Ceredo advance. [volume] (Ceredo, W. Va.) 1885-1939, 1906-04-18
ExcaVafIonf for
Tunnel on
Ne1V /crSty
Side.

but the morning and evening crowd
that makes the lively hours on the
elevated and surface roads had in
creased by 80 per cent, or from 81, 900
to over 100000, before the subway had
been In operation nine months.
For all hours Of the day between 9
In the morning and in the afternoon.
the city's rapid transit system Is more
than adequate, though the average
daily traffic amounts to about 100000
north and south, and about 100000
east and west. The trouble comes be-
tween 1880 q. M. and 600 a. m. when
thousands from all directions within a
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. N. and 600 p. M, when
The same thousands are struggling back
70 their homes.
BY far the greater portion Of New
York's business is transacted below
Iwenty-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 skyscraperg
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 hum
! dreds OF buildings housing over 5000
people each during the working hours.
Standing on the roof Of one OF these
towers or 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 "L'
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 a constant.
" increasing horde Of workers.
Forty-flve Hundred a 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 crossing
Gom Brooklyn. other Long Island
points and Staten Island. 81 900. cara
over the Brooklyn Bridge, $4,000: the
New Jersey and Hudson river ferries.
$4,000; crosstown lines, 1900. a total
OF $4,000 landed and distributed be-
tween Twenty-third street and the Bat.
terry In go minutes. by June 30. 1905.
the rush hour crowd had increased to
10000.
The strain OF carrying the increase
falls most heavily on the elevated
roads, the surface lines and the sub
way, which have to take care OF not
only the business people from Man
haitian aud the Bronx. but the thou
SANDS Of Hudson river commuters
landed hy the New York Central az
FOrHsecOnd street, and on the Brook
lyn Bridge. The new Williamsburg
bridge Is unpopular because only one
Brooklyn elevated line connects with
II. and also because its New York term.
inRl ~ a mile and a half from City
HALL.
\ Host Of New Subways.
To relieve the elevated roads. sur.
face lines and subway OF New York
CITY Itself, nineteen new subways have
been proposed. Greater speed or A
larger number OF trains on the "Ls"
AID subway Is impossible without dan