New-York tribune., 1905-01-07
BESTS WASTEFUL PLANS.
Wr. POalson GiUes HIS Vieres on the
Bridge Problem.
TO the EDITOR Of The tribune

Sir: AS the Board Of Estimate rejected the promo
siton from the different associations of the Ror
ough OF Brooklyn that committee OF experts be
appointed to consider the relative merits OF the
plan submitted by Commissioner Best and the So
called Poulson' plan for relief from the crowded
conditions at the New-York terminal OF the Brook
iyn Bridge. ana instead appointed committee of
rour OF the members of the Board of Estimate 70
investigate the matter. a meeting was held at Con-
troller Grouts Office Thursday. December % 1904
and It was proven by the plan which these Brook
Iyh associations recommended that by a slight
alteration OF tracks and platforms the platform
space would be increased fourfod the time allotted
70 passengers for leaving and entering the cars
would also be increased fourfold and the carrying
capacity would be increased 80 per cent without
oreasing the number Of trains and would therefore
permanently relieve the barbarous conditions Of the
elevated service
Inese facts were not disputed. Chief En-
slheer Nichols Of the Bridge Department assailed
Ihs MODE of switching saying it criminal TO
Pu' system OF that kind at the bridge, notwith-
Standing the fact that this system is used at
almost every terminal in the world and the plan
mas been approved OF as practical by engineers
AAo aEchlteets who are members OF the different
associations Controller Grouts criticism is
10 10 the point; he says there time when he
thought well Of the plan, but that he has since
been informed by engineers that where trains come
and go as fast as they do the bridge it would
De dangerous TO go over switches and cross-overs
with loaded cars. Now, it has long been
taoIshed fact in railroading that il is both safe
and practical to go over switches and cross-overs
with loaded cars, because 1t is done everywhere
else without exception and even now every train
AFTER 1t leaves the bridge during its journey
through Brooklyn, has cross switches and cross
overs. which are many times more dangerous than
those in question. but II is said that II is especially
dangerous at the bridge because the trains come
and go as often one minute That is not
a fact, for there is ample time even time enough
to handle in safety twice many trains
operated now. for there would be less switching
than is done at present
The barbarous conditions at the New-York ter
mnaI OF the Brooklyn Bridge are not caused by the
great crowds and lack OF room. but by faulty
system. which wastes more than half the space.
and. what is of more Importance, three
fourths Of the time allotted the passengers for
leaving and entering the trains it a bunder. and
is. no doubt the most costly and annoying blunder
ever made since raiIroadng commenced. During
rush hours trains are loaded from the platform
at the Brooklyn end OF the building and the larger
and better part Of the building. toward Park Row.
is used a switching yard. thereby wasting one
half OF the valuable part of the building and
giving insufficient time for the passengers to leave
and enter the cars and they literally have to fight
their way in.
WHEN PERMANENT RELIEF WILL COME.
As long as the Brooklyn elevated service is not
connected with that Of the Borough of Manhattan
the building should be used only terminal,
and not have two systems which take up twice
as much space as one system terminal should
sx-car trains. would be three hundred feet, and an
additional twenty-five TO hundred feet should
platforms between the trains A terminal like this
Is used by every railroad except TINS one, ana ana
when once IL is introduced here, Brooklyn VIII
have permanent relief. but not before.
now F96 the @ rgh Ts 4r to ha4s
loaded trains 60 over the switches and cEossoyers
end If that is the case he should notify the B2aTd
Of Estimate that he no longer considers It dan,
over switches and crossovers with loaded cars
placed a they now, II would not be more
d7e e nearef rs 60 though would be an
ineISe Ieae1 ab 70 passggSr s nIo %ho % no" rains as
best they can. because they would then have four
times as much platform space and four times as
much time TO board and leave the trains while the
capacity would be increased 80 per cent without
ing 10 hinder running more trains an hour II
I think it should also be the duty of the diff
ferent associations carefully TO look into the plan
lief. To begin with. it is very costly plan, esti-
for FernnoroT Ief. ~ N aIT Nearly sg 6e 600 Thai
is an enormous sum- and is about one-quarter OF
aside from this it is planned on an entirely wrong
system; and really makes the present terminal
it is already longer than need be- -. 49,.
present difficulties IS to separate two problems
The first is TO make permanent improvements at
prompt relief from ogeEcrowdng. but in q way that
Keeps IN view n4vlg me elevatea serEtoe wee 5 exse iS
TO make such extension of the elevated service
lem il is for an architect TO remodel the present
terminal so TO utilize 10 The best advantage all
the space in the terminal The second is clearly
engineering problem, and should be solved by
engineers, but, by attempting to solve both prob
lens at once, the smaller and more important one
is apt 10 be used a lever 10 promote the larger
and more expensive one. and therefore urge the
different associations which have approved my
plan TO use their efforts toward having the two
problems separated. There is nothing TO hinder
having permanent relief in month or two. for
both the trolley and elevated services, wtthout
spending a large amount Of money encroach1ng
on streets and parks and, after the practical part
is finished and put in operation the architect can
make the entrance to the Brooklyn Bridge hand
some, as we'll as practical. y. POULSON.
K3rnn -n