exchange Place, showing trucks lined up from ferry entrance to the east side of Greene Street oh Montgomery Street. Taken December 21st, 1916, at 10 A. M. 27 r+ ' '* ~~, '.' li 9;g r S.. * 4..': '' ix And~ I ~~ I~~ r' .Y5,, ~:...~ .. ~tu;.. .;: j-"; ~.L1::: MONTGOMERY AND GREENE STREETS, JERSEY CITY, N. J. General view looking east toward Exchange Place, showing trucks lined up from ferry entrance to the east side of Greene Street on Montgomery Street. Taken January 4th, 1917, at 12:00 M. 29 C-r~~"I' ~; ~,-.:~I ' ~,:~~i ~ ~ ~...., ~.r~ -'~~:' ~;' ~1 I I ..~..~.~~ c~~~: ~~~ `I:, ~-:'~8; ~~~ J '(~%5...?;." ~;~,r~. '' ~ '"Y1 ~; MONTGOMERY AND GREENE STREETS, JERSEY CITY, N. J.. General view looking east toward Exchange Place, showing trucks lined up from ferry entrance to the east side of Greene Street on Montgomery Street. Taken January 4th, 1917, at 12:30 P. M. 31 Y;i*r r ' '~-:.~i: '~~ ~2' ~*rh I,f: t, ~'' ~~ ~~ ~~,~I;L,; ~;i..-X; "~ " ~ 1~~ ~~~:C; uc CI:I~2; ~:1* ~?"" ~: ~. ~r~ ~~ ~ rr. 4 F EXHIBIT 2. TWENTY-FOUR HOUR RECORD OF VEHICULAR TRAFFIC CROSSING THE HUDSON RIVER ON ALL FERRIES BETWEEN NEW JERSEY AND NEW YORK CITY. TAKEN DURING MONTHS OF JUNE AND JULY, 1913, ON TWO WEEK DAYS AND ONE SUNDAY. 33; . ~i :c:,~ r. t ~: - -:,"L., , 4; ~.'' '~ n :,I"~:I i) k o:~ jl-;:; ~`~~" '" d~)/ '.~ ~ _.'.... -i: r;.*~nr ~- ' ~~~ Y.r r:::::~~ ~:;~,;.i~zC: _J-. ~~;:. , .~y,,, ~~. ~.~~..~~-.' r Y. ~~)i~ i" ~~.. i~rji 't~~; ' '" r: ~ Boats Vehicles Fares LIBERTY STREET-CENTRAL R. R. of N. J. First week-day.............................................. 257 1390 $433.58 Second week-day............................................... 261 1602 490.83 Sunday........................................................................... 214 216 52.28 CORTLANDT STREET-P. R. R. First week-day................................................. 240 2045 525,04 Second week-day............................................. 241 1938 490.76 Sunday................................................... 167 810 260.16 CORTLANDT STREET-W. S. R. R. First week-day................................................. 139 848 253.60 Second week-day...................................................... 140 855 249.19 Sunday........................................................... 102 346 115.95 BARCLAY STREET-D., L. & W. R. R. First week-day................................................... 241 2185 520.50 Second week-day..................................................... 241 1967 452.39 Sunday......................................................... 157 402 105.77 CHAMBERS STREET-ERIE R. R. First week-day....................................................... 212 1674 447.78 Second week-day........................................... 210 1609 435.73 Sunday........................................................ 163 396 130.19 DESBROSSES STREET-P. R. R. First week-day................................................. 267 2589 766.51 Second week-day................................................. 261 2549 771.70 Sunday......................................................... 166 487 153.52 CHRISTOPHER STREET-D. L., & W. R. R. First week-day................................................ 214 1359 313.93 Second week-day.................................................. 215 1512 349.70 Sunday............................................................................. 159 210 53.80 23RD STREET-CEN TRAL R. R. of N. J. First week-day................................................... 106, 904 292.33 Second week-day............................................... 109 913 296.89 Sunday.............................................................................. 97 100 28.61 23RD STREET-D., L. & W. R. R. First w eek-day................................................................ 194 1112 287.21 Second week-day........................................... 200 1027 273.29 Sunday.............................................................................. 155 225 55.26 23RD STREET-ERIE R. R. First w eek-day............................................................. 118 1239 323.26 Second week-day.......................................................... 119 1206 316.37 Sunday.............................................................................. 76 169 53.27 14TH AND 23RD STREETS-HOBOKEN First week-day............:.............................. 226 1307 316.12 Second week-day.......................................................... 224 1432 345.30 Sunday............................................................................. 180 413 124.88 Average Fare.3119.3064.2420.2567.2635.3213.2991.2915.3351.2382.2300.2631.2675.2708.3288.2961.3027.3152.2310.2313.2562.3234.3252.2861.2583.2661.2456.2609.2623.3152.2419.2411.3024 35.,.r.:_,; ~~. Wi r.l * "v'7' '' i V~~ S; ~~ ``,'f',''''' '' Boat! 42ND STREET-W. S. R. R., WEHAWK;N First week-day............................................ 193 Second week-day...................................... 204 Sunday.................................................... 199 42ND STREET-W. S. R. R., W. N. Y. First week-day................................................ 82 Second week-day........................-.............. 72 Sunday................................................... 48 130TH STREET-P. S. Ry. First week-day...........-.....1..................... 133 Second week-day..-.............-..................-. 130 Sunday........................................................... 157 TOTALS-All ferries, both ways. First week-day.................................................. 2622 Second week-day.................................... 2627 Sunday.......................................................... 2040 Average s Vehicles Fares Fare 1404 453.91.3233 1456 467.32.3210 1508 468.77.3109 416 377 30 686 688 651 19158 19131 5963 124.63 113.73 6.79 216.50 223.25 205.45 5,274.90 5,276.45 1,814.70.2996.3017.2263.3156.3245.3156.2753.2758.3043 Total vehicular traffic over Hudson River Ferries for one year, based on average week-day record, multiplied by 300 for week-days and Sunday record, multiplied by 65 for Sundays and Holidays: Ferry Boats Liberty Street, C. R. R..................................... 91610 Cortlandt Street, P. R. R.................................... 83005 Cortlandt Street, W. S. R. R.................-..... 48480 Barclay Street, D. L. & W. R. R....................... 82505 Chambers Street, E. R. R.............................. 73895 Desbrosses Street, P. R. R................................. 89990 Christopher Street, D., L. & W. W. R. R......... 74685 23rd Street, C. R. R........................................ 38555 23rd Street, D., L. & W. R. R............................. 69175 23rd Street, E. R. R....................... -.......... 40490 14th-23rd Streets, Hoboken................................ 79200 42nd Street, Weehawken, W. S. R. R.............. 72485 42nd Street, W. N. Y., W. S. R. R..................... 26070 130th Street, P. S. Ry...................................... 49655 Totals.............................................919800 Vehicles 462840 650100 277940 648930 518190 802355 444300 279050 335475 377735 437695 527020 120900 248415 6130945 Fares $142,059.70 169,280.40 82,955.25 152,808.55 140,988.85 240,710.30 103,041.50 90,242.65 87,666.90 99,407.05 107,330.20 168,654.55 36,195.35 79,316.75 $1,700,658.00 Special information recorded during count: Percentage fast moving to total vehicles, Week-days................. 14.8 Sundays.................... 51.0 Average fare per vehicle, Week-days............-............... 27.56c Sundays......-.................................... 30.43c Average fare per vehicle.............................................. 27.74c Percentage Sunday to week-day business...................... 34.4 Maximum number of vehicles per hour on ferries........................ 797. Income of ferries per Week-day.....................................$5,275.68 Sunday........-............................... 1,814.70 36 -v AAmmr of yat'-/Tr~allleco en^~ Ac w J1eu cyad NYew Yor-w- - 24 1yoar ^ cow 41/. t ( 4oA- 74 f 7 6 4 a 4.\.4 4 jr — e 1 \' '0~^~ C:,v 'v./t/e -rM ay Z,^ j 7 ^ 4 \y ^ * / 4 y M 3 / v, Jy* i AP * O / JJ;r~ r- / /f.6 6 --- - -01? _ -- ~ - ~ _ ~ ^ _ ~.- -^ __ - _.4._4of 4 d Z X ___.. 01 *~, rj / 4 r f 7 f B Altw &I'ef %O \^ 7 ^ s f y f t f. ^ s s f X / \ / ~ ^ / 7 < /7 ~Z I..P Id 6f 67 10.Wt i A^^ 0 * f. w 9 (. ^ / 7 /xi 16 a ^ f /all 4 t 6. - / /6 4 7 af ^ / f / 7 / o5~ */0 a f^ 00* /x -Y In 77 'A /7 f /Z 7t i 67<* f S 0 / W' /-Y- a^ T6 634 9 f M \0 9 J /7 ob' * X / /r *0 / 66 f j y ~~ 11147./V" ar4/ 10 Y! a 4 > f /a /od A^ 7,0 I's 10 I 97S.43 %7 rXzjj //t 6ZZ.7S 44 ^ 7f /7 //^ A 46// 0^ 9 ^ S ^ 9 9 W 4 S ~ ^ f < 4 -Jr ip 6> r ^ / \ ilr 1mC/.m I \ C3 m7 -9 6 M W J 4 f ^ H 9 4 Z4, e-.41 A3 a/ fAZf t f /f. /a A4 /a A3 Ca / M -- A//f^ ^ Arm9 6*f 6 ~ 7 9 6 S ^ S ^ ^ 4\' ^ y. 6 fe ^~A~wft fa or S: Tj[^_i o_. 1yi lap AO7. MI i<5 _t ^ A _"a^ ^1T o2 roa a g r^ 3^ e ~ ~~^ ~. c //- eV6. -^^ n r rMk4 t 'W -is3 ^' 1-4.4.51.0 I I I i - I -- - -- - - - --.. I EXHIBIT 3. TEN HOUR RECORD OF VEHICULAR TRAFFIC CROSSING THE HUDSON RIVER ON CORTLANDT STREET, BARCLAY STREET, CHAMBERS STREET, DESBROSSES STREET AND CHRISTOPHER STREET FERRIES. TAKEN ON DECEMBER 18th AND 19th, 1916. 37 I I f t a Boats Vehicles CORTLANDT STREET-P. R. R. December 18, 1916.................................... 122' 1476 " 19, ".................................... 129 1580 BARCLAY STREET-D., L. & W. R. R. December 18, 1916................................... 130 1176 19, "................................... 130 1299 CHAMBERS STREET-E. R. R. December 18, 1916.................................... 127 716 19, ".................................... 122 748 DESBROSSES STREET-P. R. R. December 18, 1916................................. 98 2564 19, "................................ 87 2308 CHRISTOPHER STREET-D., L. & W. R. R. December 18, 1916................................... 110 805 19, ".................................. 110 1081 TOTALS. December 18, 1916................................... 587 6737 " 19, "............................ 578 7016 39 10-HOUR RECORD VEHICULAR TRAFFIC BETWEEN NEW JERSEY AND NEW YORK Cortlandt St. Barclay St. Chambers St. Desbrosses St. ChristopherSt. P. R. R. D.,L.&W.R.R. Erie R. R. P. R. R. D.,L.&W.R.R. Totals TIME --- I — -- 12-18-16 12-19-161 12-18-16 12-19-16 12-18-16i 12-19-16 12-18-16 12-19-16 12-18-16 12-19-16 12-18-161 12-19-16 [Boats...... 13 13 15 15 13 10 111 12 12 63 64 8 to 9 ehicles tVehicles.. 144 144 138 130 83 84 281J 198 95 100 741 656 {Boats...... 12 131 16 16 16 16 10 10 12 12 66 67 9 to 10 I I IVehicles.. 150 | 169 141 142 82 87 2021 317 73 1321 648 847 [Boats...... 12 14 2 1 14 14 9 7 1 1 57 57 10 to 11 Vehicles.. 141 188 108 1 37 88 78 234 236 82 121, 653 760 __ __ _ [Boats...i 13 12 10 1 10 1 9 8 10 7 10 10 52 47 11 to 12 i [Vehicles.. 181 162 122 130 79 105 234 289 84 118 700 804 7 11 1 ---- ' ---1- -i- -1 ---- -— ' ---' --- ---! — —! s-1 -t Boats......ll 13 9 9 7 7 9 7 10' 101 46 46 1 to 2 iVehicles.. Vehicles.. 1401 145 97 111 52 55 215 129 78, 931 582 533 t Boats...... 12 1212 10 10 8 81 10 9 1 10 10 |50 49. 2 to 10 10 Vehicles.. 163, 157 112 132 76 74 2581 195' 87 120 696 678 _ - i j — ---- i — Boats..1.... 12 12 1 9 10 12 1 54 53 3to4 1 ei Ih l. Vehicles.. 1651 160 103 129 741 651 226 238 64' 123 632 715 I _______-_ — --- - ---- -- - i! - Boats... 12 13 16 16 1 6 16 10 81 12 66 65. Vehicles.. 137: 178 129 138 75 67 231 228 91j 891 663 700 __ - - I 1 - - I — -- -- -- [Boats...... 12 14 16 16 16 1 6' 9 9 101 1 12 1 65 68 5 to 6 1 i!! ' Vehicles.. 116 145 125 142 46 66. 2871 2561 79 115 | 6531 724 6 Boats...... 13 16 16, 121 12 12 68 62 I- I —I — -:(- II, II I 11_ i 13__ 1 16 1 1 6i [Vehicles... 139 132 1011 108 61| 67, 396| 222 72 770 69 599 T i I I 1 1 3 1 2 7 9 I i0 I 6 Totals.... 122 1476 1213 01179 13 0 1299 127 716122: 748 98 2564j 87 2308110 805 llO 1081587 6737 578 7016 5 to tehile.. 40 EXHIBIT 4. MAP SHOWING PROPOSED TUNNEL WITH RELATIVE LOCATION OF THE FIVE FERRIES AND THE NINE ARBITRARY TRAFFIC ZONES ON EACH SIDE OF HUDSON RIVER. 41 I rI I Oversized Fold~out EXHIBIT 5. RECORD OF TRAFFIC BETWEEN ZONES VIA FERRIES AND BY PROPOSED TUNNEL SHOWING COMPARATIVE DISTANCE AND TIME BY FERRIES AND BY PROPOSED TUNNEL. OPERATING DATA FOR MOTOR VEHICLES. 43 I II Q ^ a j fco 61> C< Cd.5 s0 0 ~k16f o 0 2 0 0 0 $ ~ 9 0 O ~ O O ~ o O ^ O O O O~ W)So S ~ ~ o g o o o r~ o14o o o s S o o o o allo o o Q d S S 0 0 ^ ^ ^ ^ 0! ^ 0 '1 1 Nl ^ ~ ~ O ^ Q Oas TNQ ^ ^4 O ^ 1*) m S^ O ^ - N ^ M ^ O O O ^ ' ^ ^ g - K ^ ^ o ^ S ^ ^ - ^ ^ Q ^ ^ -, -.-x. ^ 2l^1 ^ s^ r. 'y'S a - -to -PIE^ ^ ^ ^ ^ S ^ ^ ~ s ^ ^ or S 6 ^ 01 W,?l V N, 1w 4 st N- rv1 - \ 88 ~ 8 8 -0? ^ s 4 < it. a e. I Cottl foO.00OH. 1.~..WV^O'O ^.6969 Jbm.- a~d - W32=XSl~CQ -AtfO'O' I. lvtlg 1wDwoflOcY-'?Ay. -I'A4,n.& %A *t'dZ-lw~'- <( S.!Df^ Tow f.- r-a/vro - '*a -QOVV.InAy'Y ( "(l ') < rOw~ (n c ooo oooaoooo 0 00 00 0 0 00 0 a aO O 00 O i/) to ~ 0 1 00 O A tO u) O tfn o y{ y 8 8 ~ < 8 o o00 o 0 00 0 0 o oo0 1 20 0 0 'n 0 LO - - v - P.~ a ~? SS Kj 9) ~Q, j f $ ~ 0 > 0 0 0 0oo OO O OO oO OO OO O OQ O a9Q O OO 00 O O 0 2 o? S???SOS0 L ^S 00 - 4 40 L -) 8 k or) o o doooo if) COQ V) U) U)QQOm)a yOOOOO 00 QOOOlQ 0 00 o 0 a 0 0 11 0 8 r- 0 a8 8 8 o) ( '8 8 00? 0000O a 8 0000~8 o 8 9 8 o ^Ko tooQoon sO noi i P. /" /r ^ ^ *K N!^ N ^^ ^ N ^ ^ ^ ^ ^ ^ ^ S c^ ^N ^ ^ ^ N S ^ ^ ^ ^ ' ^ < 0 T. S In aT ) ^t ni s) C1 r, n?.1. ^ s 5 -S -1 -, -j -I- -: "I"? -:. -I '?r *$' 4 - I,?; T 5 "? ' ^ M ^ ^ ^ y ^ t S ^ r ) 'A 4^r ^ M! ^ ^ ^ t ^ N s ^ N ^ N ^ <4l M r s 94-I a #a * * M cg ^ 2R4 St;9 ^^ 5 4s -Q 5l. 0 4k; A,-ows ^ 3E d&.-s i 0b 0 s b-Q. A,.x 3 'AA ^ *. ~ 5dA 2 3 ^^S (Ai i 'i ^ st s IC s^^|jAi Ja * am "si~ ^^^S^^AA 1. CA A I 0 - *f~ - ^ ^ ~6SA ^ iity miNa ^iAr ib S-x~~~i s: i g A.,^s -s *-~ diK t'-s < yt~< 0 ' A1"!' A,^~ E~ at < i0^ 3^ i2L ^^Ar l~i7 -eii Cky^ 2 AA:E2' S^I^^^Ai S^Ai Zin J g^sa~ X ~ I'A,>^ 5:~ c~~' In. *.3t 5?. 1-9 4;Lr 0 x ' Ir Z1.2 n 0 A C- 7,.*.- '., 1.. I "~ " -I I.1.1i -VI, y 14 IV - 4 -o alt - -10 I Zfo FM r i? Af - -WA -. - -I, -S" ss — I'N I t,? le, ap'- a4 W4 S"; ir. ^ S'^^ y ' '^ '^ ^ '^ 'o'S^5 ^?' *~'<-' -~'? ^ ^'S ~ '- - 00T T ^t 21 2 P 0JIIII11 1K1 -5 11 j.4 | | -t T T NV I 1!|||1 1 1 1 1 8 8~ a ~ 8 ~ ~0000 0 a* ~ It an A ~Q o) - -- o O) f). 0 n.0 0,)o0Q00 o 0 8 0 0 0 0 0 o o02o U 2 to o~i o o a 0 o0 a ^ 1)I )A01 * 1 )1 ) )W 0a- Nn vu400 fn a0 o- ^0i 0 ^^ ^ * ^" ^ ^^ ^ ^ ^ ^n ^^ wrflr ) VM~c t0 cm?:5 ~ ^ ^%Z% t9 -n - r- 0< V) go to^. ON 4) - n ol M, 4) M vom Cj l at w IQ 5 $.^: < C? x~: T C $ ^ ^? sts ^ A Q cl Cl *k3 ^ ^ Otij/>'U0 t ^ t) ' > q ~V ) 0 >O i) X1 OrlO 0~)O O 0 N.1 r- to-,- ^ IC I L I c. ~^ 0 *~ ^. ~~ oar>~53 ~ + 8^Oll~Q'''tO ( Q9i (jS <309oa- ~O 0 a> ^ -> - > ~ v ^ -^ ~> -s -> -.i.,, -y -> -^ S~ t.->^ > ^ - in 2 y^ 0E ^ (.^ ^^^^^^ ^^?,^ ^^^^~c.' ~IH lbavol."24 "In ^ no V t~ s Q^ t3 %9 0-ti % ^ r t r ' * ^ "^ ad 'L I I I ~ t co ' s *! * 2 s s co OAI~ ' ' S 1 ^ S I I 2 I. 2 ^ ^ ^ ^Sl? s i I r s I = f.: 2 = 3= k * ** ^ * ~ i; C v-.". ll ).. t: ri *-< 'I: * IV" IC 2 " ll Z!.M 5f 3[ I-> A < t" ii IC ( Z tr" I* tp I 12 kg I Mo "' It ,,,rs.