(1904) Interborough Rapid Transit

The New York Subway Interborough Rapid Transit

I *

*.**

t

V-v*

-

'i-t i-1

ThcNcwT

rk Subway Aaptd Transit

Inter* Octob

,

L

of V ,e ,,

Miited to a scant

among Now, to

marked the

official

opening

jrough Rapid Transit, commonly ,ne "Subway." To celebrate the occawas original edition of this book, which

200

copies,

was distributed

the high-ranking guests.

for

those

all

New

know more about

Yorkers always seeking Arno Press has

their city,

reissued this delightful book.

Here is the story of the official opening, along with a few cases of "Firsts" as they were The New reported in a \t 16 page newspaper: York Times.

subway, for which the contract was signed four years and seven months from the ago, is ready for the formal opening

"The rapid

transit

City Hall to

One Hundred and

Forty-fifth Street.

be very simple. The invited guests will take the first train from the are City Hall Station as soon as the exercises

The opening exercises

will

.

.

ended, making a return trip to One Hundred and Forty-fifth Street and Broadway. "Until 6 o'clock holders of

complimentary passes be admitted to the subway. At 7 o'clock the sale of five cents tickets will begin." Thursday, October 27, 1904

will

"New

York's

dream

of a rapid transit

became

a

reality at exactly 2:35:30 yesterday afternoon, when the running of trains with passengers began. The official train made its run exactly on

time, arriving at

One Hundred and

Forty-fifth

Street in exactly twenty-six minutes." Friday, October 28,

A few cases of

1904

"Firsts"

"There are a few

firsts to

be noted

the history of this great change

in

in

writing

New

York

transportation. The first man to give up his seat to a woman in New York's subway was F. B. Ship-

He was on the

ley of Philadelphia.

and the lady was good it made no difference body was polite." "The

first

man

to

official train

looking, but he said that in

Philadelphia every-

ask for a transfer refused to

name. Itwas on the return trip of the offitrain. He wanted to get off at Spring Street,

give his cial

and he asked, 'Can get I

a transfer?'

"

(Continued on back flap)

REFERENCE HOT TO BE TAKEN

.

3 3333 03 143 7649

THE TOW YORK PUBLIC HEW DORP REGIONAL 309 NEW DORP LAMB ISLABD, H. X, 10306

THE NEW YORK SUBWAY

OPERATING ROOM Of POWER HOUSE

INTERBOROUGH

RAPID TRANSIT The ITS

New

York Subway

CONSTRUCTION AND EQUIPMENT

NEW YORK INTERBOROUGH RAPID TRANSIT COMPANY ANN DOM! MCMIV ARNO PRESS -NEW YORK A PUBLISHING AND LIBRARY SERVICE OF THE

NEW YORK TIMES

LIBRARY OF CONGRESS CATALOG CARD NUMBER:

COPYRIGHT,

1

71-90436

904, BY

1NTERBOROUGH RAPID TRANSIT

CO.

NEW YORK

This Edition Prepared for Distribution by

MANUFACTURED

IN

Crown

Publishers. Inc.

THE UNITED STATES OF AMERICA

THE NEW YORK PUBLIC LIBRARY HEW DORP REGIONAL BRANCH

STATES

EEPEEEITC1 OT TO BE TAKES fEOM

""10306

RAPID INTERBOROUGH CONSTRUCTIO THE S

U

B

W'A Y

.

T

JT L" TT

E:

TRANSIT N

1

s

T

TA B L E OF CONTENTS PAGE No.

INTRODUCTION,

................

CHAPTER

I.

CHAPTER

II.

CHAPTER

III.

POWER HOUSE BUILDING,

CHAPTER

IV.

POWER PLANT FROM COAL PILE TO SHAFTS

CHAPTER

V.

CHAPTER

VI.

CHAPTER

VII.

CHAPTER

VIII.

ROLLING STOCK

CHAPTER

IX.

SIGNAL SYSTEM,

CHAPTER

X.

CHAPTER

XI.

CHAPTER

XII.

THE ROUTE

or THE

13

ROAD; PASSENGER STATIONS AND TRACKS,

TYPES AND METHODS OF CONSTRUCTION,

23

37

.

..........

67

OF ENGINES AND TURBINES,

.

SYSTEM OF ELECTRICAL SUPPLY,

.......

...

91

ELECTRICAL EQUIPMENT OF CARS,

...

...

117

......

121

...

125

LIGHTING SYSTEM FOR PASSENGER STATIONS AND TUNNEL,

CARS, TRUCKS, ETC.,

......

.................... ....................

SUBWAY DRAINAGE,

REPAIR AND INSPECTION SHED,

SUB-CONTRACTORS,

...

.

.

.

..............

135

145

147

151

INTERBOROUGH RAPID TRANSIT COMPANY Directors MCDONALD G. OAKMAN

AUGUST BELMONT E. P. BRYAN

JOHN

ANDREW FREEDMAN

JOHN PEIRCE

JAMES JOURDAN GARDINER M. LANE

MORTON

B.

WALTER

F.

WILLIAM A. READ ALFRED SKITT CORNELIUS VANDERBILT

GEORGE W. YOUNG

PLANT

Executive Committee AUGUST BELMONT ANDREW FREEDMAN

WILLIAM A. READ

JAMES JOURDAN

WALTER

G.

OAKMAN

CORNELIUS VANDERBILT

Officers AUGUST BELMONT, PRESIDENT H. M. FISHER, SECRETARY

E. P. BRYAN, VICE-PRESIDENT E. F. J.

W. McWiLLiAMS, TREASURER

FRANK. HEDLEY, GENERAL SUPERINTENDENT GEORGE W. WICKERSHAM, GENERAL COUNSEL

GAYNOR, AUDITOR

DEYO, CHIEF ENGINEER CHAS. A. GARDINER, GENERAL ATTORNEY S.

D.

L. F.

DELANCEY NICOLL, ASSOCIATE COUNSEL

ALFRED A. GARDNER, ASSOCIATE COUNSEL

Engineering Staff S.

L. F. Deyo, Chief Engineer.

Electrical

Equiptncnt H. N.

L. B. Stillwell, Electrical Director.

Frederick R. Slater, Assistant Engineer

Albert F. Parks, Assistant Engineer

in

in

Latey, Principal Assistant.

charge of Third Rail Construction.

charge of Lighting.

George G. Raymond, Assistant Engineer in charge of Conduits and Cables. William B. Flynn, Assistant Engineer in charge of Draughting Room.

Mechanical and Architectural J.

Van Vleck, Mechanical and Construction Engineer.

William N. Stevens, Ass't Mechanical Engineer.

William C. Phelps, Assistant Construction Engineer. Paul C. Hunter, Architectural Assistant. Geo. E. Thomas, Supervising Engineer in Field.

Car's

and Signal

S\stci>i

Watson T. Thompson, Master Mechanic.

George Gibbs, Consulting Engineer. J.

N. Waldron, Signal Engineer.

RAPID TRANSIT SUBWAY CONSTRUCTION COMPANY Directors MORTON

WALTHER LUTTGEN

AUGUST BELMONT

F.

PLANT

B.

McDoNALD

WILLIAM A. READ

ANDREW FREEDMAN

WALTER

G. OAK.MAN

CORNELIUS VANDERHILT

JAMES JOURDAX

JOHN PEIRCE

E.

P.

BRYAN

JOHN

GEORGE W. YOUNG

GARDINER M. LANE

Ex ecu til >e

Committee

AUGUST BELMONT

JAMES JOURDAN

ANDREW FREEDMAN

WALTER

G.

WILLIAM A. READ

OAKMAN

CORNELIUS VANDERBILT

Officers AUGUST BELMONT, PRESIDENT

WALTER ii.

G. OAK.MAX, VICE-PRESIDENT

M. FISHER, SECRETARY S.

L. F.

JOHN

B.

JOHN F. BUCK,

McDoNALD, CONTRACTOR

TREASURER

E. F.

J.

GAYNOR, AUDITOR

GEORGE W. WICKERSHAM, GENERAL COUNSEL

DEYO, CHIEF ENGINEER

ALFRED A. GARDNER, ATTORNEY

Engineering Staff H. T. Doughs, A. Edward Olmsted, Division Engineer, Manhattan-Bronx Lines. S.

L. F. Deyo, Chief Engineer.

Henry B. Reed, Division Engineer, Brooklyn Extension. Theodore Paschke, Resident Engineer, First Division, City Hall City Hall to Bowling Green

;

and Robert

to

Principal Assistant Engineer.

3jd

Street, also

Brooklyn Extension,

Fowler, Assistant.

S.

Ernest C. Moore, Resident Engineer, Second Division, 3jd Street to iO4th Street; and Stanley Raymond, Assistant.

William C. Merry man, Resident Engineer, Third Division, Underground Work,

West

Side

and

Westchester Avenue

William E. Morris, Allan

Jr.,

A. Rohhins and Justin

iO-|.th

East Side; and William B. Leonard,

Street to Fort

W.

George

A. Morton, and

Assistants.

Burns,

Resident

Engineers,

Fourth Division, Viaducts

;

and George

I.

Oakley, Assistant.

Frank D. Leffingwell,

Resident

Engineer,

River

East

Tunnel

Division,

Brooklyn

Extension;

ami

C. D. Drew, Assistant. to Prospect Park; Percy Litchfield, Resident Engineer, Fifth Division, Brooklyn Extension, Borough Hall

and Edward R. Eichner, Assistant.

M.

C. Hamilton, Engineer, Maintenance of

D. L. Turner, Assistant Engineer

in

Way

;

and Robert E. Brandeis, Assistant.

charge of Stations.

A. Samuel Berquist, Assistant Engineer

in

charge of Steel Erection.

William

in

charge of Draughting Rooms.

J.

Boucher, Assistant Engineer

DO QD

liDH

DDD Q.DDDi

INTRODUCTION of the rapid transit railroad

completion

which

THE

is

popularly

known

in

Manhattan and The Bronx,

the boroughs of

" as the Subway," has demonstrated that underground railroads can be

built beneath the congested streets of the city,

and has made possible

in the

near future a compre-

hensive system of subsurface transportation extending throughout the wide territory ot (ireater

March, 1900, when the Mayor with appropriate ceremonies broke ground

In in

Manhattan,

mitted

itself

In

freely

to finance the

looking

at

the

finished

streets, as to

road as

owned by

a

completed work, one

is

apt

at

the

to

wonder why

it

ever

seemed

start.

and operated under

city

payment of moneys by

city,

and

built

legislation

unique

the city, and city supervision over construction and operation.

the interpretation of these provisions might have to be passed

New York

upon by the

Questions

courts, with delays,

how

where the crowded calendars retard speedy decisions.

the uncertainty ot experience of the elevated railroad corporations in building their lines had shown

would have any

legal

legal

It

precedents.

ground

for

was not,

at

An

volume

ot

underground

litigation

railroad

unprecedented was

a

rights of

in the

at

light,

least, to

None

An

and

access,

which were made the

entitle

could say that the abutting property owners

them

eminent judge of the

to their

day

in

court, a day which,

in

Owing to the magnitude of the work, New York Supreme Court had emphasi/ed

might stretch into many months, or even several years.

delay might easily result in failure.

air,

courts of any country.

new condition.

might not find rights substantial enough, State,

supposed that the abutting property owners

that time,

new laws complaint against the elevated structures, but the courts found

new conditions and spelled out new property

basis tor a

this

America had com-

municipal governments, complicated, and minute in provisions for the occupation ot the

depending upon

tor

in

the

the

serious none could foretell, especially in

The

financiers

in

railway was to be

history ot

Borough Hall,

undertaking.

impossible and to forget the difficulties which confronted the builders

The

York.

prophesied failure for the enterprise, although the contract had been

most capable contractor, and one of the best known banking houses

a

the

new road, there were many well-informed people, including prominent

for the

and experienced engineers, who taken by

at

New

PAGE

I4INTERBOROUGH i

"

s

i

',

s

r

',

i

i

',

property abutting upon a street or avenue, the tee city

of

New

York, so

the

as

far

and

in

~

~

"

~

"Just what are the rights of the owners

of

^

]

the uncertainties ot the situation in the following language:

been acquired by the

TRANSIT

RAPID ~

"

SUBWAY

THE

is

~

r

We

New York

under

and operated

railroad, constructed

in

the city of

municipal authority for nearly twenty years, which has been compelled to pay

property owners for the easement

abutting

maintenance

road

still

from

true, that the city

is

this

and operated,

interference,

State

this

alone, tor to

act,

the

difficulty

The

because

if

to ascertain."

suit

for

damages, or otherwise on the

doubt

lies

with

which the courts

in

exists

they have

not

not with the

United States

the

hitherto will, to

to

shown much

some extent

at

"

to be inevitable

was that the Constitution of the State of

ot

the city

is

the courts; and

proceedings will be undertaken which

work seems

"How

and had said:

That question

?

capacity ot the city to undertake the

Supreme Court of

make much

legal

now

fulfillment,"

and when such jurisdiction

with the progress of this

Another city.

What

not ascertained.

the contractor the right to construct and operate, free

cases without

there are

That

reluctance in acting least, interfere

to

impossible

"a condition absolutely impossible of

as

would have jurisdiction

of the

is

and

But another eminent judge ot the same court had charac-

prevent interference with the work by injunction courts ot

is

it

whether by injunction,

owner or other person."

part ot any abutting terized

by the construction

appropriated

and

millions of dollars to

many

have to pay

that the road will

undertook "to secure

rights, claims, or other

all

amount

legislative

cause to abutting property, and what easements and rights will have to be acquired before

will

the road can be legally constructed It

the

streets

public

have now the

be imposed upon the city under this contract; what injury the construction and operation of

liabilities will

this

the road, and

ot

the

in

i

not required for the ordinary city uses of

gas or water pipes, or others ot a like character, has never been finally determined.

example of the elevated

M

r

!

underneath the surface of which has

to the soil

same

n

New York

limited the debt-incurring

work had been much discussed

in

power

the courts, and

the State had disposed of that phase of the situation by suggesting that

it

did not

difference to the municipality whether or not the debt limit permitted a contract tor the work,

the

should be exceeded,

limit

"no

liability

could possibly be imposed upon the city," a view

which might comfort the timid taxpayers but could hardly be expected to give confidence to the

who might undertake

capitalists

the execution ot the contract.

Various corporations, organized during the thirty odd years of unsuccessful attempts by the city to secure underground rapid transit, claimed that their franchises gave

exclusion ot the

new

enterprise,

and they were prepared to assert

ground Railroad Company of the City of

Supreme Court of

their

contest to the

until

March, 1904, when the subway was

New York

sought

to

them vested

rights in the streets to the

their rights in the courts.

(

The Under-

ot the road and carried enjoin the building

the United States which did not finally decide the questions raised practically complete.)

Rival transportation companies stood ready to obstruct the work and encourage

whomever might

find

objection to the building of the road.

New York

has biennial elections.

The

road could not be completed

one administration might not be the attitude of

The

its

structures, such

the streets as

themselves were

two years, and the attitude of

successors.

engineering difficulties were well-nigh appalling.

considered, and

in

already

Towering buildings along the

occupied with

sewers, water and gas mains, electric

a

streets

had to be

complicated network ot subsurface

cable conduits, electric surface railway conduits,

INTERBOROUGH T H

K

A Y

B \V

S L

telegraph and power conduits, and

On

property owners.

vaults extending out under the streets, occupied by the abutting

many

the surface were street railway lines carrying a very heavy

the thoroughfares in the lower part of the city were congested with vehicular

all

and demanded millions

Finallv, the city was unwilling to take any risk,

the smallest

The

night and day, and

traffic.

ot dollars ot security to insure

detail.

builders of the road did not underestimate the magnitude of the task before them.

the most experienced

experts for every part of the

work and,

The

New York may best equipped

limited

by the

feel

Upon

proud.

intraurban

the contract.

improve upon the best devices used safety, comfort,

The

road

and accessible,

the world.

in

They have

modern

from

local

Special

one of which every

own

to secure

tor the

traveling

to

public

and speedy transportation. is

and escapes the delays incident

off the surface

The

and well ventilated.

light, dry, clean,

express service, with

trains

consequent delays

to

its

own

tracks,

to

city streets,

congested

stations

of

An

traffic. is

electro

unique

and the

stations are so arranged that passengers

in its

The

mechanism.

third

rail

conveying the

tor

At

parts of the railroad structures

designed and constructed with

a

City, in

tare.

Strength, utility,

and equipment,

electric

current

emergency and

fire

few stations, where the road

cars

is

is

have been designed to preot

supplying great speed

and convenience have not alone been considered, but

stations,

power house, and

electrical sub-stations

have been

view to the beauty of their appearance, as well as to their efficiency.

completion of the subway marks the solution

New York

The

a

Special

and improved types of motors have been adopted, capable control.

additional

pass

pneumatic block signal system has been devised, which excels any

not near the surface, improved escalators and elevators are provided.

combined with complete

ot

payment

may

of the electric power and the

a failure

alarm signal systems are installed throughout the length of the road.

fire,

There

heretofore not heard of on intraurban lines.

covered, so as to prevent injury to passengers and employees from contact.

vent danger from

but near the surface

and approaches are commodious, and the

express trains, and vice versa, without delay and without

system heretofore used and

people of

the best constructed and

equal the best devices, but

to

railroading,

precautions have been taken and devices adopted to prevent

The

citizen ot

he efforts ot the builders have not been

I

striven, not

electrical

stations themselves furnish conveniences to passengers a separate

is

the completion of the road the city will

rapid transit railroad in

terms of

strict

result

retained

They

organization in an incredibly

perfecting an

short time, proceeded to surmount and sweep aside difficulties.

all

traffic

completion of the road according to the contract, the terms of which were most exacting down to

the

is

TRANSIT

RAPID

spite

ot

a

of the best efforts of

problem which

many

of

account of Rapid Transit Legislation would be out of place here, but

Act under the authority of which the subway has been

built

is

its

a

tor over thirty years baffled the

An

foremost citizens.

extended

brief glance at the history ot the

necessary to a clear understanding ot the

From 1850 to 1865 the street surface horse railways were sufficient tor As the city grew rapidly, the congestion spreading northward, to public.

work which has been accomplished. the requirements of the traveling

and beyond the Harlem River, the service of surface roads became entirely inadequate. forty-two well

known

business

men

also

early as 1868,

of the city became, by special legislative Act, incorporators of the Ne\\

York City Central Underground Railway Company,

The names

As

to build a line

from the City Hall

to the

Harlem

of the incorporators evidenced the seriousness of the attempt, but nothing came ot

by special Act, Cornelius Yanderbilt and others were incorporated

as

The New

it.

River.

In 1872,

\ ork City Rapid Fran-

PAGE

PAGE 16

N T E R

i

THE

S

U

B

TRANSIT

RAPID

O R O U C H

A Y

B \V

Company, to build an underground road from the City Hall to connect with the New York & Harlem Road at 59th Street, with a branch to the tracks of the New York Central Road. The enterprise was soon abandoned. Numerous companies were incorporated in the succeeding years under the general railroad sit

underground roads, but without

laws, to build in

The New York

1881,

tion of the last

rive

in

The Terminal Underground

1885,

1886,

the city secured in 1891 the passage of the Rapid Transit Act under which, as amended, the

As

has been built. ot

Company

attempts to build a road under the early special charter and later under the general laws having

All failed,

Jersey Tunnel Railway

Tunnel Railway Company

the Central

The Underground Railroad Company ot the City of New York (a consolidatwo companies) in 1896, and The Rapid Transit Underground Railroad Company in 1897. in

Company

Railway

& New

among them

results;

originally passed

rapid transit railroad

it

did not provide tor municipal ownership.

commissioners might adopt routes and general plans for

consents ot the local authorities and abutting property owners, or

in

owners the approval ot the Supreme Court; and then, having adopted operation, might duties were

sell at

a railroad, obtain the

lieu ot

the consents ot the property

detail

plans tor the construction and

public sale the right to build and operate the road to a corporation, whose powers and

defined in the Act, for such period of time and on such terms as they could.

sioners prepared plans and obtained the consents of the local their consent

the

;

subway

provided that a board

It

Supreme Court gave

its

approval

in

lieu

authorities.

thereof, but

The

upon

The Commis-

property owners refused

inviting bids the

Board

ot

Rapid Transit Railroad Commissioners found no responsible bidder.

The

Hon. Abram

late

S.

Hewitt, as early as 1884, when legislation tor underground roads was under

discussion, had urged municipal ownership.

"

It

was evident to

me

that

Speaking

in

1901, he said of his efforts

in

1884:

underground rapid transit could not be secured by the investment of private its construction was dependent upon the use of the credit of the City of

capital, but in some way or other

New

York.

Inasmuch

as

it

would not be

me

that if such credit were used, the property must belong to the city. tor the city to undertake the construction itself, the intervention of a

was also apparent to

It

sate

To secure the city against loss, this company must necessarily contracting company appeared indispensable. be required to give a sufficient bond for the completion of the work and be willing to enter into a contract tor its continued operation under a rental which would pay the interest upon the bonds issued by the city tor the construction,

and provide a sinking fund

sufficient for the

seemed

to be indispensable that the leasing company estate required tor its power houses and other buildings an It

also

the city against loss in case the lessees should

Mr. Hewitt became Mayor of

the franchise, the

Hewitt's idea

ot

the citizens ot

New York

municipal ownership.

Commerce undertook

Whether

as

no support.

An amendment

to solve the

whether the rapid

transit

franchise to be sold in the

city, or

in

the form of a Bill to

Six years later, after the

to

Mr.

would meet the approval it

ot

was decided to submit

Act of 1891 was drawn (Chapter 752 of the Laws

railway or railways should be constructed

expense, and be operated under lease from the

in the real

problem by reverting

or not municipal ownership

to the

and

originally drawn, to obtain bidders for

1894) which provided that the qualified electors of the city were to decide

ballot,

a

rolling stock

could not be determined; therefore, as a preliminary step,

the question to a popular vote. of

practically

under the Act of 1891,

ot

at or before maturity.

amount ot money sufficiently large to indemnify undertaking to build and operate the railroad."

The measure found

failed

New York Chamber

in their

in the

1887, and his views were presented

the city in

the Legislature in the following year.

Rapid Transit Commissioners had

fail

payment of the bonds

should invest

at

by the

should be constructed by

a

an annual election, by city

and

at the public's

private corporation under

manner attempted unsuccessfully, under the Act of 1891,

as

originally passed.

INTERBOROUGH THE U

S

At

the

B \V A Y

of 1894, the electors

election

fall

and

franchise to a private corporation

in

of"

the

city,

by

session of the Legislature of

when

1

worked

The Act was was special

it

as the

made up

The main

because

New York

and including the

to

become

said to have

provisions of the legislation

Feb-

finally executed,

:

general in terms, applying to in effect

may be

Rapid Transit Act, when the contract was

be briefly summarized as follows

may

Several other amendments, the

out, were

the electors declared in favor of municipal ownership.

ruary 21, 1900,

million;

very large vote, declared against the sale of a

900, but the general scheme for rapid transit

which stood upon the statute books

\d\

a

favor of ownership by the city.

necessity for which developed as plans for the railway were

fixed

TRANSIT

RAPID

all cities in

was the only

the State having a population of over one

having such a population.

city

did not

It

Rapid Transit Commissioners to the building of a single road, but authorized the laying out of

limit the

successive roads or extensions.

A

(b)

city

five

;

Board was created consisting of the Mayor, Comptroller, or other

Chamber of Commerce of

the president of the

members named

men

Starin,

)

William Steinway, Seth Low, John

financial officer of the

York, by virtue of

Claflin,

by the Board

to be filled

The Board was

itself, a

to prepare general

his office,

and

Alexander K. Orr, and John H.

distinguished for their business experience, high integrity, and civic pride.

Board were (c

Act:

in the

New

the State of

chief

Vacancies

in the

guaranty of a continued uniform policy. routes and plans and submit the question of municipal owner-

ship to the electors of the city.

The

(d\

bonds not

was authorized,

in

the

event

that

decided for city ownership, to issue

the electors

exceed 550,000,000 for the construction of the road or roads and 85,000,000 additional,

to

The

necessary, for acquiring property rights for the route.

if

interest

on the bonds was not

to

exceed

per cent.

'

3

city

j

(e)

The Commissioners were

given the broad power to enter into

one road, successive contracts) on behalf of the

city for the construction

a contract (in the case

of more than

of the road with the person, firm, or

corporation which in the opinion of the Board should be best qualified to carry out the contract, and to

determine the amount of the bond to be given by the contractor to secure

building the road was to agree to fully equip houses.

He

was also to operate the road,

terms to be included

upon such terms the

amount

The one

it

at his

as lessee

in the contract for construction,

as the

of interest

Board should from time

on the bonds which the

own expense, and of the

city, for a

might issue

upon

the earnings of the road.

The

on the bonds and the balance was to be paid into the debt or into

a

sinking fund for the redemption

rapid transit road, or roads. tractor tor construction of the

at

city's

The

rental

all

fifty years,

powder

upon

for renewals of the lease

was to be

and one per

made contingent

was to be applied by the

general sinking fund for

in

at least

equal to

cent, additional.

part for the

first

city to the interest

payment

of the city's

maturity of the bonds issued for the construction of the

In addition to the security which might be required by the Board of the con-

and operation, the Act provided that the

road to be furnished by the contractor, and

privilege of purchasing such

term not to exceed

for construction

rental

essential

contractor in and by the contract for

which might include provision

to time determine.

city

The

performance.

the equipment was to include

per cent, additional might, in the discretion of the Board, be

ten years of the lease

ment

The

by the Act.

features of the contract were, however, prescribed

its

equipment from the contractor.

at

city

should have a

first lien

upon

the equip-

the termination of the lease the city had the

GE

1

7

PACK

iSiNTERBOROUGH THE

SUB

The

(f)

city

was to furnish the right of way to the contractor

The road was

owners.

The Board was

(g)

supervision of the

One

was

ot the road

authorized to include

to he

exempt from

of the most attractive

and, in

claims of abutting property

all

tact,

taxation.

the contract tor construction provisions in detail for the

in

through the Board, over the operation

city,

from

free

property of the city and to be deemed a part ot the public streets

to be the absolute

The equipment

and highways.

TRANSIT

RAPID

A V

\V

road under the

of the

lease.

indispensable features ot the scheme

was that the work of

construction, instead of being subject to the conflicting control ot various departments of the City

ment, with their frequent changes

in

Govern-

personnel, was under the exclusive supervision and control ot the Rapid

Transit Board, a conservative and continuous body composed of the two principal officers of the City Govern-

ment, and

five

merchants of the very highest standing

the

in

community.

Provided capitalists could be found to undertake such an extensive work under the exacting provisions, the

scheme was an admirable one from the taxpayers' point

The

view.

road would cost the city practi-

nothing and the obligation of the contractor to equip and operate being combined with the agreement

cally

to construct furnished a safeguard against waste of the

The

the road. incentive

and

ot

interest of the

and consent

contractor in the successful operation, after construction, furnished a strong

to

lien

The

rental being based

of the city upon the equipment secured the

Immediately

after the

operation

such modifications of the contract plans as might appear necessary from an

operating point of view, from time to time.

and the

prompt completion of

construction progressed the details were consistent with successful

to see that as the

to suggest

public funds and insured the

the cost encouraged low bids,

upon

once the road was

city against all risk,

in

operation.

vote of the electors upon the question of municipal ownership, the Rapid Transit

Commissioners adopted routes and plans which they had been studying and perfecting since the find bidders for the franchise

again

the property

The Court

refused

under the

owners refused its

original

their consent,

owing

city,

would be unable

power

sion appeared to nullify

the efforts of the public spirited citizens

Commissioners and in

all

to practically prohibit further attempts

January, 1897, adopted

New

Greater

new general routes and

plans.

on

to a provision ot

the constitution ot

They

persevered, however, and

city's

debt limit would no longer be

an objection, especially as the new route changed the line so as to reduce the estimated cost.

become more and more imperative

neither the courts nor the municipal authorities

as

the years went by, and

would be overzealous

to find a

laws.

Incidentally, the constitutionality of the rapid transit legislation, in

upheld

in the

after the

Supreme Court

Board had adopted

property owners, as on

approval

in lieu

in a decision its

new

its

it

was

The demands to

fair

plans.

The

the two previous occasions, refused their consent; the

form of contract

to bid for the construction

\\as

new route;

the

Supreme Court gave

its

to the

all

took time;

railroad.

There w ere two bidders, one :

ot

a contract.

but, finally,

adopted and an invitation issued by the Board

and operation of the

the

few weeks

a

thereof; and the Board was prepared to undertake the preliminaries tor letting

15, 1899, a

ot

fundamental features, had been

gave their consent

local authorities

for

assume that

narrow construction

which was affirmed by the highest court of the State

These successive steps and the preparation of the terms of the contract

November

This deci-

money.

consolidation of a large territory into the

York, and increased land values, warranted the hope that the

rapid transit had

necessary.

composing the Board of Rapid Transit

their part.

The

Supreme Court

to the

to raise the necessary

the State limiting the city's

approved them, and

authorities

local

making an application

approval upon the ground that the to incur debt,

The

Act of 1891.

failure to

to

on

contractors

whom

was John

INTERBOROUGH THE SUB

A V

\V

McDonald, whose terms submitted under

B.

the

first

The

time,

it

TRANSIT

RAPID

seemed

as if a

on January

invitation were accepted

the

beginning might be made

15,

and, for

1900;

construction of the rapid transit road.

in the actual

of invitation to contractors required that every proposal should be accompanied by a certified

letter

check upon

a

National or State Bank, payable to the order of the Comptroller, for 5150,000, and that

within ten days atter acceptance, or within such further period as might be prescribed by the Board, the

The amount

contract should be duly executed and delivered.

to be paid

was $35,000,000 and an additional sum not to exceed $2,750,000

The

purposes.

The

tor the fifty-year

rental

bonds issued by the

the city required

bond with surety $

i

upon

for

$5,000,000

not less than the average rental for the then preceding

city,

term was fixed

city tor construction

years to be contingent in part

with a renewal, at the option ot the contractor, for twenty-

fifty years,

be agreed upon by the

five years at a rental to

Mr. McDonald

and

at

amount equal

an

per cent, additional, such

I

To

the earnings of the road.

him

to deposit

in

$1,000,000

as security for construction

had, under the provisions of the Rapid Transit Act, a

of the lease and renewals

(if

first lien

per cent, during the

and equipment, and

The

is

to furnish another

it

covered about 200 printed pages) was minute

as to the

work

it

1>y

The

the city.

to be done,

supervision were given the city through the Chiet Engineer ot the Board,

in

bond

ot

pending an

contract (which

and sweeping powers

who by

the contract was

questions that might arise as to the interpretation of the plans and specifications.

had been fortunate

ten

should be mentioned that

to be turned over to the city,

to be paid for

all

first

the

city in addition to this security

on the equipment, and

agreement or arbitration upon the question of the price

arbiter ot

I

upon

cash as security for construction, to furnish a

any) the equipment

in detail

to the annual interest

secure the performance of the contract by

,000,000 as continuing security for the performance of the contract.

at the expiration

and other

for terminals, station sites,

construction was to be completed in four years and a half, and the term ot the lease from

the city to the contractor was fixed at

ten years.

city for the construction

by the

ot

made

The

city

securing for the preparation of plans the services of Mr. William Barclay Parsons,

For years

one of the foremost engineers of the country.

and developed the various plans and

it

Chief Engineer of the Board he had studied

as

was he who was to superintend on behalf of the

city the

completion

of the work.

During the thirty-two years of rapid

transit discussion

between 1868, when the

New York

City Central

Underground Company was incorporated, up to 1900, when the invitations for bids were issued by the city, every scheme for rapid transit had failed because responsible capitalists could not be tound willing to undertake the task of building a road. the scheme

work, and

finally

lett

Each year had increased the

evolved had put

none upon the

city.

all

of the risk upon the capitalists

Without detracting trom

had evolved the plan of municipal ownership,

depended almost city

entirely

upon

it

may

little

attending such an enterprise and

who might attempt

who

be safely asserted that the success of the undertaking

When

the bid was accepted by the

After

for the capital necessary to carry out the contract.

encouragement

to finance the

the credit due the public-spirited citizens

the financial backing of the contractor.

no arrangements had been made

Mr. McDonald not only found

difficulties

in his efforts to secure the capital,

its

acceptance,

but discovered that the

surety companies were unwilling to furnish the security required of him, except on terms impossible tor him to

fulfill.

The

crucial

struggled for so

point in the whole problem of rapid transit with which the citizens of

many

years had been reached, and failure seemed inevitable.

The

New York

had

requirements ot the

PAGE

PAGE

20INTERBOROUGH

TRANSIT

RAPID

THE SUBWAY

Rapid Transit Act were

and forbade any solution of the problem which committed the

rigid

Engineers might make routes and plans, lawyers might draw legislative

the risks ot the undertaking.

It

do

and hold the

it

from

city safe

loss?

was obvious when the surety companies declined the issue that the whole rapid

thrown open, or rather that

The

always had been open.

it

acts,

Can anyl-odv build the road who

the city might prepare contracts, the question was and always had been, will agree to

city to share in

final

transit

problem was

analysis had not been made.

After

all,

the attitude of the surety companies was only a reflection ot the general feeling of practical business and railroad

proffer

At

men

and they had rejected this

To

towards the whole venture.

critical

Mr. Belmont

to

point,

make

come

as a concrete business

it.

Mr. McDonald sought

Mr. August Belmont. It was left to There was no time for which impended.

the assistance of

the final analysis, and avert the failure

Whatever was

indecision or delay.

the companies the proposition had

to be

The

done must be done immediately.

necessary capital must be

procured, the required security must be given, and an organization for building and operating the road must

Mr. Belmont looking through and beyond the

be anticipated.

complications of the contract, saw that he

who undertook

of the surety companies must solve the whole problem. road contract. that a

He

compact and

effective organization

Commissioners, and presented a plan

It

was not the ordinary question of financing

performance of the contract, to furnish the

liabilities

a

presented by the attitude

undertaking must be centered, and

deal with every phase of the situation.

the Board of

company

Application was to be

Rapid Transit Railroad

to procure the security required for

made

to the

Supreme Court

to

modify the

provision requiring the justification of the sureties

a

assumed by each and reducing the minimum amount permitted

by each surety from $500,000 to $250,000.

The new

to be taken

corporation was to execute as surety a bond for

$4,000,000, the additional amount of $1,000,000 to be furnished by other sureties.

A

beneficial

interest in

the bonds required from the sub-contractors was to be assigned to the city and, finally, the additional

of $ i ,000,000, in cash or securities, was to be deposited with the of the contract.

