file which includes the numerous original illustrations4 ,see #agefi-;h4htm or #agefi-;h4zip3 7https3_/_/www4gutenberg4org_/dirs_/#a_/ g_/e_/f_/agefi_/agefi-;h_/#agefi-;h4htm7 or 7https3_/_/www4gutenberg4org_/dirs_/#a_/ g_/e_/f_/agefi_/agefi-;h4zip7 ,interborough ,rapid ,transit ,,the ,,new ,,york ,,subway ,its ,construction and ,equipment ,illustration3 ,,operating ,,room ,,of ,,power ,,house ,illustration3 7,i4,r4,t4 symbol7 ,new ,york ,interborough ,rapid ,transit ,company ,,anno4 ,,domi4 ,,mcmiv ,copyright1 #aijd1 by ,interborough ,rapid ,transit ,co4 ,new ,york ,planned and ,executed by ,the ,mc,graw ,publishing ,co4 ,illustration3 7,mc,graw ,publishing ,company ,new ,york logo7 ,,table ,,of ,,contents ,page ,no4 ,,introduction1 #ac ,,chapter ,i4 ,,the ,,route ,,of ,,the ,,road--,,passenger ,,stations ,,and ,,tracks1 #bc ,,chapter ,,ii4 ,,types ,,and ,,methods ,,of ,,construction1 #cg ,,chapter ,,iii4 ,,power ,,house ,,building1 #fg ,,chapter ,,iv4 ,,power ,,plant ,,from ,,coal ,,pile ,,to ,,shafts ,,of ,,engines ,,and ,,turbines1 #gg ,,chapter ,v4 ,,system ,,of ,,electrical ,,supply1 #ia ,,chapter ,,vi4 ,,electrical ,,equipment ,,of ,,cars1 #aag ,,chapter ,,vii4 ,,lighting ,,system ,,for ,,passenger ,,stations ,,and ,,tunnel1 #aba ,,chapter ,,viii4 ,,rolling ,,stock--,,cars1 ,,trucks1 ,,etc41 #abe ,,chapter ,,ix4 ,,signal ,,system1 #ace ,,chapter ,x4 ,,subway ,,drainage1 #ade ,,chapter ,,xi4 ,,repair ,,and ,,inspection ,,shed1 #adg ,,chapter ,,xii4 ,,sub-,,contractors1 #aea ,,interborough ,,rapid ,,transit ,,company ,directors ,august ,belmont ,e4 ,p4 ,bryan ,andrew ,freedman ,james ,jourdan ,gardiner ,m4 ,lane ,john ,b4 ,mc,donald ,walter ,g4 ,oakman ,john ,peirce ,morton ,f4 ,plant ,william ,a4 ,read ,alfred ,skitt ,cornelius ,vanderbilt ,george ,w4 ,young ,executive ,committee ,august ,belmont ,andrew ,freedman ,james ,jourdan ,walter ,g4 ,oakman ,william ,a4 ,read ,cornelius ,vanderbilt ,officers ,august ,belmont1 ,president ,e4 ,p4 ,bryan1 ,vice-president ,h4 ,m4 ,fisher1 ,secretary ,d4 ,w4 ,mc,williams1 ,treasurer ,e4 ,f4 ,j4 ,gaynor1 ,auditor ,frank ,hedley1 ,general ,superintendent ,s4 ,l4 ,f4 ,deyo1 ,chief ,engineer ,george ,w4 ,wickersham1 ,general ,counsel ,chas4 ,a4 ,gardiner1 ,general ,attorney ,de,lancey ,nicoll1 ,associate ,counsel ,alfred ,a4 ,gardner1 ,associate ,counsel ,engineering ,staff ,s4 ,l4 ,f4 ,deyo1 ,chief ,engineer4 ,electrical ,equipment ,l4 ,b4 ,stillwell1 ,electrical ,director4 ,h4 ,n4 ,latey1 ,principal ,assistant4 ,frederick ,r4 ,slater1 ,assistant ,engineer in charge of ,third ,rail ,construction4 ,albert ,f4 ,parks1 ,assistant ,engineer in charge of ,lighting4 ,george ,g4 ,raymond1 ,assistant ,engineer in charge of ,conduits and ,cables4 ,william ,b4 ,flynn1 ,assistant ,engineer in charge of ,draughting ,room4 ,mechanical and ,architectural ,j4 ,van ,vleck1 ,mechanical and ,construction ,engineer4 ,william ,c4 ,phelps1 ,assistant ,construction ,engineer4 ,william ,n4 ,stevens1 ,ass't ,mechanical ,engineer4 ,paul ,c4 ,hunter1 ,architectural ,assistant4 ,geo4 ,e4 ,thomas1 ,supervising ,engineer in ,field4 ,cars and ,signal ,system ,george ,gibbs1 ,consulting ,engineer4 ,watson ,t4 ,thompson1 ,master ,mechanic4 ,j4 ,n4 ,waldron1 ,signal ,engineer4 ,,rapid ,,transit ,,subway ,,construction ,,company ,directors ,august ,belmont ,e4 ,p4 ,bryan ,andrew ,freedman ,james ,jourdan ,gardiner ,m4 ,lane ,walther ,luttgen ,john ,b4 ,mc,donald ,walter ,g4 ,oakman ,john ,peirce ,morton ,f4 ,plant ,william ,a4 ,read ,cornelius ,vanderbilt ,george ,w4 ,young ,executive ,committee ,august ,belmont ,andrew ,freedman ,james ,jourdan ,walter ,g4 ,oakman ,william ,a4 ,read ,cornelius ,vanderbilt ,officers ,august ,belmont1 president ,walter ,g4 ,oakman1 vice-president ,john ,b4 ,mc,donald1 contractor ,h4 ,m4 ,fisher1 secretary ,john ,f4 ,buck1 treasurer ,e4 ,f4 ,j4 ,gaynor1 auditor ,s4 ,l4 ,f4 ,deyo1 chief engineer ,george ,w4 ,wickersham1 general counsel ,alfred ,a4 ,gardner1 attorney ,engineering ,staff ,s4 ,l4 ,f4 ,deyo1 ,chief ,engineer4 ,h4 ,t4 ,douglas1 ,principal ,assistant ,engineer4 ,a4 ,edward ,olmsted1 ,division ,engineer1 ,manhattan-,bronx ,lines4 ,henry ,b4 ,reed1 ,division ,engineer1 ,brooklyn ,extension4 ,theodore ,paschke1 ,resident ,engineer1 ,first ,division1 ,city ,hall to #cc;d ,street1 also ,brooklyn ,extension1 ,city ,hall to ,bowling ,green2 and ,robert ,s4 ,fowler1 ,assistant4 ,ernest ,c4 ,moore1 ,resident ,engineer1 ,second ,division1 #cc;d ,street to #ajdth ,street2 and ,stanley ,raymond1 ,assistant4 ,william ,c4 ,merryman1 ,resident ,engineer1 ,third ,division1 ,underground ,work1 #ajdth ,street to ,fort ,george ,west ,side and ,westchester ,avenue ,east ,side2 and ,william ,b4 ,leonard1 ,w4 ,a4 ,morton1 and ,william ,e4 ,morris1 ,jr41 ,assistants4 ,allan ,a4 ,robbins and ,justin ,burns1 ,resident ,engineers1 ,fourth ,division1 ,viaducts2 and ,george ,i4 ,oakley1 ,assistant4 ,frank ,d4 ,leffingwell1 ,resident ,engineer1 ,east ,river ,tunnel ,division1 ,brooklyn ,extension2 and ,c4 ,d4 ,drew1 ,assistant4 ,percy ,litchfield1 ,resident ,engineer1 ,fifth ,division1 ,brooklyn ,extension1 ,borough ,hall to ,prospect ,park2 and ,edward ,r4 ,eichner1 ,assistant4 ,m4 ,c4 ,hamilton1 ,engineer1 ,maintenance of ,way2 and ,robert ,e4 ,brandeis1 ,assistant4 ,d4 ,l4 ,turner1 ,assistant ,engineer in charge of ,stations4 ,a4 ,samuel ,berquist1 ,assistant ,engineer in charge of ,steel ,erection4 ,william ,j4 ,boucher1 ,assistant ,engineer in charge of ,draughting ,rooms4 ,illustration3 7,,interborough ,,rapid ,,transit7 ,,introduction ,the completion of the rapid transit railroad in the boroughs of ,manhattan and ,the ,bronx1 which is popularly known as the ,subway1 has demonstrated that underground railroads can be built beneath the congested streets of the city1 and has made possible in the near future a comprehensive system of subsurface transportation extending throughout the wide territory of ,greater ,new ,york4 ,in ,march1 #aijj1 when the ,mayor with appropriate ceremonies broke ground at the ,borough ,hall1 in ,manhattan1 for the new road1 there were many well-informed people1 including prominent financiers and experienced engineers1 who freely prophesied failure for the enterprise1 although the contract had been taken by a most capable contractor1 and one of the best known banking houses in ,america had committed itself to finance the undertaking4 ,in looking at the finished road as a completed work1 one is apt to wonder why it ever seemed impossible and to forget the difficulties which confronted the builders at the start4 ,the railway was to be owned by the city1 and built and operated under legislation unique in the history of municipal governments1 complicated1 and minute in provisions for the occupation of the city streets1 payment of moneys by the city1 and city supervision over construction and operation4 ,questions as to the interpretation of these provisions might have to be passed upon by the courts1 with delays1 how serious none could foretell1 especially in ,new ,york where the crowded calendars retard speedy decisions4 ,the experience of the elevated railroad corporations in building their lines had shown the uncertainty of depending upon legal precedents4 ,it was not1 at that time1 supposed that the abutting property owners would have any legal ground for complaint against the elevated structures1 but the courts found new laws for new conditions and spelled out new property rights of light1 air1 and access1 which were made the basis for a volume of litigation unprecedented in the courts of any country4 ,an underground railroad was a new condition4 ,none could say that the abutting property owners might not find rights substantial enough1 at least1 to entitle them to their day in court1 a day which1 in this ,state1 might stretch into many months1 or even several years4 ,owing to the magnitude of the work1 delay might easily result in failure4 ,an eminent judge of the ,new ,york ,supreme ,court had emphasized the uncertainties of the situation in the following language3 ,just what are the rights of the owners of property abutting upon a street or avenue1 the fee in and to the soil underneath the surface of which has been acquired by the city of ,new ,york1 so far as the same is not required for the ordinary city uses of gas or water pipes1 or others of a like character1 has never been finally determined4 ,we have now the example of the elevated railroad1 constructed and operated in the city of ,new ,york under legislative and municipal authority for nearly twenty years1 which has been compelled to pay many millions of dollars to abutting property owners for the easement in the public streets appropriated by the construction and maintenance of the road1 and still the amount that the road will have to pay is not ascertained4 ,what liabilities will be imposed upon the city under this contract2 what injury the construction and operation of this road will cause to abutting property1 and what easements and rights will have to be acquired before the road can be legally constructed and operated1 it is impossible now to ascertain4 ,it is true1 that the city undertook to secure to the contractor the right to construct and operate1 free from all rights1 claims1 or other interference1 whether by injunction1 suit for damages1 or otherwise on the part of any abutting owner or other person4 ,but another eminent judge of the same court had characterized this as a condition absolutely impossible of fulfillment1 and had said3 ,how is the city to prevent interference with the work by injunction8 ,that question lies with the courts2 and not with the courts of this ,state alone1 for there are cases without doubt in which the courts of the ,united ,states would have jurisdiction to act1 and when such jurisdiction exists they have not hitherto shown much reluctance in acting4444 ,that legal proceedings will be undertaken which will1 to some extent at least1 interfere with the progress of this work seems to be inevitable4444 ,another difficulty was that the ,constitution of the ,state of ,new ,york limited the debt-incurring power of the city4 ,the capacity of the city to undertake the work had been much discussed in the courts1 and the ,supreme ,court of the ,state had disposed of that phase of the situation by suggesting that it did not make much difference to the municipality whether or not the debt limit permitted a contract for the work1 because if the limit should be exceeded1 no liability could possibly be imposed upon the city1 a view which might comfort the timid taxpayers but could hardly be expected to give confidence to the capitalists who might undertake the execution of the contract4 ,various corporations1 organized during the thirty odd years of unsuccessful attempts by the city to secure underground rapid transit1 claimed that their franchises gave them vested rights in the streets to the exclusion of the new enterprise1 and they were prepared to assert their rights in the courts4 7,the ,underground ,railroad ,company of the ,city of ,new ,york sought to enjoin the building of the road and carried their contest to the ,supreme ,court of the ,united ,states which did not finally decide the questions raised until ,march1 #aijd1 when the subway was practically complete47 ,rival transportation companies stood ready to obstruct the work and encourage whomever might find objection to the building of the road4 ,new ,york has biennial elections4 ,the road could not be completed in two years1 and the attitude of one administration might not be the attitude of its successors4 ,the engineering difficulties were well-nigh appalling4 ,towering buildings along the streets had to be considered1 and the streets themselves were already occupied with a complicated network of subsurface structures1 such as sewers1 water and gas mains1 electric cable conduits1 electric surface railway conduits1 telegraph and power conduits1 and many vaults extending out under the streets1 occupied by the abutting property owners4 ,on the surface were street railway lines carrying a very heavy traffic night and day1 and all the thoroughfares in the lower part of the city were congested with vehicular traffic4 ,finally1 the city was unwilling to take any risk1 and demanded millions of dollars of security to insure the completion of the road according to the contract1 the terms of which were most exacting down to the smallest detail4 ,the builders of the road did not underestimate the magnitude of the task before them4 ,they retained the most experienced experts for every part of the work and1 perfecting an organization in an incredibly short time1 proceeded to surmount and sweep aside difficulties4 ,the result is one of which every citizen of ,new ,york may feel proud4 ,upon the completion of the road the city will own the best constructed and best equipped intraurban rapid transit railroad in the world4 ,the efforts of the builders have not been limited by the strict terms of the contract4 ,they have striven1 not to equal the best devices1 but to improve upon the best devices used in modern electrical railroading1 to secure for the traveling public safety1 comfort1 and speedy transportation4 ,the road is off the surface and escapes the delays incident to congested city streets1 but near the surface and accessible1 light1 dry1 clean1 and well ventilated4 ,the stations and approaches are commodious1 and the stations themselves furnish conveniences to passengers heretofore not heard of on intraurban lines4 ,there is a separate express service1 with its own tracks1 and the stations are so arranged that passengers may pass from local trains to express trains1 and vice versa1 without delay and without payment of additional fare4 ,special precautions have been taken and devices adopted to prevent a failure of the electric power and the consequent delays of traffic4 ,an electro pneumatic block signal system has been devised1 which excels any system heretofore used and is unique in its mechanism4 ,the third rail for conveying the electric current is covered1 so as to prevent injury to passengers and employees from contact4 ,special emergency and fire alarm signal systems are installed throughout the length of the road4 ,at a few stations1 where the road is not near the surface1 improved escalators and elevators are provided4 ,the cars have been designed to prevent danger from fire1 and improved types of motors have been adopted1 capable of supplying great speed combined with complete control4 ,strength1 utility1 and convenience have not alone been considered1 but all parts of the railroad structures and equipment1 stations1 power house1 and electrical sub-stations have been designed and constructed with a view to the beauty of their appearance1 as well as to their efficiency4 ,the completion of the subway marks the solution of a problem which for over thirty years baffled the people of ,new ,york ,city1 in spite of the best efforts of many of its foremost citizens4 ,an extended account of ,rapid ,transit ,legislation would be out of place here1 but a brief glance at the history of the ,act under the authority of which the subway has been built is necessary to a clear understanding of the work which has been accomplished4 ,from #ahej to #ahfe the street surface horse railways were sufficient for the requirements of the traveling public4 ,as the city grew rapidly1 the congestion spreading northward1 to and beyond the ,harlem ,river1 the service of surface roads became entirely inadequate4 ,as early as #ahfh1 forty-two well known business men of the city became1 by special legislative ,act1 incorporators of the ,new ,york ,city ,central ,underground ,railway ,company1 to build a line from the ,city ,hall to the ,harlem ,river4 ,the names of the incorporators evidenced the seriousness of the attempt1 but nothing came of it4 ,in #ahgb1 also by special ,act1 ,cornelius ,vanderbilt and others were incorporated as ,the ,new ,york ,city ,rapid ,transit ,company1 to build an underground road from the ,city ,hall to connect with the ,new ,york ,harlem ,road at #eith ,street1 with a branch to the tracks of the ,new ,york ,central ,road4 ,the enterprise was soon abandoned4 ,numerous companies were incorporated in the succeeding years under the general railroad laws1 to build underground roads1 but without results2 among them the ,central ,tunnel ,railway ,company in #ahha1 ,the ,new ,york ,new ,jersey ,tunnel ,railway ,company in #ahhc1 ,the ,terminal ,underground ,railway ,company in #ahhf1 ,the ,underground ,railroad ,company of the ,city of ,new ,york 7a consolidation of the last two companies7 in #ahif1 and ,the ,rapid ,transit ,underground ,railroad ,company in #ahig4 ,all attempts to build a road under the early special charter and later under the general laws having failed1 the city secured in #ahia the passage of the ,rapid ,transit ,act under which1 as amended1 the subway has been built4 ,as originally passed it did not provide for municipal ownership4 ,it provided that a board of five rapid transit railroad commissioners might adopt routes and general plans for a railroad1 obtain the consents of the local authorities and abutting property owners1 or in lieu of the consents of the property owners the approval of the ,supreme ,court2 and then1 having adopted detail plans for the construction and operation1 might sell at public sale the right to build and operate the road to a corporation1 whose powers and duties were defined in the ,act1 for such period of time and on such terms as they could4 ,the ,commissioners prepared plans and obtained the consents of the local authorities4 ,the property owners refused their consent2 the ,supreme ,court gave its approval in lieu thereof1 but upon inviting bids the ,board of ,rapid ,transit ,railroad ,commissioners found no responsible bidder4 ,the late ,hon4 ,abram ,s4 ,hewitt1 as early as #ahhd1 when legislation for underground roads was under discussion1 had urged municipal ownership4 ,speaking in #aija1 he said of his efforts in #ahhd3 ,it was evident to me that underground rapid transit could not be secured by the investment of private capital1 but in some way or other its construction was dependent upon the use of the credit of the ,city of ,new ,york4 ,it was also apparent to me that if such credit were used1 the property must belong to the city4 ,inasmuch as it would not be safe for the city to undertake the construction itself1 the intervention of a contracting company appeared indispensable4 ,to secure the city against loss1 this company must necessarily be required to give a sufficient bond for the completion of the work and be willing to enter into a contract for its continued operation under a rental which would pay the interest upon the bonds issued by the city for the construction1 and provide a sinking fund sufficient for the payment of the bonds at or before maturity4 ,it also seemed to be indispensable that the leasing company should invest in the rolling stock and in the real estate required for its power houses and other buildings an amount of money sufficiently large to indemnify the city against loss in case the lessees should fail in their undertaking to build and operate the railroad4 ,mr4 ,hewitt became ,mayor of the city in #ahhg1 and his views were presented in the form of a ,bill to the ,legislature in the following year4 ,the measure found practically no support4 ,six years later1 after the ,rapid ,transit ,commissioners had failed under the ,act of #ahia1 as originally drawn1 to obtain bidders for the franchise1 the ,new ,york ,chamber of ,commerce undertook to solve the problem by reverting to ,mr4 ,hewitt's idea of municipal ownership4 ,whether or not municipal ownership would meet the approval of the citizens of ,new ,york could not be determined2 therefore1 as a preliminary step1 it was decided to submit the question to a popular vote4 ,an amendment to the ,act of #ahia was drawn 7,chapter #geb of the ,laws of #ahid7 which provided that the qualified electors of the city were to decide at an annual election1 by ballot1 whether the rapid transit railway or railways should be constructed by the city and at the public's expense1 and be operated under lease from the city1 or should be constructed by a private corporation under a franchise to be sold in the manner attempted unsuccessfully1 under the ,act of #ahia1 as originally passed4 ,at the fall election of #ahid1 the electors of the city1 by a very large vote1 declared against the sale of a franchise to a private corporation and in favor of ownership by the city4 ,several other amendments1 the necessity for which developed as plans for the railway were worked out1 were made up to and including the session of the ,legislature of #aijj1 but the general scheme for rapid transit may be said to have become fixed when the electors declared in favor of municipal ownership4 ,the main provisions of the legislation which stood upon the statute books as the ,rapid ,transit ,act1 when the contract was finally executed1 ,february #ba1 #aijj1 may be briefly summarized as follows3 7a7 ,the ,act was general in terms1 applying to all cities in the ,state having a population of over one million2 it was special in effect because ,new ,york was the only city having such a population4 ,it did not limit the ,rapid ,transit ,commissioners to the building of a single road1 but authorized the laying out of successive roads or extensions4 7b7 ,a ,board was created consisting of the ,mayor1 ,comptroller1 or other chief financial officer of the city2 the president of the ,chamber of ,commerce of the ,state of ,new ,york1 by virtue of his office1 and five members named in the ,act3 ,william ,steinway1 ,seth ,low1 ,john ,claflin1 ,alexander ,e4 ,orr1 and ,john ,h4 ,starin1 men distinguished for their business experience1 high integrity1 and civic pride4 ,vacancies in the ,board were to be filled by the ,board itself1 a guaranty of a continued uniform policy4 7c7 ,the ,board was to prepare general routes and plans and submit the question of municipal ownership to the electors of the city4 7d7 ,the city was authorized1 in the event that the electors decided for city ownership1 to issue bonds not to exceed #ej1jjj1jjj for the construction of the road or roads and #e1jjj1jjj additional1 if necessary1 for acquiring property rights for the route4 ,the interest on the bonds was not to exceed #c-a_/b per cent4 7e7 ,the ,commissioners were given the broad power to enter into a contract 7in the case of more than one road1 successive contracts7 on behalf of the city for the construction of the road with the person1 firm1 or corporation which in the opinion of the ,board should be best qualified to carry out the contract1 and to determine the amount of the bond to be given by the contractor to secure its performance4 ,the essential features of the contract were1 however1 prescribed by the ,act4 ,the contractor in and by the contract for building the road was to agree to fully equip it at his own expense1 and the equipment was to include all power houses4 ,he was also to operate the road1 as lessee of the city1 for a term not to exceed fifty years1 upon terms to be included in the contract for construction1 which might include provision for renewals of the lease upon such terms as the ,board should from time to time determine4 ,the rental was to be at least equal to the amount of interest on the bonds which the city might issue for construction and one per cent4 additional4 ,the one per cent4 additional might1 in the discretion of the ,board1 be made contingent in part for the first ten years of the lease upon the earnings of the road4 ,the rental was to be applied by the city to the interest on the bonds and the balance was to be paid into the city's general sinking fund for payment of the city's debt or into a sinking fund for the redemption at maturity of the bonds issued for the construction of the rapid transit road1 or roads4 ,in addition to the security which might be required by the ,board of the contractor for construction and operation1 the ,act provided that the city should have a first lien upon the equipment of the road to be furnished by the contractor1 and at the termination of the lease the city had the privilege of purchasing such equipment from the contractor4 7f7 ,the city was to furnish the right of way to the contractor free from all claims of abutting property owners4 ,the road was to be the absolute property of the city and to be deemed a part of the public streets and highways4 ,the equipment of the road was to be exempt from taxation4 7g7 ,the ,board was authorized to include in the contract for construction provisions in detail for the supervision of the city1 through the ,board1 over the operation of the road under the lease4 ,one of the most attractive--and1 in fact1 indispensable features of the scheme--was that the work of construction1 instead of being subject to the conflicting control of various departments of the ,city ,government1 with their frequent changes in personnel1 was under the exclusive supervision and control of the ,rapid ,transit ,board1 a conservative and continuous body composed of the two principal officers of the ,city ,government1 and five merchants of the very highest standing in the community4 ,provided capitalists could be found to undertake such an extensive work under the exacting provisions1 the scheme was an admirable one from the taxpayers' point of view4 ,the road would cost the city practically nothing and the obligation of the contractor to equip and operate being combined with the agreement to construct furnished a safeguard against waste of the public funds and insured the prompt completion of the road4 ,the interest of the contractor in the successful operation1 after construction1 furnished a strong incentive to see that as the construction progressed the details were consistent with successful operation and to suggest and consent to such modifications of the contract plans as might appear necessary from an operating point of view1 from time to time4 ,the rental being based upon the cost encouraged low bids1 and the lien of the city upon the equipment secured the city against all risk1 once the road was in operation4 ,immediately after the vote of the electors upon the question of municipal ownership1 the ,rapid ,transit ,commissioners adopted routes and plans which they had been studying and perfecting since the failure to find bidders for the franchise under the original ,act of #ahia4 ,the local authorities approved them1 and again the property owners refused their consent1 making an application to the ,supreme ,court necessary4 ,the ,court refused its approval upon the ground that the city1 owing to a provision of the constitution of the ,state limiting the city's power to incur debt1 would be unable to raise the necessary money4 ,this decision appeared to nullify all the efforts of the public spirited citizens composing the ,board of ,rapid ,transit ,commissioners and to practically prohibit further attempts on their part4 ,they persevered1 however1 and in ,january1 #ahig1 adopted new general routes and plans4 ,the consolidation of a large territory into the ,greater ,new ,york1 and increased land values1 warranted the hope that the city's debt limit would no longer be an objection1 especially as the new route changed the line so as to reduce the estimated cost4 ,the demands for rapid transit had become more and more imperative as the years went by1 and it was fair to assume that neither the courts nor the municipal authorities would be overzealous to find a narrow construction of the laws4 ,incidentally1 the constitutionality of the rapid transit legislation1 in its fundamental features1 had been upheld in the ,supreme ,court in a decision which was affirmed by the highest court of the ,state a few weeks after the ,board had adopted its new plans4 ,the local authorities gave their consent to the new route2 the property owners1 as on the two previous occasions1 refused their consent2 the ,supreme ,court gave its approval in lieu thereof2 and the ,board was prepared to undertake the preliminaries for letting a contract4 ,these successive steps and the preparation of the terms of the contract all took time2 but1 finally1 on ,november #ae1 #ahii1 a form of contract was adopted and an invitation issued by the ,board to contractors to bid for the construction and operation of the railroad4 ,there were two bidders1 one of whom was ,john ,b4 ,mc,donald1 whose terms submitted under the invitation were accepted on ,january #ae1 #aijj2 and1 for the first time1 it seemed as if a beginning might be made in the actual construction of the rapid transit road4 ,the letter of invitation to contractors required that every proposal should be accompanied by a certified check upon a ,national or ,state ,bank1 payable to the order of the ,comptroller1 for #aej1jjj1 and that within ten days after acceptance1 or within such further period as might be prescribed by the ,board1 the contract should be duly executed and delivered4 ,the amount to be paid by the city for the construction was #ce1jjj1jjj and an additional sum not to exceed #b1gej1jjj for terminals1 station sites1 and other purposes4 ,the construction was to be completed in four years and a half1 and the term of the lease from the city to the contractor was fixed at fifty years1 with a renewal1 at the option of the contractor1 for twenty-five years at a rental to be agreed upon by the city1 not less than the average rental for the then preceding ten years4 ,the rental for the fifty-year term was fixed at an amount equal to the annual interest upon the bonds issued by the city for construction and #a per cent4 additional1 such #a per cent4 during the first ten years to be contingent in part upon the earnings of the road4 ,to secure the performance of the contract by ,mr4 ,mc,donald the city required him to deposit #a1jjj1jjj in cash as security for construction1 to furnish a bond with surety for #e1jjj1jjj as security for construction and equipment1 and to furnish another bond of #a1jjj1jjj as continuing security for the performance of the contract4 ,the city in addition to this security had1 under the provisions of the ,rapid ,transit ,act1 a first lien on the equipment1 and it should be mentioned that at the expiration of the lease and renewals 7if any7 the equipment is to be turned over to the city1 pending an agreement or arbitration upon the question of the price to be paid for it by the city4 ,the contract 7which covered about #bjj printed pages7 was minute in detail as to the work to be done1 and sweeping powers of supervision were given the city through the ,chief ,engineer of the ,board1 who by the contract was made arbiter of all questions that might arise as to the interpretation of the plans and specifications4 ,the city had been fortunate in securing for the preparation of plans the services of ,mr4 ,william ,barclay ,parsons1 one of the foremost engineers of the country4 ,for years as ,chief ,engineer of the ,board he had studied and developed the various plans and it was he who was to superintend on behalf of the city the completion of the work4 ,during the thirty-two years of rapid transit discussion between #ahfh1 when the ,new ,york ,city ,central ,underground ,company was incorporated1 up to #aijj1 when the invitations for bids were issued by the city1 every scheme for rapid transit had failed because responsible capitalists could not be found willing to undertake the task of building a road4 ,each year had increased the difficulties attending such an enterprise and the scheme finally evolved had put all of the risk upon the capitalists who might attempt to finance the work1 and left none upon the city4 ,without detracting from the credit due the public-spirited citizens who had evolved the plan of municipal ownership1 it may be safely asserted that the success of the undertaking depended almost entirely upon the financial backing of the contractor4 ,when the bid was accepted by the city no arrangements had been made for the capital necessary to carry out the contract4 ,after its acceptance1 ,mr4 ,mc,donald not only found little encouragement in his efforts to secure the capital1 but discovered that the surety companies were unwilling to furnish the security required of him1 except on terms impossible for him to fulfill4 ,the crucial point in the whole problem of rapid transit with which the citizens of ,new ,york had struggled for so many years had been reached1 and failure seemed inevitable4 ,the requirements of the ,rapid ,transit ,act were rigid and forbade any solution of the problem which committed the city to share in the risks of the undertaking4 ,engineers might make routes and plans1 lawyers might draw legislative acts1 the city might prepare contracts1 the question was and always had been1 ,can anybody build the road who will agree to do it and hold the city safe from loss8 ,it was obvious when the surety companies declined the issue that the whole rapid transit problem was thrown open1 or rather that it always had been open4 ,the final analysis had not been made4 ,after all1 the attitude of the surety companies was only a reflection of the general feeling of practical business and railroad men towards the whole venture4 ,to the companies the proposition had come as a concrete business proffer and they had rejected it4 ,at this critical point1 ,mr4 ,mc,donald sought the assistance of ,mr4 ,august ,belmont4 ,it was left to ,mr4 ,belmont to make the final analysis1 and avert the failure which impended4 ,there was no time for indecision or delay4 ,whatever was to be done must be done immediately4 ,the necessary capital must be procured1 the required security must be given1 and an organization for building and operating the road must be anticipated4 ,mr4 ,belmont looking through and beyond the intricacies of the ,rapid ,transit ,act1 and the complications of the contract1 saw that he who undertook to surmount the difficulties presented by the attitude of the surety companies must solve the whole problem4 ,it was not the ordinary question of financing a railroad contract4 ,he saw that the responsibility for the entire rapid transit undertaking must be centered1 and that a compact and effective organization must be planned which could deal with every phase of the situation4 ,mr4 ,belmont without delay took the matter up directly with the ,board of ,rapid ,transit ,railroad ,commissioners1 and presented a plan for the incorporation of a company to procure the security required for the performance of the contract1 to furnish the capital necessary to carry on the work1 and to assume supervision over the whole undertaking4 ,application was to be made to the ,supreme ,court to modify the requirements with respect to the sureties by striking out a provision requiring the justification of the sureties in double the amount of liabilities assumed by each and reducing the minimum amount permitted to be taken by each surety from #ejj1jjj to #bej1jjj4 ,the new corporation was to execute as surety a bond for #d1jjj1jjj1 the additional amount of #a1jjj1jjj to be furnished by other sureties4 ,a beneficial interest in the bonds required from the sub-contractors was to be assigned to the city and1 finally1 the additional amount of #a1jjj1jjj1 in cash or securities1 was to be deposited with the city as further security for the performance of the contract4 ,the plan was approved by the ,board of ,rapid ,transit ,railroad ,commissioners1 and pursuant to the plan1 the ,rapid ,transit ,subway ,construction ,company was organized4 ,the ,supreme ,court granted the application to modify the requirements as to the justification of sureties and the contract was executed ,february #ba1 #aijj4 ,as president and active executive head of the ,rapid ,transit ,subway ,construction ,company1 ,mr4 ,belmont perfected its organization1 collected the staff of engineers under whose direction the work of building the road was to be done1 supervised the letting of sub-contracts1 and completed the financial arrangements for carrying on the work4 ,the equipment of the road included1 under the terms of the contract1 the rolling stock1 all machinery and mechanisms for generating electricity for motive power1 lighting1 and signaling1 and also the power house1 sub-stations1 and the real estate upon which they were to be erected4 ,the magnitude of the task of providing the equipment was not generally appreciated until ,mr4 ,belmont took the rapid transit problem in hand4 ,he foresaw from the beginning the importance of that branch of the work1 and early in #aijj1 immediately after the signing of the contract1 turned his attention to selecting the best engineers and operating experts1 and planned the organization of an operating company4 ,as early as ,may1 #aijj1 he secured the services of ,mr4 ,e4 ,p4 ,bryan1 who came to ,new ,york from ,st4 ,louis1 resigning as vice-president and general manager of the ,terminal ,railroad ,association1 and began a study of the construction work and plans for equipment1 to the end that the problems of operation might be anticipated as the building and equipment of the road progressed4 ,upon the incorporation of the operating company1 ,mr4 ,bryan became vice-president4 ,in the spring of #aijb1 the ,interborough ,rapid ,transit ,company1 the operating railroad corporation was formed by the interests represented by ,mr4 ,belmont1 he becoming president and active executive head of this company also1 and soon thereafter ,mr4 ,mc,donald assigned to it the lease or operating part of his contract with the city1 that company thereby becoming directly responsible to the city for the equipment and operation of the road1 ,mr4 ,mc,donald remaining as contractor for its construction4 ,in the summer of the same year1 the ,board of ,rapid ,transit ,railroad ,commissioners having adopted a route and plans for an extension of the subway under the ,east ,river to the ,borough of ,brooklyn1 the ,rapid ,transit ,subway ,construction ,company entered into a contract with the city1 similar in form to ,mr4 ,mc,donald's contract1 to build1 equip1 and operate the extension4 ,mr4 ,mc,donald1 as contractor of the ,rapid ,transit ,subway ,construction ,company1 assumed the general supervision of the work of constructing the ,brooklyn extension2 and the construction work of both the original subway and the extension has been carried on under his direction4 ,the work of construction has been greatly facilitated by the broad minded and liberal policy of the ,rapid ,transit ,board and its ,chief ,engineer and ,counsel1 and by the coperation of all the other departments of the ,city ,government1 and also by the generous attitude of the ,metropolitan ,street ,railway ,company and its lessee1 the ,new ,york ,city ,railroad ,company1 in extending privileges which have been of great assistance in the prosecution of the work4 ,in ,january1 #aijc1 the ,interborough ,rapid ,transit ,company acquired the elevated railway system by lease for #iii years from the ,manhattan ,railway ,company1 thus assuring harmonious operation of the elevated roads and the subway system1 including the ,brooklyn extension4 ,the incorporators of the ,interborough ,rapid ,transit ,company were ,william ,h4 ,baldwin1 ,jr41 ,charles ,t4 ,barney1 ,august ,belmont1 ,e4 ,p4 ,bryan1 ,andrew ,freedman1 ,james ,jourdan1 ,gardiner ,m4 ,lane1 ,john ,b4 ,mc,donald1 ,de,lancey ,nicoll1 ,walter ,g4 ,oakman1 ,john ,peirce1 ,wm4 ,a4 ,read1 ,cornelius ,vanderbilt1 ,george ,w4 ,wickersham1 and ,george ,w4 ,young4 ,the incorporators of the ,rapid ,transit ,subway ,construction ,company were ,charles ,t4 ,barney1 ,august ,belmont1 ,john ,b4 ,mc,donald1 ,walter ,g4 ,oakman1 and ,william ,a4 ,read4 ,illustration3 7wings7 ,illustration3 ,,exterior ,,view ,,of ,,power ,,house ,,chapter ,i ,,the ,,route ,,of ,,the ,,road--,,passenger ,,stations ,,and ,,tracks ,the selection of route for the ,subway was governed largely by the amount which the city was authorized by the ,rapid ,transit ,act to spend4 ,the main object of the road was to carry to and from their homes in the upper portions of ,manhattan ,island the great army of workers who spend the business day in the offices1 shops1 and warehouses of the lower portions1 and it was therefore obvious that the general direction of the routes must be north and south1 and that the line must extend as nearly as possible from one end of the island to the other4 ,the routes proposed by the ,rapid ,transit ,board in #ahie1 after municipal ownership had been approved by the voters at the fall election of #ahid1 contemplated the occupation of ,broadway below #cdth ,street to the ,battery1 and extended only to #aheth ,street on the west side and #adfth ,street on the east side of the city4 ,as has been told in the introductory chapter1 this plan was rejected by the ,supreme ,court because of the probable cost of going under ,broadway4 ,it was also intimated by the ,court1 in rejecting the routes1 that the road should extend further north4 ,it had been clear from the beginning that no routes could be laid out to which abutting property owners would consent1 and that the consent of the ,court as an alternative would be necessary to any routes chosen4 ,to conform as nearly as possible to the views of the ,court1 the ,commission proposed1 in #ahig1 the so called ,elm ,street route1 the plan finally adopted1 which reached from the territory near the ,general ,post-office1 the ,city ,hall1 and ,brooklyn ,bridge ,terminal to ,kingsbridge and the station of the ,new ,york ,putnam ,railroad on the upper west side1 and to ,bronx ,park on the upper east side of the city1 touching the ,grand ,central ,depot at #db;d ,street4 ,subsequently1 by the adoption of the ,brooklyn ,extension1 the line was extended down ,broadway to the southern extremity of ,manhattan ,island1 thence under the ,east ,river to ,brooklyn4 ,the routes in detail are as follows3 ,sidenote3 ,manhattan-,bronx ,route ,beginning near the intersection of ,broadway and ,park ,row1 one of the routes of the railroad extends under ,park ,row1 ,center ,street1 ,new ,elm ,street1 ,elm ,street1 ,lafayette ,place1 ,fourth ,avenue 7beginning at ,astor ,place71 ,park ,avenue1 #db;d ,street1 and ,broadway to #abeth ,street1 where it passes over ,broadway by viaduct to #acc;d ,street1 thence under ,broadway again to and under ,eleventh ,avenue to ,fort ,george1 where it comes to the surface again at ,dyckman ,street and continues by viaduct over ,naegle ,avenue1 ,amsterdam ,avenue1 and ,broadway to ,bailey ,avenue1 at the ,kingsbridge station of the ,new ,york ,putnam ,railroad1 crossing the ,harlem ,ship ,canal on a double-deck drawbridge4 ,the length of this route is #ac4ej miles1 of which about #b miles are on viaduct4 ,another route begins at ,broadway near #ajc;d ,street and extends under #ajdth ,street and the upper part of ,central ,park to and under ,lenox ,avenue to #adb;d ,street1 thence curving to the east to and under the ,harlem ,river at about #adeth ,street1 thence from the river to and under ,east #adith ,street to a point near ,third ,avenue1 thence by viaduct beginning at ,brook ,avenue over ,westchester ,avenue1 the ,southern ,boulevard and the ,boston ,road to ,bronx ,park4 ,the length of this route is about #f4ig miles1 of which about #c miles are on viaduct4 ,illustration3 ,,map ,,showing ,,the ,,lines ,,of ,,the ,,interborough ,,rapid ,,transit ,,co4 #aijd ,at the ,city ,hall there is a loop under the ,park4 ,from #adb;d ,street there is a spur north under ,lenox ,avenue to #adhth ,street4 ,there is a spur at ,westchester and ,third ,avenues connecting by viaduct the ,manhattan ,elevated ,railway ,division of ,interborough ,rapid ,transit ,company with the viaduct of the subway at or near ,st4 ,ann's ,avenue4 ,sidenote3 ,brooklyn ,route ,the route of the ,brooklyn ,extension connects near ,broadway and ,park ,row with the ,manhattan ,bronx ,route and extends under ,broadway1 ,bowling ,green1 ,state ,street1 ,battery ,park1 ,whitehall ,street1 and ,south ,street to and under the ,east ,river to ,brooklyn at the foot of ,joralemon ,street1 thence under ,joralemon ,street1 ,fulton ,street1 and ,flatbush ,avenue to ,atlantic ,avenue1 connecting with the ,brooklyn tunnel of the ,long ,island ,railroad at that point4 ,there is a loop under ,battery ,park beginning at ,bridge ,street4 ,the length of this route is about #c miles4 ,the routes in ,manhattan and ,the ,bronx may therefore be said to roughly resemble the letter ,y with the base at the southern extremity of ,manhattan ,island1 the fork at #ajc;d ,street and ,broadway1 the terminus of the westerly or ,fort ,george branch of the fork just beyond ,spuyten ,duyvil ,creek1 the terminus of the easterly or ,bronx ,park branch at ,bronx ,park4 ,sidenote3 ,location of ,stations ,the stations beginning at the base of the ,y and following the route up to the fork are located at the following points3 ,south ,ferry1 ,bowling ,green and ,battery ,place1 ,rector ,street and ,broadway1 ,fulton ,street and ,broadway1 ,city ,hall1 ,manhattan2 ,brooklyn ,bridge ,entrance1 ,manhattan2 ,worth and ,elm ,streets1 ,canal and ,elm ,streets1 ,spring and ,elm ,streets1 ,bleecker and ,elm ,streets1 ,astor ,place and ,fourth ,avenue1 #adth ,street and ,fourth ,avenue1 #ahth ,street and ,fourth ,avenue1 #bc;d ,street and ,fourth ,avenue1 #bhth ,street and ,fourth ,avenue1 #cc;d ,street and ,fourth ,avenue1 #db;d ,street and ,madison ,avenue 7,grand ,central ,station71 #db;d ,street and ,broadway1 #ejth ,street and ,broadway1 #fjth ,street and ,broadway 7,columbus ,circle71 #ffth ,street and ,broadway1 #gb;d ,street and ,broadway1 #gith ,street and ,broadway1 #hfth ,street and ,broadway1 #iast ,street and ,broadway1 #ifth ,street and ,broadway4 ,illustration3 #cd,,th ,,street ,,and ,,park ,,avenue1 ,,looking ,,south ,the stations of the ,fort ,george or westerly branch are located at the following points3 ,one ,hundred and ,third ,street and ,broadway1 #aajth ,street and ,broadway 7,cathedral ,parkway71 #aafth ,street and ,broadway 7,columbia ,university71 ,manhattan ,street 7near #abhth ,street7 and ,broadway1 #acgth ,street and ,broadway1 #adeth ,street and ,broadway1 #aegth ,street and ,broadway1 the intersection of #afhth ,street1 ,st4 ,nicholas ,avenue and ,broadway1 #ahast ,street and ,eleventh ,avenue1 ,dyckman ,street and ,naegle ,avenue 7beyond ,fort ,george71 #bjgth ,street and ,amsterdam ,avenue1 #baeth ,street and ,amsterdam ,avenue1 ,muscoota ,street and ,broadway1 ,bailey ,avenue1 at ,kingsbridge near the ,new ,york ,putnam ,railroad station4 ,the stations on the ,bronx ,park or easterly branch are located at the following points3 ,one ,hundred and ,tenth ,street and ,lenox ,avenue1 #aafth ,street and ,lenox ,avenue1 #abeth ,street and ,lenox ,avenue1 #aceth ,street and ,lenox ,avenue1 #adeth ,street and ,lenox ,avenue 7spur71 ,mott ,avenue and #adith ,street1 the intersection of #adith ,street1 ,melrose and ,third ,avenues1 ,jackson and ,westchester ,avenues1 ,prospect and ,westchester ,avenues1 ,westchester ,avenue near ,southern ,boulevard 7,fox ,street71 ,freeman ,street and the ,southern ,boulevard1 intersection of #agdth ,street1 ,southern ,boulevard and ,boston ,road1 #aggth ,street and ,boston ,road 7near ,bronx ,park74 ,illustration3 ,,profile ,,of ,,rapid ,,transit ,,railroad ,,manhattan ,,and ,,bronx ,,lines4 ,the stations in the ,borough of ,brooklyn on the ,brooklyn ,extension are located as follows3 ,joralemon ,street near ,court 7,brooklyn ,borough ,hall71 intersection of ,fulton1 ,bridge1 and ,hoyt ,streets2 ,flatbush ,avenue near ,nevins ,street1 ,atlantic ,avenue and ,flatbush ,avenue 7,brooklyn terminal of the ,long ,island ,railroad74 ,from the ,borough ,hall1 ,manhattan1 to the #ifth ,street station1 the line is four-track4 ,on the ,fort ,george branch 7including #ajc;d ,street station7 there are three tracks to #adeth ,street and then two tracks to ,dyckman ,street1 then three tracks again to the terminus at ,bailey ,avenue4 ,on the ,bronx ,park branch there are two tracks to ,brook ,avenue and from that point to ,bronx ,park there are three tracks4 ,on the ,lenox ,avenue spur to #adhth ,street there are two tracks1 on the ,city ,hall loop one track1 on the ,battery ,park loop two tracks4 ,the ,brooklyn ,extension is a two-track line4 ,there is a storage yard under ,broadway between #acgth ,street and #adeth ,street on the ,fort ,george branch1 another on the surface at the end of the ,lenox ,avenue spur1 ,lenox ,avenue and #adhth ,street1 and a third on an elevated structure at the ,boston ,road and #aghth ,street4 ,there is a repair shop and inspection shed on the surface adjoining the ,lenox ,avenue spur at the ,harlem ,river and #adh-aejth ,streets1 and an inspection shed at the storage yard at ,boston ,road and #aghth ,street4 ,sidenote3 ,length of ,line4 ,the total length of the line from the ,city ,hall to the ,kingsbridge terminal is #ac4ej miles1 with #dg4aa miles of single track and sidings4 ,the eastern or ,bronx ,park branch is #f4ig miles long1 with #ag4ej miles of single track4 ,illustration3 ,,profile ,,of ,,brooklyn ,,extension4 ,sidenote3 ,grades and ,curves4 ,the total length of the ,brooklyn ,extension is #c4a miles1 with about #h miles of single track4 ,the grades and curvature along the main line may be summarized as follows3 ,the total curvature is equal in length to #bc per cent4 of the straight line1 and the least radius of curvature is #adg feet4 ,the greatest grade is #c per cent41 and occurs on either side of the tunnel under the ,harlem ,river4 ,at each station there is a down grade of #b4a per cent41 to assist in the acceleration of the cars when they start4 ,in order to make time on roads running trains at frequent intervals1 it is necessary to bring the trains to their full speed very soon after starting4 ,the electrical equipment of the ,rapid ,transit ,railroad will enable this to be done in a better manner than is possible with steam locomotives1 while these short acceleration grades at each station1 on both up and down tracks1 will be of material assistance in making the starts smooth4 ,photograph on page #bf shows an interesting feature at a local station1 where1 in order to obtain the quick acceleration in grade for local trains1 and at the same time maintain a level grade for the express service1 the tracks are constructed at a different level4 ,this occurs at many local stations4 ,on the ,brooklyn ,extension the maximum grade is #c4a per cent4 descending from the ends to the center of the ,east ,river tunnel4 ,the minimum radius of curve is #a1bjj feet4 ,illustration3 ,,standard ,,steel ,,construction ,,in ,,tunnel--,,third ,,rail ,,protection ,,not ,,shown ,illustration3 ,,plan ,,of ,,brooklyn ,,bridge ,,station ,,and ,,city ,,hall ,,loop ,sidenote3 ,track ,the track is of the usual standard construction with broken stone ballast1 timber cross ties1 and #ajj-pound rails of the ,american ,society of ,civil ,engineers' section4 ,the cross ties are selected hard pine4 ,all ties are fitted with tie plates4 ,all curves are supplied with steel inside guard rails4 ,the frogs and switches are of the best design and quality to be had1 and a special design has been used on all curves4 ,at the ,battery loop1 at ,westchester ,avenue1 at #ifth ,street1 and at ,city ,hall loop1 where it has been necessary for the regular passenger tracks to cross1 grade crossings have been avoided2 one track or set of tracks passing under the other at the intersecting points4 7,see plan on this page47 ,the contract for the building of the road contains the following somewhat unusual provision3 ,the railway and its equipment as contemplated by the contract constitute a great public work4 ,all parts of the structure where exposed to public sight shall therefore be designed1 constructed1 and maintained with a view to the beauty of their appearance1 as well as to their efficiency4 ,it may be said with exact truthfulness that the builders have spared no effort or expense to live up to the spirit of this provision1 and that all parts of the road and equipment display dignified and consistent artistic effects of the highest order4 ,these are noticeable in the power house and the electrical sub-stations and particularly in the passenger stations4 ,it might readily have been supposed that the limited space and comparative uniformity of the underground stations would afford but little opportunity for architectural and decorative effects4 ,the result has shown the fallacy of such a supposition4 ,illustration3 ,,plan ,,of #bh,,th ,,st4 #d,,th ,,avenue ,,station4 ,of the forty-eight stations1 thirty-three are underground1 eleven are on the viaduct portions of the road1 and three are partly on the surface and partly underground1 and one is partly on the surface and partly on the viaduct4 ,sidenote3 ,space ,occupied ,the underground stations are at the street intersections1 and1 except in a few instances1 occupy space under the cross streets4 ,the station plans are necessarily varied to suit the conditions of the different locations1 the most important factor in planning them having been the amount of available space4 ,the platforms are from #bjj to #cej feet in length1 and about #af feet in width1 narrowing at the ends1 while the center space is larger or smaller1 according to local conditions4 ,as a rule the body of the station extends back about #ej feet from the edge of the platform4 ,at all local stations 7except at #aajth ,street and ,lenox ,avenue7 the platforms are outside of the tracks4 7,plan and photograph on pages #cj and #ca47 ,at ,lenox ,avenue and #aajth ,street there is a single island platform for uptown and downtown passengers4 ,illustration3 #bh,,th ,,street ,,station ,sidenote3 ,island ,platforms ,at express stations there are two island platforms between the express and local tracks1 one for uptown and one for downtown traffic4 ,in addition1 there are the usual local platforms at ,brooklyn ,bridge1 #adth ,street 7photograph on page #cd7 and #ifth ,street4 ,at the remaining express stations1 #db;d ,street and ,madison ,avenue and #gb;d ,street1 there are no local platforms outside of the tracks1 local and through traffic using the island platforms4 ,the island platforms at ,brooklyn ,bridge1 #adth ,street1 and #db;d ,street and ,madison ,avenue are reached by mezzanine footways from the local platforms1 it having been impossible to place entrances in the streets immediately over the platforms4 ,at #ifth ,street there is an underground passage connecting the local and island platforms1 and at #gb;d ,street there are entrances to the island platforms directly from the street because there is a park area in the middle of the street4 ,local passengers can transfer from express trains and express passengers from local trains without payment of additional fare by stepping across the island platforms4 ,at #gb;d ,street1 at #ajc;d ,street1 and at #aafth ,street and ,broadway the station platforms are below the surface1 but the ticket booths and toilet rooms are on the surface2 this arrangement being possible also because of the park area available in the streets4 ,at ,manhattan ,street the platforms are on the viaduct1 but the ticket booths and toilet rooms are on the surface4 ,the viaduct at this point is about #fh feet above the surface1 and escalators are provided4 ,at many of the stations entrances have been arranged from the adjacent buildings1 in addition to the entrances originally planned from the street4 ,sidenote3 ,kiosks ,the entrances to the underground stations are enclosed at the street by kiosks of cast iron and wire glass 7photograph on page #cc71 and vary in number from two to eight at a station4 ,the stairways are of concrete1 reinforced by twisted steel rods4 ,at #afhth ,street1 at #ahast ,street1 and at ,mott ,avenue1 where the platforms are from #ij to #ajj feet below the surface1 elevators are provided4 ,illustration3 ,,west ,,side ,,of #bc;,d ,,street ,,station ,at twenty of the underground stations it has been possible to use vault lights to such an extent that very little artificial light is needed4 7,photograph on page #ce47 ,such artificial light as is required is supplied by incandescent lamps sunk in the ceilings4 ,provision has been made for using the track circuit for lighting in emergency if the regular lighting circuit should temporarily fail4 ,illustration3 ,,kiosks ,,at ,,columbus ,,circle ,the station floors are of concrete1 marked off in squares4 ,at the junction of the floors and side walls a cement sanitary cove is placed4 ,the floors drain to catch-basins1 and hose bibs are provided for washing the floors4 ,illustration3 ,,brooklyn ,,bridge ,,station ,two types of ceiling are used1 one flat1 which covers the steel and concrete of the roof1 and the other arched between the roof beams and girders1 the lower flanges of which are exposed4 ,both types have an air space between ceiling and roof1 which1 together with the air space behind the inner side walls1 permits air to circulate and minimizes condensation on the surface of the ceiling and walls4 ,illustration3 ,,plaque ,,showing ,,beaver ,,at ,,astor ,,place ,,station ,the ceilings are separated into panels by wide ornamental mouldings1 and the panels are decorated with narrower mouldings and rosettes4 ,the bases of the walls are buff ,norman brick4 ,above this is glass tile or glazed tile1 and above the tile is a faience or terra-cotta cornice4 ,ceramic mosaic is used for decorative panels1 friezes1 pilasters1 and name-tablets4 ,a different decorative treatment is used at each station1 including a distinctive color scheme4 ,at some stations the number of the intersecting street or initial letter of the street name is shown on conspicuous plaques1 at other stations the number or letter is in the panel4 ,at some stations artistic emblems have been used in the scheme of decoration1 as at ,astor ,place1 the beaver 7see photograph on this page72 at ,columbus ,circle1 the great navigator's ,caravel2 at #aafth ,street1 the seal of ,columbia ,university4 ,the walls above the cornice and the ceilings are finished in white ,keene cement4 ,illustration3 ,,express ,,station ,,at #ad,,th ,,street1 ,,showing ,,island ,,and ,,mezzanine ,,platforms ,,and ,,stairs ,,connecting ,,them ,illustration3 ,,west ,,side ,,of ,,columbus ,,circle ,,station 7#fj,,th ,,street7--,,illuminated ,,by ,,daylight ,,coming ,,through ,,vault ,,lights ,illustration3 ,,caravel ,,and ,,wall ,,decoration ,the ticket booths are of oak with bronze window grills and fittings4 ,there are toilet rooms in every station1 except at the ,city ,hall loop4 ,each toilet room has a free closet or closets1 and a pay closet which is furnished with a basin1 mirror1 soap dish1 and towel rack4 ,the fixtures are porcelain1 finished in dull nickel4 ,the soil1 vent and water pipes are run in wall spaces1 so as to be accessible4 ,the rooms are ventilated through the hollow columns of the kiosks1 and each is provided with an electric fan4 ,they are heated by electric heaters4 ,the woodwork of the rooms is oak2 the walls are red slate wainscot and ,keene cement4 ,passengers may enter the body of the station without paying fare4 ,the train platforms are separated from the body of the station by railings4 ,at the more important stations1 separate sets of entrances are provided for incoming and outgoing passengers1 the stairs at the back of the station being used for entrances and those nearer the track being used for exits4 ,illustration3 ,,city ,,hall ,,station ,an example of the care used to obtain artistic effects can be seen at the ,city ,hall station4 ,the road at this point is through an arched tunnel4 ,in order to secure consistency in treatment the roof of the station is continued by a larger arch of special design4 7,see photograph on this page47 ,at #afhth ,street1 and at #ahast ,street1 and at ,mott ,avenue stations1 where the road is far beneath the surface1 it has been possible to build massive arches over the stations and tracks1 with spans of #ej feet4 ,,chapter ,,ii ,,types ,,and ,,methods ,,of ,,construction ,five types of construction have been employed in building the road3 7#a7 the typical subway near the surface with flat roof and ,i beams for the roof and sides1 supported between tracks with steel bulb-angle columns used on about #aj4f miles or #eb4b per cent4 of the road2 7#b7 flat roof typical subway of renforced concrete construction supported between the tracks by steel bulb-angle columns1 used for a short distance on ,lenox ,avenue and on the ,brooklyn portion of the ,brooklyn ,extension1 also on the ,battery ,park loop2 7#c7 concrete lined tunnel used on about #d4f miles or #bc per cent4 of the road1 of which #d4b per cent4 was concrete lined open cut work1 and the remainder was rock tunnel work2 7#d7 elevated road on steel viaduct used on about #e miles or #bd4f per cent4 of the road2 7#e7 cast-iron tubes used under the ,harlem and ,east ,rivers4 ,sidenote3 ,typical ,subway ,the general character of the flat roof ,i beam construction is shown in photograph on page #bh and drawing on this page4 ,the bottom is of concrete4 ,the side walls have ,i beam columns five feet apart1 between which are vertical concrete arches1 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 used4 ,the tops of the wall columns are connected by roof beams which are supported by rows of steel columns between the tracks1 built on concrete and cut stone bases forming part of the floor system4 ,concrete arches between the roof beams complete the top of the subway4 ,such a structure is not impervious1 and hence1 there has been laid behind the side walls1 under the floor and over the roof a course of two to eight thicknesses of felt1 each washed with hot asphalt as laid4 ,in addition to this precaution against dampness1 in three sections of the subway 7viz43 on ,elm ,street between ,pearl and ,grand ,streets1 and on the approaches to the ,harlem ,river tunnel1 and on the ,battery ,park ,loop7 the felt waterproofing has been made more effective by one or two courses of hard-burned brick laid in hot asphalt1 after the manner sometimes employed in constructing the linings of reservoirs of waterworks4 ,illustration3 ,,typical ,,section ,,of ,,four ,,track ,,subway ,illustration3 ,,four-,,track ,,subway--,,showing ,,cross-,,over ,,south ,,of #ah,,th ,,street ,,station ,in front of the waterproofing1 immediately behind the steel columns1 are the systems of terra-cotta ducts in which the electric cables are placed4 ,the cables can be reached by means of manholes every #bjj to #dej feet1 which open into the subway and also into the street4 ,the number of these ducts ranges from #abh down to #cb1 and they are connected with the main power station at #ehth and #eith ,streets and the ,hudson ,river by a #abh-;duct subway under the former street4 ,sidenote3 ,reinforced ,concrete ,construction ,the reinforced concrete construction substitutes for the steel roof beams1 steel rods1 approximating #a-a_/d inches square1 laid in varying distances according to the different roof loads1 from six to ten inches apart4 ,rods #a-a_/h inches in diameter tie the side walls1 passing through angle columns in the walls and the bulb-angle columns in the center4 ,layers of concrete are laid over the roof rods to a thickness of from eighteen to thirty inches1 and carried two inches below the rods1 imbedding them4 ,for the sides similar square rods and concrete are used and angle columns five feet apart4 ,the concrete of the side walls is from fifteen to eighteen inches thick4 ,this type is shown by photographs on page #da4 ,the rods used are of both square and twisted form4 ,illustration3 ,,laying ,,sheet ,,waterproofing ,,in ,,bottom ,illustration3 ,,special ,,brick ,,and ,,asphalt ,,waterproofing ,sidenote3 ,methods of ,construction ,typical ,subway ,the construction of the typical subway has been carried on by a great variety of methods1 partly adopted on account of the conditions under which the work had to be prosecuted and partly due to the personal views of the different sub-contractors4 ,the work was all done by open excavation1 the so-called cut and cover system1 but the conditions varied widely along different parts of the line1 and different means were adopted to overcome local difficulties4 ,the distance of the rock surface below the street level had a marked influence on the manner in which the excavation of the open trenches could be made4 ,in some places this rock rose nearly to the pavement1 as between #adth and #ahth ,streets4 ,at other places the subway is located in water-bearing loam and sand1 as in the stretch between ,pearl and ,grand ,streets1 where it was necessary to employ a special design for the bottom1 which is illustrated by drawing on page #db4 ,this part of the route includes the former site of the ancient ,collect ,pond1 familiar in the early history of ,new ,york1 and the excavation was through made ground1 the pond having been filled in for building purposes after it was abandoned for supplying water to the city4 ,the excavations through ,canal ,street1 adjacent1 were also through made ground1 that street having been at one time1 as its name implies1 a canal4 ,from the ,city ,hall to #ith ,street was sand1 presenting no particular difficulties except through the territory just described4 ,at ,union ,square rock was encountered on the west side of ,fourth ,avenue from the surface down4 ,on the east side of the street1 however1 at the surface was sand1 which extended #ae feet down to a sloping rock surface4 ,the tendency of the sand to a slide off into the rock excavation required great care4 ,the work was done1 however1 without interference with the street traffic1 which is particularly heavy at that point4 ,illustration3 ,,ducts ,,in ,,side ,,walls--,,eight ,,only ,,of ,,the ,,sixteen ,,layers ,,are ,,shown ,illustration3 ,,reinforced ,,concrete ,,construction ,illustration3 ,,roof ,,showing ,,concrete-,,steel ,,construction--,,lenox ,,avenue ,,and #adj,,th-#ada,,st ,,streets ,illustration3 ,,section ,,of ,,subway ,,at ,,pearl ,,street ,this construction was made necessary by encountering a layer of ,peat resting on ,clay ,illustration3 ,,surface ,,railway ,,tracks ,,supported ,,over ,,excavation ,,on ,,upper ,,broadway ,illustration3 ,,subdivision ,,of #cf ,,and #cj ,,gas ,,mains ,,over ,,roof ,,of ,,subway--#ff,,th ,,street ,,and ,,broadway ,the natural difficulties of the route were increased by the network of sewers1 water and gas mains1 steam pipes1 pneumatic tubes1 electric conduits and their accessories1 which filled the streets2 and by the surface railways and their conduits4 ,in some places the columns of the elevated railway had to be shored up temporarily1 and in other places the subway passes close to the foundations of lofty buildings1 where the construction needed to insure the safety of both subway and buildings was quite intricate4 ,as the subway is close to the surface along a considerable part of its route1 its construction involved the reconstruction of all the underground pipes and ducts in many places1 as well as the removal of projecting vaults and buildings1 and1 in some cases1 the underpinning of their walls4 ,a description in detail of the methods of construction followed all along the line would make an interesting book of itself4 ,space will only permit1 however1 an account of how some of the more serious difficulties were overcome4 ,on ,fourth ,avenue1 north of ,union ,square to #cc;d ,street1 there were two electric conduit railway tracks in the center of the roadway and a horse car track near each curb part of the distance4 ,the two electric car tracks were used for traffic which could not be interrupted1 although the horse car tracks could be removed without inconvenience4 ,these conditions rendered it impracticable to disturb the center of the roadway1 while permitting excavation near the curb4 ,well-timbered shafts about #h x #aj feet1 in plan1 were sunk along one curb line and tunnels driven from them toward the other side of the street1 stopping about #c-a_/b feet beyond its center line4 ,a bed of concrete was laid on the bottom of each tunnel1 and1 when it had set1 a heavy vertical trestle was built on it4 ,in this way trestles were built half across the street1 strong enough to carry all the street cars and traffic on that half of the roadway4 ,cableways to handle the dirt were erected near the curb line1 spanning a number of these trestles1 and then the earth between them was excavated from the curb to within a few feet of the nearest electric car track4 ,the horse car tracks were removed4 ,between the electric tracks a trench was dug until its bottom was level with the tops of the trestles1 about three feet below the surface as a rule4 ,a pair of heavy steel beams was then laid in this trench on the trestles4 ,between these beams and the curb line a second pair of beams were placed4 ,in this way the equivalent of a bridge was put up1 the trestles acting as piers and the beams as girders4 ,the central portion of the roadway was then undermined and supported by timbering suspended from the steel beams4 ,the various gas and water pipes were hung from timbers at the surface of the ground4 ,about four sections1 or #aej feet1 of the subway were built at a time in this manner4 ,when the work was completed along one side of the street it was repeated in the same manner on the other side4 ,this method of construction was subsequently modified so as to permit work on both sides of the street simultaneously4 ,the manner in which the central part of the roadway was supported remained the same and all of the traffic was diverted to this strip4 ,illustration3 ,,support ,,of ,,elevated ,,railway ,,station ,,at #db;,d ,,street ,,and ,,sixth ,,avenue ,between #adth and #agth ,streets1 because of the proximity of the rock to the surface1 it was necessary to move the tracks of the electric surface railway from the center of the street some twenty feet to the east curb1 without interrupting traffic1 which was very heavy at all times1 the line being one of the main arteries of the ,metropolitan system4 ,four #ab x #ab-;inch timbers were laid upon the surface4 ,standard cast-iron yokes were placed upon the timbers at the usual distance apart4 ,upon this structure the regular track and slot rails were placed4 ,the space between the rails was floored over4 ,wooden boxes were temporarily laid for the electric cables4 ,the usual hand holes and other accessories were built and the road operated on this timber roadbed4 ,the removal of the tracks was made necessary because the rock beneath them and the concrete around the yokes was so closely united as to be practically monolithic1 precluding the use of explosives4 ,attempts to remove the rock from under the track demonstrated that it could not be done without destroying the yokes of the surface railway4 ,illustration3 ,,supporting ,,elevated ,,railroad ,,by ,,extension ,,girder--#fd,,th ,,street ,,and ,,broadway ,the method of undermining the tracks on ,broadway from #fjth to #ajdth ,streets was entirely different1 for the conditions were not the same4 ,the street is a wide one with a #bb-;foot parkway in the center1 an electric conduit railway on either side1 and outside each track a wide roadway4 ,the subway excavation extended about #aj feet outside each track1 leaving between it and the curb ample room for vehicles4 ,the construction problem1 therefore1 was to care for the car tracks with a minimum interference with the excavation4 ,this was accomplished by temporary bridges for each track1 each bridge consisting of a pair of timber trusses about #ee feet long1 braced together overhead high enough to let a car pass below the bracing4 ,these trusses were set up on crib-work supports at each end1 and the track hung from the lower chords4 7,see photograph on page #db47 ,the excavation then proceeded until the trench was finished and posts could be put into place between its bottom and the track4 ,when the track was securely supported in this way1 the trusses were lifted on flat cars and moved ahead #ej feet4 ,at #ffth ,street station the subway roof was about #b feet from the electric railway yokes and structures of the street surface line4 ,in order to build at this point it was necessary to remove two large gas mains1 one #cj inches and the other #cf inches in diameter1 and substitute for them1 in troughs built between the roof beams of the subway1 five smaller gas mains1 each #bd inches in diameter4 ,this was done without interrupting the use of the mains4 ,illustration3 ,,moving ,,brick ,,and ,,concrete ,,retaining ,,wall ,,to ,,make ,,room ,,for ,,third ,,track--,,broadway ,,and #acd,,th ,,street ,at the station on #db;d ,street1 between ,park and ,madison ,avenues1 where there are five subway tracks1 and along #db;d ,street to ,broadway1 a special method of construction was employed which was not followed elsewhere4 ,the excavation here was about #ce feet deep and extended #aj to #ae feet into rock4 ,a trench #cj feet wide was first sunk on the south side of the street and the subway built in it for a width of two tracks4 ,then1 at intervals of #ej feet1 tunnels were driven toward the north side of the street4 ,their tops were about #d feet above the roof of the subway and their bottoms were on the roof4 ,when they had been driven just beyond the line of the fourth track1 their ends were connected by a tunnel parallel with the axis of the subway4 ,the rock in the bottom of all these tunnels was then excavated to its final depth4 ,in the small tunnel parallel with the subway axis1 a bed of concrete was placed and the third row of steel columns was erected ready to carry the steel and concrete roof4 ,when this work was completed1 the earth between the traverse tunnels was excavated1 the material above being supported on poling boards and struts4 ,the roof of the subway was then extended sidewise over the rock below from the second to the third row of columns1 and it was not until the roof was finished that the rock beneath was excavated4 ,in this way the subway was finished for a width of four tracks4 ,for the fifth track the earth was removed by tunneling to the limits of the subway1 and then the rock below was blasted out4 ,illustration3 ,,moving ,,west ,,side ,,wall ,,to ,,widen ,,subway ,,for ,,third ,,track--#ace,,th ,,street ,,and ,,broadway ,illustration3 ,,subway ,,through ,,new ,,times ,,building1 ,,showing ,,independent ,,construction--,,the ,,workmen ,,stand ,,on ,,floor ,,girders ,,of ,,subway ,illustration3 ,,columns ,,of ,,hotel ,,belmont1 ,,passing ,,through ,,subway ,,at #db;,d ,,street ,,and ,,park ,,avenue ,in a number of places it was necessary to underpin the columns of the elevated railways1 and a variety of methods were adopted for the work4 ,a typical example of the difficulties involved was afforded at the ,manhattan ,railway ,elevated ,station at ,sixth ,avenue and #db;d ,street4 ,the stairways of this station were directly over the open excavation for the subway in the latter thoroughfare and were used by a large number of people4 ,the work was done in the same manner at each of the four corners4 ,two narrow pits about #dj feet apart1 were first sunk and their bottoms covered with concrete at the elevation of the floor of the subway4 ,a trestle was built in each pit1 and on these were placed a pair of #c-;foot plate girders1 one on each side of the elevated column1 which was midway between the trestles4 ,the column was then riveted to the girders and was thus held independent of its original foundations4 ,other pits were then sunk under the stairway and trestles built in them to support it4 ,when this work was completed it was possible to carry out the remaining excavation without interfering with the elevated railway traffic4 ,at #fdth ,street and ,broadway1 also1 the whole elevated railway had to be supported during construction4 ,a temporary wooden bent was used to carry the elevated structure4 ,the elevated columns were removed until the subway structure was completed at that point4 7,see photograph on page #de47 ,illustration3 ,,small ,,water ,,mains ,,between ,,street ,,surface ,,and ,,subway ,,roof1 ,,substituted ,,for ,,one ,,large ,,main--#abe,,th ,,street ,,and ,,lenox ,,ave4 ,illustration3 ,,special ,,construction ,,of #f-a_/b-;,,foot ,,sewer1 ,,under ,,chatham ,,square ,a feature of the construction which attracted considerable public attention while it was in progress1 was the underpinning of a part of the ,columbus ,monument near the southwest entrance to ,central ,park4 ,this handsome memorial column has a stone shaft rising about #ge feet above the street level and weighs about #gjj tons4 ,the rubble masonry foundation is #de feet square and rests on a #b-;foot course of concrete4 ,the subway passes under its east side within #c feet of its center1 thus cutting out about three-tenths of the original support4 ,at this place the footing was on dry sand of considerable depth1 but on the other side of the monument rock rose within #c feet of the surface4 ,the steep slope of the rock surface toward the subway necessitated particular care in underpinning the footings4 ,the work was done by first driving a tunnel #f feet wide and #g feet high under the monument just outside the wall line of the subway4 ,the tunnel was given a #b-;foot bottom of concrete as a support for a row of wood posts a foot square1 which were put in every #e feet to carry the footing above4 ,when these posts were securely wedged in place the tunnel was filled with rubble masonry4 ,this wall was strong enough to carry the weight of the portion of the monument over the subway1 but the monument had to be supported to prevent its breaking off when undermined4 ,to support it thus a small tunnel was driven through the rubble masonry foundation just below the street level and a pair of plate girders run through it4 ,a trestle bent was then built under each end of the girders in the finished excavation for the subway4 ,the girders were wedged up against the top of the tunnel in the masonry and the excavation was carried out under the monument without any injury to that structure4 ,illustration3 ,,three ,,pipes ,,substituted ,,for ,,large ,,brick ,,sewer ,,at #aaj,,th ,,street ,,and ,,lenox ,,avenue ,illustration3 ,,sewer ,,siphon ,,at #adi,,th ,,street ,,and ,,railroad ,,avenue ,illustration3 ,,concrete ,,sewer ,,back ,,of ,,electric ,,duct ,,manhole--,,broadway ,,and #eh,,th ,,street ,at #acdth ,street and ,broadway a two-track structure of the steel beam type about #bjj feet long was completed4 ,approaching it from the south1 leading from ,manhattan ,valley ,viaduct1 was an open cut with retaining walls #cjj feet long and from #c to #ac feet in height4 ,after all this work was finished 7and it happened to be the first finished on the subway71 it was decided to widen the road to three tracks1 and a unique piece of work was successfully accomplished4 ,the retaining walls were moved bodily on slides1 by means of jacks1 to a line #f-a_/d feet on each side1 widening the roadbed #ab-a_/b feet1 without a break in either wall4 ,the method of widening the steel-beam typical subway portion was equally novel4 ,the west wall was moved bodily by jacks the necessary distance to bring it in line with the new position of the west retaining wall4 ,the remainder of the structure was then moved bodily1 also by jacks1 #f-a_/d feet to the east4 ,the new roof of the usual type was then added over #ab-a_/b feet of additional opening4 7,see photographs on pages #df and #dg47 ,illustration3 ,,concrete ,,sewer ,,back ,,of ,,side ,,wall1 ,,broadway ,,and #ef,,th ,,street ,illustration3 ,,large ,,gas ,,and ,,water ,,pipes1 ,,relaid ,,behind ,,each ,,side ,,wall ,,on ,,elm ,,street ,provision had to be made1 not only for buildings along the route that towered far above the street surface1 but also for some which burrowed far below the subway4 ,photograph on page #dg shows an interesting example at #db;d ,street and ,broadway1 where the pressroom of the new building of the ,new ,york ,times is beneath the subway1 the first floor is above it1 and the first basement is alongside of it4 ,incidentally it should be noted that the steel structure of the building and the subway are independent1 the columns of the building passing through the subway station4 ,illustration3 ,,difficult ,,pipe ,,work--,,broadway ,,and #gj,,th ,,street ,at #db;d ,street and ,park ,avenue the road passes under the ,hotel ,belmont1 which necessitated the use of extra heavy steel girders and foundations for the support of the hotel and reinforced subway station4 7,see photograph on page #dh47 ,along the east side of ,park ,row the ascending line of the loop was built through the pressroom of the ,new ,york ,times 7the older downtown building71 and as the excavation was considerably below the bottom of the foundation of the building1 great care was necessary to avoid any settlement4 ,instead of wood sheathing1 steel channels were driven and thoroughly braced1 and construction proceeded without disturbance of the building1 which is very tall4 ,at #abeth ,street and ,lenox ,avenue one of the most complicated network of subsurface structures was encountered4 ,street surface electric lines with their conduits intersect4 ,on the south side of #abeth ,street were a #dh-;inch water main and a #f-;inch water main1 a #ab-;inch and two #aj-;inch gas pipes and a bank of electric light and power ducts4 ,on the north side were a #bj-;inch water main1 one #f-;inch1 one #aj-;inch1 and one #ab-;inch gas pipe and two banks of electric ducts4 ,the headroom between the subway roof and the surface of the street was #d4ge feet4 ,it was necessary to relocate the yokes of the street railway tracks on ,lenox ,avenue so as to bring them directly over the tunnel roof-beams4 ,between the lower flanges of the roof-beams1 for four bents1 were laid heavy steel plates well stiffened1 and in these troughs were laid four #bj-;inch pipes1 which carried the water of the #dh-;inch main4 7,see photograph on page #di47 ,special castings were necessary to make the connections at each end4 ,the smaller pipes and ducts were rearranged and carried over the roof or laid in troughs composed of #c-;inch ,i-beams laid on the lower flanges of the roof-beams4 ,in addition to all the transverse pipes1 there were numerous pipes and duct lines to be relaid and rebuilt parallel to the subway and around the station4 ,the change was accomplished without stopping or delaying the street cars4 ,the water mains were shut off for only a few hours4 ,illustration3 ,,special ,,riveted ,,rectangular ,,water ,,pipe1 ,,over ,,roof ,,of ,,subway ,,at #abf,,th ,,street ,,and ,,lenox ,,avenue ,as has been said1 the typical subway near the surface was used for about one-half of the road4 ,since the sewers were at such a depth as to interfere with the construction of the subway1 it meant that the sewers along that half had to be reconstructed4 ,this indicates but very partially the magnitude of the sewer work1 however1 because nearly as many main sewers had to be reconstructed off the route of the subway as on the route2 #g4ba miles of main sewers along the route were reconstructed and #e4ac miles of main sewers off the route4 ,the reason why so many main sewers on streets away from the subway had to be rebuilt1 was that1 from #db;d ,street1 south1 there is a natural ridge1 and before the construction of the subway sewers drained to the ,east ,river and to the ,north ,river from the ridge4 ,the route of the subway was so near to the dividing line that the only way to care for the sewers was1 in many instances1 to build entirely new outfall sewers4 ,illustration3 ,,three-,,track ,,concrete ,,arch--#aag,,th ,,street ,,and ,,broadway ,a notable example of sewer diversion was at ,canal ,street1 where the flow of the sewer was carried into the ,east ,river instead of into the ,hudson ,river1 permitting the sewer to be bulkheaded on the west side and continued in use4 ,on the east side a new main sewer was constructed to empty into the ,east ,river4 ,the new east-side sewer was built off the route of the subway for over a mile4 ,an interesting feature in the construction was the work at ,chatham ,square1 where a #f-a_/b-;foot circular brick conduit was built4 ,the conjunction at this point of numerous electric surface car lines1 elevated railroad pillars1 and enormous vehicular street traffic1 made it imperative that the surface of the street should not be disturbed1 and the sewer was built by tunneling4 ,this tunneling was through very fine running sand and the section to be excavated was small4 ,to meet these conditions a novel method of construction was used4 ,interlocked poling boards were employed to support the roof and were driven by lever jacks1 somewhat as a shield is driven in the shield system of tunneling4 ,the forward ends of the poling boards were supported by a cantilever beam4 ,the sides and front of the excavation were supported by lagging boards laid flat against and over strips of canvas1 which were rolled down as the excavation progressed4 ,the sewer was completed and lined in lengths of from #a foot to #d-a_/b feet1 and at the maximum rate of work about #ab feet of sewer were finished per week4 ,illustration3 ,,construction ,,of ,,fort ,,george ,,tunnel ,at #aajth ,street and ,lenox ,avenue a #f-a_/b-;foot circular brick sewer intersected the line of the subway at a level which necessitated its removal or subdivision4 ,the latter expedient was adopted1 and three #db-;inch cast-iron pipes were passed under the subway4 7,see photograph on page #ej47 ,at #adith ,street and ,railroad ,avenue a sewer had to be lowered below tide level in order to cross under the subway4 ,to do this two permanent inverted siphons were built of #dh-;inch cast-iron pipe4 ,two were built in order that one might be used1 while the other could be shut off for cleaning1 and they have proved very satisfactory4 ,this was the only instance where siphons were used4 ,in this connection it is worthy of note that the general changes referred to gave to the city much better sewers as substitutes for the old ones4 ,a number of interesting methods of providing for subsurface structures are shown in photographs pages #ea to #ed4 ,from the ,general ,post-office at ,park ,row to #bhth ,street1 just below the surface1 there is a system of pneumatic mail tubes for postal delivery4 ,of course1 absolutely no change in alignment could be permitted while these tubes were in use carrying mail4 ,it was necessary1 therefore1 to support them very carefully4 ,the slightest deviation in alignment would have stopped the service4 ,illustration3 ,,two ,,column ,,bent ,,viaduct ,illustration3 ,,traveler ,,for ,,erecting ,,forms1 ,,central ,,park ,,tunnel--7,,in ,,this ,,tunnel ,,ducts ,,are ,,built ,,in ,,the ,,sidewalls7 ,sidenote3 ,concrete-lined ,tunnel ,between #cc;d ,street and #db;d ,street under ,park ,avenue1 between #aafth ,street and #abjth ,street under ,broadway1 between #aegth ,street and ,fort ,george under ,broadway and ,eleventh ,avenue 7the second longest double-track rock tunnel in the ,united ,states1 the ,hoosac tunnel being the only one of greater length71 and between #ajdth ,street and ,broadway under ,central ,park to ,lenox ,avenue1 the road is in rock tunnel lined with concrete4 ,from #aafth ,street to #abjth ,street the tunnel is #cg-a_/b feet wide1 one of the widest concrete arches in the world4 ,on the section from ,broadway and #ajc;d ,street to ,lenox ,avenue and #aajth ,street under ,central ,park1 a two-track subway was driven through micaceous rock by taking out top headings and then two full-width benches4 ,the work was done from two shafts and one portal4 ,all drilling for the headings was done by an eight-hour night shift1 using percussion drills4 ,the blasting was done early in the morning and the day gang removed the spoil1 which was hauled to the shafts and the portal in cars drawn by mules4 ,a large part of the rock was crushed for concrete4 ,the concrete floor was the first part of the lining to be put in place4 ,rails were laid on it for a traveler having moulds attached to its sides1 against which the walls were built4 ,a similar traveler followed with the centering for the arch roof1 a length of about #ej feet being completed at one operation4 ,illustration3 ,,four ,,column 7,,tower7 ,,viaduct ,,construction ,illustration3 ,,manhattan ,,valley ,,viaduct1 ,,looking ,,north ,illustration3 ,,erection ,,of ,,arch1 ,,manhattan ,,valley ,,viaduct ,on the ,park ,avenue section from #cdth ,street to #dast ,street two separate double-track tunnels were driven below a double-track electric railway tunnel1 one on each side4 ,the work was done from four shafts1 one at each end of each tunnel4 ,at first1 top headings were employed at the north ends of both tunnels and at the south end of the west tunnel2 at the south end of the east tunnel a bottom heading was used4 ,later1 a bottom heading was also used at the south end of the west tunnel4 ,the rock was very irregular and treacherous in character1 and the strata inclined so as to make the danger of slips a serious one4 ,the two headings of the west tunnel met in ,february and those of the east tunnel in ,march1 #aijb1 and the widening of the tunnels to the full section was immediately begun4 ,despite the adoption of every precaution suggested by experience in such work1 some disturbance of the surface above the east tunnel resulted1 and several house fronts were damaged4 ,the portion of the tunnel affected was bulkheaded at each end1 packed with rubble and grouted with ,portland cement mortar injected under pressure through pipes sunk from the street surface above4 ,when the interior was firm1 the tunnel was redriven1 using much the same methods that are employed for tunnels through earth when the arch lining is built before the central core1 or dumpling of earth1 is removed4 ,the work had to be done very slowly to prevent any further settlement of the ground1 and the completion of the widening of the other parts of the tunnels also proceeded very slowly1 because as soon as the slip occurred a large amount of timbering was introduced1 which interfered seriously with the operations4 ,after the lining was completed1 ,portland cement grout was again injected under pressure1 through holes left in the roof1 until further movement of the fill overhead was absolutely prevented4 ,illustration3 ,,completed ,,arch ,,at ,,manhattan ,,street ,as has been said1 the tunnel between #aegth ,street and ,fort ,george is the second longest two-track tunnel in the ,united ,states4 ,it was built in a remarkably short time1 considering the fact that the work was prosecuted from two portal headings and from two shafts4 ,one shaft was at #afhth ,street and the other at #ahast ,street1 the work proceeding both north and south from each shaft4 ,the method employed for the work 7,photograph on page #ef7 was similar to that used under ,central ,park4 ,the shafts at #afhth ,street and at #ahast ,street were located at those points so that they might be used for the permanent elevator equipment for the stations at these streets4 ,these stations each have an arch span of about #ej feet1 lined with brick4 ,sidenote3 ,steel ,viaduct ,the elevated viaduct construction extends from #abeth ,street to #acc;d ,street and from ,dyckman ,street to ,bailey ,avenue on the western branch1 and from ,brook and ,westchester ,avenues to ,bronx ,park on the eastern1 a total distance of about #e miles4 ,the three-track viaducts are carried on two column bents where the rail is not more than #bi feet above the ground level1 and on four-column towers for higher structures4 ,in the latter case1 the posts of a tower are #bi feet apart transversely and #bj or #be feet longitudinally1 as a rule1 and the towers are from #gj to #ij feet apart on centers4 ,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 girders4 ,in the low viaducts1 where there are no towers1 every fourth panel has zigzag lateral bracing in the two panels between the pairs of longitudinal girders4 ,illustration3 ,,profile ,,of ,,harlem ,,river ,,tunnel ,,and ,,approaches ,illustration3 ,,section ,,of ,,harlem ,,river ,,tunnel ,,during ,,construction ,illustration3 ,,assembling ,,iron ,,work ,,on ,,pontoon--,,harlem ,,river ,,tunnel ,the towers have columns consisting as a rule of a #af x #g_/af-;inch web plate and four #f x #d x #e_/h-;inch bulb angles4 ,the horizontal struts in their cross-bracing are made of four #d x #c-;inch angles1 latticed to form an ,i-shaped cross-section4 ,the ,x-bracing consists of single #e x #c-a_/b-;inch angles4 ,the tops of the columns have horizontal cap angles on which are riveted the lower flanges of the transverse girders2 the end angles of the girder and the top of the column are also connected by a riveted splice plate4 ,the six longitudinal girders are web-riveted to the transverse girders4 ,the outside longitudinal girder on each side of the viaduct has the same depth across the tower as in the connecting span1 but the four intermediate lines are not so deep across the towers4 ,in the single trestle bents the columns are the same as those just described1 but the diagonal bracing is replaced by plate knee-braces4 ,the ,manhattan ,valley ,viaduct on the ,west ,side line1 has a total length of #b1agd feet4 ,its most important feature is a two-hinged arch of #afh-a_/b feet span1 which carries platforms shaded by canopies1 but no station buildings4 ,the station is on the ground between the surface railway tracks4 ,access to the platforms is obtained by means of escalators4 ,it has three lattice-girder two-hinge ribs #bd-a_/b feet apart on centers1 the center line of each rib being a parabola4 ,each half rib supports six spandrel posts carrying the roadway1 the posts being seated directly over vertical web members of the rib4 ,the chords of the ribs are #f feet apart and of an ,h-section1 having four #f x #f-;inch angles and six #ae-;inch flange and web plates for the center rib and lighter sections for the outside ribs4 ,the arch was erected without false work4 ,illustration3 ,,showing ,,concrete ,,over ,,iron ,,work--,,harlem ,,river ,,tunnel ,the viaduct spans of either approach to the arch are #df to #gb feet long4 ,all transverse girders are #ca feet #d inches long1 and have a #gj x #c_/h-;inch web plate and four #f x #d-;inch angles4 ,the two outside longitudinal girders of deck spans are #gb inches deep and the other #cf inches4 ,all are #c_/h-;inch thick and their four flange angles vary in size from #e x #c-a_/b to #f x #f inches1 and on the longest spans there are flange plates4 ,at each end of the viaduct there is a through span with #ij-;inch web longitudinal girders4 ,each track was proportioned for a dead load of #ccj pounds per lineal foot and a live load of #be1jjj pounds per axle4 ,the axle spacing in the truck was #e feet and the pairs of axles were alternately #bg and #i feet apart4 ,the traction load was taken at #bj per cent4 of the live load1 and a wind pressure of #ejj pounds per lineal foot was assumed over the whole structure4 ,sidenote3 ,tubes under ,harlem ,river ,one of the most interesting sections of the work is that which approaches and passes under the ,harlem ,river1 carrying the two tracks of the ,east ,side line4 ,the ,war ,department required a minimum depth of #bj feet in the river at low tide1 which fixed the elevation of the roof of the submerged part of the tunnel4 ,this part of the line1 #fda feet long1 consists of twin single-track cast-iron cylinders #af feet in diameter enveloped in a large mass of concrete and lined with the same material4 ,the approach on either side is a double-track concrete arched structure4 ,the total length of the section is #a1ejj feet4 ,the methods of construction employed were novel in subaqueous tunneling and are partly shown on photographs on pages #fb and #fc4 ,the bed of the ,harlem ,river at the point of tunneling consists of mud1 silt1 and sand1 much of which was so nearly in a fluid condition that it was removed by means of a jet4 ,the maximum depth of excavation was about #ej feet4 ,instead of employing the usual method of a shield and compressed air at high pressure1 a much speedier device was contrived4 ,the river crossing has been built in two sections4 ,the west section was first built1 the ,war ,department having forbidden the closing of more than half the river at one time4 ,a trench was dredged over the line of the tunnel about #ej feet wide and #ci feet below low water4 ,this depth was about #aj feet above the sub-grade of the tunnel4 ,three rows of piles were next driven on each side of the trench from the west bank to the middle of the river and on them working platforms were built1 forming two wharves #ch feet apart in the clear4 ,piles were then driven over the area to be covered by the subway1 #f feet #d inches apart laterally and #h feet longitudinally4 ,they were cut off about #aa feet above the center line of each tube and capped with timbers #ab inches square4 ,a thoroughly-trussed framework was then floated over the piles and sunk on them4 ,the trusses were spaced so as to come between each transverse row of piles and were connected by eight longitudinal sticks or stringers1 two at the top and two at the bottom on each side4 ,the four at each side were just far enough apart to allow a special tongue and grooved #ab-;inch sheet piling to be driven between them4 ,this sheathing was driven to a depth of #aj to #ae feet below the bottom of the finished tunnel4 ,a well-calked roof of three courses of #ab-;inch timbers1 separated by #b-;inch plank1 was then floated over the piles and sunk4 ,it had three timber shafts #g x #ag feet in plan1 and when it was in place and covered with earth it formed the top of a caisson with the sheet piling on the sides and ends1 the latter being driven after the roof was in place4 ,the excavation below this caisson was made under air pressure1 part of the material being blown out by water jets and the remainder removed through the airlocks in the shafts4 ,when the excavation was completed1 the piles were temporarily braced and the concrete and cast-iron lining put in place1 the piles being cut off as the concrete bed was laid up to them4 ,the second or eastern section of this crossing was carried on by a modification of the plan just mentioned4 ,instead of using a temporary timber roof on the side walls1 the permanent iron and concrete upper half of the tunnels was employed as a roof for the caisson4 ,the trench was dredged nearly to sub-grade and its sides provided with wharves as before1 running out to the completed half of the work4 ,the permanent foundation piles were then driven and a timber frame sunk over them to serve as a guide for the #ab-;inch sheet piling around the site4 ,steel pilot piles with water jets were driven in advance of the wood-sheet piles1 and if they struck any boulders the latter were drilled and blasted4 ,the steel piles were withdrawn by a six-part tackle and hoisting engine1 and then the wooden piles driven in their place4 ,when the piling was finished1 a pontoon #ce feet wide1 #ajf feet long1 and #ab feet deep was built between the wharves1 and upon a separate platform or deck on it the upper half of the cast-iron shells were assembled1 their ends closed by steel-plate diaphragms and the whole covered with concrete4 ,the pontoon was then submerged several feet1 parted at its center1 and each half drawn out endwise from beneath the floating top of the tunnel4 ,the latter was then loaded and carefully sunk into place1 the connection with the shore section being made by a diver1 who entered the roof through a special opening4 ,when it was finally in place1 men entered through the shore section and cut away the wood bottom1 thus completing the caisson so that work could proceed below it as before4 ,three of these caissons were required to complete the east end of the crossing4 ,illustration3 ,,looking ,,up ,,broadway ,,from ,,trinity ,,church--,,showing ,,working ,,platform ,,and ,,gas ,,mains ,,temporarily ,,supported ,,overhead ,the construction of the approaches to the tunnel was carried out between heavy sheet piling4 ,the excavation was over #dj feet deep in places and very wet1 and the success of the work was largely due to the care taken in driving the #ab-;inch sheet piling4 ,sidenote3 ,methods of ,construction ,brooklyn ,extension ,a number of interesting features should be noted in the methods of construction adopted on the ,brooklyn ,extension4 ,the types of construction on the ,brooklyn ,extension have already been spoken of4 ,they are 7#a7 typical flat-roof steel beam subway from the ,post-office1 ,manhattan1 to ,bowling ,green2 7#b7 reinforced concrete typical subway in ,battery ,park1 ,manhattan1 and from ,clinton ,street to the terminus1 in ,brooklyn2 7#c7 two single track cast-iron-lined tubular tunnels from ,battery ,park1 under the ,east ,river1 and under ,joralemon ,street to ,clinton ,street1 ,brooklyn4 ,under ,broadway1 ,manhattan1 the work is through sand1 the vehicular and electric street car traffic1 the network of subsurface structures1 and the high buildings making this one of the most difficult portions of the road to build4 ,the street traffic is so great that it was decided that during the daytime the surface of the street should be maintained in a condition suitable for ordinary traffic4 ,this was accomplished by making openings in the sidewalk near the curb1 at two points1 and erecting temporary working platforms over the street #af feet from the surface4 ,the excavations are made by the ordinary drift and tunnel method4 ,the excavated material is hoisted from the openings to the platforms and passed through chutes to wagons4 ,on the street surface1 over and in advance of the excavations1 temporary plank decks are placed and maintained during the drifting and tunneling operations1 and after the permanent subway structure has been erected up to the time when the street surface is permanently restored4 ,the roof of the subway is about #e feet from the surface of the street1 which has made it necessary to care for the gas and water mains4 ,this has been done by carrying the mains on temporary trestle structures over the sidewalks4 ,the mains will be restored to their former position when the subway structure is complete4 ,from ,bowling ,green1 south along ,broadway1 ,state ,street and in ,battery ,park1 where the subway is of reinforced concrete construction1 the open cut and cover method is employed1 the elevated and surface railroad structures being temporarily supported by wooden and steel trusses and finally supported by permanent foundations resting on the subway roof4 ,from ,battery ,place1 south along the loop work1 the greater portion of the excavation is made below mean high-water level1 and necessitates the use of heavy tongue and grooved sheeting and the operation of two centrifugal pumps1 day and night4 ,the tubes under the ,east ,river1 including the approaches1 are each #f1edd feet in length4 ,the tunnel consists of two cast-iron tubes #ae-a_/b feet diameter inside1 the lining being constructed of cast-iron plates1 circular in shape1 bolted together and reinforced by grouting outside of the plates and beton filling on the inside to the depth of the flanges4 ,the tubes are being constructed under air pressure through solid rock from the ,manhattan side to the middle of the ,east ,river by the ordinary rock tunnel drift method1 and on the ,brooklyn side through sand and silt by the use of hydraulic shields4 ,four shields have been installed1 weighing #ea tons each4 ,they are driven by hydraulic pressure of about #b1jjj tons4 ,the two shields drifting to the center of the river from ,garden ,place are in water-bearing sand and are operated under air pressure4 ,the river tubes are on a #c4a per cent4 grade and in the center of the river will reach the deepest point1 about #id feet below mean high-water level4 ,the typical subway of reinforced concrete from ,clinton ,street to the ,flatbush ,avenue terminus is being constructed by the method commonly used on the ,manhattan-,bronx route4 ,from ,borough ,hall to the terminus the route of the subway is directly below an elevated railway structure1 which is temporarily supported by timber bracing1 having its bearing on the street surface and the tunnel timbers4 ,the permanent support will be masonry piers built upon the roof of the subway structure4 ,along this portion of the route are street surface electric roads1 but they are operated by overhead trolley and the tracks are laid on ordinary ties4 ,it has1 therefore1 been much less difficult to care for them during the construction of the subway4 ,work is being prosecuted on the ,brooklyn ,extension day and night1 and in ,brooklyn the excavation is made much more rapidly by employing the street surface trolley roads to remove the excavated material4 ,spur tracks have been built and flat cars are used1 much of the removal being done at night4 ,,chapter ,,iii ,,power ,,house ,,building ,the power house is situated adjacent to the ,north ,river on the block bounded by ,west #ehth ,street1 ,west #eith ,street1 ,eleventh ,avenue1 and ,twelfth ,avenue4 ,the plans were adopted after a thorough study by the engineers of ,interborough ,rapid ,transit ,company of all the large power houses already completed and of the designs of the large power houses in process of construction in ,america and abroad4 ,the building is large1 and when fully equipped it will be capable of producing more power than any electrical plant ever built1 and the study of the designs of other power houses throughout the world was pursued with the principal object of reducing to a minimum the possibility of interruption of service in a plant producing the great power required4 ,the type of power house adopted provides for a single row of large engines and electric generators1 contained within an operating room placed beside a boiler house1 with a capacity of producing1 approximately1 not less than #ajj1jjj horse power when the machinery is being operated at normal rating4 ,sidenote3 ,location and ,general ,plan of ,power ,house ,the work of preparing the detailed plans of the power house structure was1 in the main1 completed early in #aijb1 and resulted in the present plan1 which may briefly be described as follows3 ,the structure is divided into two main parts--an operating room and a boiler house1 with a partition wall between the two sections4 ,the face of the structure on ,eleventh ,avenue is #bjj feet wide1 of which width the boiler house takes #hc feet and the operating section #aag feet4 ,the operating room occupies the northerly side of the structure and the boiler house the southerly side4 ,the designers were enabled to employ a contour of roof and wall section for the northerly side that was identical with the roof and wall contour of the southerly side1 so that the building1 when viewed from either end1 presents a symmetrical appearance with both sides of the building alike in form and design4 ,the operating room section is practically symmetrical in its structure1 with respect to its center2 it consists of a central area1 with a truss roof over same along with galleries at both sides4 ,the galleries along the northerly side are primarily for the electrical apparatus1 while those along the southerly side are given up chiefly to the steam-pipe equipment4 ,the boiler room section is also practically symmetrical with respect to its center4 ,a sectional scheme of the power house arrangement was determined on1 by which the structure was to consist of five generating sections1 each similar to the others in all its mechanical details2 but1 at a later date1 a sixth section was added1 with space on the lot for a seventh section4 ,each section embraces one chimney along with the following generating equipment3--twelve boilers1 two engines1 each direct connected to a #e1jjj kilowatt alternator2 two condensing equipments1 two boiler-feed pumps1 two smoke-flue systems1 and detail apparatus necessary to make each section complete in itself4 ,the only variation is the turbine plant hereafter referred to4 ,in addition to the space occupied by the sections1 an area was set aside1 at the ,eleventh ,avenue end of the structure1 for the passage of the railway spur from the ,new ,york ,central tracks4 ,the total length of the original five-section power house was #ehe feet #i-a_/b inches1 but the additional section afterwards added makes the over all length of the structure #fic feet #i-c_/d inches4 ,in the fourth section it was decided to omit a regular engine with its #e1jjj kilowatt generator1 and in its place substitute a #e1jjj kilowatt lighting and exciter outfit4 ,arrangements were made1 however1 so that this outfit can afterward be replaced by a regular #e1jjj kilowatt traction generator4 ,illustration3 ,,cross ,,section ,,of ,,power ,,house ,,in ,,perspective ,the plan of the power station included a method of supporting the chimneys on steel columns1 instead of erecting them through the building1 which modification allowed for the disposal of boilers in spaces which would otherwise be occupied by the chimney bases4 ,by this arrangement it was possible to place all the boilers on one floor level4 ,the economizers were placed above the boilers1 instead of behind them1 which made a material saving in the width of the boiler room4 ,this saving permitted the setting aside of the aforementioned gallery at the side of the operating room1 closed off from both boiler and engine rooms1 for the reception of the main-pipe systems and for a pumping equipment below it4 ,the advantages of the plan can be enumerated briefly as follows3 ,the main engines1 combined with their alternators1 lie in a single row along the center line of the operating room with the steam or operating end of each engine facing the boiler house and the opposite end toward the electrical switching and controlling apparatus arranged along the outside wall4 ,within the area between the boiler house and operating room there is placed1 for each engine1 its respective complement of pumping apparatus1 all controlled by and under the operating jurisdiction of the engineer for that engine4 ,each engineer has thus full control of the pumping machinery required for his unit4 ,symmetrically arranged with respect to the center line of each engine are the six boilers in the boiler room1 and the piping from these six boilers forms a short connection between the nozzles on the boilers and the throttles on the engine4 ,the arrangement of piping is alike for each engine1 which results in a piping system of maximum simplicity that can be controlled1 in the event of difficulty1 with a degree of certainty not possible with a more complicated system4 ,the main parts of the steam-pipe system can be controlled from outside this area4 ,the single tier of boilers makes it possible to secure a high and well ventilated boiler room with ventilation into a story constructed above it1 aside from that afforded by the windows themselves4 ,the boiler room will therefore be cool in warm weather and light1 and all difficulties from escaping steam will be minimized4 ,in this respect the boiler room will be superior to corresponding rooms in plants of older construction1 where they are low1 dark1 and often very hot during the summer season4 ,the placing of the economizers1 with their auxiliary smoke flue connections1 in the economizer room1 all symmetrically arranged with respect to each chimney1 removes from the boiler room an element of disturbance and makes it possible to pass directly from the boiler house to the operating room at convenient points along the length of the power house structure4 ,the location of each chimney in the center of the boiler house between sets of six boilers divides