*~ ~ POPLAR ENTRANCE TO BLACKWALL TUNNEL GREENWICH ENTRANCE TO BLACKWALL TUNNEL 50 A NEAR VIEW OF GREENWICH ENTRANCE Paving. The roadway on the level stretches is paved with sheet asphalt, which in slippery weather is kept well sanded. The gradients are paved with stone block, on which, during freezing weather, a heavy gravel is freely used. An experimental wood block pavement has recently been laid on one of the gradients, and the result is so satisfactory that the Tunnel Superintendent recommends wood block throughout, in preference to the very noisy stone block. Lighting. When the tunnel was constructed, a lighting plant 'Was installed, and the tunnel was then lighted by three rows of incandescent lamps, spaced 15 feet apart in each row. This lighting was found to be more than was necessary, and the lighting plant proved very costly. The plant was subsequently shut down, and a single row of 50 candle power incandescent lamps are now 51 used. As a measure of safety, two lighting circuits are installed with separate sources of supply, alternate lights being on the same circuit. While the lighting of the tunnel is by no means brilliant, the white tiled walls serve as reflectors, and the result is quite satisfactory. BLACKWALL TUNNEL. SHOWING SINGLE ROW OF LIGHTS AND REFLECTION FROM TILED WALLS. Ventilation. The only ventilation is provided by the open ends and the four circular shafts. These shafts are covered with glass domed roofs. The two shafts located directly on the banks of the river have grilled openings directly beneath the dome about 10 feet high, and the full circumference of the shaft. The other two shafts are entirely closed, except for openings about three feet in diameter in the centre of the domes. The ventilation supplied by these several openings, while inadequate today, is said to have been sufficient before the extensive use of the tunnel by motors. Before the war, means of better ventilation were under consideration, and something will, no doubt, soon be done to improve conditions. Artificial ventilation was considered during the construction of the tunnel, and space for air ducts was provided beneath the roadway, although no definite plan for ventilation seems to have been made. Conduits and Pipes Under Roadway. Under the roadway, ducts are provided to carry tramway cables from municipally-owned power house on 52 the south, to a substation on the north, also post office telephone wires, cables for tunnel light and power, mains for tunnel water, and tunnel drainage pipes. Entrance to these is provided by manholes at the shafts. Drainage. The tunnel is drained by small grating covered catch-basins set in the gutters of the roadway about 100 feet apart. The basins connected with a 6-inch drain pipe under the roadway on the gradients, and with a 9-inch pipe under the level sections. These pipes drain into a sump tank holding 1,000 gallons, located below the bottom level of the tunnel in shaft #2. The total seepage of the tunnel is about 300 gallons daily. The seepage beneath the roadway is collected in a gutter in the bottom of the tube, which discharges into the sump tank. The seepage from the sides of the tunnel is collected in a drain back of the glazed brick lining just above the sidewalk, and reaches the roadway drains across the sidewalk by means of small gulleys 200 feet apart. These gulleys are cleaned every two weeks, while the catch-basins and drain pipes are cleaned every two months. Pumping Plant. The pumping plant, consisting of three 15 H. P. deep well electric pumps is located in shaft #2, near the top, in order to be in a position to pump out the whole tunnel, in case it should become flooded. The pumps discharge directly into the Thames. One pump used about six hours per day serves ordinarily, although about six times per year, during heavy rains, all three are used. PUMPING PLANT LOCATED NEAR HEAD OF SHAFT. 53 ~~~-~;:-.,~ x ~~r c' "-`] ~~ `' ~~~ i~.:~'~ i;.. (~~l~-~;t:.::BL........:.UI ~~,; ~~.-~~.7~t:~~~?~ ~. '~ r~ Tunnel Cleaning. The tunnel is cleaned three times per week by flushing roadways, sidewalks and walls, and glazed brick is scrubbed with a broom to the height that a man can reach. ' Work is always done after eleven o'clock in the evening. Water for this purpose is supplied from wall hydrants located from one hundred to two hundred feet apart. The superintendent reports that after cleaning, it requires twenty-four hours to become thoroughly dry. Policing. The tunnel is regular policed by four men, one on fixed post at each vehicle entrance, and two patrolmen inside. The men alternating in and out generally on four hour shifts. Ventilation has of recent years become so difficult, due to increase in the number of motors, that on days when the air is particularly bad, the police alternate on one hour shifts. Telephones. The tunnel is provided with telephones at each entrance lodge and at the pump houses. Traffic Regulations. The Blackwall Tunnel is operated by the London County Council, and traffic in it is subject to the following rules: 1. Any person who shall ride on horseback, or drive or conduct any cart, carriage or other vehicle into or through the tunnel shall keep to the left side of the road, and shall, unless prevented by traffic or other unavoidable cause, proceed without stopping. Provided that this by-law shall not be deemed to prohibit the stoppage of a vehicle for such time as may be necessary for the purpose of taking up or setting down any passengers who may require to be taken up or set down. 2. Any person passing on foot through the tunnel shall, unless otherwise directed by the police on duty, keep to the footway on the right side of the tunnel. 3. No person shall go down any of the steps, or any part of any spiral staircase, provided for the purpose of exit from the tunnel. 4. No person shall go up any of the steps, or any part of any spiral staircase, provided for the purpose of entry to the tunnel. 5. No person who shall ride on horseback, or drive or conduct any cart, carriage or other vehicle into or through the tunnel, shall turn such horse, cart, carriage or other vehicle, or pass or attempt to pass any horse, cart, carriage or other vehicle, in such a manner as to interfere in any way with foot passengers, or the space to be used by foot passengers, or with any horse, cart, carriage or other vehicle proceeding in the opposite direction. 6. No person shall drive or conduct into the tunnel any cart, carriage or other vehicle which shall not (with its load if any) pass through without touching the gauge erected at the -entrance of the tunnel. 7. No person shall drive or conduct into or through the tunnel any cart, carriage, or other vehicle, which is not provided with sufficient and reliable brakes or skids, and with such animal or mechanical power as when ascending any gradient will prevent obstruction of or interference with any other cart, carriage or other vehicle which may be in the tunnel. 54 -.:, * ':':. 8. No person shall drive or conduct into or through the tunnel any cart, carriage or other vehicle laden with timber, metal, or any other article which exceeds in length 25 feet, or which protrudes more than 8 feet behind the vehicle. 9. No person shall drive or conduct into or through the tunnel any vehicle the weight of which when loaded shall exceed 5 tons on any wheel. 10. No person shall drive or conduct any vehicle propelled by mechanical power into or through the tunnel at a greater speed than(I) In the case of vehicles of or under two tons in weight unladen -eight miles per hour. (II) In the case of vehicles over two tons in weight unladen-six miles per hour. (III) In the case of vehicles drawing a trailer-four miles an hour. Provided that this by-law shall not authorize a greater speed in respect of any heavy motor car within the meaning of the Heavy Motor Car Order, 1904, than is permitted by such order. The weight of any vehicle unladen for the purpose of this by-law means the weight of such vehicle exclusive of the weight of any water, fuel or accumulators used for the purpose of propulsion. 11. No person shall drive or conduct into or through the tunnel any cattle or any animal forming part of a menagerie, or any wild animal, unless such animal shall be under proper control. 12. No person shall take into the tunnel any loaded firearm or any explosive within the meaning of the Explosives Act, 1875, or any petroleum to which the Petroleum Act, 1871, applies, or any corrosive acid or other substance, whether similar to those above mentioned or not, which may cause injury or fire or explosion in the tunnel or prejudicially effect the use of the tunnel or cause or be likely to cause any danger to any person in or using the tunnel. Provided that this by-law shall not apply to safety cartridges, safety fuses for blasting, railway fog signals or percussion caps. Provided also that this by-law shall not prohibit the conveyance through the tunnel of petroleum which is being used on a motor vehicle for the purpose only of the propulsion of such vehicle, or which is being carried on a motor vehicle for such use. 13. No person shall climb upon or do damage to the structure of the tunnel, or any of the entrance gates or gateways, or remove or damage any of the railings, fences, seats, staircases, stairs, barriers, gates, lamps, lamp posts, pipes, telephone boxes, wires, notice boards, machinery or other matters or things in or appurtenant to the tunnel, or post any bill, placard or notice, or write, stamp, cut, print, draw or make marks in any manner on any part thereof. 14. No person shall commit any nuisance contrary to public decency or propriety in the tunnel. 55;. 15. No person shall drive or conduct into or through the tunnel any cart or other vehicle carrying any faecal or offensive or noxious matter or liquid, or any vehicle (except a fire-engine) emitting smoke or visible vapour so as in any manner to be a nuisance or to endanger, or to be likely to endanger, the safety or interfere with the convenience of any person using the tunnel. 16. Any person who shall offend against any of the foregoing by-laws shall be liable for each breach of such by-laws, to a penalty not exceeding forty shillings, and in case of a continuing offence to a further penalty not exceeding twenty shillings for each day after notice of the offence from the Council. N. B.-The foregoing by-laws are intended to be in addition to and not in derogation of the provisions of any enactment relating to highways or streets. In addition to these special regulations, the rules governing traffic on the streets of London also apply. Of these general traffic rules, the only one of particular interest prohibits the use of any car, the width of which between extreme projecting points measures more than seven feet six inches. Amount of Traffic. Statistics published by the London County Council give the number of passengers and vehicles using the Blackwall Tunnel in recent years, as follows: Year Passengers Vehicles 1898 4,155,890 335,425 1902 4,599,395 820,449 1905 3,741,542 924,399 1906 4,086,460 983,075 1907 3,736,818 984,978 1908 3,278,262 827,160 1909 3,599,769 933,116 1910 3,503,166 836,736 1911 3,756,658 808,553 1912 3,114,600 736,500 1913 3,742,241 772,940 These figures show some reduction in traffic after the opening of the Rotherhithe Tunnel in 1908. Figures for 1914 and 1915 have not been compiled. The London traffic branch of the Board of Trade publish the following statistics of traffic in the Blackwall Tunnel for an average day in 1913 and in 1914 between the hours of 8 A. M. and 8 P. M., while the comparative figures for January 27 and 28, 1916, were furnished by the Clerk of the London County Council and cover from 6 A. M. to 7 P. M. 56 .' ~ ~;.a ' ' ' ' ~-(. f~1'-'~~ f~.~~ cl i"i:L~.d.)"~ '~ ~-~ - I ~ ~crir*-~ Jan. Jan. 1913 1914 27,1916 28,1916 TRADE VEHICLES: 1 horse, fast....................................... 357. slow................................ 322. 2 horses or more fast.................................. 102 slow.................................. 222. Motor, fast......................................... 65. slow..........-........................ 44. Total............... PASSENGER VEHICLES: Omnibuses, horse......................... m otor.-................... --- —-- Cabs, horse......................... motor.................. Carriages, horse............................ motor................ Total.............. Total horse and motor vehicles. ---. --- Barrows -......... ---......Cycles, ordinary.-................... motor..... ---Total traffic both ways... —............. 1112........... 458........... 6. 19. 49. 532. 1644. 31. 380. 16. 2071. 320. 404. 90. 165. 78. 54. 1111. 289. 2. 21. 70. 382. 1493. 16. 378. 13. 1900. 747. 382. 341. 1470. 267. 6. 11. 12. 100. 396. 1866. 13. 197. 8. 2084. 826. 399. 397. 1622........... 231. 2. 2. 11. 132. 378. 2000. 13. 154. 3. 2170. NUMERICAL COMPARISON OF HORSE AND MOTOR VEHICLES Jan. 1913 1914 27,1916 % % 1 % Jan. 28, 1916 % Percentage of horse vehicles in trade vehicles..-.............. ---............. 90. Percentage of horse vehicles in passenger vehicles.-...-..........-... 4. Percentage of horse vehicles in total horse and motor vehicles —...... 62. Percentage of trade vehicles in total (excluding cycles and barrows).. 68. 88. 76. 75. 6. 4. 4. 67. 61. 62. 74. 78. 80. 57 Lj Ipl ~~ I ~ ~5 ~`r..;~i "' ''"'.~.; -. = —;. ii... *'` ~~ '..t:2 ~r~- ~.~~,~.-~~~.~~~~~5e ~~~ I:: TRAFFIC BY HOURS, JANUARY 27, 1916 Number of Vehicles, Number of Persons in or with excluding barrows and cycles Total, vehicles and on foot HOUR including North to South to cycles, etc. North to South to South North Total South North Total A. M. 5 to 6 --...- 1 125 56 181 6 to 7 15 14 29 59 424 199 623 7 to 8 28 33 61 92 332 230 562 8 to 9 58 53 111 140' 272 332 604 9 to 10 100 84 184 194 243 233 476 10 to 11 99 67 166 176 235 228 463 11 to 12 101 90 191 195 268 250 518 P. M. 12 to 1 110 80 190 199 272 221 493 1 to 2 83 86 169 178 253 286 539 2 to 3 75 61 136 142 235 213 448 3 to 4 95 81 176 185 288 243 631 4 to 5 112 71 183 198 328 313 641 5 to 6 71 91 162 196 378 467 845 6 to 7 35 73 108 130 198 388 586 Total..... 982 884 1866 2084 3851 3659 7510 TRAFFIC BY HOURS, JANUARY 28, 1916 Number of Vehicles, Number of Persons in or with excluding barrows and cycles Total, vehicles and on foot HOUR including --- North to South to cycles, etc. North to South to South North Total South North Total A. M. 5 to 6..... -......... 117 62 179 6 to 7 13 14 27 46 369 206 575 7 to 8 31 33 64 88 359 244 603 8 to 9 70 59 129 138 262 299 561 9 to 10 80 65 145 153 190 210 400 10 to 11 113 78 191 196 251 199 450 11 to 12 106 76 182 186 241 186 427 P.M. 12 to 1 126 78 204 210 287 195 482 1 to 2 75 77 152 161 200 242 442 2 to 3 80 66 146 149 200 217 417 3 to 4 105 84 189 197 258 244 502 4 to 5 74 99 173 194 336 384 720 5 to 6 100 119 219 248 439 485 924 6 to 7 65 114 179 204 296 495 791 Total....... 1038 962 2000 2170 3805 3668 7473 58 Operating Staff. The staff of the B1 1 Superintendent, 1 Deputy Superintendent, 1 Store and General Clerk, who also have charge of the Rotherhithe Tunnel, and the Deptford Creek Bridge. ployed in the Blackwall Tunnel: 1 Foreman Laborer, 8 Laborers, 5 Orderly Boys, 4 Electrical Fitters, 1 Drainage Pump Attendant, 1 Lamp Man. lackwall Tunnel consists of Tunnel, the Greenwich Pedestrian The following are exclusively em Of the laborers employed, six men work from 11 P. M. until 9 A. M. six nights per week, in flushing walls and roadway, and in cleaning drains, etc. The remaining two men are employed during the day upon the roadway and in general work. The orderly boys are employed during the day in keeping the roadway clean. The electrical fitters are engaged in maintenance of electrical work, two being on duty at night. Operating Cost. The average annual cost of operating the Blackwall Tunnel is as follows: Salaries and Wages.-........-..............1...........................800 Removal of road sweepings, sprinkling roadway when needed, supplying 300 yards of gravel and 20 yards of sand for gradients in w inter..-..............-.................................... 311 W ater for cleaning....................................................... 115 Electricity for lighting and pumping....................................... 800 Supplies including lamp renewals.......-..................... 