The

a rail-

necessary to carry on the work, and to assume

capital

requirements with respect to the sureties by striking out

double the amount of

of

difficulties

transit

directly with

up

for the incorporation

supervision over the whole undertaking.

in

surmount the

must be planned which could the matter

Rapid Transit Act, and the

to

saw that the responsibility for the entire rapid

Mr. Belmont without delay took

the

intricacies of the

city as further

amount

security for the performance

plan was approved by the Board of Rapid Transit Railroad Commissioners, and

pursuant to the plan, the

The Supreme

Rapid Transit Subway Construction Company was organized.

Court granted the application

to

modify the requirements

as to the justification

of sureties and the contract

was executed February 21, 1900.

As

ID

president and active executive head of the

Belmont perfected

its

organization, collected

the

Rapid Transit Subway Construction Company, Mr. of engineers under whose direction the work of O

staff

building the road was to be done, supervised the

letting

of sub-contracts, and completed the financial

arrangements for carrying on the work.

The equipment and mechimisms sub-stations, and

of the road included, under the terms of the contract, the rolling stock,

for generating electricity tor

the

real

estate

all

machinery

motive power, lighting, and signaling, and also the power house,

upon which they were

to

be erected.

The magnitude

of the task of

providing the equipment was not generally appreciated until Mr. Belmont took the rapid transit problem

in

INTERBOROUGH THE S

U

He

hand.

B \V

A Y

foresaw from

immediately

TRANSIT

RAPID

the beginning the importance of that branch of the work, and early in

the signing

after

the

of

contract, turned

his

attention to

selecting

operating experts, and planned the organization of an operating company.

Mr. E.

secured the services of

P. Bryan,

who came

to

New York

from

St.

and general manager of the Terminal Railroad Association, and began

As

1900,

the best engineers and early as

1900, he

May,

Louis, resigning as vice-president

a study of the construction

work and

plans tor equipment, to the end that the problems ot operation might be anticipated as the building and

equipment of the road progressed.

Upon

the incorporation of the operating

company, Mr. Bryan became

vice-president. In the spring of

1902, the Interborough Rapid Transit

Company,

the operating railroad corporation

was formed by the interests represented by Mr. Belmont, he becoming president and active executive head of this

company

also,

and soon thereafter Mr. McDonald assigned

contract with the city, that

operation of the road, Mr.

same

company thereby becoming

McDonald remaining

to

it

the lease or operating part of his

as contractor for

its

summer of

In the

construction.

Board of Rapid Transit Railroad Commissioners having adopted

year, the

equipment and

directly responsible to the city for the

a route

and plans

extension of the subway under the East River to the Borough of Brooklyn, the Rapid Transit

Construction

Company

tract, to build,

entered into a contract with

equip, and operate the extension.

the

city,

similar

Mr. McDonald,

in

the

for

an

Subway

form to Mr. McDonald's con-

as contractor of the

Rapid Transit Subway

Construction Company, assumed the general supervision of the work of constructing the Brooklyn extension

and the construction work direction.

the

The work

of

of construction has been greatly

Rapid Transit Board and

;

both the original subway and the extension has been carried on under his

its

facilitated

by the broad minded and

Chief Engineer and Counsel, and by the cooperation of

all

liberal policy

of

the other depart-

ments of the City Government, and also by the generous attitude of the Metropolitan Street Railway Com-

pany and

its lessee,

assistance in

the

New York

City Railroad

the prosecution of the work.

Company,

in

extending privileges which have been of great

In January, 1903, the Interborough Rapid Transit

acquired the elevated railway system by lease for

Company

999 years from the Manhattan Railway Company, thus

assuring harmonious operation of the elevated roads and the subway system, including the Brooklyn extension.

The

incorporators of the Interborough Rapid Transit

Barney, August

The

Baldwin,

Belmont, E. P. Bryan, Andrew Freedman, James Jourdan, Gardiner

McDonald, DeLancey

W. Wickersham,

Company were William H.

Nicoll, Walter G.

and George

W.

Oakman, John

Peirce,

M.

Jr.,

Charles T.

Lane, John B.

Win. A. Read, Cornelius Vanderbilt, George

Young.

incorporators of the Rapid Transit Subway Construction

Company were

Belmont, John B. McDonald, Walter G. Oakman, and William A. Read.

Charles T. Barney, August

PAGE 2I

EXTERIOR VIEW OF

POtt ER

HuL'bE

CHAPTER THE ROUTE OK THE ROAD selection of route

THE

for the

PASSENGER STATIONS AND TRACKS

Subway was governed

authorized by the Rapid Transit Act to spend.

from their homes

in the

I

by the amount which the

largely

The main

object of the road was to carry to and

upper portions of Manhattan Island the great army of workers who spend

the business day in the offices, shops, and warehouses of the lower portions, and

the general direction of the routes must be north and south, and that the line sible

it

was therefore obvious that

must extend

as nearly as pos-

from one end of the island to the other.

The

routes proposed by the Rapid Transit Board in 1895, after municipal ownership had been approved

by the voters

at

the

tall

election of 1894, contemplated the occupation of

Battery, and extended only to if^th Street

As

was

city

on the west

side

Broadway below 34th

and I46th Street on the

has been told in the introductory chapter, this plan was rejected by the

probable cost of going under Broadway.

It

Street to the

east side of the city.

Supreme Court because of

was also intimated by the Court,

in

tin-

rejecting the routes, that

the road should extend further north.

had been

It

clear

would consent, and

To "

conform

Elm

from the beginning that no routes could be

that the consent of the

as nearly as possible to the

Court

as an alternative

out to which abutting property owners

laid

would be necessary

to

any routes chosen.

views of the Court, the Commission proposed, in 1897, the so called

Street route," the plan finally adopted, which reached from the territory near the General Post-office,

the City Hall, and Brooklyn Bridge Terminal to Kingsbridge and the station of the

Railroad on the upper west side, and to Bronx Park on the upper east side of the Central

Depot

at

42d

city,

touching the Grand

Street.

Subsequently, by the adoption of the Brooklyn Extension, the the southern extremity of

The

New York & Putnam

Manhattan

Island, thence

routes in detail are as follows

line

was extended down Broadway to

under the East River to Brooklyn.

:

Beginning near the intersection of Broadway and Park Row, one of the routes of the railroad extends MilH/HlttiU

under Park Row, Center at

Street,

New Elm

Astor Place), Park Avenue, 4id

way by viaduct to George, where

it

Street,

Street,

Elm

Street, Lafayette Place,

and Broadway to

ijjd Street, thence under Broadway again

comes

to the surface again at

Dyckman

1251)1 to

Street,

where

it

passes over Broad-

and under Eleventh Avenue

Street and continues

Amsterdam Avenue, and Broadway to Bailey Avenue, at the Kingsbridge Railroad, crossing the Harlem Ship Canal on a double-deck drawbridge. miles, ol

Fourth Avenue (beginning J]}'OH.\

to

Fort

by viaduct over Naegle Avenue,

station of the

The

New York

&

length of this route

Putnam is

13.50

which about 2 miles are on viaduct.

Another route begins

at

Broadway near iojd

of Central Park to and under

Lenox Avenue

to

Street

I42d

and extends under iO4th Street and the upper part Street, thence

curving to the east to and under the

Ron

PAGE 24

MAP SHOWING THE LINES OF THE

INTERBOROUQH RAPID TRANSIT K

Hyv

_T

_^r_ IC',C

0* HET,

mi

CO.

-

1904. B

O

R

O

Q

Harlem River

at

about i45th Street, thence from the river to and under East I49th Street to

1 hird Avenue, thence by viaduct beginning Boulevard and the Boston Road

to

at

a point near

Brook Avenue over Westchester Avenue, the Southern

The

Bronx Park.

length of this route

is

about 6.97 miles, of which

about 3 miles are on viaduct.

At

the

City

Hall

under Lenox Avenue viaduct

to

there

is

There

is

a

spur

1420!

Street

there

is

a

spur

north

Westchester and Third Avenues connecting by

at

St.

Ann's Avenue.

Broadway and Park Row with the Manhattan

route of the Brooklyn Extension connects near

Bronx Route and extends under Broadway, Bowling Green, South Street

Joralemon

From

Park.

Manhattan Elevated Railway Division of Interborough Rapid Transit Company with the

the

The

loop under the

I48th Street.

viaduct of the subway at or near

Route

a

to

and under the East River to Brooklyn

Street,

State Street, Battery Park, Whitehall Street, at

the

foot of

Joralemon

Street,

and

thence under

Fulton Street, and Flatbush Avenue to Atlantic Avenue, connecting with the Brooklyn

U

PAGE

2

NOTE. Rapid Transit R. Rapid Trantlt R.

Manhattan

R.,

R.,

Portions, shown thu*-~ ... Viaduct Portions, ihown ilnij.iin.mi

Subway

Division, shown thui

Express Stations, shown Local Stations, shown

Sub-Power

thus....

thus

Stations, shown thus

EACH TRACK SHOWN Mf SINGLE UKB

H

O

F

ENS

tunnel of the Street.

The

The

Long

Island Railroad

length of this route

routes in

is

There

at that point.

is

a

Park beginning loop under Battery

at

Bridge

about 3 miles.

Manhattan and The Bronx may therefore be

the base at the southern extremity of

Manhattan

said to roughly resemble the letter

Y

with

the terminus Island, the fork at ]O 3 d Street and Broadway,

the terminus of the of the westerly or Fort George branch of the fork just beyond Spuyten Duyvil Creek, easterly or

The

Bronx Park branch

at

Bronx Park.

stations beginning at the base of the

Y

and following the route up

to the fork are located at the

Location

f

following points:

Fulton Street and BroadSouth Ferry, Bowling Green and Battery Place, Rector Street and Broadway, Worth and Elm Streets, Canal Brooklyn Bridge Entrance, Manhattan way, City Hall, Manhattan Astor Place and Fourth Avenue, and Elm Streets, Spring and Elm Streets, Bleecker and Elm Streets, 28th Street i8th Street and Fourth Avenue, 2 3 d Street and Fourth Avenue, I 4 th Street and Fourth Avenue, ;

;

Stations

PAGE 26

TERBOROUGH SUBWAY

IN THE

N

S

T

RAPID

TRANSIT

K

Ml

I'ARK AVtNL'E,

LOOKING SOUTH

and Fourth Avenue, jjd Street and Fourth Avenue, .pd Street and Madison Avenue (Grand Central Station),

4.26.

Street and

Broadway, 5Oth Street and Broadway, 6oth Street and Broadway (Columbus

Circle),

66th Street and Broadway, J2d Street and Broadway, 79th Street and Broadway, 86th Street and Broadway, 9 ist Street and Broadway, 96th Street

The

stations of the Fort

and Broadway.

George or westerly branch

One Hundred and Third

Street

are located at the following points

and Broadway, iioth Street and Broadway (Cathedral Parkway), ii6th

Street

and Broadway (Columbia University), Manhattan Street (near 128th

Street

and Broadway,

Street, St.

145111

Street

:

Street)

and Broadway, i^yth

and Broadway, I5?th Street and Broadway, the intersection of

Nicholas Avenue and Broadway, iSist Street and Eleventh Avenue,

Dyckman

Street and

i6,Sth

Naegle

Avenue (beyond Fort George), loyth Street and Amsterdam Avenue, 2ith Street and Amsterdam Avenue, Muscoota Street and Broadway, Bailey Avenue, at Kingsbridge near the New York & Putnam Railroad station.

The

stations

on the Bronx Park or easterly branch are located

One Hundred and Tenth

Street

1

following points

:

and Lenox Avenue, ii6th Street and Lenox Avenue, i25th Street

and Lenox Avenue, I35th Street and Lenox Avenue,

and

at the

1451)1 Street

and Lenox Avenue (spur), Mott Avenue

49th Street, the intersection of i49th Street, Melrose and Third Avenues, Jackson and Westchester

Avenues, Prospect and Westchester Avenues, Westchester Avenue near Southern Boulevard (Fox

Street),

INTERBOROUGH THE SUB \V

TRANSIT

RAPID

PAGE

2 7

A Y

PROFILE ""'",,..

OF

iOULtv.no

i?)

-

'

'I,

.

LE-"' t

i""TS

l >?

(ft) BOS '~

. .

RAPID TRANSIT RAILROAD

MANHATTAN AXD BRONX Freeman Road,

i

Street

LINES.

and the Southern Boulevard, intersection of

i

"4th Street, Southern Boulevard and Boston

77th Street and Boston Road (near Bronx Park).

The

stations in the

Borough of Brooklyn on the Brooklyn Extension

are located as follows:

Joralemon Street near Court (Brooklyn Borough Hall), intersection of Fulton, Bridge, and Hoyt Streets;

the

Flatbush Avenue near Nevins Street, Atlantic Avenue and Flatbush Avenue (Brooklyn terminal of

Long Island Railroad). From the Borough Hall, Manhattan,

George branch (including lOjd Street to

Dyckman

Street, then three

there are two tracks to

Lenox Avenue spur Park loop two tracks.

There

is

a

to the

The Brooklyn Extension

on an elevated structure

a

at the

Boston Road and 1781)1

inspection shed at the storage yard at Boston

The

total length

Road and

at the

and

spur,

1451)1

The

eastern or

and then two tracks

the

Bronx Park branch

are three tracks. track,

Street on

Lenox Avenue and

Street.

There

is

a repair

On

the

on the Battery

the

Fort George

1481)1 Street,

and

shop and inspection

Harlem River and 148-1 5oth

Streets,

and an

1781)1 Street.

of the line from the City Hall to the Kingsbridge terminal

miles of single track and sidings.

the Fort

line.

13 7th Street

Lenox Avenue

shed on the surface adjoining the Lenox Avenue spur

On

on the City Hall loop one

two-track

Broadway between

branch, another on the surface at the end of the a third

is

Street

Bronx Park there

that point to

Street there are two tracks,

1451)1

On

four-track.

is

Avenue.

tracks again to the terminus at Bailey

storage yard under

line

station) there are three tracks to

Brook Avenue and from

to 1481)1

g6th Street station, the

Bronx Park branch

is

is

13.50 miles, with 47.1

i

6.97 miles long, with 17.50 miles

of single track.

PROFILE OP

BROOKLYN EXTENSION

T

J

wtr //, :

, ,

,

,

f

PAGE 28

INTERBO ROUGH THE

SUBWAY

The

total length

Grades and

The

grades and curvature along the main line

Curves

The vature

is

total

when they

The

At each start.

the trains to their will

of the Brooklyn Extension

curvature

feet.

147

lem River.

road

TRANSIT

RAPID

is

about

8 miles

greatest grade

station

there

is

down grade

a

is

3 per cent.,

make time on

speed very soon

and occurs on

of

2.

line,

and the

is

on both up and down

radius of cur-

under the Har-

per cent., to assist in the acceleration of the cars

1

The

after starting.

least

either side of the tunnel

roads running trains at frequent intervals,

enable this to be done in a better manner than

acceleration grades at each station,

of single track.

be summarized as follows:

may

equal in length to 23 per cent, of the straight

In order to full

3.1 miles, with

is

electrical

it is

necessary to bring

equipment of the Rapid Transit Rail-

possible with steam locomotives, while these short tracks, will be of material assistance in

making the

smooth.

starts

Photograph on page 26 shows an interesting feature acceleration in grade for local trains,

and

at the

tracks are constructed at a different level.

On

the Brooklyn Extension the

of the East River tunnel.

The minimum

same time maintain

This occurs

maximum

at a local station,

grade

at

is

many

where,

a level

is

order to obtain the quick

grade for the express service, the

local stations.

3.1 per cent, descending

radius of curve

in

1,200

from the ends to the center

feet.

STANDARD STEEL CONSTRUCTION

IN

TUNNEL

THIRD RAIL PRUTECT1O

INTER BORO THE

SUB

\V

A Y

IT

GH

RAPID

TRANSIT

PAGE

2

9

PAGE 30

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID 28TH STREET

= x

a:

a:

x x

a:

a:

x x x

EC

South Bound

Xvrtti

limin-1

Ex

x-

x x x

xxxxx

|

Expi

xxxxxxa:xxxxxxxx

xxx,xxxxxxxx:E

North Bound Local

PLAN OF 28TH ST. & 4TH AVENUE STATION.

28TH STREET

Of road,

the forty-eight stations, thirty-three are underground, eleven are on the viaduct portions of the

and three

are partly

on the surface and partly underground, and one

is

partly on the surface

and partly

on the viaduct.

Occupied

The underground under the cross

stations are at the street intersections, and, except in a few instances,

streets.

The

most important

locations, the

station

occupy space

plans are necessarily varied to suit the conditions ot the different

factor in planning

them having been the amount

ot available space.

The

while the platforms are from 200 to 350 feet in length, and about 16 feet in width, narrowing at the ends, center space

back about 50

At

larger or smaller, according to local conditions.

is

teet

all local

stations (except at

platform for uptown and

Platforms

At and one

downtown

express stations there are for

a

rule the

body

ot the station extends

from the edge ot the platform. I

loth Street and

(Plan and photograph on pages 30 and 31.)

Island

As

downtown

traffic.

Lenox Avenue)

the platforms are outside of the tracks.

At Lenox Avenue and

I

loth Street there

is

a single island

passengers.

two island platforms between the express and

local tracks,

In addition, there are the usual local platforms

at

one

for

uptown

Brooklyn Bridge, I4th

INTERBOROUGH THE SUBWAY

Street (photograph on

pao;e

At the remaining ex-

g6th Street.

Street press stations, 421!

ison are

Avenue and 72d no

local

34) and

and Mad-

Street, there

platforms outside of

the tracks, local and through

traffic

using the island platforms.

The lyn

island platforms at

Bridge,

Street

and

141)1

and

Street,

Madison

Brook-

Avenue

are

reached by mezzanine footways from the local platforms, possible

to

it

having been im-

place entrances

in the

immediately over the platforms. Street there

is

streets

At 96th

an underground passage connect-

and at 72d Street ing O the local and island platforms, A

RAPID

TRANSIT

PAGE

3

1

PAGE 32

INTERBOROUGH W THE S

U

B

TRANSIT

RAPID

A Y

there are entrances to the island platforms directly from the street because there dle of the street. trains

Local passengers can transfer from

express

trains

and

is

a

park area

in

the mid-

express passengers from local

without payment of additional fare by stepping across the island platforms.

At

7

id Street,

at

iojd

Street,

and

at

the surface, but the ticket booths and toilet also because

of the park area available

n6th

Street

rooms

in the streets.

are

and Broadway the station platforms are below on the surface;

At Manhattan

but the ticket booths and toilet rooms are on the surface.

At many of

above the surface, and escalators are provided.

The

this

arrangement being possible

Street the platforms are

viaduct

at

this

point

is

on the viaduct, about 68

feet

the stations entrances have been arranged from

the adjacent buildings, in addition to the entrances originally planned from the street.

The

Kiosks glass

entrances to the underground stations are enclosed at the street by kiosks of cast iron and wire

(photograph on page 33), and vary

concrete, reinforced by twisted steel rods.

in

number from

At :68th

tsvo to

eight at a station.

Street, at i8ist Street,

and

at

The

stairways are of

Mott Avenue, where

the

platforms are from 90 to 100 feet below the surface, elevators are provided.

At twenty of very

little

artificial

the

underground

light

is

needed.

stations

it

has been possible to use vault lights to such an extent that

(Photograph on page 35.)

Such

artificial

light as

is

required

is

sup-

INTERBOROUGH THE SUBWAY T

lamps sunk

in

Provision has been

made

for using the track for if

T

the regular

should

circuit

temporarily

The

C

in

lighting

emergency lighting

11

the ceil-

ings.

circuit

R

TRANSIT

incandescent

by

plied

RAPID

fail.

station floors are

of concrete, marked off in

At

squares.

the junction

of the floors and side walls a

cement sanitary cove

placed.

The

floors drain

to catch-basins,

bibs

are

Two

and hose

provided

washing the

is

for

floors.

types of ceiling are used, one

flat,

which covers the

steel

and concrete of the

arched between the roof beams and girders, the lower flanges of which are exposed.

roof,

and the other

Both types have

BROOKLYN BRIDGE STATION

PAGE 33

PAGE 34

INTERBOROUGH THE SUBWAY

RAPID

space between ceiling and roof, which, together with the

air

space behind the inner side walls, permits

air to circulate

TRANSIT

and

minimizes condensation on the surface of the ceiling and walls.

The

ceilings

panels by wide orna-

are separated into

mental mouldings, and the panels are decorated with nar-

The

rower mouldings and rosettes. buff tile,

Norman

and above the

Ceramic mosaic ters,

used

Above

brick.

is

tile

At some

tile

glass

A

or glazed

faience or terra-cotta cornice. friezes, pilas-

different decorative treatment

is

PLAQUE SHOWING BEAVER AT ASTOR PLACE STATION

each station, including a distinctive color scheme. stations the

conspicuous plaques,

number of at

page);

at

the intersecting street or

other stations

emblems have been used this

is

used for decorative panels,

and name-tablets. at

a

is

this

bases of the walls are

in

Columbus

the

the

number

or

scheme of decoration,

Circle, the

great

initial

letter

as at

navigator's

is

in

letter

the

of the street name panel.

At some

Astor Place, the beaver

Caravel;

at

(see

ii6th Street, the

is

shown on

stations

artistic

photograph on

seal

of Columbia

CONNECTING THEM

INTERBOROUGH THE SUB W

TRANSIT

RAPID

A Y

WEST SIDE OF COLUMBUS CIRCLE STATION |6oTH STREET) ILLUMINATED BY DAYLIGHT COMING THROUGH VAULT LIGHTS

The

University. ished in white

walls

above the cornice and the

ceilings O are fin-

Keene cement.

1 he ticket booths are of oak with bronze window grills and D fittings.

There

are

Each

City Hall loop. a

pay

and

towel

as

to

is

soil,

rooms

toilet

in

fixtures

a free closet or closets,

with a basin, mirror, soap are

porcelain, finished

vent and water pipes are run

be accessible.

The rooms

are

hollow columns ot the kiosks, and each tric fan.

They

rooms

oak

is

are heated

;

Passengers

by

is

electric heaters.

enter the

body of the

from the body of the station by

railings.

wall

and

dish,

in

dull

spaces,

through the

provided with an

The woodwork

elec-

of the

Keene cement.

CARAVEL AND WALL DECORATION

station without paying fare.

At

the

provided for incoming and outgoing passengers, the

and those nearer the track being o used

in

ventilated

the walls are red slate wainscot and

may

at the

every station, except

room has

furnished

The

rack.

The

nickel.

so

which

closet

toilet

for exits.

more important stairs at the

The

train plattorms are separated

stations, separate sets of entrances are

back of the station being used for entrances

PAGE 35

PAGE

RAPID TRANSIT 36iNTERBOROUGH RUCTION AND THE SUBWAY E

An obtain

at

effects

artistic

this

point

is

at

is

The

the surface,

it

road

8 ist Street,

stations,

the roof of the

continued by

this page.) i

M

through an arched

of special design.

on

p

can be seen at

station.

treatment

in

station

I

In order to secure consist-

tunnel.

ency

LI

example of the care used to

City Hall

the

Q

a

(See photograph

At i68th and

larger arch

at

where the road

Street,

and

Mott Avenue is

tar

beneath

sible to build

has been pos-

massive arches

over the stations and tracks, with spans of 50

feet.

CHAPTER

II

TYPES AND METHODS OF CONSTRUCTION types of construction have been employed in building the road: the surface with

FIVE

steel

typical

flat

roof and

"I" beams

for the

(i) the typical

subway near

roof and sides, supported between tracks with

bulb-angle columns used on about 10.6 miles or

per cent, of the road;

5-2.2

subway of reenforced concrete construction supported between the tracks by

steel

(2) flat root

bulb-angle columns,

used for a short distance on Lenox Avenue and on the Brooklyn portion of the Brooklyn Extension, also on the Battery Park loop;

(3) concrete

lined tunnel used

on about 4.6 miles or 23 per

cent, of the road, of

which 4.2 per cent, was concrete lined open cut work, and the remainder was rock tunnel work;

(4) elevated

road on steel viaduct used on about 5 miles or 24.6 per cent, ot the road; (5) cast-iron tubes used under the

Harlem and East

The

Rivers.

general character of the

drawing on

this page.

between which are

The bottom

vertical

roof "

flat is

" I

beam construction

of concrete.

The

shown

is

side walls have

"

in

" 1

photograph on page 28 and

beam columns

five feet apart,

concrete arches, the steel acting as a support for the masonry and allowing the

thickness of the walls to be materially reduced from that necessary were nothing but concrete used.

The

tops of the wall columns are connected by roof beams which are supported by rows of steel columns between the tracks, built on concrete and cut stone bases forming part of the floor system.

beams complete the top of the subway.

the root

been

laid

a structure

is

not impervious, and hence, there has

behind the side walls, under the floor and over the roof a course of two to eight thicknesses of

each washed with hot asphalt as

subway

Such

Concrete arches between

(viz.:

on

Elm

laid.

felt,

In addition to this precaution against dampness, in three sections of the

Street between Pearl

and Cirand

Streets,

and on the approaches

WATERPROOFING

1 BLOCK

'

to the

Harlem River

Typical

Subway

PAGE

3 8

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID

I'TH

tunnel, and on the Battery Park

Loop) the

felt

OF I8TH STREET STATION

waterproofing has been made more effective by one or two

courses of hard-burned brick laid in hot asphalt, after the

manner sometimes employed

in

constructing the

linings of reservoirs of waterworks.

In front of the waterproofing, immediately behind the steel columns, are the systems of terra-cotta ducts in

which the

feet,

The

cables can be reached

which open into the subway and also into the

to 32,

by

electric cables are placed.

The number

and they are connected with the main power station

128-duct subway under the former

a

street.

The

by means of manholes every 200

at

to

of these ducts ranges from 128

58th and 59th Streets and the

450

down

Hudson River

street.

reinforced concrete construction substitutes for the steel roof beams, steel rods, approximating

I

J4

Reinforced Concrete

inches square, laid in varying distances according to the different roof loads, from six to ten inches apart.

Construction

Rods

i

}/

columns

inches in diameter in

the center.

thirty inches,

tie

the side walls, passing through angle

Layers of concrete are

laid

twisted form.

over the roof rods to

and carried two inches below the rods, imbedding them.

concrete are used and angle columns five feet apart. inches thick.

columns

This type

is

The

in the walls

a thickness

For the

41.

The

of

from eighteen to

sides similar square rods

concrete of the side walls

shown by photographs on page

and the bulb-angle

is

from

fifteen to

and

eighteen

rods used are of both square and

INTERBOROUGH W THE SUB

A Y

LAVING SHEET WATERPROOFING

IN

BOTTOM

RAPID

TRANSIT

PAGE 39

PAGE 40

INTERBOROUGH SUBWAY

TRANSIT

RAPID

THE

The

Methods of Construction

Typical

Subway

construction of the typical subway has been carried on by a great variety of methods, partly adopted

on account of the conditions under which the work had to be prosecuted and partly due to the personal views dt

the different sub-contractors.

The work was

all

done by open excavation, the

system, but the conditions varied widely along different parts of the to

overcome

local difficulties.

on the manner the

nearly to

in

The

and

line,

as

means were adopted

different

distance of the rock surface below the street level had a

between

i_|.th

and i8th

Streets.

At other

the

places

subway

water-bearing loam and sand, as in the stretch between Pearl and Grand Streets, where

employ

a special

design for the bottom, which

This part of the route includes the former

is

of

New

purposes

illustrated

site

it

was abandoned for supplying water to the

the City

it

is

located in

was necessary to

of the ancient Collect Pond, familiar in the early history

The

city.

adjacent, were also through made ground, that street having been

From

influence

by drawing on page 42.

York, and the excavation was through made ground, the pond having been after

marked

In some places this rock rose

which the excavation of the open trenches could be made.

pavement,

so-called "cut and cover"

at

filled in for

building

excavations through Canal Street,

one time,

Hall to 9th Street was sand, presenting no particular

as

its

name

difficulties

implies, a canal.

except through the

territory just described.

At Union Square rock was encountered on

On

the west side of Fourth

Avenue from

the east side of the street, however, at the surface was sand, which extended

rock surface.

The tendency

of the sand to

a slide off into

i

5

feet

the surface down.

down

to a sloping

the rock excavation required great care.

DUCTS IN SIDE WALLS

The

EIGHT ONLY Of THE SIXTEEN LAYERS ARE SHOWN

RAPID TRANSIT INTERBOROUGH THE SUBWAY ITS CONSTRUCTION AND EQUIPMENT

REINFORCED CONCRETE CONSTRUCTION

ROOF SHOWING CONCRETE-STEEL CONSTRUCTION

LLNOX AVENUE AND I4OTH-I4IST STREETS

PAGE 4*

PAGE

42INTERBOROUGH HE SUB T

\V

RAPID

TRANSIT

A V

,-Variut.lL'

tliirkn,'*

of stunt t,,,,,,t I

CLAY

SECTION OF SUBWAY AT PEARL STREET

This construction was made necessnry by encountering a layer of Peat resting ou Clay

loLLll LOllditiuUa.

INTERBOROUGH THE SUBWAY N

SUBDIVISION OF 36"

R

6&TH STREET ANn BROADWAY

AMI 30" GAS MAINS OVER ROOT OF SUBWAY

work was done, however, without

T

S

TRANSIT

RAPID

interference with the

street

which

traffic,

is

heavy

particularly

at

that

point.

The pipes,

natural difficulties of the route were increased by the electric

pneumatic tubes,

railways and their conduits.

and

porarily,

in

network of sewers, water and gas mams, steam

conduits and their accessories, which

some

In

places the

filled

the streets; and by the surface

columns of the elevated railway had

subway ami buildings was quite

close to the surface along a considerable part of

its

underground pipes and ducts

some

and, in

followed

all

On tracks

two

cases, the

in

many

along the line would the

more

make

route,

its

walls.

A

the

electric

center of the

car tracks

an interesting book of

roadway and

a

traffic

could be removed without inconvenience.

about 3 it

had

'

2

set, a

feet

beyond

heavy

its

is

all

Space

will

methods of construction only permit, however, an

there were two electric conduit railway

near each curb part ot the distance.

A

These conditions rendered

it

impracticable to disturb the center

Well-timbered shafts about

bed of concrete was

was built on

The

which could not be interrupted, although the horse car tracks

8x10

and tunnels driven from them toward the other side of the

center line.

vertical trestle

itself.

Street,

horse car track

of the roadway, while permitting excavation near the curb. line

the subway

serious difficulties were overcome.

were used for

were sunk along one curb

As

removal of projecting vaults and buildings,

description in detail ot the

Fourth Avenue, north of Union Square to J3d

in

intricate.

construction involved the reconstruction of

places, as well as the

underpinning of their

how some of

account of

shored up tem-

other places the subway passes close to the foundations of lofty buildings, where the con-

struction needed to insure the safety of both

the

to be

it.

In this

way

laid

teet, in plan,

street,

stopping

on the bottom of each tunnel, and, when

trestles

were built

halt across the street, strong

PAGE 43

PAGE

44

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID U

T

C

U

I

M

P

E

N

T

SUPPORT OF ELEVATED RAILWAY STATION AT 420 STREET AND SIXTH AVENUE

enough

to carry

all

the street cars and

were erected near the curb

line,

traffic

spanning

a

on that half of the roadway.

number of

Cableways to handle the

these trestles, and then the earth between

The

excavated from the curb to within a few feet of the nearest electric car track.

Between the

removed. trestles,

about three

electric

feet

below the surface

as

a

dug

rule.

A

Between these beams and the curb

trench on the trestles.

way the equivalent of

tracks a trench was

a

until

its

pair of line a

bottom was heavy

steel

dirt

them was

horse car tracks were

level with the tops ot

beams was then

laid in this

second pair of beams were placed.

bridge was put up, the trestles acting as piers and the beams as girders.

the

The

In this central

from the steel beams. portion of the roadway was then undermined and supported by timbering suspended

The or

i

various gas and water pipes were

50

feet,

of the subway were built

side of the street

it

was repeated

hung from timbers at a

in the

at the surface

time in this manner.

of the ground.

When

same manner on the other

side.

the

About

four sections,

work was completed along one

This method of construction was

subsequently modified so as to permit work on both sides of the street simultaneously.

The manner

which the central part of the roadway was supported remained the same and

was diverted to

all

of the

traffic

in

this strip.

Between to

move

the

i_|.th

and lyth

tracks of the

Streets, because of the electric

surface

railway

proximity of the rock to the surface,

from the center of the

street

it

was necessary

some twenty

feet

to

INTERBOROUGH THE SUB \V

A Y

the east curb, without interrupting arteries

cast-iron

of the

which was very heavy

traffic,

Four 12 x

Metropolitan system.

yokes were placed upon the timbers

The

track and slot rails were placed.

Attempts

to

of undermining

different, for the conditions

The

Upon

apart.

the

on

Wooden

boxes were

closely united as to be practically monolithic, precluding the it

could not be

Streets

was entirely

that

surface railway. tracks

on

either side,

Broadway from

The

street

is

a

6oth

io_|.th

wide one with

and outside each track

10 feet outside each track, leaving

to

between

it

a

22-foot parkway in the

a

wide roadway.

This was accomplished by temporary bridges

The subway

and the curb ample room

construction problem, therefore, was to care for the car tracks with a

with the excavation.

Standard

structure the regular

this

was floored over.

rails

surface.

of the tracks was made necessary because the rock beneath

were not the same.

center, an electric conduit railway

excavation extended about

upon the

remove the rock from under the track demonstrated

done without destroying the yokes of the

The method

2-inch timbers were laid

usual hand holes and other accessories were built and the road

them and the concrete around the yokes was so use of explosives.

being one of the main

at all times, the line

at the usual distance

The removal

operated on this timber roadbed.

1

space between the

The

temporarily laid for the electric cables.

vehicles.

TRANSIT

RAPID

minimum

for

interference

for each track, each bridge consisting of

PAGE 45

PAGE

4.6INTERBOROUGH SUBWAY

THE

TRANSIT

RAPID U

T

C

MOVING BRICK AND CONCRETE RETAINING WALL Tu MAKE ROOM FUR THIRD TRACK

a

pair of timber trusses

about

feet

55

braced

long,

These

the lower chords.

(See photograph on page 42.)

trusses were set

and posts could be put into place between

finished

supported

in this

At 66th

way, the trusses were

Street

lifted

on

structures of the street surface line.

beams of the subway,

overhead

its

bottom and the

cars

in

five smaller gas

at

N

T

BROADWAY AND Ij4TH STREET

enough

high

E

to

let

a

car

pass

each end, and the track hung from

excavation then proceeded until the trench was

2

from

feet it

When

track.

and moved ahead 50

In order to build at this point

mains, one 30 inches and the other 36 inches the roof

flat

The

subway roof was about

the

station

together

up on crib-work supports

below the bracing.

M

P

I

feet.

the

electric

railway

yokes and

was necessary to remove two large gas

diameter, and substitute for them,

mains, each 24 inches

the track was securely

in

in

diameter.

troughs built between

This was done without

interrupting the use of the mains.