the coal bunker construction into separate pockets by which trouble from spontaneous combustion can be localized1 and1 as described later1 the divided coal bunkers can provide for the storage of different grades of coal4 ,the unit basis on which the economizer and flue system is constructed will allow making repairs to any one section without shutting off the portions not connected directly to the section needing repair4 ,the floor of the power house between the column bases is a continuous mass of concrete nowhere less than two feet thick4 ,the massive concrete foundations for the reciprocating engines contain each #a1djj yards of concrete above mean high water level1 and in some cases have twice as much below that point4 ,the total amount of concrete in the foundations of the finished power house is about #hj1jjj yards4 ,illustration3 ,,cross-,,section ,,of ,,power ,,house ,water for condensing purposes is drawn from the river and discharged into it through two monolithic concrete tunnels parallel to the axis of the building4 ,the intake conduit has an oval interior1 #aj x #h-a_/b feet in size1 and a rectangular exterior cross-section2 the outflow tunnel has a horseshoe-shape cross-section and is built on top of the intake tunnel4 ,these tunnels were built throughout in open trench1 which1 at the shore end1 was excavated in solid rock4 ,at the river end the excavation was1 at some places1 almost entirely through the fill and mud and was made in a cofferdam composed chiefly of sheet piles4 ,as it was impossible to drive these piles across the old timber crib which formed the old dock front1 the latter was cut through by a pneumatic caisson of wooden-stave construction1 which formed part of one side of the cofferdam4 ,at the river end of the cofferdam the rock was so deep that the concrete could not be carried down to its surface1 and the tunnel section was built on a foundation of piles driven to the rock and cut off by a steam saw #ai-a_/b feet below mean hightide4 ,this section of the tunnel was built in a #fe x #dh-;foot floating caisson #bd feet deep4 ,the concrete was rammed in it around the moulds and the sides were braced as it sunk4 ,after the tunnel sections were completed1 the caisson was sunk1 by water ballast1 to a bearing on the pile foundation4 ,adjacent to the condensing water conduits is the #aj x #ae-;foot rectangular concrete tunnel1 through which the underground coal conveyor is installed between the shore end of the pier and the power house4 ,sidenote3 ,steel ,work ,the steel structure of the power house is independent of the walls1 the latter being self-supporting and used as bearing walls only for a few of the beams in the first floor4 ,although structurally a single building1 in arrangement it is essentially two1 lying side by side and separated by a brick division wall4 ,there are #eh transverse and #i longitudinal rows of main columns1 the longitudinal spacing being #ah feet and #cf feet for different rows1 with special bracing in the boiler house to accommodate the arrangement of boilers4 ,the columns are mainly of box section1 made up of rolled or built channels and cover plates4 ,they are supported by cast-iron bases1 resting on the granite capstones of the concrete foundation piers4 ,both the boiler house and the engine house have five tiers of floor framing below the flat portion of the roof1 the three upper tiers of the engine house forming galleries on each side of the operating room1 which is clear for the full height of the building4 ,the boiler house floors are1 in general1 framed with transverse plate girders and longitudinal rolled beams1 arranged to suit the particular requirements of the imposed loads of the boilers1 economizers1 coal1 etc41 while the engine-room floors and pipe and switchboard galleries are in general framed with longitudinal plate girders and transverse beams4 ,there are seven coal bunkers in the boiler house1 of which five are #gg feet and two #da feet in length by #fj feet in width at the top1 the combined maximum capacity being #ah1jjj tons4 ,the bunkers are separated from each other by the six chimneys spaced along the center line of the boiler house4 ,the bottom of the bunkers are at the fifth floor1 at an elevation of about #ff feet above the basement4 ,the bunkers are constructed with double1 transverse1 plate girder frames at each line of columns1 combined with struts and ties1 which balance the outward thrust of the coal against the sides4 ,the frames form the outline of the bunkers with slides sloping at #de degrees1 and carry longitudinal ,i-beams1 between which are built concrete arches1 reinforced with expanded metal1 the whole surface being filled with concrete over the tops of the beams and given a two-inch granolithic finish4 ,illustration3 #eh,,th ,,st4 ,,power ,,house--,,general ,,plan ,,of ,,coal ,,bunkers ,,and ,,economizers4 ,illustration3 #eh,,th ,,st4 ,,power ,,house--,,general ,,plan ,,of ,,main ,,operating ,,floor4 ,the six chimneys1 spaced #ajh feet apart1 and occupying the space between the ends of the adjacent coal bunkers1 are supported on plate-girder platforms in the fifth floor1 leaving the space below clear for a symmetrical arrangement of the boilers and economizers from end to end of the building4 ,the platforms are framed of single-web girders #h feet deep1 thoroughly braced and carrying on their top flanges a grillage of #bj-;inch ,i-beam4 ,a system of bracing for both the chimney platforms and coal bunkers is carried down to the foundations in traverse planes about #cj feet apart4 ,the sixth tier of beams constitute a flat roof over a portion of the building at the center and sides4 ,in the engine room1 at this level1 which is #fd feet above the engine-room floor1 are provided the two longitudinal lines of crane runway girders upon which are operated the engine-room cranes4 ,runways for #aj-ton hand cranes are also provided for the full length of the boiler room1 and for nearly the full length of the north panel in the engine room4 ,some of the loads carried by the steel structure are as follows3 ,in the engine house1 operating on the longitudinal runways as mentioned1 are one #fj-ton and one #be-ton electric traveling crane of #ge feet span4 ,the imposed loads of the steam-pipe galleries on the south side and the switchboard galleries on the north side are somewhat irregularly distributed1 but are equivalent to uniform loads of #bej to #djj pounds per square foot4 ,in the boiler house the weight of coal carried is about #de tons per longitudinal foot of the building2 the weight of the brick chimneys is #a1bjj tons each2 economizers1 with brick setting1 about #d-a_/b tons per longitudinal foot2 suspended weight of the boilers #if tons each1 and the weight of the boiler setting1 carried on the first floor framing1 #afj tons each4 ,the weight of structural steel used in the completed building is about #aa1jjj tons4 ,sidenote3 ,power ,house ,superstructure ,the design of the facework of the power house received the personal attention of the directors of the company1 and its character and the class of materials to be employed were carefully considered4 ,the influence of the design on the future value of the property and the condition of the environment in general were studied1 together with the factors relating to the future ownership of the plant by the city4 ,several plans were taken up looking to the construction of a power house of massive and simple design1 but it was finally decided to adopt an ornate style of treatment by which the structure would be rendered architecturally attractive and in harmony with the recent tendencies of municipal and city improvements from an architectural standpoint4 ,at the initial stage of the power house design ,mr4 ,stanford ,white1 of the firm of ,mc,kim1 ,mead ,white1 of ,new ,york1 volunteered his services to the company as an adviser on the matter of the design of the facework1 and1 as his offer was accepted1 his connection with the work has resulted in the development of the present exterior design and the selection of the materials used4 ,the ,eleventh ,avenue faade is the most elaborately treated1 but the scheme of the main faade is carried along both the #ehth and #eith ,street fronts4 ,the westerly end of the structure1 facing the river1 may ultimately be removed in case the power house is extended to the ,twelfth ,avenue building line for the reception of fourteen generating equipments2 and for this reason this wall is designed plainly of less costly material4 ,the general style of the facework is what may be called ,french ,renaissance1 and the color scheme has1 therefore1 been made rather light in character4 ,the base of the exterior walls has been finished with cut granite up to the water table1 above which they have been laid up with a light colored buff pressed brick4 ,this brick has been enriched by the use of similarly colored terra-cotta1 which appears in the pilasters1 about the windows1 in the several entablatures1 and in the cornice and parapet work4 ,the ,eleventh ,avenue faade is further enriched by marble medallions1 framed with terra-cotta1 and by a title panel directly over the front of the structure4 ,the main entrance to the structure is situated at its northeast corner1 and1 as the railroad track passes along just inside the building1 the entrance proper is the doorway immediately beyond the track1 and opens into the entrance lobby4 ,the doorway is trimmed with cut granite and the lobby is finished with a marble wainscoting4 ,the interior of the operating room is faced with a light1 cream-colored pressed brick with an enameled brick wainscoting1 eight feet high1 extending around the entire operating area2 the wainscoting is white except for a brown border and base4 ,the offices1 the toilets and locker rooms are finished and fitted with materials in harmony with the high-class character of the building4 ,the masonry-floor construction consists of concrete reinforced with expanded metal1 and except where iron or other floor plates are used1 or where tile or special flooring is laid1 the floor is covered with a hard cement granolithic finish4 ,in the design of the interior arrangements1 the value of a generous supply of stairways was appreciated1 in order that all parts of the structure might be made readily accessible1 especially in the boiler house section4 ,in the boiler house and machinery portion of the plant the stairways1 railings1 and accessories are plainly but strongly constructed4 ,the main stairways are1 however1 of somewhat ornate design1 with marble and other trim work1 and the railings of the main gallery construction are likewise of ornate treatment4 ,all exterior doors and trim are of metal and all interior carpenter work is done with ,kalomein iron protection1 so that the building1 in its strictest sense1 will contain no combustible material4 ,sidenote3 ,chimneys ,the complete #ab-unit power house will have six chimneys1 spaced #ajh feet apart on the longitudinal center line of the boiler room1 each chimney being #ae feet in inside diameter at the top1 which is #bbe feet above the grate bars4 ,each will serve the twelve boilers included in the section of which it is the center1 these boilers having an aggregate of #gb1jjj square feet of heating surface4 ,by these dimensions each chimney has a fair surplus capacity1 and it is calculated that1 with economizers in the path of the furnace gases1 there will be sufficient draft to meet a demand slightly above the normal rating of the boilers4 ,to provide for overload capacity1 as may be demanded by future conditions1 a forced draft system will be supplied1 as described later4 ,as previously stated1 the chimneys are all supported upon the steel structure of the building at an elevation of #gf feet above the basement floor and #fc feet above the grates4 ,the supporting platforms are1 in each case1 carried on six of the building columns 7the three front columns of two groups of boilers on opposite sides of the center aisle of the boiler room71 and each platform is composed of single-web plate girders1 well braced and surmounted by a grillage of #bj-;inch ,i-beams4 ,the grillage is filled solidly with concrete and flushed smooth on top to receive the brickwork of the chimney4 ,each chimney is #afb feet in total height of brickwork above the top of the supporting platform1 and each chimney is #bc feet square in the outside dimension at the base1 changing to an octagonal form at a point #ad feet #c inches above the base4 ,this octagonal form is carried to a height of #cb feet #f inches above the base1 at which point the circular section of radial brick begins4 ,the octagonal base of the chimney is of hard-burned red brick three feet in thickness between the side of the octagon and the interior circular section4 ,the brick work is started from the top of the grillage platform with a steel channel curb1 three feet in depth1 through which two lines of steel rods are run in each direction1 thus binding together the first three feet of brickwork1 and designed to prevent any flaking at the outside4 ,at a level of three feet above the bottom of the brickwork1 a layer of water-proofing is placed over the interior area and covered with two courses of brick1 upon which are built diagonal brick walls1 #d inches thick1 #ab inches apart1 and about #ah inches in height4 ,these walls are themselves perforated at intervals1 and the whole is covered with hand-burned terra-cotta blocks1 thus forming a cellular air space1 which communicates with the exterior air and serves as an insulation against heat for the steelwork beneath4 ,a single layer of firebrick completes the flooring of the interior area1 which is also flush with the bottom of the flue openings4 ,there are two flue openings1 diametrically opposite1 and #f feet wide by #ag feet high to the crown of the arched top4 ,they are lined with fire brick1 which joins the fire-brick lining of the interior of the shaft1 this latter being bonded to the red-brick walls to a point #f feet below the top of the octagon1 and extended above for a height of #ad feet within the circular shaft1 as an inner shell4 ,the usual baffle wall is provided of fire brick1 #ac inches thick1 extending diagonally across the chimney1 and #d feet above the tops of the flue openings4 ,where the chimney passes through the roof of the boiler house1 a steel plate and angle curb1 which clears the chimney by #f inches at all points1 is provided in connection with the roof framing4 ,this is covered by a hood flashed into the brickwork1 so that the roof has no connection with or bearing upon the chimney4 ,at a point #d feet #f inches below the cap of the chimney the brickwork is corbeled out for several courses1 forming a ledge1 around the outside of which is placed a wrought-iron railing1 thus forming a walkway around the circumference of the chimney top4 ,the cap is of cast iron1 surmounted by eight #c x #a-;inch wrought-iron ribs1 bent over the outlet and with pointed ends gathered together at the center4 ,the lightning conductors are carried down the outside of the shaft to the roof and thence to the ground outside of the building4 ,galvanized iron ladder rungs were built in the brickwork1 for ladders both inside and outside the shaft4 ,the chimneys1 except for the octagonal red-brick base1 are constructed of the radial perforated bricks4 ,the lightning rods are tipped with pointed platinum points about #ah inches long4 ,sidenote3 ,north ,river ,pier ,exceptional facilities have been provided for the unloading of coal from vessels1 or barges1 which can be brought to the northerly side of the recently constructed pier at the foot of ,west #ehth ,street4 ,the pier was specially built by the ,department of ,docks and ,ferries and is #gjj feet long and #fj feet wide4 ,the pier construction includes a special river wall across #ehth ,street at the bulkhead line through which the condensing water will be taken from and returned to the river4 ,immediately outside the river wall and beneath the deck of the pier1 there is a system of screens through which the intake water is passed4 ,on each side where the water enters the screen chamber1 is a heavy steel grillage2 inside this is a system of fine screens arranged so that the several screens can be raised1 by a special machine1 for the purpose of cleaning4 ,the advantages of a well-designed screening outfit has been appreciated1 and considerable care has been exercised to make it as reliable and effective as possible4 ,at each side of the center of the pier1 just below the deck1 there are two discharge water conduits constructed of heavy timber1 to conduct the warm water from the condensers away from the cold water intakes at the screens4 ,two water conduits are employed1 in order that one may be repaired or renewed while using the other2 in fact1 the entire pier is constructed with the view of renewal without interference in the operation for which it was provided4 ,,chapter ,,iv ,,power ,,plant ,,from ,,coal ,,pile ,,to ,,shafts ,,of ,,engines ,,and ,,turbines ,from the minute and specific description in ,chapter ,,iii1 a clear idea will have been obtained of the power house building and its adjuncts1 as well as of the features which not only go to make it an architectural landmark1 but which adapt it specifically for the vital function that it is called upon to perform4 ,we now come to a review and detailed description of the power plant equipment in its general relation to the building1 and follow the power through from the coal pile to the shafts of the engines or steam turbines attached to the dynamos which generate current for power and for light4 ,sidenote3 ,coal and ,ash ,handling ,equipment ,the elements of the coal handling equipment comprise a movable electric hoisting tower with crushing and weighing apparatus--a system of horizontal belt conveyors1 with #cj-;inch belts1 to carry the crushed and weighed coal along the dock and thence by tunnel underground to the southwest corner of the power house2 a system of #cj-;inch belt conveyors to elevate the coal a distance of #aaj feet to the top of the boiler house1 at the rate of #bej tons per hour or more1 if so desired1 and a system of #bj-;inch belt conveyors to distribute it horizontally over the coal bunkers4 ,these conveyors have automatic self reversing trippers1 which distribute the coal evenly in the bunkers4 ,for handling different grades of coal1 distributing conveyors are arranged underneath the bunkers for delivering the coal from a particular bunker through gates to the downtake hoppers in front of the boilers1 as hereafter described4 ,the equipment for removing ashes from the boiler room basement and for storing and delivering the ashes to barges1 comprises the following elements3 ,a system of tracks1 #bd inches gauge1 extending under the ash-hopper gates in the boiler-house cellar and extending to an elevated storage bunker at the water front4 ,the rolling stock consists of #bd steel cars of #b tons capacity1 having gable bottoms and side dumping doors4 ,each car has two four-wheel pivoted trucks with springs4 ,motive power is supplied by an electric storage battery locomotive4 ,the cars deliver the ashes to an elevating belt conveyor1 which fills the ash bunker4 ,this will contain #a1jjj tons1 and is built of steel with a suspension bottom lined with concrete4 ,for delivering stored ashes to barges1 a collecting belt extends longitudinally under the pocket1 being fed by eight gates4 ,it delivers ashes to a loading belt conveyor1 the outboard end of which is hinged so as to vary the height of delivery and to fold up inside the wharf line when not in use4 ,the coal handling system in question was adopted because any serious interruption of service would be of short duration1 as any belt1 or part of the belt mechanism1 could quickly be repaired or replaced4 ,the system also possessed advantages with respect to the automatic even distribution of coal in the bunkers1 by means of the self reversing trippers4 ,these derive their power from the conveying belts4 ,each conveyor has a rotary cleaning brush to cleanse the belt before it reaches the driving pulley and they are all driven by induction motors4 ,the tower frame and boom are steel4 ,the tower rolls on two rails along the dock and is self-propelling4 ,the lift is unusually short2 for the reason that the weighing apparatus is removed horizontally to one side in a separate house1 instead of lying vertically below the crusher4 ,this arrangement reduces by #dj per cent4 the lift of the bucket1 which is of the clam-shell type of forty-four cubic feet capacity4 ,the motive power for operating the bucket is perhaps the most massive and powerful ever installed for such service4 ,the main hoist is directly connected to a #bjj horse-power motor with a special system of control4 ,the trolley engine for hauling the bucket along the boom is also direct coupled to a multipolar motor4 ,the receiving hopper has a large throat1 and a steel grizzly in it which sorts out coal small enough for the stokers and bypasses it around the crusher4 ,the crusher is of the two-roll type1 with relieving springs1 and is operated by a motor1 which is also used for propelling the tower4 ,the coal is weighed in duplex two-ton hoppers4 ,special attention has been given to providing for the comfort and safety of the operators4 ,the cabs have baywindow fronts1 to enable the men to have an unobstructed view of the bucket at all times without peering through slots in the floor4 ,walks and hand lines are provided on both sides of the boom for safe inspection4 ,the running ropes pass through hardwood slides1 which cover the slots in the engine house roof to exclude rain and snow4 ,this type of motive power was selected in preference to trolley locomotives for moving the ash cars1 owing to the rapid destruction of overhead lines and rail bonds by the action of ashes and water4 ,the locomotive consists of two units1 each of which has four driving wheels1 and carries its own motor and battery4 ,the use of two units allows the locomotive to round curves with very small overhangs1 as compared with a single-body locomotive4 ,curves of #ab feet radius can be turned with ease4 ,the gross weight of the locomotive is about five tons1 all of which is available for traction4 ,sidenote3 ,coal ,downtakes ,the coal from the coal bunkers is allowed to flow down into the boiler room through two rows of downtakes1 one on each side of the central gangway or firing place4 ,each bunker has eight cast-iron outlets1 four on each side1 and to these outlets are bolted gate valves for shutting off the coal from the corresponding downtakes4 ,from these gates the downtakes lead to hoppers which are on the economizer floor1 and from these hoppers the lower sets of downtakes extend down to the boilers4 ,just above the hoppers on the economizer floor the coal downtakes are provided with valves and chutes to feed the coal1 either into the hopper or into the distributing flight conveyor alongside of it4 ,these distributing conveyors1 one corresponding with each row of downtakes1 permits the feeding of coal from any bunker or bunkers to all the boilers when desired4 ,they are the ordinary type of flight conveyor1 capable of running in either direction and provided with gates in the bottom of the trough for feeding into the several above mentioned hoppers4 ,in order to eliminate the stresses that would develop in a conveyor of the full length of the building1 the conveyors are of half the entire length1 with electric driving engines in the center of each continuous line4 ,the installation of this conveyor system1 in connection with the coal downtakes1 makes it possible to carry a high-grade coal in some of the bunkers for use during periods of heavy load and a cheaper grade in other bunkers for the periods of light load4 ,to provide means for shutting off the coal supply to each boiler1 a small hopper is placed just over each boiler1 and the downtake feeding into it is provided with a gate at its lower end4 ,two vertical downtakes extend down from the boiler hopper to the boiler room floor or to the stokers1 as the case may be1 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 tubes4 ,illustration3 ,,west ,,end ,,power ,,house ,,in ,,course ,,of ,,erection ,wherever the direction of flow of the coal is changed1 poke holes are provided in the downtakes to enable the firemen to break any arching tendency of the coal in the downtakes4 ,all parts of the downtakes are of cast iron1 except the vertical parts in front of the boilers1 which are of wrought-iron pipe4 ,these vertical downtakes are #aj inches in inside diameter1 while all others are #ad inches in inside diameter4 ,sidenote3 ,main ,boiler ,room ,the main boiler room is designed to receive ultimately seventy-two safety water tube three drum boilers1 each having #f1jjh square feet of effective heating surface1 by which the aggregate heating surface of the boiler room will be #dcb1egf square feet4 ,there are fifty-two boilers erected in pairs1 or batteries1 and between each battery is a passageway five feet wide4 ,the boilers are designed for a working steam pressure of #bbe pounds per square inch and for a hydraulic test pressure of #cjj pounds per square inch4 ,each boiler is provided with twenty-one vertical water tube sections1 and each section is fourteen tubes high4 ,the tubes are of lap welded1 charcoal iron1 #d inches in diameter and #ah feet long4 ,the drums are #db inches in diameter and #bc feet and #aj inches long4 ,all parts are of open-hearth steel2 the shell plates are #i_/af of an inch thick and the drum head plates #aa_/af inch1 and in this respect the thickness of material employed is slightly in excess of standard practice4 ,another advance on standard practice is in the riveting of the circular seams1 these being lap-jointed and double riveted4 ,all longitudinal seams are butt-strapped1 inside and outside1 and secured by six rows of rivets4 ,manholes are only provided for the front heads1 and each front head is provided with a special heavy bronze pad1 for making connection to the stop and check feed water valve4 ,illustration3 ,,operating ,,room ,,showing ,,condensers--,,power ,,house ,the setting of the boiler embodies several special features which are new in boiler erection4 ,the boilers are set higher up from the floor than in standard practice1 the center of the drums being #ai feet above the floor line4 ,this feature provides a higher combustion chamber1 for either hand-fired grates or automatic stokers2 and for inclined grate stokers the fire is carried well up above the supporting girders under the side walls1 so that these girders will not be heated by proximity to the fire4 ,as regards the masonry setting1 practically the entire inside surface exposed to the hot gases is lined with a high grade of fire brick4 ,the back of the setting1 where the rear cleaning is done1 is provided with a sliding floor plate1 which is used when the upper tubes are being cleaned4 ,there is also a door at the floor line and another at a higher level for light and ventilation when cleaning4 ,over the tubes arrangements have been made for the reception of superheating apparatus without changing the brickwork4 ,where the brick walls are constructed1 at each side of the building columns at the front1 cast-iron plates are erected to a height of #h feet on each side of the column4 ,an air space is provided between each cast-iron plate and the column1 which is accessible for cleaning from the boiler front2 the object of the plates and air space being to prevent the transmission of heat to the steel columns4 ,an additional feature of the boiler setting consists in the employment of a soot hopper1 back of each bridge wall1 by which the soot can be discharged into ash cars in the basement4 ,the main ash hoppers are constructed of #a_/b-;inch steel plate1 the design being a double inverted pyramid with an ash gate at each inverted apex4 ,the hoppers are well provided with stiffening angles and tees1 and the capacity of each is about #hj cubic feet4 ,in front of all the boilers is a continuous platform of open-work cast-iron plates1 laid on steel beams1 the level of the platform being #h feet above the main floor4 ,the platform connects across the firing area1 opposite the walk between the batteries1 and at these points this platform is carried between the boiler settings4 ,at the rear of the northerly row of boilers the platform runs along the partition wall1 between the boiler house and operating room and at intervals doorways are provided which open into the pump area4 ,the level of the platform is even with that of the main operating room floor1 so that it may be freely used by the water tenders and by the operating engineers without being obstructed by the firemen or their tools4 ,the platform in front of the boilers will also be used for cleaning purposes1 and1 in this respect1 it will do away with the unsightly and objectionable scaffolds usually employed for this work4 ,the water tenders will also be brought nearer to the water columns than when operating on the main floor4 ,the feed-water valves will be regulated from the platform1 as well as the speed of the boiler-feed pumps4 ,following ,european practice1 each boiler is provided with two water columns1 one on each outside drum1 and each boiler will have one steam gauge above the platform for the water tenders and one below the platform for the firemen4 ,the stop and check valves on each boiler drum have been made specially heavy for the requirements of this power house1 and this special increase of weight has been applied to all the several minor boiler fittings4 ,hand-fired grates of the shaking pattern have been furnished for thirty-six boilers1 and for each of these grates a special lower front has been constructed4 ,these fronts are of sheet steel1 and the coal passes down to the floor through two steel buckstays which have been enlarged for the purpose4 ,there are three firing doors and the sill of each door is #cf inches above the floor4 ,the gate area of the hand-fired grates is #ajj square feet1 being #h feet deep by #ab feet #f inches wide4 ,the twelve boilers1 which will receive coal from the coal bunker located between the fourth and fifth chimneys1 have been furnished with automatic stokers4 ,it is proposed to employ superheaters to the entire boiler plant4 ,the boiler-room ceiling has been made especially high1 and in this respect the room differs from most power houses of similar construction4 ,the distance from the floor to the ceiling is #ce feet1 and from the floor plates over the boilers to the ceiling is #ac feet4 ,over each boiler is an opening to the economizer floor above1 covered with an iron grating4 ,the height of the room1 as well as the feature of these openings1 and the stairway wells and with the large extent of window opening in the south wall1 will make the room light and especially well ventilated4 ,under these conditions the intense heat usually encountered over boilers will largely be obviated4 ,in addition to making provisions for the air to escape from the upper part of the boiler room1 arrangements have been provided for allowing the air to enter at the bottom4 ,this inflow of air will take place through the southerly row of basement windows1 which extend above the boiler room floor1 and through the wrought-iron open-work floor construction extending along in the rear of the northerly row of boilers4 ,a noteworthy feature of the boiler room is the #aj-ton hand-power crane1 which travels along in the central aisle through the entire length of the structure4 ,this crane is used for erection and for heavy repair1 and its use has greatly assisted the speedy assembling of the boiler plant4 ,sidenote3 ,blowers and ,air ,ducts ,in order to burn the finer grades of anthracite coal in sufficient quantities to obtain boiler rating with the hand-fired grates1 and in order to secure a large excess over boiler rating with other coals1 a system of blowers and air ducts has been provided in the basement under the boilers4 ,one blower is selected for every three boilers1 with arrangements for supplying all six boilers from one blower4 ,the blowers are #aa feet high above the floor and #e feet #f inches wide at the floor line4 ,each blower is direct-connected to a two crank #g-a_/b x #ac x #f-a_/b-;inch upright1 automatic1 compound1 steam engine of the self-enclosed type1 and is to provide a sufficient amount of air to burn #aj1jjj pounds of combustible per hour with #b inches of water pressure in the ash pits4 ,sidenote3 ,smoke ,flues and ,economizers ,the smoke flue and economizer construction throughout the building is of uniform design1 or1 in other words1 the smoke flue and economizer system for one chimney is identical with that for every other chimney4 ,in each case1 the system is symmetrically arranged about its respective chimney1 as can be seen by reference to the plans4 ,the twelve boilers for each chimney are each provided with two round smoke uptakes1 which carry the products of combustion upward to the main smoke flue system on the economizer floor4 ,a main smoke flue is provided for each group of three boilers1 and each pair of main smoke flues join together on the center line of the chimney1 where in each case one common flue carries the gases into the side of the chimney4 ,the two common flues last mentioned enter at opposite sides of the chimney4 ,the main flues are arranged and fitted with dampers1 so that the gases can pass directly to the chimney1 or else they can be diverted through the economizers and thence reach the chimney4 ,the uptakes from each boiler are constructed of #c_/h-;inch plate and each is lined with radial hollow brick #d inches thick4 ,each is provided with a damper which operates on a shaft turning in roller bearings4 ,the uptakes rest on iron beams at the bottom1 and at the top1 where they join the main flue1 means are provided to take up expansion and contraction4 ,the main flue1 which rests on the economizer floor1 is what might be called a steel box1 constructed of #c_/h-;inch plate1 #f feet #d inches wide and #ac feet high4 ,the bottom is lined with brick laid flat and the sides with brick walls #h inches thick1 and the top is formed of brick arches sprung between4 ,sidenote3 ,steam ,piping ,the sectional plan adopted for the power house has made a uniform and simple arrangement of steam piping possible1 with the piping for each section1 except that of the turbine bay1 identical with that for every other section4 ,starting with the six boilers for one main engine1 the steam piping may be described as follows3 ,a cross-over pipe is erected on each boiler1 by means of which and a combination of valves and fittings the steam may be passed through the superheater4 ,in the delivery from each boiler there is a quick-closing #i-;inch valve1 which can be closed from the boiler room floor by hand or from a distant point individually or in groups of six4 ,risers with #i-;inch wrought-iron goose necks connect each boiler to the steam main1 where #i-;inch angle valves are inserted in each boiler connection4 ,these valves can be closed from the platform over the boilers1 and are grouped three over one set of three boilers and three over the opposite set4 ,the main from the six boilers is carried directly across the boiler house in a straight line to a point in the pipe area where it rises to connect to the two #ad-;inch steam downtakes to the engine throttles4 ,at this point the steam can also be led downward to a manifold to which the compensating tie lines are connected4 ,these compensating lines are run lengthwise through the power house for the purpose of joining the systems together1 as desired4 ,the two downtakes to the engine throttles drop to the basement1 where each1 through a goose neck1 delivers into a receiver and separating tank and from the tank through a second goose neck into the corresponding throttle4 ,a quick-closing valve appears at the point where the #ag-;inch pipe divides into the two #ad-;inch downtakes and a similar valve is provided at the point where the main connects to the manifold4 ,the first valve will close the steam to the engine and the second will control the flow of steam to and from the manifold4 ,these valves can be operated by hand from a platform located on the wall inside the engine room1 or they can be closed from a distant point by hydraulic apparatus4 ,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 system4 ,the pipe area containing1 as mentioned1 the various valves described1 together with the manifolds and compensating pipes1 is divided by means of cross-walls into sections corresponding to each pair of main engines4 ,each section is thus separated from those adjoining1 so that any escape of steam in one section can be localized and1 by means of the quick-closing valves1 the piping for the corresponding pair of main engines can be disconnected from the rest of the power house4 ,illustration3 ,,view ,,from ,,top ,,of ,,chimney ,,showing ,,water ,,frontage--,,power ,,house ,all cast iron used in the fittings is called air-furnace iron1 which is a semi-steel and tougher than ordinary iron4 ,all line and bent pipe is of wrought iron1 and the flanges are loose and made of wrought