The commercial. (Union City, Tenn.) 190?-193?, 1906-04-20
Ercavafton for
Tunnel on
Ntw Teys<y
Side.

but the morning and evening crowd
that makes the lively hours on the
elevated aud surface roads had In.
creased by so per cent, or from $1,000
to over 100000, before the subway had
been In operation nine months.
For ell hours Of the day between 8
in the morning and in the afternoon,
the city's rapid transit system Is more
daily traffic amounts to about 100000
north and south, and about 100000
east and west. The trouble comes be.
tween 1880 q. m. and 900 a. m, when
thousands from all directions within
radius Of 35 miles Of the borough Of
Manhattan are rushing toward the
downtown section of the city (below
Twenty-third street,, and again be-
tween 500 p. m. and 500 p. M, when
the same thousands are struggling back
to their homes.
BY far the greater portion OF New
York's business Is transacted below
Twenty-third street, on an area having
maximum length of three miles and a
maximum width Of two miles. Where
there is so little ground to build upon,
naturally real estate and skyscrapers
rise together, the former to millions OF
dollars, the latter to tens Of stories. On
that triangle having Twenty-third
street for its base and the Battery for
us very pointed apex, there are hun
dreds OF buildings housing over 5000
people each during the working hours.
Standing on the roof of one OF these
towers of industry, one rising twenty
nine stories, for instance, with the aid
of glass, man may count four ele- |
waited roads running from the upper |
sections of New York City down to the |
triangle; surface line after surface line |
running under or paralleling the IL
roads, but converging and becoming |
consolidated at Twenty-third street
into only six roads, there being room
for no more below that thoroughfare:
crosstown surface lines still served by /
about 400 horse cars; the innumerable /
little glass and iron entrance and exit |
structures that dot the route of the
subway from the Bronx to City Hall:
the twenty or more tireless ferries pad.
ding back and forth across the Hud-
son and East rivers; every car and
boat crowded to the last inch OF stand
ing room, all unloading into that roar
Ing triangle The problem is to carry
into and distribute through this tri-
angle, within a given time, constant.
" increasing horde Of workers.
Forty-flve Hundred Minute.
The traffic returns for the year end
Ing June 30, 1904, show that during a
single rush hour, the elevated and sur.
face lines running north and south
carried $1,000; the ferries crossingl
sSom Brooklyn, other Long Island
points and Staten Island, 81 600: cars
over the Brooklyn Bridge, $4,000; theI
New Jersey and Hudson river ferries,
32,000; crosstown lines, 1900, a total
of 175,000 landed and distributed be-
tween Twenty-third street and the Bat.
.ery In so minutes. BY June 30, 1905.
The rush hour crowd had increased to
10000.
The strain OF carrying the increase
lAlls most heavily on the elevated
roads, the surface lines and the sub
way, which have to take care Of not
anly the business people from Man
haitian and the Bronx. but the thou
lands OF Hudson river commuters
Anded by the New York Central at
street, and on the Brook
VI Bridge. The new WILLIAMSBURG
bridge is unpopular because only one
BROOKLYN elevated line connects with ,
I. and also because its New York term.
nal Is q mile and half from City
Hall.
a Host of New Sideways.
TO relieve the elevated roads. sur.
ace lines and subway OF New York
ssty Itself, nineteen new Eubways have
cen proposed. Greater speed or