At tracks,

the station

on 42d

A

The

Then,

Their tops were about 4

feet

a

special

method of construction was

first

sunk on the south

at intervals

of 50

feet,

side of the street and

the

five

subway

employed which was

excavation here was about 35 feet deep and extended

trench 30 feet wide was

width of two tracks.

Park and Madison Avenues, where there are

between

and along 4id Street to Broadway,

not followed elsewhere. rock.

Street,

10 to

subway

15 feet into

built in

it

tor a

tunnels were driven toward the north side ot the street.

above the roof of the subway and

their

bottoms were on the

roof.

When

they

INTERBOROUGH THE SUBWAY had been driven just beyond the their ends were connected

The

the axis of the subway.

tom of to

its

by

line

of the

RAPID

TRANSIT

fourth track,

tunnel parallel with

a

rock

in

the bot-

these tunnels was then excavated

all

final

In the small

depth.

parallel with the

subway

axis, a

tunnel

bed of

concrete was placed and the third row

of

steel

to

columns was erected ready the

carry

roof.

When

steel

this

pleted, the earth erse

tunnels

material

and

concrete

work was com-

between the trav-

was excavated,

above

being

on poling boards and

the

supported

struts.

The

roof ot the subway was then exMOVING WEST SIDE WALL TO WIDEN SUBWAY FOR THIRD

r.H

NEW "TIMES" BUILDING, SHOWING INDEPENDENT CONSTRUCTION

THE WORKMEN STAND ON FLOOR GIRDERS OF SUBWAY

PAGE 47

PAGE 4 8

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID

tended sidewise over the rock below from the second to the third row of columns, and

For the

track the earth was

fifth

was not until the

In this way the subway was finished for a width ot

roof was finished that the rock beneath was excavated. four tracks.

it

removed by tunneling

to the limits of the

subway, and then

the rock below was blasted out.

number of

In a

places

it

was necessary to underpin the columns of the elevated railways, and a variety

A

of methods were adopted for the work.

Manhattan Railway Elevated Station directly over the

The work was done

of people. feet apart,

A

trestle

open excavation

were

first

was built

sunk and

in

each

the elevated column, which was

in the

trestles

built in

them

to

example of the

Avenue and 4id

subway

in the latter

same manner

at

its

support

original it.

the trestles.

thoroughfare and were used by

this

The column was

A

Street

and Broadway,

also, the

temporary wooden bent was used

until the

whole elevated railway had

at that point.

Two

a large

narrow

pits

number

about 40

of the floor of the subway.

one on each side ot

then riveted to the girders

were then sunk under the stairway it

was possible to carry out the

traffic.

to carry the elevated structure.

subway structure was completed

pits

work was completed

remaining excavation without interfering with the elevated railway

At 64th

at the elevation

Other

at the

stairways of this station were

a pair of j-foot plate girders,

foundations.

When

The

each of the four corners.

and on these were placed

midway between

involved was afforded

difficulties

Street.

bottoms covered with concrete

and was thus held independent of and

Sixth

for the

their

pit,

at

typical

to be

The

supported during construction.

elevated columns were

(See photograph on page 45.)

removed

INTERBOROUGH W THE U

S

RAPID

A V

B

FACE AND SUBWAY ROOF, SUBSTITUTED FOR t LARGE MAIN I^TH STREET AND LENOX AVE.

A tion

feature of the construc-

which attracted consider-

able public attention while

was

in

it

progress, was the un-

of the

derpinning of a part

Columbus

Monument

near

the southwest entrance to Cen-

handsome

This

Park.

tral

memorial column has shaft

above \v

r

about

rising

the

street

a

stone feet

75

levd

eighs about 700 tons.

and

The

rubble masonry foundation

45

feet

2-foot

is

square and rests on course

The subway

ot

concrete.

passes under

east side within 3

a

feet

of

its

its

SPECIAL CONSTRUCTION OF 6

U -FOOT

SEWER, I'NDER

CHATHAM SQUARE

TRANSIT

PAGE 49

PAGE 50

INTERBOROUGH THE SUBWAY

center, thus cutting; out about three-tenths of the original support.

sand of considerable depth, but on the other side of the

The

steep slope of the rock surface toward the

The work was done by

footings.

just outside the wall for a

row of wood posts

a foot

these posts were securely

enough

The

wedged

its

trestle

wedged up

in place

the tunnel was filled with rubble masonry.

monument over

breaking off when undermined.

completed.

To

Street and

Approaching

Broadway it

a

the subway, but the

support

street level

and

it

monument

When

This wall was strong

monument had

to be

thus a small tunnel was driven

a pair

in the finished

in the against the top of the tunnel

under the monument without any injury

At I34th

particular care in underpinning the

tunnel was given a 2-foot bottom of concrete as a support

bent was then built under each end of the girders

girders were

was on dry

rock rose within 3 reet of the surface.

subway necessitated

through the rubble masonry foundation just below the

A

this place the footing

in every 5 feet to carry the footing above. square, which were put

to carry the weight of the portion of the

supported to prevent

monument

At

and 7 feet high under the driving a tunnel 6 feet wide

first

of the subway.

line

TRANSIT

RAPID

of plate girders run through

excavation tor the subway.

masonry and the excavation was

it.

The

carried out

to that structure.

two-track structure of the steel beam type about 200 feet long was

from the south, leading from Manhattan Valley Viaduct, was an open cut with

INT.ERBOROUGH THE

R A

P

I

TRANSIT

D

SUBWAY retaining walls

from 3 to 13 all

this

300

After

feet in height.

work was be

to

happened

long and

feet

on the subway),

finished (and

the it

first

it

finished

was decided to

widen the road to three tracks, and

a

unique piece of work was successfully

accomplished.

walls were

moved

The

bodily on slides,

by means of jacks, to a on each bed

I2

side, 1

,

teet,

either wall.

ing

ONCRETR SEWER BACK UF ELECTRIC DUCT MANHOLE

BROADWAY AND

cIJTH STREET

the

retaining

line 6'^. feet

widening the without

a

The method

road-

break

in

of widen-

steel-beam typical subway

PAGE

5

1

PAGE 52

INTERBOROUGH W THE S

U

A Y

B

T

jacks the

bring

it

in

line

The

also

I

by jacks, 6 4

The new

with the

west

T

TRANSIT E

I

N

T

to

new-

retaining

remainder

structure was then

C

bodily by

necessary distance

of the

position wall.

moved

U

The

portion was equally novel.

west wall was

RAPID K

moved

ot

the

bodily,

feet to the east.

roof of the usual type

was then added over 12 of additional opening.

1

2

feet

(See pho-

tographs on pages 46 and 47. Provision had to be made, not only for buildings along the route that towered far above the

LARGE GAS AND WATER

PIPES,

RELA1D BEHIND EACH bIDE WALL ON ELM STREET

INTER BOROUGH

TRANSIT

RAPID

SUBWAY

THE

BROADWAY AND 7OTH

DIFFICULT PIPE WORK

street surface,

but also for some which burrowed

an interesting example

York Times" it

Incidentally

STREfcl

is

at 420! Street

far

and Broadway, where the pressroom of the new building of the

beneath the subway, the

should be noted that the

first

floor

Street

of extra heavy

is

above

it,

and the

first

structure of the building and the

steel

columns of the building passing through the subway

At 42d

Photograph on page 47 shows

below the subway.

basement

subway

is

"New

alongside ot

it.

are independent, the

station.

and Park Avenue the road passes under the Hotel Belmont, which necessitated the use

steel girders

and foundations

for the

support of the hotel and reinforced subway station.

(See

photograph on page 48.)

Along the

the east side of Park

"New York Times"

bottom

wood

Row

(the older

ot the foundation

disturbance of the building, which i

downtown

building),

and

"loop" was

built

as the excavation

through the pressroom

is

driven

very

ot

was considerably below the

of the building, great care was necessary to avoid any settlement.

sheathing, steel channels were

At

the ascending line of the

Instead of

and thoroughly braced, and construction proceeded without

tall.

25th Street and Lenox Avenue one of the most complicated network of subsurface structures was

encountered.

Street surface electric lines with their conduits intersect.

On

the south side of 1251)1 Street

53

PAGE 54

INTERBORO W

THE

S

U

B

U G H

RAPID

ED RECTANGULAR

were

a

48-inch water main and

electric light

one

i

T R A N

S

T

I

A Y

and power ducts.

6-inch water main, a

a

On

I

UBVVAY AT

PIPE,

2-inch and two

the north side were a

2-inch gas pipe and two banks of electric ducts.

WATER

The headroom between

Lenox Avenue

directly over the tunnel roof-beams.

so as to bring

them

roof-beams, for four bents, were laid heavy steel plates well stiffened, and 2o-inch pipes, which carried the water of the 48-inch main. ings were necessary to

make

the connections at each end.

The

6-inch, one lo-inch, and

subway root and

the

was necessary to relocate the yokes of the

It

a6TH STREET AND LENOX AVENUE

lo-inch gas pipes and a hank ot

2O-mch water mam, one

surface of the street was 4.75 feet.

I

street railway tracks

Between the lower flanges in

these

the

troughs were

(See photograph on page 49.)

on

ot the

laid

four

Special cast-

smaller pipes and ducts were rearranged and

composed of j-inch I-beams laid on the lower flanges of the roottransverse pipes, there were numerous pipes and duct lines to be relaid and

carried over the roof or laid in troughs

beams.

In addition to

rebuilt parallel

to the

delaying the street

As

all

the

subway and around the

cars.

The

station.

The change was accomplished

water mains were shut off for only a few hours.

has been said, the typical

subway near the surface was used

for

about one-halt

the sewers were at such a depth as to interfere with the construction of the subway,

along that half had to be reconstructed.

however, because nearly

as

without stopping or

many main

This indicates but very

partially the

it

nt

the road.

meant

Since

that the sewers

magnitude of the sewer work,

sewers had to be reconstructed off the route ot the subway as on the

INTERBOROUGH THE S

U

TRANSIT

RAPID

A Y

B \V

route; 7.21 miles of main sewers along the route were reconstructed and 5.13 miles oi route.

The

reason

why

so

many main

from 42d Street, south, there the Kast River and to the

is

mam

sewers oft the

sewers on streets away from the subway had to be rebuilt, was that,

a natural ridge,

and before the construction of the subway sewers drained

North River from the

ridge.

The

dividing line that the only way to care for the sewers was, in

to

route of the subway was so near to the

many

instances, to build entirely

new

outfall

sewers.

A

notable example of sewer diversion was

the Kast

River instead of into the

and continued

The new

in

On

use.

east-side sewer

the construction was the

conjunction

at

vehicular street

this

the east side a

Canal Street, where the flow ot the sewer was carried into

River, permitting the sewer to be bulkheaded on the west side

new main sewer was constructed

was built off the route of the subway for over

work

at

Chatham Square, where

a 6

T

2

a

to

mile.

empty

An

made

sewer was built by tunneling.

it

into the Kast River.

interesting feature in

-foot circular brick conduit was built.

point of numerous electric surface car lines, elevated railroad

traffic,

excavated was small.

Hudson

at

pillars,

I

he

and enormous

the imperative that the surface of the street should not be disturbed, and

This tunneling was through very

To meet

these conditions a novel

fine

running sand and the section to be

method of construction was used.

Interlocked

PACE 55

N

PAGE 56

THE

U

S

ERBOROUGH W

RAPID

T R A N

S

T

I

A Y

B

were driven by lever jacks, somewhat as a shield poling boards were employed to support the roof and

The

driven in the shield system of tunneling.

The

cantilever beam.

and over

strips

and lined

in

sides

forward ends of the poling boards were supported by a

and front of the excavation were supported by lagging boards

of canvas, which were rolled

lengths of from

i

foot to

4^

down feet,

is

as the excavation progressed.

and

at

the

maximum

rate of

The

laid flat against

sewer was completed

work about

12 reet of sewer

were finished per week.

At at

a

i

level

loth Street and

Lenox Avenue

which necessitated

its

a 6 '..-foot circular brick

removal or subdivision.

42-inch cast-iron pipes were passed under the subway. Railroad t\\ i)

Avenue

a

latter

expedient was adopted, and

(See photograph on page 50.)

sewer had to be lowered below tide level

permanent inverted siphons were

The

sewer intersected the line ot the subway

in

At i49th

order to cross under the subway.

built of 48-inch cast-iron pipe.

Two were built in

referred to gave to the city

A

number of

much

interesting

In this connection

it is

Street

and

1 o do

this

order that one might

be used, while the other could be shut off for cleaning, and they have proved very satisfactory. the only instance where siphons were used.

three

This was

worthy of note that the general changes

better sewers as substitutes for the old ones.

methods of providing

for subsurface

structures are

shown

in

photographs

INTERBOROUGH THE S

pages

<;t

Rowto

U

B \Y

to 54.

in

P

I

D

TRANSIT

PAGE 57

A Y

From

the General Post-office at Park

28th Street, just belowthe surface, there

tubes system of pneumatic mail livery.

R A

Of course,

is

a

tor postal de-

absolutely no change

while alignment could be permitted

these tubes were in use carrying mail. It

was necessary, therefore, to sup-

port

them very

'I

carefully.

slightest deviation in

he

alignment

would have stopped the

service.

Between jjd Street and 4 Street

tween Street 1

under Park Avenue, be1 1

6th Street and

I

2Oth

under Broadway, between

57th Street and Fort George

Concrete-lined

Tunnel

PAGE

5 8

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID

under Broadway and Eleventh Avenue (the second longest double-track rock tunnel

United

in the

sac tunnel being the only

and

between

States, the

one of greater length), and

Street

io_|.th

Hoo-

Broadway

under Central Park to Lenox Avenue, the road

is

in

From

rock tunnel lined with concrete. i

1

6th

the tunnel

Street is

37

On

way and

1

2Oth Street

feet wide,

arches

one in

of

the

the section from Broad-

io,d

Avenue and Central

to

concrete

the widest

world.

',

Park,

I

a

Street

loth

to

Street

Lenox under

two-track subway

was driven through micaceous rock

BE

by taking out top headings and then

two full-width benches.

The work

INTERBOROUGH THE SUB

ERECTION OF ARCH,

\V

MANHATTAN VALLEY VIADUCT

The

All drilling for the headings was done by an eight-hour night

blasting was

done

which was hauled to the shafts and the portal

crushed for concrete. laid

drills.

using percussion

spoil,

on

The

for a traveler

it

TRANSIT

A Y

was done from two shafts and one portal. shift,

RAPID

concrete floor was the

traveler followed with the centering for the arch

in cars

first

having moulds attached to

early in the

its

morning and the day gang removed the

drawn by mules.

A

large part of the rock

part of the lining to be put in place. sides, against

roof, a length

which the walls were

built.

was

Rails were

A

similar

of about 50 feet being completed at one

operation.

On

the Park.

Avenue

section

from 34th Street

two separate double-track tunnels were

to 4ist Street

driven below a double-track electric railway tunnel, one on each side.

At

one

at

each end of each tunnel.

and

at

the south end of the west tunnel;

Later, a

bottom heading was

and treacherous

in character,

also

used

and the

two headings of the west tunnel met widening

of the

tunnels to

the

first,

full

at

top headings were employed at

at

four shafts,

the north ends of both tunnels

the south end of the east tunnel a bottom heading was used.

the south end of the west tunnel.

strata inclined so as to in

The work was done from

make

The

the danger of slips a serious one.

February and those of the east tunnel

section was

rock was very irregular

immediately begun.

in

1 he

March, 1902, and the

Despite the

adoption of every

PA GE

59

PAGE 60

T E R THE

B

TRANSIT

RAPID

O R O U G H

SUBWAY

precaution suggested by experience in such work,

The

and several house fronts were damaged.

resulted,

some disturbance of the

surface above the east tunnel

portion of the tunnel affected was bulkheaded at

each end, packed with rubble and grouted with Portland cement mortar injected under pressure through pipes

the

sunk from the

same methods

central

core, or

When

street surface above.

that are

employed

dumpling of

earth,

the interior was firm, the tunnel was redriven, using

for tunnels

through earth when the arch lining

removed.

The work had

is

is

much

built before the

be done very slowly to prevent any

to

further settlement ot the ground, and the completion of the widening of the other parts of the tunnels also

proceeded very slowly, because

as

soon

as the slip occurred a large

After the lining was completed, Portland cement grout was again

interfered seriously with the operations. injected

under pressure, through holes

amount of timbering was introduced, which

left

in

the roof, until further

movement

of the

fill

overhead was

absolutely prevented.

As

has been said, the tunnel between

tunnel in the United States.

It

was built

I57th Street and Fort George

in a

8 ist

Street, the

i

8 ist

Street were located at those points so that they

The to Bailey

These

fact that the

shaft was at i68th Street shaft.

56) was similar to that used under Central Park.

for the stations at these streets.

Steel Viaduct

One

work proceeding both north and south from each

work (Photograph on page

the second longest two-track

remarkably short time, considering the

prosecuted from two portal headings and from two shafts. 1

is

might be used

for the

eastern, a total distance ot about 5 miles.

The

at

permanent elevator equipment

stations each have an arch span of about

the western branch, and from

and the other

The method employed for the The shafts at i68th Street and at

feet, lined \\ith brick.

50

elevated viaduct construction extends from I25th Street to ijjd Street and from

Avenue on

work was

Brook and Westchester Avenues

to

three-track viaducts are carried on two

Dyckman

Street

Bronx Park on the

column bents where

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID

NOTES.

PROFILE OF HARLEM RIVKR TUNNEL

Rock

lino

shown

is

niijiroximate only.

Elevations shown are referred

to city

datum.

AND APPROACHES the

rail is

not more than 29 feet above the ground level, and on four-column towers for higher structures.

In the latter case, the posts of a tower are 29 feet apart transversely and 20 or 25 feet longitudinally, as a rule,

and the towers are from 70

to

90

feet apart

on

centers.

The

tops of the towers have X-bracing and

the connecting spans have two panels of intermediate vertical sway bracing between the three pairs of longitudinal girders. in the

In the low viaducts, where there are no towers, every fourth panel has zigzag lateral bracing

two panels between the

HAKLK.M KlvtK TUNNtL DL'KING

L

pairs of longitudinal girders.

I

>.N->

I

K

I

'.

r

I

uN

PAGE 6l

PAGE

62INTERBOROUGH SUBWAY

TRANSIT

RAPID

THE

The

towers have columns consisting as a rule of a 16 x Vio-inch web plate and four 6

The

angles.

horizontal struts in their cross-bracing are

I-shaped cross-section.

The X-bracing

made of

consists of single

5X3

:

four

4Xj-inch

..-inch

angles.

X4X

5,,-inch bulb

angles, latticed to form an

The

tops of the columns

have horizontal cap angles on which are riveted the lower flanges of the tranverse girders; the end angles of the girder and the top of the

column

are also connected by a riveted splice plate.

girders are web-riveted to the transverse girders.

The

The

six longitudinal

outside longitudinal girder on each side of the viaduct

has the same depth across the tower as in the connecting span, but the tour intermediate lines are not so deep In the single trestle bents the columns are the

across the towers.

diagonal bracing

The Manhattan is

a

no station buildings. forms

is

as

those just described, but the

replaced by plate knee-braces.

is

important feature

same

Valley Viaduct on the

two-hinged arch of I68

The

station

is

West 1 ,'

feet

Side

line,

has a total length of 2,174 feet.

It

has three lattice-girder two-hinge ribs

centers, the center line of each rib being a parabola.

most

span, which carries platforms shaded by canopies, but

on the ground between the surface railway tracks.

obtained by means of escalators.

Its

Each

Access to the plat-

24

1

2

feet

apart on

half rib supports six spandrel posts carrying the

INTERBOROUGH THE SUBWAY

ONCRETE OVER IRON

.VORK

HARLtM

HIVt-H

6 feet apart and of an H-section, having four 6 x 6-inch angles

center rib and lighter sections for the outside ribs.

feet

dinal girders of

each end of the viaduct there

3,,

5x3',

is

a

I

-inch

web

plate

5-inch flange and

per axle.

The

The

web

plates for the

arch was erected without false work. All transverse girders are 31

The two

and four 6 x 4-inch angles.

to 6 x 6 inches,

chords of the ribs are

All are

3,,

outside longitu-

-inch thick and their four

and on the longest spans there are flange

plates.

At

through span with 9
Each track was proportioned

feet apart.

six

deck spans are 72 inches deep and the other 36 inches.

flange angles vary in size from

pounds

The

and

The

rib.

viaduct spans of either approach to the arch are 46 to 71 feet long.

4 inches long, and have a 70 x

PAGE 6 3

TUNNEL

roadway, the posts being seated directly over vertical web members of the

The

TRANSIT

RAPID

for a

dead load of 330 pounds per

lineal toot

and

a live load of

25,000

axle spacing in the truck was 5 feet and the pairs of axles were alternately 27 and y

traction load

was taken

at

a

wind pressure of 500 pounds

that which approaches

and passes under the Harlem

20 per cent, of the

live load,

and

per lineal foot was assumed over the whole structure.

One

of the most interesting sections of the work

River, carrying the two tracks of the East Side

line.

is

The War Department

required

a

minimum depth

ot

20 feet in the river at low tide, which fixed the elevation of the roof of the submerged part of the tunnel. This part of the

line,

641

feet

long, consists of twin single-track cast-iron cylinders

1

6 feet in

diameter

7//^
under

Ha?'lc!H River

PAGE

64INTERBOROUGH W THE

U

S

A Y

B

The

double-track concrete arched structure.

The methods

The bed

and sand, much of which was so nearly

maximum depth compressed

The

much

high pressure, a

about 50

feet

bank

38

two

in

feet apart in the clear.

piles

They were

A

enough apart

A

one time.

The

method of

a jet.

a shield

and

first built,

War

the

Depart-

trench was dredged over the

This

depth was

about 10

feet

were next driven on each side of the trench from

to be covered

cut oft about

I

feet

I

forming two wharves

built,

by the subway, 6

above the center

line

feet

4 inches

of each tube

thoroughly-trussed framework was then floated over the piles

come between each

connected by eight longitudinal sticks or stringers, two

at

a

transverse row of piles and were

The

the top and two at the bottom on each side.

to allow a special

This sheathing was driven to

driven between them.

at

them working platforms were

trusses were spaced so as to

four at each side were just far

west section was

:

and capped with timbers 12 inches square.

The

was removed by means of

it

below low water.

feet

Three rows of

apart laterally and 8 teet longitudinally.

and sunk on them.

The

w ere then driven over the area

Piles

tunneling consists of mud,

at the point ot

condition that

sections.

the middle of the river and on

to

a

feet.

1,500

Instead of employing the usual

feet.

wide and 39

above the subgrade of the tunnel. the west

in a fluid

closing of more than half the river

ment having forbidden the line of the tunnel

is

is

speedier device was contrived.

been built

river crossing has

Harlem River

ot the

of excavation was about 50

air at

length of the section

total

either side

of construction employed were novel in subaqueous tunneling and are partly shown on

photographs on pages 62 and 63. silt,

The approach on

mass of concrete and lined with the same material.

in a large

enveloped

TRANSIT

RAPID

tongue and grooved 12-inch sheet piling to be

depth of 10 to 15

below the bottom of the

feet

finished tunnel.

A

well-calked roof of three courses of

over the piles and sunk.

covered with earth

it

It

i

2-inch timbers, separated by 2-inch plank, was then floated

had three timber shafts

formed the top of

driven after the roof was in place.

7x17

a caisson with the sheet piling

The

put

on the

and when sides

it

was

in

and ends, the

made under

removed through the

place

hitter

The second

being cut ofFas the concrete bed was laid

or eastern section of this crossing

up

being

airlocks in

of

the shafts. lining

to them.

w as earned on by :

a modification of

the plan just

men-

Instead of using a temporary timber roof on the side walls, the permanent iron and concrete upper

tioned. halt

of the tunnels was employed

and

its

sides

piles

drawn by

it

before,

site.

Steel

The

trench was dredged nearly to sub-grade

running out to the completed a

pilot piles with water jets

were driven

and hoisting engine, and then the wooden

piles

upon

a

separate platform or deck on

it

i

the tunnel.

The

latter

its

center,

the work.

in

The

The

a tjuide tor the

advance of the woodsteel

piles

were with-

2

feet

deep was

built

between

the upper half of the cast-iron shells were assembled,

ends closed by steel-plate diaphragms and the whole covered with concrete. several feet, parted at

ot

driven in their place.

the piling was finished, a pontoon 35 feet wide, 106 feet long, and

the wharves, and

halt

timber frame sunk over them to serve as

they struck any boulders the latter were drilled and blasted.

a six-part tackle

When

as

were then driven and

12-inch sheet piling around the sheet piles, and

roof for the caisson.

as a

provided with wharves

permanent foundation

merged

and

air pressure, part

the excavation was completed, the piles were temporarily braced and the concrete and cast-iron

in place, the piles

their

plan,

excavation below this caisson was

the material being blown out by water jets and the remainder

When

in

teet

The pontoon was

then sub-

and each half drawn out endwise from beneath the floating top of

was then loaded and carefully sunk into place, the connection with the shore section

INTERBOROUGH THE SUB W

TRANSIT

RAPID

PAGE 6 5

A Y

being

made by

who

a diver,

entered the roof through a special opening.

entered through the shore section and cut away the

could proceed below

it

as

before.

wood bottom,

When

it

was

finally in place,

thus completing the caisson so that

Three of these caissons were required

to

men work

complete the east end of the

crossing.

The

construction of the approaches to the tunnel was carried out between heavy sheet piling.

excavation was over 40 feet deep in places and very wet, and the success of the care taken in driving the

A

number of

I

work was

largely

due

The to the

2-inch sheet piling.

interesting features should be

noted

in

the

methods of construction adopted on the

Brooklyn Extension.

The

beam subway from

the

Post-office,

Manhattan,

to

of.

Bowling Green;

They (2)

are (i)

reinforced

concrete typical subway in Battery Park, Manhattan, and from Clinton Street to the terminus, in Brooklyn; (3)

two single track cast-iron-lined tubular tunnels from Battery Park, under the East River, and under

Joralemon Street

of

Construction

types of construction on the Brooklyn Extension have already been spoken

typical flat-roof steel

Methods

to Clinton Street, Brooklyn.

PAGE

66iNTERBOROUGH SUBWAY

THE

Under Broadway, Manhattan,

work

the

is

through sand, the vehicular and

network of subsurface structures, and the high buildings making

The

road to build. street

TRANSIT

RAPID

street traffic

should be maintained

openings

so great that

is

it

one of the most

this

portions of the

difficult

was decided that during the daytime the surface of the

condition suitable for ordinary

in a

electric street car traffic, the

This was accomplished by making

traffic.

the sidewalk near the curb, at two points, and erecting temporary working platforms over the

in

street 16 feet

from the

excavated material

is

The

surface.

excavations are

made by

The

the ordinary drift and tunnel method.

On

hoisted from the openings to the platforms and passed through chutes to wagons.

the street surface, over and in advance of the excavations, temporary plank decks are placed and maintained

during the drifting and tunneling operations, and

when the

to the time

street surface

The

roof of the subway

is

"

open cut and cover

From

nent foundations resting on the subway roof. portion of the excavation

is

"

in

method

supported by wooden and

railroad structures being temporarily

from the

will

be restored to

complete.

Bowling Green, south along Broadsvay, State 'Street and

reinforced concrete construction, the

5 feet

This has been done

The mains

structures over the sidewalks.

trestle

former position when the subway structure

From

about

is

necessary to care tor the gas and water mains.

it

by carrying the mains on temporary their

permanent subway structure has been erected up

permanently restored.

is

made

surface of the street, which has

after the

is

Battery Park, where the subway

is

of

employed, the elevated and surface

and

steel trusses

supported by perma-

finally

Battery Place, south along the loop work, the greater

made below mean high-water

level,

and necessitates the use

of

heavy tongue and

and night. grooved sheeting and the operation of two centrifugal pumps, day

The

tubes under the East River, including the approaches, are each 6,544 feet in length.

consists of

two cast-iron tubes

i

T

5

_;

depth of the

The

flanges.

by grouting outside of the

and beton

plates

tubes are being constructed under

weighing 51 tons each.

They

The

about 94

The

river tubes are

feet

on

a }.i

are in water-bearing sand

per cent, grade

and

in the

by timber bracing, having

its

is

drift

shields have been installed,

1 he two shields

Street to the Flatbush

directly

Avenue terminus

below an elevated railway structure, which

bearing on the

street surface

and the tunnel timbers.

Along

much

less

difficult to

care for

more

rapidly by

employing the

have been built and

flat

street surface trolley roads to

cars are used,

pres-

is

much of

in

temporarily supported

The permanent support

of the

subway.

Brooklyn the excavation

remove

being to the

this portion of the route are street

them during the construction

and being prosecuted on the Brooklyn Extension day and night,

is

From Borough Hall

surface electric roads, but they are operated by overhead trolley and the tracks are laid on ordinary

been

air

drift-

center of the river will reach the deepest point,

be masonry piers built upon the roof of the subway structure.

has, therefore,

in-

method, and on

and are operated under

method commonly used on the Manhattan-Bronx route.

terminus the route of the subway

on the

level.

subway of reinforced concrete from Clinton

constructed by the

will

Garden Place

below mean high-water

typical

Four

by the use of hydraulic shields.

are driven by hydraulic pressure of about 2,000 tons.

ing to the center of the river from sure.

silt

filling

cir-

pressure through solid rock

air

from the Manhattan side to the middle of the East River by the ordinary rock tunnel the Brooklyn side through sand and

tunnel

diameter inside, the lining being constructed of cast-iron plates,

feet

cular in shape, bolted' together and reinforced side to the

The

the excavated material.

the removal being done at night.

is

ties.

Work

It is

made much Spur tracks

CHAPTER

III

POWER HOUSE BUILDING E power

TH

West 59th

house

is

situated adjacent to the

North River on the block hounded by West

thorough study by the engineers

Interborough Rapid Transit

of

houses already completed and of the designs of the large power houses

The

and abroad.

The

Eleventh Avenue, and Twelfth Avenue.

Street,

is

building

large,

and when

fully

equipped

will

it

5

Nth Street,

were adopted

plans

of

Company

all

after a

the large power

process of construction in America

in

be capable of producing more power

than any electrical plant ever built, and the study of the designs of other power houses throughout the

world was pursued with the principal object of reducing to service in a plant producing the great

The

minimum

a

the possibility of interruption of

power required.

type of power house adopted provides for a single row of large engines and electric generators,

room placed beside a boiler house, with a capacity of producing, approximately, than 100,000 horse power when the machinery is being operated at normal rating.

contained within an operating not

less

The work

of preparing the

1902, and resulted

early in

sections.

The

present plan, which may

in the

divided into two main parts

an operating

1

room and

on Eleventh Avenue

face of the structure

83 feet and the operating section

power house structure was,

detailed plans of the

1

and the boiler house the southerly

The

7 feet.

side.

The

briefly be described as follows:

a boiler

200

is

operating

alike in to

form and design.

center;

its

The

when viewed from

galleries

it

The

feet wide,

and

operating room section

is

A

sectional

side

are

primarily

for the

employ

a

contour of roof and wall

wall contour of the southerly side, so that

its

same along with

electrical

The

structure, with respect

galleries at

both

sides.

apparatus, while those along the

boiler

room

section

is

also practically

center.

scheme of the power house arrangement was determined on, by which the structure was

consist of five generating sections, each similar to the others in a sixth section

the northerly side of the structure

practically symmetrical in

southerly side are given up chiefly to the steam-pipe equipment. its

and

is

either end, presents a symmetrical appearance with both sides of the building

northerly

symmetrical with respect to

1 ,0('iltio/l

structure

was added, with space on the

lot for a

along with the following generating equipment:

all its

seventh section.

mechanical details; but,

Each

to

at a later date,

section embraces one

chimney

twelve boilers, two engines, each direct connected to a

5,000 kilowatt alternator; two condensing equipments, two boiler-feed pumps, two smoke-flue systems, and detail

apparatus necessary to

hereafter referred to.

Avenue end of

make

each section complete

in itself.

.

)

Gcnct'ill

] /i //i

of

of which width the boiler house takes Po-K'C/'

designers were enabled to

consists of a central area, with a truss roof over

along the

main, completed

The

house, with a partition wall between the two

room occupies

section for the northerly side that was identical with the roof

the building,

in the

The

only variation

is

the turbine plant

In addition to the space occupied by the sections, an area was set aside, at the Eleventh

the structure, for the passage of the railway spur from the

New York

Central tracks.

The

CROSS SECTION OF

POWER

HOL'SE

IN'

PERSPECTIVE

INTERBOROUGH THE SUBWAY total length

of the original five-section power house was 585

wards added makes the over

all

and exciter

5,000 kilowatt generator, and

its

in

its

In the fourth section

w^as

it

place substitute a 5,000 kilowatt

that this outfit can afterward be replaced

Arrangements were made, however, so

outfit.

inches, but the additional section after-

9^

feet

length of the structure 693 feet 9^4 inches.

decided to omit a regular engine with lighting

TRANSIT

RAPID

by a regular 5,000 kilowatt traction generator.

The

plan of the power station included a

the chimneys on steel columns, instead

method of supporting

of erecting them through the building, which modification allowed for the disposal of boilers in spaces

which would otherwise be occupied by the chimney bases.

The economizers were

the boilers on one floor level.

which made

this

By

it

was possible to place

all

placed above the boilers, instead of behind them,

This saving permitted the setting aside

saving in the width of the boiler room.

a material

arrangement

ot

the aforementioned gallery at the side of the operating room, closed off from both boiler and engine rooms,

main-pipe systems and tor

for the reception of the

The

pumping equipment below

a

advantages of the plan can be enumerated briefly as follows

their alternators,

lie

in a single

row along the center

line

the outside controlling apparatus arranged along

operating

room

there

each

placed, for

is

engine,

room with

toward

the

respective

complement

control of the

switching and

ot

and

boiler house

pumping apparatus, all Each engineer has thus

Symmetrically arranged with respect to the

required for his unit.

pumping machinery

the steam or operating

electrical

controlled by and under the operating jurisdiction of the engineer for that engine. full

combined with

engines,

Within the area between the

wall. its

The main

:

of the operating

opposite end

end of each engine facing the boiler house and the

it.

center line of each engine are the six boilers in the boiler room, and the piping from these six boilers forms a

short connection between the nozzles on the boilers and the throttles on the engine.

piping

is

for

alike

each engine, which

results

in

piping system of

a

maximum

controlled, in the event of difficulty, with a degree of certainty not possible with a

The main The

can be controlled parts of the steam-pipe system single tier

of boilers makes

ventilation into a story constructed boiler

room

will therefore

minimized.

be cool

in

In this respect the

it

above

possible it,

aside

secure

to

room

will

smoke

light,

and

all

power house

from the boiler house

The

structure.

boilers divides

the coal

difficulties

combustion can be localized, and, of different grades of coal. allow

making

chimney

repairs to any

The

as described

into

room with

from escaping steam

room

at

The

will

be

season. all

The

placing ot the

symmetrically arranged

pockets

by which trouble from spontaneous can

provide for the storage

unit basis on which the economizer and flue system oft"

possible

of the boiler house between sets of six

the divided coal bunkers

one section without shutting

it

convenient points along the length of the

in the center

separate

later,

summer

room an element of disturbance and makes

to the operating

bunker construction

this area.

economizer room,

flue connections, in the

location of each

be

be superior to corresponding rooms in plants of older

with respect to each chimney, removes from the boiler to pass directly

can

more complicated system.

high and well ventilated boiler

a

construction, where they are low, dark, and often very hot during the

economizers, with their auxiliary

simplicity that

from that afforded by the windows themselves.

warm weather and

boiler

from outside

The arrangement of

is

constructed will

the portions not connected directly to the

section needing repair.