steel4 ,the shell of the pipe is bent over the face of the flange4 ,all the joints in the main steam line1 above #b-a_/b inches in size1 are ground joints1 metal to metal1 no gaskets being used4 ,unlike the flanges ordinarily used in this country1 special extra strong proportions have been adopted1 and it may be said that all flanges and bolts used are #ej per cent4 heavier than the so-called extra heavy proportions used in this country4 ,sidenote3 ,water ,piping ,the feed water will enter the building at three points1 the largest water service being #ab inches in diameter1 which enters the structure at its southeast corner4 ,the water first passes through fish traps and thence through meters1 and from them to the main reservoir tanks1 arranged along the center of the boiler house basement4 ,the water is allowed to flow into each tank by means of an automatic float valve4 ,the water will be partly heated in these reservoir tanks by means of hot water discharged from high-pressure steam traps4 ,in this way the heat contained in the drainage from the high-pressure steam is1 for the most part1 returned to the boilers4 ,from the reservoir tanks the water is conducted to the feed-water pumps1 by which it is discharged through feed-water heaters where it is further heated by the exhaust steam from the condensing and feed-water pumps4 ,from the feed-water heaters the water will be carried direct to the boilers2 or through the economizer system to be further heated by the waste gases from the boilers4 ,illustration3 ,,portion ,,of ,,main ,,steam ,,piping ,,in ,,pipe ,,area ,like the steam-pipe system1 the feed-water piping is laid out on the sectional plan1 the piping for the several sections being identical1 except for the connections from the street service to the reservoir tanks4 ,the feed-water piping is constructed wholly of cast iron1 except the piping above the floor line to the boilers1 which is of extra heavy semi-annealed brass with extra heavy cast-iron fittings4 ,sidenote3 ,engine and ,turbine ,equipment ,the engine and turbine equipment under contract embraces nine #h1jjj to #aa1jjj horse power main engines1 direct-connected to #e1jjj kilowatt generators1 three steam turbines1 direct-connected to #a1hge kilowatt lighting generators and two #djj horse power engines1 direct-connected to #bej kilowatt exciter generators4 ,sidenote3 ,main ,engines ,the main engines are similar in type to those installed in the #gdth ,street power house of the ,manhattan ,division of the ,interborough ,rapid ,transit ,company1 i4 e41 each consists of two component compound engines1 both connected to a common shaft1 with the generator placed between the two component engines4 ,the type of engine is now well known and will not be described in detail1 but as a comparison of various dimensions and features of the ,manhattan and ,rapid ,transit engines may be of interest1 the accompanying tabulation is submitted3 ,manhattan4 ,rapid ,transit4 ,diameter of high-pressure cylinders1 inches1 #dd #db ,diameter of low-pressure cylinders1 inches1 #hh #hf ,stroke1 inches1 #fj #fj ,speed1 revolutions per minute1 #ge #ge ,steam pressure at throttle1 pounds1 #aej #age ,indicated horse power at best efficiency1 #g1ejj #g1ejj ,diameter of low-pressure piston rods1 inches1 #h #aj ,diameter of high-pressure piston rods1 inches1 #h #aj ,diameter of crank pin1 inches1 #ah #bj ,length of crank pin1 inches1 #ah #ah ,double ,ported ,single ,ported ,type of ,low-,pressure ,valves4 ,corliss ,corliss ,type of ,high-,pressure ,valves4 ,corliss ,poppet ,type ,diameter of shaft in journals1 inches1 #cd #cd ,length of journals1 inches1 #fj #fj ,diameter of shaft in hub of revolving element1 inches #cg-a_/af #cg-a_/af ,the guarantees under which the main engines are being furnished1 and which will govern their acceptance by the purchaser1 are in substance as follows3 ,first4 ,the engine will be capable of operating continuously when indicating #aa1jjj horse power with #age lbs4 of steam pressure1 a speed of #ge revolutions and a #bf-;inch vacuum without normal wear1 jar1 noise1 or other objectionable results4 ,second4 ,it will be suitably proportioned to withstand in a serviceable manner all sudden fluctuations of load as are usual and incidental to the generation of electrical energy for railway purposes4 ,third4 ,it will be capable of operating with an atmospheric exhaust with two pounds back pressure at the low pressure cylinders1 and when so operating1 will fulfill all the operating requirements1 except as to economy and capacity4 ,fourth4 ,it will be proportioned so that when occasion shall require it can be operated with a steam pressure at the throttles of #bjj pounds above atmospheric pressure under the before mentioned conditions of the speed and vacuum4 ,fifth4 ,it will be proportioned so that it can be operated with steam pressure at the throttle of #bjj pounds above atmospheric pressure under the before mentioned condition as to speed when exhausting in the atmosphere4 ,sixth4 ,the engine will operate successfully with a steam pressure at the throttle of #age pounds above atmosphere1 should the temperature of the steam be maintained at the throttle at from #dej to #ejj degrees ,fahr4 ,seventh4 ,it will not require more than #ab-a_/d pounds of dry steam per indicated horse power per hour1 when indicating #g1ejj horse power at #ge revolutions per minute1 when the vacuum of #bf inches at the low pressure cylinders1 with a steam pressure at the throttle of #age pounds and with saturated steam at the normal temperature due to its pressure4 ,the guarantee includes all of the steam used by the engine or by the jackets or reheater4 ,the new features contained within the engine construction are principally3 ,first1 the novel construction of the high-pressure cylinders1 by which only a small strain is transmitted through the valve chamber between the cylinder and the slide-surface casting4 ,this is accomplished by employing heavy bolts1 which bolt the shell of the cylinder casting to the slide-surface casting1 said bolts being carried past and outside the valve chamber4 ,second1 the use of poppet valves1 which are operated in a very simple manner from a wrist plate on the side of the cylinder1 the connections from the valves to the wrist plate and the connections from the wrist plate to the eccentric being similar to the parts usually employed for the operation of ,corliss valves4 ,unlike the ,manhattan engines1 the main steam pipes are carried to the high-pressure cylinders under the floor and not above it4 ,another modification consists in the use of an adjustable strap for the crank-pin boxes instead of the marine style of construction at the crank-pin end of the connecting rod4 ,the weight of the revolving field is about #cce1jjj pounds1 which gives a flywheel effect of about #cej1jjj pounds at a radius of gyration of #aa feet1 and with this flywheel inertia the engine is designed so that any point on the revolving element shall not1 in operation1 lag behind nor forge ahead of the position that it would have if the speed were absolutely uniform1 by an amount greater than one-eighth of a natural degree4 ,sidenote3 ,turbo-,generators ,arrangements have been made for the erection of four turbo generators1 but only three have been ordered4 ,they are of the multiple expansion parallel flow type1 consisting of two turbines arranged tandem compound4 ,when operating at full load each of the two turbines1 comprising one unit1 will develop approximately equal power for direct connection to an alternator giving #g1bjj alternations per minute at #aa1jjj volts and at a speed of #a1bjj revolutions per minute4 ,each unit will have a normal output of #a1gjj electrical horse power with a steam pressure of #age pounds at the throttle and a vacuum in the exhaust pipe of #bg inches1 measured by a mercury column and referred to a barometric pressure of #cj inches4 ,the turbine is guaranteed to operate satisfactorily with steam superheated to #dej degrees ,fahrenheit4 ,the economy guaranteed under the foregoing conditions as to initial and terminal pressure and speed is as follows3 ,full load of #a1bej kilowatts1 #ae4g pounds of steam per electrical horse-power hour2 three-quarter load1 #icg-a_/b kilowatts1 #af4f pounds per electrical horse-power hour2 one-half load1 #fbe kilowatts1 #ah4c pounds2 and one-quarter load1 #cab-a_/b kilowatts1 #bc4b pounds4 ,when operating under the conditions of speed and steam pressure mentioned1 but with a pressure in the exhaust pipe of #bg inches vacuum by mercury column 7referred to #cj inches barometer71 and with steam at the throttle superheated #ge degrees ,fahrenheit above the temperature of saturated steam at that pressure1 the guaranteed steam consumption is as follows3 ,full load1 #a1bej kilowatts1 #ac4h pounds per electrical horse-power hour2 three-quarter load1 #icg-a_/b kilowatts1 #ad4f pounds2 one-half load1 #fbe kilowatts1 #af4b pounds2 and one-quarter load1 #cab-a_/b kilowatts1 #bj4h pounds4 ,sidenote3 ,exciter ,engines ,the two exciter engines are each direct connected to a #bej kilowatt direct current generator4 ,each engine is a vertical quarter-crank compound engine with a #ag-;inch high pressure cylinder and a #bg-;inch low-pressure cylinder with a common #bd-;inch stroke4 ,the engines will be non-condensing1 for the reason that extreme reliability is desired at the expense of some economy4 ,they will operate at best efficiency when indicating #djj horse power at a speed of #aej revolutions per minute with a steam pressure of #age pounds at the throttle4 ,each engine will have a maximum of #fjj indicated horse power4 ,sidenote3 ,condensing ,equipment ,each engine unit is supplied with its own condenser equipment1 consisting of two barometric condensing chambers1 each attached as closely as possible to its respective low-pressure cylinder4 ,for each engine also is provided a vertical circulating pump along with a vacuum pump and1 for the sake of flexibility1 the pumps are cross connected with those of other engines and can be used interchangeably4 ,the circulating pumps are vertical1 cross compound pumping engines with outside packed plungers4 ,their foundations are upon the basement floor level and the steam cylinders extend above the engine-room floor2 the starting valves and control of speed is therefore entirely under the supervision of the engineer4 ,each pump has a normal capacity of #aj1jjj1jjj gallons of water per day1 so that the total pumping capacity of all the pumps is #abj1jjj1jjj gallons per day4 ,while the head against which these pumps will be required to work1 when assisted by the vacuum in the condenser1 is much less than the total lift from low tide water to the entrance into the condensing chambers1 they are so designed as to be ready to deliver the full quantity the full height1 if for any reason the assistance of the vacuum should be lost or not available at times of starting up4 ,a temporary overload can but reduce the vacuum only for a short time and the fluctuations of the tide1 or even a complete loss of vacuum cannot interfere with the constant supply of water1 the governor simply admitting to the cylinders the proper amount of steam to do the work4 ,the high-pressure steam cylinder is #aj inches in diameter and the low-pressure is #bj inches2 the two double-acting water plungers are each #bj inches in diameter1 and the stroke is #cj inches for all4 ,the water ends are composition fitted for salt water and have valve decks and plungers entirely of that material4 ,illustration3 ,,coal ,,unloading ,,tower ,,on ,,west #eh,,th ,,street ,,pier ,the dry vacuum pumps are of the vertical form1 and each is located alongside of the corresponding circulating pump4 ,the steam cylinders also project above the engine-room floor4 ,the vacuum cylinder is immediately below the steam cylinder and has a valve that is mechanically operated by an eccentric on the shaft4 ,these pumps are of the close-clearance type1 and1 while controlled by a governor1 can be changed in speed while running to any determined rate4 ,sidenote3 ,exhaust ,piping ,from each atmospheric exhaust valve1 which is direct-connected to the condensing chamber at each low-pressure cylinder1 is run downward a #cj-;inch riveted-steel exhaust pipe4 ,at a point just under the engine-room floor the exhaust pipe is carried horizontally around the engine foundations1 the two from each pair of engines uniting in a #dj-;inch riser to the roof4 ,this riser is between the pair of engines and back of the high-pressure cylinder1 thus passing through the so-called pipe area1 where it also receives exhaust steam from the pump auxiliaries4 ,at the roof the #dj-;inch riser is run into a #dh-;inch stand pipe4 ,this is capped with an exhaust head1 the top of which is #ce feet above the roof4 ,all the exhaust piping #cj inches in diameter and over is longitudinally riveted steel with cast-iron flanges riveted on to it4 ,expansion joints are provided where necessary to relieve the piping from the strains due to expansion and contraction1 and where the joints are located near the engine and generator they are of corrugated copper4 ,the expansion joints in the #dj-;inch risers above the pipe area are ordinarily packed slip joints4 ,the exhaust piping from the auxiliaries is carried directly up into the pipe area1 where it is connected with a feed-water heater1 with means for by-passing the latter4 ,beyond the heater it joins the #dj-;inch riser to the roof4 ,the feed-water heaters are three-pass1 vertical1 water-tube heaters1 designed for a working water pressure of #bbe pounds per square inch4 ,the design of the atmospheric relief valve received special consideration4 ,a lever is provided to assist the valve to close1 while a dash pot prevents a too quick action in either direction4 ,sidenote3 ,compressed ,air ,the power house will be provided with a system for supplying compressed air to various points about the structure for cleaning electrical machinery and for such other purposes as may arise4 ,it will also be used for operating whistles employed for signaling4 ,the air is supplied to reservoir tanks by two vertical1 two-stage1 electric-driven air compressors4 ,sidenote3 ,oil ,system ,for the lubrication of the engines an extensive oil distributing and filtering system is provided4 ,filtered oil will be supplied under pressure from elevated storage tanks1 with a piping system leading to all the various journals4 ,the piping to the engines is constructed on a duplicate1 or crib1 system1 by which the supply of oil cannot be interrupted by a break in any one pipe4 ,the oil on leaving the engines is conducted to the filtering tanks4 ,a pumping equipment then redelivers the oil to the elevated storage tanks4 ,all piping carrying filtered oil is of brass and fittings are inserted at proper pipes to facilitate cleaning4 ,the immediate installation includes two oil filtering tanks at the easterly end of the power house1 but the completed plant contemplates the addition of two extra filtering tanks at the westerly end of the structure4 ,sidenote3 ,cranes1 ,shops1 ,etc4 ,the power house is provided with the following traveling cranes3 ,for the operating room3 ,one #fj-ton electric traveling crane and one #be-ton electric traveling crane4 ,for the area over the oil switches3 one #aj-ton hand-operated crane4 ,for the center aisle of the boiler room3 one #aj-ton hand-operated crane4 ,the span of both of the electric cranes is #gd feet #d inches and both cranes operate over the entire length of the structure4 ,the #fj-ton crane has two trolleys1 each with a lifting capacity1 for regular load1 of #ej tons4 ,each trolley is also provided with an auxiliary hoist of #aj tons capacity4 ,when loaded1 the crane can operate at the following speeds3 ,bridge1 #bjj feet per minute2 trolley1 #ajj feet per minute2 main hoist1 #aj feet per minute2 and auxiliary hoist1 #cj feet per minute4 ,the #be-ton crane is provided with one trolley1 having a lifting capacity1 for regular load1 of #be tons1 together with auxiliary hoist of #e tons4 ,when loaded1 the crane can operate at the following speeds3 bridge1 #bej feet per minute2 trolley1 #ajj feet per minute2 main hoist1 #ab feet per minute2 and auxiliary hoist1 #bh feet per minute4 ,the power house is provided with an extensive tool equipment for a repair and machine shop1 which is located on the main gallery at the northerly side of the operating room4 ,illustration3 #e1jjj ,k4 ,w4 ,,alternator--,,main ,,power ,,house ,,chapter ,v ,,system ,,of ,,electrical ,,supply ,sidenote3 ,energy from ,engine ,shaft to ,third ,rail ,the system of electrical supply chosen for the subway comprises alternating current generation and distribution1 and direct current operation of car motors4 ,four years ago1 when the engineering plans were under consideration1 the single-phase alternating current railway motor was not even in an embryonic state1 and notwithstanding the marked progress recently made in its development1 it can scarcely yet be considered to have reached a stage that would warrant any modifications in the plans adopted1 even were such modifications easily possible at the present time4 ,the comparatively limited headroom available in the subway prohibited the use of an overhead system of conductors1 and this limitation1 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 adoption of the third-rail direct current system4 ,illustration3 ,,side ,,and ,,end ,,elevations ,,of ,,alternator4 ,illustration3 ,,side ,,elevation ,,and ,,cross ,,section ,,of ,,alternator ,,with ,,part ,,cut ,,away ,,to ,,show ,,construction4 ,it being considered impracticable to predict with entire certainty the ultimate traffic conditions to be met1 the generator plant has been designed to take care of all probable traffic demands expected to arise within a year or two of the beginning of operation of the system1 while the plans permit convenient and symmetrical increase to meet the requirements of additional demand which may develop4 ,each express train will comprise five motor cars and three trail cars1 and each local train will comprise three motor cars and two trail cars4 ,the weight of each motor car with maximum live load is #hh1jjj pounds1 and the weight of each trailer car #ff1jjj pounds4 ,the plans adopted provide electric equipment at the outstart capable of operating express trains at an average speed approximating twenty-five miles per hour1 while the control system and motor units have been so chosen that higher speeds up to a limit of about thirty miles per hour can be attained by increasing the number of motor cars providing experience in operation demonstrates that such higher speeds can be obtained with safety4 ,the speed of local trains between ,city ,hall and #ifth ,street will average about #ae miles an hour1 while north of #ifth ,street on both the ,west side and ,east side branches their speed will average about #ah miles an hour1 owing to the greater average distance between local stations4 ,as the result of careful consideration of various plans1 the company's engineers recommended that all the power required for the operation of the system be generated in a single power house in the form of three-phase alternating current at #aa1jjj volts1 this current to be generated at a frequency of #be cycles per second1 and to be delivered through three-conductor cables to transformers and converters in sub-stations suitably located with reference to the track system1 the current there to be transformed and converted to direct current for delivery to the third-rail conductor at a potential of #fbe volts4 ,illustration3 ,,operating ,,gallery ,,in ,,sub-,,station ,illustration3 ,,general ,,diagram ,,of #aa1jjj ,,volt ,,circuits ,,in ,,main ,,power ,,station ,calculations based upon contemplated schedules require for traction purposes and for heating and lighting cars1 a maximum delivery of about #de1jjj kilowatts at the third rail4 ,allowing for losses in the distributing cables1 in transformers and converters1 this implies a total generating capacity of approximately #ej1jjj kilowatts1 and having in view the possibility of future extensions of the system it was decided to design and construct the power house building for the ultimate reception of eleven #e1jjj-kilowatt units for traction current in addition to the lighting sets4 ,each #e1jjj-kilowatt unit is capable of delivering during rush hours an output of #g1ejj kilowatts or approximately #aj1jjj electrical horse power and1 setting aside one unit as a reserve1 the contemplated ultimate maximum output of the power plant1 therefore1 is #ge1jjj kilowatts1 or approximately #ajj1jjj electrical horse power4 ,sidenote3 ,power ,house ,the power house is fully described elsewhere in this publication1 but it is not inappropriate to refer briefly in this place to certain considerations governing the selection of the generating unit1 and the use of engines rather than steam turbines4 ,illustration3 ,,oil ,,switches--,,main ,,power ,,station ,the #e1jjj-kilowatt generating unit was chosen because it is practically as large a unit of the direct-connected type as can be constructed by the engine builders unless more than two bearings be used--an alternative deemed inadvisable by the engineers of the company4 ,the adoption of a smaller unit would be less economical of floor space and would tend to produce extreme complication in so large an installation1 and1 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 afternoon1 would be extremely difficult to operate4 ,the experience of the ,manhattan plant has shown1 as was anticipated in the installation of less output than this1 the alternators must be put in service at intervals of twenty minutes to meet the load upon the station while it is rising to the maximum attained during rush hours4 ,after careful consideration of the possible use of steam turbines as prime-movers to drive the alternators1 the company's engineers decided in favor of reciprocating engines4 ,this decision was made three years ago and1 while the steam turbine since that time has made material progress1 those responsible for the decision are confirmed in their opinion that it was wise4 ,illustration3 ,,part ,,of ,,bus ,,bar ,,compartments--,,main ,,power ,,station ,sidenote3 ,alternators ,the alternators closely resemble those installed by the ,manhattan ,railway ,company 7now the ,manhattan division of the ,interborough ,rapid ,transit ,company7 in its plant on the ,east ,river1 between #gdth ,street and #geth ,street4 ,they differ1 however1 in having the stationary armature divided into seven castings instead of six1 and in respect to details of the armature winding4 ,they are three-phase machines1 delivering twenty-five cycle alternating currents at an effective potential of #aa1jjj volts4 ,they are #db feet in height1 the diameter of the revolving part is #cb feet1 its weight1 #ccb1jjj pounds1 and the aggregate weight of the machine1 #hhi1jjj pounds4 ,the design of the engine dynamo unit eliminates the auxiliary fly wheel generally used in the construction of large direct-connected units prior to the erection of the ,manhattan plant1 the weight and dimensions of the revolving alternator field being such with reference to the turning moment of the engine as to secure close uniformity of rotation1 while at the same time this construction results in narrowing the engine and reducing the engine shafts between bearings4 ,illustration3 ,,rear ,,view ,,of ,,bus ,,bar ,,compartments--,,main ,,power ,,station ,illustration3 ,,duct ,,line ,,across #eh,,th ,,street #cb ,,ducts ,construction of the revolving parts of the alternators is such as to secure very great strength and consequent ability to resist the tendency to burst and fly apart in case of temporary abnormal speed through accident of any kind4 ,the hub of the revolving field is of cast steel1 and the rim is carried not by the usual spokes but by two wedges of rolled steel4 ,the construction of the revolving field is illustrated on pages #ia and #ib4 ,the angular velocity of the revolving field is remarkably uniform4 ,this result is due primarily to the fact that the turning movement of the four-cylinder engine is far more uniform than is the case1 for example1 with an ordinary two-cylinder engine4 ,the large fly-wheel capacity of the rotating element of the machine also contributes materially to secure uniformity of rotation4 ,illustration3 ,,main ,,controlling ,,board ,,in ,,power ,,station ,illustration3 ,,control ,,and ,,instrument ,,board--,,main ,,power ,,station ,the alternators have forty field poles and operates at seventy-five revolutions per minute4 ,the field magnets constitute the periphery of the revolving field1 the poles and rim of the field being built up by steel plates which are dovetailed to the driving spider4 ,the heavy steel end plates are bolted together1 the laminations breaking joints in the middle of the pole4 ,the field coils are secured by copper wedges1 which are subjected to shearing strains only4 ,in the body of the poles1 at intervals of approximately three inches1 ventilating spaces are provided1 these spaces registering with corresponding air ducts in the external armature4 ,the field winding consists of copper strap on edge1 one layer deep1 with fibrous material cemented in place between turns1 the edges of the strap being exposed4 ,illustration3 ,,ducts ,,under ,,passenger ,,station ,,platform #fd ,,ducts ,the armature is stationary and exterior to the field4 ,it consists of a laminated ring with slots on its inner surface and supported by a massive external cast-iron frame4 ,the armature1 as has been noted1 comprises seven segments1 the topmost segment being in the form of a small keystone4 ,this may be removed readily1 affording access to any field coil1 which in this way may be easily removed and replaced4 ,the armature winding consists of ,u-shaped copper bars in partially closed slots4 ,there are four bars per slot and three slots per phase per pole4 ,the bars in any slot may be removed from the armature without removing the frame4 ,the alternators1 of course1 are separately excited1 the potential of the exciting current used being #bej volts4 ,as regards regulation1 the manufacturer's guarantee is that at #ajj per cent4 power factor if full rated load be thrown off the e4 m4 f4 will rise #f per cent4 with constant speed and constant excitation4 ,the guarantee as to efficiency is as follows3 ,on non-inductive load1 the alternators will have an efficiency of not less than #ij4e per cent4 at one-quarter load2 #id4ge per cent4 at one-half load2 #if4be per cent4 at three-quarters load2 #ig per cent4 at full load1 and #ig4be per cent4 at one and one-quarter load4 ,these figures refer1 of course1 to electrical efficiency1 and do not include windage and bearing friction4 ,the machines are designed to operate under their rated full load with rise of temperature not exceeding #ce degrees ,c4 after twenty-four hours4 ,illustration3 ,,three-,,conductor ,,no4 #jjj ,,cable ,,for #aa1jjj ,,volt ,,distribution ,sidenote3 ,exciters ,to supply exciting current for the fields of the alternators and to operate motors driving auxiliary apparatus1 five #bej-kilowatt direct current dynamos are provided4 ,these deliver their current at a potential of #bej volts4 ,two of them are driven by #djj horse-power engines of the marine type1 to which they are direct-connected1 while the remaining three units are direct-connected to #cfe horse-power tri-phase induction motors operating at #djj volts4 ,a storage battery capable of furnishing #c1jjj amperes for one hour is used in co-operation with the dynamos provided to excite the alternators4 ,the five direct-current dynamos are connected to the organization of switching apparatus in such a way that each unit may be connected at will either to the exciting circuits or to the circuits through which auxiliary motors are supplied4 ,the alternators for which the new ,interborough ,power ,house are designed will deliver to the bus bars #ajj1jjj electrical horse power4 ,the current delivered by these alternators reverses its direction fifty times per second and in connecting dynamos just coming into service with those already in operation the allowable difference in phase relation at the instant the circuit is completed is1 of course1 but a fraction of the fiftieth of a second4 ,where the power to be controlled is so great1 the potential so high1 and the speed requirements in respect to synchronous operation so exacting1 it is obvious that the perfection of control attained in some of our modern plants is not their least characteristic4 ,sidenote3 ,switching ,apparatus ,the switch used for the #aa1jjj volt circuits is so constructed that the circuits are made and broken under oil1 the switch being electrically operated4 ,two complete and independent sets of bus bars are used1 and the connections are such that each alternator and each feeder may be connected to either of these sets of bus bars at the will of the operator4 ,from alternators to bus bars the current passes1 first1 through the alternator switch1 and then alternatively through one or the other of two selector switches which are connected1 respectively1 to the two sets of bus bars4 ,illustration3 ,,inside ,,wall ,,of ,,tunnel ,,showing #fd ,,ducts ,provision is made for an ultimate total of twelve sub-stations1 to each of which as many as eight feeders may be installed if the development of the company's business should require that number4 ,but eight sub-stations are required at present1 and to some of these not more than three feeders each are necessary4 ,the aggregate number of feeders installed for the initial operation of the subway system is thirty-four4 ,each feeder circuit is provided with a type ,h-oil switch arranged to be open and closed at will by the operator1 and also to open automatically in the case of abnormal flow of current through the feeder4 ,the feeders are arranged in groups1 each group being supplied from a set of auxiliary bus bars1 which in turn receives its supply from one or the other of the two sets of main bus bars2 means for selection being provided as in the case of the alternator circuits by a pair of selector switches1 in this case designated as group switches4 ,the diagram on page #ic illustrates the essential features of the organization and connections of the #aa1jjj volt circuits in the power house4 ,illustration3 ,,manholes ,,in ,,side ,,wall ,,of ,,subway ,any and every switch can be opened or closed at will by the operator standing at the control board described4 ,the alternator switches are provided also with automatic overload and reversed current relays1 and the feeder switches1 as above mentioned1 are provided with automatic overload relays4 ,these overload relays have a time attachment which can be set to open the switch at the expiration of a predetermined time ranging from 4#c of a second to #e seconds4 ,illustration3 ,,converter ,,floor ,,plan ,,sub-,,station ,,no4 #ad ,the type ,h-oil switch is operated by an electric motor through the intervention of a mechanism comprising powerful springs which open and close the switch with great speed4 ,this switch when opened introduces in each of the three sides of the circuit two breaks which are in series with each other4 ,each side of the circuit is separated from the others by its location in an enclosed compartment1 the walls of which are brick and soapstone4 ,the general construction of the switch is illustrated by the photograph on page #id4 ,illustration3 ,,cross ,,section ,,sub-,,station ,,no4 #ad ,illustration3 ,,interior ,,of ,,sub-,,station ,,no4 #aa ,illustration3 ,,longitudinal ,,section ,,sub-,,station ,,no4 #ad ,like all current-carrying parts of the switches1 the bus bars are enclosed in separate compartments4 ,these are constructed of brick1 small doors for inspection and maintenance being provided opposite all points where the bus bars are supported upon insulators4 ,the photographs on pages #ie and #if are views of a part of the bus bar and switch compartments4 ,illustration3 ,,two ,,groups ,,of ,,transformers ,the oil switches and group bus bars are located upon the main floor and extend along the #eith ,street wall of the engine room a distance of about #fjj feet4 ,the main bus bars are arranged in two lines of brick compartments1 which are placed below the engine-room floor4 ,these bus bars are arranged vertically and are placed directly beneath the rows of oil switches located upon the main floor of the power house4 ,above these rows of oil switches and the group bus bars1 galleries are constructed which extend the entire length of the power house1 and upon the first of these galleries at a point opposite the middle of the power house are located the control board and instrument board1 by means of which the operator in charge regulates and directs the entire output of the plant1 maintaining a supply of power at all times adequate to the demands of the transportation service4 ,illustration3 ,,motor-,,generators ,,and ,,battery ,,board ,,for ,,control ,,circuits--,,sub-,,station ,illustration3 #a1ejj ,k4 ,w4 ,,rotary ,,converter ,sidenote3 ,the ,control ,board ,the control board is shown in the photograph on page #ig4 ,every alternator switch1 every selector switch1 every group switch1 and every feeder switch upon the main floor is here represented by a small switch4 ,the small switch is connected into a control circuit which receives its supply of energy at #aaj volts from a small motor generator set and storage battery4 ,the motors which actuate the large oil switches upon the main floor are driven by this #aaj volt control current1 and thus in the hands of the operator the control switches make or break the relatively feeble control currents1 which1 in turn1 close or open the switches in the main power circuits4 ,the control switches are systematically assembled upon the control bench board in conjunction with dummy bus bars and other apparent 7but not real7 metallic connections1 the whole constituting at all times a correct diagram of the existing connections of the main power circuits4 ,every time the operator changes a connection by opening or closing one of the main switches1 he necessarily changes his diagram so that it represents the new conditions established by opening or closing the main switch4 ,in connection with each control switch two small bull's-eye lamps are used1 one red1 to indicate that the corresponding main switch is closed1 the other green1 to indicate that it is open4 ,these lamps are lighted when the moving part of the main switch reaches approximately the end of its travel4 ,if for any reason1 therefore1 the movement of the control switch should fail to actuate the main switch1 the indicator lamp will not be lighted4 ,illustration3 ,,motor-,,generator ,,set ,,supplying ,,alternating ,,current ,,for ,,block ,,signals ,,and ,,motor-,,generator ,,starting ,,set ,the control board is divided into two parts--one for the connections of the alternators to the bus bars and the other for the connection of feeders to bus bars4 ,the drawing on page #ig shows in plain view the essential features of the control boards4 ,sidenote3 ,the ,instrument ,board ,a front view of the ,instrument ,board is shown on page #ig4 ,this board contains all indicating instruments for alternators and feeders4 ,it also carries standardizing instruments and a clock4 ,in the illustration the alternator panels are shown at the left and the feeder panels at the right4 ,for the alternator panels1 instruments of the vertical edgewise type are used4 ,each vertical row comprises the measuring instruments for an alternator4 ,beginning at the top and enumerating them in order these instruments are3 ,three ammeters1 one for each phase1 a volumeter1 an indicating wattmeter1 a power factor indicator and a field ammeter4 ,the round dial instrument shown at the bottom of each row of instruments is a three-phase recording wattmeter4 ,a panel located near the center of the board between alternator panels and feeder panels carries standard instruments used for convenient calibration of the alternator and feeder instruments4 ,provision is made on the back of the board for convenient connection of the standard instruments in series with the instruments to be compared4 ,the panel which carries the standard instruments also carries ammeters used to measure current to auxiliary circuits in the power house4 ,for the feeder board1 instruments of the round dial pattern are used1 and for each feeder a single instrument is provided1 viz41 an ammeter4 ,each vertical row comprises the ammeters belonging to the feeders which supply a given sub-station1 and from left to right these are in order sub-stations ,nos4 #aa1 #ab1 #ac1 #ad1 #ae1 #af1 #ag1 and #ah2 blank spaces are left for four additional sub-stations4 ,each horizontal row comprises the ammeter belonging to feeders which are supplied through a given group switch4 ,this arrangement in vertical and horizontal lines1 indicating respectively feeders to given sub-stations and feeders connected to the several group switches1 is intended to facilitate the work of the operator4 ,a glance down a vertical row without stopping to reach the scales of the instruments will tell him whether the feeders are