The sun. [volume] (New York [N.Y.]) 1916-1920, 1919-01-26

Although far seeing men have been
Urging for third OF n century that
Msnhattan's food and fuel isolation be
ended by means OF vehicular tunnels
and a bridge over the Hudson, neverthe-
less no steps were taken in the matter
until 1905, when the Legislature created
commission Of three members to act
with a similar commission In New Jersey
in study of bridge project.
Tunnel Idea Up in 1913.
Seven years later the Legislature
broadened the scope OF the commissions
studies so ar to include tunnel survey.
and from time to time the careful
fathers at Albany doled out a little
money for study purposes, never more
than enough TO pay bare office expenses,
the commissioners serving without paw.
and as in the case of Mr.. Bloomingdale
giving virtually all OF their time TO the
project
At the beginning Of the joint nego-
tiations in 1906 and for some years
thereafter consideration was given en-
tirely TO the construction OF an inter
state bridge. the practicability OF vari-
Gus types Of construction and the advan-
tages and disadvantages of the proposed
stes Three sites were proposed. the
New York terminals being at Fifty
ninth street. 10th street and 18th
street. All other suggested sites were
considered Instantaneous for sub
stantisl reasons,
At one time 179th street was deemed
the best point available. chiefly because
OF the low cost of the land needed FOR
approaches and the natural advantages
of construction, but engineering diff
cult!es developed and the Fifty-ninth
street site was then taken up. Grad
ually so many obstacles raised them
selves and cost estimates so steadily
increased that the bridge project was
virtually dropped. Mr. Interchangeable
estimating that it would cost not less
than 100000 to construct an inter-
stare link, AS the bridge project faded
the tunnel project materialized more
ard more
In 1913 there was submitted to the
commission by Jacobs 4 Davies. Inc.
engineers of the Hudson tunnels, a COM
prehensive statement relative to the
practicab.lity OF tunnel construction and
answering particularly the objection that
had hitherto been made. These objec-
lions related first to ventilation, then
to drainage and then TO grade OF assent
and descent.
The engineers were emphatic in stat
ing that there would be no difficulty
in providing adequate ventilation in a
VeNlCuiHT ny means OF IneCndnlCal
ventilating plants In this view Cen.
Goethals recently colncided, saving that
the ventilation problem, which is mainly
a problem OF dissipating the gasolene
fumes thrown off by motor trucks. is a
simple one.
The 1913 report stated that the maxi
mum adverse gradients eastbound would
be 81 per cent. and wastbound per
cent, and that there would be no diffl-
Guilty in securing proper drainage. The
engineers referred 10 the successful OPP
GRAFTON OF the Blackwell tunnel under
the Thames River In London. to the
tunnel under the haIbor at Glasgow and
10 the one under the Elbe at Hamburg.
DoubIedcck Idea Comes Up.
The engineers suggested twin tubes,
one for eastbound traffic. one for west
bound, but later this plan was modified
at the suggestion of Gen. Goethals to a
plan for big single tube containing two
decks. The site proposed remains the
same, from Twelfth street. Jersey City.
TO Canal street. Manhattan, these sites
being advantageous in every way.
Since 1917. as the project has taken
form and expanded. the Joint commits
sion has had the benefit OF the advice
OF Gen. Cocktails, and now concludes
that a single tube with two decks and
sheathed in concrete instead of steel is
the most feasible form of construction.
Conservatively estimated, the capacity
OF this tunnel would be 100000 vehicles
daily, exceeding that which could be
carried by over seventy-hve ferryboats
running continuously twenty hours
each day and loaded to capacity, or
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