The sun., 1903-10-01
MAKE IT TUNNEL AND SUBWAY
WHY NOTs EMINENT ENGINEERS
WOULD LIKE TO KNOW.


UurrOW OnOer Opper nGV0uWoy ~ W Eocs
Depth. Leaving the Surface Intact
Then Link with the Main Subway
Possible with . Reasonable Grade.
One Of the chief arguments advanced for
ditch instead of a tunnel on upper Broad
way is that it would be most dihicult to
connect the branch tunnel at lower depth
with the higher level main line Ct the sub
way at Forty-seoond street and at Union
Square. There would be such difference
between the grades, it has been argued
that the establishment Of connections
would be impracticable and would involve
the greatest difficulties.
Well known engineers in this city who
are not afiliated with the ditching project
take an entirely different view OF ths
proposition. One celebrated engineer said
yesterday when asked about 1t:
"The depth Of the main subway at Forty
second street and also at Union square ID
about twenty-five feet. The depth OF
tunnel in Broadway would, l suppose. be
about sixty feet That is the depth at
which the Pennsylvania Railroad tunnel
will be put through without interfering
with the street surface.
Now. the maximum grade In any part OF
the present subway is 81 per cent, or rise
Of 8 l-lO feet in 100 feet. That II the grade
in the subway under the Harlem River.
To get to the level Of the subway at Forty
second street OF at Union Square there
would have to be an elevation OF about
thirty-fve feet, IL the tunnel was con-
structed at a 90 foot depth. At . 81 per
10 knlr okp otptH rf {rv0f
about 100 feet to bring the tunnel up to
the level Of the subway. That certainly
wouldn't be very difficult proposition:
In fact, such a construction would be
very much In accord with the principle
on which the subway has been built all the
way through. At nearly all OF the sta
tions. you know, there there is considerable 2 sS pc
practical purpose. The grade up to the
station assists in stopping the train as
it comes in, and the down grade on the other
side is Of equal service In helping 1t to get
under way again. A grade OF 81 per
cent. in the tunnel would serve In exactly
the same way. 1t would assist In stopping
the trains as they came into the station
at Forty-second street or at Union Square,
and would be Of service in starting them
| out. The upward bend In the tunnel Tor
the short distance that would be required
| would scarcely be appreciable In the stretch
between the two points, which is more than
two miles long
Several other engineers consulted were
of the opinion that higher grade down
than 81 per cent. could be put in. One Of
| them thought that grade az high as
per cent. would be practicable, II necessary
although he was Of the opinion that q lower
grade would be preferable, both IN con.
structing the tunnel and In the eneot II
| would have on the running Of the trains:
Considerable interest was shown by
| some Of the engineers in Mr.. Parsons'f
| theory that the construction Of an under
ground road of any sort in Broadway is
after ALL matter Of inconvenience-fol
the present merchants of Broadway, ii
| the ditch construction is used; for the
| unborn generations" who will use It Il
tunnel Is put in. Here again there is
difference Of opinion between Mr.. parsont
and his fellow engineers. Wouldn't 1t bt
| just as convenient, it was asked, TO- g
down to the tunnel station in q well oiled
ball-bearing elevator as to trot down tn
steps to a ditch" station? But even Il
walking were better than riding, it was sug
gested. everybody might walk dow
to the main stations in an upper Broad
way tunnel, for they would be put IN q
the same level with the subway at botl
| Forty-second street and Union Square.
| Theodore B. Starr Of the finance com
mittee appointed by the upper Broadway
merchants for their campaign agalns
the ditch, is not member Of the firm o
Black, Starr Frost, but is the well know
! jsweler and silversmith Of Madison Squar
| West