dividing with approximate equality the load to a given sub-station4 ,feeders to different sub-stations usually carry different loads and1 generally speaking1 a glance along a horizontal row will convey no information of especial importance4 ,if1 however1 for any reason the operator should desire to know the approximate aggregate load upon a group of feeders this systematic arrangement of the instruments is of use4 ,illustration3 ,,switchboard ,,for ,,alternating ,,current ,,block ,,signal ,,circuits--,,in ,,sub-,,station ,illustration3 ,,exterior ,,of ,,sub-,,station ,,no4 #ah ,sidenote3 ,alternating ,current ,distribution to ,sub-,stations ,power ,house ,ducts and ,cables ,from alternators to alternator switches the #aa1jjj volt alternating currents are conveyed through single conductor cables1 insulated by oil cambric1 the thickness of the wall being #ab_/cb of an inch4 ,these conductors are installed in vitrified clay ducts4 ,from dynamo switches to bus bars and from bus bars to group and feeder switches1 vulcanized rubber insulation containing #cj per cent4 pure ,para rubber is employed4 ,the thickness of insulating wall is #i_/cb of an inch and the conductors are supported upon porcelain insulators4 ,sidenote3 ,conduit ,system for ,distribution ,from the power house to the subway at #ehth ,street and ,broadway two lines of conduit1 each comprising thirty-two ducts1 have been constructed4 ,these conduits are located on opposite sides of the street4 ,the arrangement of ducts is #h x #d1 as shown in the section on page #if4 ,illustration3 ,,exterior ,,of ,,sub-,,station ,,no4 #aa ,the location and arrangement of ducts along the line of the subway are illustrated in photographs on pages #ih and #ii1 which show respectively a section of ducts on one side of the subway1 between passenger stations1 and a section of ducts and one side of the subway1 beneath the platform of a passenger station4 ,from ,city ,hall to #ifth ,street 7except through the ,park ,avenue ,tunnel7 sixty-four ducts are provided on each side of the subway4 ,north of #ifth ,street sixty-four ducts are provided for the ,west-side lines and an equal number for the ,east-side lines4 ,between passenger stations these ducts help to form the side walls of the subway1 and are arranged thirty-two ducts high and two ducts wide4 ,beneath the platform of passenger stations the arrangement is somewhat varied because of local obstructions1 such as pipes1 sewers1 etc41 of which it was necessary to take account in the construction of the stations4 ,the plan shown on page #ih1 however1 is typical4 ,the necessity of passing the cables from the #cb x #b arrangement of ducts along the side of the tunnel to #h x #h and #af x #d arrangements of ducts beneath the passenger platforms involves serious difficulties in the proper support and protection of cables in manholes at the ends of the station platforms4 ,in order to minimize the risk of interruption of service due to possible damage to a considerable number of cables in one of these manholes1 resulting from short circuit in a single cable1 all cables except at the joints are covered with two layers of asbestos aggregating a full #a_/d-;inch in thickness4 ,this asbestos is specially prepared and is applied by wrapping the cable with two strips each #c inches in width1 the outer strip covering the line of junction between adjacent spirals of the inner strip1 the whole when in place being impregnated with a solution of silicate of soda4 ,the joints themselves are covered with two layers of asbestos held in place by steel tape applied spirally4 ,to distribute the strains upon the cables in manholes1 radical supports of various curvatures1 and made of malleable cast iron1 are used4 ,the photograph on page #ajj illustrates the arrangement of cables in one of these manholes4 ,illustration3 ,,operating ,,board--,,sub-,,station ,,no4 #aa ,in order to further diminish the risk of interruption of the service due to failure of power supply1 each sub-station south of #ifth ,street receives its alternating current from the power house through cables carried on opposite sides of the subway4 ,to protect the lead sheaths of the cables against damage by electrolysis1 rubber insulating pieces #a_/f of an inch in thickness are placed between the sheaths and the iron bracket supports in the manholes4 ,sidenote3 ,cable ,conveying ,energy from ,power ,house to ,sub-,stations ,the cables used for conveying energy from the power house to the several sub-stations aggregate approximately #aej miles in length4 ,the cable used for this purpose comprises three stranded copper conductors each of which contains nineteen wires1 and the diameter of the stranded conductor thus formed is #b_/e of an inch4 ,paper insulation is employed and the triple cable is enclosed in a lead sheath #i_/fd of an inch thick4 ,each conductor is separated from its neighbors and from the lead sheath by insulation of treated paper #g_/af of an inch in thickness4 ,the outside diameter of the cables is #b-e_/h inches1 and the weight #h-a_/b pounds per lineal foot4 ,in the factories the cable as manufactured was cut into lengths corresponding to the distance between manholes1 and each length subjected to severe tests including application to the insulation of an alternating current potential of #cj1jjj volts for a period of thirty minutes4 ,these cables were installed under the supervision of the ,interborough ,company's engineers1 and after jointing1 each complete cable from power house to sub-station was tested by applying an alternating potential of #cj1jjj volts for thirty minutes between each conductor and its neighbors1 and between each conductor and the lead sheath4 ,the photographs on page #ih illustrates the construction of this cable4 ,sidenote3 ,sub-,station ,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 machinery4 ,these sub-stations are designed and located as follows3 ,illustration3 ,,diagrams ,,of ,,direct ,,current ,,feeder ,,and ,,return ,,circuits ,sub-station ,no4 #aa--bi-cc ,city ,hall ,place4 ,sub-station ,no4 #ab--ajh-aaj ,east #aith ,street4 ,sub-station ,no4 #ac--bbe-bbg ,west #ec;d ,street4 ,sub-station ,no4 #ad--bfd-bff ,west #ifth ,street4 ,sub-station ,no4 #ae--fjf-fjh ,west #adc;d ,street4 ,sub-station ,no4 #af--gc-gg ,west #acb;d ,street4 ,sub-station ,no4 #ag--;,hillside ,avenue1 #cja feet ,west of ,eleventh ,avenue4 ,sub-station ,no4 #ah--,south side of ,fox ,street 7,simpson ,street71 #fj feet north of ,westchester ,avenue4 ,illustration3 ,,switch ,,connecting ,,feeder ,,to ,,contact ,,rail ,illustration3 ,,contact ,,rail ,,joint ,,with ,,fish ,,plate ,the converter unit selected to receive the alternating current and deliver direct current to the track1 etc41 has an output of #a1ejj kilowatts with ability to carry #ej per cent4 overload for three hours4 ,the average area of a city lot is #be x #ajj feet1 and a sub-station site comprising two adjacent lots of this approximate size permits the installation of a maximum of eight #a1ejj kilowatts converters with necessary transformers1 switchboard and other auxiliary apparatus4 ,in designing the sub-stations1 a type of building with a central air-well was selected4 ,the typical organization of apparatus is illustrated in the ground plan and vertical section on pages #aja1 #ajb and #ajc and provides1 as shown1 for two lines of converters1 the three transformers which supply each converter being located between it and the adjacent side wall4 ,the switchboard is located at the rear of the station4 ,the central shaft affords excellent light and ventilation for the operating room4 ,the steel work of the sub-stations is designed with a view to the addition of two storage battery floors1 should it be decided at some future time that the addition of such an auxiliary is advisable4 ,illustration3 ,,contact ,,rail ,,bands ,the necessary equipment of the sub-stations implies sites approximately #ej x #ajj feet in dimensions2 and sub-stations ,nos4 #ad1 #ae1 #ag1 and #ah are practically all this size4 ,sub-stations ,nos4 #aa and #af are #ajj feet in length1 but the lots acquired in these instances being of unusual width1 these sub-stations are approximately #fj feet wide4 ,sub-station ,no4 #ab1 on account of limited ground space1 is but #dh feet wide and #ib feet long4 ,in each of the sub-stations1 except ,no4 #ac1 foundations are provided for eight converters2 sub-station ,no4 #ac contains foundations for the ultimate installation of ten converters4 ,illustration3 ,,direct ,,current ,,feeders ,,from ,,manhole ,,to ,,contact ,,rail ,the function of the electrical apparatus in sub-stations1 as has been stated1 is the conversion of the high potential alternating current energy delivered from the power house through the tri-phase cables into direct current adapted to operate the motors with which the rolling stock is equipped4 ,this apparatus comprises transformers1 converters1 and certain minor auxiliaries4 ,the transformers1 which are arranged in groups of three1 receive the tri-phase alternating current at a potential approximating #aj1ejj volts1 and deliver equivalent energy 7less the loss of about #b per cent4 in the transformation7 to the converters at a potential of about #cij volts4 ,the converters receiving this energy from their respective groups of transformers in turn deliver it 7less a loss approximating #d per cent4 at full load7 in the form of direct current at a potential of #fbe volts to the bus bars of the direct current switchboards1 from which it is conveyed by insulated cables to the contact rails4 ,the photograph on page #ajb is a general view of the interior of one of the sub-stations4 ,the exterior of sub-stations ,nos4 #aa and #ah are shown on page #ajg4 ,illustration3 ,,contact ,,rails1 ,,showing ,,end ,,inclines ,the illustration on page #ajh is from a photograph taken on one of the switchboard galleries4 ,in the sub-stations1 as in the power house1 the high potential alternating current circuits are opened and closed by oil switches1 which are electrically operated by motors1 these in turn being controlled by #aaj volt direct current circuits4 ,diagramatic bench boards are used1 as at the power house1 but in the sub-stations they are of course relatively small and free from complication4 ,the instrument board is supported by iron columns and is carried at a sufficient height above the bench board to enable the operator1 while facing the bench board and the instruments1 to look out over the floor of the sub-station without turning his head4 ,the switches of the direct current circuits are hand-operated and are located upon boards at the right and left of the control board4 ,a novel and important feature introduced 7it is believed for the first time7 in these sub-stations1 is the location in separate brick compartments of the automatic circuit breakers in the direct current feeder circuits4 ,these circuit breaker compartments are shown in the photograph on page #ic1 and are in a line facing the boards which carry the direct feeder switches1 each circuit breaker being located in a compartment directly opposite the panel which carries the switch belonging to the corresponding circuit4 ,this plan will effectually prevent damage to other parts of the switchboard equipment when circuit-breakers open automatically under conditions of short-circuit4 ,it also tends to eliminate risk to the operator1 and1 therefore1 to increase his confidence and accuracy in manipulating the hand-operated switches4 ,illustration3 ,,assembly ,,of ,,contact ,,rail ,,and ,,protection ,the three conductor cables which convey tri-phase currents from the power house are carried through tile ducts from the manholes located in the street directly in front of each sub-station to the back of the station where the end of the cable is connected directly beneath its oil switch4 ,the three conductors1 now well separated1 extend vertically to the fixed terminals of the switch4 ,in each sub-station but one set of high-potential alternating current bus bars is installed and between each incoming cable and these bus bars is connected an oil switch4 ,in like manner1 between each converter unit and the bus bars an oil switch is connected into the high potential circuit4 ,the bus bars are so arranged that they may be divided into any number of sections not exceeding the number of converter units1 by means of movable links which1 in their normal condition1 constitute a part of the bus bars4 ,each of the oil switches between incoming circuits and bus bars is arranged for automatic operation and is equipped with a reversed current relay1 which1 in the case of a short-circuit in its alternating current feeder cable opens the switch and so disconnects the cable from the sub-station without interference with the operation of the other cables or the converting machinery4 ,illustration3 ,,contact ,,rail ,,insulator ,sidenote3 ,direct ,current ,distribution from ,sub-,stations ,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 contact1 or so-called third rail4 ,south of #ifth ,street the average distance between sub-stations approximates #ab1jjj feet1 and north of #ifth ,street the average distance is about #ae1jjj feet4 ,each track1 of course1 is provided with a contact rail4 ,there are four tracks and consequently four contact rails from ,city ,hall to #ifth ,street1 three from #ifth ,street to #adeth ,street on the ,west ,side1 two from #adeth ,street to ,dyckman ,street1 and three from ,dyckman ,street to the northern terminal of the ,west ,side extension of the system4 ,from #ifth ,street1 the ,east ,side has two tracks and two contact rails to ,mott ,avenue1 and from that point to the terminal at #ahb;d ,street three tracks and three contact rails4 ,illustration3 ,,contact ,,shoe ,,and ,,fuse ,contact rails south of ,reade ,street are supplied from sub-station ,no4 #aa2 from ,reade ,street to #aith ,street they are supplied from sub-stations ,nos4 #aa and #ab2 from #aith ,street they are supplied from sub-stations ,nos4 #ab and #ac2 from the point last named to #ifth ,street they are supplied from sub-stations ,nos4 #ac and #ad2 from #ifth ,street to #adc;d ,street1 on the ,west ,side1 they are supplied from sub-stations ,nos4 #ad and #ae2 from #adc;d ,street to ,dyckman ,street they are supplied from sub-stations ,nos4 #ae and #ag2 and from that point to the terminal they are supplied from sub-station ,no4 #ag4 ,on the ,east ,side branch contact rails from #ifth ,street to #acb;d ,street are supplied from sub-stations ,nos4 #ad and #af2 from #acb;d to #afeth ,street they are supplied from sub-stations ,nos4 #af and #ah2 and from #afeth ,street to #ahb;d ,street they are supplied from sub-station ,no4 #ah4 ,each contact rail is insulated from all contact rails belonging to adjacent tracks4 ,this is done in order that in case of derailment or other accident necessitating interruption of service on a given track1 trains may be operated upon the other tracks having their separate and independent channels of electrical supply4 ,to make this clear1 we may consider that section of the subway which lies between ,reade ,street and #aith ,street4 ,this section is equipped with four tracks1 and the contact rail for each track1 together with the direct current feeders which supply it from sub-stations ,nos4 #aa and #ab1 are electrically insulated from all other circuits4 ,of each pair of track rails one is used for the automatic block signaling system1 and1 therefore1 is not used as a part of the negative or return side of the direct current system4 ,the other four track rails1 however1 are bonded1 and together with the negative feeders constitute the track return or negative side of the direct current system4 ,the diagram on page #aji illustrates the connections of the contact rails1 track rails and the positive and negative feeders4 ,all negative as well as positive feeders are cables of #b1jjj1jjj c4 m4 section and lead sheathed4 ,in emergency1 as1 for example1 in the case of the destruction of a number of the cables in a manhole1 they are1 therefore1 interchangeable4 ,the connections are such as to minimize track drop1 as will be evident upon examination of the diagram4 ,the electrical separation of the several contact rails and the positive feeders connected thereto secures a further important advantage in permitting the use at sub-stations of direct-current circuit-breakers of moderate size and capacity1 which can be set to open automatically at much lower currents than would be practicable were all contact rails electrically connected1 thus reducing the limiting current and consequently the intensity of the arcs which might occur in the subway in case of short-circuit between contact rail and earth4 ,the contact rail itself is of special soft steel1 to secure high conductivity4 ,its composition1 as shown by tests1 is as follows3 ,carbon1 4#jh to 4#ae2 silicon1 4#je2 phosphorus1 4#aj2 manganese1 4#ej to 4#gj2 and sulphur1 4#je4 ,its resistance is not more than eight times the resistance of pure copper of equal cross-section4 ,the section chosen weighs #ge pounds per yard4 ,the length used in general is #fj feet1 but in some cases #dj feet lengths are substituted4 ,the contact rails are bounded by four bonds1 aggregating #a1bjj1jjj c4 m4 section4 ,the bonds are of flexible copper and their terminals are riveted to the steel by hydraulic presses1 producing a pressure of #ce tons4 ,the bonds when in use are covered by special malleable iron fish-plates which insure alignment of rail4 ,each length of rail is anchored at its middle point and a small clearance is allowed between ends of adjacent rails for expansion and contraction1 which in the subway1 owing to the relatively small change of temperature1 will be reduced to a minimum4 ,the photographs on pages #aaj and #aaa illustrate the method of bonding the rail1 and show the bonded joint completed by the addition of the fish-plates4 ,the contact rail is carried upon block insulators supported upon malleable iron castings4 ,castings of the same material are used to secure the contact rail in position upon the insulators4 ,a photograph of the insulator with its castings is shown on page #aac4 ,sidenote3 ,track ,bonding ,the track rails are #cc feet long1 of ,standard ,american ,society ,civil ,engineers' section1 weighing #ajj pounds a yard4 ,as has been stated1 one rail in each track is used for signal purposes and the other is utilized as a part of the negative return of the power system4 ,adjacent rails to be used for the latter purpose are bonded with two copper bonds having an aggregate section of #djj1jjj c4 m4 ,these bonds are firmly riveted into the web of the rail by screw bonding presses4 ,they are covered by splice bars1 designed to leave sufficient clearance for the bond4 ,the return rails are cross-sectioned at frequent intervals for the purpose of equalizing currents which traverse them4 ,sidenote3 ,contact ,rail ,guard and ,collector ,shoe ,the ,interborough ,company has provided a guard in the form of a plank #h-a_/b inches wide and #a-a_/b inches thick1 which is supported in a horizontal position directly above the rail1 as shown in the illustration on page #aac4 ,this guard is carried by the contact rail to which it is secured by supports1 the construction of which is sufficiently shown in the illustration4 ,this type of guard has been in successful use upon the ,wilkesbarre and ,hazleton ,railway for nearly two years4 ,it practically eliminates the danger from the third rail1 even should passengers leave the trains and walk through a section of the tunnel while the rails are charged4 ,its adoption necessitates the use of a collecting shoe differing radically from that used upon the ,manhattan division and upon the elevated railways employing the third rail system in ,chicago1 ,boston1 ,brooklyn1 and elsewhere4 ,the shoe is shown in the photograph on page #aad4 ,the shoe is held in contact with the third rail by gravity reinforced by pressure from two spiral springs4 ,the support for the shoe includes provision for vertical adjustment to compensate for wear of car wheels1 etc4 ,,chapter ,,vi ,,electrical ,,equipment ,,of ,,cars ,in determining the electrical equipment of the trains1 the company has aimed to secure an organization of motors and control apparatus easily adequate to operate trains in both local and express service at the highest speeds compatible with safety to the traveling public4 ,for each of the two classes of service the limiting safe speed is fixed by the distance between stations at which the trains stop1 by curves1 and by grades4 ,except in a few places1 for example where the ,east ,side branch passes under the ,harlem ,river1 the tracks are so nearly level that the consideration of grade does not materially affect determination of the limiting speed4 ,while the majority of the curves are of large radius1 the safe limiting speed1 particularly for the express service1 is necessarily considerably less than it would be on straight tracks4 ,the average speed of express trains between ,city ,hall and #adeth ,street on the ,west ,side will approximate #be miles an hour1 including stops4 ,the maximum speed of trains will be #de miles per hour4 ,the average speed of local and express trains will exceed the speed made by the trains on any elevated railroad4 ,to attain these speeds without exceeding maximum safe limiting speeds between stops1 the equipment provided will accelerate trains carrying maximum load at a rate of #a4be miles per hour per second in starting from stations on level track4 ,to obtain the same acceleration by locomotives1 a draw-bar pull of #dd1jjj pounds would be necessary--a pull equivalent to the maximum effect of six steam locomotives such as were used recently upon the ,manhattan ,elevated ,railway in ,new ,york1 and equivalent to the pull which can be exerted by two passenger locomotives of the latest ,pennsylvania ,railroad type4 ,two of these latter would weigh about #bej net tons4 ,by the use of the multiple unit system of electrical control1 equivalent results in respect to rate of acceleration and speed are attained1 the total addition to train weight aggregating but #ee net tons4 ,if the locomotive principle of train operation were adopted1 therefore1 it is obvious that it would be necessary to employ a lower rate of acceleration for express trains4 ,this could be attained without very material sacrifice of average speed1 since the average distance between express stations is nearly two miles4 ,in the case of local trains1 however1 which average nearly three stops per mile1 no considerable reduction in the acceleration is possible without a material reduction in average speed4 ,the weight of a local train exceeds the weight of five trail cars1 similarly loaded1 by #cc net tons1 and equivalent adhesion and acceleration would require locomotives having not less than #hj net tons effective upon drivers4 ,sidenote3 ,switching ,the multiple unit system adopted possesses material advantages over a locomotive system in respect to switching at terminals4 ,some of the express trains in rush hours will comprise eight cars1 but at certain times during the day and night when the number of people requiring transportation is less than during the morning and evening1 and were locomotives used an enormous amount of switching1 coupling and uncoupling would be involved by the comparative frequent changes of train lengths4 ,in an eight-car multiple-unit express train1 the first1 third1 fifth1 sixth1 and eighth cars will be motor cars1 while the second1 fourth1 and seventh will be trail cars4 ,an eight-car train can be reduced1 therefore1 to a six-car train by uncoupling two cars from either end1 to a five-car train by uncoupling three cars from the rear end1 or to a three-car train by uncoupling five cars from either end4 ,in each case a motor car will remain at each end of the reduced train4 ,in like manner1 a five-car local train may be reduced to three cars1 still leaving a motor car at each end by uncoupling two cars from either end1 since in the normal five-car local train the first1 third1 and fifth cars will be motor cars4 ,illustration3 #bjj ,h4 ,p4 ,,railway ,,motor ,sidenote3 ,motors ,the motors are of the direct current series type and are rated #bjj horse power each4 ,they have been especially designed for the subway service in line with specifications prepared by engineers of the ,interborough ,company1 and will operate at an average effective potential of #egj volts4 ,they are supplied by two manufacturers and differ in respect to important features of design and construction1 but both are believed to be thoroughly adequate for the intended service4 ,illustration3 #bjj ,h4 ,p4 ,,railway ,,motor ,the photographs on this page illustrate motors of each make4 ,the weight of one make complete1 with gear and gear case1 is #e1ijj pounds4 ,the corresponding weight of the other is #e1gej pounds4 ,the ratio of gear reduction used with one motor is #ai to #fc1 and with the other motor #bj to #fc4 ,illustration3 #bjj ,h4 ,p4 ,,railway ,,motor ,sidenote3 ,motor ,control ,by the system of motor control adopted for the trains1 the power delivered to the various motors throughout the train is simultaneously controlled and regulated by the motorman at the head of the train4 ,this is accomplished by means of a system of electric circuits comprising essentially a small drum controller and an organization of actuating circuits conveying small currents which energize electric magnets placed beneath the cars1 and so open and close the main power circuits which supply energy to the motors4 ,a controller is mounted upon the platform at each end of each motor car1 and the entire train may be operated from any one of the points1 the motorman normally taking his post on the front platform of the first car4 ,the switches which open and close the power circuits through motors and rheostats are called contactors1 each comprising a magnetic blow-out switch and the electro magnet which controls the movements of the switch4 ,by these contactors the usual series-multiple control of direct-current motors is effected4 ,the primary or control circuits regulate the movement1 not only of the contactors but also of the reverser1 by means of which the direction of the current supplied to motors may be reversed at the will of the motorman4 ,illustration3 ,,apparatus ,,under ,,composite ,,motor ,,car ,the photograph on this page shows the complete control wiring and motor equipment of a motor car as seen beneath the car4 ,in wiring the cars unusual precautions have been adopted to guard against risk of fire4 ,as elsewhere described in this publication1 the floors of all motor cars are protected by sheet steel and a material composed of asbestos and silicate of soda1 which possesses great heat-resisting properties4 ,in addition to this1 all of the important power wires beneath the car are placed in conduits of fireproof material1 of which asbestos is the principal constituent4 ,furthermore1 the vulcanized rubber insulation of the wires themselves is covered with a special braid of asbestos1 and in order to diminish the amount of combustible insulating material1 the highest grade of vulcanized rubber has been used1 and the thickness of the insulation correspondingly reduced4 ,it is confidently believed that the woodwork of the car body proper cannot be seriously endangered by an accident to the electric apparatus beneath the car4 ,insulation is necessarily combustible1 and in burning evolves much smoke2 occasional accidents to the apparatus1 notwithstanding every possible precaution1 will sometimes happen2 and in the subway the flash even of an absolutely insignificant fuse may be clearly visible and cause alarm4 ,the 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 car4 ,the photograph on page #abj illustrates the control wiring of the new steel motorcars4 ,the method of assembling the apparatus differs materially from that adopted in wiring the outfit of cars first ordered1 and1 as the result of greater compactness which has been attained1 the aggregate length of the wiring has been reduced one-third4 ,the quality and thickness of the insulation is the same as in the case of the earlier cars1 but the use of asbestos conduits is abandoned and iron pipe substituted4 ,in every respect it is 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 time4 ,illustration3 ,,apparatus ,,under ,,steel ,,motor ,,car ,the motors and car wiring are protected by a carefully planned system of fuses1 the function of which is to melt and open the circuits1 so cutting off power in case of failure of insulation4 ,express trains and local trains alike are provided with a bus line1 which interconnects the electrical supply to all cars and prevents interruption of the delivery of current to motors in case the collector shoes attached to any given car should momentarily fail to make contact with the third rail4 ,at certain cross-overs this operates to prevent extinguishing the lamps in successive cars as the train passes from one track to another4 ,the controller is so constructed that when the train is in motion the motorman is compelled to keep his hand upon it1 otherwise the power is automatically cut off and the brakes are applied4 ,this important safety device1 which1 in case a motorman be suddenly incapacitated at his post1 will promptly stop the train1 is a recent invention and is first introduced in practical service upon trains of the ,interborough ,company4 ,sidenote3 ,heating and ,lighting ,all cars are heated and lighted by electricity4 ,the heaters are placed beneath the seats1 and special precautions have been taken to insure uniform distribution of the heat4 ,the wiring for heaters and lights has been practically safe-guarded to avoid1 so far as possible1 all risk of short-circuit or fire1 the wire used for the heater circuits being carried upon porcelain insulators from all woodwork by large clearances1 while the wiring for lights is carried in metallic conduit4 ,all lamp sockets are specially designed to prevent possibility of fire and are separated from the woodwork of the car by air spaces and by asbestos4 ,illustration3 7,,fire ,,alarm7 ,the interior of each car is lighted by twenty-six #aj-;candle power lamps1 in addition to four lamps provided for platforms and markers4 ,the lamps for lighting the interior are carefully located1 with a view to securing uniform and effective illumination4 ,,chapter ,,vii ,,lighting ,,system ,,for ,,passenger ,,stations ,,and ,,tunnel ,in the initial preparation of plans1 and more than a year before the accident which occurred in the subway system of ,paris in ,august1 #aijc1 the engineers of the ,interborough ,company realized the importance of maintaining lights in the subway independent of any temporary interruption of the power used for lighting the cars1 and1 in preparing their plans1 they provided for lighting the subway throughout its length from a source independent of the main power supply4 ,for this purpose three #a1bej-kilowatt alternators direct-driven by steam turbines are installed in the power house1 from which point a system of primary cables1 transformers and secondary conductors convey current to the incandescent lamps used solely to light the subway4 ,the alternators are of the three-phase type1 making #a1bjj revolutions per minute and delivering current at a frequency of #fj cycles per second at a potential of #aa1jjj volts4 ,in the boiler plant and system of steam piping installed in connection with these turbine-driven units1 provision is made for separation of the steam supply from the general supply for the #e1jjj kilowatt units and for furnishing the steam for the turbine units through either of two alternative lines of pipe4 ,the #aa1jjj-volt primary current is conveyed through paper insulated lead-sheathed cables to transformers1 located in fireproof compartments adjacent to the platforms of the passenger stations4 ,these transformers deliver current to two separate systems of secondary wiring1 one of which is supplied at a potential of #abj volts and the other at #fjj volts4 ,the general lighting of the passenger station platforms is effected by incandescent lamps supplied from the #abj-volt secondary wiring circuits1 while the lighting of the subway sections between adjacent stations is accomplished by incandescent lamps connected in series groups of five each and connected to the #fjj-volt lighting circuits4 ,recognizing the fact that in view of the precautions taken it is probable that interruptions of the alternating current lighting service will be infrequent1 the possibility of such interruption is nevertheless provided for by installing upon the stairways leading to passenger station platforms1 at the ticket booths and over the tracks in front of the platforms1 a number of lamps which are connected to the contact rail circuit4 ,this will provide light sufficient to enable passengers to see stairways and the edges of the station platforms in case of temporary failure of the general lighting system4 ,the general illumination of the passenger stations is effected by means of #cb c4 p4 incandescent lamps1 placed in recessed domes in the ceiling4 ,these are reinforced by #ad c4 p4 and #cb c4 p4 lamps1 carried by brackets of ornate design where the construction of the station does not conveniently permit the use of ceiling lights4 ,the lamps are enclosed in sand-blasted glass globes1 and excellent distribution is secured by the use of reflectors4 ,the illustration on page #abb is produced from a photograph of the interior of one of the transformer cupboards and shows the transformer in place with the end bell of the high potential cable and the primary switchboard containing switches and enclosed fuses4 ,the illustration on page #abc shows one of the secondary distributing switchboards which are located immediately behind the ticket booths1 where they are under the control of the ticket seller4 ,illustration3 ,,transformer ,,compartment ,,in ,,passenger ,,station ,in lighting the subway between passenger stations1 it is desirable1 on the one hand1 to provide sufficient light for track inspection and to permit employees passing along the subway to see their way clearly and avoid obstructions2 but1 on the other hand1 the lighting must not be so brilliant as to interfere with easy sight and recognition of the red1 yellow1 and green signal lamps of the block signal system4 ,it is necessary also that the lights for general illumination be so placed that their rays shall not fall directly upon the eyes of approaching motormen at the head of trains nor annoy passengers who may be reading their papers inside the cars4 ,the conditions imposed by these considerations are met in the four-track sections of the subway by placing a row of incandescent lamps between the north-bound local and express tracks and a similar row between the southbound local and express tracks4 ,the lamps are carried upon brackets supported upon the iron columns of the subway structure1 successive lamps in each row being #fj feet apart4 ,they are located a few inches above the tops of the car windows and with reference to the direction of approaching trains the lamps in each row are carried upon the far side of the iron columns1 by which expedient the eyes of the approaching motormen are sufficiently protected against their direct rays4 ,sidenote3 ,lighting of the ,power ,house ,for the general illumination of the engine room1 clusters of ,nernst lamps are supported from the roof trusses and a row of single lamps of the same type is carried on the lower gallery about #be feet from the floor4 ,this is the first power house in ,america to be illuminated by these lamps4 ,the quality of the light is unsurpassed and the general effect of the illumination most satisfactory and agreeable to the eye4 ,in addition to the ,nernst lamps1 #af c4 p4 incandescent lamps are placed upon the engines and along the galleries in places not conveniently reached by the general illumination4 ,the basement also is lighted by incandescent lamps4 ,illustration3 ,,secondary ,,distributing ,,switchboard ,,at ,,passenger ,,station ,for the boiler room1 a row of ,nernst lamps in front of the batteries of boilers is provided1 and1 in addition to these1 incandescent lamps are used in the passageways around the boilers1 at gauges and at water columns4 ,the basement of the boiler room1 the pump room1 the economizer floor1 coal bunkers1 and coal conveyers are lighted by incandescent lamps1 while arc lamps are used around the coal tower and dock4 ,the lights on the engines and those at gauge glasses and water columns and at the pumps are supplied by direct current from the #bej-volt circuits4 ,all other incandescent lamps and the ,nernst lamps are supplied through transformers from the #fj-;cycle lighting system4 ,sidenote3 ,emergency ,signal ,system and ,provision for ,cutting ,off ,power from ,contact ,rail ,in the booth of each ticket seller and at every manhole along the west side of the subway and its branches is placed a glass-covered box of the kind generally used in large ,american cities for fire alarm purposes4 ,in case of accident in the subway which may render it desirable to cut off power from the contact rails1 this result can be accomplished by