Evening star. [volume] (Washington, D.C.) 1854-1972, 1882-11-23

front. and must therefore of necessity be largely
devoted to business; 1t contains the only prac-
tieable route to the crossing of the river and the
southern line; it Is In every way adapted to
whatever manufacturing or BUSINESS interests
may be developed here. There can be little
doubt that If the railroad routes were perma-
nentfy. established there and freight depots were
constructed great benefits would result to the
property IN that section as well as to the whole
city. There are two main avenues, Virginia and
Maryland, passing through that section and
leading to the Long bridge, each of them 160
feet wide. This affords ample room for the
railroad lines under proper restrictions, which
wth be hereafter mentioned. The B. and P. road
now occupies that line, and no change could be
made in SO much OF its route as lies south Of
the park which would not be an injury rather
! than benefit. The B. and 0. route on the other
hand. is inconvenient. both to the road and to
the city, and it should be moved over to the
southern section. There are only two methods
by which this can be accomplished by
passing around Capitol Hill, or tunneling
under It. On the first route the two branches
would be united outside the city limits near the
fair grounds. and would then run to the
Eastern Branch, crossing Boundary at 18th
street, and passing around the base Of the bluff
east OF the JAIL meeting the B. and p. line near
the Congressional Cemetery. 1t is claimed that
the present tunnel of the B. and P. road is not
large enough for the business of the two roads
Il that is the case the B. and o. should be
granted the right to build parallel tunnel ad
jacent to that of the other road. The
width of Virginia avenue is ample for
tunnel the B. and o. could follow
the line Of street until it joined the other road
on Canal and thence run with it through Viz
ginia and Maryland avenues. The topography
OF this proposed route is such that there would
be no unusual expense or difficulties attending
1t except at the tunnel under Virginia avenue,
near the navy yard, which would be 1900 feet
In length. If the B. and O. company prefers-to
tunnel under Capitol Hill the two branches
should be united at the fair grounds. as before
stated, and should enter the city at 18th street
east following thence either the route selected
by Major Twining, under 18th street and North
Carolina avenue, or another route under Mary
land avenue, I'd street, and North Carolina ave-
nue.. The length of tunnel would be the same
200 feet-in either case, and the cost would
not be greatly different. In the latter case a
small intercepting sewer would have to be built
parallel with the tunnel, to provide for the
sewerage which it would cut off; but the COM
pany might possibly consider the advantages of
an under ground passenger station at I'd and
East Capitol street as more than an equivalent
for this additional expense. In either case the
tunnel would end at the intersection of North
Carolina and New Jersey avenues and thence
the road would pass along E street to Virginia
avenue.
So far as the interests Of the city are con-
cerned there is little or no choice between these
two routes, one going around and the other
SouS uiluci SdpltOl ILL., 1He ulNeTeUCe
in cost would be very great, one involving a
tunnel Of 1000 feet, which on the basis of the
estimates submitted by Major Twining would
cost abeut 1900 900. and the other requiring a
tunnel of 5000 feet. costing 100000. 1t is
believed, However that the interests of the
Baltimore and Ohio road, as well as those of the
city, require that its route should be changed to
the southern side of the city. whence it can
obtain an outietintO Virginia. and that it would
not hesitate to eXpend even the larger sum to
accomplish this purpOsel
RAILROAD RESTRICTIONS RECOMMENDED
If these routes should be adopted the total
length OF tracks within the city limits would be
AZ miles, of which miles would be under
ground ana 21s miles on the street grades. On
tirese i9Dss miles the tracks can be sunk en- in
softle pates and elevated at Others so as to re-
move tfein from the street grades, should that
system become indispensable at some future
time. While they remain on grade certain re-
strctiOns are absolutely necessary for the
safety Of the public, and laws for their enforce
ment should be enacted without delay. They
are as follows
LIST. The space reserved for the tracks, not
exceeding 60 feet on avenues and 80 feet on
streets, should be enclosed on each side by q
solid granite curbing at least one foot above the
roadway, on which there should be an iron fence
to height Of not less than eight feet above the
3D.. AutSHatfy lowering or folding gates
should be placed at each interesting street, on
the line of the fence previously mentioned; so as
to effectually close the crossing on the approach
| OF train.
Sd. The companies should be required to build
adequate freight depOts and car yards on private
property; which could be accomplished by i'm
posing heavy penalties for unloading freight or
leaving cars standing on the street tracks.
1t Is believed that these restrictions would re-
move at once the principal source Of annoyance
and danger which is now 80 constantly and
justly complained of by the citizens of Washing
ton. At the same time Virginia avenue should
be imgGoyed BY granite block pavement on
each Side OF tracks from 7th to South Capitol
street: Theptcost of this improvement is esti-
mated at S75OO0. Whether any portion of It
should be paid by the railroad companies as an
equivalent for the right Of way is matter for
the consideration of Congress-
Ii the B. and o. tracks were brought to the
southern section OF the city, and the above re-
quirements strictly enforced along the surface
| route there would remain only one point to be
settled. This, however, is likely to give rise to
more opposition than all the others combined
1t is the question Of the passenger depot on 9th
street: There is much to be said on both sides
OF this question, which may be summarized
by saying that the interests of the
travelling public and of the road, which
Is the servant OF those interests, require
the depot to be as near the center of the city
as possible, and it is the policy of railroads
everywhere to push their way into the hearts f
cities; on the other hand the interests of Wash
ington demand that portion of it's principal
park shall not be cut off by a railroad. The de-
cisiOn between these conflicting interests lies
with Congress. In 1872 both sides of the ques-
ton were fully presented and the decision was
In favor of the railroad. But at that time the
old canal was not yet filed up, the park was
only partially improved, and its value was only
appreciated as thing of the future. Now it
Is reality. and it is not too much to ask
that the subject may now be reconsidered,
as was distinctly implied in the wording OF
the bill, and so stated in the debate, and final
decision be made. If it is again decided in favor
of the road then there is nothing more to be
said. The park will practically terminate at
18th street. It's size will be reduced from $50 to
$50 acres, and the continuous drive from the
Capitol to the White House will be cut off, If
it is. decided in favor Of the city then the park
will be preserved and the depot will have to be
moved one-third Of mile to the south, still re-
manning, however, within but little more than
half mile from the center Of property valua-
lions, which is at 9Th and streets. On every
ground 1t is advisable that urgent efforts be
made to bring this subject before Congress and
secure vote which will decide the matter one
way or the other
IT, however, 1t is decided that the depot re-
main at present If efforts made tn ia.