The

floor of the

than two feet thick.

power house between the column bases

The

is

a

continuous mass ot concrete nowhere

less

massive concrete foundations for the reciprocating engines contain each 1,400 yards

PAGE 69

;:&V#. ^1'U '"

i''.

"ii.i.^vI/VciS"^ r~ Avo' '/;': rs %^>" -

''

PAGE

72INTERBOROUGH THE SUBWAY of concrete above mean high water total

amount of concrete Water

for

level,

and

in

some

condensing purposes

drawn from the

is

in size, is

built

and

At

shore end, was excavated in solid rock.

to drive these

by

a

and

mud and

about 80,000 yards.

and discharged

into

it

through two monolithic

was made

in a

built

throughout

in

J

i

feet

at

some

cofferdam composed chiefly of sheet

piles.

the river

end the excavation was,

at the

open trench, which,

places, almost entirely

As

it

was impossible

old timber crib which formed the old dock front, the latter was cut through

the piles across

At

pneumatic caisson of wooden-stave construction, which formed part of one side of the cofferdam.

the river end of the cofferdam the rock was so deep that the concrete could not be carried face,

iox8

intake conduit has an oval interior,

These tunnels were

on top of the intake tunnel.

fill

is

The

that point.

cross-section; the outflow tunnel has a horseshoe-shape cross-section and

a rectangular exterior

through the

river

The

concrete tunnels parallel to the axis of the building.

much below

cases have twice as

foundations of the finished power house

in the

TRANSIT

RAPID

and the tunnel section was built on

mean

19*2 feet below

The

feet deep.

foundation of piles driven to the rock and cut off by

This section of the tunnel was

hightide.

concrete was

a

rammed

in

down

it

built in a

a

to

its

sur-

steam saw

65 x 48-foot floating caisson 24

around the moulds and the sides were braced

as

sunk.

it

After

the tunnel sections were completed, the caisson was sunk, by water ballast, to a bearing on the pile foundation.

Adjacent to the condensing water conduits

which the underground coal conveyor

Steel

The

Jf^O/'k

used in

it is

arrangement

There

essentially two, lying side

are 58 transverse

feet for different

boilers.

The columns

by

walls, the latter being self-supporting

in the first floor.

side

and separated by

a brick division wall.

upper

are mainly of

tiers

clear for the full height

The

boiler

house

beams, arranged to etc.,

suit

while the engine

plate girders

There feet in

8 feet

box

section,

made up of rolled

or built channels and cover plates.

five tiers

of floor framing below the

They

piers.

flat

portion of the

of the engine house forming galleries on each side ot the operating room, which

is

of the building. floors

in

are,

rolled general, framed with transverse plate girders and longitudinal

the particular requirements of the imposed loads ot the boilers, economizers, coal,

room

floors

and pipe and switchboard

galleries are in general

framed with longitudinal

and transverse beams.

are seven coal

width

bunkers

at the top, the

from each other by the bunkers are

T

rows, with special bracing in the boiler house to accommodate the arrangement of

supported by cast-iron bases, resting on the granite capstones of the concrete foundation

roof, the three

and

structurally a single building,

Although

and 9 longitudinal rows of main columns, the longitudinal spacing being

Both the boiler house and the engine house have

60

10 x if-foot rectangular concrete tunnel, through

independent of the

only for a few of the beams

and 36

are

is

the

between the shore end of the pier and the power house.

installed

of the power house

steel structure

as bearing walls

is

is

six

in the boiler

house, of which five are 77 feet and two 41 feet in length by

combined maximum capacity being 18,000

chimneys spaced along the center

at the fifth floor, at

line

tons.

The bunkers

of the boiler house.

an elevation of about 66 feet above the basement.

structed with double, transverse, plate girder frames at each line of columns,

which balance the outward thrust of the coal against the

sides.

The

are separated

The bottom

The bunkers

combined with

struts

ot

the

are con-

and

ties,

frames form the outline of the bunkers

with slides sloping at 45 degrees, and carry longitudinal I-beams, between which are built concrete arches, reinforced with

expanded metal, the whole surface being

given a two-inch granolithic

finish.

filled

with concrete over the tops of the beams and

11

T H.

AVENUE

KU/LIIU ll.>Uir

32001(1

PAGE

74INTERBOROUGH

TRANSIT

RAPID

SUBWAY

THE

The

six

chimneys, spaced 108

coal bunkers, are

and occupying the space between the ends of the adjacent

feet apart,

supported on plate-girder platforms

in the

fifth

floor, leaving

the space below clear for a

The

symmetrical arrangement of the boilers and economizers from end to end of the building. are

framed of single-web girders

A

of 2O-inch I-beam.

deep, thoroughly braced and carrying on their top flanges a grillage

8 feet

system of bracing

the foundations in traverse planes about

The

sixth

In the engine

at this level,

room,

tudinal lines of crane

both the chimney platforms and coal bunkers

for

roof over

a flat

which

carried

down

to

runway girders upon which

lO-ton hand cranes are also provided for the

portion of the building at the center and sides.

a

above the engine-room

feet

64

is

is

feet apart.

30

of beams constitute

tier

platforms

the

are operated

floor, are

provided the two longi-

engine-room cranes.

Runways

length of the boiler room, and for nearly the

full

full

for

length of

the north panel in the engine room.

Some

ot the loads carried

by the

structure are as follows:

steel

In the engine house, operating on the

longitudinal runways as mentioned, are one 6o-ton and one 25-ton electric traveling crane of 75 feet span.

The imposed

somewhat

side are

square

loads of the steam-pipe galleries on the south side and the switchboard galleries on the north

In the boiler house the weight of coal carried

foot.

the weight of the brick chimneys

building;

tons per longitudinal foot;

on the

setting, carried

pleted building

The

HoUSC Superstructure

f th e

The

is

uniform loads of 250

irregularly distributed, but are equivalent to

first

suspended

1

economizers, with brick setting, about

60 tons each.

The

weight of structural

steel

used

in

the

com-

about 11,000 tons.

design of the

company, and

its

power house received the personal attention of the directors

facework

of the

character

and the

of materials to be employed were

class

considered.

carefully

influence of the design on the future value of the property and the condition ot the environment in

general were studied, together with the factors relating to the future ownership of the plant by the Several plans were taken it

4'.,

the boilers 96 tons each, and the weight ot the boiler

weight ot

floor framing,

400 pounds per

about 45 tons per longitudinal toot of the

is

1,200 tons each;

is

to

was

finally

up looking

and

in

McKim, Mead

&

the recent tendencies of municipal and city

harmony with

At

from an architectural standpoint.

on the matter

power house of massive and simple design, but

decided to adopt an ornate style of treatment by which the structure would

architecturally attractive

the firm ot

to the construction of a

the

White, of

initial

New

York, volunteered

carried along both the 5 8th

facade

and

is

his services to the

was accepted,

development of the present exterior design and the

The Eleventh Avenue

be rendered

improvements

stage of the power house design Mr. Stanford White, of

ot the design of the facework, and, as his offer

resulted in the

city.

his

company

as an adviser

connection with the work has

selection of the materials used.

the most elaborately treated, but the scheme of the main facade

9th Street fronts.

ultimately be removed in case the power house

reception of fourteen generating equipments;

is

and

The

westerly end of the structure, facing the river,

extended to the Twelfth Avenue building for this reason

this wall

is

is

may

line for the

designed plainly ot

less costly

material.

The

general style of the facework

therefore, been

granite

up

to

made

is

what may be called French Renaissance, and the color scheme has,

rather light in character.

The

base of the exterior walls has been finished with cut

the water table, above which they have been laid

This brick has been enriched by the use of similarly colored

up with

terra-cotta,

a light colored buff pressed brick.

which appears

in the pilasters,

about

INTERBOROUGH TH

E

U

S

TRANSIT

RAPID

A Y

B \V

The Eleventh Avenue

the windows, in the several entablatures, and in the cornice and parapet work. is

PAGE 75

further enriched by marble medallions, framed with terra-cotta, and by a

facade

panel directly over the front

title

of the structure.

The main

entrance to the structure

situated at

is

along just inside the building, the entrance proper entrance

the

into

The doorway

lobby.

is

northeast corner, and, as the railroad track passes

its

doorway immediately beyond the

the

trimmed with cut granite and the lobby

is

track,

and opens

finished with a

is

marble wainscoting.

The

interior of the operating

room

faced with a light, cream-colored pressed brick with an enameled

is

brick wainscoting, eight feet high, extending around the entire operating area;

The

except for a brown border and base.

harmony with

materials in

the toilets and locker

offices,

The

the high-class character of the building.

rooms

the wainscoting

and

are finished

white

is

with

fitted

masonry-floor construction consists

of concrete reinforced with expanded metal, and except where iron or other floor plates are used, or where tile

or special flooring

is laid,

the floor

is

covered with a hard cement granolithic

finish.

In the design of the interior arrangements, the value of a generous supply of stairways was appreciated, in

order that

all

might be made readily

parts of the structure

accessible, especially in the boiler

house section.

In the boiler house and machinery portion of the plant the stairways, railings, and accessories are plainly but strongly constructed.

The main

stairways are, however, of

somewhat ornate design, with marble and other

trim work, and the railings of the main gallery construction are likewise of ornate treatment.

doors and trim are of metal and the building, in

its

The complete

strictest sense, will contain

gases, there

Each

bars.

To

will

aggregate

and

it

may

By

it is

is

feet

225

the center,

these dimensions

each

calculated that, with economizers in the path of the furnace

is

be sufficient draft to meet a

supplied, as described

demand

slightly

above the normal rating

be demanded by future conditions,

of

a forced draft

the

system

boilers. will

be

later.

previously stated, the chimneys are

supported upon the

all

steel structure

The

vation of 76 feet above the basement floor and 63 feet above the grates.

each case, carried on six of

the building

on opposite sides of the center girders, well

that

no combustible material.

of 72,000 square feet of heating surface.

provide for overload capacity, as

As

done with Kalomein iron protection, so

serve the twelve boilers included in the section of which

a fair surplus capacity, will

is

room, each chimney being 15 feet in inside diameter at the top, which

these boilers having an

chimney has

work

i2-unit power house will have six chimneys, spaced 108 feet apart on the longitudinal

center line of the boiler

above the grate

interior carpenter

all

All exterior

aisle

columns

(the

three

of the boiler room), and each platform

braced and surmounted by

a grillage

is

The

of 2O-inch I-beams.

at

supporting platforms

columns

front

of :he building

of

an

ele-

are, in

two groups of boilers

composed of single-web grillage

is

filled

plate

solidly with

concrete and flushed smooth on top to receive the brickwork of the chimney.

Each chimney is

chimney feet at

T,

is

162

feet in total height of

2^ feet square in the outside dimension at the base, changing to an octagonal form at a point 14

inches above the base.

This octagonal form

which point the circular section of

The

brickwork above the top of the supporting platform, and each

is

carried to a height of

32

feet 6 inches

above the base,

radial brick begins.

base of the chimney octagonal J O

is

of

the octagon and the interior circular section.

hard-burned red brick three

The

brick

work

is

started

feet in thickness

between the side of

from the top of the

grillage platform

Chi//ltlC\S

PAGE

7

6

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID

with a steel channel curb, three feet in depth, through which two lines of steel rods are run in each direction,

thus binding together the

At

level of three

a

three feet of brickwork, and designed to prevent any flaking at the outside.

first

above the bottom of the brickwork,

feet

and covered with two courses of brick, upon which are

interior area

These

12 inches apart, and about 18 inches in height.

whole

air

and serves

brick completes the flooring of the interior area, which

There

are

arched top.

two

They

for a height

which joins the

of 14 feet within the circular shaft, as an inner

brick, 13 inches thick, extending diagonally across the

Where clears the

a

at all points, is

a point

feet 6 inches

4

iron ribs, bent over the

conductors are carried

teet

flue

openings.

high to the crown of the

shell.

The

usual baffle wall

provided of

is

above the tops of the

feet

flue

outlet

down

top.

openings.

is

covered

no connection with or bearing upon the chimney. is

corbeled out for several courses,

placed a wrought-iron railing, thus forming a walkway

is

The

This

connection with the roof framing.

cap

is

of cast iron, surmounted by eight 3 x i-inch wrought-

and with pointed ends gathered together

at

the

center.

The

lightning

the outside of the shaft to the roof and thence to the ground outside of the buildin the

brickwork, for ladders both inside and outside the

specially built

The

facilities

have been provided for the unloading of coal from vessels, or barges, which can be

by the Department of Docks and Ferries and

at the foot is

700

feet

of

West 58th

long and 60

pier construction includes a special river wall across 58th Street at the

the condensing water will be taken from and returned to the river.

beneath the deck of the

pier, there

is

a

Street.

is

a

heavy

steel

pier

advantages of

make

it

a

bulkhead

line

through which

Immediately outside the river wall and

grillage; inside this

is

a

is

passed.

system of

On

side

ot

and

fine screens

the other; in

which

it

The

effective as possible.

the center of

the

pier, just

constructed of heavy timber, to conduct the at the screens.

each

well-designed screening outfit has been appreciated, and considerable care has been exercised

as reliable

At each

was

feet wide.

system of screens through which the intake water

where the water enters the screen chamber,

The

arranged so that the several screens can be raised, by a special machine, for the purpose of cleaning.

for

shaft.

except for the octagonal red-brick base, are constructed of the radial perforated bricks.

brought to the northerly side of the recently constructed pier

to

fire

lightning rods are tipped with pointed platinum points about 18 inches long.

Exceptional

side

bottom of the

fire-brick lining of the interior of the shaft, this

below the cap of the chimney the brickwork

Galvanized iron ladder rungs were built

The chimneys,

Pier

in

flashed into the brickwork, so that the roof has

around the circumference of the chimney

North River

wide by 17

chimney, and 4

provided

forming a ledge, around the outside of which

The

feet

single layer of

the chimney passes through the roof of the boiler house, a steel plate and angle curb, which

chimney by 6 inches

hood

At

ing.

A

communicates

being bonded to the red-brick walls to a point 6 feet below the top of the octagon, and extended above

latter

by

space, which

air

also flush with the

is

and 6

flue openings, diametrically opposite,

are lined with fire brick,

4 inches thick,

walls are themselves perforated at intervals, and the

an insulation against heat for the steelwork beneath.

as

placed over the

is

built diagonal brick walls,

covered with hand-burned terra-cotta blocks, thus forming a cellular

is

with the exterior fire

a layer of water-proofing

Two fact,

warm water from

water conduits are employed,

the entire pier

was provided.

is

below the deck, there are two discharge water conduits

in

the condensers away from the cold water intakes

order that one

may

be repaired or renewed while using

constructed with the view of renewal without interference in the operation

CHAPTER POWER PLANT FROM COAL

IV

TO SHAFTS OF ENGINES AND TURBINES

PILK

the minute and specific description in Chapter III, a clear idea will the

power house building and

adjuncts, as well as of the features which not only go to

its

FROM

an architectural landmark, but which adapt

We

to perform.

now come

it

specifically for the vital function that

and "follow the power through" from the coal

steam turbines attached

to the

dynamos which generate current

elements of the coal handling equipment comprise

and weighing apparatus

a

system of ^o-inch

at the rate ot it

movable

250 tons per hour or more, the

downtake hoppers

bunkers

the

in front

The equipment

For handling

for delivering the

upon

in its general

of the engines or

electric hoisting

tower with crushing (7fl<7/

belts, to carry the

crushed and

southwest corner of the power house;

10 feet to the top of the boiler house,

self reversing

trippers,

which

different grades of coal, distributing conveyors are

from a particular bunker through gates

coal

the

to

of the boilers, as hereafter described.

removing ashes trom the

tor

called

it

for light.

These conveyors have automatic

bunkers.

coal

I

make

so desired, and a system of 2O-inch belt conveyors to distribute

it

distribute the coal evenly in the bunkers.

arranged underneath

to the

conveyors to elevate the coal a distance of

belt

horizontally over

power and

for

weighed coal along the dock and thence by tunnel underground a

pile to the shafts

system of horizontal belt conveyors, with jo-inch

a

it is

and detailed description of the power plant equipment

to a review

relation to the building,

The

have been obtained of

room basement and

boiler

ashes to barges, comprises the following elements

A

:

system

ot

tracks,

tor storing

and delivering the

24 inches gauge, extending under

the ash-hopper gates in the boiler-house cellar and extending to an elevated storage bunker at the water front.

The

rolling stock consists of

doors.

Each

car

two

has

four-wheel

the ash bunker. concrete.

This

will

contain

It

to

coal handling

of short duration,

as

Motive

in

dumping

supplied

by fills

is

built

springs.

of steel with a suspension bottom lined with

barges, a collecting belt extends longitudinally under the pocket,

up

inside the

wharf

line

when not

is

hinged

in use.

question was adopted because any serious interruption ot service would be

belt, or part

self reversing trippers.

The

of the belt mechanism, could quickly be repaired or replaced.

system also possessed advantages with respect to the automatic even distribution

means of the

power

is

delivers ashes to a loading belt conveyor, the outboard end of which

system

any

with

cars deliver the ashes to an elevating belt conveyor, which

so as to vary the height of delivery and to fold

The

trucks

,000 tons, and

1

For delivering stored ashes

being fed by eight gates.

tons capacity, having gable bottoms and side

2

pivoted

The

an electric storage battery locomotive.

of

cars

steel

24

These derive

has a rotary cleaning brush to cleanse the belt before

their it

ot

power trom the conveying

coal in the bunkers, belts.

by

Each conveyor

reaches the driving pulley and they are

all

driven by

induction motors.

The

tower frame and

boom

are

steel.

The tower

rolls

on two

rails

along the dock and

is

self-

il/ltl

~fs/l

PAGE 7

8

INTERBOROUGH THE SUBWAY propelling. to

one

The

lift is

unusually short

for the reason that the

;

cent, the

motive power

of the bucket, which

lift

for operating the

service.

The main

control.

The

hoist

is

bucket

TRANSIT

weighing apparatus

lying vertically below the crusher.

side in a separate house, instead of

40 per

RAPID

is

is

removed horizontally

This arrangement reduces by

The

of the clam-shell type of forty-four cubic feet capacity.

is

perhaps the most massive and powerful ever installed for such

directly connected

200 horse-power motor with

a

to

boom

bucket along the

trolley engine for hauling the

is

a

system of

special

also direct coupled to a multipolar

motor.

The

receiving hopper has a large throat, and a steel grizzly in

the stokers and bypasses

and

operated by a motor, which

is

The

around the crusher.

it

is

crusher

is

which

it

sorts out coal small

enough

for

of the two-roll type, with relieving springs,

also used for propelling the tower.

The

coal

is

in

weighed

duplex

two-ton hoppers.

The

Special attention has been given to providing for the comfort and safety of the operators.

have baywindow fronts, to enable the men peering through slots

in

the floor.

The running

inspection.

have an unobstructed view of the bucket

to

Walks and hand

at all

provided on both sides of the

lines are

ropes pass through hardwood slides, which cover the slots

cabs

times without

boom

for safe

the engine house

in

roof to exclude rain and snow.

This type of motive power was selected

owing

to the rapid destruction of overhead

in preference to trolley

and

lines

locomotives for moving the ash

locomotive consists of two units, each of which has four driving wheels, and

The

battery.

use of two units allows

compared with

a single-body

weight of the locomotive

The

coal

is

the

about

of which

five tons, all

from the coal bunkers

downtakes, one on each side of the central gangway or

feet radius

is

allowed to flow

is

its

own motor and

locomotive to round curves with very small

Curves of 12

locomotive.

carries

cars,

The

bonds by the action of ashes and water.

rail

overhangs, as

can be turned with ease.

The

gross

available for traction.

down

into the boiler

room through two rows of

Each bunker has eight

firing place.

cast-iron outlets,

four on each side, and to these outlets are bolted gate valves tor shutting off the coal from the corresponding

downtakes.

From

these gates the downtakes lead to hoppers which are on the economizer floor,

these hoppers the lower sets of downtakes extend

down

and from

to the boilers.

Just above the hoppers on the economizer floor the coal downtakes are provided with valves and chutes to feed the coal, either into the

hopper or into the distributing

distributing conveyors, one corresponding with each

bunker or bunkers

to

all

the boilers

when

desired.

flight

conveyor alongside of

row of downtakes, permits the feeding

They

of

it.

coal

These

from any

are the ordinary type of flight conveyor, capable

of running in either direction and provided with gates in the bottom of the trough for feeding into the several

above mentioned hoppers.

In order to eliminate the stresses that would develop in a conveyor of

the full length of the building, the conveyors are of half the entire length, with electric driving engines in

the center of each continuous line.

downtakes, makes

heavy load and

To

it

bunkers

a cheaper grade in other

the

installation of this

possible to carry a high-grade coal in

provide means for shutting

each boiler, and

The

oft"

downtake feeding

conveyor system,

some of

for the periods

in

connection with the coal

the bunkers for use during periods of

of light load.

the coal supply to each boiler, a small hopper into

it

downtakes extend down from the boiler hopper

is

provided with

to the boiler

room

a

gate at

its

is

placed just over

lower end.

Two

vertical

floor or to the stokers, as the case

may

INTERBOROUGH W THE S

be,

U

TRANSIT

RAPID

PAGE 79

A Y

B

and they are hinged just below the boiler hopper to allow

their being

drawn up out of the way when

necessary to inspect the boiler tubes.

Wherever

the direction of flow of the coal

is

changed, poke holes are provided

enable the firemen to break any arching tendency of the coal

in the

downtakes

are 10 inches in inside diameter, while

The main

boiler

room

is

each having 6,008 square feet boiler

room

There feet wide.

will

designed to receive ultimately seventy-two safety water tube three

These ver-

drum

boilers,

of effective heating surface, by which the aggregate heating surface of the

be 432,576 square

feet.

boilers are designed for a

hydraulic test pressure of

All parts of the downtakes

others are 14 inches in inside diameter.

all

are fifty-two boilers erected in pairs, or batteries,

The

the downtakes to

which are of wrought-iron pipe.

are of cast iron, except the vertical parts in front of the boilers, tical

downtakes.

in

;

inch.

Each

fourteen tubes high.

The drums

inches in diameter and iS feet long.

All parts are of open-hearth steel

is

is

a

passageway

working steam pressure of 225 pounds per square inch and

300 pounds per square

water tube sections, and each section

and between each battery

are

boiler

The

42 inches

the shell plates are

!

liu

in

is

five

for a

provided with twenty-one vertical

tubes are ot lap welded, charcoal iron, 4

diameter and 23

teet

and 10 inches long.

of an inch thick and the

drum head

plates

][fatn

PAGE 80

T E R 11

/ifi

TRANSIT

RAPID

O R O U G H

B

SUBWAY

THE

inch,

and

in

this

respect

em-

the thickness of material

ployed

is

standard

slightly in excess of

Another

practice.

advance on standard practice is

of the circu-

in the riveting

lar

these

seams,

and

jomted All

being

lap-

double riveted.

seams

longitudinal

are

butt-strapped, inside and out-

and secured by

side,

of

Manholes

rivets.

rows

six

are only

provided for the front heads,

and each front head vided with

bronze

a

is

special

pro-

heavy

making con-

pad, for

nection to the stop and check teed water valve.

The

setting of the boiler

embodies several

special

which are new

tures

The

erection.

in

fea-

boiler

boilers are set

higher up from the floor than in

standard practice, the center

of the drums

being 19 feet above the floor

hand-fired

either

grates

proximity

As

the

stokers

under

the

and another

at a

fire brick.

which

is

The back

is

and

tor

inclined

side walls, so

that

stokers the

grate

these

will

girders

of the setting, where the rear cleaning

used when the upper tubes are being cleaned.

higher level for light and ventilation when cleaning.

for the reception of superheating apparatus without

are constructed, at each side of the building teet

;

higher combustion chamber, tor

a

carried well

fire

is

not

be

heated

regards the masonry setting, practically the entire inside surface exposed to the hot gases

a sliding floor plate,

made

girders

This feature provides

line.

POWER HOUSE

by

fire.

with a high grade of

line

automatic

or

up above the supporting to

OPERAT1NG ROOM SHOWING CONDENSERS

on each side of the column.

accessible for cleaning

An

air

columns

space

is

Over

is

There

is

is

lined

provided with

done,

is

also a

door

at the floor

the tubes arrangements have been

changing the brickwork.

Where

the brick walls

at the front, cast-iron plates are erected to a height

of

8

provided between each cast-iron plate and the column, which

from the boiler front; the object of the plates and

air

space being to prevent the

transmission of heat to the steel columns.

An

additional feature of the boiler setting consists in the

employment

ot a soot hopper,

bridge wall, by which the soot can be discharged into ash cars in the basement.

The main

back of each

ash hoppers are

constructed of ',-inch steel plate, the design being a double inverted pyramid with an ash gate at each in-

INTERBOROUGH THE SUBWAY The hoppers

verted apex.

about 80 cubic

the boilers

all

of the platform being

a

is

and the capacity of each

continuous platform of open-work cast-iron plates,

8 feet

above the main

opposite the walk between the batteries, and

At

tees,

is

feet.

In front of level

provided with stiffening angles and

well

are

TRANSIT

RAPID

The

floor.

on

steel

beams, the

platform connects across the firing area,

these points this platform

at

laid

is

carried between the boiler settings.

the rear of the northerly row of boilers the platform runs along the partition wall, between the boiler

house and operating room and level

of the platform

is

doorways are provided which open into the

at intervals

even with that of the main operating room

floor, so that

be freely used by the

may

it

The

area.

pump

The

water tenders and by the operating engineers without being obstructed by the firemen or their tools. will

do away

water tenders

will also

platform in front of the boilers will also be used for cleaning purposes, and, in this respect,

The

with the unsightly and objectionable scaffolds usually employed for this work.

be brought nearer to the water columns than when operating on the main

The

floor.

it

feed-water valves will

be regulated from the platform, as well as the speed of the boiler-teed pumps.

Following European

drum, and each

boiler

The

provided with two water columns, one on each outside

this special increase

through two

heavy

specially all

the several

These

steel

for thirty-six boilers,

fronts are of sheet steel,

and the

The

for each of these

coal passes

There

buckstays which have been enlarged for the purpose.

36 inches above the

and

down

are three firing is

100

twelve boilers, which will receive coal from the coal bunker located between the fourth and

fifth

doors and the feet,

The

drum have been made

fittings.

grates a special lower front has been constructed.

square

and one below the

of weight has been applied to

Hand-fired grates of the shaking pattern have been furnished

to the floor

for the water tenders

stop and check valves on each boiler

requirements of this power house, and

minor boiler

is

gauge above the platform

boiler will have one steam

platform tor the firemen. for the

practice, each

sill

being

of each 8 feet

door

is

deep by 12

floor.

gate area of the hand-fired grates

feet 6 inches wide.

chimneys, have been furnished with automatic stokers. It is

proposed to employ superheaters to the entire boiler

The

boiler-room ceiling has been

power houses of

made

The

similar construction.

floor plates over the boilers to the ceiling

above, covered with an iron grating.

is

The

13 feet.

Under

Over each

room

in this respect the

distance from the floor to the ceiling boiler

is

is

35

differs feet,

from most

and from the

an opening to the economizer floor

height of the room, as well as the feature of these openings, and

the stairway wells and with the large extent of

and especially well ventilated.

plant.

especially high, and

window opening

in the

south wall,

will

make

the

room

light

these conditions the intense heat usually encountered over boilers will

largely be obviated.

In addition to

making provisions

ments have been provided

for the air to escape

from the upper part

for allowing the air to enter at the

bottom.

of

the boiler room, arrange-

This inflow of

through the southerly row of basement windows, which extend above the boiler room

air will

floor,

take place

and through the

wrought-iron open-work floor construction extending along in the rear of the northerly row of boilers.

A

noteworthy feature of the boiler room

central aisle

and

its

is

the lo-ton hand-power crane, which travels along in the

through the entire length of the structure.

This crane

is

used for erection and for heavy

use has greatly assisted the speedy assembling of the boiler plant.

repair,

PAGE 8l

PAGE

82INTERBOROUGH THE SUBWAY

Blowers and

Air Ducts

TRANSIT

RAPID

In order to burn the finer grades of anthracite coal

in sufficient quantities to obtain boiler rating

with

the hand-fired grates, and in order to secure a large excess over boiler rating with other coals, a system of

blowers and

three boilers, with arrangements for supplying

The is

blowers are

i

self-enclosed type, and

to

is

hour with 2 inches of water pressure

The smoke

6 inches wide at the floor

5 feet

2

a

amount of

sufficient

Each blower

line.

air to

burn 10,000 pounds of combustible per

in the ash pits.

and

words, the smoke flue and economizer system for one chimney

Economizers

In each case, the system

is

selected for every

:

and economizer construction throughout the building

flue

is

x 13 x 6 2-inch upright, automatic, compound, steam engine of the

r

provide

blower

from one blower.

six boilers

all

high above the floor and

feet

I

direct-connected to a two crank 7

Smoke Flues

One

ducts has been provided in the basement under the boilers.

air

symmetrically arranged about

its

is

of uniform design,

is

or, in

identical with that for every other

respective chimney,

as can be seen

other

chimney.

by reference

to the plans.

The

twelve boilers for each chimney are each provided with two round

products of combustion upward to the main flue

is

smoke

flue

smoke uptakes, which

system on the economizer

provided for each group of three boilers, and each pair of main smoke

center line of the chimney, where in

chimney.

The two common

are arranged

and

flues last

common

each case one

mentioned enter

at

flues

main smoke

join together on the

the gases into the side of the

carries

flue

A

floor.

carry the

The main

opposite sides ot the chimney.

flues

with dampers, so that the gases can pass directly to the chimney, or else they can be

fitted

diverted through the economizers and thence reach the chimney.

The uptakes from Each

4 inches thick. uptakes to take

rest

each boiler are constructed of

up expansion and which

flue,

at the

bottom, and

The

Steam Piping

8

rests

is

lined with radial hollow brick in roller bearings.

the top, where they join the main flue,

at

on the economizer feet

ij

inches thick, and the top

sectional plan

-inch plate and each

means

The

are provided

contraction.

',-inch plate, 6 feet 4 inches wide and

with brick walls

s

provided with a damper which operates on a shaft turning

is

on iron beams

The main

3

is

floor, is

high.

what might be

The bottom

called a steel box, constructed of

lined with brick laid

is

flat

and the sides

formed of brick arches sprung between.

adopted for the power house has made a uniform and simple arrangement of steam

piping possible, with the piping tor each section, except that of the turbine bay, identical with that for every other section.

A

Starting with the six boilers for one

cross-over pipe

the steam

may be

erected on each boiler, by

is

in

groups of

means of which and

six.

Risers with

a

combination

room

floor

by hand or from

as follows:

valves and fittings

ot

In the delivery from each boiler there

passed through the superheater.

9-inch valve, which can be closed from the boiler

main engine, the steam piping may be described

is

a

quick-closing

a distant point individually or

9-inch wrought-iron goose necks connect each boiler to the steam main,

where 9-mch angle valves are inserted

in

each boiler connection.

These valves can be closed from the

platform over the boilers, and are grouped three over one set of three boilers and three over the opposite

The main from the pipe area where

the six boilers

it

rises to

together, as desired.

lines are

carried directly across the boiler

connect to the two

point the steam can also be led

These compensating

is

downward

1

house

in a straight

line to a point

4-inch steam downtakes to the engine throttles.

to a manifold to

which the compensating

tie

set.

lines

At

in

this

are connected.

run lengthwise through the power house for the purpose of joining the systems

The two downtakes

to the engine throttles

drop

to the

basement, where each, through

INTERROROUGH THE SUBWAY a

TRANSIT

RAPID

PAGE 83

goose neck, delivers into a receiver and separating tank and from the tank through a second goose neck

into the corresponding throttle.

A

quick-closing valve appears at the point where the ly-inch pipe divides into the two

takes and a similar valve will close the

is

provided

at the point

steam to the engine and the second

These valves can be operated by hand from

a

where the main connects will

1

4-inch

The

to the manifold.

downvalve

first

control the flow of steam to and from the manifold.

platform located on the wall inside the engine room, or they

can be closed from a distant point by hydraulic apparatus.

In the event of accident the piping to any engine

can be quickly cut out or that system of piping can quickly be disconnected from the compensating system.

The

pipe area containing, as mentioned, the various valves described, together with the manifolds and

compensating pipes, engines.

Each

is

section

divided by means of cross-walls into sections corresponding to each pair of main is

thus separated from those adjoining, so that any escape of steam in one section

can be localized and, by means of the quick-closing valves, the piping for the corresponding pair of main engines can be disconnected from the rest of the power house. All cast iron used

in

the fittings

is

called

air-furnace

iron,

which

is

and tougher than

a semi-steel

All line and

ordinary iron.

bent pipe

of wrought iron,

is

and the flanges are loose and o

made of wrought of the pipe

shell

the

The

steel. is

bent over

of the flange.

face

All

the joints in the main steam

above

line,

are

ground

1

2

,

inches in size,

joints,

metal

to

metal, no gaskets being used.

Unlike the

or-

flanges

dinarily used in this country,

extra

special

may be

it

strong propor-

have been adopted, and

tions

said that

all

flanges

and bolts used are 50 per

cent.

heavier than the so-called extra

heavy proportions used

in this

country.

The

feed water will enter

the building at three points, the largest water service being i

;

inches in diameter, which

enters

the

structure

southeast corner. first

The

at

its

water

passes through fish traps

r Piping

PAGE

T H

E

S

LI

TRANSIT

RAPID

84INTERBOROUGH W A Y

B

and thence through meters, and from them to the main reservoir tanks, arranged along the center of the boiler

The

water

is

allowed to flow into each tank by means of an automatic

float valve.

water will be partly heated in these reservoir tanks by means of hot water discharged from high-pres-

steam

sure the

The

house basement.

most

traps.