250 ~3276 The expense of policing the tunnel is not included. In addition to the above, the London County Council charge about ~2,000 annually to tunnel maintenance to represent engineering and general administration expenses. Greenwich Pedestrian Subway. After the opening of the Blackwall Tunnel, a pedestrian tunnel to connect Greenwich and the Isle of Dogs, about one and one-half miles above the Blackwall Tunnel, was constructed and opened in 1902. This tunnel cost ~180,000 including land purchases. It is 1217 feet long, 12 feet 9 inches in external diameter, with a footway of 9 feet and headroom varying from 7 feet 6 inches to 9 feet 4~ inches. Entrance is provided at the river banks by two shafts 32 feet 8 inches in diameter, in each of which is an electric elevator, having a capacity of 100 persons. This tunnel is used by 7,000,000 persons annually, of whom 5,000,000 use the elevators. Due to the constant operation of the two large elevators the annual operating cost of this tunnel is about ~3,000. 59 ROTHERHITHE TUNNEL. The next step toward furnishing better means of communication between north and south London, was taken in 1900, when an act was passed authorizing the construction of a vehicular tunnel about two and one quarter miles below London Bridge, to connect the Boroughs of Stepney and Bermondsey, and the districts known respectively as Ratcliff and Rotherhithe. Cost. This tunnel was begun in 1904 and completed in 1908. It was designed by Mr. Maurice Fitz Maurice, Chief Engineer of the London County Council, and built by Messrs. Price and Reeves. The contract price was...........................-~...1................,088,484 The cost of property, sites for rehousing and miscellaneous approximately......................-....................... 911,516 Approximate total cost.................-~..................2,000,000 Like the Blackwall Tunnel, this tunnel is irregular in line, crosses the river obliquely, and extends a considerable distance on land to escape important docks, and to reach main highways. General Description. In design, the Rotherhithe Tunnel closely resembles the Blackwall Tunnel; the principal difference being an increase of three feet in diameter. The roadway is sixteen feet between curbs, the same as the Blackwall roadway, the additional available width being given to the footpaths, which are 4 feet 8'2 inches wide. The maximum gradient is 1 foot in 37 feet. The headroom being greater than in the Blackwall Tunnel, the gauge at the entrance is fixed at 17 feet. This tunnel is also lined with white glazed brick. The lengths of the several sections are as follows: Open cut northerly portal to northerly entrance...................... 1186 ft. Brick cut and cover shaft No. 4 to northerly portal-....-........ 600 Iron lined shaft No. 3 to shaft No. 4...... --- —-—..... — 1155 Iron lined shaft No. 2 to shaft No. 3 (river portions).......-1535 " Iron lined shaft No. 1 to shaft No. 2 ---- - 890 Brick cut and cover southerly portal to shaft No. 1.........-..... 530" Open cut south entrance to southerly portal..... —.......-.-..... 930" Total length.............................. 6826 " At each vehicle entrance, a half section of the steel cutting edge used in the construction of the tunnel is erected, from which is suspended the gauge measuring the height of vehicles. 60 ROTHERHITHE,~..~.~~...~: —:1 '-.:.." ~'. t~ r' i~ The four shafts breaking the line of tunnel are each 50 feet in internal diameter. Those on the river banks are used as entrances for pedestrians and in each there is a circular iron stairway leading to the surface. In addition to these entrances, staircases are provided at the portals, thus providing in all, six entrances for pedestrians. I COMMERCIAL ROAD, STEPNEY, AND ENTRANCE TO ROTHERHITHE TUNNEL Paving. The roadway is paved with sheet asphalt on the level portions and stone block on the gradients, and is in every way similar to the Blackwall Tunnel. Lighting. The tunnel is lighted by three rows of 25 C. P. incandescent lamps, staggered thirty feet apart in each row, two rows of which are always used. The illumination obtained is considerably better than in the Blackwall Tunnel. Ventilation. The only ventilation is provided by the open ends, and the four circular shafts. The shafts on the river bank are covered with domed glass roofs with side openings similar to openings in the Blackwall Tunnel shafts, while the other two shafts have open tops-a considerable improvement over similarly located shafts in the Blackwall Tunnel. Conduits and Pipes Under Roadway. The roadway is supported on a brick arch built up from the bottom of the tube, and a considerable space under this 62,., I I I -. I....,.. 1 " -,. -. -., -.~I. - - -. I;ta"~. ':x~ ~J,' ~i 1~~.* ..~ 2.:~.~ P:` ta " ~ ~?,.,,:~:..~.~.,.. i " ~ r '~~ ~. ~e ~~.~.~:.~ J ~~, 41.., ~.s.5 i, ~r~" ", PORTAL OF ROTHERHITHE TUNNEL, SHOWING STAIRWAY FOR PEDESTRIANS arch is available for pipes. It is used, however, only for electric light and telephone conduits, and water mains for the tunnel itself. Drainage. The drainage system of the Rotherhithe Tunnel is very similar to that of the Blackwall Tunnel previously described, except that drainage pipes are 12 inches in diameter, and the sump tank holds 3,000 gallons. The total seepage of this tunnel is only about 100 gallons daily. 63 - LOWER ROAD, ROTHERHITHE AND ENTRANCE TO TUNNEL ROTHERHITHE ENTRANCE TO TUNNEL 64 ';I '' c '~ ~r';`-*)5.;r ~, `~: ~,: r.. -~~~ ~~.~,, ~; ~~ -r.~u".~:.~ -.P'.:'".; '~~~ r r ~,.~,.ln,I.~-.,~U C" — ".IY ~:I:. -'C'r: 5.... ~ i'~"*h`;;: ~-::.Lr:"L~S/.'S.,rT ~: ~ i~~-~:~c-~:;l~, *- ~~s C ~~~ \*?-l'..-.Y:~: c ~:. v 7 ( ;~! ~;i ~~ '~ ~-.-r R:;~.~ ~r - ~~~~-~;.C' " ~-~ PORTION OF THE COMPLETED TUNNEL BEGINNING OF OPEN APPROACH, SHOWING GAUGE ARCH, MADE OF CUTTIN( EDGES OF SHIELD 65., -.~ ~~~-......-,.,. 5~ r. *.,:.., ^ \. - "~.','', ' A,, ','0'S `' TUNNEL WITH TWO ROWS OF LIGHTS IN USE VIEW OF SHAFT 66 Pumping Plant. A pumping plant consisting of three 15 H. P. electric pumps, is located in a small house on the level of the roadway in Shaft No. 3. The pumps discharge not into the Thames, but into a sewer. As the leakage in this tunnel is small, one pump operated two hours per day is generally sufficient, and only occasionally are all three pumps used. Cleaning, Policing and Traffic Rules. The method of cleaning and policing this tunnel is exactly the same as for the Blackwall Tunnel, as are also the rules regulating traffic. Amount of Traffic. Statistics published by the London County Council give the following traffic figures of the number of vehicles and passengers using the Rotherhithe Tunnel since its opening: Year Passengers Vehicles 1909 2,389,552 946,398 1910 2,289,820 841,542 1911 2,276,276 896,629 1912 2,256,800 973,300 1913 2,360,067 937,946 The London Traffic Branch of the Board of Trade publish the following statistics of traffic in the Rotherhithe Tunnel for an average day in 1913 and in 1914 between the hours of 8 A. M. and 8 P. M. 1913 1914 Trade Vehicles. 1 horse fast.................... 770. 543. slow.... --—...... -—.. —... 595. 709. 2 horses or more, fast..-............ —.. --- —-- 238. 122. slow -----. ---------. 307. 441. Motor, fast -...................... 56. 78. slow.....-. --- —----------- 109. 108. Total......... --- —-—.2075. 2001. Passenger Vehicles. Trams-electric --- ----------------—.. ---.. ---—... ---Omnibuses, horse..... -----—..... -....... motor -—...............- 2......... Cabs, horse....................... 2. 1. motor. —........... -----—. 7. 8. Carriages, horse............................... 19. 8. motor -.............. ----------- 19. 22. Total -........................ 49. 39. Total horse and motor vehicles —........ 2124. 2040. Barrows -..... ---..35... 35. 24. Cycles-ordinary --- ---—.................... 314. 330. motor...... —.-.....-1. 1.. Total traffic both ways... —..-................. 2474. 2395. 67 NUMERICAL COMPARISON OF HORSE AND MOTOR VEHICLES 1913 1914 Percentage of horse vehicles in trade vehicles —...... 92. 91. Percentage of horse vehicles in passenger vehicles....- 43. 23. Percentage of horse vehicles in total horse and motor vehicles.-........-... —. ---...... 91. 89. Percentage of trade vehicles in total (excluding cycles and barrows)....................... ---. 98. 98. Operating Staff. The staff of the Rotherhithe is similar to that of the Blackwall Tunnel already described, with the addition of one more orderly boy. Operating Cost. The approximate annual cost of operating the Rotherhithe Tunnel is as follows: Salaries and wages............................................................................ 900 Removal of road sweepings, sprinkling roadway, supplying 300 yards of gravel and 20 yards of sand for gradients in winter.. 330 Water for cleaning.....-............-........... 120 Electricity for lighting.......... --- —-—...............-. 550 Electricity for pumping ------—............. —..- 15 Supplies including lamp renewals.-.. —... --- —-...- 300 Rates. ---... —...........................-.............-. 100 ~2915 In addition to this amount, the London County Council charge about ~1,000 annually to this tunnel to cover engineering and general administration expense. Comparison of River Thames Crossings with the Ferries over the Hudson River: While the most urgent needs for additional facilities for crossing the Thames were satisfied by the construction of the above described tunnels, even with these new highways, the Thames crossings are considerably further apart than the ferries over the Hudson River. The Tower Bridge is about one-half mile below London Bridge; below it, one and three-quarters miles is the Rotherhithe Tunnel; below it, the Blackwall Tunnel is distant about four miles by river, but because of a loop in the river, only about two miles by road on the north side, and nearly five miles on the south side; below the Blackwall Tunnel, distant about three and one-quarter miles, is the Woolwich Free Ferry. Five crossings for vehicles in nine and one-half miles by river, seven and one-half miles by road on the north side, and ten and one-half miles on the south side. An average distance of about two miles apart by river. On the New Jersey side of the Hudson River, there are eight ferry points between the Central Railroad Ferries and the West Shore Ferries, in68 clusive, a distance of about five miles by river. An average distance apart of eight-tenths of a mile. These eight ferry points are the termini of twelve ferries. On the New York side of the Hudson River, there are also eight ferry points from Cortlandt Street to Forty-second Street, inclusive, located at an average distance apart of only about one-half mile. These eight ferry points are the termini of thirteen ferries. Comparison of Vehicular Traffic River Thames and Hudson River: For the year 1912 the traffic over the Thames free crossings was as follows: London Bridge. 5,093,900 vehicles Tower Bridge 3,860,500 " Rotherhithe Tunnel. 973,300 " Blackwall Tunnel 736,500 " Woolwich Ferry - 855,700 " Total 11,519,900 " These figures include a very large number of cycles and delivery barrows, amounting to at least 20% of the reported vehicles. For the year 1913 the traffic over the Hudson River from the Central Railroad Ferries to the West Shore Ferries, inclusive, amounted to 5,761,685 vehicles, of which 802,355 vehicles, the largest number transported by any one ferry, were carried by the Desbrosses Street Ferry. It is a singular coincidence that eliminating cycles and barrows from the London figures, approximately one million vehicles per year per mile cross both the Thames and Hudson Rivers. General Impressions of Thames River Tunnels. The observation of the Thames River Tunnels developed the general facts outlined above, and created a very favorable impression as to the practicability of such highways. Both tunnels are well designed and constructed, conveniently located and efficiently operated, but very badly ventilated. Impressions of Traffic Operation. The Thames River tunnels are extensively used by all kinds of vehicles, operating at a variety of speeds without congestion, in a roadway sixteen feet wide between curbs. This is possible because of the general street regulation limiting heavy vehicles to a maximum width of 7 feet 6 inches between projecting points. Two vehicles of this width passing in the tunnel with the outside wheel of each against the curb, and each having a body overhang of six inches, have a clearance of two feet between vehicles. A clearance none too great, and perhaps insufficient, if many vehicles were of that width, but as light motor cars are limited to a width of 7 feet, 2 inches, and as the majority of vehicles are narrower, the tunnel operates with so little difficulty that most of the special tunnel regulations are not enforced. The stopping of vehicles except for unavoidable causes is distinctly prohibited by rule one, but vehicles are permitted 69 to change tires or make other repairs within the tunnel, and these occasional stoppages have little perceptible effect on the flow of traffic. The speed regulations in rule ten are absolutely disregarded, and vehicles go through the tunnels at ordinary street speed with less difficulty than on a street with its cross traffic and pedestrians. Fast moving vehicles pass around slow moving vehicles going in the same direction, just as they would pass on any street, and with no difficulty. During the recent study of these tunnels, roadway repairs were being made at several points, and at these points for perhaps one hundred yards, only one-half of the roadway was open to traffic. This perceptibly slowed the time of passing through the tunnel, but notwithstanding delays at these points, motor vehicles passed through from entrance to entrance in nine minutes, or at an average speed of eight miles per hour. The policing of a tunnel under the Hudson River would perhaps require more officers for the same distance than is required by the London tunnels, for the reason that London streets are generally narrow, and traffic has been carefully trained to keep to the curb. The London tunnels are not used to capacity, and even in the maximum hour when some 84 motor vehicles, 135 horse vehicles and 29 cycles and barrows pass through the Blackwall Tunnel, there is no congestion. A study of traffic in these tunnels shows conclusively that a narrow tunnel roadway, properly policed, can accommodate two moving lines of vehicles, and permit the passing of vehicles going in the same direction, and that a speed can be maintained equal to, or perhaps exceeding, the speed maintained on an ordinary and much wider highway, for the reason that the flow of traffic is continuously in the same directions, with no vehicles joining or leaving the lines; no cross-traffic, and no pedestrians to be avoided. Impressions of Ventilation. The ventilation of the London tunnels is distinctly bad, and it is quite evident that, with the increase in motor vehicles, artificial ventilation will shortly have to be provided. On certain days the air in the tunnels is reasonably fresh, while on others, with equal traffic, it is very bad, depending upon the direction of the wind, and upon atmospheric conditions. The land sections between the open ends and the first shafts are short and generally well ventilated, as fresh air enters the open ends and blows out at the first shaft. The inner sections, failing to get fresh air in any quantity from the entrances, depend upon the ventilating shafts to exhaust the bad air, which is then replaced by partially vitiated air from the outer sections. Ordinarily the air in these sections while unpleasant to breathe and trying to the eyes, is not so thick that it interferes in any way with traffic, but on days of great humidity the air in the inner sections is so heavy with smoke and vapor that it is impossible to see an approaching vehicle one hundred feet away. Tunnel employes work continuously in this atmosphere with no apparent ill effects, and it is said that the only case of gas poisoning or illness 70 ever reported was that of a policeman who claimed to have been slightly overcome a few months ago. Investigation, however, developed the fact that his illness was so slight that he had not been obliged to leave his post, and was perhaps due to some other cause. The fact that there have been no serious prostrations, notwithstanding the passage of as many as 84 motor vehicles per hour through twelve hundred feet of practically unventilated tunnel, indicates that, with proper artificial ventilation, a much larger number of motor vehicles can pass in safety. Respectfully submitted, PERCY INGALLS. Concurred in: H. C. DONECKER. 