Worcester daily spy. [volume] (Worcester [Mass.]) 1850-1888, 1871-10-11

The UNION DEPOT HEARING was resumed
before the commissioners yesterday forenoon at
ten O'Clock:
Hon. Phinehas Ball, city engineer of this city.
was called by the Norwich road. After a general
statement of ms experience as a civil engineer on
railroads. and water and sewer works in this city,
he stated that the drawings, measurements, levels,
&C., of the several plans before the commission.
were made under his supervision. Being fully ia
mlllar with both the proposed locations and the
plans of the two depos, his opinion was that there
are no engineering difficulties in the construction
OF depot between Green and Grafton streets ade-
qudte TO the public needs.
He described tine plan for such depot, being the
same plan substantially has been heretofore sug-
gested for that location except that in his plan two
tracks are provided for each road ten tracks in ALL
The building is 100 feet on the Boston and Albany
track, and 800 feet on the Nashua track the build
ing being in the form of a Y. Its western end is
100 feet from the east line of Green street. At its
northwest corner Is $50 feet from Front street. 1t
fronts on Front street $40 feet but this space is cut
by four tracks for the northern roads. There are
but 2l5 feet unlncumbered by the tracks. The
building Is 204 feet wide on Green street. and 140 on
Grafton street, ITO of which occupied by tracks
leaving thirty feet clear passage into the building
me east end OF the building Is $50 feet from Graf
ton street.
He described the approaches to the depot. From
the city hall it would be reached by Front and
Trumbull streets The latter should be widened 40
feet on its east side the widening extending half
way from Trunbull square to Front street. From
Park street the approach would be direct and
WOulu accommodate all the southwestern part of
the city. Front and Mechanic streets, and Summer
and Shrewsbury streets would furnish other ap-
proaches direct to the front of the depot
He considered the centre of population to be near
the Norwich and Worcester engine house. He loca-
ted the commercial business centre of the CITY near
Pearl street. He thought the location he described
was more directly accessible by the public than the
one east of Grafton street. account of its large
frontage, and the possibility of driving or walking
to the depot without crossing tracks. He also
pointed out the difficulties of approaching, on
foot the proposed station east of Grafton street. an
open yard or carriage way of l50 or more feet in
width intervening between the sidewalks on the
streets and depot. By his plan, such difficulties
exist
The approach by carriages to the depot west of
Grafton street he considered to be much the best
as the building has much greater frontage and is
accessible by large proportion OF the travel with
out crossing any tracks, The east yard of the sta
ton between Green and Grafton streets is as near
Washington square as is the west yard of the one
cast of Grafton street, and after Grafton street Is
brldged its access will be much better.
In regard TO grading, he said there is more to be
done on the location between Green and Grafton
streets, the grading varying from nothing to six
teen feet; rough calculation gives $4,000 cubic
yards of filling to be done, costing about $4,000
AT the location east Of Grafton street. considerable
Milling will be needed east of the depot his esti-
mates being about 10000 cubic yards. His plan for
station and grounds between Green and Grafton
streets, occupies an area of about 29S,000 square
feet This gives frontage, clear of tracks, Of 7l5
feet lie described in detail the advantages OF this
spot for depot, including the subtcrranean an
proach described in his testimony at the last hear
ing, having approaches to the interior of the build
ing by inclined planes, accessible alike from the
north and the south sides of the tracks, by the eX
tension of the tunnel through to Franklin street
He considered tins tunnel or subterranean approach
to be an advantage, for by it can be had TO
either trains without crossing any tracks, but il is
not Indispensable to his pan without it the plan
has all the advantages of an ordinary depot
He thought all the streets between Grafton and
SOutnbridge streets should be bridged when all the
travel is turned upon these tracks, including Graf
ton, Franklin, Green, Plymouth and Washington
streets. lie thought this necessary whichever OF
tine two locations is adopted. Green and Grafton
streets are the most Important Green street has
the most travel as indicated by count taken last
February. The count was taken two separate DAYS
and gave an average of 1869 teams and 53T7 pedes-
trians on Green street. against ISL teams and 1852
pedestrians on Grafton street. He thought Green
street should be brldged at once for 50 trains cross
there daily now; if all the trains passing the city
are to cross there, it will take large proportion Of
the time, and travel will be greatly Obstructed.
lfthe depot is located according to his plan, be-
tween Green and Grafton streets, he thought the
best plan for bridging Green street would be to
unite the travel of Green and Franklin streest and
take both under the tracks by one passage. He
would turn the travel into Temple street to get it
TO the eastward of the present location of Green
street uniting it with franklin street and tunne-
ing the tracks at the junction. He would leave the
grade crossing at Green street as at present. but
give the new avenue addition. This wouldcost
more imam the bridging of Grafton street but it
would save one bridge and thus would cost less
imam to bridge the three streets separately.
IN answer TO Mr. Aldrcb, Mr.. Ball said the travel
IN tIt IroNluence road Is largely local, and it
would pc compelled to travel an eighth of mile
iurter II the station is of Grafton street than if
U IS located as by Mr. Balls plan. This plan would
not increase the travel of the passengers on the
IroVldence road over that caused by their present
depot.
In answer to Mr.. Nelson, Mr.. Ball said the idea
VI sldtloh between Green and Grafton streets was
hrst suggested during the hearing before tho legis
ature last winter. He stated that he had also nre
pared plan Tor station on the west side az a room
street about the last of July, after the ono be had
explained to-day was drawn 1t was done al the
suggestion OF the managers of the Norwich. Nashua
and Providence roads This plan was Ieft With
Others in the rooms of the Worcester and Nosbna
rairoad company; he had not seen 1t since II yas
a plan for a rectangular building. (Mr. Nelson de-
sired the Nashua people to produce this plan
Witness was present at meeting of the different
parties in interest at which it was suggested 70 nre
sent this last plan to the commission and on tba
suppositon that the plan between Green and Graf
ton streets was not practicable, but the suggestion
was not accepted.
II was made by the Norwich and the Nashua
people, but was at once repealed by the Boston and
Albany people and the city. Messrs. Kinnicutt
and Smith urged its presentation before the com
mission. He thought station could be built east
of Grafton street which would be perfectly practi-
cable. He considered that, so far as the through
travelling public is concerned, it makes no differ
ehce which locations adopted; it affects the local
travel only.
The afternoon session was occupied principally in
the Cross-examinaton Of Mr.. BAN by Messrs, Mel.