The Birmingham age-herald., 1910-09-22

be used west and viaducts east of Twenty fourth street.
 To lower the tracks east of Twenty fourth street to Thirty street would mean lowering practically the whole area from Avenue A to the north line of the general railroad right-of- way, on account of the widening out of the Seaboard yards on the south and the divergence of the Louisville and Nashville and terminal tracks on the north. If this was done it would save about 300 feet on a Twenty eighth street and 150 feet on a First avenue viaduct, or a total of $50 feet, but would hesitate additional masonry wing approaches on Second avenue and Avenue B, as the decreased length would not be sufficient to clear these avenues.
 It is readily seen therefore, that the total saved on the two viaducts would not justify the expense of lowering the large area. In other words, the ex- pense of lowering the tracks at this point does not save enough in the cost of the viaducts on Twenty-eighth street and First avenue to justify this treat ment. Neither raising or lowering of the tracks being advisable it remains to consider the relative merits of viaduct and subway with the tracks in their present position.
 Taking up Twenty eighth street, an examination of the profile shows that the ground rises from Second avenue to the Alabama Great Southern shops nearly 15 feet, then falls about 10 feet to Avenue c, thus making a summit or low hill between the two ends, which is especially favorable to subway and unfavorable to a viaduct, as is readily seen by a glance at the relative po- stion of the two as shown. The po- sition of the tracks Is such that the subway can be broken by two open cut sections, making the longest tunnel sec tion 560 feet, about the same length as the Fifth avenue subway, and the open cut section ITO and 200 feet, respectively, thereby reducing the cost and materially aiding the light and ventilation. The lowest point of the grade can be drained by gravity into the storm sewer that crosses the tracks on Twentieth street. The property damaged will be confined between First avenue and Second avenue and Avenue B and Avenue c.
 A viaduct on this location will be about 400 feet longer than the subway, will have a bad landing at the north end, one block more of property dam aged, and will necessitate the purchase of sufficient ground on the west side to open a roadway from First avenue to Third avenue, and give less free use of the surface underneath.
 The profile of First avenue shows much less difference between the two, both being practicable. The subway is about 460 feet shorter than the viaduct, and the abutting damage, therefore, will be less and the free use of the surface over 1t much greater than u.S1er via duct. It has the general disadvantage of requiring to be constantly lighted, being noisy and of unusual length. The via duct has the advantage of light and ventilation. no noise and being more popular with foot traffic. While much can be said in favor of each one, in view of the fact that the future solution at Twenty-sixth street, where the condi- tions are similar to Twenty-eighth street. and will therefore probably be subway. the viaduct is the best treatment for First avenue as it would not complicate