71 I* EXHIBIT 7. REPORT ON THE FEASIBILITY AND COST OF A PROPOSED VEHICULAR TUNNEL UNDER THE HUDSON RIVER MADE TO THE PRESIDENT OF PUBLIC SERVICE CORPORATION OF NEW JERSEY. By: William H. Burr, Ralph Modjeski, Daniel E. Moran, Board of Consulting Engineers. 73 I. - -. Public Service Railway Company 29 EXCHANGE PLACE Jersey City, N. J., January 30, 1917. Mr. Thomas N. McCarter, President, Public Service Corporation of New Jersey, Newark, N. J. Dear Sir:On July 15th, 1916, Mr. Walton Clark and Mr. Percy Ingalls, acting as a Committee of the Board of Direction of the Public Service Corporation of New Jersey, advised the Chairman of this Board of the purpose of your company to make certain investigations as to the feasibility and cost of a tunnel adapted to vehicular traffic under the Hudson River between Canal Street, New York City, and Twelfth Street, Jersey City, under the direction and supervision of a board of three consulting engineers. As a result of that conference, Messrs. Daniel E. Moran and William H. Burr of New York City, and Mr. Ralph Modjeski of Chicago and New York City were tentatively named for such a board. As Messrs. Moran and Modjeski were absent from the city for a succeeding fortnight it was not possible to secure their acceptances until the latter part 6f July. Immediately on their return the Board as named met at 29 Exchange Place, Jersey City, for its first session on August 8th, 1916, and since that time its members have been continuously engaged in the work for which the Consulting Board was created. The line of the proposed tunnel is essentially that selected by the Interstate Bridge and Tunnel Commissions of the States of New Jersey and New York. As this is the first vehicular tunnel proposed to provide accommodation for the traffic seeking the City of New York from the adjoining part of the State of New Jersey, it is essential that the location should be such as to induce the greatest possible traffic of vehicles through it and to stimulate new traffic of the same character. Investigations made by this Board and by members of your own organization, under the direction of Mr. Percy Ingalls, Secretary, to which more extended reference will be made at another place in this report, indicate conclusively that the location selected fulfills these requirements better than any other. Plate No. 2 shows the general plan or layout of the entire tunnel line from Canal and Varick Streets, New York City, to Twelfth and Grove Streets, Jersey City, making a total length of 9,409.19 feet from portal to portal. The lengths of the principal parts of the tunnel are as follows: Total length, portal to portal..........-....................................... 9,409.19. ft. Between bulkhead lines................................................. 5,495.68 ft. " pierhead lines -—..... —.................... ---.. 3,724.92 ft. From New York tunnel portal to bulkhead line................ 1,441.00 ft. " New Jersey " " " " "................ 2,472,51 ft. 75 Plate No. 1 shows the profile of the river on this line with the maximum depth at low water of about 55 ft. immediately in front of the New York pierhead line. On the Jersey City side the water is much shallower, but the WVar Department contemplates the excavation of a channel 40 ft. deep along the New Jersey side of the river. Office and field organizations were at once created through the courtesy and aid of Mr. Martin Schreiber, Chief Engineer of your Company, utilizing members of your force in making the necessary triangulation and other surveys, performing the office work at 29 Exchange Place, Jersey City, digesting the results of field operations, making plans and estimates, and for other similar purposes necessary to attain the results set forth in this report. Immediately after the organization of the Consulting Board suitable specifications were prepared on which bids were asked for wash and core borings carried down to and into rock along the proposed tunnel line and for the driving of timber test piles along the same location in the river between the bulkheads on either shore, these piles to be driven to the greatest depth attainable. The contract for making the wash and core borings was awarded to Messrs. Sprague & Henwood, of Scranton, Pa., and the test pile driving to the Stillman-Delehanty-Ferris Company, of Jersey City, both of whom completeda their operations effectively and within reasonable time. The complete records of all these investigations are preserved and on file in the office occupied by the Board at 29 Exchange Place, Jersey City. The number of borings and test piles driven together with the main features of the results are shown on Plate No. 1 appended to this report. These borings and test piles give a complete and reliable record of the character and depths of the materials to be excavated or otherwise dealt with throughout the entire construction, and the data governing the use of foundation piles and the construction of other types of foundations. The successful completion of this part of the undertaking yields the first complete and correct rock profile under the Hudson River adjacent to Manhattan Island. This profile is shown on Plates Nos. 1 and 2. Information including all technical data disclosed by these investigations have enabled the Consulting Board to determine general plans covering the main features of the project and full estimates demonstrating the feasibility of the undertaking and its reasonable cost. The first important consideration affecting the design of this work is the least depth below the surface of the water at which the river section of the tunnel may be placed. Prior to the inception of this work the least permissable depth below low water of the top of a tunnel structure under any of the waters of the Harbor of New York had never been determined. In the early part of September the New Jersey Interstate Bridge and Tunnel Commission made application to the Secretary of War to fix that minimum depth which, after careful consideration by the New York Harbor 76 Board of Engineer Officers of the Army was placed 50 ft. below M. L. W. between the pierhead lines. The elevation of the top of this proposed tunnel must, therefore, satisfy that regulation of the War Department. No conditions were prescribed for those parts of the tunnel between the pierhead and bulkhead lines on either side of the river. On the Manhattan side the power of regulating this depth is vested in the City of New York and in the owners of the water front on the Jersey City side. The City of New York has no fixed regulations regarding the depth of such a structure below the surface of the water at the bulkhead line, but the tops of the subway tunnels under the East River are less than 30 ft. below low water at the bulkheads and have given some trouble in connection with dredging and other operations required for the maintenance of the bulkhead structure or for the berthing of vessels. The Board has considered it best to fix this depth at 33 ft. below low water at the Canal Street bulkhead on the Hudson River. On the Jersey City side that depth has been taken as 30 ft. On both sides of the river the location of the tunnel is in the central part of the slip, so that during construction no injury may be done to adjoining piers and the least possible inconvenience to shipping be caused. The maximum grades on the two approaches are 3.85%o for the Canal Street approach and 4.55% for the Twelfth Street approach in Jersey City, both being for short distances only, the prevailing grades being 3.16% and 2.21 %o respectively. The project submttted to the Consulting Board included the design of a vehicular tunnel for two lines of traffic in opposite directions, with provision for proper lateral and vertical clearances and a complete system of effective ventilation, inasmuch as power driven motor trucks or other vehicles will constitute an increasing part of the total traffic and eventually become nearly, if not the entire traffic. A full consideration of the problem of ventilating the tunnel with sufficient power and effective appliances to accomplish that purpose will be given in 'a later part of this report, after a discussion of the tunnel structure. As the river section of the tunnel is to be placed with its top not more than 50 ft. below low water, it is imperative, since the maximum depth of the, water in the river is 55 ft., to provide a foundation for this part of the structure of sufficient carrying capacity to give it adequate support under all exigencies. Plate No. 1 showing the profile of the river crossing indicates the necessity of using a pile foundation as the material at no greater depth than the bottom of the tunnel at some points was found to be of silt or mud, too soft to be depended upon for the support of heavy loads as disclosed by the test piles and by the wash borings. These examinations showed a nearly uniform quality of silt and mud at the elevation of the bottom of the tunnel, practically throughout the river section except for a distance of about 1,200 ft. running from a point about 600 ft. in front of the New York pierhead line to a point half way between the same pierhead line and the adjacent bulkhead where some rock excavation will be necessary. It is entirely feasible, there77 fore, to dredge a trench about 40 ft. wide at the bottom and about 80 ft. below low water, except for the small amount of rock excavation already indicated to be done in compressed air. Timber piles may readily be driven and cut off accurately at the proper elevation, which with the bottom formed in the excavated rock will afford a suitable support for the tunnel structure between bulkhead lines. Outside of the bulkhead lines the approach tunnels on land may be constructed within lines of either timber or steel sheet piles by the usual procedures. The dredged trench crossing the river, in the bottom of which foundation piles are to be driven, must not be kept open longer than necessary for the purposes of construction, as the tidal currents will tend to refill it. Sections of suitable length must, therefore, be opened progressively ahead of the tunnel construction, followed by the immediate driving and cutting off of the piles and the construction and putting in place of the tunnel sections. For the same reason comparatively flat slopes must be assumed for the dredged trench, although the material is probably solid enough to stand on steeper slopes in some parts of the river bed. It may even be advisable to hold back parts of the slopes by sheet piles, so as to reduce the dredged volume. The Board has considered it advisable, in computing the total volume of excavation, to assume the trench to be dredged to slopes of one vertical to three horizontal down to the bottom taken to be 40 ft. wide. The total dredged volume between the pierhead lines is 810,000 cu. yds. The greatest depth reached in driving the test piles was 133 ft. below low water, and in this case, as in all the deep test pile driving, heavy spliced piles were employed. While these piles were not all driven to absolute refusal, they were driven until the penetration was so small as to be substantially refusal. It is probable, therefore, that piles 40 ft. to 70 ft. long will be required for the tunnel foundation. As the tunnel tube is to be constructed of definite dimensions and with accurate alinement and level, it is imperative that the foundation piles shall be driven not only solidly to secure adequate supporting capacity, but also with accuracy as to position and as to elevation at which they are to be cut off. The Consulting Board has, therefore, made careful studies of at least three methods of accomplishing this part of the work, the plans for which, having been sufficiently developed to show their complete practicability and effectiveness, are on file in the office of the Board. These procedures show conclusively that the foundation piles may be placed and cut off to accurate line and level so as to receive directly upon them the tunnel sections in the river, at the elevation of 78.75 ft. below low water. The best form of tunnel section for the accommodation of the traffic passing through it has received an extended study by the Consulting Board. Obviously, the dimensions of the cross section must be sufficient and suitable to receive and pass freely while going in opposite directions, the largest vehicles permitted to be used. In the study of this part of the project the Consulting Board has availed itself of all information yielded by experience with large moving vans and other similar vehicles in the streets of New York City and the neighboring country, also of such information as the Secretary of your 78 Company, Mr. Percy Ingalls, has obtained in the investigation of traffic likely to seek the tunnel and, finally, investigations as to the largest vehicles used in street traffic in Chicago and in some States like New Jersey, where the subject of limiting the greatest dimensions of street vehicles has been actively agitated within the past year or year and a half. After mature Deliberation and many conferences with Secretary Ingalls and Chief Engineer Schreiber of your Company, the Board recommends that the vehicle of greatest dimensions to use the tunnel be taken as having a width of 8 ft. and a maximum height of 12 ft. Two such vehicles may be so placed as to give a clearance of 3 ft. 6 in. between them, and an open space of 1 ft. 10Y2 in. between the wall of the tunnel and the adjacent vehicle on one side and 3 ft. 10X 2 in. clear space between the other wall of the tunnel and the other vehicle, and there will be a clear space of 12 in. above their tops. This Board believes, therefore, that ample provision has been made for convenient operation, maintenance and safety of laborers at all points of the tunnel at any time. At the same time the 3 ft. 1012 in. clearance will give sufficient sidewalk accommodation for people to walk out of or through the tunnel to meet any emergency of a block or accident to vehicles in the tunnel. Plate No. 4 shows the cross section of the tunnel with sections of these vehicles and their maximum dimensions with clearances, as well as the sidewalks raised 12 in. above the floor level. The faces of the sidewalks, or curbs, are placed 17 ft. apart. These dimensions, it will be seen, make a space available for traffic in the tunnel 25 ft. wide by 13 ft. high over all. The Consulting Board recommends this section as suitable and sufficient for the purposes of the tunnel. Plate No. 4 shows the cross section adapted to the use of reinforced concrete, i. e., it is an arch section in which there is but little bending or flexure, the water pressure on all sides subjecting the material chiefly to compression in that part of the section above the floor; it is the arch adapted to sustain to the best advantage the varying pressure of the water on the tube, and is known as a "hydrostatic arch." The lower part of the section is shaped as shown, so as to be well adapted to rest upon the tops of the piles as cut off. The minimum thickness of the ring is 4 ft., and the longitudinal and transverse steel reinforcing rods are placed 'near the exterior and interior surfaces as shown in Plate No. 4. For each linear foot of this type of tunnel there are 16 cu. yds. of concrete and 2,000 lbs. of reinforcing steel. Under the worst conditions of loading assumed for the tube, the maximum compression in the concrete does not exceed 500 lbs. per square inch, while the maximum tension in the steel reinforcement does not exceed. 