Evening star. [volume] (Washington, D.C.) 1854-1972, 1900-12-08

mated that the expense to the railroad COM
pany was about one-half the total expense
of the work.
Often the public's share Of the expense
under this right of say rule" is light to
the point of disappearance. as in the case
of Elizabeth. N u Where. according to a
statement by the city engineer, the railroad
companies paid all the expenses for track
elevation through The city. In Chicago a
peculiar condition exists. The grade cross
ings were there eliminated almost exclu-
slvely by the elevation of the tracks ana
the running of streets beneath these struc-
lures without changing the grades. mus
the expense of the city for the direct works
outside of the right OF way was fnsignifi-
cant The municipality, however. assumed
the burden of defending all suits which
might be instituted as result OF the
change of the railroads grade. On this sub
ject The Star has been thus Informed by
Mr.. John ONeill, superintendent of track
elevation for the city of Chicago:
Chicago and Pittsburg.
There are now damage suits filed IN the
different courts Of the city OF Chicago,
growing out Of the elevation Of the road
bed and tracks of the different railroads
and the depression of the streets at the
intersection of streets crossed by railroads.
at the present time July 2, 1900 of over
$12WO,OO0. We have proceeded so rapidly
with the elevation of tracks in our city,
and eliminated so many grade crossings,
tHdl tHe tOuItS nave not yet IOdShCo an
of these damage cases that have been fled
and consequently We cannot state whether
they will be able to recover anything
against the city or not Personally, think
the city will be able to prove that the gen.
eral benefits that will be derived from the
elevation Of the roadbed and tracks of
railroad companies within the corporated
limits Of the city will be an offset against
any cases of damage that may be flied.
Many instances of division of the cost
between the railroad and the public on the
right of way basis are to be found. Not
ably among them Is that of the Pennsyl-
entrance traverses several populous sub
urbs, all within the city limits.
On december 80. 1872, the company en-
tered into an agreement with the city of
PittSburg providing for the elimination of
certain grade crossings by building bridges
to provide undergrade and overhead cross
ings therefor, which agreement had legisla-
tive sanction The Pennsylvania Railroad
Company, under that agreement assumed
the responsibility for and the cost of doing
all the work along its right Of way. includ-
Ing the erection of all necessary bridges,
the changes in the grades of the streets and
alleys Immediately adjoining and leading to
its stations and property, and the mafnte-
nance of all abutments and supports of
crossings, the city being responsible for
and assuming the cost of changing the
grades OF the streets leading thereto, and
the maintenance of the superstructure of
the bridges az part of the public highways
Under the Pennsylvania railroad grade
crossing bill. pending now before the House,
this principle prevails of dividing the cost of
the work between the corporation and the
municipality with reference to the right of
way.
Special Equities.
Special equities often intervene to change
the normal appointments. The case of
the Pennsylvania avenue subway and tun-
mel in Philadelphia affords an interesting
Int Tha ctr ic c1n or1xy Il
follows, in the course of a paper read by
George S. Webster, chief engineer, bureau
OF surveys of Philadelphia, before the En-
gineers Club of Philadelphia in January,
1889: ~
Councils. by ordinance Of December &c,
1880. authorized the construction of the Phil
adelphia and Reading Terminal railr DAD to
18th and Market streets, conditioned, among
other things. upon the railroad company
at the points where Its allied companies
tracks crossed Broad street at Pennsyl-
vania avenue and near Lehgh avenue, rails
Ing the grade OF Broad street about TWEEN
ty-one feet, so as to carry 1t by bridges
over the tracks Of the railroads. After the
construction OF the, bridge and its ap-
proaches near Lehigh avenue. In the north
ern part Of the city, 1t was clearly demon
strated that similar raising Of the grade
Cor humping) of Broad street at Pennsyl-
vania avenue, almost in the heart of the
city, would not only seriously damage
valuable property, but would practically
ruin the city's finest avenue, the one al
ways used for military and civic displays,
grade crossings to the Westward unprovided
for So other means of accomplishing the
result were sought. 7y
A Municipal Biunder.
THE question of eevating the railroad
tracks from 18th street to Both street was
considered; but as such construction would
result in all OF the intersecting streets
being crossed overhead by steel bridges
probably of the plate-girder type, over
which fast-moving trains would be con-
stantly passing-and particularly as the
highways TO be built over Included in ad-
dition to Broad street, 22d street, Spring
Garden street Green street and Paramount
avenue the principal entrances to Fair
mount Park) it was seriously objected to
by the citizens of the southern and central
parts of the city The bridge over Broad
street was particularly protested against,
owing to the fact that not only the tracks
leading to the Terminal, but also a con-
nection to the Willow street branch and the
sidings to the freight house located east
Of Broad street, would have to be provided
for-resultng in a bridge go feet long
and which, IN addition to III, inconvenience
to the general public. would almost com
pletely cut off the view along the citys
great boulevard.
The Railroad Benefited by Change.
"A careful study Of the problem by the
engineers of the city of Philadelphia, of
the Philadelphia and Reading Railway
Company. and the late Mr.. John A. Will
son, consulting engineer. was made, and
resulted in the preparation Of plans and
estimates for depressing the tracks and
carrying them, in subway and tunnel, I'M
der all streets-thus permanently abolish
ing the crossings at grade providing for
railroad business. and the maintenance of
adequate track connections with Industrial
establishments along the line. The advan-
tages of the subway are that it produces
no Disagreement Of the streets crossing it;
the grades being 80 arranged that the SUI
perstructures Of the bridges are beneath
the level of the streets, thus presenting an
unbroken contour Of the same. BY means
Of the tunnel from ODD street west. all
tracks will be removed from sight, and
what is now a half-blighted section OF the
city will be reclaimed. resulting in I'm
proved and increased value to private pron
erty. obtaining for the city a splendid ad
dftfonal driveway. and an appropriate en-
trance to Paramount Park, freed from all
objectionable features, and will result In q
partial financial return to the city In in
creased taxes.
1.-THE estimated cost Of this work includ.
Ing damages to property, is six million
Go,OOO.OOO) dollars, of which the Philadel-
phia and Reading Railroad Company Is to
pay one-half BY ordinance of March *