In this

way the heat contained

part, returned to the

pumps, by which

it is

boilers.

From

the drainage from

the high-pressure steam

the reservoir tanks the water

discharged through feed-water heaters where

from the condensing and feed-water pumps. to the boilers;

in

From

it

is

is

is,

for

conducted to the feed-water

further heated by the exhaust steam

the feed-water heaters the water will be carried direct

or through the economizer system to be further heated by the waste gases from the boilers.

Like the steam-pipe system, the feed-water piping

is

laid

out on the sectional plan, the piping for the

several sections being identical, except for the connections from the street service to the reservoir tanks.

The

feed-water piping

which

Engine and Turbine

Equipment

is

is

constructed wholly of cast iron, except the piping above the floor line to the boilers,

of extra heavy semi-annealed brass with extra heavy cast-iron

The

fittings.

engine and turbine equipment under contract embraces nine 8,OOO

to

11,000 horse power main

to 1,875 kiloengines, direct-connected to 5,000 kilowatt generators, three steam turbines, direct-connected

watt lighting generators.

generators

and

two 400

horse

power engines, direct-connected

to

250 kilowatt

exciter

INTERBO ROUGH THE

U

S

WA

B

The main

engines are similar

in

engines, both connected to a

The

engines.

type of engine

of various dimensions and

accompanying tabulation

type to those installed

the

in

is

is

now

common

known and

well

will

i.e., each consists of two component

generator placed between the two component

not be described

but as a comparison

in detail,

Manhattan and Rapid Transit engines may be

features of the

submitted

shaft, with the

power house of the

Street

74th

interest, the

ot

:

Manhattan.

Rapid Transit.

Diameter of high-pressure cylinders, inches, Diameter of low-pressure cylinders, inches,

44 88

86

Stroke, inches, Speed, revolutions per minute,

60

60

Steam pressure

at throttle,

pounds,

Indicated horse power at best efficiency, Diameter of low-pressure piston rods, inches, Diameter of high-pressure piston rods, inches,

Diameter of crank

Length of crank Type Type

of

Low- Pressure

High-Pressure Valves. in

vacuum without normal

indicating

proportioned to withstand

I

1

18

18 Single Ported Corliss

Corliss.

Poppet Type.

inches,

in a

all

tioned so that

serviceable

manner

all

will

34 60

34 60

37Vi(i

37Vir,

energy for railway purposes.

occasion shall require

of steam pressure, a speed of 75 revolutions and

it

Third.

at the

It will

Second.

it

as are usual

engine

will

economy and

Fourth.

capacity.

its

be propor-

ot the

speed and vacuum.

Fifth.

can be operated with steam pressure at the throttle of 200 pounds above

power

more than at

i2'/

in

the atmosphere.

pressure.

75 revolutions per minute,

The

450

to

500 degrees Fahr.

pounds of dry steam per indicated horse power per hour, when

cylinders, with a steam pressure at the throttle of 175

perature due to

It will

operate successfully with a steam pressure at the throttle of 175 pounds above atmos-

not require

indicating 7,500 horse

and incidental

can be operated with a steam pressure at the throttles ot 200

phere, should the temperature of the steam be maintained at the throttle at from It will

be suitably

be capable of operating with an

atmospheric pressure under the before mentioned condition as to speed when exhausting

The

It will

low pressure cylinders, and when so operating,

pounds above atmospheric pressure under the before mentioned conditions be proportioned so that

be capable of operating con-

sudden fluctuations of load

the operating requirements, except as to

when

Ibs.

engine

wear, jar, noise, or other objectionable results.

atmospheric exhaust with two pounds back pressure fulfill

The

First.

,000 horse power with 175

to the generation of electrical

Seventh.

20

guarantees under which the main engines are being furnished, and which will govern their accept-

a 26-inch

Sixth.

10

18

Corliss

journals, inches,

when

will

8

Double Ported

tinuously

It

7i5

10

ance by the purchaser, are in substance as follows:

will

75 175

7>5

Valves.

Length of journals, inches, Diameter of shaft in hub of revolving element,

The

75

pin, inches,

ot"

42

150

pin, inches,

Diameter of shaft

when

the

vacuum of 26

inches at the low pressure

pounds and with saturated steam

guarantee includes

all

at

the normal tem-

of the steam used by the engine or by the jackets

or reheater.

The new

PAGE 8 5

Y

Manhattan Division of the Interborough Rapid Transit Company,

compound

TRANSIT

RAPID

features contained within the engine construction are principally

of the high-pressure cylinders, by which only a small strain

is

:

First, the novel construction

transmitted through the valve chamber

Main

PAGE

86iNTERBOROUGH THE SUBWAY

TRANSIT

RAPID

between the cylinder and the slide-surface casting.

This

is

accomplished by employing heavy

bolt the shell of the cylinder casting to the slide-surface casting, said bolts being carried past

Second, the use of poppet valves, which are operated

valve chamber. plate

on the side of the cylinder, the connections from the valves

the wrist plate to the eccentric being similar to the parts usually

in a

which

and outside the

very simple manner from a wrist

to the wrist plate

employed

bolts,

and the connections from

for the operation of Corliss valves.

Unlike the Manhattan engines, the main steam pipes are carried to the high-pressure cylinders under the floor and not above

Another modification

it.

boxes instead of the marine style of construction

The

weight of the revolving

350,000 pounds

field

that

any point on the revolving element

that

it

would have

crank-pin end of the connecting rod.

at the

about 335,000 pounds, which gives

is

of gyration of

at a radius

consists in the use of an adjustable strap for the crank-pin

1 1

and with

feet,

this flywheel inertia the

shall not, in operation, lag

the speed were absolutely uniform, by an

if

flywheel effect of about

a

engine

designed so

is

behind nor forge ahead of the position

amount

greater than one-eighth of a natural

degree.

Arrangements have been made

TurboGenerators

ordered.

They

the erection of four turbo generators, but only three

operating

at

full

load each of the two turbines, comprising

approximately equal power for direct connection 1

1,000 volts and

at a

one

unit,

will

tandem develop

an alternator giving 7,200 alternations per minute

to

speed of 1,200 revolutions per minute.

Each unit

will

have

horse power with a steam pressure of 175 pounds at the throttle and a

electrical

have been

are of the multiple expansion parallel flow type, consisting of two turbines arranged

When

compound.

for

a

at

normal output of 1,700

vacuum

in the

exhaust pipe

of 27 inches, measured by a mercury column and referred to a barometric pressure of 30 inches.

The

guaranteed to operate satisfactorily with steam superheated to 450 degrees Fahrenheit.

The

turbine

is

economy guaranteed under

the foregoing conditions as to

initial

and terminal pressure and speed

Full load of 1,250 kilowatts, 15.7 pounds of steam per electrical

937^

kilowatts, 16.6

and one quarter load,

pounds per

312^

electrical

kilowatts, 23.2 pounds. in the

30 inches barometer), and with steam

When

pounds per

three-quarter load,

operating under the conditions of speed and

exhaust pipe of 27 inches vacuum by mercury column

at the throttle

superheated 75 degrees Fahrenheit above

the temperature of saturated steam at that pressure, the guaranteed steam consumption load, 1,250 kilowatts, 13.8

as follows:

horse power hour; one-half load, 625 kilowatts, 18.3 pounds;

steam pressure mentioned, but with a pressure (referred to

horse power hour;

is

electrical

is

as follows

Full

:

horse-power-hour; three-quarter load, 9371/2 kilowatts, 14.6

1 pounds; one-half load, 625 kilowatts, 16.2 pounds; and one-quarter load, 312 4 kilowatts, 20.8 pounds.

The two

Exciter

Engines

engine

is

exciter engines are each direct connected to a

a vertical quarter-crank

pressure cylinder with a

extreme

400 horse power

at the throttle.

Equipment

common

at a

Each engine

Each engine unit

is

They

will

operate at best efficiency

when

speed of 150 revolutions per minute with a steam pressure of 175 pounds

will

have a

supplied with

provided a vertical circulating

engines will be non-condensing, for the reason that

expense of some economy.

its

maximum

pump

of 600 indicated horse power.

own condenser equipment,

chambers, each attached as closely as possible to is

Each

direct current generator.

with a 17-inch high pressure cylinder and a 27-inch low-

The

24-inch stroke.

reliability is desired at the

indicating

Condensing

compound engine

250 kilowatt

along with

are cross connected with those of other engines

its

a

consisting of two barometic condensing

respective low-pressure cylinder.

vacuum pump

For each engine

and, for the sake ot flexibility, the

and can be used interchangeably.

also

pumps

INTERBOROUGH W THE S

The

U

A Y

B

circulating

pumps

are vertical, cross

Their foundations are upon the basement floor;

all

the

a

pumps

required to work,

quantity the

times

and the steam cylinders extend above the engine-room

therefore entirely under the supervision of the engineer.

120,000,000 gallons per day.

is

when

assisted by the

full

height,

A

of starting up.

fluctuations ot

is

engines with outside packed plungers.

normal capacity of 10,000,000 gallons of water per day, so that the

tide water to the entrance into the full

compound pumping

floor level

the starting valves and control ot speed

Each pump has of

it

tor

vacuum

in

While

the

the condenser,

much

is

is

vacuum cannot

the stroke acting water plungers are each 20 inches in diameter, and

circulating

pump.

COAL LNLU.-UHNG

"luufck

pumps

The

is

and have valve decks and plungers

are of the vertical form,

and each

is

1'ILK

be

lost or

not available at

tor a short time

to

and the

supply of

do the work.

The

20 inches; the two double-

30 inches

for

all.

The

water ends

entirely of that material.

located alongside of the corresponding

steam cylinders also project above the engine-room

ON utsT 5&TH STKttl

will

be ready to deliver the

as to

amount of steam is

capacity

from low

lift

interfere with the constant

10 inches in diameter and the low-pressure

are composition fitted for salt water

pumping

than the total

any reason the assistance ot the vacuum should be

the tide, or even a complete loss ot

dry vacuum

less

temporary overload can but reduce the vacuum only

high-pressure steam cylinder

total

head against which these pumps

condensing chambers, they are so designed

water, the governor simply admitting to the cylinders the proper

The

TRANSIT

RAPID

floor.

The vacuum

cylinder

is

PAGE 87

PAGE

SSjNTERBOROUGH SUBWAY

THE

immediately below the steam cylinder and has a valve that

These pumps

shaft.

From

Piping

room

is

is

This

riser

the roof the 4O-inch riser

exhaust head, the top of which

is

above the

teet

35

is

due

to

on

to

it.

under the engineot

it

steam from the

also receives exhaust

This

capped with an

is

roof.

longitudinally riveted steel with cast-iron

is

provided where necessary to relieve the piping from the strains

are

Expansion joints

a point just

run into a 48-inch stand pipe.

All the exhaust piping jo inches in diameter and over flanges riveted

At

between the pair of engines and back of the high-

is

pressure cylinder, thus passing through the so-called pipe area, where

At

in

changed

around the engine foundations, the two from each pair

carried horizontally

engines uniting in a 4O-inch riser to the roof.

auxiliaries.

a governor, can be

direct-connected to the condensing chamber at each low-

run downward a jo-inch riveted-steel exhaust pipe.

is

floor the exhaust pipe

pump

by

rate.

each atmospheric exhaust valve, which

pressure cylinder,

mechanically operated by an eccentric on the

is

are of the close-clearance type, and, while controlled

speed while running to any determined

Exhaust

TRANSIT

RAPID

expansion and contraction, and where the joints are located near the engine and generator they are ot

The

corrugated copper.

expansion joints

the 4O-inch risers above the pipe area are ordinarily packed

in

slip joints.

The

exhaust piping from the auxiliaries

is

carried directly

with a feed-water heater, with means for by-passing the to the roof.

The

latter.

into the pipe area, where

up

the heater

Beyond

it

it

connected

is

joins the 4
feed-water heaters are three-pass, vertical, water-tube heaters, designed tor a working water

pressure of 225 pounds per square inch.

The

design ot the atmospheric relief valve received special consideration.

A

lever

provided to

is

assist

the valve to close, while a dash pot prevents a too quick action in either direction.

The power house

Compressed

Air

will

be provided with a system for supplying compressed

the structure for cleaning electrical machinery and for such other purposes as for operating whistles

employed

The

tor signaling.

air is

may

air to

various points about It will also

arise.

be used

supplied to reservoir tanks by two vertical, two-

stage, electric-driven air compressors.

For the lubrication of the engines an extensive

Oil System tered

oil will

oil

The

piping to the engines

cannot be interrupted by a break

to the filtering tanks.

A

The immediate

is

in

oil is

installation includes

any one pipe.

redelivers the

oil

tanks filtering

completed plant contemplates the addition of two extra

Etc.

The power house

is

The

at

The span of both

of the electric cranes

is

74

aisle

feet

proper pipes to

at

the easterly end ot the

filtering

tanks

ton electric traveling crane and one 25-1011 electric traveling crane.

For the center

piping system leading to

the

all

of the boiler

conducted

is

the elevated storage tanks.

oil to

provided with the following traveling cranes

lO-ton hand-operated crane.

Fil-

provided.

on leaving the engines

oil

of brass and fittings are inserted

two

a

is

constructed on a duplicate, or crib, system, by which the sup-

pumping equipment then

All piping carrying filtered

Cranes, Shops,

distributing and filtering system

be supplied under pressure from elevated storage tanks, with

various journals. ply of

oil

power house, but the

For the operating room

For the

room

cleaning.

the westerly end ot the structure.

at :

facilitate

:

area over the

oil

:

One

switches

:

60-

one

one loton hand-operated crane.

4 inches and both cranes operate over the entire length

ot

the structure.

The trolley

is

6o-ton crane has two trolleys, each with

a

lifting

capacity, tor

also provided with an auxiliary hoist of 10 tons capacity.

When

regular

load, ot

50 tons.

Each

loaded, the crane can operate at

INTERBOROUGH W THE S

U

A Y

B

the following speeds

minute lifting

;

Bridge, 200 feet per minute; trolley, TOO feet per minute; main hoist, 10 feet per

:

and auxiliary

capacity,

for

hoist,

30

feet per

hoist, 12 feet per

minute.

The

25-1011 crane

is

provided with one trolley, having a

regular load, of 25 tons, together with auxiliary hoist of 5

crane can operate at the following speeds:

minute

The power house located on the

TRANSIT

RAPID

is

;

bridge,

250

feet per

minute

;

tons.

When

loaded, the

minute; main

trolley,

100

a repair

and machine shop, which

feet per

.and auxiliary hoist, 28 feet per minute.

provided with an extensive tool equipment for

main gallery

at the

northerly side of the operating room.

is

PAGE 8 9

r

,OOO K

.

W. ALTERNATOR

MAIN POWER HOUSE

CHAPTER

V

SYSTEM OF ELECTRICAL SUPPLY system of

electrical

current generation and supply chosen for the subway comprises alternating

Four

distribution, and direct current operation of car motors.

THK

years ago,

were under consideration, the single-phase alternating current railway

embryonic

state,

and notwithstanding the marked progress recently made

reached a stage that yet be considered to have

were such modifications easily possible in the

at the

in its

would warrant any modifications present time.

The

when

the engineering plans

motor was not even development, in

it

in

this

can scarcely

the plans adopted, even

limitation, in conjunction

with the obvious desirability of providing a system permitting interchangeable operation with the lines of the

Manhattan Railway system

practically

excluded tri-phase traction systems and led directly to the adop-

tion of the third-rail direct current system.

SIDE

AND END ELEVATIONS OF ALTERNATOR .

E,HgitlC S/ltlff

an f

available comparatively limited headroom

of conductors, and subway prohibited the use of an overhead system

Energy Third Rail

PAGE 92

N T

I

THE

B \V

RAPID

H

E R B O R O U G U

S

TRANSIT

A Y

KEY a

Laminatfil ricM

6

Casl inin l

strrl

\VI

mag

1

SIDE ELEVATION AXO CROSS SECTION' OF ALTERNATOR WITH PAUT CUT AWAY TO SHOW CONSTRUCTION. It

being considered impracticable to predict with entire certainty the ultimate

met, the generator plant has been designed to take care of

all

probable

traffic

traffic

conditions to be

demands expected

to arise

within a year or two of the beginning of operation of the system, while the plans permit convenient and

symmetrical increase to meet the requirements of additional demand which may develop.

tram

two

will

comprise

trail cars.

each

trailer car

The

five

The

motor

cars

and three

trail cars,

weight of each motor car with

and each

maximum

local train will live load is

Each express

comprise three motor cars and

88,000 pounds, and the weight of

66,OOO pounds.

plans adopted provide electric equipment at the outstart capable of operating express trains at an

average speed approximating twenty-five miles per hour, while the control system and motor units have been so chosen that higher speeds

number of motor

cars

up

to a limit of

providing experience

about thirty miles per hour can be attained by increasing the in

operation demonstrates that such

higher speeds can be

obtained with safety.

The

speed of

local trains

between City Hall and 96th Street

north of 96th Street on both the

West

side

will

and East side branches

average about their

speed

i

<;

miles an hour, while

average about

will

I

8

miles

an hour, owing to the greater average distance between local stations.

As the

the result of careful consideration of various plans, the company's engineers

power required

for the operation of the

phase alternating current

and

to be delivered

at

i

system be generated

in a single

1,000 volts, this current to be generated

at a

recommended

power house

in the

that

all

form of three-

frequency of 25 cycles per second,

through three-conductor cables to transformers and converters

in sub-stations

suitably

INTERBOROUGH THE SUBWAY

RAPID

TRANSIT '

located with reference to the track system, the current there to be transformed and converted to direct current for delivery to the third-rail conductor at a potential of 625 volts.

Calculations based cars, a

maximum

upon contemplated schedules

require for traction purposes

delivery of about 45,000 kilowatts at the third

cables, in transformers

and converters,

this implies a total

rail.

Allowing

and

for heating

for losses in the distributing

generating capacity ot approximately 50,000 kilo<

ll.OOO

and lighting

GENERAL, DIAGRAM OF VOLT CIRCUITS IN MAIN POWER STATION

;il>l< s

to

SulMaliOMS

PAG E 93

PAGE

94

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID watts,1

and having o

bihty of future

system

it

in

view the possir

extensions

of

the

was decided to design and

construct the power house building for the ultimate reception of eleven

5,OOO-kilowatt units for traction current in addition to the lighting sets.

Kach 5,ooo-kilowatt unit

is

capable

of delivering during rush hours an

output

of 7,500

kilowatts

proximately 10,000

power and,

horse

setting aside one unit as

a reserve, the

contemplated ultimate

maximum output of the power therefore,

electrical

or ap-

is

approximately

plant,

75,000 kilowatts, or

100,000

electrical

horse power.

Power House

The power house

is

fully de-

scribed elsewhere in this publication,

but

it

is

briefly in

not inappropriate to refer this place to certain

con-

siderations governing the selection

of the generating unit, and the use of engines rather than steam turbines.

The

5,ooo-kilowatt generating

unit was chosen because

it

is

prucITCHES

MAIN POWER STATION

INTERBOROUGH T H

E

S L

!

B \V

TRANSIT

RAPID

A Y

tically as large a unit

of the direct-connected type as can be constructed by the engine builders unless more

than two bearings be used

an alternative deemed inadvisable by the engineers of the company.

adoption of a smaller unit would be

less

The

economical of floor space and would tend to produce extreme

complication in so large an installation, and, in view of the rapid changes in load which in urban railway service of this character occur in the

morning and again

late in the afternoon,

would be extremely

difficult to

operate.

The than

experience ot the Manhattan plant has shown, as was anticipated

this, the alternators

station while

it is

must be put

rising to the

in service at intervals

maximum

in the installation

of

less

output

of twenty minutes to meet the load upon the

attained during rush hours.

After careful consideration of the possible use of steam turbines as prime-movers to drive the alternators, the company's engineers decided in favor of reciprocating engines.

and, while the steam turbine since that time has

confirmed

The

in their

opinion that

it

made

of

six,

five

alternators closely resemble those installed by the

Street.

and

They

differ,

however,

in respect to details ot

EL'S

BAR

in

Company)

effective

MAIN POWER STATION

Manhattan Railway Company (now the Man-

in its plant

on the East River, between 74th Street

having the stationary armature divided into seven castings instead

the armature winding.

cycle alternating currents at an

PART OF

material progress, those responsible for the decision are

was wise.

hattan division of the Interborough Rapid Transit

and 75th

This decision was made three years ago

They

potential ot

are three-phase machines, delivering twenty-

11,000 volts.

They

are

42

feet

in

height, the

PAGE 95

PAGE

g^INTERBOROUGH THE

U

S

TRANSIT

RAPID

A Y

B \V

diameter of the revolving part

machine, 889,000

is

32

The

pounds.

its

feet,

weight, 332,000

design of the engine

pounds, and the aggregate weight of the

dynamo

unit

eliminates the auxiliary

generally used in the construction ot large direct-connected units prior to the erection of the plant, the weight

moment

ot

and dimensions of the revolving alternator

being such with reference to the turning

the engine as to secure close uniformity of rotation, while at the

Construction of the revolving parts of the ternators

is

consequent

same time

this construction

al-

such as to secure very great strength and ability

to

resist

the tendency to

burst

apart in case of temporary abnormal speed

fly

accident

through revolving

field

is

The hub

of any kind.

of cast

steel,

and the rim

of the carried

is

not by the usual spokes but by two wedges ot rolled steel.

The

illustrated

construction of the revolving field

on

pages

and

91

velocity of the revolving

turm.

This

result

is

field

The

92. is

is

angular

remarkably uni-

due primarily;

to

the fact ,

(

engine

is

tar

more

uniform

than

is

the

case,

wheel

Manhattan

narrowing the engine and reducing the engine shafts between bearings.

results in

and

field

fly

DUCT LINE ACROSS 58TH STREET 33 DUCTS

INTER BOROUGH THE

SUBWAY

T

TRANSIT

RAPID R

U

T

C

I

EQUIPMENT

O

1'2

tender Panels

1 -

||

|'j

Grogp Panel

O Q ^(S)fQ O"ofcpro

l|Oc
MAIX COXTliOLLIXG BOA1JD for example, with an ordinary two-cylinder engine.

The

Swilches

(ir<-ii|>

S

llcbcs

IX POAVEK STATIOX

large fly-wheel capacity of the rotating element of

the machine also contributes materially to secure uniformity of rotation. I

he alternators have forty

field

magnets constitute the periphery plates

<>f

poles and operates at seventy-five revolutions per minute.

The

field

the revolving field, the poles and rim of the field being built

up by

steel

which are dovetailed to the driving spider.

nations breaking joints in the middle ot the pole.

The heavy steel end plates are bolted The field coils are secured by copper

together, the lami-

wedges, which are

PAGE 97

RBOROUGH

T E

PAGE 98 T H

K

T

S

B \V

\

TRANSIT

RAPID

V subjected to shearing strains In

only.

body of

intervals

at

poles,

the

three

proximately

the

of

ap-

inches,

ventilating spaces are pro-

vided, these spaces registering with corresponding air

ducts in the external arma-

The

ture.

field

winding

consists of copper strap

on

edge, one layer deep, with material

in place

between turns, the

edges

DUCTS

I

XDEK PASSICXOKK STATIOX PLATFORM

cemented

fibrous

ot

the

being

strap

exposed.

The

G4Dl'< TS

armature

is

sta-

tionary and exterior to the It consists

field.

The

iron frame.

form of

a small

way may be tially

may

of

a

laminated ruin with slots on

its

inner surface and supported by a massive external cast-

armature, as has been noted, comprises seven segments, the topmost segment being in the I

keystone.

easily

his

removed and There

closed slots.

which

in

this

armature winding consists of U-shaped copper bars

in

par-

may be removed

The

replaced.

are four bars per slot

readily, affording access

and three

slots per

be removed from the armature without removing the frame.

excited, the potential of the exciting current used being

As

regards regulation, the manufacturer's guarantee

load be thrown cent, with

the

off"

e.

m.

f.

will rise 6

is

The

field

coil,

The

bars in any slot

alternators, ot course, are separately

volts.

100 per cent, power factor

that at

it

full

rated

per

The

guarantee

follows

On

non-inductive load, the alter-

as to efficiency

any

phase per pole.

constant speed and constant ex-

citation. :

250

to

is

_^1P _"

as

nators will have an efficiency ot not less than

90.5 per cent, at one-quarter load; 94.75 per cent,

at

one-halt

load;

three-quarters load

;

and 9~.2<; per cent, load.

These

97 per cent, at

at full load,

one and one-quarter

and do not include windage

friction.

The machines

signed to operate under their rated with

rise

at

of course, to elecfigures refer,

trical efficiency,

and bearing

90.25 per cent,

are tie-

full

load

of temperature not exceeding

degrees C. after twenty-tour hours.

_55

W

"*

"

THREE-CONDUCTOR NO. OOO CABLE YOR I I, OOO VOLT DISTRIBUTION

INTERBOROUGH W

T H

U

S

To

supply exciting current for the

volts.

99

A Y

E

B

fields

paratus, five 250-kilowatt direct current

250

TRANSIT

RAPID

Two

of the alternators and to operate motors driving auxiliary ap-

dynamos

These

are provided.

deliver their current at a potential of

of them are driven by 400 horse-power engines of the marine type, to which they are

direct-connected, while the remaining three units are direct-connected to 365 horse-power tri-phase induction

motors operating in

at

400

co-operation with the

volts.

A

storage battery capable of furnishing 3,000 amperes for one hour

dynamos provided

connected to the organization of switching apparatus

in

either to the exciting circuits or to the circuits through

The

alternators for

which the new

I

The

to excite the alternators.

such

a

five

direct-current

that each unit

way

may

is

used

dynamos

be connected

at

are will

which auxiliary motors are supplied.

nterborough Power

House

are designed will deliver to the bus bars

The

horse power.

electrical

100,000

ered by these alternators reverses

times per second and

coming the

in

current deliv-

its

direction

fifty

connecting dynamos just

into service with those already in operation

allowable

difference

instant the circuit

is

phase relation

in

completed

is,

fraction of the fiftieth of a second. to be controlled

is

at

the

of course, but

Where

the

a

power

so great, the potential so high, and

the speed requirements in respect to synchronous

operation so exacting, tion

of control

plants

is

attained

in

some of our modern

switch used for the

so constructed

broken under

Two

ated.

obvious that the perfec-

not their least characteristic.

The is

it is

oil,

that

the

11,000 volt are

circuits

circuits

made and

the switch being electrically oper-

complete and independent

sets

of bus

bars are used, and the connections are such that each alternator

and each feeder may be connected

of these sets of bus bars

From

at the will

to either

of the operator.

alternators to bus bars the current passes,

first,

through the alternator switch, and then alternatively

INSIDE

WALL OF TUNNEL

through one or the other of two selector switches

SHOWING O4 DUCTS

which are connected, respectively, to the two

sets

of bus bars. Provision

is

made

for an ultimate total

sub-stations, to each of which as

may be

installed if the

many

stations are required at present,

more than

The

aggregate

as eight feeders

development of the company's

business should require that number.

not

of twelve

three feeders

But eight sub-

and to some of these each

are

necessary.

'

number of

feeders installed for the

__

'J/)/>t/ 1'iltlt S

PAGE too

INTERBOROUGH SUBWAY

TRANSIT

RAPID

THE

initial

operation of the subway is

system

thirty-four.

Each feeder vided

\\ith a

circuit

is

pro-

type H-oil switch

arranged to be open and closed at will

to

by the operator, and also

open

case of

automatically

are

in

which

in

of auxiliary

in

means

;

for selection

supply from

sets

of main hus

being provided as

the case of the alternator circuits by a pair

of selector switches, as

luis

its

turn receives

one or the other of the two bars

The

groups, each group

supplied from a set

being liars,

arranged

the

abnormal flow of cur-

rent through the feeder.

feeders

in

group switches.

in

The

this

case

illustrates the essential features

zation

and connections

circuits in the

Any and

designated

diagram on page 93 of the organi-

of the

i

i

,000 volt

power house. every switch can be opened or

closed at will by the operator standing at the

tANHOLES IN SIDE WALL OK SUBWAY

CONVERTER FLOOK PLAN SUB -STATION"

NO. 14

PAGE 102

INTERBOROUGH THE

SUB

\V

TRANSIT

RAPID

A Y board

control

The

described.

alternator

switches are provided also with automatic overload and reversed current relays, and the feeder

above

as

switches,

mentioned, are

provided

with automatic overload relays. These overload relays have a time attachment

to

open the switch

which can be

at the expiration ot a

determined time ranging trom

.3

set

pre-

of a second

to 5 seconds.

The electric

type H-oil switch

is

operated by an

motor through the intervention of

a

mechanism comprising powerful springs which open and close the switch with great speed. This switch when opened introduces

in each

of the three sides of the circuit two breaks

which

are

in

series

side of the circuit

CROSS SECTION SUB -STATION NO. 14 walls of

which are brick and soapstone.

The

by

;

ts

l

is

with each

other.

Each

separated from the others

ocation in an enclosed compartment, the

general construction of the switch

is

illustrated

by the photograph

on page 94.

NTERIOR OF SUB-STATION NO. II

PAGE 104

INTERBOROUGH SUB W

THE

R A

P

D

I

T R A N

S

I

T

A Y

Like

current-carrying parts of

all

the switches, the bus bars are enclosed in

These

separate compartments.

constructed

ot

doors for

small

brick,

are

inspection and maintenance being pro-

vided opposite

all

bars are supported

points where the bus

upon

insulators.

photographs on pages 95 and ot a part

9.6

The

are views

of the bus bar and switch com-

partments.

The

oil

switches

bars are located

upon

extend along the

<;<jth

and

the

group

main

floor

bus

and

Street wall ot the

TWO GROUPS

engine room a distance of about 600

bus bars are arranged

in

two

lines

OF TRANSFORMERS

The main

feet.

of brick compart-

ments, which are placed below the engine room

These bus

bars are arranged vertically

directly beneath the

the main floor of the

of are

oil

rows of

oil

and are placed

switches located

powerhouse.

floor.

Above

upon

these rows

switches and the group bus bars, galleries

constructed which extend the entire length

of the power house, and upon the galleries

at a point

power house

first

ot these

opposite the middle of the

are located the control board

and

instrument board, by means of which the operator in charge

regulates

and

directs the entire

output

ot

the plant, maintaining a supply ot

power

at

all

ot

times adequate to the

the transportation service.

demands

N T E R B O R O U

1

THE

SUB W

TRANSIT

RAPID

H

C,

A V

N

K

II

The in

1'

1,1

M

I-

I

control board

the photograph on alternator

Every

N

E

1

shown ^fic Control

is

page 97.

switch,

every

selector switch, every uroup switch, and every tecder switch

upon the main

floor

is

here rep-

The

resented by a small switch. small switch

is

connected into

control circuit which receives

supply ot

trom

a

and

set

at

energy

small

a

its

110 volts

motor generator

storage

battery.

I

lie

motors which actuate the large oil

switches

upon

are driven by tins ,5OO

K.

W.

RUTARY CUNVtKILK

trol

current, and

the i

mam

floor

10 volt con-

thus

in the

hands of the operator the control switches make or break the relatively teeble control currents, which, turn, close or

bled

open the switches

in the

mam

power

the control bench board in conjunction with

upon

metallic connections, the

main power

whole constituting

at all

Kvery time the operator changes

circuits.

or closing the

mam

switch.

part ot the

moving

main switch reaches approximately the end of If for

travel.

its

reason,

therefore, the

movement of trol

any

the con-

switch should

to actuate the switch, the

lamp

tall

main

indicator

will

not

be

lighted.

The is

control board

divided into two

parts

o n e fo

r

t

he

connections of the

The control suitches are systematically assembus bars and other apparent (but not

real)

a

connection by opening or closing one ot the main

represents the

new conditions established by opening

In connection with each control switch

two small bull's-eye lamps are used, one

red, to indicate that the corresponding

lamps are lighted when

dummy

in

times a correct diagram ot the existing connections ot the

switches, he necessarily changes his diagram so that

the

circuits.

main switch

it

is

closed, the other green, to indicate that

it is

open.

PAGE I0 5

1

hese

PAGE

TRANSIT

RAPID

io6iNTERBOROUGH SUBWAY

THE

and the other

alternators to the bus bars

tor the

The drawing on

connection of feeders to bus bars.

essential features of the control boards. page 97 shows in plain view the

A

The

front view of the Instrument Board

and

Instrument

ments

Board

the alternator panels are

for alternators

ments of the alternator.

instrument shown

dial

A

at the

Beginning

97.

This board contains

and the feeder panels

Each

vertical

indicating wattmeter, a

For the

at the right.

indicating instru-

In the illustration

alternator panels, instru-

row comprises the measuring instruments

power

factor

bottom of each row of instruments

at the

all

standardizing instruments and a clock.

top and enumerating them in order these instruments are

phase, a volumeter, an

for each

round

at the left

edgewise type are used.

vertical

shown on page

It also carries

teeders.

shown

is

is

:

Three ammeters, one

indicator and a field ammeter. a

an

for

I

he

three-phase recording wattmeter.

carries standard panel located near the center of the board between alternator panels and feeder panels

instruments used for convenient calibration of the alternator and feeder instruments.

Provision

is

made on

the back of the board for convenient connection of the standard instruments in series with the instruments to

The

be compared.

panel which carries the standard instruments also carries ammeters used to measure cur-

rent to auxiliary circuits in the

power house.

For the feeder board, instruments of the round

ment

is

viz.,

provided,

an ammeter.

Each

which supply a given sub-station, and from i

<;,

i

6, 17,

and 18

blank spaces are

;

ammeter belonging

to teeders

This arrangement

left for

vertical left

dial pattern are used,

and

for

each feeder a single instru-

row comprises the ammeters belonging

to right these are in order sub-stations

four additional sub-stations.

which are supplied through

a

Nos.

to the

teeders

11, 12, ij, 14,

Each horizontal row comprises the

given group switch.

and hor-

in vertical

izontal lines, indicating respectively feeders to given sub-stations to the several

group switches,

to facilitate the ator.

A

and feeders connected

work of the oper-

down

glance

row without stopping scales of the

intended

is

vertical

a

to reach the

instruments

him whether the teeders

will

tell

are divid-

ing with approximate equality the

load to a given sub-station.

Feed-

ers to different substations usually

carry different loads and, generally

speaking, a glance along a horizontal row will convey no information of especial importance.