16,000 lbs. per square inch. Plate No. 4 shows how the vehicular spaces are placed in this form of section. That plate also shows the cross section of the roadway floor to be used with exhaust ducts for ventilation below it, and the ducts for the introduction of fresh air in the tops of the tunnel over the line of clearance. There are also side spaces of the tunnel available for additional ducts, or for electric or other cables or for similar purposes. It will be observed that the interior curve of the cross section is somewhat similar to the ellipse with major axis 79 horizontal. The total height of this section is 28 ft. 4 in. and the total width 36 ft. 5 in. Plate No. 5 shows a cross section of the second type of tube developed for the purposes of this report. The top and bottom parts are horizontal and are joined with curved sides so as to make the total width 46 ft. exclusive of the timber forms shown. There is precisely the same space for vehicular traffic as in the former section. Space is provided for air ducts at the side, thus permitting a reduction in the height of the section. The internal steel shell provides an inner form for the concrete and a watertight lining. This section requires about 6 ft. less depth of excavation than the other, with a corresponding decrease in the amount of dredging, i. e., the minimum depth of excavation whatever may be the form of that section, but the employment of more steel and a correspondingly greater cost of tube. The flat top and bottom of this section are subjected to heavy bending by the external water pressure, and steel columns are required to maintain the desired separation of the roof and floor without producing excessive bending of the curved sides or ends. For each linear foot of this type of tube there are 17.2 cu. yds. of concrete and 6,880 lbs. of steel. The steel is designed to carry the load or pressure of the water without being subjected to a greater tensile stress than 16,000 lbs. per square inch, with a reduction below that intensity for steel in compression depending upon the length of the compressed piece. It will be observed that the steel frame section requires 1.2 cu. yds. more of concrete and 4,880 lbs. more of steel per linear foot than the reinforced concrete tube. The pile foundation is the same in number of piles for each tube, the greater width of the latter type requiring only a little wider spacing of the piles in each bent. This form of section is used only in the two approaches where the clearances are limited, as at the two bulkheads. Each tunnel section may be submitted to such waterproofing treatment as may be desired. This Board recommends that the exterior form planking or lagging have its interior surface coated with waterproofing material, and that it be attached to the concrete of the section by suitable metal anchors. This Board also recommends that the interior surface of the tunnel be suitably roughened to receive a substantial coating of white Portland waterproof cement mortar for the exposed parts and with ordinary waterproof Portland cement mortar for other parts, all thoroughly worked to a smooth surface. This will not only form a waterproof coating, but the white cement will give a light and attractive finish. This method of tunnel building contemplates the complete construction of the tunnel tube in sections of suitable length afloat or on launching ways at some convenient location. After closing the ends of these sections with timber bulkheads and towing them to the tunnel location they may be sunk accurately and safely to place by means of proper appliances, supplemented with sufficient power to control completely at all times the necessary operations. Quite 80 similar procedures have been employed successfully in the construction of the original subway tunnel under the Harlem River and of the Detroit Tunnel and, finally, of the new subway tunnel recently constructed under the Harlem River for the Lexington Avenue Subway. When the ends of the tunnel section are closed by timber bulkheads, the tube may be floated or it may require the temporary attachment of suitable air cylinders to give it requisite flotation'; in any event the actual lifting power is only a small part of the weight of the tunnel section, in fact, so much only as may be necessary to control it as a floating body. During the sinking of a tunnel section enough water is admitted to it or to the air cylinders to be just sufficient to permit the sinking of the tunnel section properly controlled until it reaches its permanent resting place. Power scows with derricks and other requisite appliances must be fitted to perform effectively all necessary operations at all stages of the work of sinking after having been firmly anchored in their proper positions by the use of spuds as well as anchors. The maximum velocity of water to be encountered in the Hudson River on the location of this tunnel does not exceed about 3 miles per hour, whereas in the construction of the Detroit Tunnel acurrent of 3 2 miles per hour was encountered and without the alternating stages of dead water at high and low tide. Doubtless, advantage would be taken of the quiet waters of the ebb and flood tides in the construction of this work. The Consulting Board has made a careful study of this feature of the project under consideration, and are clear in their judgment as to the practicability of these procedures, in view of what has already been successfully accomplished in other similar works. This Board has given full consideration both to the design of the ends of the separate tunnel sections and to the operations required for effective and safe completion of the joints in the finished tunnel tube. There are on file in the office of the Board, studies and plans sufficiently developed to show practicable methods for successfully accomplishing this purpose and demonstrating the complete feasibility of this feature of the proposed tunnel construction. Doubtless, in the actual work of building the tunnel, the contractor would have suggestions of value to make in this connection worthy of careful consideration and perhaps adoption. The plans and procedures already prescribed apply obviously to the main or river part of the tunnel between the pierhead lines. For a distance ot about 600 ft. outside of the New York pierhead line and for about the same distance back of that line shallow rock excavation is required, and no piles can be driven in that vicinity. For this part of the work and for other locations where dredging cannot be done without injury to adjoining structures, the pneumatic process or open dredging or a combination of that process and open dredging will be used. By these procedures the rock can be excavated so as to place the tunnel tube directly upon it as a foundation by methods commonly employed under such conditions. 81 Again, it is obviously impracticable even with care to excavate a trench with low side slopes between pierhead and bulkhead lines without the destruction of adjoining piers, necessitating the reconstruction of these piers and the payment of damages for their non-use during the period of construction. It is, therefore, necessary to resort to some method of procedure which will leave the adjoining piers undisturbed, although the slip between those piers may not be used for commercial purposes during construction. These observations apply to both sides of the river. The Board has made complete studies with plans and estimate of cost for the construction of these parts of the tunnel by the use of pneumatic or open dredging caissons. In the use of the pneumatic caisson method the working chamber may be so constructed as to form the top and sides of the tunnel tube, leaving the bottom of the tube to be built in the pneumatic working chamber after reaching the required depth. The Board has based its estimate of cost on the use of the pneumatic process, although both methods have been shown to be entirely feasible by existing successful construction. In the case of the open dredging caissons being used, a substantial portion of the tunnel tube may be built in the caisson before sinking and the remaining portions completed after sinking or the entire tunnel section within the limits of the caisson may be built after sinking, a floor of concrete deposited through water having been previously put in place. The construction of the tunnel obviously will have to be carried through each bulkhead, necessitating the removal and reconstruction of a short piece of the bulkhead wall on either side of the river. The studies and plans for the construction of these and other parts of the tunnel are on file in the office of the Board and are available whenever they may be needed. The two land approaches extending from Canal and Varick Streets to the land side of the Canal Street bulkhead in New York City, and from Twelfth and Grove Streets to the back of the Twelfth Street bulkhead in Jersey City are designed as usual tunnels in earth, constructed in the open between suitable lines of heavy timber or steel sheet piling similar to parts of the subway construction in New York City. Although much of these approaches would be built in excavation considerably below water level, the requisite operations present no unusual features of engineering construction. After the completion of the tunnel tube the space between the two lines of sheet piling and above the tube would obviously be backfilled and paved wherever the street surface may have been removed. As already indicated, the river section of the tunnel tube has been so modified as to be advantageously adapted to either the pneumatic or open dredging processes or to the open excavation work for the two land approaches, the purpose being in all cases to secure the most economical and effective section. The requisite traffic space already fully described for the river section of the tunnel will be maintained the same throughout the entire length of the tunnel from portal to portal. Furthermore, ducts or other features of the 82;.. *; 4............ A.......... work required for the effective ventilation of all parts of the tunnel will, of course, be provided, whatever adaptation of the river section might be necessary at any point. Plans accompanying this report show fully the sections and their features for all parts of the work, designed to meet the various conditions and requirements which have been considered. Inasmuch as a considerable percentage of the vehicles using the proposed tunnel will use gasoline engines as their motive power, and ultimately nearly all vehicles may be of that type, it is essential for the convenient and safe operation of traffic that a sufficient and effective system of ventilation be provided. Although much has already been done in the ventilation of railway and subway tunnels and in the ventilation of mines in which gasoline locomotives are used, there has yet been no occasion for a complete ventilation of a traffic tunnel in which the air is vitiated by the gases of combustion from gasoline motors. In some steam railway cases over 600,000 cu. ft. of fresh air per minute have been driven into a tunnel for the purpose of keeping the smoke and gases of combustion of a locomotive ahead of it, and so prevent passengers and train crews from being immersed in them. The problem of a railway tunnel, however, is quite different from that of a traffic tunnel in which vehicles driven by gasoline motors are used. In the railway tunnel all smoke and gases of combustion are produced at one, two or three points only, while in the proposed traffic tunnel every gasoline motor driven vehicle is the center of production of vitiating gases. In conditions of congested traffic it must be assumed that the gasoline motor vehicles produce a continuous line with short head room between, extending throughout the greater part or all of the tunnel, for traffic in both directions. It becomes necessary then to determine some definite basis for the control of the vitiated air in the tunnel and the supply of a corresponding amount of fresh air. The precise degree of vitiation of the air of a vehicular tunnel before it becomes unsafe to breathe has not yet been determined. Mr. Percy Ingalls, Secretary, found that there is at present no artificial ventilation in the Rotherhithe or Blackwall Tunnels under the River Thames in London, and that both are subjected to a rather heavy traffic in motor driven vehicles; but he also learned that the air in these tunnels has now become so vitiated that it appears probable that resort must soon be made to artificial ventilation. Recent investigations in the ventilation of buildings have shown that any amount of carbon dioxide ordinarily generated in places where a large number of people congregate is not materially disagreeable or otherwise objectionable, provided the vitated atmosphere is kept in motion. On the other hand, other recent investigations have shown carbon monoxide to be a dangerous element in the products of combustion, and that one of the principal functions of the fresh air introduced for ventilating purposes, is a dilution of that gas to a point where its presence is immaterial. Some investigators have concluded from their tests that the carbon monoxide should be diluted to the extent of 1,000 parts of fresh air to 1 part of the monoxide. Some investigations carried 83 on by the Bureau of Mines in the Department of the Interior have apparently given some support to that view of the matter, but it has not yet been clearly established that a much less dilution will not accomplish all that is desired. The principal products of combustion in gasoline driven motors are carbon monoxide, carbon dioxide and smoke, due not only to the combustion of the gasoline, but also to the lubricating oil in the cylinders. In its treatment of the ventilation of this tunnel the Board has placed the exhaust ducts under the floor and the fresh air ducts at the top of the tunnel, as there are some material advantages in that arrangement. The power required, however, and the cost of ventilation will not be affected if it should be found advisable to reverse the relative positions of the ducts, nor would any of the conclusions reached be modified. After having given extended consideration to available data regarding the most recent and complete ventilation experiences, with the aid of Mr. Jackes of your organization and others, this Board recommends the construction of a shaft 34 ft. interior diameter and 50 ft. high at either end of the river section of this unnnel, about 5,500 ft. apart, for the introduction of fresh air by natural flowage induced by the exhaustion of the vitiated air, but supplemented by an additional volume from each end to be blown in by suitable fans through ducts of proper size built in the top of the tunnel over the clear vehicular way, this latter