Evening star. [volume] (Washington, D.C.) 1854-1972, 1881-10-29


elevated road to pass under at their present
grades. From the east building line of It'll
street the tunnel continues along the line of
Virginia avenue to Maryland avenue thence
along the line of Maryland avenue to the west
building line of 18th street, where an open cut
commences, following the same line Of Maryland
avenue to the east building line of 18th street.
Here 1t terminates in the street grade. where
the present causeway of the Long Bridge COM
mences
It is proposed to widen this causeway to 100
feet, and raise the grade uniformly out to the
bridge abutment. which is to be fifteen feet
above tide A roadway and footwalk will con-
tinue on each side ofthe railroad tracksto within
suitable distance of the abutment, at
the same grade; but upon nearing the
abutment, these roadways will be made to rise
gradually above the grade Of the tracks and
meet upon an arched way above them. This
will leave the lower chords Of the bridge for the
road-bed Of the railways, and the viaduct upon
ordinary traffic of vehicles and f0Ot-passengers
above the tracks
A new bridge to replace the Long bridge is
indispensable. When the channel Of the river
is contracted to fts proper width by the new
waterfront, securing will inevitably take place
around the piers Of the present bridge. and the
probability is that the first freshet thereafter
would carry it off. It is not OF proper construc-
ton for the use required of it in the future and
cannot properly accommodate two important
IdilIOauS duU the IOCat TcnlCulsaI
1t is proposed to construct new bridge upon
the general plan here outlined, of ade-
quate strength and capacity, and with
stone piers at intervals OF about $50 feet
sunk to solid foundation. if practicable to bed
rock, like the piers Of the aqueduct bridge.
Behring'S taken many years ago indicate the
probability of finding the rock at reasonable
depth, but are not conclusive as to this A
draw Of sufficient size to accommodate the nav
igation ofthe river will be needed. In order to
afford the railroad companies an opportunity to
negotiate freely for the purchase Of sites for the
new depOts they require. it is thought best to
leave to the companies respectively, the selec-
ton of the site as well as the option of cOmbin-
ing in an union depot or erecting separate
depOts as they may elect, imposing only the con-
ditiOn that the location and grade of such depot
or depOts shall be subject to the approval of the
Commissioners ofthe District.
After careful consideration of various routes
and plans for accomplishing the purposes here
stated believe that the plan presented will give
the most satisfactory results. On the part of the
District it presents the following advantages
Two buildings for depots, which now Obstruct
the growth and improvement of the city are to
be abandoned.
Several miles Of track now laid through the
streets Of the city as if through wild land re-
mote from human habitatiOn, or running on
grade across and along populOns streets and
avenues are to be put under ground sufficient
depth to enable the street traffic to pass over
them, or lifted sufficiently above the grade of
the streets to enable the traffic to pass under
a them. maintaining the present grades Of the
streets. IRIS is accomplished in the case Of
every street on the line of each road after its
trance into the city, except two AK and 9TH,
which can be specially provided for and two others
18th and 1870 which can be similarly provided
for should they ever require it. The latter are
short streets. only three squares in length, in
tersected by an open cut near their lower end
They will probably never need a crossing. The
advantage of this disposition of the railroads is
not alone the security obtained for the ordinary
city traffic 1t effects. as well reclamation ofthose
narrow streets now wholly occupied by the tracks,
and prevents the use of the streets as freight
depots or for any purposes other than tn rough
transit. The result will be very great improve
ment in the value of realestate, now deprecated
because of the present state of affairs.
The proposed lines follow, while in eXcava-
ton. the course of ridge, upon which the sur
face flow ofrainfall naturally divides. The effect
upon the drainage system Of the city is there
fore minimum. There is very little interior
ence with the sewers. At Maryland avenue it
will be necessary to defect 80 foot diam. sewer
to e street. and along G to 18th. The lower
portion of the Intercepted sewer then becomes
available for the drainage of an additional area
south Oft. and nothing is lost by the change No
other sewers of any Importance are Intercepted.
The same popularity of following the ridge
affords the advantage OF very short open cuts
connecting the tunnel with the elevated road,
tie sudden descent OF the surface grades at the
end OF the ridge favOring the transition. Thus
the Baltimore and OHIO railroad crosses the line
OF I'd street east IN tunnel, and crosses 1t
street and New Jersey avenue only one
square distant. by elevated road at % feet
above the grade oftNew Jersey avenue. The
Baltimore and Potomac Railroad crosses the line
of Sd street east i'm ttihnel passes below the ter
minus of I'd street, and crosses New Jersey ave-
hue. also, % feet above grade This prevents
interference with the travel of any intersecting
street. 49,
/ The surplus excavation, which will be quite a
large amount. will be used for filling Delawa re
avenue and other streets in the vicinity of the
Capitol which cross ithe line of the old canal,
and for retaining the Potomac fats in the vi
cinity Of the present Long Bridge.
The route proposed appears to offer number
of advantages to the railroad companies.
The right-Of-way is given, throughout. on the
line Of public streets and avenues. No cOndem-
nation and purchase Of land is necessary.
The lines are short and direct, with easy
curves, except at one point on the separate line
of the Baltimore and Potomac Railroad, the cor
ner of Sth and E, where the arc of the curve is
800. On the line of the Baltimore and Potomac
Railroad the maximum cut is IS feet. and the
line is a short one; on the line of the Baltimore
and Ohio Railroad the maximum cut is 35 feet,
and on the combined line from New jersey ave-
nue. westward it is only 20 feet. All tunnels
will, therefore, be built in open cut, with very
little danger of any trouble whatever from un-
derground springs. The material excavated
will be strong clay with some gravel and per-
haps sand. No rock excavation is probable.
This work will present much less difficulty
than does the Boundary sewer, now in course
of construction. There the maximum cut is IS
feet, and water is found, at depth of 30 feet in
considerable quantities. with sand and gravel,
that wash out rapidly from beneath the overly
ing clay, bringing down the side banks into the
excavation.
The shallow cut makes it practicable in the
construction of the tunnels to provide readily
for unlimited ventilation.
The grades are sufficiently easy. the maximum
being So feet per mile. much less than has here
tOfOre been found practicable in this class of
construction, the ground being exceptionally
favorable.
The Baltimore and Ohio railroad have the
longest and most expensive Independent line to
run, besides providing for connections outside
the city limits. The connections of the Balti-
more and Potomac railroad remain as they are
now. On the other hand, the Baltimore and
Ohio railroad acquire valuable franchise in the
crossing of the Potomac on the line of the Long
Bridge. Plans for the proposed improvement
are transmitted herewith. and detailed estimates
have been prepared under my direction. the
computations being made by Mr.. Geo. w. Bailey
and Mr.. John F. Alexander. The following is q
summary:
For the Baltimore and Ohio railroad
ST. flor, fcrf ot,oo lcN