New-York tribune., 1890-08-31
NEW BRIDGE TERMINALS.
STEPS TAKEN TO SOLVE THE TRANSPORTA.
TTON PROBLEM.


now TRAVEL ON THE RAILWAY HAS INCREASED
GROWTH OF FAc1LITIES-wHAT THE
EXPERTS ARE LIKELY TO DO.
The problems connected with the railroad traffic over
the Bridge OF especial interest at this time III vie"
Of the fact that Board Of Experts are considering
plans for altering and improving the facilities LOT
travel on the highway in the air which Inks the Twin
cities on the Islands at the mouth Of the Hudson RIVER
The growth of travel over the railway has been one
OF tho most amazing facts connected with the history
OF the structure since the trains were first run IN
I October 1888 An estimate was made OF the pos
sbls number Of passengers By engineers of the bridge
based upon the figures Of travel over the Union ferries
in advance of the construction of the stations for the
| Bridge railway. This was computed at a maximum
! Of 1000 an hour I'm the busiest time OF the day. lhlS
/ estimate regarded as extravagant but from the
outset almost the number OF passengers expected was
+ exceeded. From an average Of $4,000 day ln the
first month the number grew TO 10000 year later
SO 900 in october, 1855, $4,000 In 1856, oOooo III
1887 o. 900 in 1898, and 1O4 900 In 1889. A great
Increase was caused in 1880 by the reduction Of fares by
one half.
The summer months always show retrogression,
but decided advance Is made In the winter and spring
after the return In the fall to the previous figures.
That this year will show like advance Is Indicated
BIZ the fact that The daily average lD July was 9Oooo
and In the corresponding month Of 1889 only SloOo'
The greatest number Of passengers carried on any one
day 100 259 one OF tire days of the Centennial
celebration in 1899. The largest Number carried In
single hour Is In Of 5000. An interesting cal
culation has been made based upon the continuance
Of present conditions and showing the pToabble in
crrase. The total number OF passengers In the year
ending March /, 1890 was 3j00O0O0, an Increase OF
100000 over the year preceding. THIS would give
1000 900 in 1900, G0,OOo,00o in 1915, and about
tr all Ukclv a
the carrying capacity Of the Bridge can be increased to
accommodate any such number Of passengers, and
now bridges and tunnels will provide other means
for crossing the strait separating Brooklyn from New
York.
The Increase In tho size and number Of trains
upon the Bridge railroad has kept pace with the In
/ crcasing number Of passengers For the first month
single car trains were rum then for two years twocar
trains sufced. Thrcc.car trains ran for the three
years from September lSs5, TO september, les8, and
since that time four cars have constituted all tho
trains I'm the busy hours The headway has been re-
duced TO ninety seconds In the portions OF the 1y
when the travel (, heaviest. To accommodate the
increasing size OF the trains the switches at the sta
tions have been altered whenever necessary the most
/ important changes having been the extension Of the
tracks to the street line OF Park Row IN New York
and the occupation of a considerable extent OF
ground near the brooklyn station for switching and
car storage purposes extending three blocks from the
original terminus Of the structure. The station plat
forms have been enlarged. the width Increased for
nine or ten feet nearly fifteen feet. and the length
extended 10 correspond with that Of ourcar trains Tho
stairways have also been quadtuplcd IN width.
The subject Of increasing the facilities for the
speedy conveyance Of passengers over the Bridge has
received cxtcnded consideration at the hands Of the
trnstccs and the engineers connected with tho
bridge The cable system was selected as the best
possible motive power the structure after care
| m study and the ordinary method Of switching the
cars at the tormn from one track 10 another parallel
30 II was adopted II was proposed to have cables
10 switch the cars from the incoming aud outgoing
tracks and for a time an auxiliary cable for THIS
purpose In operation In Ne" York. But the
difficulties encountered It's management led TO the
substitution Of the switching eng nes, which also serve
TO convey trains over the Bridge In the hours
Of the early morning when the cable is not
run But the difficulties inherent in the
system OF switching the cars now In operation
havo prevented the increase in tho nun er OF trains
needed 10 provide properly for the demands of travel
In to- hours when 1t Is greatest
Tho increase In the number II passengers in excess
Of all estimates Of the possible demands for trans
pora,lon made the problem OF q proper provision
pressing one IA long time ago In the spring Of le57
the trustees appointed two committees to consider
plans for improved terminal facilities The committee
upon The Brooklyn terminus presented a REPORT sew
ersl months aftcrwari. avOrng the construction OF
new station In Brooklyn between Sands and High stS,
B
each platform for alternate trains. thus reducing
the headway onoh1l from the present time.
The platforms were also 10 be constructed
30 that six cars could constitute train.
This report was adopted in February, 1883. Tho
committee the New York terminus. the members
OF which the two engineers IN the Bridge Board.
Trustees Claric and Macdonald, together with Prcsl-
dent Howell, appointed board OF EXPERTS composed
Of Walter Katie Julius W. Adams and Joseph Craw-
ford report what In their opinion, was absolutely
the bsst method Of Increasing the traffic facilities, con
siscnt with safety by Increasing the number and size
Of trains On the structure For two months these
experts studied the problem considering seventeen
different plans notifications Of plans. presented by
half dozen engineers OF emincnco They first came
unanimously 10 tho conclusion that II an arrange
ment Of tho NewYOrk terminal and system OF train
I operation could bc found commensurate with the
maximum train capacity Of the Bridge, preserving
continuous main track without switch frog or cross
Ing IL should be recommended for adoption.
! This, the Board decided. was adequately pro-
vldcd IN the circulating system planned by A. NJ.
| Wellington, which provided for the running Of trains
continuously around loop OF ninety feet radius at
the Bridge terminus, fourteen or eighteen cars con-
! sttutng single train.
The objections to the present system Of switching
cars summed up as limiting the length Of trains
| 10 six cars. making 1t necessary to extend the
switches nearly to the Hall OF Records in NcwYork,
extending the switches far eastwardly that passen-
gers would have TO walk long distances and the need
Of altering grades the Bridge to make tho needed
| changes. The circulating system recommended
because OF It's safety. simplicity economy, convenience
and addition to the carrying capacity Of the Bridge.
nut tlc committee rejected the report of the experts
on the ground OF the excessive cost, and In April,
lssS reported a plan for altering and enlarrng the
New York station, similar to that already approved
/ for the Brooklyn station. The plans drawn by
the Bridge engineer for the Brooklyn station. IN tho
block In Washington ST. between Sands and High sts.
but pending decision Of matters In York, work
stopped The arrangements FOR the New York
terminus did not appear to be wholly satisfactory
the trustees appointed committee in the spring Of
1889, composed OF Controller Myers. IL. K. Thurbcr
and q. W. Anderson, TO report plans for improving
| the Ncw-York terminal facilities. and a month later
the report was adopted. providing for the purchase
Of land on either side OF the Bridge property in Park
! Row.