fresh air to be not less in volume than the amount brought in through the shafts. It is clear that the flow of fresh air downward through these two shafts would make the air at and near their bottoms nearly as fresh as the outside air, but that as the air flows through the tunnel toward the center it will become increasingly vitiated, the greatest vitiation being in the vicinity of the central point between the two shafts. It appears, therefore, that the fresh air brought in through the ducts placed in the top of the tunnel should be discharged within the central zone of this section of the tunnel, perhaps, for illustration, within 500 ft. each way from the center of the 5,500 ft. length. It is the judgment of the Board that the exhaust ducts should be placed in the bottom of the tunnel underneath the roadway floor; also that both the fans blowing in the fresh air and those used in exhausting the vitiated air under the roadway floor should be placed in suitable chambers at the two shafts on either side of the river. The area of the cross section of the fresh air ducts in the top of the tunnel is about 52 sq. ft., while the area of the cross section of the exhaust ducts under the roadway floor is about 70 sq. ft., including the empty spaces under the. two narrow sidewalks. The orifices leading into the exhaust ducts will be distributed uniformly throughout the entire length of the river section of tunnel, either along the gutter or along the center lines of the traffic moving in the two directions or both. These exhaust openings are to be adjustable, so that the most effective conditions for the withdrawal of the vitiated air may be determined by trial after completion of the tunnel. The general condition of.the tunnel atmosphere would then be an inflow of fresh air from the two shafts at the ends of the river section and from the fresh air ducts in the top of the tunnel throughout the central zone concurrently with the exhaustion of the vitiated air and the 84 products of combustion through the openings of the roadway floor leading into the exhaust ducts. The Board's investigation of the possible traffic through the tunnel, made by the aid of the statistics of ferry traffic across the Hudson River secured by Mr. Percy Ingalls, indicates that satisfactory ventilation should be provided for 180 motor vehicles simultaneously in the 5,500 ft. length of tunnel between the shafts, which may be either in motion or, in case of a block, at rest with engines running light. This will require the expenditure of about 500 H. P. to produce a dilution of not less than 500 volumes of fresh air to 1 of the monoxide and a complete change of tunnel atmosphere about every five minutes. That operation necessitates the introduction of 360,000 cu. ft. of fresh air per minute, and will be sufficient to produce entirely satisfactory ventilation of this part of the tunnel. The ventilation of the approach tunnels is a comparatively simple matter, for the reason that one intermediate shaft will be constructed at about the middle point of the New Jersey approach, reducing the greatest length to be ventilated at one operation to about 1,400 ft., while the New York approach is also about 1,400 ft. long and will be served by fans placed at the New York shaft. The total power required to ventilate the entire tunnel at what may be called the peak load is 750 H. P. At all other times a much reduced expenditure of energy will be required. It is not unlikely that less than one-third of the peak load energy will be sufficient throughout much of the day and the greater part *of the night. The estimate of cost of this entire work is based upon prices existing under what may be termed ordinary or normal conditions of business. At the present time abnormal conditions of business exist and the prices of some materials used in large quantities in engineering operations are unusually high. Structural steel work manufactured and put in place commands at least double what may be considered the ordinary or normal cost and for some special purposes the price is even much higher. The price of cement is probably at least 50%o above its normal cost for engineering work. Other materials have experienced a less rise in value, and the price of labor for some of the larger contracts for public work in New York City is not greatly advanced. As these abnormal conditions are not likely to hold for any extended period, the Board has thought it advisable to determine the estimate of cost on the normal or ordinary basis and then indicate about what increase would have to be made to meet the prices ruling at the date of this report. In making this estimate the Board has availed itself of information furnished by contractors in some instances, of actual prices on which similar work has recently been awarded under public competition, of the normal and present prices for a large number of materials as furnished by the Purchasing Agent of your Corporation and of the experiences of its members in fheir own fields of actual work, both at present and in the past. Thorough and detailed study has been given to every feature of the work involved in 85 the construction of this tunnel so as to reach the most reasonable actual costs. The full details of this estimate, classified and arranged so as to show what each principal part of the proposed work will cost, is on record in the office of the Board at Jersey City' and is available for your examination. The complete estimate of cost of construction of this tunnel from portal to portal, including profit to the contractor, engineering and contingencies, but not interest during construction, is $6,899,000. This sum is a reasonable price for the work under ordinary or normal business conditions. If the work were to be done at this date with the prices now ruling, it would be necessary to add about 30% or about $2,000,000 to the price named above. It is the judgment of the Board that the work could be completed within a period of two years from the actual beginning of construction. The Board has taken no steps to determine the cost of necessary real estate as that can be done more effectively by members of your own organization familiar with real estate matters. After the requisite amount is determined it can be added to the estimated cost as given above. The work of construction in the slip, at least on the New York side of the river, will prevent the adjoining side of the pier from being used by the tenant, necessitating an adjustment before beginning construction, not included in the estimate of cost. A comparison of cost of this tunnel with the cost of similar work successfully done by the usual shield method in New York City is necessary in order that advantages attaching to the methods of construction set forth in this report may be properly gauged. One of the latest tunnels driven by the shield method and at the lowest contract price reached up to the present time is the East Fourteenth Street Rapid Transit Tunnel, consisting of two cast iron tubes, each 18 ft. in diameter, lined with concrete 15 in. thick. This double tube has a length of 7,089 ft., as indicated by the contract plans, "Route No. 8, Section No. 3." The contract price is $6,639,023.50, making an average cost for the two tubes of $937.00 per linear foot. There are of course no portals as this tunnel is simply a part of the subway between stations. It is approximately correct, at least, to assume that the costs of two tunnels of different areas of cross section built by the same process and under nearly the same general conditions will be about as the areas of those cross sections. The cross sectional area of the two Fourteenth Street tubes is 533 sq. ft., whereas the area of an exterior circular cross section, 33 ft. in diameter, giving the requisite vehicular clearances provided for this tunnel, with a total thickness of wall of 2 ft. 6 in., would be 855 sq. ft. If such a vehicular tunnel should be built by the shield method, it is fair to assume in this 855 comparison that its cost would reach nearly ( --- 1.6) X $937.00 or 533 $1,499.00 per linear foot, whereas the full estimate of cost, as given in this report, of that part of the vehicular tunnel, designed by this Board, lying.between bulkhead walls with a length of about 5,600 ft. is about $765 per 86 Moreove,. there is-;. g e b h r e t 3.n t " ' - ':5 ' is;' *,,,.. ':.%-.,. -;.: *; _ -:.~. linear foot. Again, as the area of the exterior cross section of this vehicular tunnel is 877 sq. ft., the cost of its most expensive part per linear foot; with an area of cross section about two-thirds more than that of the East River double tube tunnel, is less than 82% of that for the shield driven tunnel. Moreover, there is grave doubt whether a metal tube 33 ft. in diameter should not be of steel castings rather than cast iron, which would still further increase the cost of the shield driven tunnel. The excessively large shield required for a 33 ft. tube would be a source of both enhanced difficulties and cost in consequence of its size and the great differences in depth below the water surface of its highest and lowest parts. Finally, there would be a serious disadvantage due to a much greater depth of the roadway below water, necessitating either steeper grades for the approaches or correspondingly greater lengths. This Board has given attention to two possible alternative New York approaches, either one to take the place of the proposed Canal Street approach. One of these is along West Street and the other along Spring Street and either one may take the place of the Canal Street approach without material change in the cost of construction, the lengths being substantially the same. If there should be a double approach on West Street, one from the north and one from the south, each providing two way traffic, there would be a large increase in the cost of construction. At the point of branching near to, but east of the bulkhead, a high and low grade crossing would have to be provided to save a serious restriction of tunnel capacity. This would be a costly feature to construct. In fact, the excessive additional cost of this double, i. e., north and south approach on West Street, would probably more than counterbalance any advantages of a double entrance. While the estimate of cost covers the ventilating plant with its power installation and the electric lighting plant, the annual cost for power to operate them is not included, but it may be taken as follows, as shown by reference to Appendix No. 8: Annual cost for power for ventilating plant................................$36,185 " " " current for lighting............................... 11,899 Total -................... $48,084 The capacity of the tunnel obviously will depend upon the headway between vehicles and the speed at which they may be assumed to travel. It is reasonable to assume that vehicles 60 ft. apart from center to center may safely travel at a speed of 10 miles per hour. If such an assumption be made for vehicles so placed along the two lines of traffic proceeding in opposite directions, the number of vehicles passing through the tunnel in twenty-four hours would be 42,240, or 15,417,600 in a year of 365 days. It is scarcely conceivable that such traffic could ever exist and yet with reasonable conditions. of uninterupted traffic the capacity of the tunnel may be considered sufficient. for such a result. Even if the usual interruptions of minor accidents and the / 87 decrease of traffic at night should reduce the computed amount one-half there still would be a traffic of over 7,700,000 vehicles in a year. Some traffic details resulting from the actual count of vehicles using North River ferries and bearing upon the traffic tributary to this tunnel may be found in Appendix No. 7. Investigations bearing upon the vitiation of the air in the tunnel due to the operation of gasoline motor vehicles and upon the amount of ventilation required are being conducted in a specially constructed testing house whose transverse cross section is practically identical with the cross section of the vehicular space in the tunnel and with a length of 125 ft. at Passaic Wharf under the direction of Dr. Gellert Alleman. These tests include the determination of the vitiation of the atmosphere of the testing house by the operation of as many as eight gasoline motor vehicles both with and without ventilation. The complete report of these tests with chemical analyses and other results may be found in Appendix No. 10. The organization of an effective force for the operation of this tunnel, including the regulation of traffic and the ventilating and electric lighting plants, is shown in Appendix No. 9. The annual cost for this force is $49,525.00, as will be seen by reference to the same Appendix. The results of the investigations covered by this report and of the treatment of the various elements of the matters submitted to us, as set forth in the report, show conclusively that: 1. It is entirely feasible to construct a vehicular tunnel under the Hudson River between Canal Street, New York City, and Twelfth Street, Jersey City, with the top surface of the tube 50 ft. below M. L. W. and supported upon an adequate pile foundation, on the line indicated in the plans attached to this report. 2. It is entirely feasible to ventilate satisfactorily such a tunnel tube when used by gasoline motor vehicles in numbers practically equal to its capacity. 3. The total cost of construction of such a tunnel fully equipped with ventilating and electric lighting plants is $6,899,000, including contractor's profit, engineering and contingencies. 4. The annual cost of operation of the tunnel, including the force required and the power both for ventilating and lighting, is $97,609. Respectfully submitted, WM. H. BURR, RALPH MODJESKI, DANIEL E. MORAN. 