breaking the glass front of the emergency box and pulling the hook provided4 ,special emergency circuits are so arranged that pulling the hook will instantly open all the circuit-breakers at adjacent sub-stations through which the contact rails in the section affected receive their supply of power4 ,it will also instantly report the location of the trouble1 annunciator gongs being located in the sub-stations from which power is supplied to the section1 in the train dispatchers' offices and in the office of the ,general ,superintendent1 instantly intimating the number of the box which has been pulled4 ,automatic recording devices in train dispatchers' offices and in the office of the ,general ,superintendent also note the number of the box pulled4 ,the photograph on page #abj shows a typical fire alarm box4 ,,chapter ,,viii ,,rolling ,,stock--,,cars1 ,,trucks1 ,,etc4 ,the determination of the builders of the road to improve upon the best devices known in electrical railroading and to provide an equipment unequaled on any interurban line is nowhere better illustrated than in the careful study given to the types of cars and trucks used on other lines before a selection was made of those to be employed on the subway4 ,all of the existing rapid transit railways in this country1 and many of those abroad1 were visited and the different patterns of cars in use were considered in this investigation1 which included a study of the relative advantages of long and short cars1 single and multiple side entrance cars and end entrance cars1 and all of the other varieties which have been adopted for rapid transit service abroad and at home4 ,the service requirement of the ,new ,york subway introduces a number of unprecedented conditions1 and required a complete redesign of all the existing models4 ,the general considerations to be met included the following3 ,high schedule speeds with frequent stops4 ,maximum carrying capacity for the subway1 especially at times of rush hours1 morning and evening4 ,maximum strength combined with smallest permissible weight4 ,adoption of all precautions calculated to reduce possibility of damage from either the electric circuit or from collisions4 ,the clearance and length of the local station platforms limited the length of trains1 and tunnel clearances the length and width and height of the cars4 ,the speeds called for by the contract with the city introduced motive power requirements which were unprecedented in any existing railway service1 either steam or electric1 and demanded a minimum weight consistent with safety4 ,as an example1 it may be stated that an express train of eight cars in the subway to conform to the schedule speed adopted will require a nominal power of motors on the train of #b1jjj horse power1 with an average accelerating current at #fjj volts in starting from a station stop of #cbe amperes4 ,this rate of energy absorption which corresponds to #b1ejj horse power is not far from double that taken by the heaviest trains on trunk line railroads when starting from stations at the maximum rate of acceleration possible with the most powerful modern steam locomotives4 ,such exacting schedule conditions as those mentioned necessitated the design of cars1 trucks1 etc41 of equivalent strength to that found in steam railroad car and locomotive construction1 so that while it was essential to keep down the weight of the train and individual cars to a minimum1 owing to the frequent stops1 it was equally as essential to provide the strongest and most substantial type of car construction throughout4 ,owing to these two essentials which were embodied in their construction it can safely be asserted that the cars used in the subway represent the acme of car building art as it exists to-day1 and that all available appliances for securing strength and durability in the cars and immunity from accidents have been introduced4 ,after having ascertained the general type of cars which would be best adapted to the subway service1 and before placing the order for car equipments1 it was decided to build sample cars embodying the approved principles of design4 ,from these the management believed that the details of construction could be more perfectly determined than in any other way4 ,consequently1 in the early part of #aijb1 two sample cars were built and equipped with a variety of appliances and furnishings so that the final type could be intelligently selected4 ,from the tests conducted on these cars the adopted type of car which is described in detail below was evolved4 ,after the design had been worked out a great deal of difficulty was encountered in securing satisfactory contracts for proper deliveries1 on account of the congested condition of the car building works in the country4 ,contracts were finally closed1 however1 in ,december1 #aijb1 for #ejj cars1 and orders were distributed between four car-building firms4 ,of these cars1 some #bjj1 as fast as delivered1 were placed in operation on the ,second ,avenue line of the ,elevated ,railway1 in order that they might be thoroughly tested during the winter of #aijc-d4 ,illustration3 ,,end ,,view ,,of ,,steel ,,passenger ,,car ,in view of the peculiar traffic conditions existing in ,new ,york ,city and the restricted siding and yard room available in the subway1 it was decided that one standard type of car for all classes of service would introduce the most flexible operating conditions1 and for this reason would best suit the public demands at different seasons of the year and hours of the day4 ,in order further to provide cars1 each of which would be as safe as the others1 it was essential that there should be no difference in constructional strength between the motor cars and the trail cars4 ,all cars were therefore made of one type and can be used interchangeably for either motor or trail-car service4 ,the motor cars carry both motors on the same truck2 that is1 they have a motor truck at one end carrying two motors1 one geared to each axle2 the truck at the other end of the car is a trailer and carries no motive power4 ,illustration3 ,,side ,,view ,,of ,,steel ,,passenger ,,car ,some leading distinctive features of the cars may be enumerated as follows3 7#a47 ,the length is #ea feet and provides seating capacity for #eb passengers4 ,this length is about #d feet more than those of the existing ,manhattan ,elevated ,railroad cars4 7#b47 ,the enclosed vestibule platforms with sliding doors instead of the usual gates4 ,the enclosed platforms will contribute greatly to the comfort and safety of passengers under subway conditions4 7#c47 ,the anti-telescoping car bulkheads and platform posts4 ,this construction is similar to that in use on ,pullman cars1 and has been demonstrated in steam railroad service to be an important safety appliance4 7#d47 ,the steel underframing of the car1 which provides a rigid and durable bed structure for transmitting the heavy motive power stresses4 7#e47 ,the numerous protective devices against defects in the electrical apparatus4 7#f47 ,window arrangement1 permitting circulation without draughts4 7#g47 ,emergency brake valve on truck operated by track trip4 7#h47 ,emergency brake valve in connection with master-controller4 ,the table on page #acc shows the main dimensions of the car1 and also the corresponding dimensions of the standard car in use on the ,manhattan ,elevated ,railway4 ,the general arrangement of the floor framing is well shown in the photograph on page #acb4 ,the side sills are of #f-;inch channels1 which are reinforced inside and out by white oak timbers4 ,the center sills are #e-;inch ,i-beams1 faced on both sides with ,southern pine4 ,the end sills are also of steel shapes1 securely attached to the side sills by steel castings and forgings4 ,the car body end-sill channel is faced with a white-oak filler1 mortised to receive the car body end-posts and braced at each end by gusset plates4 ,the body bolster is made up of two rolled steel plates bolted together at their ends and supported by a steel draw casting1 the ends of which form a support for the center sills4 ,the cross-bridging and needle-beams of #e-;inch ,i-beams are unusually substantial4 ,the flooring inside the car is double and of maple1 with asbestos fire-felt between the layers1 and is protected below by steel plates and transite 7asbestos board74 ,the side framing of the car is of white ash1 doubly braced and heavily trussed4 ,there are seven composite wrought-iron carlines forged in shape for the roof1 each sandwiched between two white ash carlines1 and with white ash intermediate carlines4 ,the platform posts are of compound construction with anti-telescoping posts of steel bar sandwiched between white ash posts at corners and centers of vestibuled platforms4 ,these posts are securely bolted to the steel longitudinal sills1 the steel anti-telescoping plate below the floor1 and to the hood of the bow which serves to reinforce it4 ,this bow is a heavy steel angle in one piece1 reaching from plate to plate and extending back into the car #f feet on each side4 ,by this construction it is believed that the car framing is practically indestructible4 ,in case of accident1 if one platform should ride over another1 eight square inches of metal would have to be sheared off the posts before the main body of the car would be reached1 which would afford an effective means of protection4 ,illustration3 ,,exterior ,,view--,,steel ,,car ,,framing ,the floor is completely covered on the underside with #a_/d-;inch asbestos transite board1 while all parts of the car framing1 flooring1 and sheathing are covered with fire-proofing compound4 ,in addition1 all spaces above the motor truck in the floor framing1 between sills and bridging1 are protected by plates of ,no4 #h steel and #a_/d-;inch roll fire-felt extending from the platform end sill to the bolster4 ,sidenote3 ,car ,wiring ,the precautions to secure safety from fire consists generally in the perfected arrangement and installation of the electrical apparatus and the wiring4 ,for the lighting circuits a flexible steel conduit is used1 and a special junction box4 ,on the side and upper roofs1 over these conduits for the lighting circuits1 a strip of sheet iron is securely nailed to the roof boards before the canvas is applied4 ,the wires under the floor are carried in ducts moulded into suitable forms of asbestos compound4 ,special precautions have been taken with the insulation of the wires1 the specifications calling for1 first1 a layer of paper1 next1 a layer of rubber1 and then a layer of cotton saturated with a weather-proof compound1 and outside of this a layer of asbestos4 ,the hangers supporting the rheostats under the car body are insulated with wooden blocks1 treated by a special process1 being dried out in an oven and then soaked in an insulating compound1 and covered with #a_/d-;inch transite board4 ,the rheostat boxes themselves are also insulated from the angle iron supporting them4 ,where the wires pass through the flooring they are hermetically sealed to prevent the admission of dust and dirt4 ,at the forward end of what is known as the ,no4 #a end of the car all the wires are carried to a slate switchboard in the motorman's cab4 ,this board is #dd x #bg inches1 and is mounted directly back of the motorman4 ,the window space occupied by this board is ceiled up and the space back of the panels is boxed in and provided with a door of steel plate1 forming a box1 the cover1 top1 bottom1 and sides of which are lined with electrobestos #a_/b-;inch thick4 ,all of the switches and fuses1 except the main trolley fuse and bus-line fuse1 which are encased and placed under the car1 are carried on this switchboard4 ,where the wires are carried through the floor or any partition1 a steel chute1 lined with electrobestos1 is used to protect the wires against mechanical injury4 ,it will be noted from the above that no power wiring1 switches1 or fuses are placed in the car itself1 all such devices being outside in a special steel insulated compartment4 ,a novel feature in the construction of these cars is the motorman's compartment and vestibule1 which differs essentially from that used heretofore1 and the patents are owned by the ,interborough ,company4 ,the cab is located on the platform1 so that no space within the car is required2 at the same time the entire platform space is available for ingress and egress except that on the front platform of the first car1 on which the passengers would not be allowed in any case4 ,the side of the cab is formed by a door which can be placed in three positions4 ,when in its mid-position it encloses a part of the platform1 so as to furnish a cab for the motorman1 but when swung parallel to the end sills it encloses the end of the platform1 and this would be its position on the rear platform of the rear car4 ,the third position is when it is swung around to an arc of #ahj degrees1 when it can be locked in position against the corner vestibule post enclosing the master controller4 ,this would be its position on all platforms except on the front of the front car or the rear of the rear car of the train4 ,the platforms themselves are not equipped with side gates1 but with doors arranged to slide into pockets in the side framing1 thereby giving up the entire platform to the passengers4 ,these doors are closed by an overhead lever system4 ,the sliding door on the front platform of the first car may be partly opened and secured in this position by a bar1 and thus serve as an arm-rest for the motorman4 ,the doors close against an air-cushion stop1 making it impossible to clutch the clothing or limbs of passengers in closing4 ,illustration3 ,,interior ,,view--,,skeleton ,,framing ,,of ,,steel ,,car ,pantagraph safety gates for coupling between cars are provided4 ,they are constructed so as to adjust themselves to suit the various positions of adjoining cars while passing in1 around1 and out of curves of #ij feet radius4 ,on the door leading from the vestibule to the body of the car is a curtain that can be automatically raised and lowered as the door is opened or closed to shut the light away from the motorman4 ,another attachment is the peculiar handle on the sliding door4 ,this door is made to latch so that it cannot slide open with the swaying of the car1 but the handle is so constructed that when pressure is applied upon it to open the door1 the same movement will unlatch it4 ,entering the car1 the observer is at once impressed by the amount of room available for passengers4 ,the seating arrangements are similar to the elevated cars1 but the subway coaches are longer and wider than the ,manhattan1 and there are two additional seats on each end4 ,the seats are all finished in rattan4 ,stationary crosswise seats are provided after the ,manhattan pattern1 at the center of the car4 ,the longitudinal seats are #ag-c_/d inches deep4 ,the space between the longitudinal seats is #d feet #e inches4 ,the windows have two sashes1 the lower one being stationary1 while the upper one is a drop sash4 ,this arrangement reverses the ordinary practice1 and is desirable in subway operation and to insure safety and comfort to the passengers4 ,the side windows in the body of the car1 also the end windows and end doors1 are provided with roll shades with pinch-handle fixtures4 ,illustration3 ,,interior ,,view ,,of ,,protected ,,wooden ,,car ,the floors are covered with hard maple strips1 securely fastened to the floor with ovalhead brass screws1 thus providing a clean1 dry floor for all conditions of weather4 ,six single incandescent lamps are placed on the upper deck ceiling1 and a row of ten on each side deck ceiling is provided4 ,there are two lamps placed in a white porcelain dome over each platform1 and the pressure gauge is also provided with a miniature lamp4 ,illustration3 ,,exterior ,,view--,,protected ,,wooden ,,car1 ,,showing ,,copper ,,sides ,the head linings are of composite board4 ,the interior finish is of mahogany of light color4 ,a mahogany handrail extends the full length of the clerestory on each side of the car1 supported in brass sockets at the ends and by heavy brass brackets on each side4 ,the handrail on each side of the car carries thirty-eight leather straps4 ,each ventilator sash is secured on the inside to a brass operating arm1 manipulated by means of rods running along each side of the clerestory1 and each rod is operated by means of a brass lever1 having a fulcrum secured to the inside of the clerestory4 ,all hardware is of bronze1 of best quality and heavy pattern1 including locks1 pulls1 handles1 sash fittings1 window guards1 railing brackets and sockets1 bell cord thimbles1 chafing strips1 hinges1 and all other trimmings4 ,the upright panels between the windows and the corner of the car are of plain mahogany1 as are also the single post pilasters1 all of which are decorated with marquetry inlaid4 ,the end finish is of mahogany1 forming a casing for the end door4 ,illustration3 ,,framing ,,of ,,protected ,,wooden ,,car ,sidenote3 ,steel ,cars ,at the time of placing the first contract for the rolling stock of the subway1 the question of using an all-steel car was carefully considered by the management4 ,such a type of car1 in many respects1 presented desirable features for subway work as representing the ultimate of absolute incombustibility4 ,certain practical reasons1 however1 prevented the adoption of an all-steel car in the spring of #aijb when it became necessary to place the orders mentioned above for the first #ejj cars4 ,principal among these reasons was the fact that no cars of this kind had ever been constructed1 and as the car building works of the country were in a very congested condition all of the larger companies declined to consider any standard specifications even for a short-time delivery1 while for cars involving the extensive use of metal the question was impossible of immediate solution4 ,again1 there were a number of very serious mechanical difficulties to be studied and overcome in the construction of such a car1 such as avoidance of excessive weight1 a serious element in a rapid transit service1 insulation from the extremes of heat and cold1 and the prevention of undue noise in operation4 ,it was decided1 therefore1 to bend all energies to the production of a wooden car with sufficient metal for strength and protection from accident1 i4 e41 a stronger1 safer1 and better constructed car than had heretofore been put in use on any electric railway in the world4 ,these properties it is believed are embodied in the car which has just been described4 ,illustration3 ,,metal ,,underframe ,,of ,,protected ,,wooden ,,car ,the plan of an all-metal car1 however1 was not abandoned1 and although none was in use in passenger service anywhere1 steps were immediately taken to design a car of this type and conduct the necessary tests to determine whether it would be suitable for railway service4 ,none of the car-building companies was willing to undertake the work1 but the courteous coperation of the ,pennsylvania ,railroad ,company was secured in placing its manufacturing facilities at ,altoona at the disposal of the ,interborough ,rapid ,transit ,railway ,company4 ,plans were prepared for an all-metal car1 and after about fourteen months of work a sample type was completed in ,december1 #aijc1 which was in every way creditable as a first attempt4 ,the sample car naturally embodied some faults which only experience could correct1 the principal one being that the car was not only too heavy for use on the elevated lines of the company1 but attained an undesirable weight for subway operation4 ,from this original design1 however1 a second design involving very original features has been worked out1 and a contract has been given by the ,interborough ,company for #bjj all-steel cars1 which are now being constructed4 ,while the expense of producing this new type of car has obviously been great1 this consideration has not influenced the management of the company in developing an equipment which promised the maximum of operating safety4 ,illustration3 ,,end ,,view ,,of ,,motor ,,truck ,sidenote3 ,the ,general ,arrangements ,the general dimensions of the all-steel car differ only slightly from those of the wooden car4 ,the following table gives the dimensions of the two cars1 and also that of the ,manhattan ,railway cars3 ,wooden ,all-,steel ,manhattan ,cars4 ,cars4 ,cars4 ,length over body corner posts1 #db' #g #da' #a_/b #ci' #aj ,length over buffers1 #ea' #b #ea' #b #dg' #a ,length over draw-bars1 #ea' #e #ea' #e #dg' #d ,width over side sills1 #h' #h-c_/h #h' #f-c_/d #h' #f ,width over sheathing1 #h' #aj #h' #g #h' #g ,width over window sills1 #h' #aa-g_/h #i' #a_/b #h' #i ,width over battens1 #h' #aj-c_/d #h' #g-a_/d #h' #g-g_/h ,width over eaves1 #h' #h #h' #h #h' #i-a_/b ,height from under side of sill to top of plate1 #g' #c-a_/h #g' #a #g' #c ,height of body from under side of center sill to top of roof1 #h' #i-g_/h #h' #i-g_/h #i' #e-g_/h ,height of truck from rail to top of truck center plate 7car light71 #b' #h #b' #h #b' #e-c_/d ,height from top of rail to underside of side sill at truck center 7car light71 #c' #a-a_/h #c' #b-a_/h #c' #c-a_/d ,height from top of rail to top of roof not to exceed 7car light71 #ab' #c_/d #ab' #j #ab' #aj-a_/b ,the general frame plan of the all-steel car is clearly shown by the photograph on page #abh4 ,as will be seen1 the floor framing is made up of two center longitudinal #f-;inch ,i-beams and two longitudinal #e x #c-;inch steel side angles1 extending in one piece from platform-end sill to platform-end sill4 ,the end sills are angles and are secured to the side and center sills by cast-steel brackets1 and in addition by steel anti-telescoping plates1 which are placed on the under side of the sills and riveted thereto4 ,the flooring is of galvanized1 corrugated sheet iron1 laid across the longitudinal sills and secured to longitudinal angles by rivets4 ,this corrugated sheet holds the fireproof cement flooring called monolith4 ,on top of this latter are attached longitudinal floor strips for a wearing surface4 ,the platform flooring is of steel plate covered with rubber matting cemented to the same4 ,the side and end frame is composed of single and compound posts made of steel angles or ,t's and the roof framing of wrought-iron carlines and purlines4 ,the sides of the cars are double and composed of steel plates on the outside1 riveted to the side posts and belt rails1 and lined with electrobestos4 ,the outside roof is of fireproof composite board1 covered with canvas4 ,the headlinings are of fireproof composite1 faced with aluminum sheets4 ,the mouldings throughout are of aluminum4 ,the wainscoting is of transite board and aluminum1 and the end finish and window panels are of aluminum1 lined with asbestos felt4 ,the seat frames are of steel throughout1 as are also the cushion frames4 ,the sash is double1 the lower part being stationary and the upper part movable4 ,the doors are of mahogany1 and are of the sliding type and are operated by the door operating device already described4 ,illustration3 ,,side ,,view ,,of ,,motor ,,truck ,sidenote3 ,trucks ,two types of trucks are being built1 one for the motor end1 the other for the trailer end of the car4 ,the following are the principal dimensions of the trucks3 ,motor ,truck4 ,trailer ,truck4 ,gauge of track144444444444444444444444444444 #d' #h-a_/b #d' #h-a_/b ,distance between backs of wheel flanges14444 #d' #e-c_/h #d' #e-c_/h ,height of truck center plate above rail1 car body loaded with #ae1jjj pounds14444444 #cj #cj ,height of truck side bearings above rail1 car body loaded144444444444444444444444444 #cd #cd ,wheel base of truck1444444444444444444444444 #f' #h #e' #f ,weight on center plate with car body loaded1 about44444444444444444444444444444 #bg1jjj lbs4 ,side frames1 wrought-iron forged144444444444 #b-a_/b x #d #a-a_/b x #c ,pedestals1 wrought-iron forged14444444444444444444444444 ,center transom1 steel channel144444444444444444444444444 ,truck bolster1444444444444444444444444444444 cast steel4 wood and iron4 ,equalizing bars1 wrought iron144444444444444444444444444 ,center plate1 cast steel14444444444444444444444444444444 ,spring plank1 wrought iron144444444444444444 #a x #c white oak4 ,bolster springs1 elliptic1 length1 444444444 #cj #cb ,equalizing springs1 double coil1 outside dimensions14444444444444444444 #d-g_/h x #g-a_/b #c-e_/h x #f ,wheels1 cast steel spoke center1 steel tired1 diameter144444444444444444444 #cc-c_/d #cj ,tires1 tread ,m4 ,c4 ,b4 ,standard1444444444 #b-e_/h x #e-a_/d #b-e_/h x #e-a_/d ,axles1 diameter at center1444444444444444444 #f-a_/b #d-c_/d ,axles1 diameter at gear seat1444444444444444 #g-ac_/af ,axles1 diameter at wheel seat144444444444444 #g-c_/d #e-c_/d ,journals1444444444444444444444444444444 44444 #e x #i #d-a_/d x #h ,journal boxes1 malleable iron1 ,m4 ,c4 ,b4 ,standard1444444444444444444444444444444 444444 ,both the motor and the trailer trucks have been designed with the greatest care for severe service1 and their details are the outcome of years of practical experience4 ,,chapter ,,ix ,,signal ,,system ,early in the development of the plans for the subway system in ,new ,york ,city1 it was foreseen that the efficiency of operation of a road with so heavy a traffic as is being provided for would depend largely upon the completeness of the block signaling and interlocking systems adopted for spacing and directing trains4 ,on account of the importance of this consideration1 not only for safety of passengers1 but also for conducting operation under exacting schedules1 it was decided to install the most complete and effective signaling system procurable4 ,the problem involved the prime consideration of3 ,safety and reliability4 ,greatest capacity of the lines consistent with the above4 ,facility of operation under necessarily restricted yard and track conditions4 ,in order to obtain the above desiderata it was decided to install a complete automatic block signal system for the high-speed routes1 block protection for all obscure points on the low-speed routes1 and to operate all switches both for line movements and in yards by power from central points4 ,this necessarily involved the interconnection of the block and switch movements at many locations and made the adoption of the most flexible and compact appliances essential4 ,of the various signal systems in use it was found that the one promising entirely satisfactory results was the electro-pneumatic block and interlocking system1 by which power in any quantity could be readily conducted in small pipes any distance and utilized in compact apparatus in the most restricted spaces4 ,the movements could be made with the greatest promptness and certainty and interconnected for the most complicated situations for safety4 ,moreover1 all essential details of the system had been worked out in years of practical operation on important trunk lines of railway1 so that its reliability and efficiency were beyond question4 ,the application of such a system to the ,new ,york subway involved an elaboration of detail not before attempted upon a railway line of similar length1 and the contract for its installation is believed to be the largest single order ever given to a signal manufacturing company4 ,in the application of an automatic block system to an electric railway where the rails are used for the return circuit of the propulsion current1 it is necessary to modify the system as usually applied to a steam railway and introduce a track circuit control that will not be injuriously influenced by the propulsion current4 ,this had been successfully accomplished for moderately heavy electric railway traffic in the ,boston elevated installation1 which was the first electric railway to adopt a complete automatic block signal system with track circuit control4 ,the ,new ,york subway operation1 however1 contemplated traffic of unprecedented density and consequent magnitude of the electric currents employed1 and experience with existing track circuit control systems led to the conclusion that some modification in apparatus was essential to prevent occasional traffic delays4 ,the proposed operation contemplates a possible maximum of two tracks loaded with local trains at one minute intervals1 and two tracks with eight car express trains at two minute intervals1 the latter class of trains requiring at times as much as #b1jjj horse power for each train in motion4 ,it is readily seen1 then1 that combinations of trains in motion may at certain times occur which will throw enormous demands for power upon a given section of the road4 ,the electricity conveying this power flows back through the track rails to the power station and in so doing is subject to a drop or loss in the rails which varies in amount according to the power demands4 ,this causes disturbances in the signal-track circuit in proportion to the amount of drop1 and it was believed that under the extreme condition above mentioned the ordinary form of track circuit might prove unreliable and cause delay to traffic4 ,a solution of the difficulty was suggested1 consisting in the employment of a current in the signal track circuit which would have such characteristic differences from that used to propel the trains as would operate selectively upon an apparatus which would in turn control the signal4 ,alternating current supplied this want on account of its inductive properties1 and was adopted1 after a demonstration of its practicability under similar conditions elsewhere4 ,illustration3 ,,front ,,view ,,of ,,block ,,signal ,,post1 ,,showing ,,lights1 ,,indicators ,,and ,,track ,,stop ,after a decision was reached as to the system to be employed1 the arrangement of the block sections was considered from the standpoint of maximum safety and maximum traffic capacity1 as it was realized that the rapidly increasing traffic of ,greater ,new ,york would almost at once tax the capacity of the line to its utmost4 ,the usual method of installing automatic block signals in the ,united ,states is to provide home and distant signals with the block sections extending from home signal to home signal2 that is1 the block sections end at the home signals and do not overlap each other4 ,this is also the arrangement of block sections where the telegraph block or controlled manual systems are in use4 ,the ,english block systems1 however1 all employ overlaps4 ,without the overlap1 a train in passing from one block section to the other will clear the home signals for the section in the rear1 as soon as the rear of the train has passed the home signal of the block in which it is moving4 ,it is thus possible for a train to stop within the block and within a few feet of this home signal4 ,if1 then1 a following train should for any reason overrun this home signal1 a collision would result4 ,with the overlap system1 however1 a train may stop at any point in a block section and still have the home signal at a safe stopping distance in the rear of the train4 ,conservative signaling is all in favor of the overlap1 on account of the safety factor1 in case the signal is accidentally overrun4 ,another consideration was the use of automatic train stops4 ,these stops are placed at the home signals1 and it is thus essential that a stopping distance should be afforded in advance of the home signal to provide for stopping the train to which the brake had been applied by the automatic stop4 ,ordinarily1 the arrangement of overlap sections increases the length of block sections by the length of the overlap1 and as the length of the section fixed the minimum spacing of trains1 it was imperative to make the blocks as short as consistent with safety1 in order not to cut down the carrying capacity of the railway4 ,this led to a study of the special problem presented by subway signaling and a development of a blocking system upon lines which it is believed are distinctly in advance of anything heretofore done in this direction4 ,illustration3 ,,rear ,,view ,,of ,,block ,,signal ,,post1 ,,showing ,,transformer ,,and ,,instrument ,,cases ,,with ,,doors ,,open ,block section lengths are governed by speed and interval between trains4 ,overlap lengths are determined by the distance in which a train can be stopped at a maximum speed4 ,usually the block section length is the distance between signals1 plus the overlap2 but where maximum traffic capacity is desired the block section length can be reduced to the length of two overlaps1 and this was the system adopted for the ,interborough4 ,the three systems of blocking trains1 with and without overlaps1 is shown diagramatically on page #adc1 where two successive trains are shown at the minimum distances apart for clear running for an assumed stopping distance of #hjj feet4 ,the system adopted for the subway is shown in line ,c1 giving the least headway of the three methods4 ,illustration3 ,,pneumatic ,,track ,,stop1 ,,showing ,,stop ,,trigger ,,in ,,upright ,,position ,the length of the overlap was given very careful consideration by the ,interborough ,rapid ,transit ,company1 who instituted a series of tests of braking power of trains2 from these and others made by the ,pennsylvania ,railroad ,company1 curves were computed so as to determine the distance in which trains could be stopped at various rates of speed on a level track1 with corrections for rising and falling to grades up to #b per cent4 ,speed curves were then plotted for the trains on the entire line1 showing at each point the maximum possible speed1 with the gear ratio of the motors adopted4 ,a joint consideration of the speeds1 braking efforts1 and profile of the road were then used to determine at each and every point on the line the minimum allowable distance between trains1 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 advance2 in other words1 the length of the overlap section was determined by the local conditions at each point4 ,in order to provide for adverse conditions the actual braking distances was increased by #ej per cent42 for example1 the braking distance of a train moving #ce miles an hour is #dfe feet1 this would be increased #ej per cent4 and the overlap made not less than #fig feet4 ,with this length of overlap the home signals could be located #fig feet apart1 and the block section length would be double this or #acid feet4 ,the average length of overlaps1 as laid out1 is about #hjj feet1 and the length of block sections double this1 or #a1fjj feet4 ,illustration3 ,,view ,,under ,,car1 ,,showing ,,trigger ,,on ,,truck ,,in ,,position ,,to ,,engage ,,with ,,track ,,stop ,the protection provided by this unique arrangement of signals is illustrated on page #adc4 ,three positions of train are shown3 ,a4 ,,minimum distance between trains3 ,the first train has just passed the home signal1 the second train is stopped by the home signal in the rear2 if this train had failed to stop at this point1 the automatic stop would have applied the air brake and the train would have had the overlap distance in which to stop before it could reach the rear of the train in advance2 therefore1 under the worst conditions1 no train can get closer to the train in advance than the length of the overlap1 and this is always a safe stopping distance4 ,b4 ,,caution distance between train3 ,the first train in same position as in ,a1 the second train at the third home signal in the rear2 this signal can be passed under caution1 and this distance between trains is the caution distance1 and is always equal to the length of the block section1 or two overlaps4 ,c4 ,,clear distance between trains3 ,first train in same position as in ,a1 second train at the fourth home signal in the rear2 at this point both the home and distant signals are clear1 and the distance between the trains is now the clear running distance2 that is1 when the trains are one block section plus an overlap apart they can move under clear signal1 and this distance is used in determining the running schedule4 ,it will be noted in ,c that the first train has the following protection3 ,home signals #a and #b in stop position1 together with the automatic stop at signal #b in position to stop a train1 distant signal #a1 #b1 and #c all at caution1 or1 in other words1 a train that has stopped is always protected by two home signals in its rear1 and by three caution signals1 in addition to this an automatic stop placed at a safe stopping distance in the rear of the train4 ,illustration3 ,,electro-,,pneumatic ,,interlocking ,,machine ,,on ,,station ,,platform ,illustration3 ,,special ,,interlocking ,,signal ,,cabin ,,south ,,of ,,brooklyn ,,bridge ,,station ,sidenote3 ,description of ,block ,signaling ,system ,the block signaling system as installed consists of automatic overlapping system above described applied to the two express tracks between ,city ,hall and #ifth ,street1 a distance of six and one-half miles1 or thirteen miles of track2 and to the third track between #ifth and #adeth ,streets on the ,west ,side branch1 a distance of two and one-half miles4 ,this third track is placed between the two local tracks1 and will be used for express traffic in both directions1 trains moving toward the ,city ,hall in the morning and in the opposite direction at night2 also the two tracks from #adeth ,street to ,dyckman ,street1 a distance of two and one-half miles1 or five miles of track4 ,the total length of track protected by signals is twenty-four and one-half miles4 ,the small amount of available space in the subway made it necessary to design a special form of the signal itself4 ,clearances would not permit of a position signal indication1 and1 further1 a position signal purely was not suitable for the lighting conditions of the subway4 ,a color signal was therefore adopted conforming to the adopted rules of the ,american ,railway ,association4 ,it consists of an iron case fitted with two white lenses1 the upper being the home signal and the lower the distant4 ,suitable colored glasses are mounted in slides which are operated by pneumatic cylinders placed in the base of the case4 ,home and dwarf signals show a red light for the danger or stop indication4 ,distant signals show a yellow light for the caution indication4 ,all signals show a green light for the proceed or clear position4 ,signals in the subway are constantly lighted by two electric lights placed back of each white lens1 so that the lighting will be at all times reliable4 ,on the elevated structure1 semaphore signals of the usual type are used4 ,the signal lighting is supplied by a special alternating current circuit independent of the power and general lighting circuits4 ,a train stop or automatic stop of the ,kinsman system is used at all block signals1 and at many interlocking signals4 ,this is a device for automatically applying the air brakes to the train if it should pass a signal in the stop position4 ,this is an additional safeguard only to be brought into action when the danger indication has for any reason been disregarded1 and insures the maintenance of the minimum distance between trains as provided by the overlaps established4 ,great care has been given to the design1 construction1 and installation of the signal apparatus1 so as to insure reliability of operation under the most adverse conditions1 and to provide for accessibility to all the parts for convenience in maintenance4 ,the system for furnishing power to operate and control the signals consists of the following3 ,two #ejj-volt alternating current feed mains run the entire length of the signal system4 ,these mains are fed by seven direct-current motor-driven generators operated in multiple located in the various sub-power stations4 ,any four of these machines are sufficient to supply the necessary current for operating the system4 ,across these alternating mains are connected the primary coils of track transformers located at each signal1 the secondaries of which supply current of about #aj volts to the rails of the track sections4 ,across the rails at the opposite end of the section is connected the track relay1 the moving element of which operates a contact4 ,this contact controls a local direct-current circuit operating1 by compressed air1 the signal and automatic train stop4 ,direct current is furnished by two mains extending the length of the system1 which are fed by eight sets of #af-volt storage batteries in duplicate4 ,these batteries are located in the subway at the various interlocking towers1 and are charged by motor generators1 one of which is placed at each set of batteries4 ,these motor generators are driven by direct current from the third rail and deliver direct current of #be volts4 ,the compressed air is supplied by six air compressors1 one located at each of the following sub-stations3 ,nos4 #aa1 #ab1 #ac1 #ad1 #af1 and #ag4 ,three of these are reserve compressors4 ,they are motor-driven by direct-current motors1 taking current from the direct-current buss bars at sub-stations at from #djj to #gjj volts4 ,the capacity of each compressor is #bcj cubic feet4 ,illustration3 ,,main ,,line1 ,,piping ,,and ,,wiring ,,for ,,block ,,and ,,interlocking ,,system1 ,,showing ,,junction ,,box ,,on ,,column ,the motor-driven air compressors are controlled by a governor which responds to a variation of air pressure of five pounds or less4 ,when the pressure has reached a predetermined point the machine is stopped and the supply of cooling water shut off4 ,when the pressure has fallen a given amount1 the machine is started light1 and when at full speed the load is thrown on and the cooling water circulation restablished4 ,oiling of cylinders and bearings is automatic1 being supplied only while the machines are running4 ,two novel safety devices having to do especially with the signaling may be here described4 ,the first is an emergency train stop4 ,it is designed to place in the hands of station attendants1 or others1 the emergency control of signals4 ,the protection afforded is similar in principle to the emergency brake handle found in all passenger cars1 but operates to warn all trains of an extraneous danger condition4 ,it has been shown in electric railroading that an accident to apparatus1 perhaps of slight moment1 may cause an unreasoning panic1 on account of which passengers may wander on adjoining tracks in face of approaching trains4 ,to provide as perfectly as practicable for such conditions1 it has been arranged to loop the control of signals into an emergency box set in a conspicuous position in each station platform4 ,the pushing of a button on this box1 similar to that of the fire-alarm signal1 will set all signals immediately adjacent to stations in the face of trains approaching1 so that all traffic may be stopped until the danger condition is removed4 ,the second safety appliance is the section break protection4 ,this consists of a special emergency signal placed in advance of each separate section of the third rail2 that is1 at points where trains move from a section fed by one sub-station to that fed by another4 ,under such conditions the contact shoes of the train temporarily span the break in the third rail4 ,in case of a serious overload or ground on one section1 the train-wiring would momentarily act as a feeder for the section1 and thus possibly blow the train fuses and cause delay4 ,in order1 therefore1 to prevent trains passing into a dangerously overloaded section1 an overload relay has been installed at each section break to set a stop signal in the face of an approaching train1 which holds the train until the abnormal condition is removed4 ,illustration3 ,,three ,,methods ,,of ,,block ,,signaling ,illustration3 ,,diagram ,,of ,,overlapping ,,block ,,signal ,,system ,,illustrating ,,possible ,,positions ,,of ,,trains ,,running ,,under ,,same ,sidenote3 ,interlocking ,system ,the to-and-fro movement of a dense traffic on a four-track railway requires a large amount of switching1 especially when each movement is complicated by junctions of two or more lines4 ,practically every problem of trunk line train movement1 including two1 three1 and four-track operation1 had to be provided for in the switching plants of the subway4 ,further1 the problem was complicated by the restricted clearances and vision attendant upon tunnel construction4 ,it was estimated that the utmost flexibility of operation should be provided for1 and also that every movement be certain1 quick1 and safe4 ,all of the above1 which are referred to in the briefest terms only1 demanded that all switching movements should be made through the medium of power-operated interlocking plants4 ,these plants in the subway portions of the line are in all cases electro-pneumatic1 while in the elevated portions of the line mechanical interlocking has been1 in some cases1 provided4 ,a list of the separate plants installed will be interesting1 and is given below3 ,location4 ,interlocking ,working ,machines4 ,levers4 ,,main ,,line4 ,city ,hall1 #c #cb ,spring ,street1 #b #aj #adth ,street1 #b #af #ahth ,street1 #a #d #db;d ,street1 #b #ae #gb;d ,street #b #ae #ifth ,street #b #ai ,,west ,,side ,,branch4 #ajjth ,street1 #a #f #ajc;d ,street1 #a #f #aajth ,street1 #b #ab #aafth ,street1 #b #ab ,manhattan ,viaduct1 #a #ab #acgth ,street1 #b #ag #adeth ,street1 #b #ai ,dyckman ,street1 #a #ab #bafth ,street1 #a #ad ,,east ,,side ,,branch4 #aceth ,street1 #b #f ,lenox ,junction1 #a #g #adeth ,street1 #a #i ,lenox ,avenue ,yard1 #a #ce ,third and ,westchester ,avenue ,junction1 #a #ac ,st4 ,anna ,avenue1 #a #bd ,freeman ,street1 #a #ab #agfth ,street1 #b #ff ---- ---- ,total1 #cg #cic ,the total number of signals1 both block and interlocking1 is as follows3 ,home signals1 #ced ,dwarf signals1 #aej ,distant signals1 #ahg ---- ,total1 #fia ,total number of switches1 #bbd ,it will be noted that in the case of the ,city ,hall ,station three separate plants are required1 all of considerable size1 and intended for constant use for a multiplicity of movements4 ,it is1 perhaps1 unnecessary to state that all the mechanism of these important interlocking plants is of the most substantial character and provided with all the necessary safety appliances and means for rapidly setting up the various combinations4 ,the interlocking machines are housed in steel concrete towers1 so that the operators may be properly protected and isolated in the performance of their duties4 ,,chapter ,x ,,subway ,,drainage ,the employment of water-proofing to the exterior surfaces of the masonry shell of the tunnel1 which is applied to the masonry1 almost without a break along the entire subway construction1 has made it unnecessary to provide an extensive system of drains1 or sump pits1 of any magnitude1 for the collection and removal of water from the interior of the tunnel4 ,on the other hand1 however1 at each depression or point where water could collect from any cause1 such as by leakage through a cable manhole cover or by the breaking of an adjacent water pipe1 or the like1 a sump pit or drain has been provided for carrying the water away from the interior of the tunnel4 ,for all locations1 where such drains1 or sump pits1 are located above the line of the adjacent sewer1 the carrying of the water away has been easy to accomplish by employing a drain pipe in connection with suitable traps and valves4 ,in other cases1 however1 where it is necessary to elevate the water1 the problem has been of a different character4 ,in such cases1 where possible1 at each depression where water is liable to collect1 a well1 or sump pit1 has been constructed just outside the shell of the tunnel4 ,the bottom of the well has been placed lower than the floor of the tunnel1 so that the water can flow into the well through a drain connecting to the tunnel4 ,each well is then provided with a pumping outfit2 but in the case of these wells and in other locations where it is necessary to maintain pumping devices1 it has not been possible to employ a uniform design of pumping equipment1 as the various locations offer different conditions1 each employing apparatus best suited to the requirements4 ,in no case1 except two1 is an electric pump employed1 as the employment of compressed air was considered more reliable4 ,the several depressions at which it is necessary to maintain a pumping plant are enumerated as follows3 ,no4 #a--,sump at the lowest point on ,city ,hall ,loop4 ,no4 #b--,sump at intersection of ,elm and ,white ,streets4 ,no4 #c--,sump at #chth ,street in the ,murray ,hill ,tunnel4 ,no4 #d--,sump at intersection of #dfth ,street and ,broadway4 ,no4 #e--,sump at intersection of #aafth ,street and ,lenox ,avenue4 ,no4 #f--,sump at intersection of #adb;d ,street and ,lenox ,avenue4 ,no4 #g--,sump at intersection of #adgth ,street and ,lenox ,avenue4 ,no4 #h--,sump at about #addth ,street in ,harlem ,river approach4 ,no4 #i--,sump at the center of the ,harlem ,river ,tunnel4 ,no4 #aj--,sump at intersection of ,gerard ,avenue and #adith ,street4 ,in addition to the above mentioned sumps1 where pumping plants are maintained1 it is necessary to maintain pumping plants at the following points3 ,location ,no4 #a--;,at the cable tunnel constructed under the ,subway at #bc;d ,street and ,fourth ,avenue4 ,location ,no4 #b--;,at the sub-subway at #db;d ,street and ,broadway4 ,location ,no4 #c--;,at the portal of the ,lenox ,avenue extension at #adhth ,street4 ,location ,no4 #d--;,at the southerly end of the ,harlem ,river tube4 ,location ,no4 #e--;,at the northerly end of the ,harlem ,river tube4 ,location ,no4 #f--;,at the portal at ,bergen ,avenue and #adith ,street4 ,in the case of the ,no4 #a sump a direct-connected electric triple-plunger pump is employed1 situated in a pump room about #dj feet distant from the sump pit4 ,in the case of ,nos4 #b1 #d1 and #g sumps1 automatic air lifts are employed4 ,this apparatus is placed in those sump wells which are not easily accessible1 and the air lift was selected for the reason that no moving parts are conveyed in the air-lift construction other than the movable ball float and valve which control the device4 ,the air lift consists of concentric piping extending several feet into the ground below the bottom of the well1 and the water is elevated by the air producing a rising column of water of less specific weight than the descending column of water which is in the pipe extending below the bottom of the sump well4 ,in the case of ,nos4 #c and #e sumps1 and for ,location ,no4 #a1 automatic air-operated ejectors have been employed1 for the reason that the conditions did not warrant the employment of air lifts or electric or air-operated pumps4 ,in the case of ,nos4 #f1 #h1 #i1 and #aj sumps and for ,locations ,nos4 #b1 #d1 and #e1 air-operated reciprocating pumps will be employed4 ,these pumps will be placed in readily accessible locations1 where air lifts could not be used1 and this type of pump was selected as being the most reliable device to employ4 ,in the case of ,location ,no4 #c1 where provision has to be made to prevent a large amount of yard drainage1 during a storm1 from entering the tunnel where it descends from the portal1 it was considered best to employ large submerged centrifugal pumps1 operated by reciprocating air engines4 ,also for the portal1 at ,location ,no4 #f1 similar centrifugal pumps will be employed1 but as compressed air is not available at this point1 these pumps will be operated by electric motors4 ,the air supply to the air-operating pumping devices will be independent from the compressed air line which supplies air to the switch and signal system1 but break-down connections will be made between the two systems1 so that either system can help the other out in case of emergency4 ,a special air-compressor plant is located at the #adhth ,street repair shop1 and another plant within the subway at #dast ,street1 for supplying air to the pumps1 within the immediate locality of each compressor plant4 ,for the more remote pumps1 air will be supplied by smaller air compressors located within passenger stations4 ,in one case1 for the ,no4 #b sump1 air will be taken from the switch and signal air-compressor plant located at the ,no4 #aa sub-station4 ,,chapter ,,xi ,,repair ,,and ,,inspection ,,shed ,while popularly and not inaccurately known as the ,subway ,system1 the lines of the ,interborough ,company comprise also a large amount of trackage in the open air1 and hence the rolling stock which has already been described is devised with the view to satisfying all the peculiar and special conditions thus involved4 ,a necessary corollary is the requirement of adequate inspection and repair shops1 so that all the rolling stock may at all times be in the highest state of efficiency2 and in this respect the provision made by the company has been lavish and liberal to a degree4 ,the repair and inspection shop of the ,interborough ,rapid ,transit ,company adjoins the car yards of the company and occupies the entire block between ,seventh ,avenue on the west1 ,lenox ,avenue and the ,harlem ,river on the east1 #adhth ,street on the south1 and #adith ,street on the north4 ,the electric subway trains will enter the shops and car yard by means of the ,lenox ,avenue extension1 which runs directly north from the junction at #adb;d ,street and ,lenox ,avenue of the ,east ,side main line4 ,the branch leaves the main line at #adb;d ,street1 gradually approaches the surface1 and emerges at about #adgth ,street4 ,sidenote3 ,general ,arrangement ,the inspection shed is at the southern end of the property and occupies an area of approximately #ccf feet by #bdj feet4 ,it is divided into three bays1 of which the north bay is equipped with four tracks running its entire length1 and the middle bay with five tracks4 ,the south bay contains the machine-tool equipment1 and consists of eighteen electrically driven machines1 locker and wash rooms1 heating boilers1 etc41 and has only one track extending through it4 ,sidenote3 ,construction ,the construction of the inspection shops is that which is ordinarily known as reinforced concrete1 and no wood is employed in the walls or roof4 ,the building is a steel structure made up of four rows of center columns1 which consist of twenty-one bays of #af feet each1 supporting the roof trusses4 ,the foundations for these center columns are concrete piers mounted on piles4 ,after the erection of the steel skeleton1 the sides of the building and the interior walls are constructed by the use of #c_/d-;inch furring channels1 located #af inches apart1 on which are fastened a series of expanded metal laths4 ,the concrete is then applied to these laths in six coats1 three on each side1 and termed respectively the scratch coat1 the rough coat1 and the fining coat4 ,in the later1 the concrete is made with white sand1 to give a finished appearance to the building4 ,the roof is composed of concrete slabs1 reinforced with expanded metal laths and finished with cement and mortar4 ,it is then water-proofed with vulcanite water-proofing and gravel4 ,in this connection it might be said that1 although this system of construction has been employed before1 the building under consideration is the largest example of this kind of work yet done in the neighborhood of ,new ,york ,city4 ,it was adopted instead of corrugated iron1 as it is much more substantial1 and it was considered preferable to brick1 as the later would have required much more extensive foundations4 ,the doors at each of the bays of the building are of rolling steel shutter type1 and are composed of rolled-steel strips which interloop with each other1 so that while the entire door is of steel1 it can easily be raised and lowered4 ,sidenote3 ,capacity and ,pit ,room ,all of the tracks in the north and middle bays are supplied with pits for inspecting purposes1 and as each track has a length sufficient to hold six cars1 the capacity of these two bays is fifty-four cars4 ,the inspection pits are heated by steam and lighted by electric light1 for which latter purpose frequent sockets are provided1 and are also equipped with gas pipes1 so that gas torches can be used instead of gasoline4 ,sidenote3 ,trolley ,connection ,as usual in shops of this kind1 the third rail is not carried into the shops1 but the cars will be moved about by means of a special trolley4 ,in the middle bay this trolley consists of a four-wheeled light-frame carriage1 which will run on a conductor located in the pit4 ,the carriage has attached to it a flexible wire which can be connected to the shoe-hanger of the truck or to the end plug of the car1 so that the cars can be moved around in the shops by means of their own motors4 ,in the north bay1 where the pits are very shallow1 the conductor is carried overhead and consists of an #h-pound ,t-rail supported from the roof girders4 ,the middle bay is provided with a #ej-ton electric crane1 which spans all of the tracks in this shop and is so arranged that it can serve any one of the thirty cars on the five tracks1 and can deliver the trucks1 wheels1 motors1 and other repair parts at either end of the shops1 where they can be transferred to the telpherage hoist4 ,sidenote3 ,the ,telpherage ,system ,one of the most interesting features of the shops is the electric telpherage system4 ,this system runs the entire length of the north and south bays crossing the middle bay or erection shop at each end1 so that the telpherage hoist can pick up in the main room any wheels1 trucks1 or other apparatus which may be required1 and can take them either into the north bay for painting1 or into the south bay or machine shop for machine-tool work4 ,the telpherage system extends across the transfer table pit at the west end of the shops and into the storehouse and blacksmith shop at the ,seventh ,avenue end of the grounds4 ,the traveling telpherage hoist has a capacity of #f1jjj pounds4 ,the girders upon which it runs consist of #ab-;inch ,i-beams1 which are hung from the roof trusses4 ,the car has a weight of one ton and is supported by and runs on the ,i-beam girders by means of four #i-;inch diameter wheels1 one on each side4 ,the hoist is equipped with two motors4 ,the driving motor of two horse power is geared by double reduction gearing to the driving wheels at one end of the hoist4 ,the hoist motor is of eight horse power1 and is connected by worm gearing and then by triple reduction gearing to the hoist drum4 ,the motors are controlled by rheostatic controllers1 one for each motor4 ,the hoist motor is also fitted with an electric brake by which1 when the power is cut off1 a band brake is applied to the hoisting drum4 ,there is also an automatic cut-out1 consisting of a lever operated by a nut1 which travels on the threaded extension of the hoisting drum shaft1 and by which the current on the motor is cut off and the brake applied if the chain hook is wound up too close to the hoist4 ,sidenote3 ,heating and ,lighting ,the buildings are heated throughout with steam1 with vacuum system of return4 ,the steam is supplied by two #ajj horse power return tubular boilers1 located at the southeastern corner of the building and provided with a #bh-;inch stack #fj feet high4 ,the heat is distributed at #ae pounds pressure throughout the three bays by means of coil radiators1 which are placed vertically against the side walls of the shop and storeroom4 ,in addition1 heating pipes are carried through the pits as already described4 ,the shops are well lighted by large windows and skylights1 and at night by enclosed arc lights4 ,illustration3 ,,interior ,,view ,,of #adh,,th ,,street ,,repair ,,shops ,sidenote3 ,fire ,protection ,the shops and yards are equipped throughout with fire hydrants and fire plugs1 hose and fire extinguishers4 ,the water supply taps the city main at the corner of ,fifth ,avenue and #adhth ,street1 and pipes are carried along the side of the north and south shops1 with three reel connections on each line4 ,a fire line is also carried through the yards1 where there are four hydrants1 also into the general storeroom4 ,sidenote3 ,general ,store ,room ,the general storeroom1 oil room1 and blacksmith shop occupy a building #aii feet by #bb feet in the southwestern corner of the property4 ,this building is of the same general construction as that of the inspection shops4 ,the general storeroom1 which is that fronting on #adhth ,street1 is below the street grade1 so that supplies can be loaded directly onto the telpherage hoist at the time of their receipt1 and can be carried to any part of the works1 or transferred to the proper compartments in the storeroom4 ,adjoining the general room is the oil and paint storeroom1 which is separated from the rest of the building by fire walls4 ,this room is fitted with a set of eight tanks1 each with a capacity of #bjj gallons4 ,as the barrels filled with oil and other combustible material are brought into this room by the telpherage system they are deposited on elevated platforms1 from which their contents can be tapped directly into the tank4 ,sidenote3 ,blacksmith ,shop ,the final division of the west shops is that in the northeastern corner1 which is devoted to a blacksmith shop4 ,this shop contains six down-draught forges and one drop-hammer1 and is also served by the telpherage system4 ,sidenote3 ,transfer ,table ,connecting the main shops with the storeroom and blacksmith or west shops is a rotary transfer table #df feet #af-ac_/af inches long and with a run of #bai feet4 ,the transfer table is driven by a large electric motor the current being supplied through a conductor rail and sliding contact shoe4 ,the transfer table runs on two tracks and is mounted on #cc-;inch standard car wheels4 ,sidenote3 ,employees ,the south side of the shop is fitted with offices for the ,master ,mechanic and his department4 ,the working force will comprise about #bej in the shops1 and their lockers1 lavatories1 etc41 are located in the south bay4 ,,chapter ,,xii ,,sub-,,contractors ,the scope of this book does not permit an enumeration of all the sub-contractors who have done work on the ,rapid ,transit ,railroad4 ,the following list1 however1 includes the sub-contractors for all the more important parts of the construction and equipment of the road4 99 99 99 99 99 ,general ,construction1 ,sub-section ,contracts1 ,track and ,track ,material1 ,station ,finish1 and ,miscellaneous ,contracts ,s4 ,l4 ,f4 ,deyo1 ,chief ,engineer4 ,sub-sections ,for construction purposes the road was divided into sub-sections1 and sub-contracts were let which included excavation1 construction and re-construction of sub-surface structures1 support of surface railway tracks and abutting buildings1 erection of steel 7underground and viaduct71 masonry work and tunnel work under the rivers2 also the plastering and painting of the inside of tunnel walls and restoration of street surface4 ,bradley1 ,william1 ,sub-sections #f;,a and #f;,b1 #fjth ,street to #ajdth ,street4 ,degnon-,mc,lean ,contracting ,company 7,degnon ,contracting ,company71 ,sub-section #a1 #b and #e;,a1 ,post-office to ,great ,jones ,street and #dast ,street and ,park ,avenue to #dgth ,street and ,broadway4 ,farrell1 ,e4 ,j41 ,sub-section1 ,lenox ,avenue ,extension1 #adb;d ,street to #adhth ,street4 ,farrell ,hopper 7,farrell1 ,hopper ,company71 ,sub-sections #g and #h1 #ajc;d ,street and ,broadway to #aceth ,street and ,lenox ,avenue4 ,holbrook1 ,cabot ,daly 7,holbrook1 ,cabot ,daly ,contracting ,company71 ,sub-section #c1 ,great ,jones ,street to #cc;d ,street4 ,mc,cabe ,brother1 ,l4 ,b4 7,r4 ,c4 ,hunt1 ,superintendent71 ,sub-sections #ac and #ad1 #acc;d ,street to ,hillside ,avenue4 ,mc,mullen ,mc,bean1 ,sub-section #i;,a1 #aceth ,street and ,lenox ,avenue to ,gerard ,avenue and #adith ,street4 ,naughton ,company 7,naughton ,company71 ,sub-section #e;,b1 #dgth ,street to #fjth ,street4 ,roberts1 ,e4 ,p41 ,sub-sections #aj1 #ab1 and #ae1 ,foundations 7,viaducts71 ,brook ,avenue to ,bronx ,park1 #abeth ,street to #acc;d ,street1 and ,hillside ,avenue to ,bailey ,avenue4 ,rodgers1 ,john ,c41 ,sub-section #i;,b1 ,gerard ,avenue to ,brook ,avenue4 ,shaler1 ,ira ,a4 7,estate of ,ira ,a4 ,shaler71 ,sub-section #d1 #cc;d ,street to #dast ,street4 ,shields1 ,john1 ,sub-section #aa1 #ajdth ,street to #abeth ,street4 ,terry ,tench ,construction ,company 7,terry ,tench ,company71 ,sub-sections #aj1 #ab1 and #ae1 ,steel ,erection 7,viaducts71 ,brook ,avenue to ,bronx ,park1 #abeth ,street to #acc;d ,street1 and ,hillside ,avenue to ,bailey ,avenue4 ,,brooklyn ,,extension4 ,cranford ,mc,namee1 ,sub-section #c1 ,clinton ,street to ,flatbush and ,atlantic ,avenues1 ,brooklyn4 ,degnon-,mc,lean ,contracting ,company 7,degnon ,contracting ,company71 ,sub-section #a1 ,park ,row to ,bridge ,street1 ,manhattan4 ,onderdonk1 ,andrew 7,new ,york ,tunnel ,company71 ,sub-sections #b and #b;,a1 ,bridge ,street1 ,manhattan1 to ,clinton and ,joralemon ,streets1 ,brooklyn4 ,,track ,,and ,,track ,,material ,american ,iron ,steel ,manufacturing ,company1 ,track ,bolts4 ,baxter ,company1 ,g4 ,s41 ,ties4 ,connecticut ,trap ,rock ,quarries1 ,ballast4 ,dilworth1 ,porter ,company1 ,spikes4 ,holbrook1 ,cabot ,rollins 7,holbrook1 ,cabot ,rollins ,corporation71 ,track ,laying1 ,city ,hall to ,broadway and #db;d ,street4 ,long ,clove ,trap ,rock ,company1 ,ballast4 ,malleable ,iron ,fittings ,company1 ,cup ,washers4 ,naughton ,company1 ,track ,laying1 ,underground ,portion of ,road north of #db;d ,street and ,broadway4 ,pennsylvania ,steel ,company1 ,running ,rails1 ,angle ,bars1 ,tie ,plates and ,guard ,rails4 ,ramapo ,iron ,works1 ,frogs and ,switches1 ,filler ,blocks and ,washers4 ,sizer ,company1 ,robert ,r41 ,ties4 ,terry ,tench ,construction ,company 7,terry ,tench ,company71 ,timber ,decks for ,viaduct ,portions1 and ,laying and ,surfacing ,track on ,viaduct ,portions4 ,weber ,railway ,joint ,manufacturing ,company1 ,weber ,rail ,joints4 ,,station ,,finish ,american ,mason ,safety ,tread ,company1 ,safety ,treads4 ,atlantic ,terra ,cotta ,company1 ,terra ,cotta4 ,boote ,company1 ,alfred1 ,glazed ,tile and ,art ,ceramic ,tile4 ,byrne ,murphy1 ,plumbing1 #hfth ,street ,station4 ,dowd ,maslen1 ,brick ,work for ,city ,hall and other ,stations and ,superstructures for #gb;d ,street1 #ajc;d ,street and ,columbia ,university ,stations4 ,empire ,city ,marble ,company1 ,marble4 ,grueby ,faience ,company1 ,faience4 ,guastavino ,company1 ,guastavino ,arch1 ,city ,hall ,station4 ,hecla ,iron ,works1 ,kiosks and ,eight ,stations on ,elevated ,structure4 ,herring-,hall-,marvin ,safe ,company1 ,safes4 ,holbrook1 ,cabot ,rollins ,corporation1 ,painting ,stations4 ,howden ,tile ,company1 ,glazed ,tile and ,art ,ceramic ,tile4 ,laheny ,company1 ,j4 ,e41 ,painting ,kiosks4 ,manhattan ,glass ,tile ,company1 ,glass ,tile1 and ,art ,ceramic ,tile4 ,parry1 ,john ,h41 ,glass ,tile and ,art ,ceramic ,tile4 ,pulsifer ,larson ,company1 ,illuminated ,station ,signs4 ,rookwood ,pottery ,company1 ,faience ,russell ,irwin ,manufacturing ,company1 ,hardware ,simmons ,company1 ,john1 ,railings and ,gates4 ,tracy ,plumbing ,company1 ,plumbing4 ,tucker ,vinton1 ,strap ,anchors for ,kiosks4 ,turner ,construction ,company1 ,stairways1 ,platforms1 and ,platform ,overhangs4 ,vulcanite ,paving ,company1 ,granolithic ,floors4 ,,miscellaneous ,american ,bridge ,company1 ,structural ,steel4 ,american ,vitrified ,conduit ,company1 ,ducts4 ,blanchite ,process ,paint ,company1 ,plaster ,work and ,blanchite ,enamel ,finish on ,tunnel ,side ,walls4 ,brown ,hoisting ,machinery ,company1 ,signal ,houses at ,four ,stations4 ,camp ,company1 ,h4 ,b41 ,ducts4 ,cunningham ,kearns1 ,sewer ,construction1 ,mulberry ,street1 ,east #ajth ,street1 and ,east #bb;d ,street ,sewers4 ,fox ,company1 ,john1 ,cast ,iron4 ,mc,roy ,clay ,works1 ,ducts4 ,norton ,dalton1 ,sewer ,construction1 #adb;d ,street ,sewer4 ,onondaga ,vitrified ,brick ,company1 ,ducts4 ,pilkington1 ,james1 ,sewer ,construction1 ,canal ,street and ,bleecker ,street ,sewers4 ,simmons ,company1 ,john1 ,iron ,railings1 ,viaduct ,sections4 ,sicilian ,asphalt ,paving ,company1 ,waterproofing4 ,tucker ,vinton1 ,vault ,lights4 ,united ,building ,material ,company1 ,cement4 99 99 99 99 99 ,electrical ,department ,l4 ,b4 ,stillwell1 ,electrical ,director4 ,electric plant for generation1 transmission1 conversion1 and distribution of power1 third rail construction1 electrical car equipment1 lighting system1 fire and emergency alarm systems3 ,american ,steel ,wire ,company1 ,cable4 ,bajohr1 ,carl1 ,lightning ,rods4 ,broderick ,company1 ,contact ,shoes4 ,cambria ,steel ,company1 ,contact ,rail4 ,columbia ,machine ,works ,malleable ,iron ,company1 ,contact ,shoes4 ,consolidated ,car ,heating ,company1 ,car ,heaters4 ,d4 ,w4 ,fuse ,company1 ,fuse ,boxes and ,fuses4 ,electric ,storage ,battery ,company1 ,storage ,battery ,plant4 ,gamewell ,fire ,alarm ,telegraph ,company1 ,fire and ,emergency ,alarm ,systems4 ,general ,electric ,company1 ,motors1 ,power ,house and ,sub-station ,switchboards1 ,control ,apparatus1 ,cable4 ,general ,incandescent ,arc ,light ,company1 ,passenger ,station ,switchboards4 ,india ,rubber ,gutta ,percha ,insulating ,company1 ,cables4 ,keasby ,mattison ,company1 ,asbestos4 ,malleable ,iron ,fittings ,company1 ,third ,rail and other ,castings4 ,mayer ,englund ,company1 ,rail ,bonds4 ,mitchell ,vance ,company1 ,passenger ,station ,electric ,light ,fixtures4 ,national ,conduit ,cable ,company1 ,cables4 ,national ,electric ,company1 ,air ,compressors4 ,nernst ,lamp ,company1 ,power ,station ,lighting4 ,okonite ,company1 ,cables4 ,prometheus ,electric ,company1 ,passenger ,station ,heaters4 ,roebling's ,sons ,company1 ,j4 ,a41 ,cables4 ,reconstructed ,granite ,company1 ,third ,rail ,insulators4 ,standard ,underground ,cable ,company1 ,cables4 ,tucker ,electrical ,construction ,company1 ,wiring for ,tunnel and ,passenger ,station ,lights4 ,westinghouse ,electric ,manufacturing ,company1 ,alternators1 ,exciters1 ,transformers1 ,motors1 ,converters1 ,blower ,outfits4 ,westinghouse ,machine ,company1 ,turbo ,alternators4 99 99 99 99 99 ,mechanical and ,architectural ,department ,john ,van ,vleck1 ,mechanical and ,construction ,engineer4 ,power house and sub-station1 steam plant1 repair shop1 tunnel drainage1 elevators4 ,,power ,,house ,alberger ,condenser ,company1 ,condensing ,equipment4 ,allis-,chalmers ,company1 ,nine #h1jjj-aa1jjj ,h4 ,p4 ,engines4 ,alphons ,custodis ,chimney ,construction ,company1 ,chimneys4 ,american ,bridge ,company1 ,structural ,steel4 ,babcock ,wilcox ,company1 ,fifty-two #fjj ,h4 ,p4 ,boilers and ,six ,superheaters4 ,burhorn1 ,edwin1 ,castings4 ,gibson ,iron ,works1 ,thirty-six ,hand-fired ,grates4 ,manning1 ,maxwell ,moore1 ,electric ,traveling ,cranes and ,machine ,tools4 ,milliken ,brothers1 ,ornamental ,chimney ,caps4 ,otis ,elevator ,company1 ,freight ,elevator4 ,peirce1 ,john1 ,power ,house ,superstructure4 ,power ,specialty ,company1 ,four ,superheaters4 ,ryan ,parker1 ,foundation ,work and ,condensing ,water ,tunnels1 etc4 ,robins ,conveying ,belt ,company1 ,coal and ,ash ,handling ,apparatus4 ,reese1 ,jr41 ,company1 ,thomas1 ,coal ,downtake ,apparatus1 ,oil ,tanks1 etc4 ,riter-,conley ,manufacturing ,company1 ,smoke ,flue ,system4 ,sturtevant ,company1 ,b4 ,f41 ,blower ,sets4 ,tucker ,vinton1 ,concrete ,hot ,wells4 ,treadwell ,company1 ,m4 ,h41 ,furnace ,castings1 etc4 ,walworth ,manufacturing ,company1 ,steam1 ,water1 and ,drip ,piping4 ,westinghouse1 ,church1 ,kerr ,company1 ,three ,turbo ,generator ,sets and ,two ,exciter ,engines4 ,westinghouse ,machine ,company1 ,stokers4 ,wheeler ,condenser ,company1 ,feed ,water ,heaters4 ,worthington1 ,henry ,r41 ,boiler ,feed ,pumps4 ,,sub-,,stations ,american ,bridge ,company1 ,structural ,steel4 ,carlin ,company1 ,p4 ,j41 ,foundation and ,superstructure1 ,sub-station ,no4 #ae 7#adc;d ,street74 ,cleveland ,crane ,car ,company1 ,hand ,power ,traveling ,cranes4 ,crow1 ,w4 ,l41 ,foundation and ,superstructure ,sub-stations ,nos4 #ag and #ah 7,fox ,street1 ,hillside ,avenue74 ,parker ,company1 ,john ,h41 ,foundation and ,superstructure ,sub-stations ,nos4 #aa1 #ab1 #ac1 #ad1 and #af 7,city ,hall ,place1 ,e4 #aith ,street1 ,w4 #ec;d ,street1 ,w4 #ifth ,street1 ,w4 #acb;d ,street74 ,,inspection ,,shed ,american ,bridge ,company1 ,structural ,steel4 ,beggs ,company1 ,james1 ,heating ,boilers4 ,elektron ,manufacturing ,company1 ,freight ,elevator4 ,farrell1 ,e4 ,j41 ,drainage ,system4 ,hiscox ,company1 ,w4 ,t41 ,steam ,heating ,system4 ,leary ,curtis1 ,transformer ,house4 ,milliken ,brothers1 ,structural ,steel and ,iron for ,storehouse4 ,northern ,engineering ,works1 ,electric ,telpherage ,system4 ,o',rourke1 ,john ,f41 ,foundation ,work4 ,tucker ,vinton1 ,superstructure of ,reinforced ,concrete4 ,tracy ,plumbing ,company1 ,plumbing4 ,weber1 ,hugh ,l41 ,superstructure of ,storehouse1 etc4 ,,signal ,,towers ,tucker ,vinton1 ,reinforced ,concrete ,walls for ,eight ,signal ,towers4 ,,passenger ,,elevators ,otis ,elevator ,company1 ,electric ,passenger ,elevators for #afgth ,street1 #ahast ,street1 and ,mott ,avenue ,stations1 and ,escalator for ,manhattan ,street ,station4 99 99 99 99 99 ,rolling ,stock and ,signal ,department ,george ,gibbs1 ,consulting ,engineer4 ,cars1 ,automatic ,signal ,system4 ,american ,car ,foundry ,company1 ,steel ,car ,bodies and ,trailer ,trucks4 ,buffalo ,forge ,company1 ,blacksmith ,shop ,equipment4 ,burnham1 ,williams ,company 7,baldwin ,locomotive ,works71 ,motor ,trucks4 ,cambria ,steel ,company1 ,trailer ,truck ,axles4 ,christensen ,engineering ,company1 ,compressors1 ,governors1 and ,pump ,cages on ,cars4 ,curtain ,supply ,company1 ,car ,window and ,door ,curtains4 ,dressel ,railway ,lamp ,works1 ,signal ,lamps4 ,hale ,kilburn ,manufacturing ,company1 ,car ,seats and ,backs4 ,jewett ,car ,company1 ,wooden ,car ,bodies4 ,manning1 ,maxwell ,moore1 ,machinery and ,machine ,tools for ,inspection ,shed4 ,metal ,plated ,car ,lumber ,company1 ,copper ,sheathing for ,cars4 ,pitt ,car ,gate ,company1 ,vestibule ,door ,operating ,device for ,cars4 ,pneumatic ,signal ,company1 ,three ,mechanical ,interlocking ,plants4 ,standard ,steel ,works1 ,axles and ,driving ,wheels for ,motor and ,trailer ,trucks4 ,st4 ,louis ,car ,company1 ,wooden ,car ,bodies and ,trailer ,trucks4 ,stephenson ,company1 ,john1 ,wooden ,car ,bodies4 ,taylor ,iron ,steel ,company1 ,trailer ,truck ,wheels4 ,union ,switch ,signal ,company1 ,block ,signal ,system and ,interlocking ,switch and ,signal ,plants4 ,van ,dorn ,company1 ,w4 ,t41 ,car ,couplings4 ,wason ,manufacturing ,company1 ,wooden ,car ,bodies and ,trailer ,trucks4 ,westinghouse ,air ,brake ,company1 ,air ,brakes4 ,westinghouse ,traction ,brake ,company1 ,air ,brakes4