It,

however, for any reason the operator should

desire

to

know

the

approximate aggregate load upon of

a

group

of teeders this svstematic arrangement O .

the instruments

is

of use. SWITCHBOARD KOR ALTERNATING CURRENT BLOCK SIGNAL CIRCUITS

IN SUB-STATION

INTERBOROUGH W THE SUB

TRANSIT

RAPID

PAGE I0 7

A Y

From

alternators to alternator switches the

volt

11,000

alternating

currents

are

conveyed

through single conductor cables, insulated by I

cambric, the thickness of the wall being an inch.

from

and

bars

switches,

bus

vulcanized

30 per

bars

The thickness

ot

to

and

group

Para rubber

insulating wall

and the conductors

switches to bus

are

is

is

,'s-2

feeder

Distribution to

Sub-Stations

Power House Ducts and Cables

contain-

rubber insulation

cent, pure

of

are installed in vitri-

From dynamo

clay ducts.

fied

ing

These conductors

-/-M

oil

Alternating Current

employed. of an inch

supported upon porcelain

insulators.

From Street

the power house to the subway at 5 8th

and Broadway two

lines

of conduit, each

comprising thirty-two ducts, have been constructed.

These conduits are located on opposite sides of the street.

shown

The

The arrangement

in the section

on page

and arrangement of

location

,

ducts along the line of the subway illustrated in

photographs on pages 98

and 99, which show respectively tion of ducts

arc-

a sec-

on one side of the sub-

way, between passenger stations, and section of ducts

and one

subway, beneath

the

to g6th

side of the

platform

From

passenger station.

Street (except

a

of a

City Hall the

through

Park Avenue Tunnel) sixty-tour ducts are provided

way.

on each side

North of 96th

ot the sub-

Street sixty-four

ducts are provided for the West-side lines

and an equal number

East-side

Between passenger

lines.

stations these ducts help to side walls of the

for the

form the

subway, and are

ar-

ranged thirty-two ducts high and two ducts wide.

passenger is

Beneath the platform of stations

the

arrangement

somewhat varied because of

local

EXTERIOR OF SUB-STATION NO.

I

I

of ducts 96.

is

8x4,

as

Conduit System for Distribution

PAGE io8

TERBOROUGH SUBWAY

IN THE

obstructions, such as pipes, sewers,

the stations.

The to 8

x

8

The

etc.,

ot

which

was necessary to take account

it

plan shown on page 98, however,

necessity of passing the cables from the

is

in

the construction of

typical.

32x2

arrangement of ducts along the side of the tunnel

and 16x4 arrangements of ducts beneath the passenger platforms involves serious

proper support and protection of cables

minimize the

in

risk of interruption of service

two layers of asbestos aggregating

manholes

due

of these manholes, resulting from short circuit

at

to possible

the

silicate

of soda.

applied spirally.

To

The joints

This asbestos

a full '^.-inch in thickness. in

when

cables in one

at the joints are

covered with

is

specially prepared

cast iron, are

used.

upon

and

is

width, the outer strip covering the line of in place

being impregnated with

themselves are covered with two layers of asbestos held

distribute the strains

and made of malleable

except

In order to

number of

to a considerable

in a single cable, all cables

junction between adjacent spirals of the inner strip, the whole

difficulties in the

ends of the station platforms.

damage

applied by wrapping the cable with two strips each 3 inches

of

TRANSIT

RAPID

in

a

solution

place by steel tape

the cables in manholes, radical supports of various curvatures,

The photograph on page 100

illustrates

the arrangement

of

cables in one of these manholes.

n

bUB-Sl A TION

Ml

I

I

INTERBOROUGH THE SUBWAY

RAPID

TRANSIT

PAGE I0 9

In order to further diminish the risk of interruption of the service due to failure of power supply, each sub-station south of 96th Street receives

on opposite sides of the subway. rubber insulating pieces in

ports

^j-

To

of an inch

its

alternating current from the

power house through cables

protect the lead sheaths of the cables against in thickness are

damage by

carried

electrolysis,

placed between the sheaths and the iron bracket sup-

the manholes.

The

cables

used for conveying energy from the power house to the several sub-stations

approximately 150 miles in

The

length.

cable

aggregate

used for this purpose comprises three stranded copper

conductors each of which contains nineteen wires, and the diameter of the stranded conductor thus formed is

%

of an

inch thick.

paper

vie

inch.

Paper insulation

Each conductor

of an inch

pounds per

in

lineal foot.

is

is

employed and the

separated from

thickness.

The

its

triple

cable

is

enclosed in a lead sheath %-t of an

neighbors and from the lead sheath by insulation of treated

outside diameter of the cables

is

2j^ inches, and the weight

Cable

Conveying

Energy from Power House

8^ Sub-Stations

In the factories the cable as manufactured was cut into lengths corresponding to the

distance between manholes, and each length subjected to severe tests including application to the insulation

of an alternating current potential of 30,000 volts for a period of thirty minutes. installed under the supervision of the Interborough

cable from thirty

power house

to

Company's

These

cables

were

engineers, and after jointing, each complete

sub-station was tested by applying an alternating potential of 30,000 volts for

minutes between each conductor and

its

neighbors, and between each conductor and the lead sheath.

The photographs on page 98 illustrates the construction of this cable. The tri-phase alternating current generated at the power house is conveyed through

the high potential

cable system to eight sub-stations containing the necessary transforming and converting machinery.

sub-stations are designed and located as follows

:

These

Sub-Station

to

PAGE

no

INTERBOROUGH THE SUBWAY ITS

TRANSIT

RAPID

Sub-station

No.

11

29-33

City Hall Place.

No. 12

Sub-station 1

10 East

1

108-

9th Street.

No.

Sub-station

227 West 53d Sub-station

No. 14

266 West 96th

Street.

Sub-station

--5~

13

Street.

No.

608 West I43d

264-

606-

15

Street.

Sub-station No. 16

West I32d

Sub-station side

73~77

Street.

No. 17

Avenue, 301

Hill-

feet

West of

18

South

Eleventh Avenue. Sub-station side

of

Fox

No.

Street

60

chester

Avenue.

The to

(Simpson

north of West-

Street),

feet

converter unit selected

receive the alternating cur-

rent

and deliver

current

direct

to the track, etc., has an

output

of 1,500 kilowatts with ability to

carry 50 per cent, overload

The

for three hours. SWITCH CONNECTING

and

sub-station

a

site

maximum

tion of a

comprising two

of

adjacent

lots

area of a city lot

FF-HI'EK

of

this

approximate

size

is

permits

average

25 x 100 the

feet,

installa-

eight

1,500 kilowatts converters with transformers,

necessary

switch-

board and other auxiliary appaIn

ratus.

designing

the

sub-

stations, a type of building with

air-well

a central

The

of aptypical organization

paratus

plan

was selected.

is

illustrated in the

and

pages 101, vides, as

vertical 1

ground

section

on

02 and 103 and pro-

shown,

for

two

lines

of

converters, the three transformers

CONTACT RAIL JOINT WITH

FISH

PLATE

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID

which supply each converter being located between

The

adjacent side wall.

board

The

the station.

central

affords excellent light

The

to

work of

is

shah

room.

the

sub-

designed with a view

the addition of two

should

battery floors,

cided at

of

and ven-

for the operating

steel

stations

switch-

located at the rear

is

tilation

and the

it

some

it

storage

be de-

future time that

the addition of such an auxiliary CONTACT KAIL BANDS

The

is

necessary equipment of the sub-stations implies sites approximately 50 x 100 feet in dimensions;

and sub-stations Nos. but the

in length,

14, 15, 17,

lots

acquired

and

I

8 are practically all this size.

in these

instances being of unusual width, these

approximately 60

are

sub-stations

Sub-station No.

wide. limited

ground space,

and 92

feet long.

stations, except

feet

n, on account

is

but 48

feet

of

wide

In each of the sub-

No.

13, foundations are

provided for eight converters; sub-station

No.

contains

13

foundations

for

the ultimate installation of ten converters.

The

stated,

function of the

in

paratus

sub-stations,

the

is

electrical

has

as

ap-

been

conversion of the high

alternating

potential

current

energy

delivered from the power house through the tri-phase cables into direct current

adapted

to

which the

operate rolling

the

stock

motors is

with

equipped.

This apparatus comprises transformers, converters, and certain

The in

minor

auxiliaries.

transformers, which are

groups

advisable.

of

three,

receive

phase alternating current at

arranged the

tri-

a potential

DIRECT CURRENT FEEDERS FRUM

Sub-stations Nos.

i

i

and

i

6 are

TOO

feet

PAGE

PAGE 112

INTERBOROUGH THE SUBWAY

approximating 10,500 volts, and deliver equivalent energy mation) to the converters

groups of transformers

their respective in the

form of

from which

at a potential

turn deliver

direct current at a potential of

it

is

625 volts

conveyed by insulated cables

it

The

illustration

on page 108

is

per cent, in the transfor-

2

converters receiving this energy from

(less a loss

approximating 4 per cent,

at full load)

bus bars of the direct current switchboards,

to the contact rails.

The

The photograph on page

exterior of sub-stations

from

a

Nos.

photograph taken on one of the switchboard

power house, the high potential alternating current

switches, which are electrically

current circuits.

of about

11

102

is

a

and 18 are

107.

sub-stations, as in the oil

The

to the

general view of the interior of one of the sub-stations.

shown on page

(less the loss

of about 390 volts. in

TRANSIT

RAPID

circuits are

In the

galleries.

opened and closed by

operated by motors, these in turn being controlled by 110 volt direct

Diagramatic bench boards are used, as

at the

power house, but

in

the sub-stations they are

of course relatively small and free from complication.

The

instrument board

is

supported by iron columns and

is

carried at a sufficient height

above the bench

board to enable the operator, while facing the bench board and the instruments, to look out over the floor of the sub-station without turning his head. are located

A

upon boards

at the right

left

circuit

switches of the direct current circuits are hand-operated and

of the control board.

novel and important feature introduced

location in separate brick

These

and

The

(it is

believed for the

compartments of the automatic

first

time) in these sub-stations,

is

the

circuit breakers in the direct current feeder circuits.

breaker compartments are shown in the photograph on page 93, and are

boards which carry the direct feeder switches, each circuit breaker being located opposite the panel which carries the switch belonging to the corresponding

circuit.

in a

in a line facing the

compartment

This plan

directly

will effectually

prevent damage to other parts of the switchboard equipment when circuit-breakers open automatically under conditions of short-circuit.

It

also tends to eliminate risk to

the

confidence and accuracy in manipulating the hand-operated switches.

operator, and, therefore, to increase his

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID The

PAGE IJ 3

three conductor cables which convey

tri-phase currents from the carried through

power house

are

ducts from the manholes

tile

located in the street directly in front of each

where

sub-station to the back of the station

end

the

beneath

now

of the its oil

cable

is

The

switch.

connected

three conductors,

separated, extend vertically to

well

station but

one

set

current bus bars

is

of high-potential alternating installed

and between each

incoming cable and these bus bars oil

switch.

is

connected

The bus

connected

In like manner, between each

converter unit and the bus bars an is

the

In each sub-

fixed terminals of the switch.

an

directly

into

the

oil

high potential

switch circuit.

bars are so arranged that they

be divided into any

number of

sections

may not

exceeding the number of converter units, by

ASSEMBLY OF CONTACT KAIL AND PROTECTION means of movable

links which, in their

normal condition,

constitute a part of the bus bars.

Each

the

ot

and bus bars

of

switches between incoming circuits

arranged tor automatic operation and

is

equipped with

oil

a

is

reversed current relay, which, in the case

a short-circuit

in

alternating current feeder cable

its

Direct Current Distribution

opens the switch and so disconnects the cable from the

front

sub-station without interference with the operation of the

Sub-Stations

other cables or the converting machinery.

The

organization

of

electrical

conductors provided to convey direct current from the sub-stations to the

moving

trains can

be described most

conveniently by beginning with the contact, or so-called third

of 96th Street the

between 12,000

South

average distance

sub-stations

feet,

rail.

approximates

and north of 96th Street CONTACT BAIL INSULATOR

PAGE 114

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID

CONTACT SHOE AND FUSE

the

average

There

are four tracks

Street to

man

distance

is

about

1

5,000

feet.

and consequently four contact

i45th Street on the

West

Side,

Side has two tracks and two contact three tracks and three contact rails

rails to

West

13

rails

of course,

is

to

Dyckman

to

contact

rail.

from 96th

and three from Dyck-

From 96th

Street, the East

that point to the terminal at

i8ad Street

rails.

Nos. 12 and 13; from the point

and 15; from i4jd Street

a

Street, three

Street,

Side extension of the system.

south of Reade Street are supplied from sub-station No.

and 14; from 96th Street

provided with

from City Hall to 96th

Mott Avenue, and from

Street they are supplied from sub-stations stations

track,

two from H5th Street

Street to the northern terminal of the

Contact

Each

to

I4jd

Nos.

last

Street,

Dyckman

11

named

i

i

;

and 12; from igth Street they are supplied from subto

96th Street they are supplied from sub-stations Nos.

on the West Side, they are supplied from sub-stations Nos. 14

Street they are supplied from sub-stations

that point to the terminal they are supplied

from Reade Street to I9th

from sub-station No.

17.

On

Nos. 15 and 17; and from

the East Side branch contact

rails

from 96th Street to ij2d Street are supplied from sub-stations Nos. 14 and 16; from ij2d to :65th Street they are supplied from sub-stations Nos. 16 and 18; and from i65th Street to :82d Street they are supplied

from sub-station No.

I

8.

INTERBOROUGH THE SUBWAY Each contact

rail is

insulated from

contact

all

TRANSIT

RAPID rails

DO

that in case of derailment or other accident necessitating interruption of service

be operated upon the other tracks having

make

we may consider

this clear,

This section

is

Of

subway which

equipped with four tracks, and the contact

feeders which supply

it

each pair of track

from sub-stations Nos. one

rails

and

11

on

is

done

a given track, trains

between Reade Street and igth

lies

may

To

Street.

each track, together with the direct current

rail for

12, are electrically insulated

from

all

other circuits.

used for the automatic block signaling system, and, therefore,

is

order

in

and independent channels ot electrical supply.

their separate

that section of the

This

tracks. belonging to adjacent J

PAGE IX 5

The

as a part of the negative or return side of the direct current system.

other four track

not used

is

however, are

rails,

bonded, and together w ith the negative feeders constitute the track return or negative side of the direct cur:

rent system.

The diagram on

In emergency,

as, for

example,

in the case

The

hole, they are, therefore, interchangeable.

connected thereto secures

a further

of the several contact

electrical separation

in

important advantage

lower currents than would be practicable were

all

contact

rails

set to

The tests,

contact as

is

40

of special soft

Carbon, .08

Its resistance

is

section chosen weighs 75

The bonds

producing

a pressure

silicon,

The

contact

rail.

and

Each length of rails for

the

method of bonding the

contact

same material

insulator with

The pounds

its

carried

rail,

is

As

upon block

shown on page

rail

anchored

and

1

rail in

position

feet,

but in some cases

m.

c.

by hydraulic presses,

in the

subway, owing to the relatively

The photographs on

upon

pages

110 and 111

insulators.

A

fish-plates.

Castings of

malleable iron castings.

upon the

is

photograph of the

13.

rail in

American Society

each track

is

Civil Engineers' section, weighing

used for signal purposes and the other

Adjacent section

by screw bonding presses.

leave sufficient clearance for the bond.

60

middle point and a small clearance

at its

insulators supported

bonded with two copper bonds having an aggregate the

is

and show the bondedjoint completed by the addition of the

has been stated, one

web of

composition, as shown by

use are covered by special malleable iron fish-plates

minimum.

of the negative return of the power system.

riveted into the

in case of short-cir-

manganese, .50 to .70;

length used in general

expansion and contraction, which

are used to secure the contact

castings

in

rail is

track rails are 33 feet long, of Standard

a yard.

as a part

is

.10;

phosphorus,

Its

their terminals are riveted to the steel

The bonds when

of 35 tons.

rail

subway

bounded by four bonds, aggregating 1,200,000

are

rails

small change of temperature, will be reduced to a

The

.05;

The

pounds per yard.

allowed between ends of adjacent

illustrate the

secure high conductivity.

steel, to

to .15;

are of flexible copper

which insure alignment of

much

at

open automatically

not more than eight times the resistance of pure copper of equal cross-section.

feet lengths are substituted.

section.

and the pos-

earth.

rail itself is

follows:

sulphur, .05.

The

and

rails

connected, thus reducing the limit-

electrically

ing current and consequently the intensity of the arcs which might occur in the rail

man-

in a

permitting the use at sub-stations of

and capacity, which can be

between contact

m. section and lead

c.

of the destruction of a number of the cables

direct-current circuit-breakers of moderate size

cuit

and

track rails and the positive

connections are such as to minimize "track drop," as will be

The

evident upon examination of the diagram. itive feeders

rails,

All negative as well as positive feeders are cables of 2,000,000

negative feeders.

sheathed.

connections of the contact

illustrates the

page 109

rails

ot

They

to

be used for the

by

utilized

purpose are

These bonds

400,000 c.m. are covered

latter

is

100

are firmly

splice bars, designed to

Track

PAGE

n6iNTERBOROUGH THE SUBWAY The

return

TRANSIT

RAPID

are cross-sectioned at frequent intervals for the purpose ot equalizing currents which

rails

traverse them.

The Interborough Company

Contact Rail

Guard and

inches thick, which

Collector Shoe

on P a g e which

!

is

'3-

is

supported

This guard

sufficiently

shown

has provided a guard

in

the illustration.

rail

to

which

above the it is

It

%

inches wide and

shown

rail, as

in

i

y z

the illustration

secured by supports, the construction of

This type of guard has been

Wilkesbarre and Hazleton Railway for nearly two years. rail,

the form of a plank 8

in a horizontal position directly

carried by the contact

is

in

in

successful use

practically eliminates the

upon the

danger from the third

even should passengers leave the trains and walk through a section of the tunnel while the

rails

are

charged. Its

adoption necessitates the use of

hattan division and

and elsewhere. third

rail

upon

The

a collecting

shoe differing radically from that used upon the

the elevated railways employing the third

shoe

is

shown

in the

photograph on page

by gravity reinforced by pressure from two

spiral

I

rail

14.

springs.

provision for vertical adjustment to compensate for wear of car wheels,

system

The

shoe

The etc.

in

Man-

Chicago, Boston, Brooklyn, is

held in contact with the

support for the shoe includes

CHAPTER

VI

ELECTRICAL EQUIPMENT OF CARS

DETERMINING ization of

IN

at the

motors and control apparatus

easily

Except

adequate to operate trains

in a

is

fixed

by the distance between stations

While the majority of the curves

limiting speed.

for the express service,

both

local

and express service

For each of the two

which the

trains stop,

classes of service

by curves, and by

does not materially affect determination of the

are of large radius, the safe limiting speed, particularly

necessarily considerably less than

is

it

would be on

average speed of express trains between City Hall and

proximate 25

The

at

in

has aimed to secure an organ-

few places, for example where the East Side branch passes under the Harlem River, the

tracks are so nearly level that the consideration of grade

The

company

highest speeds compatible with safety to the traveling public.

the limiting safe speed

grades.

the electrical equipment of the trains, the

The maximum

miles an hour, including stops.

straight tracks.

I4fth Street on the West Side

speed of trains

average speed of local and express trains will exceed the speed

made by

will

will

ap-

be 45 miles per hour.

the trains on any elevated

railroad.

To

attain these speeds

provided

without exceeding

will accelerate trains carrying

from stations on

level track.

pounds would be necessary

To a

maximum

maximum

safe limiting

load at a rate of 1.25 miles per hour per second in starting

obtain the same acceleration by locomotives, a draw-bar pull of 44,000

pull

equivalent to the

maximum

were used recently upon the Manhattan Elevated Railway can

be exerted by two passenger locomotives of the

latter

speeds between stops, the equipment

would weigh about 250 net

tons.

By

in

latest

New

effect

of six steam locomotives such as

York, and equivalent

to the pull

Pennsylvania Railroad type.

Two

which

of these

the use of the multiple unit system of electrical control,

equivalent results in respect to rate of acceleration and speed are attained, the total addition to train weight

aggregating but 55 net tons. If the locomotive principle of train operation were adopted, therefore,

necessary to employ a lower rate of acceleration for express trains.

it

is

obvious that

it

would be

This could be attained without very

material sacrifice of average speed, since the average distance between express stations

is

nearly two miles.

In the case of local trains, however, which average nearly three stops per mile, no considerable reduction in the acceleration

is

possible without a material reduction in average speed.

exceeds the weight of five

trail cars,

similarly loaded,

would require locomotives having not

The

weight of

a

local

train

by 33 net tons, and equivalent adhesion and acceleration

than 80 net tons effective

upon

drivers.

multiple unit system adopted possesses material advantages over a locomotive system in respect to

switching at terminals.

Some

of the express trains in rush hours will comprise eight cars, but at certain

when

number of people requiring transportation is less than during morning and evening, and were locomotives used an enormous amount of switching, coupling and

times during the day and night the

less

The

the

PAGE

iiSjNTERBOROUGH THE

RAPID

TRANSIT

SUBWAY

uncoupling would be involved by the comparative frequent changes of In an eight-car multiple-unit express train, the eighth cars will be

and seventh

will

be

motor

first,

train lengths.

and

third, fifth, sixth,

cars, while the second, fourth,

An

trail cars.

eight-car train can be

reduced, therefore, to a six-car train by uncoupling two cars

from either end,

to a five-car train

by un-

coupling three cars from the rear end, or to three-car train by uncoupling either

end.

remain

at

like

each

case

a

from

cars

motor

car will

each end of the reduced train.

manner,

duced

In

five

a five-car local

to three cars,

still

train

may

a

In

be re-

leaving a motor car at

each end by uncoupling two cars from either

lOO

H. p.

end, since in the normal five-car local train the

and

fifth cars will

The motors

Motors

are rated

be motor

third,

first,

cars.

are of the direct current series type

200 horse power

designed for the

RAILWAY MOTOR

They have been

each.

and

especially

service in line with specifications

subway

prepared by engineers of the Interborough Company, and will

operate at an average effective potential of 570 volts. are supplied by

They

in

two manufacturers and

differ

respect to important features of design

and construction, but both are believed be thoroughly adequate for the

to

in-

tended service.

The photographs on this page illustrate motors of The

each make. 2OO

gear case,

is

5,900 pounds.

pounds. is

Motor Control

H.

The

P.

RAILWAY MUTuR

The

of one weight O

make complete, with

gear and

corresponding weight of the other

ratio

is

5,750

of gear reduction used with one motor

19 to 63, and with the other

By

motor 20

the system of

tor the trains, the

various

motors

simultaneously

is

tem

ot

tially

a

motor control adopted

power delivered

throughout the controlled

by the motorman

This

to 6^.

at the

and

to the

train

regulated

head ut the tram.

accomplished by means of electric circuits

small

drum

is

a sys-

comprising essencontroller

and an

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID

tion

organiza-

of ac-

tuatmg

cir-

cuits con-

v e y

i

n g

small

rents

which en-

ergize electric

neath the cars, and

magnets placed beso

open and

cuits

the main

close

which supply en-

controller

is

mounted

each end of each motor

operated from any

may be

motorman normally taking of the

The

first car.

circuits

each comprising a

the

of the

is

the

entire

one

of

these

train

points,

the

on the front platform

the switch.

By

or control circuits

not

only of the contactors but also

by means of

which the direction of the cur-

all

of which asbestos

themselves

and

The primary

effected,

may this

be reversed

at the will

of the motorman.

page shows the complete control wiring and motor equipment of a motor car

In wiring the cars unusual precautions have been adopted to guard against risk of

car.

composed of asbestos and

addition to this,

car,

at

nes-multiple control ofdirect-

elsewhere described in this publication, the floors of

a material

platform

movements of

usual se-

movement,

beneath the

As

the

blow-out switch and the electro

The photograph on

fire.

upon

magnetic

rent supplied to motors

as seen

A

rheostats are called contactors,

is

reverser,

ergy to the motors.

and

these contactors the

regulate

cir-

which open and close the power

magnet which controls the

motors

power

his post

switches

motors

through

en rrent

cur-

silicate

of soda, which

all

motor

cars are protected

possesses great

of the important power wires beneath the car are placed is

the principal constituent.

covered with

a special

in

by sheet

heat-resisting

steel

and In

properties.

conduits of fireproof material,

Furthermore, the vulcanized rubber insulation of the wires

braid of asbestos, and in order to diminish the

amount of combustible

insulating material, the highest grade of vulcanized rubber has been used, and the thickness of the insulation

correspondingly reduced.

It

is

confidently believed that the

woodwork of

seriously endangered by an accident to the electric apparatus beneath the car. bustible,

and

in

burning evolves

much smoke;

may b~

clearly visible

and cause alarm.

body proper cannot be

Insulation

is

necessarily

com-

occasional accidents to the apparatus, notwithstanding every

possible precaution, will sometimes happen; and in the fuse

the car

The

subway the

flash

even of an absolutely insignificant

public traveling in the subway should

remember

that even

very severe short-circuits and extremely bright flashes beneath the car involve absolutely no danger to passengers

who remain

inside

The photograph on assembling the apparatus

the car.

page 120

illustrates the control wiring

differs materially

from that adopted

in

of the new steel motorcars.

The method

wiring the outfit of cars

ordered, and, as

first

of

the result of greater compactness which has been attained, the aggregate length of the wiring has been

reduced one-third.

The

quality

and thickness of the insulation

is

the

same

as in the case of the earlier cars,

but the use of

PAGE

"9

PAGE 120

INTERBOROUGH THE SUBWAY conduits

asbestos

doned and

aban-

is

pipe sub-

In every respect

stituted. it is

iron

TRANSIT

RAPID

believed that the design

and workmanship employed in

mounting and wiring

the

motors and control equipments

under these

steel cars is

unequaled

elsewhere in similar work up to the present time.

The motors and tected

by

planned system of

a carefully

fuses, the function of

open the

car wiring are pro-

which

is

to melt

circuits, so cutting off

and

power

in

case

of failure of insulation.

Express provided with

trains a

and

bus

local

trains alike are

which intercon-

line,

nects the electrical supply to

all

cars

and prevents interruption of the delivery of current to

motors

collector shoes attached to

should momentarily rail.

At

fail

to

any given car

make

contact with the third

certain cross-overs this operates to prevent extinguishing the

from one track to another. is

in case the

compelled to keep

his

The

controller

hand upon

it,

is

so constructed that

otherwise the power

This important

safety

lamps

when

in successive cars as the train

the train

introduced

in

device, which, in case a

in practical service

upon

motorman be suddenly is

a recent

The

Heating

and Lighting

invention and

umtorm

heater circuits being carried large clearances, while

the

upon

fire,

the wire used tor the

porcelain insulators trom

wiring for

lights

is

carried

in

woodwork by

all

metallic

All lamp sockets are specially designed to prevent possibility of

The

distribution

wiring for heaters and lights has been practically safe-guarded

to avoid, so tar as possible, all risk of short-circuit or

separated from the

is

heaters are placed beneath

the seats, and special precautions have been taken to insure

The

inca-

of the Interborough Company.

trains

All cars are heated and lighted by electricity.

of the heat.

passes

motion the motorman

automatically cut off and the brakes are applied.

is

pacitated at his post, will promptly stop the train, first

is

woodwork of

interior of each car

is

and are

the car by air spaces and by asbestos.

lighted by twenty-six lO-candle

addition to four lamps provided for platforms and markers.

power lamps,

The lamps

lighting the interior are carefully located, with a view to securing effective illumination.

fire

conduit.

in

for

uniform and

CHAPTER

VII

LIGHTING SYSTEM FOR PASSENGER STATIONS AND TUNNEL

THE

IN

preparation of plans, and

initial

subway system of

more than

Paris in August, 1903, the engineers of the Interborough

tance of maintaining lights in the

used for lighting the cars, and,

in

the subway.

The

For

in

are

this

purpose three

to the incandescent

of the three-phase type, making

and system of steam piping

system of primary

a

lamps used solely

1,200 revolutions

delivering current at a frequency of 60 cycles per second at a potential of

1

its

,25O-kilowatt alternators

i

power house, from which point

the

and secondary conductors convey current alternators

realized the impor-

Company

preparing their plans, they provided for lighting the subway throughout

by steam turbines are installed

cables, transformers

in the

subway independent of any temporary interruption of the power

length from a source independent of the main power supply. direct-driven

which occurred

a year before the accident

to light

minute

per

and

In the boiler plant

1,000 volts.

installed in connection with these turbine-driven units, provision

is

made

for

separation of the steam supply from the general supply for the 5,000 kilowatt units and for furnishing the

steam for the turbine units through either of two alternative

The

11,000

volt

primary

current

is

of pipe.

lines

conveyed through

lead-sheathed

insulated

paper

cables

transformers, located in fireproof compartments adjacent to the platforms of the passenger stations.

transformers deliver current to two separate systems potential of 120 volts and the other at

The the

i

600

of secondary wiring, one of which

Recognizing the

is

effected

fact that in

in series

groups of

five

over the tracks in front of the platforms,

in case ot

The

a

a

view of the precautions taken

number of lamps which

is

each and connected to the 600 volt it is

probable that interruptions is

nevertheless

at the ticket

provided for by installing upon the stairways leading to passenger station platforms,

will

at

by incandescent lamps supplied from

of the alternating current lighting service will be infrequent, the possibility of such interruption

This

supplied

while the lighting of the subway sections between adjacent stations

circuits,

accomplished by incandescent lamps connected lighting circuits.

These

volts.

general lighting of the passenger station platforms

20 volt secondary wiring

is

to

are connected to the contact

booths and rail

circuit.

provide light sufficient to enable passengers to see stairways and the edges of the station platforms

temporary

failure ot

the general lighting system.

general illumination of the passenger stations

placed in recessed

domes

in

the ceiling.

These

is

effected

are reinforced

by means of 32

by 14

c.

p.

c.

and 32

p. c.

incandescent lamps, p.

lamps, carried by

brackets of ornate design where the construction of the station does not conveniently permit ceiling lights.

The lamps

are enclosed in sand-blasted glass globes,

and excellent distribution

is

the use of

secured by

the use of reflectors.

The

illustration

on page 122

is

cupboards and shows the transformer

produced from

a

in place with the

photograph of the

end

bell

interior

of one of the transformer

of the high potential cable and the primary

PAGE 122

INTERBOROUGH SUBWAY

TRANSIT

RAPID

THE

switchboard containing

switches

and enclosed

fuses.

The

illustration

on page 123 shows one of the

secondary distributing switchboards which are located immediately behind the ticket booths, where they are

under the control of the

ticket seller.

In lighting the subway between passenger stations,

it

is

desirable,

on the one hand,

permit employees passing along the subway to see their way clearly and

light for track inspection

and

avoid obstructions

on the other hand, the lighting must not be so

sight

;

but,

and recognition of the

that the

lights

for general

approaching motormen cars.

The

to

red, yellow,

and green

signal

head of

trains

as

brilliant

nor annoy passengers

who may be

fall

with easy

interfere

to

lamps of the block signal system.

illumination be so placed that their rays shall not

at the

to provide sufficient

It

directly

is

necessary also

upon the eyes of

reading their papers inside the

conditions imposed by these considerations are met in the four-track sections of the subway by placing a row of incandes-

lamps between

cent

north-bound

local

press tracks

and

row between

bound

and exa similar

south-

the

and express

local

The lamps

tracks. carried

the

are

upon brackets supthe

upon

ported

iron

columns of the subway structure, successive

lamps

in each

row being 60

apart.

They

a

are

feet

located

few inches above the tops

ot

the car

windows and

with reference to the direction of approaching trains

the lamps in each carried

upon

row

are

the far side

of the iron columns, by

which expedient the eyes of the approaching motor-

men

are

sufficiently pro-

tected against their direct rays.

For the general

Lighting of

Power House

the

illu-

mination of the engine room,

clusters

of Nernst

lamps are supported from TRANSFORMER COMPARTMENT

IN PASSENGER STATION

tllC

trUSSCS

TOW

INTERBOROUGH W THE U

S

of single

3

of the

on

carried

is

PAGE I2

A Y

B

lamps

same type

TRANSIT

RAPID

lower gallery about

the

25 feet from

This

the

is

house

the

floor.

first

power

America

in

illuminated

the light

is

these

by

The

lamps.

to be

of

quality

unsurpassed

and the general

of

effect

the illumination most satisfactory

and agreeable

to the eye.

In addition

to the c.

p.

Nernst lamps, 16

incandescent lamps

upon the en-

are placed

gines and along the galplaces not con-

leries in

veniently reached by the

illumination.

general

The basement lighted

also

is

incandescent

by

lamps.

For the a

boiler

room,

row of Nernst lamps

of

front ot the batteries boilers

in

is

provided, and,

addition

incandescent

used

in

in

to

these, are

lamps

the passageways

around the

boilers, at

gauges and

at

water columns.

The basement

of the boiler room, the

pump room,

the economizer floor, coal bunkers, and coal conveyers are lighted by incandescent lamps, while arc lamps are

used around the coal tower and dock.

columns and

at the

pumps

are supplied

The by

lights

at

gauge glasses and water

circuits.

All other incandescent

on the engines and those

direct current

from the 250 volt

lamps and the Nernst lamps are supplied through transformers from the 60 cycle lighting system. In the booth of each ticket seller and at every manhole along the west side of the subway and

branches poses.

is

placed a glass-covered box of the kind generally used in large American

In case of accident in the subway which

rails, this

provided.

result can be

Special

may render

it

accomplished by breaking the glass front

emergency

circuits are so

desirable to cut off

cities for fire

its

alarm pur-

and Provision

power from the contact for

of the emergency box and pulling the hook

arranged that pulling the hook

Emergency Signal System

will instantly

open

all

the circuit-

Cutting Off

Power from Contact Rail

PAGE

I24INTERBOROUGH THE

SUBWAY

~

T

I

N

I

I

T

'

I

v

c

T

breakers at adjacent sub-stations through which the contact

of power.

It will also instantly

sub-stations from which

power

is

TRANSIT

RAPID ~

~

I

N

rails in

~

N

I

E

~

!

*

M

I

*

T

the section affected receive their supply

report the location of the trouble, annunciator gongs being located in the

supplied to the section, in the train dispatchers' offices and in the office of

the General Superintendent, instantly intimating the

number

of the

box which has been pulled.

Automatic

recording devices in tram dispatchers' offices and in the office of the General Superintendent also note the

number of

the box pulled.

The photograph on

page

i

20 shows a typical

fire

alarm box.

CHAPTKR STOCK

KOI, I. IN(;

K

TH

than

illustrated

before a selection was

of

the

visited

and

the

cluded

a

cars

different

study given to the types of cars and trucks used on other lines

ot

and

in

cars

use

in

of

advantages

long

were

and

considered short

many of

and

country,

in

this

cars, single

those

which

investigation,

and

were

abroad,

in-

multiple side entrance

the other varieties which have been adopted tor rapid

ot

all

this

railways

of

patterns

is

employed on the subway.

those to be transit

line

transit service

home.

at

a

nowhere better

the careful

\cw York subway

service requirement of the

and required

in electrical

equipment unequaled on any interurban

relative

cars,

known

provide an

rapid

existing

and end entrance

The

in

made

of the

study

abroad and

CARS, TRUCKS, KTC.

determination of the builders of the road to improve upon the best devices

railroading and to

All

VIII

complete redesign of

introduces a

the existing models.

all

The

number of unprecedented

conditions,

general considerations to be met included

the following:

High schedule speeds

with frequent stops.