88 Oversize Oversized Fold~out N~ 44 &ASCRvr1,aW CA MIAAWLOUL rlm 5rS~trlaW A A w, w cylwNkrV e'y &v7'# Ms r C 0, Mee4 * A v 7o-gee AvvrveW3~s r cawre or Awf- oF r// T,& Y,4Ar, Ah C romer awrm a- rw o,- GR/N~~Y~b~ pfktwl.4 Aye*4c 1,erse ClrY A D czK vu a# rawm o,- mi-A4. I X PA-MMOOZJ~PIYGI SrA r/,01, #11V$O1,P4,4CE. 9000AWFN. A F-cor molw w N npnrr a r om me 0 /C1 opo ptVlyf yj VANIA C LtRr l olsmic1Is a rwcE# PaArS tourmar Paerc ro orm-. Pt PM+ of 8dc 'tuowp# f %f Ininacrs PROOSE VEICULAR TUNNEL HUDSON RIVER Si oiew YorVtV. Pi Y to 120P St,.'fte) l itV N.J'TRIANOULATlO WA Stalt' I'- 4 00 I jonvor 1917 prosw'nq No 3 Appfaved Oversized Fold~out Oversize Oversized Fold~out APPEN DIX No. 1. PERMIT AND REGULATIONS ISSUED BY THE U. S. WAR DEPARTMENT FOR THE CONSTRUCTION OF A TUNNEL UNDER THE NORTH RIVER BETWEEN CANAL STREET, NEW YORK CITY, AND THIRTEENTH STREET, JERSEY CITY, AT THE MINIMUM PERMISSABLE DEPTH BELOW LOW WATER. This permit and these regulations were issued in September 1916, to the New Jersey Intersate Bridge and Tunnel Commission through the U. S. Engineer's Office of the First District, New York, Colonel Harry Taylor, U. S. A. Engineer Officer. The wash borings and test pile driving in -the Hudson River between the pierhead lines were performed under these regulations and under the inspection of the U. S. Engineer's Office. PERMIT Whereas, By Section 10 of an act of Congress, approved March 3, 1899, entitled "An act making appropriations for the construction, repair and preservation of certain public works on rivers and harbors, and for other purposes," it is provided that it shall not be lawful to build or commence the building of any wharf, pier, dolphin, boom, weir, breakwater, bulkhead, jetty, or other structures in any port, roadstead, haven, harbor, canal, navigable river, or other water of the United States, outside established harbor lines, or where no harbor lines have been established, except on plans recommended by the Chief of Enginers and authorized by the Secretary of War; and it shall not be lawful to excavate or fill, or in any manner to alter or modify the course, location, condition, or capacity of, any port, roadstead, haven, harbor, canal, lake, harbor of refuge, or inclosure -within the limits of any breakwater, or of the channel of any navigable water of the United States, unless the work has been recommended by the Chief of Engineers and authorized by the Secretary of War prior to beginning the same; and Whereas, Application has been made to the Secretary of War by the New Jersey Interstate Bridge and Tunnel Commission for authority to construct a vehicular tunnel under the Hudson River, New York and New Jersey, from about Canal Street, New York, N. Y., to Thirteenth Street, Jersey City, N. J., the plans for which have been recommended by the Chief of Engineers; now Therefore, This is to certify that the Secretary of War hereby authorizes the said work of constructing a vehicular tunnel under the Hudson River, New York and New Jersey, from about Canal Street, Manhattan Borough, New York City to Thirteenth Street, Jersey City, N. J., in the location shown on the plans, upon the following conditions: 1. That it is to be understood that this authority does not give any prop erty rights in real estate or material, or any excessive privileges; and that it does not authorize any injury to private property or invasion of private rights, or 89 *~ ', 'd %:. - " -, "..:~~ r' I ~I:"2 -" : ~`'~ . any infringement of Federal, State or local laws or regulations, nor does it obviate the necessity of obtaining State assent to the work authorized. It MERELY EXPRESSES THE ASSENT OF THE FEDERAL GOVERNMENT SO FAR AS CONCERNS THE PUBLIC RIGHTS OF NAVIGATION. (See Cummings v. Chicago, 188 U. S., 410.) 2. That the work shall be subject to the supervision and approval of the Engineer Officer of the United States Army in Charge of the locality, who may temporarily suspend the work at any time if, in his judgment, the interest of/navigation so require. 3. That if any pipe, wire, pile, or cable is herein authorized, it shall be placed and maintained with a clearance not less than that shown by the profile on the plan attached hereto. 4. That so far as any material is dredged in the prosecution of the work herein authorized it shall be removed evenly, and no large refuse piles shall be left. It shall be deposited to the satisfaction of the said engineer officer and in accordance with his prior permission or instructions, either on shore above high water or at such dumping ground as may be designated by him, and where he may so require, within or behind a good and substantial bulkhead or bulkheads, such as will prevent escape of the material into the waterway; and so far as the pipe, wire, or cable is laid in a trench, the formation of permanent ridges across the bed of the waterway shall be avoided and the back filling shall contain no rock and shall be so done as not to increase the cost of future dredging for navigation. If the material is to be deposited in the harbor of New York, or in its adjacent or tributary waters, or in Long Island Sound, a permit therefor must be previously obtained from the Supervisor of New York Harbor, Army Building, New York City. 5. That there shall be no unreasonable interference with navigation by the work herein authorized. 6. That if inspections or any other operations by the United States are necesssary in the interests of navigation, all expenses connected therewith shall' be borne by the permittee. 7. That if future operations by the United States require an alteration in the position of the structure or work herein authorized, or if, in the opinion of the Secretary of War, it shall cause unreasonable obstruction to the free navigation of said water, the permittee will be required, upon due notice from the Secretary of War, to remove or alter the structural work or obstructions caused thereby without expense to the United States so as to render navigation reasonably free, easy, and unobstructed; and if, upon the expiration or revocation of this permit, the structure, fill, excavation, or other modification of the watercourse hereby authorized shall not be completed, the permittee, at his own expense, and to such extent and in such time and manner as the Secretary of War may require, shall remove all or any portion of the uncompleted structure or fill and restore to its former condition the navigable capacity of the watercourse. No claim shall be made against the United States on account of any such removal or alteration.. 90 .. '... ~, ~.,'-.,'".,,~~~ ~...~i;..~~;.?',~i.8. That there shall be installed and maintained on the work, by and at the expense of the permitee, such lights and signals as may be prescribed by the.Bureau of Lighthouses, Department of Commerce. 9. That the permitee shall notify the said engineer officer at what time the work will be commenced, and as far in advance of the time of commencement as the said engineer officer may specify, and shall also notify him promptly, in writing, of the commencement of work, suspension of work, if for a period of more than one week, resumption of work, and its completion. 10. That if the structure or work herein authorized is not completed and written notice of completion is not filed with the aforesaid engineer officer on or before the 31st day of Decerhber 1921, this authorization, if not previously revoked or specifically extended, shall cease and be null and void. 11. That the permittee shall assume all legal liability for any loss or damage due to the construction, maintenance, or operation of any of the works and structures, or for loss or damage to any of the work hereby authorized; and said permittee, directly or indirectly, shall make no demand or claim of any kind against the United States or any officer or agent thereof for any loss or damage to the work or structures or to the permittee in the construction, maintenance and operation of the same, caused by any officer or agent of the United States acting under or by virtue of his authority as such; and said permittee shall not attempt in any way to prevent free use by the public of any area outside of that actually covered by the work or structure authorized. 12. That no part of the permanent structure between the pierhead lines along the New York side and along the New Jersey side, as approved by the Secretary of War, shall be above a plane situated fifty (50) feet below mean low water and all temporary structures shall be removed to the same depth. 13. That not more than feet in width of the river, nor more than feet in the length thereof shall be obstructed at one time by the plant and appliances, and anchors used in the work of construction. 14. That all floating plant and anchors used in the work shall display the signals and shall be marked as required by the rules and regulations approved by the Secretary of War August 18, 1916, and published in War Department form No. 46, authorized September.8, 1916. These signals shall be displayed continuously until it has been ascertained that the depth of water over all structures, except anchors placed in the river, is not less than the required depth of fifty (50) feet below mean low water, and all floating plant, appliances, and anchors have been removed from the site of the work. 15. That during the presence of the plant, appliances, and anchors, or any part thereof, at the site of the work, suitable power boats shall be stationed about.. one mile above the site and about one mile below the site, whose duty it shall be to warn all approaching craft of the existence and location of the obstructed - '. area. 91 16. That no obstruction shall be placed in.the river east of a line situated 1,000 feet west of and parallel to the pierhead line along the New York water front until the existing 40 ft. channel shall have been widened, at the expense of the permittee, to such an extent as to provide a channel with a depth of not less than 40 feet at M. L. W. and 1,000 feet in width exclusive of the space occupied by the permittee's plant for such distance upstream and downstream from the line of the proposed work as may be directed by the District Officer. 17. That the permittee shall, at his expense, cause navigation interests to be notified of the proposed obstruction by publication in at least two prominent local daily papers; by circular letter to all persons, companies, or corporations owning or operating floating plant in New York Harbor and adjacent waters so far as this may be practically possible. Since the work of construction probably will be prosecuted intermittently, the notice herein required shall be given, in each instance, a reasonable time in advance of the proposed work. 18. If during the progress of the work any plant, machinery, appliance, or material shbuld be sunk, lost, or thrown overboard, or misplaced, which, in the opinion of the Engineer Officer of the United States Army in charge of the locality, may be dangerous to or obstruct navigation, the permittee shall recover and remove the same with the utmost dispatch. 19. That the United States shall be represented on the work by one or more inspectors appointed by the said Engineer Officer each at a salary not to exceed one hundred and twenty-five dollars ($125) per month and subsistence, or subsistence allowance of sixty cents ($0.60) per day, and five dollars ($5) per day additional for Sundays and legal holidays when work on these holidays is being carried on. Payment for all services and allowances of inspectors shall be made by the permittee through the office of the said Engineer Officer on bills submitted by said office, and as a guarantee for the proper discharge of this obligation the permittee shall deposit with the said Engineer Officer in the form of a certified check made payable to the official order of that officer, an amount sufficient to cover the cost of the inspection referred to herein and in paragraph 6 foregoing for a period of three (3) months in advance; provided that upon the completion of the work, and the final discharge of the permittee's obligation, with regard to salaries and allowances of United States Inspector and to the cost of any additional inspectors (par. 6) the full amount of the security then on hand shall be returned to the permittee, it being understood that the security, or any part thereof, shall be disbursed by the United States only in the payment of the salaries and allowances of the Inspectors and of the cost of the inspections (par. 6) on the failure of the said permittee to make payment therefor on bills rendered by the office of the said Engineer Officer. 20. That if, during the progress of the work, "blow-outs" or other accidents should occur, or be deemed likely to occur, such steps for remedy or prevention may be taken as may be approved by the said Engineer Officer. 92 , '. 2... - -;.- v', ~- ' -'. ' *- -..'..~ ~,,z,,_ APPENDIX No. 2. WASH BORINGS, CORE BORINGS AND TEST PILES. The specimens of materials obtained both in the wash and core borings were suitably bottled and boxed for preservation and were deposited on the date of this report in the office used by the Consulting Board at 29 Exchange Place, Jersey City, N. J., and are available by the Public Service Corporation of New Jersey whenever they may be desired. The following sheets and the test specimens constitute the complete data obtained from these investigations. Specifications under which both parts of this work were done will be found below and form part of this appendix. 93?i i '": ~i~:l?r "~''. ""'' ~'~ '~u c, ''.'k'" 'I - -?~;:prrr c ~~" r..-. 4 ~ r r, L h;.~;~~.. ~;-i J_, 1E ~-.i ~ ~ ~~. *;~. ' ~'. A.,..;?.,/,,; A*. '*-fi,.. k 0 II i I\ I '.'-.r~: I ~. ', ~ SPECIFICATIONS FOR BORINGS APPROXIMATELY ON A LINE RUNNING FROM CANAL STREET, MANHATTAN, TO TWELFTH STREET, JERSEY CITY. *.., 95., li i ~: ( e~ '. ~_ e Specifications for Borings Approximately on a Line Running from Canal Street, Manhattan, to Twelfth Street, Jersey City. These borings will be mainly jet or wash borings and there will be three groups:-One on land approximately along the line of Twelfth St. or Twelfth St. extended, or in the vicinity of that street in Jersey City; the second along the line of Canal St., Manhattan, or adjacent thereto, and the third in the North River, between the first and second groups. BORINGS ON LAND These jet or wash borings will be made in the usual manner by means of an outer pipe or casing in short sections forced into the ground and a smaller inner pipe through which the jet of water is to be forced in order to wash out the solid material down to such depths as may be prescribed. In these borings the water may be forced down through the inner pipe, either by suitable hand or power pump. These borings will be carried down to bed rock if required or to a depth not exceeding about 125 ft. Provision must be made for blasting with small charges of dynamite, if necessary, in order to determine whether apparent rock encountered is a boulder or ledge rock. It is not anticipated that blasting will be needed to displace any other hard material than boulders or other rock, but if required, resort may be made to blasting to displace any material too hard to be eroded or displaced by water jet. These borings will probably be made from 100 to 150 ft. apart along the lines indicated, but other borings off the line may be required at any points where it is desired to secure additional information regarding sub-surface materials. The total number of these land borings on both sides of the river can scarcely be even approximately stated, but they may aggregate fifty or more. As the borings progress an observer not supplied by the bidder will constantly be in attendance at the point of discharge from the outer pipe or casing so as to secure specimens of solid matter brought up by the water and be continuously informed of the material penetrated. Frequent specimens of the solid material taken so as to indicate each change of material, and separately washed up must be put into broad mouthed short bottles ordinarily used for such purposes, to be corked and labelled, together with such data as will identify the location and- elevation from which the material has been taken. All such material specimens and other data or records taken or made in connection with these borings shall be arranged so as to be continuous in order and shall be turned over to and become the property of the Owner. 