The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1894-05-24


in other cities of larger requirements than
indianapolis as a sufficient cause for aban-
Comment of the plan of elevating tracks.
On the contrary. the conclusion reached by
the commissions which have conducted the
investigations have been that when the
tracks have been changed business may be
transacted much more expedtiousiy and
economically. Freight houses can be built
and so arranged that cars may be run 70
any story by means OF hydraulic lifts and
the present method of handling freight"
Mr. Fortune then gave complete informa-
TENS of elevated roads In Philadelphia, New
York, Jersey City and Boston.
HOW INDIANAPOLIS SUFFERS.
There are few cities in the United States
which suffer more from the disadvantages
Of railroad crossings of streets than Indian
apoIis. The terminal facilities which bring
railroads into the heart OF the city from all
directions. crossing streets at grade. SUBJ
ject the public to dangers and inconveni-
ences at many points. They cause a de-
probation in the value OF contiguous prop
erty beyond calculation, but unquestlonahly
amounting to many millions OF dollars. Not
alone adjacent property. but entire sections
or the city are affected
Mr.. Fortune then read some statistics
gathered at his instance at five crossings
going TO show the delay caused by passing
his statistics that. on a calculation of 10
cents an hour for the time lost to ind-
VlQudlS Dy passing trains the people OF the
city lost 100000 annually on account OF
the present grade crossings at these five
points. AS there are sixty-four grade cross
ings In the city he figured that the loss
would probably amount to a quarter OF
million dollars per annum. which in eight
years would pay foF tee elevation OF the
Were Indianapolis divided in twain by
river, so many cities are. this condition
it comes to a division by lines of traffic in
finitely more valuable than a river. and
yet presenting a difficulty or transit that
can be met as easily, we sit down and
heap loss upon loss for fear of a posi-
bic first cost. The question primarily and
chiefly is one of money. 1t always will be
that, but the growth of population and
the enhancement OF values will add largely
TO the cost of any method that may be
determined upon; therefore, the sooner a
definite plan is adopted and worked upon
the less will be the expense.
THE elevation of tracks presents the
fewest objections and the most advantages
Probably that method would cost no more
than depression. Either. would cost less
than viaducts If We undertook to cover
every street Would not a four-track road
be sufficient for the uses OF this city for
many years? Suppose such line should
be built from the east to the west say for
would cost sS.9coOoO. Add s2,O0O,OOO for sta
tons. freight depots, switches. ETC., prob
a cost of $6.00O,60 or an interest charge
of s250.OO0 or 100000 annually, an amount
year in various ways by the adoption of
this plan. This would give expedition with
entire safety to the public and break down
the barriers between the sections.
MIR. HANNAS PROPHECY.
H. H. Hanna spoke briefly upon the eff
feet of elevating the tracks in this city. He
prophesied that within thirty years the
city would contain 100000 people. but that
in this growth the South Side would not
obtain equal benefits with the North IL the
present division by the tracks was per-
mitted to remain. He said the life of the
humblest citizen was not to be measured
by the cost of the entire construction neces-
sary to afford full protection TO every citi-
zen.
THE RAILROADS SIDE.
j. Q. Van Wrinkle represented the rail-
roads in the discussion. The substance of
his remarks was as follows: 1.-The ques-
ton of protecting the general public against
the danger and annoyance incident to the
trains of railroads crossing public high
ways at grade is perplexing one, espe-
cially in the larger cities While we all
recognize the Importance of the effort in
this direction, we feel that the railroads
should not be asked or expected to bear
more than their fair proportion of the ex-
pense. Railroads were, as rule, built
were laid through portions sparsely inhab-
tied and across streets that were not much
used. the location generally being selected
by the cities themselves and in their own
rather than the interest of the railroads.
Railroads were built with reference to ex-
crossings at grades would become such an
element OF danger or inconvenience. AS
they were blameless In building as they
did. 1t Is not equitable or just to put upon
when Trey complied with the demands made
M han hrrf hn oft nartI Arffs A.
| of entering the city. They did all that
| justice and fair dealings can properly ex.
| act.
1T Is said by writer's who have given the
| subject consideration that viaducts are rot
| entirely/satisfactory, and that some other
| edly objections to the viaduct system, but
| 1t seems to be the best that is possible
! within the bounds OF reason to carry into
execution. 1t is also demonstrated that in
| the present state of knowledge of such
| matters 1t is impossible to construct rail-
roads underground, because il will ruincusly
| interfere with drainage and with gas and
water pipes. 1t Is true, also, that the enor-
nous expense. not alone to railroads, but
| to individuals owning or enjoying the ben
| efits of private side-tracks for the loading
and unloading OF merchandise Of all kinds
at comparatively "a nd,s small expense renders
practicable. If the tracks of the railroads
are raised X would necessitate raising the
| private side-tracks and the raising OF the
| platforms, buildings or loading and re-
| ceiving places of merchants and manufac
turerS the expense OF which would fall
| on the parties enjoying the private side
| track privileges"
| Col Ell Lilly spoke upon the course of
procedure in part as follows:
Personally l have talked track elevation
for over twelve years, in season and cut of
! season. ] have seldom found any one TO
| disagree with me- The immensely of the
project as a single undertaking has been
| thought SO great and the difficulties TO be
| no public demonstration has bean made in
| favor OF the plan. believe from the in
| fOrma ton we have in hand and from the
expression here tonight that the CONNER
cial Club Is ready to take up the subject
| in earnest and TO stay with ii to the end.
| The building Of the Virginia-avenue viaduct
| is no excuse for continuance on that line.
but furnishes point OF view from which
| we may imagine city disfgured by such
4 a monstrosity at every crossing.
1T is gratifying 70 note that initiatory
| steps have already been taken by the Mayor
| and the Council towards solving the grad
| problem. We look to them to continue the
| work persistently. There has been no pub
| lie undertaking which promises more for the
benefit Of the city than this one, and 1t Will
| be an achievement memorable In the his
| tory of Indianapolis for the municipal adj
i minstration which brings about the much
| needed change; otherwise, ii will be a neg
| fails to exercise its power to the fullest
| extent in performing a service of such
| great value to the public
A. L. Mason had been chosen to present
| the question of the power of municipality
to compel the elevation of the tracks. He
/ said he would necessarily have to first con-
! slider the power of the State to compel it.
| der the police power. In this instance the
| c+a had dalapafe1 the aufho-ity to the