Maximum

carrying capacity for the subway, especially at rimes of rush hours, morning and evening.

Maximum

strength combined with smallest permissible weight.

Adoption of

precautions calculated to reduce possibility of

all

damage from

either the electric circuit

or from collisions.

The

clearance and

length ot the local station platforms limited the length ot trains, and tunnel clear-

ances the length and width and height ot the cars.

The

speeds called for by the contract with the

unprecedented

in

to the schedule

As

an example,

speed adopted

it

may be

rate of

possible with the most powerful

railroads

equivalent strength to that found

stops,

it

in

as

as

essential

when

a

minimum weight

that an express train of eight cars in the

power of motors on the starting from a station

volts in

starting from

is

not

stations at the

far

subway

to

of 2,000 horse-

train

stop of 325 amperes.

from double that taken by

maximum

rate

of acceleration

to

those mentioned

necessitated the design of cars, trucks, etc., of

steam railroad car and locomotive construction, so that while

keep down the weight of the

was equally

throughout.

600

and demanded

modern steam locomotives.

Such exacting schedule conditions

to

at

electric,

energy absorption which corresponds to 2,500 horse power

the heaviest trains on trunk line

essential

stated

require a nominal

will

power, with an average accelerating current

This

introduced motive power requirements which were

any existing railway service, either steam or

consistent with safety.

conform

city

train

and individual

provide the strongest and

cars

to

a

minimum, owing

most substantial type of

it

was

to

the frequent

car

construction

PAGE

1

26

INTER BOROUGH THE

SUBWAY

Owing

to these

the cars used in the

two essentials which were embodied

subway represent the acme of

appliances tor securing strength

After having

and durability

principles of design.

From

for car

these the

and equipped with

From

it

it

can safely be asserted that

it

exists to-day,

and that

available

all

and immunity from accidents have been introduced.

would be best adapted

was decided to build sample

management believed Consequently,

a variety of appliances

construction

car building art as

in the cars

equipments,

perfectly determined than in any other way.

selected.

in their

ascertained the general type of cars which

and before placing the order

built

TRANSIT

RAPID

cars

to the

subway

service,

the approved

embodying

that the details of construction could be in the early part ot

and furnishings so that the

final

the tests conducted on these cars the adopted type ot car which

more

1902, two sample cars were

type could be intelligently described in detail below

is

was evolved. After the design had been worked out a great deal of difficulty was encountered in securing satisfactory contracts for

proper deliveries, on account of the congested condition of the car building works country.

Contracts

however,

in

cars,

December,

finally

closed, for

1902,

500

and orders were distributed between

four car-building

some 200, in

were

the

in

firms.

Of

Elevated

cars,

were placed

as fast as delivered,

Avenue

operation on the Second

of the

these

Railway, in order

they might be thoroughly tested

line

that

during

the winter of 1903-4.

In view of the peculiar

New York

ditions existing in restricted siding in

the

standard service

type

con-

City and the

and yard room available it

subway,

traffic

one

was decided that

of car

tor

classes

all

would introduce the most

of

flexible

operating conditions, and for this reason

would best

suit

the

public

different seasons of the year

the

day.

In

order

further

demands

at

and hours of to

provide

cars, each of which would be as safe as the

others,

it

was essential that there should

be no difference

in

constructional strength

between the motor cars and the All cars were therefore

cars.

made of one type

and can be used interchangeably

motor or

trail

for either

trail-car service.

The motor

cars

carry both

on the same truck; that

is,

motors

they have a

I

N T

THE

S

U

motor truck car

feet

RBOROUGH

K B \V

one end carrying two motors, one geared to each axle; the truck

at

and

leading distinctive features of the cars

(i.)

The

length

T

I

at the

other end ot the

be enumerated as follows:

may

and provides seating capacity

51 feet

is

more than those of

The

S

no motive power.

carries

Some

(2.}

T R A N

A Y

a "trailer"

is

RAPID

the existing

for

Manhattan Klevated Railroad

52 passengers.

is

about 4

The

enclosed

This length

cars.

enclosed vestibule platforms with sliding doors instead ot the usual gates.

conditions. platforms will contribute greatly to the comfort and safety of passengers under subway

The

(}.)

use

This construction

anti-telescoping car bulkheads and platform posts.

on Pullman

cars,

and has been demonstrated

similar to that in

is

steam railroad service to be an

in

important safety

appliance.

The

(4.)

steel

underframing of the

car,

which provides a

and durable bed structure

rigid

tor trans-

mitting the heavy motive power stresses. (5.)

The numerous

(6.)

Window

(7.)

Emergency brake valve on truck operated by

(S.)

Kmergency brake valve

The

table

protective devices against defects

arrangement, permitting circulation without draughts.

on page

I

}

5

sills

in

connection with master-controller.

is

well

shown

oak

filler,

bolster

is

fire-felt

by

made up of two

steel castings

and forgings.

a

The

The

support for the center

The

I-beams are unusually substantial. layers,

photograph on page

car

body at

sills

dimensions

ot

and

is

side framing of the car

sills.

The

end-sill channel

center

is

flooring inside the car

is

he side sills

are

taced with a white-

1 he body

each end by gusset plates.

The

I

\T,2.

are also ot steel shapes, securely

rolled steel plates bolted together at their ends

ends of which form

between the

also the corresponding

in the

The end

mortised to receive the car body end-posts and braced

casting, the t;-inch

sills

and

which are reinforced inside and out by white oak timbers.

5-inch I-beams, faced on both sides with Southern pine.

attached to the side

car,

Manhattan Elevated Railway.

general arrangement of the floor framing

are of 6-inch channels,

track trip.

shows the main dimensions of the

the standard car in use on the

The

the electrical apparatus.

in

and supported by

a steel

draw

cross-bridging and needle-beams of

double and

ot

maple, with asbestos

protected below by steel plates and "transite" (asbestos board). is

of white ash, doubly braced and

composite wrought-iron carlines forged

in

heavily trussed.

There

are seven

shape for the roof, each sandwiched between two white ash

carlmes, and with white ash intermediate carlines.

The

platform posts are ot

compound

construction with

PAGE I2 7

PAGE

1

28

INTER BOROUGH THE

S

\J

TRANSIT

RAPID

A Y

B \V

anti-telescoping posts ot steel bar sandwiched between white ash posts at corners and centers ot vestibuled

These posts

platforms.

below the

are securely bolted to the steel longitudinal

and to the hood of the bow which serves to reinforce

floor,

This bow

it.

in

the steel anti-telescoping plate

sills,

one

a

is

6 feet on each side.

is

angle to

plate

and extending back into the

plate

tion

from

reaching

piece,

steel

heavy

By

this construc-

believed that the car framing

it is

In case of

practically indestructible.

one

it

accident,

over

car

another,

should

platform

square

eight

ride

inches

ot

metal would have to be sheared off the posts before the main

body of the

car

would be reached, which would afford an effective means of protection.

The

floor

is

completely covered

on the underside with '^.-mch asbestos board, while

transite car

trammer, flooring, and

above the motor truck steel

Ccir

and '^-inch

The

sheathing

are

the floor framing, between

in

roll fire-felt

sheet iron

is

sills

For the

moulded

The

sill

a layer of cotton saturated with a

arrangement and is

installa-

used, and

is

The

applied.

wires under the floor are

Special

precautions have been taken

for, first, a layer ot

paper, next, a layer of rubber,

compound.

weather-proof compound, and outside ot

this a layer

of asbestos.

hangers supporting the rheostats under the car body are insulated with wooden blocks, treated by

The

site" board.

8

the side and upper roofs, over these conduits tor the lighting circuits, a strip ot

into suitable forms of asbestos

process, being dried out in an

spaces

to the bolster.

lighting circuits a flexible steel conduit

with the insulation ot the wires, the specifications calling

and then

all

and bridging, are protected by plates of No.

securely nailed to the roof boards before the canvas

carried in ducts

In addition,

compound.

consists generally in the perfected

fire

and the wiring.

tion ot the electrical apparatus

On

fire-proofing

extending from the platform end

precautions to secure safety from

a special junction box.

covered with

parts of the

all

oven and then soaked

in

an insulating compound, and covered with

>

a special

4 -inch

rheostat boxes themselves are also insulated from the angle iron supporting them.

" tran-

Where

the wires pass through the flooring they are hermetically sealed to prevent the admission ot dust and dirt.

At the forward end of what switchboard

motorman. boxed

in

in

the

motorman's

The window

is

known

cab.

a

door of

bus-line fuse, which are encased

steel plate,

wires against mechanical injury. itself, all

44x27

ceiled

the wires are carried to a slate

all

and

is

mounted

directly

up and the space back of

back of the the panels

is

forming a box, the cover, top, bottom, and sides of which

and placed under the

It will

is

inches,

All of the switches

through the floor or any partition, a

placed in the car

is

end of the car

I

space occupied by this board

and provided with

carried

No.

the

This board

are lined with electrobestos 'j'-inch thick.

are

as

car, are

and

fuses, except

carried

steel chute, lined

on

the

mam

this switchboard.

with electrobestos,

is

trolley fuse

Where

and

the wires

used to protect the

be noted from the above that no power wiring, switches, or fuses are

such devices being outside

in a

special steel insulated

compartment.

INTERBOROUGH THE SUB \V

A differs

The

A V

novel feature

is

located

platform space the passengers

is

in

the construction of these cars

on the platform, so

available for ingress

would not be allowed

When

in three positions.

motorman, but when swung tion

be

in its

it

its

compartment and

vestibule,

is

The

on

which

required; at the same time the entire

and egress except that on the front platform of the

in

any

case.

parallel to the

end

The

car.

it

The

side of the cab

is

formed by

a

first car,

all

on which

door which can be placed

encloses a part of the platform, so as to furnish a cab for the

sills it

encloses the end of the platform, and this

third position

is

when

it is

swung around

would be

to an arc of

can be locked in position against the corner vestibule post enclosing the master controller.

position

pockets

the motorman's

that no. space within the car

mid-position

on the rear platform of the rear

when

is

from that used heretofore, and the patents are owned by the Interborough Company.

essentially

cab

TRANSIT

RAPID

I

its

posi-

80 degrees,

This would

platforms except on the front of the front car or the rear of the rear car of the train.

platforms themselves are not equipped with side gates, but with doors arranged to slide into

in

the side framing, thereby giving

The

closed by an overhead lever system.

opened and secured

in this position

close against an air-cushion stop,

by

sliding

a bar,

making

it

up the

entire

platform to the passengers.

door on the front platform of the

and thus serve

as an arm-rest for the

These doors

are

may be partly motorman. The doors first

car

impossible to clutch the clothing or limbs of passengers in closing.

PAGE

I2 9

PAGE 130

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID

Pantagraph safety gates tor coupling between cars are provided.

are constructed so as to adjust

They

themselves to suit the various positions of adjoining cars while passing

in,

around, and out of curves

of 90 feet radius.

On raised

the door leading from the vestibule to the

and lowered

attachment

is

as the

door

is

opened or closed

to shut

the peculiar handle on the sliding door.

open with the swaying of the

but the handle

car,

open the door, the same movement Entering the

The

body of the

car, the

observer

will unlatch is

at

seating arrangements are similar to

is

car

a curtain

is

the light away from the

This door

is

so constructed that

made

when

The windows have two

the elevated cars, but

the

pressure

Manhattan

The

The

cannot slide

it

applied upon

it

to

practice,

and

is

side \\indo\vs in

passengers.

The

pattern, at the center of the car.

desirable in the

for

seats are all finished in rattan.

is

4

sashes, the lower one being stationary, while the

to the passengers.

is

Another

subway coaches are longer and wider

space between the longitudinal seats

This arrangement reverses the ordinary and comfort

to latch so that

once impressed by the amount of room available

Stationary crosswise seats are provided after the

The

motorman.

it.

than the Manhattan, and there are two additional seats on each end.

dinal seats are 17^4. inches deep.

that can be automatically

feet 5 inches.

upper one

subway operation and

body of the

longitu-

car, also the

is

a

drop sash.

to insure safety

end windows and end

doors, are provided with roll shades with pinch-handle fixtures.

INTERIOR VIEW OF PROTECTED WOODEN CAR

INTERBOROUGH THE U

S

The

TRANSIT

RAPID

A Y

B \V

floors are

covered with hard maple

thus providing a clean, dry floor for

all

strips, securely fastened to the floor

is

There

provided.

pressure gauge

also

is

The head

are

two lamps placed

provided with

a

white porcelain

in a

row

on each side deck

of ten

dome over

each platform, and the

miniature lamp.

are of composite

linings

with ovalhead brass screws,

conditions of weather.

Six single incandescent lamps are placed on the upper deck ceiling;, and a ceiling

PAGE 13

hoard.

The

interior

finish

is

A

of mahogany of light color.

mahogany

handrail

extends

the full length of the clere-

story on each side of the car,

supported

in brass sockets at

the ends and by heavy brass

brackets on each side.

The

handrail on each side of the car carries thirty-eight leather straps.

Each secured

ventilator sash

on the inside

brass operating arm, lated KXTERIOR VIEW

PROTECTED WOODEN CAR, SHOWING COPPER

and each rod

clerestory,

is

SIDES

operated by means of

to

is

a

manipu-

by means of rods run-

ning along each side of the a

having a fulcrum secured to the inside

brass lever,

of the clerestory.

hardware

All fittings,

is

of

window guards,

trimmings. are also

The

all-steel

desirable

railing brackets

the single post pilasters,

all

a casing for the

the time of placing the car

and sockets,

bell

first

of

which are decorated with marquetry

FRAMING OF PROTECTED

all

other

for

subway work

inlaid.

The end

finish

is

of

end door. contract for the rolling stock of the sub\\ay, the question of using an

was carefully considered by the management.

features

cord thimbles, chafing strips, hinges, and

upright panels between the windows and the corner of the car are of plain mahogany, as

mahogany, forming

At

bronze, of best quality and heavy pattern, including locks, pulls, handles, sash

as

representing

the

Such

a

ultimate

type of

car, in

of absolute

many

respects, presented

incombustibility.

Certain

Steel CtZf'S

PAGE

132

INTERBOROUGH SUBWAY

TRANSIT

RAPID

THE

practical reasons,

however, prevented the adoption of an

necessary to place the orders mentioned above for the fact that in

no

cars of this

specifications

all

of

the larger

even for a short-time delivery,

of metal the question was impossible of a

number of very

first

500

kind had ever been constructed, and

congested condition

a very

all-steel

serious

mechan-

car in the spring of

cars.

declined

while for cars 4r^^b f immediate ^>W

^^.

it

became

these reasons was the

building works of the country were

as the car

^dr

among

Principal

companies

.

1902 when

ical

to

consider

any

standard

extensive

use

involving

the

solution.

Again, there were

difficulties

to

be

studied

and

METAL LTNOERFRAME OF PROTECTED WOODEN CAR

overcome in

a

in

rapid

the construction

transit

noise in operation. sufficient metal

service, It

of such

insulation

a

car,

such

as

all

and protection from accident,

energies to the production of a i.

e.,

a stronger, safer,

than had heretofore been put in use on any electric railway in the world.

embodied

in the car

a

serious

element

from the extremes of heat and cold, and the prevention of undue

was decided, therefore, to bend

for strength

avoidance of excessive weight,

which has just been described.

wooden

car with

and better constructed car

These properties

it is

believed are

INTERBOROUGH THE SUB W

TRANSIT

RAPID

A V

The

plan of an all-metal car, however, was not abandoned, and although none was in use in passenger

service anywhere, steps were immediately taken to design a car of this type to determine

whether

would be

it

for

suitable

None

railway service.

and conduct the necessary

of the car-building companies was

of the Pennsylvania Railroad willing to undertake the work, but the courteous cooperation secured in placing

its

manufacturing

and

for an all-metal car,

months of work in

completed

after

faults

correct, the

car

of the Interborough Rapid Transit

about four-

December, 1903, which was

The sample some

at the disposal

sample type was

a

every way creditable as a

in

Altoona

Company was

Plans were prepared

Railway Company.

teen

facilities at

tests

car

first

attempt.

naturally embodied

which only experience could principal

one being that the

was not only too heavy tor use on the

elevated lines of the company, but attained

^""Vl

an undesirable weight for subway operation.

a

From

this original design,

second design involving

features has been

worked

however,

very

original

has been given by the Interborough the expense of producing this

management

The

of the

Mh

\ [t 'A

Mil

I

UK

I

KL'L K

out, and a contract

Company

new type

company

in

200

for

of car has

all-steel cars,

which are now being constructed.

While

obviously been great, this consideration has not influenced the

developing an equipment which promised the

general dimensions of the all-steel car differ only slightly from

maximum

those of the

of operating safety.

wooden

The

car.

following table gives the dimensions of the two cars, and also that of the Manhattan Railway cars:

Wooden

Length over body corner posts, Length over buffers, Length over draw-bars, Width over side sills, Width over sheathing, Width over window sills, Width over battens, Width over eaves, Height from under side of sill to top of plate, Height of body from under side of center sill to top of root, Height of truck from rail to top of truck center plate .

.

.

(car light),

Height from top of

rail to

underside of side

sill

at

rail

ft.

2

51

ft.

5

8 ft.

8

8

ft.

J

s

10

8

ft.

i

8

ft.

io3 4

8

ft.

7

ft.

8

ft.

9%

2

ft.

8

3

ft.

i

12

ft.

i

'%

ins.

s '

s

;

\

to top of roof not to exceed (car

light)

The

7

I

5

C'arx 5.

truck

center (car light),

Height from top of

42

ft.

general frame plan of the all-steel car

be seen, the floor framing

is

made up of two

is

clearly

4

shown by the photograph on page

128.

As

center longitudinal 6-inch I-beams and two longitudinal

inch steel side angles, extending in one piece from platform-end angles and are secured to the side and center

3

sills

by

sill

to platform-end

cast-steel brackets,

and

sill.

in addition

by

The end

will

5x3-

sills

are

steel anti-telescop-

PA GE

133

PAGE 134

INTERBOROUGH W THE S

U

TRANSIT

RAPID

A V

B

ing plates, which are placed on the under side of the

corrugated sheet iron, laid across the longitudinal

sills

sills

and secured

to

ting

cemented

The

to the same.

side

The

platform flooring

and end frame

is

composed of

flooring

ot galvanized,

is

This

longitudinal angles by rivets.

On

corrugated sheet holds the fireproof cement flooring called "monolith." longitudinal floor strips for a wearing surface.

The

and riveted thereto.

top of this

attached

latter are

of steel plate covered with rubber mat-

is

and compound posts made of

single

steel

angles or T's and the roof framing of

The

wrought-iron carlines and purlines.

and com-

sides of the cars are double of

posed

steel

plates

on the

outside,

riveted to the side posts and belt

rails,

and lined with electro bestos. The outside roof

of fireproof composite board,

is

covered with canvas.

The

headlinings

are of fireproof composite, faced

aluminum bH>E

wainscoting

is

" " of transite board

lined with asbestos is

double, the

Two The

and aluminum, and the end

and

are

throughout

OF MOTUR

The mouldings of aluminum. The

and window panels are

finish

ot

aluminum,

The

seat frames are of steel throughout, as are also the cushion frames.

The

lower part being stationary and the upper part movable.

are of the sliding type

Trucks

The

felt.

VIKVV

sheets.

are operated

sash

doors are of mahogany, and

by the door operating device already described.

being built, one for the motor end, the other for the

types of trucks are

with

trailer

end of the

car.

following are the principal dimensions ot the trucks: Motor Truck.

J 4 ft. 8 Gauge of track, Distance between backs of wheel flanges, 4 ft. 5-'^ Height of truck center plate above rail, car body loaded with 15,000 pounds, 30 34 Height ot truck side bearings above rail, car body loaded, Wheel base of truck, 6 ft. 8 27,000 Weight on center plate with car body loaded, about

ins.

x 4

ins.

_,

Side frames, wrought-iron forged, Pedestals, wrought-iron totted,

Center transom,

Truck

2

1

2

ins.

4 4

ins.

ft. ft.

r

8

3

5

ins.

,

ins.

S

ins.

30 34

ins.

ins.

5

ins. ins.

6 ins.

ft.

Ibs. 2

ins.

x 3

ins.

steel channel,

wood and

cast steel.

bolster, bars,

Trailer Truck.

wrought

Equalizing Center plate, cast

iron.

iron,

steel,

Bolster springs, elliptic, length,

Journals, Journal boxes, malleable iron,

their details are the

.

4

/,,

.

i5

b

ins.

x 7

'

2

33 3 4 ms. x '.j. <;

6' 7

5

M.

30

.

.

Equalizing springs, double coil, outside dimensions, Wheels, cast steel spoke center, steel tired, diameter, Tires, tread M. C. B. Standard, Axles, diameter at center, Axles, diameter at gear seat, Axles, diameter at wheel seat,

Both the motor and the

white oak.

ins.

Spring plank, wrought iron,

ins.

2

ins.

ms.

32 3

5,,

30

11S !

ins.

^4

ins.

ins. x 6 ins.

ins.

x

ins.

5

'4.

ins. ins.

43 +

ins.

53 4 x 8

ins.

13 /n; ins.

7-^4 ins. x 9 ins.

4

T

ins.

ins.

C. B. Standard,

trailer

trucks have been designed with the greatest care for severe service, and

outcome of years of

practical experience.

CHAPTER

IX

SIGNAL SYSTEM in

the

development of the plans

for the

subway system

that the efficiency of operation of a road with so

EARLY

depend

New York

traffic as is

City,

was foreseen

it

being provided for would

the completeness of the block signaling and interlocking systems adopted for

upon

largely

heavy a

in

On

spacing and directing trains.

account of the importance of this consideration, not only for safety of

passengers, but also for conducting operation under exacting schedules,

The problem

complete and effective signaling system procurable.

it

was decided to

install the

most

involved the prime consideration of:

Safety and reliability.

Greatest capacity of the lines consistent with the above. Facility of operation

under necessarily

restricted yard

In order to obtain the above desiderata

was decided to

it

system for the high-speed routes, block protection tor operate

all

switches both for line

movements and

and track conditions.

in

all

complete automatic block signal

a

install

obscure points on the low-speed routes, and to

This necessarily

yards by power from central points.

involved the interconnection of the block and switch movements

at

many

made

locations and

the adoption

of the most flexible and compact appliances essential.

Of

the various signal systems in use

was found that the one promising entirely satisfactory results

it

was the electro-pneumatic block and interlocking system, by which power conducted

in small pipes

any distance and utilized

movements could be made with plicated situations for safety.

in

compact apparatus

in

in the

any quantity could be readily

most

restricted spaces.

the greatest promptness and certainty and interconnected tor the

Moreover,

essential details of the

all

of practical operation on important trunk lines of railway, so that

most com-

system had been worked out its

reliability

and

The

in

years

efficiency were beyond

question.

The

application of such a system to the

attempted upon

a

New York

subway involved an elaboration of

railway line of similar length, and the contract tor

largest single order ever given to a signal

its

installation

is

detail

not before

believed to be the

manufacturing company.

In the application of an automatic block system to an electric railway where the return circuit of the propulsion current,

it

is

rails are

used for the

necessary to modify the system as usually applied to a steam

the propulsion current. railway and introduce a track circuit control that will not be injuriously influenced by

This had been successfully accomplished installation,

which was the

first electric

for

moderately heavy

electric railway traffic in the

Boston elevated

railway to adopt a complete automatic block signal system with track

circuit control.

The New York subway quent magnitude of the

operation, however, contemplated

electric currents

traffic ot

unprecedented density and conse-

employed, and experience with existing track

circuit control

systems

PAGE

iS^INTERBOROUGH THE

S

U

B

WA

TRANSIT

RAPID

Y led to the conclusion that

some

modification in apparatus was essential to prevent occasional traffic

delays.

The proposed

operation

contemplates a possible maxi-

mum of two

tracks loaded with

one minute

local trains at vals,

and two tracks with eight

two minute

car express trains at

the

intervals,

class

of

times

as

latter

trains

requiring

much

as

at

2,000 horse power

for each is

inter-

train

motion.

in

It

com-

readily seen, then, that

binations of trains in motion

which

The

for

section electricity

occur

enormous

throw

will

demands given

times

certain

at

may

power upon of

the

a

road. this

conveying

power flows back through the truck rails to the

and ;i

RUNT VIEW OF BLOCK SIGNAL POST, SHOWING

ing to the power demands.

amount of "drop," and of track

consisting in the

turn control the signal.

was adopted,

This causes disturbances

after a

the

in

so doing

in

or loss

"drop"

which varies

signal-track

circuit

in

in

is

station

subject to

the

in

rails

amount accord-

proportion

to

the

was believed that under the extreme condition above mentioned the ordinary form

employment of

from that used

AM> THACK STOP

INIUCAT

Jl,HTS,

might prove unreliable and cause delay

circuit

differences

it

I

power

a current in

to traffic.

the signal

to propel the trains as

A

solution of the difficulty was suggested,

track circuit which would

would operate

selectively

upon an apparatus which would

Alternating current supplied this want on account of

demonstration of

its

have such characteristic

its

in

inductive properties, and

under similar conditions elsewhere.

practicability

After a decision was reached as to the system to be employed, the arrangement of the block sections

was considered from the standpoint of rapidly increasing traffic of Greater

The

usual

method of

maximum

New York

at the

home

the telegraph

signals

and maximum

would almost

installing automatic block

distant signals with the block sections extending

end

safety

block or controlled manual systems are

signal to

This in

capacity, as

it

was

once tax the capacity of the

United States

signals in the

from home

and do not overlap each other.

at

traffic

is

use.

home

also the

The

signal

;

is

that

to is,

reali/.ed that the

line to its

provide

utmost.

home and

the block sections

arrangement of block sections where English block systems, however,

all

INTERBOROUGH THE SUBWAY employ

Without the overlap,

overlaps.

a train in passing

home

in the rear, as signals for the section

block

in

this

which

home

home

the

will clear the

home

signal of the

rear of the train has passed the

thus possible tor a tram to stop within the block and within a tew feet of

the overlap system, however, a train

may

home

signal, a collision

stop at any point in a block section and

would

still

have

distance in the rear ot the train. signal at a safe stopping

home

is

all in

favor of the overlap, on account of the safety factor, in case the signal

Another consideration was the use of automatic

accidentally overrun.

home

as the

from one block section to the other

then, a following tram should tor any. reason overrun this

Conservative signaling

at the

It is

moving.

It,

signal.

With

result.

it is

soon

TRANSIT

RAPID

and

signals,

it

is

These stops

train stops.

is

are placed

thus essential that a stopping distance should be afforded in advance of the

the train to signal to provide for stopping

which the brake had been applied by the automatic stop.

Ordinarily, the arrangement of overlap sections increases the length ot block sections by the length of

the overlap, and as the length of the section fixed the

minimum

the blocks as short as consistent with safety, in order not to cut

This

to

led

special

was imperative to make

the carrying capacity ot the railway.

problem presented by

opment of

are

down

it

study of the

a

subway signaling and

lines

upon

spacing of trains,

a

a devel-

blocking system

which

distinctly

in

advance

of

done

heretofore

anything

believed

it is

in

this direction.

Block section lengths are

governed by speed and interval

between

trains.

Overlap

lengths are determined by the distance in which a train can be at a

stopped

speed.

block

section

the

Usually length

maximum

is

the distance between

signals, plus the overlap;

where

maximum

desired

is

the

but

traffic

capacity

block

section

length can be reduced to the length

of two

overlaps, and

this

was the system adopted

for

the

Interborough.

The

three systems of blocking trains,

with and without overlaps,

is

shown diagramatically on page I

4jj where tWO SUCCeSSlVe trains

S^lSfc^

"

BEAR VIEW OF BLOCK SIGNAL POST, SHOWING TRANSFORMER AND INSTRUIWZNT CASES WITH POORS OPEN

PAGE 137

PAGE

I38INTERBOROUGH shown

at the

minimum

"clear"

for

apart

determine the

in

distances for

running

assumed stopping distance of 800

The system adopted is

TRANSIT

SUBWAY

THE are

RAPID

shown

in line

tor the

"C," giving

an feet.

subway the least

headway of the three methods.

The

length ot the overlap was

given very careful consideration by the

Interborough pany,

who

Rapid Transit

Com-

instituted a series of tests

of braking power of trains; from these

and others made by the Pennsylvania Railroad

stopped cent.

Company, curves were computed at

various rates of speed on

so

a level track,

Speed curves were then plotted

as

to

which

trains

could

be

with corrections for rising and falling to grades up to 2 per

for the trains

on the

possible speed, with the gear ratio of the motors adopted.

and

distance

profile of the road were then used to determine

at

entire line,

A joint consideration

each point the

at

showing

maximum

of the speeds, braking

each and every point on the line the

efforts,

minimum

allow-

able distance between trains, so that the train in the rear could be stopped by the automatic application of the

brakes before reaching a train which might be standing

at a signal

in

advance

other words, the length of

in

;

the overlap section was determined by the local conditions at each point. In order to provide for adverse conditions the actual braking distances was increased

example, the train

moving

by ?o per

cent.; for

of a

braking distance 3 5 miles an

hour

is

465

would be increased 50 per

feet, this

cent,

and the overlap made not

than

697

With

feet.

home

this

less

length of

could be

overlap

the

located

697

section

length would be double this

or 1394

signals

feet apart,

The

feet.

overlaps, as laid out,

and the block

average length of is

about 800

feet,

and the length of block sections double this,

or

i,

600

The

feet.

protection provided by this

unique arrangement trated on page 14^.

of train are shown

"A." between VIEW UNDER CAR, SHOWING TRIGGER ON TRUCK IN POSITION TO ENGAGE WITH TRACK STOP

j

US t

ot

t\\S

illus-

Three positions

:

MINIMUM

trains:

is

signals

The

first

distance

tram has

hoflle Signal, the

INTERBOROUGH SUBWAY

TRANSIT

RAPID

THE train

is

stopped by the

home

matic stop would have applied the stop before

it

in

signal

the

rear; if this train

had

failed

brake and the train would have had the overlap distance

air

could reach the rear of the train

in

CAUTION

train at the third

trains

is

home

CLEAR

distance between trains

trains

is

noted

in

"C"

that the

clear signal, first train

and

First train in

:

both the

the clear running distance; that

move under

home and

train can

always a safe stopping distance.

is

same position

as

under caution, and

is,

when

this distance

is

in position

other words, a train that has stopped

is

same position

in

this

"A," the second distance between

"

A," second

train at the fourth

and the distance between the

the trains are one block section plus an overlap apart

used

in

determining the running schedule.

Home signals

to stop a train, distant signal

always protected by two

signals, in addition to this an automatic stop placed at a safe

ELECTRO-PNEUMATIC INTERLOCKING MACHINE UN STATION PLATFORM

as in

distant signals are clear,

has the following protection:

with the automatic stop at signal 2

in

to

always equal to the length of the block section, or two overlaps.

is

signal in the rear; at this point

they can

train

first

this signal can be passed signal in the rear;

home

now

The

distance between train:

the caution distance, and

" C."

which

in

advance; therefore, under the worst conditions, no

get closer to the train in advance than the length of the overlap, and this

"B."

to stop at this point, the auto-

home

i

and I,

signals in

2,

2 in

It

will

be

stop position, together

and 3

its rear,

all at

caution, or, in

and by three caution

stopping distance in the rear of the

train.

139

PAGE 140

INTERBOROUGH THE SUBWAY

RAPID

TRANSIT

SPECIAL INTERLOCKING SIGNAL CABIN SOUTH OF BROOKLYN BRIDGE STATION

Description of Block

The

block signaling system as installed consists of automatic overlapping system above described

or applied to the two express tracks between City Hall and 96th Street, a distance of six and one-half miles, thirteen miles of track;

System

and

This third track

distance of two and one-half miles. for express traffic in

both directions,

direction at night; also the

between 96th and

to the third track

trains

The

moving toward

total length

on the West Side branch, a

placed between the two local tracks, and

is

two tracks from i45th Street

miles, or five miles of track.

Streets

Hfth

the City Hall in the to

Dyckman

morning and

Street, a distance of

of track protected by signals

is

in

will

be used

the opposite

two and one-halt

twenty-tour and one-half

miles.

The signal

small

itself.

amount of

available space in the

subway made

it

necessary to design a special form of the

Clearances would not permit of a "position" signal indication, and, further, a position signal

purely was not suitable for the lighting conditions of the subway.

A

color signal was therefore adopted

conforming to the adopted rules of the American Railway Association. with two white lenses, the upper being the are

mounted

in slides

dwarf signals show

home

signal

and the lower the

which are operated by pneumatic cylinders placed

a red light for the

the "caution" indication.

All signals

danger or "stop" indication.

show

a

It consists

distant.

in the base

of an iron case

fitted

Suitable colored glasses

of the

case.

Home

and

Distant signals show a yellow light for

green light for the "proceed" or clear position.

Signals in

INTERBOROUGH THE SUBWAY

TRANSIT

RAPID

the subway are constantly lighted by two electric lights placed back of each white lens, so that the lighting

be

will

at all

On

times reliable.

the elevated structure, semaphore signals of the usual type are used.

a special alternating current circuit

by

A

train stop or

is

a device for automatically

This

signal in the stop position.

indication

between

has

is

signal lighting

independent of the power and general lighting

automatic stop of the Kinsman system

This

locking signals.

The

is

used

applying the

at all

air

supplied

circuits.

block signals, and

brakes to the train

at

if it

inter-

many

should pass

when

an additional safeguard only to be brought into action

any reason been disregarded, and insures the maintenance of the

for

is

a

the danger

minimum

distance

provided by the overlaps established.

trains as

Great care has been given to the design, construction, and installation of the signal apparatus, so insure reliability of operation under the

most adverse conditions, and

parts for convenience in maintenance.

The system

for furnishing

as

to provide for accessibility to all

power

to operate

and control the

to

the

signals

consists of the following:

Two

5OO-volt alternating current feed mains run the entire length of the signal system.

by seven direct-current motor-driven generators operated

in

These mains are

multiple located in the various sub-power stations.

four of these machines are sufficient to supply the necessary current for operating the system.

Any

fed

Across these

alternating mains are connected the primary coils of track transformers located at each signal, the secondaries of

which supply current of about 10 volts to the of the section

is

of the track sections.

Across the

Direct current

by compressed

air,

in duplicate.

motor D generators, one of which

These

batteries are located in the

is

J

These

placed at each set ot batteries.

are driven by direct

current from the third

rail

and deliver

direct current of 25 volts.

