New-York tribune., 1905-01-09
THE "POULSON" PLAE.

ANY one who has occasion to use the eIe-
waited trains on the Brooklyn Bridge during
rush hours can perceive at glance the merits
OF Nils PoulSon's plan for relieving the crush
At present only one train loads at a time. and
those who wish to embark are concentrated on
a single platform. Mr.. Poulson proposes so
TO sandwich four trains between five parallel
platforms that they can load simultaneously
A little delay in opening the gates of the cars
Tor that purpose would be necessary, because
arriving passengers must first be discharged on
ME opposite side, as is done with certain trains
at the City Hall station of the Manhattan ele-
waited road. The cars themselves would OCCUPY
only single position, instead of three, between
arrival and departure. AS travel is always light
In one direction when it is particularly heavy
in the other, this delay would be slight. The
facilities for loading would not be improved
luite fOurfold. To double or treble them how
ever would be an enormous gain.
There has been much talk about connecting
the Manhattan ends of the two completed
bridges over the East River in such a way as to
constitute gigantic loop for elevated trains
If Mir. Poulson's plan was likely to interfere
with the execution Of that project, friends of
the latter would probably object to it. If we
rightly interpret his expressions, however he
keeps in view the establishment Of q circula-
tory system eventually, and would arrange the
tracks SO as to leave such a\develOpment pos
sible. Another question which will arise in the
minds Of the patrons Of the Brooklyn Bridge
is whether the changes advocated by Mr. Poul-
son can be effected without serious interrlp-
ton to traffic. His latest letter throws no light
on the point, but as We have noticed no op-
position that is based on such a likelihood il
may be taken for granted that little incon-
Venlence is TO be anticipated while the rear
rangement Of the tracks is in progress Appar-
emily, then, the only objection neeiiing consid-
Grafton is the one arising from a multiplica-
ton Of switches and "cross-overs" at the ter
minal
The chances of derailment and blockade
would be increased thereby if the trains came
in at high speed. Within certain limits there
fore, the engineers who feel nervous over this
feature Of the Pouson plan have a rational
excuse for their misgivings. Nevertheless, It
is possible to exaggerate the evil in question.
The stay Of a given train in the station will
be abbreviated by abolishing the present COM
plicated series of movements Hence, the op-
Grafton of running it into one of the four berths
which Mr.. PoulsOn would provide can be
conducted more slowly and cautiously than
is now customary. Mr.. Poulson says with per-
feet uuthfulneSS that exactly the same condi-
tOns exist at every great railway terminal, and
usually on much more extensive scale. In the
New-YOrk Central yard. for instance fifteen or
twenty tracks interlace, and at the bridge sta
ton only four contemplated. To be sure
trains do not arrive at FOrty-sec0nd-st in so
rapid a succession as at Park Row. but with
perfect track construction and cautious motor
men there ought to be little more trouble at the
bridge than at the CentraFs terminal