97 Among other data care should be taken to determine as closely as possible the sub-surface water level and the close or open character of the material penetrated. The party doing this work shall scrupulously respect and be governed by any regulations imposed by the municipalities of New York and Jersey City. The parties making the borings will secure from the proper City official the requisite permits required for the temporary partial occupation of the streets at points where the borings are made. The Owner will provide an Engineering Representative who will give general directions regarding the location of the borings and the conduct of the operations and who is to be afforded full opportunity at all times to inspect the work in progress and give such directions for its performance as he may deem best. RIVER BORINGS The borings to be made in the river will be of the same general character as those made on land and all the provisions for effective working records, specimens of material penetrated, etc., etc., on land are equally applicable to the borings made in the bed of the river. It will be necessary to provide a suitable scow or barge, approved as to dimensions by the Board of Consulting Engineers, fitted with the requisite leads and power equipment to handle the pipes used in making the borings. Effective anchors with proper length of lines must be supplied so as to hold the scow or barge accurately and steadily in position while the work of making any borings is in progress. These provisions must be made in view of the.large volume of water traffic which will constantly be passing the site of a boring. At points where the depth of the water and the character of the bottom will permit it may be necessary to use piles or spuds to hold the barge true to its position. Inasmuch as the depth of the water in the river is great and light collisions at least are to be anticipated, the outer casing or pipe to be used must not be less than 6 in. in diameter and it may be necessary to increase that diameter if it should be found advisable. As already indicated, both the pumping and the handling of the pipes must be done by power for the borings in the river. The depth to which these borings may be carried cannot be indicated prior to undertaking the work. The depth penetrated may be as much as 150 ft. below low water or more. Special care must be exercised in these river borings as in those on land to secure the most complete and continuous record possible regarding all material and its character, including the specimens for permanent record. These borings will be located about 150' apart along the line indicated, but others may be required wherever it may be advisable to secure additional information. 98 The position of each boring in the river will be accurately located by instrumental observations and that location must be closely held while the work of boring is in progress. It will be necessary to have a tug equipped with suitable power in constant attendance on the scow for the purpose of quick and accurate manipulation and also for the purpose of protecting the scow, as far as possible, from being struck or collided with by passing craft. The suitability of this tug, as well as the remaining plant, must be subject to the approval of the Engineer in charge of the work. All provisions prescribed by the U. S. Engineer Officer of this District and all regulations as to lights, buoys, signals or other regulations must be scrupulously respected in this river work. CORE BORINGS A few core borings only, if any, will be needed, but it is desired to provide for such borings if it appears to be advisable to penetrate the ledge rock. It is anticipated that the most of these borings will be required on land along Canal Street, Manhattan, and in water opposite Canal Street; i. e., in the vicinity of Pier 42. For core borings in the water provision should be made on the scow to use the casing pipe employed for wash borings in the river so as to drill out the core inside of that pipe and below its lower end. On shore a similar procedure can be followed if it is considered advisable. The depth of borings into rock cannot be pre-determined as it will depend upon rock elevation. If the latter is relatively high it may be necessary to take a core of 15 ft. or 20 ft. or more from the rock, but if the ledge is at a low elevation it will be necessary to penetrate it but a few feet. The diameter of the core may be anything from about one inch to two inches. In case core borings are required a careful record of the entire boring operation must be made and the entire core taken out, whether continuous or in small pieces, and placed in the usual long narrow box for permanent keeping, the depths at which the different parts of the core were taken being indicated on the box or in some other equally effective manner. Contractors will base their bids on the foregoing specification and in accord with the following assumptions: A Land Borings: There will not be less than 40 borings to be made inside of the bulkhead lines of New York City and New Jersey, the 40 borings to aggregate not less than 2,000 linear feet above the depth of 125 ft. Contractor will bid: 1. Price per foot of finished wash pipe boring to depth required not in excess of 125 ft. No allowance will be made for borings not going to the depth called for by the Engineer in charge. 99 *.;. *.. -;. ". ',.. * 4,,! A I-''I'~ I'm -.:;~:~" 2. Price per foot for additional depth if called for below the depth of 125 ft. 3. Price per sample for dry samples. 4. Price per foot for core borings in rock. B Water Borings: There will be not less than 20 borings in the river between bulkhead lines and the contractor may assume that the 20 borings will aggregate not less than 2,000 linear feet above the depth of 125 ft. Contractor will bid: 1. Price per linear foot of finished boring to depth required (not in excess of 100 ft. below river, bottom) from the bottom of the river. No allowance will be made for borings not going to depth called for by the Engineer in charge. 2. Price per foot for additional depth if called for below a depth of 100 ft. below river bottom. 3. Price per sample for dry samples. 4. Price per foot for core borings in rock. 100 9.~21~ ~i51i: ~~ i. ~* ~~~' -~~~~~;Ts~ s;,; u...,~~ It rr ' ';a:~~~~C:, ~;~ ~:~ l:? -.~.~~'~ ~;I.. )~rL~ _ 1~ SPECIFICATIONS FOR DRIVING TEST PILES IN THE NORTH RIVER APPROXIMATELY ON A LINE RUNNING FROM CANAL STREET, MANHATTAN, TO TWELFTH STREET, JERSEY CITY. 101 ~,. ~~ ~I'~~' ~ ~~~~ (( i I "' ~r — ~, r..... ~.c:.1~i "" r.,j ~~ lir s.: I~i m r 'r -.. 7>o-c / /J^/e4Oa/Q. 2" - &w7, ^s/-nAnce/Am ~ft~i ^g-/r^/ /r7 7 4 C 7 7 7 7 I f I I I 9 f 8 f f f y I f s s f F f f 9 I/ F f i f s f 7 /1 /6 /. /r /I /../s / ( /4 /1 /7 /7 17 17 17 17 17 17 17 17 17 17 17 17 1/7 17 /7 /7 17 / L /,v /Y 17 17! i/7 //7 nGL~ 12. r3,S0 ot.t J-tla 104f/. 7j. 0 /V. J fj, 0 //y.s/o.s/oyrb /oG.o /oyI o Bt.o Pz-0 C^o Z2^r cr ^j7/ o i Zr f3~o 7jo ZO I 4f.?32.8 *?/.P 71.3 c^z. 6A.7 2Y 3~ V2.3 LG.7 72.3 ^3/o 7^ Ut3 73. f 72. z ^a7 ^2.7 2.0 //. / /b^o /^.o /O. O /2.o B.Z 4.0 2. z 7.0 2.2.C 0 5.7 4 3. 7.i L. g /3. o 4.3 7.7 6. /,~.o 'CL oI*^ 97.c< /^ rrfe 2.0( frt2 2.3 1^ 1.^! ~Ln C.e< Qy A Y 3,$ L 7 /O 1.3.lr Z,,o /^ 2. z t.f J.a 3.a J.o 2.0 3,/././.2 0. 7 1/( J.o 3./ 3.1 2.o 27 17 Lz 2. 2/ 2.. 2 / 0 /2. V.O Z.7 ~/ /.Y stl f.3 2.o t.1.,/. 4 i A j j I I I I I t2 2.-0 2,r I.Y /I8.3 /. Y /f A3.f,t. -f /O -f /.r ZSt. I.2 (. Z.,Z /. o I.f 2- ( 2.r2 /7 4c /.sir Ao 2.y I/.7.r.s /. I / —. f..r.7-.7.7 I.t /. A.2. A r 2,/ /f. Z.0 I.? /.r.7 /. z. 4 Z.s /.o /.I. (a.f /. P /. y.2..z././ . aW> utkyoo 4otoo /2./00 ^/ro o..roe ^b. bao ysr >o tr s o J~r.yoQ -IF.000 6 1.70><~ r too 3 0-yo 0 -1(. Oo a 3f. /o0o 30. ybo ^oo 60.fV6 C6f0 10,200 1^.3zoo 3 I..a o /0. 2 Oo 3t.J'o o 3V. 00 110.000 ^Jo. 00 o j 4 7i7f 11 / //. f ata. y f~ 7Y /O 0. 5 -2.0 y~t. 2 J-/. 0 1 63, / (,O J/. 4 I I 0 ft/edrrAP4~/rrrm fij. OX llrJ~d. C OlleewooC fi/es cu/~/^*fde dr~if9 7 Apsof*oo foc' Ir -3T! ( J - 10 Rck - 7/r-..r' 1?ot4-J3;y F I I PY If. 'of2~ no o o y../.2 2.2 / c 2.6. /.<7. 0.2../r./..3.2. /J,.(.:P 2.7 /.o zd^ p F.~ /?f / / 0X 1: 11 r- Z --- rw#. I - 0 /4 I lpr*7r -1 4w" j I I k.-,eI - -- -Avf:.. * M-p D. - 1 V A&Ir. owq APPENDIX No. 11. REAL ESTATE. The Board has in its report intentionally refrained from any general discussion of the real estate question. The plans show the use of private property for the Jersey City terminus. The Board anticipates that the construction of the tunnel will increase the value of properties adjacent to its Jersey City terminus for use as sites for storage warehouses, small factory lofts and similar buildings. If the tunnel were on private property it would not prevent the use of that property as a site for a building, as it will require only part of the cellar and part of the ground floor for tunnel passageways through a building entirely covering the site. On the New York side the plans show the use of a portion of Canal Street as the terminus. It is improbable that the City authorities would permit such use unless arrangements were made to considerably increase the width of Canal Street, where the outlet of the tunnel encroaches on the surface of the street. Such widening could be made only by the condemnation and purchase of a strip of private property along one or both sides of the street. It would probably be cheaper to condemn the entire properties on one side of the street and dispose of remnants not required for the widening, or to purchase an entire block north or south of the terminal opening and later utilize the plot as the site of a building. Your Board is of the opinion that property purchased at a reasonable price suited to the location might yield a satisfactory return on the investment. The cost of the building would not be greatly increased by the necessity of spanning the tunnel passages, nor would its use for storage purposes be interfered with beyond the loss to the building of the spaces used by the tunnel. The Board has considered Spring Street as a location for the New York approach. This location would avoid the large sewer on Canal Street, and if suitable property could be purchased for the above described purposes at a reasonable price, this location might be cheaper and, all things considered, better than the Canal Street location. The use of West Street would avoid the necessity of purchasing any New York real estate. The Board has made no inquiry as to the feasibility of securing from the City permission to use West Street, nor as to the rentals or payments, if any, which the City would require for such use. 132 k' (r 'k3zZ rn h C 1-.. — A 1'..,-i "b -i 11<1' 6VivE$7:d 2S 24'. 7 '..y-. / NA t t "A'4 IIdo INS Sr. /0f0 I, 16eAe "47 /A7;,6 66 66 /60' /eD plyr~~ r- I L IA '4 I I WEST STREET r -A > 4- 0i (P G -Tri " 1 Q P - - o JII ~-iI GP- -EHV'ICH ST RE ET ST R f1 E1 o / II I REN\wmVCK svT. - L I 5T R E ET -4 -4 L --- 0 0 rpI~ (p -1 rn A4 () 1 L ST- R ET C-_,, - C.- z: i ~, p 7-7 ~1 -m T. 0 F) Ir,T-:3 Q2 rl 7 rn -I C) (-p 0 T-t - mr ______ ___ ___ _I L EY. 0. 0 M =AN Low \NATE-R _IfI _- -------- A ^7^- ~ ~ ~ ~ ~ l \ * ^/^ 1 / r1 \ I i\ U1ER> VA-Tlo n IK1PODS TO BE U)ED FOP, GUID~lM-V - ^/ ~ \^ 9 i I^i \ l TurtM-L 'tCT\O^'S To PROP~R. LOCATIOI1 0 ~< -! za |! i I oi!o oit i '" iU~., r I:? L y. 7, P ~E! -! ' ^i 1 1 1ll'**, i \ I ~ -i -- -- il i i! ' ^1 I;l II-; - I -r ---- ~ _______ _________/ u \ __ _ _ ____. __ _.\zzz _~^z ~ \ --- —--— *..' J f.-. < - <, * *..-: i \.. ^ < /.^~..:=;y- '^?I I."?/ --— 0.~ ~*'>*t> <'~'^. *,..**, s '** '**/ ' *^ B ***^>'*~^ * ^ *-^ ' " **^ s;~S-R --- — ---------— ~ H, —H --- I il Vi 1f- R - - n - l (!! lI * I~:~ l i i i \ 9 CROS,5 3ECTION &' x.. x y I N1 G1-b.A 3W PLATE: LOnGiTuDNAL. 1r7LEVA~iN _r&' 3ECTION A 'l 'I' fA5KET E)CT"\Er< AHGLE5 1 W P ^/^'ArtGLE5 [ I o Z RF - Or Tn VH E LO — 7 _ "' - ~iS h=-A — e r ^^ ---.^g:j-i fc ^ — ^ ^__ ~ C j d Q~0 I ~~_Qb g^:i~^^ ^ '1~ \ ' ^ TT-'-I —^~d a \ u, ^"^ s^ - *> ^ \ ~. ^yy^ -^c7 s'^" \,ip- fS f b 6b\ y y D&-TALL JOL JOINT Report of Board of Consultinq Enqineers PROPOSED VEHICULAR TUNNEL U"DER HUDSON RIVER FRO"M Canal St, New York. N.Y. to O.D. St., Jersey Gity.N.J. A METHOD OF SINK1NG SECTIONS AND> A STUDY OF THE CONNECTING JOINT ScOle as 5hown Droinj No. 0, Approved,- A ^.ez 2^^;u c~fjLlrcL^^ya Janirg. 1911. Pi-A I 'ir \\ — '^;-;-:t ~o _____...::.;^.i -1 S l1 ' ''f*- *-* ^-;-;::*^ ** 1 ^ i — E 1 ll - - - r'~ ~~~~~~~i.. ^.;:..-....^;I | 0\ uii > u Z Srj z ) z.5 - >- 0 i= H K - ^ r:r A c 3 oc X z cr-,- - e cr cn 5^*s tJ@I to A, I rP 11 ll 11 ^i-gh "* ~ ~ ' ^^ ^.^ '* - ' X `*.ji../.*,I i ':: *L; C 1 1 ci i' ~' i~ -~L \ ~ I I I IL IT I II Irt, - --- " -- -- - - 1.-t I 6 I - I I Mr %IZ- -'SW NLIr-. *, -0..- -.- -.0-W )-k4l. -fl 11 - -- - I I.:: t. A Ap, 74 4 f. Al. W.,e 0 - i 1 =3 I A i _n I I - --- I - I I I i i x x,: i I t I I I i I x I I I i I - I r I I i I II I I f, V, i I r I I I I A I i I - - - - - L XF - I I q I I I i i x I i I i:1 I", I I I - i I - - - -i x i i x P, -11 X! - - x I - - I x I x x i I I < x i.. I < x I I I — I 7T\R Tr-TT-)Ur I i I \ 11 i I1. i I I I 'I I I I I I I I I I I I II I I I I I I I I i I I 1, - , 4 I 10 I 1 t\! ",'IVIC I N t " I I i.,, I I A-14-e L- - I H i -. 1. I II %Wr.0e.rv t, W Ai,& /.-,-,A -f 4 t I QlbI r ---__ j /o,- to I i I-,. 4 I I I I 4111 I 1.0I i I,: All Report of Doara of ON opnpnQr-n vpwir Consulting E"Ineers r%.l 11 AD TI IMMM I m 1 L II I I t:I, 11 li. II, I 11I Ii 01 q., r, L 9 I - Jr - - I I - r - - -I I T - II- II r I 91. J,: " - I.0 -, 'r -, -- -.-i- - - j, -- - - - - -, - —,*.- -!2: i- tl — f i i 11 If I iI I; lj;I 1 i I I-F'%UFUQL-.LJ TF —FlILpVL-fI% I UrOm HUDSON RIVER C4nol St, NeW YORk. N-Y to 12 th. St., Jersey City, N-J GENERAL DRAWING OF METHOD NOJ FOR DRIVING AND CUTTING OFF PILES 5cale 1'-204 Jarwary, 1917, Drovvinq No. 9 Approved; I I I -.Ii r.1 I, me - f,VA, Ele.-o h'W ze, " Avv,;,,v / Xe r- / I 1 __ —I I r~nC -P i '. I __~ii~L I Am-i / I 1! I i I i I I iI I MI3L \,< I/I ^ ---|-,PII y!I il _ _I I^ M\3 L 1, 'J.I- - - I=- - - - r I, /' i V-. ->~,,, I1 1, I 1\1N II ~I F o~/ E\I I\\ r L- - -- -- 3 1 -j - -- - — I I Ir -tr) f /'-r "Is:I i. 11 i ill i i~ E I ^ El I I I i '.? Of -- -^ -~-1- =.v ~ - — cS ^Ih IV ~ ft.-..r- -. -- --- -- - r, I I~-i~ FSt —: f -~I *,~ -r K V^^ h L\I I i II r I I I -4 v I I rr rr-rr ", 6t Fl-U-s K7 k:-l A -- --- - -- -;_-Iz1=311" -V7\7^;a-F i, 'I" r --- v il-l" I S: ----- y \~I I` I q b,,I - - - - II I 4 r,, 11 I I; 1, k r L -I ~Y- - - - -= -I ---_ I i - - - 7'-.C~ I 'I II i~ N B < 9 o -0 \ --- I I.(t \ La 7^ PB V1 " ^jp * / '-1"V= 1 m -.. -1 C I-~= U1 Y 1^9- - _ I P4|^ 5 ^ --.' A?- — a -,. WV/ V-VIVA-t^- - — I — \ I 7 x /I I Iy / -0" -- - - - -_ ~ - -q - -t -- - -- rZ. tI 1 i C\9j I~l (,,I i i -1 5 E/f1 /C c /yie I T 0/_ _ A h.m-;F~z! ",I I~~/-~~~ E~e, Wr v - I i v — 4-f_ U' v 1 /// % I -l //// N \", I L ny -T- "" " - -- - a Report of BoOrd Of Consulting Enfregrs ON PROPOSED VEHICULAR TUNNEL umltR HUDSON RIVER Canal St.. New YORK, N.Y. to 12th. 5t., Jersey City. N.J. TYPICAL DETAILS-METHOD N01 DRIVING PILES - I - 0 - I 8'-o - 4 - - I //or/ 2n0f0/ Tr l.rs '2 ec -;,Cn r C- C. oler/j eloo/ /r4ses oQ Sec/^^s s /-/, B-ff, D-D scale f*-L-o' Drowing No. 9-a Approvedr - ^~- - W- ^^ 4^A^^ ^ January- 1917., Oversized Foldout Oversized Foldout Oversized Foldout Oversized Foldout Oversized Foldout EXHIBIT 8. TABLE SHOWING CAPACITY OF TUNNEL 135 I I TABLE SHOWING HOURLY WEEK DAY USE OF TUNNEL BASED ON 2,000,000 VEHICLES PASSING THROUGH PER YEAR Length of covered tunnel, 9409.19'. Speed, 10 miles per hour. Time required for vehicle to pass through tunnel, 10.7 minutes Estimated No. of No. of vehicles esvehicles using timuated as motor Cortlandt, Bar- driven and which clay, Chambers, are assumed as HOUR Desbrosses and diverted to tuunel, Christopher Street being 50%0 of IreviFerries in 1920, ous column (both by hours. ways), by hours. A. At. 12 tol1 224 112 l to 2 243 122 2 to3 I 221 l11 3 to 4 250 125 4 to a 291 146 5 to 6 338 169 6 to 7 525 263 7 to 8 867 434 8 to 9 1054 527 9 to 10 1022 511 10 to 11 957 479 ll tol12 861 431 P. M. 12 tol1 702 351 to 2 7615 383 2to3 872' 436 3 to 4 812 i 406 4 to 5 764 382 5 to 6 832 416 6 to 7 719 360 7 to 8 408 204 8 to 9 255 128 9 tolO0 272 136 10 to 11 197 99 11 to 12 228 114 Assuming traffic in I92) a~s equally (livimiedq going to Average distance No. of vehicles andI comning from, vehicles both ways New York. would be in the tunnel No. of vehicles ap art. at one time. using tunnel one wvay, by hours. O6 i6 1029 20 6 1 925 22 55 1029 20 63 880 I 23 73 768 2 6 85 633 3 1 131 412 4 7 217 233 7 8 264 189 94 256 192 92 239 209 86 215 217 83 176 293 63 191 266 69 218 233 78 203 250 73 191 266 69 208 242* 75 180 284 65 102 522 3 7 64 1 880 23 68 802 25 4 9 1160 1 8 5 7 974 2 1 137 I ~I Date Due I TF 238,H73 P98 Public service corporation of New Jersey Report a 0 In p. mR 0 2;K -4 Z