The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1874-01-30
An Iron Suspension Road.

TO EDITOR OF THE
submit for publication my solution OF the ap.
parently perpexing question OF rapid transit for
this city. 1t is simple, practicable and cheap. 1t
consists of a series OF suspensions mounted on
plate iron columns Of three in diameter at the
base and terminal height OF sixty-fve feet lineal
distance apart 200 feet; lateral distance, twenty
five ieet. At points where running through and
parallel with Streets to set at edge of curb on each
side of same at points where running through or
buildings, confined to above distances apart.
The elevation OF roadway to be forty feet from
surface; the head of columns supporting the
suspension cables, they having an anchor re de.
Ing and three preceding suspensions or spans,
each consecutive span or suspension finding an
anchorage in like manner, each terminus being
anchored In the customary manner for suspen-
SONS.
find by careful computation that the weight of
my plan, including cables and excluding columns,
will not exceed 900 pounds per liDeai yard, or
a5 tons per section OF 200 leet, and, arranged ac-
cordIng to my plan, with precautionary views TO
expansion and contraction, will be sefsupporting.
This leaves the entire strength OF caoles for
sustaining whatever load there may be placed
thereon, to an extent OF 30 TONS the weight of
the six sections that form the anchorage OF each
span. (Tnis is dguratve, as the line Of tension
operates obiquely and would sustain nearly twice
that amount.) Taking into consideration that
most oil heavy machinery costs only from fifteen TO
twenty cents per pound this couo not exceed
fifteen cents or $4,000 per seciicc1 or 1894 600 per
mile, and hlty-iour co."..ns five tons each, at
$24o per ton contracted. or se4,soo per mile The
IOunuut,Sns, for each column say $500, would cost
49, 200 per Inlle. Thus it would seem and assert
that Tor $a45,Ooo per mile could be built substan.
tlal double track railway, beautiful in appearance
and perfect in appointment.
This too, without oostructing in any manner the
streets or avenues, and necessltating but little de-
moliton of buildings. For instance, Jake a route
from Fulton street, up William to Chatham, over
and through buildings to Mulberry and Canal,
thence to }owery and East Houston and through
between the blocks OF Second and Third avenues to
Harlem. BY carrying 1t the forty feet above
nynr y.y .
buildings on the line, causing little need to pur-
chase property If the proper charter privileges
were allowed. ny suggestion Is but one OF many
what it may be WORTH 1t is stven, with wish that
this knotty problem oil quick tra2sit may soon be
'0''o' 'o''s w. Wy B. snow NOW Consulting Engineer.
NEW YORK. January 20, 1874.
Depressed Road Through the Blocks.
To THE EDITOR OF THE HERALD
Having invited information on the rapid transit
question, would call yonr attention to the fact
that the plans proposed in your columns by Mr..
Minton are In no way new, but are an imperfect
description OF the plans as proposed by John
Schuyler q. e. in 1861, as will be seen by reference
to the report to the Senate, OF special committee
dated January, 1867 being Senate document No.
%. His plan was to run the road through the
blocks depressed so as to be below the level of the
streets, without changing the grade, bridge
being in the place of the present pavements Tho
road to occupy the yards and the basement story
SO as not to require the removal of any buildings,
or rendering the irst floor unfit for use, but leav-
ing the buildings so that they will be lully avail
able for business purposes as at present This plan
IA by far the best that has been devised Tor con-
venience, comlost, practical utility and economy.
1t will destroy no property nor impede
the present travel The roadbed Will be out of
sight, on terra trina, and saie II Will not require
as would an elevated road, but when once built
would last for all time t"fefTo Hrmd pclng good