The compressed by

air is

supplied

compressors, one located

at

of the following sub-stations:

each

Nos.

11,

12,

Three of these

are

They

are

pressors.

and

16,

14,

ij,

reserve

17.

com-

motor-driven

by direct-current motors, taking current trom the direct-current buss bars at

sub-stations at from

volts.

The

pressor

is

The

capacity

230 cubic

This contact controls

the signal and automatic train stop.

locking towers, and are charged by

motor generators

the opposite end

furnished by two mains extending the length of the system, which are fed by eight

is

of i6-volt storage batteries

six air

rails at

connected the track relay, the moving element of which operates a contact.

a local direct-current circuit operating,

sets

rails

400

to

700

of each com-

feet.

motor-driven

air

compres-

MAIN LINK, PIPING ANP WIRING FDR BLOCK AND INTERLOCKING SYSTEM, SHOWING JUNCTION BOX ON COLUMN

subway

at

the various inter-

PAGE

PAGE i4 2

INTERBOROUGH SUBWAY

TRANSIT

RAPID

THE

which responds

sors are controlled by a governor

to a variation of air pressure ot five

the pressure has reached a predetermined point the machine

When

off.

load

is

is

pounds or

When

less.

stopped and the supply of cooling water shut

the pressure has fallen a given amount, the machine

started liyht,

is

thrown on and the cooling water circulation reestablished.

and when

speed the

at full

Oiling of cylinders and bearings

auto-

is

matic, being supplied only while the machines are running.

Two is

an

novel safety devices having to do especially with the signaling train

emergency

emergency control of found

in all

shown

in

signals.

passenger electric

stop.

cars,

It

designed to place

is

The

protection afforded

but operates to warn

railroading

to

To

in a

conspicuous position

of trains approaching, so that

The second signal placed in a section

advance

the train-wiring

cause delay.

may

in

would momentarily

by another.

the third

rail.

may

cause an

The pushing

This consists of

that

Under such

is,

of

a

immediately adjacent to stations

be stopped until the danger condition

;

has been

has been arranged to loop the control

will set all signals

of each separate section ot the third rail

span the break

it

each station platform.

in

It

danger condition.

adjoining tracks in face of approaching

the "section break" protection.

is

fed by one sub-station to that fed

train temporarily

relay has

safety appliance

traffic

all

emergency brake handle

of slight moment,

apparatus, perhaps

button on this box, similar to that of the fire-alarm signal, in the face

similar in principle to the

provide as perfectly as practicable for such conditions,

of signals into an emergency box set

first

hands of station attendants, or others, the

may wander on

unreasoning panic, on account of which passengers trains.

is

the

trains ot an extraneous

all

an accident

that

in

The

be here described.

may

at

removed.

is

a special

points where trains

emergency

move trom

conditions the contact shoes of the

In case of a serious overload or ground on one section,

act as a feeder for the section,

and thus possibly blow the

train fuses

and

In order, therefore, to prevent trains passing into a dangerously overloaded section, an overload

been installed

at

each section break to set a "stop" signal in the face ot an approaching train, which

holds the train until the abnormal condition

is

removed.

THREE METHODS OF BLOCK SIGNALING Block Section

"A"

400 Ui.
Block System, Without Overlaps.

SOO'

Otvrhip 3200'

"B" The Block Section

Block System, With Overlaps. Two Overlaps and a Block Section.

Ec|ual to

"C"

Block Sjstera, With Overlaps. Tlie Block Section Equal to Two Overlaps.

.ini>"Di'

i/~"

'

IMstanrc liflweon Signals " " Trains

KiOO'

1200

3200'

3200'

Headway

%

at 25

M.

P.

H.

sec.

sot)'

2400'

06 sec.

TS sec.

INTERBOROUGH THE SUBWAY ,

i

RAPID

TRANSIT

PAGE '43

PAGE

I44INTERBOROUGH

TRANSIT

RAPID

SUBWAY

THE

WEST SIDE BRANCH 37th

1

45th

Working

Machines.

Levers.

Continued.

Manhattan Viaduct, 1

Interlocking

12

i

Street,

2

17

Street,

2

19

Dyckman

Street,

2 1 6th Street,

i

12

i

14

EAST SIDE BRANCH. 1

3 5th Street,

Lenox Junction,

2

6

i

7

i

9

Lenox Avenue Yard,

i

35

Third and Westchester Avenue Junction,

i

13

i

24

1

45th Street,

St.

Anna Avenue,

Freeman 1

Street,

76th Street, Total,

The

number

total

Home

signals,

Dwarf

signals,

ot signals,

both block and interlocking,

is

as follows

i

12

2

66

37

393

:

354 1

Distant signals, Total,

691

Total number of switches,

224

It will

be noted that in the case of the City Hall Station three separate plants are required,

siderable size, and intended for constant use for a multiplicity of state that all the

provided with tions.

50

187

The

all

movements.

mechanism of these important interlocking plants the

is

It is,

of the most substantial character and

necessary safety appliances and means for rapidly setting

and isolated

in the

performance of their duties.

of con-

perhaps, unnecessary to

up the various combina-

interlocking machines are housed in steel concrete "towers," so that the operators

erly protected

all

may

be prop-

CHAPTER X SUBWAY DRAINAGE employment of water-proofing which

THE

made

is

it

the exterior surfaces of the

to

masonry

shell

of the tunnel,

applied to the masonry, almost without a break along the entire subway construction, has

unnecessary to provide an extensive system of drains, or

sump

pits,

of any magnitude, for

the collection and removal of water from the interior of the tunnel.

On as

the other hand, however, at each depression or point where water could collect from any cause, such

by leakage through

a cable

manhole cover or by the breaking of an adjacent water

pipe, or the like, a

sump

for carrying the water away from the interior of the tunnel. pit or drain has been provided

Eor

all

locations,

where such drains, or sump

pits, are

located above the line ot the adjacent sewer, the

carrying of the water away has been easy to accomplish by employing a drain pipe in connection with suitable

and valves.

traps

In other cases, however, where

necessary to elevate the water, the problem has been ot a different

is

it

In such cases, where possible, at each depression where water

character.

is

The bottom

has been constructed just outside the shell of the tunnel. pit,

liable to collect, a well, or

sump

of the well has been placed lower

than the floor of the tunnel, so that the water can flow into the well through a drain connecting to the tunnel.

Each where

it

well

is

then provided with a

necessary to maintain

is

pumping equipment,

pumping

pumping

outfit;

devices,

it

but

in the case

of these wells and

has not been possible to

as the various locations offer different conditions, each

employ

a

in

other locations

uniform design

ot

employing apparatus best suited

to the requirements.

no

In

case,

except two,

is

an electric

at

which

pump employed,

as

the

employment

ot

compressed

air

was

considered more reliable.

The follows

several

depressions

is

it

necessary to

maintain a

:

No.

i

Sump

at the

No.

2

Sump

at intersection

No.

j

Sump

at

No. 4

Sump

at intersection

of 46th Street and Broadway.

No.

5

Sump

at intersection

of

No.

6

Sump

at intersection ot

i42d Street and Lenox Avenue.

No.

7

Sump

at intersection ot

Hyth

No.

8

Sump

at

Sump

at the center

No.

9

lowest point on City Hall Loop.

j8th Street

of

Elm and White

in the

i

Murray

Lenox Avenue.

and Lenox Avenue.

Harlem River approach. Harlem River Tunnel.

about 1441(1 Street of the

Hill Tunnel.

i6th Street and

Street

Streets.

in

pumping

plant are

enumerated

as

PAGE

I46INTERBOROUGH No. 10

Sump

Avenue and I49th

of Gerard

at intersection

In addition to the above mentioned sumps, where

maintain

pumping Location No.

plants are maintained,

pumping

At

the cable tunnel constructed under the

Location No. 2

At

the sub-subway at

Location No. 3

At

the portal of the

Location No. 4

At

the southerly end of the

Harlem River

tube.

Location No.

At

the northerly end of the

Harlem River

tube.

i

5

At the

In the case of the No.

pump room

air lifts are air lift

the

Street.

about 40

was selected

I

portal at

sump

at

Bergen Avenue and

is

at 1481)1 Street.

1491)1 Street.

column

rising

ot

placed in those

sump

wells

The

in

the

less specific

extending below the bottom of the

been employed,

8, 9,

tor

and 10 sumps and

These pumps

be employed.

not be used, and this type of In the case of Location

Location No.

No.

be placed

will

was selected

pump

tor Locations

as

employ

large

Location No. point, these

The

submerged

air

will

pumps

will

employment of

is

in

the pipe

air

lifts

or electric or

to the switch

and

air-operated reciprocating

5,

readily accessible locations, where air

it

to

be

made

to prevent a large

descends from the portal, air

engines.

lifts

could

air

amount of yard

was considered best

it

Also tor the portal, is

not available

at

at this

415! Street, tor supplying

plant.

For the more remote pumps,

I

I

he independent trom the compressed

No.

in case

will

be

air

made between

line

the

of emergency.

located at the I48th Street repair shop, and another plant within the

is

at

In one case, for the

will

and signal system, but break-down connections

subway

No.

2, 4,

be operated by electric motors.

special air-compressor plant

plant located at the

Nos.

be employed, but as compressed

two systems, so that either system can help the other out

stations.

elevated by the air producing

automatic air-operated ejectors have

I,

pumps, operated by reciprocating

centrifugal

supply to the air-operating pumping devices air

in

where provision has

3,

6, similar centrifugal

pumps

which supplies

A

of concentric piping extend-

being the most reliable device to employ.

drainage, during a storm, from entering the tunnel where to

and the

well.

for the reason that the conditions did not warrant the

In the case ot Nos. 6, will

is

in

construction other than

weight than the descending column of water which

sumps, and

5

easily accessible,

air-lift

air lift consists

employed, situated

pumps.

air-operated

pumps

and

the case of Nos. 3

In

sump

is

and 7 sumps, automatic

2, 4,

which are not

no moving parts are conveyed

and valve which control the device.

water of

pump

In the case of Nos.

pit.

ing several feet into the ground below the bottom of the well, and the water a

and Fourth Avenue.

Street

2jd

and Broadway.

Lenox Avenue extension

from the sump

feet distant

for the reason that

ball float

Street

4id

Subway

direct-connected electric triple-plunger

a

This apparatus

employed.

movable

necessary to

is

it

plants at the following points:

Location No. 6

a

TRANSIT

RAPID

SUBWAY

THE

air

to

the

air will 2

sub-station.

sump,

pumps, within the immediate

be supplied by smaller air

will

air

locality of each

compressor

compressors located within passenger

be taken from the switch

and signal air-compressor

CHAPTER

AM) INSPECTION SHED

RLI'AIR

known

popularly and not inaccurately

WHILK

stock which has already been described

A

thus involved. special conditions

shops, so that the provision

the rolling stock

all

made by

the

Harlem River on enter

will

trains

north from leaves

the

the

the east,

and

main

line

at

car yard

I42d

air,

in

and hence the rolling all

the peculiar and

the highest state of efficiency; and in this respect

Street,

Avenue on

Company

adjoins the car yards of

Lenox Avenue and

the west,

The

on the south, ami 14910 Street on the north.

electric

Lenox Avenue

ot

the

approaches

gradually

Last

the

surface,

Side main

and

line.

emerges

at

the

subway

by means of the Lenox Avenue extension, which runs

i-pd Street and

at

the open

the requirement of adequate inspection and repair

the Interborough R'apid Transit

ot

Street

i_|.Xth

the shops

junction

times be

is

the entire block between Seventh

company and occupies

in

has been lavish and liberal to a degree.

company

The repair and inspection shop the

at all

the lines of the Inter-

"Subway System,"

devised with the view to satisfying

is

necessary corollary

may

as the

amount of trackage

also a large

borough Company comprise

XI

directly

The

branch

about

i4jth

Street.

The feet its

inspection shed

by 240

It is

feet.

entire length,

divided into three bays, ot which the north bay

and the middle bay

only one track extending through

is

employed

in

tions for these center

the sides of the

columns

ot

twenty-one

is

that

The

which

is

building

ordinarily

is

bays ot 16 feet each,

are concrete piers

mounted on

located 16 inches apart, on which are fastened a series ot

coat,

etc.,

and the fining

in

coat.

six

a

steel

known

as

structure

"reinforced concrete,"

made up of

supporting the roof trusses.

piles.

four rows of

The

founda-

After the erection ot the steel skeleton,

coats, three

on each

In the later, the concrete

side, is

expanded metal

The

laths.

and termed respectively the scratch

made with

concrete

is

coat, the

then

rough

white sand, to give a finished appearance to

the building.

The

roof

and mortar.

is

composed of concrete

It is

slabs, reinforced with

expanded metal

laths

and finished with cement

then water-proofed with vulcanite water-proofing atld gravel.

In this connection

it

might be

the building under consideration

r

and has

building and the interior walls are constructed by the use of i^-inch furring channels,

applied to these laths

-4

south bay contains the machine-tool equipment,

it.

the walls or roof.

center columns, which consist

equipped with four tracks running

is

machines, locker and wash rooms, heating boilers,

construction of the inspection shops

and no wood

The

\\ith five tracks.

electrically driven

and consists of eighteen

The

southern end ot the property and occupies an area of approximately 336

at the

is

is

said that,

although

this

system of construction has been employed before,

the largest example of this kind of

work yet done

in the

neighborhood of

(Construction

I48INTERBOROUGH

PAGE

SUBWAY

THE

New York

was adopted instead of corrugated iron,

It

City.

sidered preferable to brick, as the later

The

doors

rolled-steel

raised

Room

at

as

much more

it is

was con-

it

would have required much more extensive foundations.

each of the bays of the building are of rolling steel shutter type, and are composed of

which mterloop with each other, so that while the entire door

strips

and

substantial,

of

is

steel,

it

can easily be

and lowered.

All ot the tracks in the north and middle bays are supplied with pits for inspecting purposes,

clU tl

Pit

TRANSIT

RAPID

each track has a length sufficient to hold six cars, the capacity of these two bays

The

by steam and lighted by

inspection pits are heated

sockets are provided, and are also equipped with gas

electric light, for

and

as

fifty-four cars.

is

which

latter

purpose frequent

pipes, so that gas torches can be used instead of

gasoline.

As

"Trolley

Connection

usual in shops of this kind, the third

about by means of a special carriage,

which

will

run on

which can be connected be

moved around

The middle is

so arranged that

it

is

is

bay

in

the

The

pit.

carriage has attached to

shoe-hanger of the truck or to the end plug of the

shops by means ot their own motors.

in the

shallow, the conductor

conductor located

to the

not carried into the shops, but the cars will be

moved

In the middle bay this trolley consists of a four-wheeled light-frame

trolley.

a

rail is

it

that the cars can

car, so

In the north bay, where the pits are very

and consists of an 8-pound T-rail supported from the roof

carried overhead

wire

a flexible

provided with a 50-1011 electric crane, which spans

all

girders.

of the tracks in this shop and

can serve any one of the thirty cars on the five tracks, and can deliver the trucks, wheels,

motors, and other repair parts

at either

end

ot the shops,

where they can be transferred

to the telpherage

hoist.

One

The Telpherage System

of the most interesting features of the shops

is

This system runs

the electric telpherage system.

the entire length of the north and south bays crossing the middle bay or erection shop at each end, so that the telpherage hoist can pick required, and can take

machine-tool work.

them

The

in

up

the main

ot

1

wheels, trucks, or other apparatus which

either into the north bay for painting, or into the south bay or

at the

be

machine shop

for

Seventh Avenue end of the grounds.

The

traveling telpherage hoist has a capacity of 6,000 pounds.

2-inch

may

telpherage system extends across the transfer table pit at the west end of the shops

and into the storehouse and blacksmith shop

The

room any

The

I-beams, which are hung trom the roof trusses.

car

upon which

girders

has

a

it

runs consist

weight of one ton and

supported by and runs on the I-beam girders by means of four 9-inch diameter wheels, one on each

The

hoist

is

equipped with two motors.

The

driving motor of two

reduction gearing to the driving wheels at one end of the hoist. is

connected by

worm

by which, when the power

is

cut

automatic cut-out, consisting of

hook

Heating and Lighting

drum

shaft,

hoist

motor

is

is

The

a

off",

a

band brake

is

hoist

motor

is

side.

geared by double

of eight horse power, and

gearing and then by triple reduction gearing to the hoist drum.

controlled by rheostatic controllers, one for each motor.

hoisting

The

horse-power

is

The motors

are

also fitted with an electric brake

applied to the hoisting drum.

There

is

also an

lever operated by a nut, which travels on the threaded extension of the

and by which the current on the motor

wound up too close to the hoist. The buildings are heated throughout

is

cut off and the brake applied

if

the chain

is

by two

100 horse power return tubular

provided with

a

28-inch stack 60 feet high.

with steam, with boilers, located

The

heat

is

vacuum system of at

the

return.

The

steam

is

supplied

southeastern corner of the building and

distributed at 15

pounds pressure throughout the

INTERBOROUGH THE SUBWAY

INTERIOR VILVV OF 148

three bays by

storeroom.

I"

coil

which are placed

radiators,

line.

A

side walls of the

vertically against the

windows and

skylights,

and

at

carried fire

line

along the is

also

carried

are well

night by enclosed arc lights.

of the north

side

shop and

The shops

In addition, heating pipes are carried through the pits as already described.

The shops and yards are equipped throughout The water supply taps the city main at extinguishers. are

PAGE

H STREET REPAIR SHOPS

means of

lighted by large

pipes

TRANSIT

RAPID

with

fire

hydrants and

the corner of Fifth

fire

plugs,

hose

Avenue and I48th

and south shops, with three

reel

and

Street,

-

fire

Fire

and Protection

connections on each

through the yards, where there are four hydrants, also into the general

storeroom.

The

general storeroom,

oil

room, and blacksmith shop occupy

southwestern corner of the property. tion shops.

The

This building

general storeroom, which

is

is

is

the

fitted

oil

and paint storeroom, which

is

that fronting

on

at the

compartments

1481)1 Street,

is

below the

in the

storeroom.

room by

by 22

feet in

the

final division

of the west shops

is

Store

Room

street grade, so that

As

fire walls.

This room

is

the barrels filled with oil and other

the telpherage system they are deposited on elevated

Blacksmith

platforms, from which their contents can be tapped directly into the tank.

The

General

Adjoining the general room

separated from the rest of the building by

this

feet

time of their receipt, and can be carried to any

with a set of eight tanks, each with a capacity of 200 gallons.

combustible material are brought into

199

of the same general construction as that of the inspec-

supplies can be loaded directly onto the telpherage hoist part of the works, or transferred to the proper

a building

that in the northeastern corner, which

is

devoted to a blacksmith

Shop

PAGE

15

I

N T

THE

E R B

RAPID

O R O U G H

TRANSIT

SUBWAY This shop

shop.

contains

six

down-draught forges ;md one drop-hummer, and

is

also

served by the

telpherage system.

Connecting the -I-6

^

eet

'6

1:

-'

(i

mam

inches

shops with the storeroom and blacksmith or west shops

long and with

a

run ot 219

motor the current being supplied through on two tracks and ^

'

south bay.

conductor

mounted on jj-inch standard

le sout:rl s 'de ot the

The working in the

is

a

shop

is

fitted

feet. rail

The

transfer

table

is

and sliding contact shoe.

is

a rotary transfer

driven by

The

a

large

table

electric

transfer table runs

car wheels.

with offices for the Master Mechanic and his department.

force will comprise about

250

in

the shops, and

their

lockers, lavatories, etc., are located

CHAPTER

XII

SUB-CONTRACTORS The

scope of this hook does not permit an enumeration of all the sub-contractors who have done the Rapid Transit Railroad. The following list, however, includes the sub-contractors for all the more important parts of the construction and equipment of the road.

work on

General Construction, Sub-section Contracts, Track and Track Material,

and

Station Finish, S.

L.

F.

Miscellaneous Contracts Chief Engineer.

DEYO,

Sub-sections For construction purposes the road was divided

into sub-sections,

and sub-contracts were

let

which

included excavation, construction and re-construction of sub-surface structures, support of surface railway tracks and abutting buildings, erection ot steel (underground and viaduct), masonry

under the rivers

;

also the plastering

Bradley, William, Sub-sections 6 Street to

A

and painting

of

and 6 B, 6oth

io_).th Street.

Degnon- McLean Contracting Company Contracting Company), Sub-section

(

Degnon

i,

2

and

Post-office to Great Jones Street and 4ist 5 A, Street and Park Avenue to 47th Street and

Broadway. Farrell,

F.. J.,

Sub-section,

I42d Street Farrell

&

Hopper

(Farrell,

to

i

Contracting

Jones Street

&

&

Company), Broad-

S, ioj;d Street and

J 5th Street and

Holbrook, Cabot

McCabe

Hopper

Lenox Avenue.

Daly Holbrook, Cabot (

Company), Sub-section to jjd Street.

&:

1

Avenue

3,

Rodders, John C., Sub-section 96, Gerard Avenue to

Brook Avenue. A. (Estate of Ira A. Shaler), Sub-section

Shaler, Ira

jjd

Street to 4ist Street.

Shields, John, Sub-section

Street 1

Daly Great

McBean, Sub -section 9 A, 13 5th and Lenox Avenue to Gerard Avenue &:

49th

&

i

i,

iO4th Street to

i

25th

Street.

& Tench Construction Company (Terry & Tench Company), Sub-sections 10, 12, and 15, Steel Erection (Viaducts), Brook Avenue to Bronx Park, Hillside

Street.

Company (Naughton Company), SubNaughton section fB, 47th Street to 6oth Street.

i

251)1

Avenue

&:

McMullen

Avenue.

to Bailey

Terry

Brother, L. B. (R. C. Hunt, Superintendent), Sub-sections ij and 14, ijjd Street to Hillside Avenue.

and

Roberts, E. P., Sub-sections 10,12, and 15, Foundations (Viaducts), Brook Avenue to Bronx Park, 15th Street to ijjd Street, and Hillside

4,

to i4Xth Street.

Sub-sections 7 and

way

Lenox Avenue Extension,

work and tunnel work

the inside of tunnel walls and restoration of street surface.

Street to I33d Street, and

to Bailey

Avenue.

BROOKI.VN EXTENSION.

&

Cranford McNamee, Sub-section 3, Clinton Street to Flatbush and Atlantic Avenues, Brooklyn.

Uegnon-McLean Contracting

Row

Contracting

Company (Degnon

Company), Sub-section

to Bridge Street,

Manhattan.

i,

Park

SUB-CONTRACTORS

CONTINUED

Onderdonk, Andrew (New York Tunnel Company), Sub-sections 2 and aA, Bridge Street, Manhattan, to Clinton and Joralemon Streets, Brooklyn.

Baxter

&

Steel

Howden

Manufacturing Company,

Tile

Parry,

& Company, Spikes. Cabot & Rollins (Holbrook,

Cabot & Track Corporation Laying, City Broadway and 42d Street.

J. E.,

Tile,

and

Painting Kiosks.

&

Larson Company, Illuminated Station

Rookwood

Pottery

& Irwin

Ballast.

Naughton Company, Track Laying, Underground Portion of Road north of 42d Street and Broadway. Pennsylvania Steel Company, Running Rails, Bars, Tie Plates and Guard Rails.

Company, Faience

Manufacturing Company, Hardware

Simmons Company, John,

Cup Washers.

Angle

Iron Works, Frogs and Switches, Filler Blocks and Washers.

Tile.

Signs.

Russell

Malleable Iron Fittings Company,

Art

John H., Glass Tile and Art Ceramic

Pulsifer

),

Long Clove Trap Rock Company,

and

Art Ceramic Tile.

Dilworth, Porter

Hall to

Laheny Company,

S., Ties.

Connecticut Trap Rock Quarries, Ballast.

Rollins

Company, Glazed

Tile

Ceramic Tile.

Manhattan Glass Tile Company, Glass

Company, G.

Holbrook,

Rollins Corporation, Painting

Stations.

TRACK AND TRACK MATERIAL American Iron & Track Bolts.

&

Holbrook, Cabot

Railings and Gates.

Tracy Plumbing Company, Plumbing.

Tucker

&

Vinton, Strap Anchors for Kiosks.

Turner Construction Company, Stairways, Platforms, and Platform Overhangs. Vulcanite Paving

Company, Granolithic

Floors.

Ramapo

& Company, Robert R., Ties. Terry & Tench Construction Company

MISCELLANEOUS

Sizer

&

(Terry Tench Company), Timber Decks for Viaduct Portions, and Laying and Surfacing Track on Viaduct Portions.

Weber Railway Weber Rail

American Bridge Company, Structural

American

Vitrified

Blanchite

Process Paint

Steel.

Conduit Company, Ducts.

Company,

Plaster

Work

and Blanchite Enamel Finish on Tunnel Side Joint

Manufacturing

Company,

Walls.

Joints.

Brown Hoisting Machinery Houses at Four Stations.

STATION FINISH American Mason Safety Tread Company, Safety Treads. Atlantic Terra Cotta

Camp Company, H.

Glazed

Tile

and

Art

Fox

& Murphy, Plumbing, 86th Street Station. Dowd & Maslen, Brick Work for City Hall and other Byrne

Stations and Superstructures for jid Street, iojd Street and Columbia University Stations.

Empire City Marble Company, Marble. Grueby Faience Company,

Faience.

Guastavino Company, Guastavino Arch, City Hall Station.

Hecla Iron Works, Kiosks and Eight Stations on Elevated Structure.

Herring-Hall-Marvin Safe Company,

Safes.

Signal

Ducts.

&

Kearns, Sewer Construction, Mulberry Street, East loth Street, and East 22d Street Sewers.

Cunningham

Company, Terra Cotta.

Boote Company, Alfred, Ceramic Tile.

B.,

Company,

&

Company, John, Cast

McRoy

Clay Works, Ducts.

Norton

&

Iron.

Dalton, Sewer Construction, i42d Street

Sewer.

Onondaga

Vitrified Brick

Company, Ducts.

Pilkington, James, Sewer Construction, Canal Street and Bleecker Street Sewers.

Simmons Company, John, Iron

Railings, Viaduct

Sections. Sicilian

Asphalt Paving Company, Waterproofing.

Tucker

&

Vinton, Vault Lights.

United Building Material Company, Cement.

SUB.-CON

TRACTORS

CON

N U

E

D

Electrical Department L.

B.

...

STILLWELL,

Director.

Electrical

.

Electric plant for generation, transmission, conversion, and distribution of power, third electrical car

American

equipment, lighting system,

Steel

&

and emergency alarm systems

fire

Wire Company, Cable.

Mayer

Bajohr, Carl, Lightning Rods.

Columbia Machine Works

&

tric

pany Contact Shoes. Consolidated Car Heating Company, Car Heaters. D. & W. Fuse Company, Fuse Boxes and Fuses. Electric Storage Battery Plant.

Company, Storage

Battery

tus, Cable.

General Incandescent Arc Light Company, Passenger Station Switchboards.

Keasby

&

&

Station Elec-

&

Cable Company, Cables.

National Electric Company, Air Compressors.

Nernst

Lamp Company, Power

Station Lighting.

Okonite Company, Cables. Prometheus Electric Company, Passenger Station Heaters.

Gamewell Fire Alarm Telegraph Company, Fire and Emergency Alarm Systems. General Electric Company, Motors, Power House and Sub-station Switchboards, Control Appara-

India Rubber Cables.

Company, Passenger

Light Fixtures.

National Conduit

Com-

Malleable Iron

construction,

F.nglund Company, Rail Bonds.

Mitchell Vance

&

Company, Contact Shoes. Cambria Steel Company, Contact Rail. Broderick

&

rail

:

Gutta Percha Insulating Company,

J.

A. Roeblmg's Sons Company,

J. A., Cables.

Reconstructed Granite Company, Third Rail Insulators.

Standard Underground Cable Company, Cables. Tucker Electrical Construction Company, Wiring tor

Tunnel and Passenger Station Lights.

Westmghouse

Electric

&

Manufacturing Company, Motors,

Exciters, Transformers, Converters, Blower Outfits.

Alternators,

Mattison Company, Asbestos.

Malleable Iron Fittings Company, Third Rail and other Castings.

Westinghouse Machine Company, Turbo Alternat-

Mechanical and Architectural Department JOHN VAN Power house and

VLECK.,

.

.

Mechanical and Construction Engineer.

.

sub-station, steam plant, repair shop, tunnel drainage, elevators.

Milliken Brothers, Ornamental Chimney Caps.

POWER HOUSE Alberger Condenser Company, Condensing Equipment. Allis-Chalmers Company, Nine 8,000-1 1,000

H.

P.

Engines. Alphons Custodis Chimney Construction Company,

Chimneys. American Bridge Company, Structural Steel. Babcock & Wilcox Company, Fifty-two 600 H. Boilers and Six Superheaters.

Otis Elevator

Company, Freight Elevator. House Superstructure. Power Peirce, John, Power Specialty Company, Four Superheaters.

Ryan & Parker, Foundation Work and Condensing Water Tunnels, etc. Robins Conveying Belt Company, Coal and Ash Handling Apparatus.

P.

Burhorn, Edwin, Castings.

Gibson Iron Works, Thirty-six Hand-fired Grates. Manning, Maxwell & Moore, Electric Traveling Cranes and Machine Tools.

Reese,

Jr.,

Company, Thomas, Coal

Apparatus, Oil Tanks,

Downtake

etc.

Riter-Conley Manufacturing Company, Smoke Flue System. Sturtevant Company, B. F., Blower Sets

Tucker

&

Vinton, Concrete

Hot

Wells.

SUB-CONTRACTORS &

Treadwell

Company, M. H., Furnace

CONTINUED INSPECTION SHED

Castings,

etc.

Walworth Manufacturing Company, Steam, Water, and Drip Piping.

American Bridge Company, Structural Steel. Beggs & Company, James, Heating Boilers. Elektron Manufacturing Company, Freight Eleva-

&

Westinghouse, Church, Kerr Turbo Generator Sets and

Company, Three Two Exciter En-

tor.

Farrell, E. J.,

Drainage System.

& Company, W. T., Steam Heating System. & Curtis, Transformer House.

Hiscox

gines.

Westinghouse Machine Company, Stokers. Wheeler Condenser Company, Feed Water Heaters.

Leary Milliken

Worthington, Henry R., Boiler Feed Pumps.

Northern Engineering Works, Electric Telpherage

Brothers, Structural Storehouse.

and

Steel

Iron

for

System. Sl'B-STATIONS

American Bridge Company, Structural

&

O'Rourke, John F., Foundation Work. Tucker & Yinton, Superstructure of Reinforced

Steel.

Concrete.

Foundation and Superstructure, Sub-station No. 15 (i4jd Street).

Carlin

Company,

P. J.,

&

Cleveland Crane

Hand Power

Car Company,

Traveling Cranes.

W.

L., Foundation stations Nos. 17 and

Crow,

Tracy Plumbing Company, Plumbing. Weber, Hugh L., Superstructure ot Storehouse,

SIGNAL TOWERS

Tucker and Superstructure Sub18

(Fox

&

Vinton, Reinforced Concrete Walls for

Eight Signal Towers.

Street, Hillside

PASSENGER ELEVATORS

Avenue). Parker Company, John H., Foundation and Superstructure Sub-stations Nos. 11, ;, ij, 14, and 16 (City Hall Place, E. 19th Street, \V. 5 jd

Otis Elevator tors for

i

W.

Street,

W.

9&th Street,

i^2d Street

Rolling o

&

Foundry

Company,

Steel

Car

Company, Blacksmith Shop Equip-

Burnham, Williams & Company (Baldwin Locomotive Works), Motor Trucks. Cambria Steel Company, I railer Truck Axles. Christensen

Engineering Company, Compressors, Governors, and Pump Cages on Cars. Curtain Supply Company, Car Window and Door

Pitt

System.

Car Gate Company, Vestibule Door Operating Device tor Cars.

Pneumatic

Company, Three

Signal

Mechanical

Interlocking Plants. Standard Steel Works, Axles tor St.

Motor and

Frailer

Louis Car Company,

and Driving Wheels Trucks.

Wooden Car

Bodies and

Trailer Trucks.

Stephenson Company, John, Taylor

Iron

c\;

Steel

Wooden Car

Company,

Bodies.

Trailer

1 ruck

Wheels.

Curtains.

Hale

and Mott Manhattan

Consulting Engineer.

ment.

Dressel Railway

tor

I

Bodies and Trailer Trucks. Buffalo Forge

and Escalator

and Signal Department o

Cars, Automatic Signal

Car

Electric Passenger Eleva-

6 ;th Street, iSist Street,

Stations, Street Station.

I.

Stock

Company, 1

Avenue

GEOR<,K GIBUS,

American

etc.

Lamp Works,

Signal

Lamps.

&

Kilburn Manufacturing Company, Car Seats and Backs.

Jewett Car Company,

Wooden Car

Bodies.

Manning, Maxwell & Moore, Machinery and Machine Tools for Inspection Shed. Metal Plated Car

&

Lumber Company, Copper

Sheathing for Cars.

Union Switch System

&

and

Signal

Company, Block

Signal

and

Signal

Interlocking Switch

Plants.

Van Dorn Company,

Wason

W.

T., Car Couplings.

Manufacturing Company, Bodies and 'Trailer 'Trucks.

Wooden

Car

Westinghouse Air Brake Company, Air Brakes. Westinghouse Traction Brake Company, Air Brakes.

"The man who couldn't be pleased was on hand, as usual. This particular one lived above Ninetieth Street. '"I

don't see the use of stopping at Fourteenth Grand Central and Seventy-Second

Street, the Street,'

he said. 'There's

lots of

people

who

live

the Hundreds and never want to get off below. Why can't some trains run that don't stop

up

in

between the bridge and Ninety-sixth Street? " I'd save two minutes.'

If

there was

"The Subway figured in the life of the city in more ways than one yesterday. What the officers of Yorkville Court termed the 'Subway drunk'

made

its initial

appearance.

It

happened that

there were fourteen prisoners to be arraigned on

charges of drunkenness. The first one called to the bar said: 'Please, your Honor, rode from I

the bridge to

and back

in

One Hundred and Forty-fifth Street the tunnel. The dust was terrible,

horrible, your Honor. it

I

had

to take a drink to get

down.'

'"But one drink didn't get you

full,

did

it?'

inquired the court. "

'Oh, no,'

that dust.

"When

was the I

reply. 'But

had to take

one wouldn't do

for

six.'

the court told him to stand aside, Mrs. came forward and told the same

Kate Caffney

story, varying the name of stations a little. Then as fast as they were called, the twelve others followed suit. Finally the Magistrate discharged

them

all."

Friday, October 28,

1904

Arno Press A Publishingand

Library Service of

Distributed by Crown Publishers, Inc. 419 Park Avenue South, New York lOOlo

ORP001250

Cl

I i

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