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قراءة كتاب Transactions of the American Society of Civil Engineers, Vol. LXVIII, Sept. 1910 The New York Tunnel Extension of the Pennsylvania Railroad. Paper No. 1150
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Transactions of the American Society of Civil Engineers, Vol. LXVIII, Sept. 1910 The New York Tunnel Extension of the Pennsylvania Railroad. Paper No. 1150
facilities connected therewith are well advanced. The laying of the track, the electrification of the line, and the installation of the signaling and lighting systems are under way. It is anticipated that the line will be ready for operation in the spring of 1910.
Report has been made to the Public Service Commission that a large part of the right of way for the New York Connecting Railroad has been obtained, and more than $3,000,000 has been spent by this railroad. The piers and docks at Newtown Creek and the electrification of the line from Newark to Jersey City are not yet actively under way.
Estimated Cost of the Improvements.
As appears from the foregoing statement, only parts of the improvements contemplated in the general scheme have been completed, others are in progress, and others have not yet been commenced. It is therefore impossible at the present time to make a close estimate of the total expenditure involved in the execution of the entire scheme. The following estimate of the cost of the Pennsylvania Railroad Company's improvements in the New York District when fully completed is based on the best information now available:
| New York Tunnel Extension and Station, including Interchange Yards at Harrison, N. J., and Sunnyside, L. I., P. T. & T. R. R. Co. | $100,000,000 |
| Long Island Railroad electrification, Bay Ridge and Atlantic Avenue improvements, Glendale Cut-Off, freight yards, and new equipment | 35,000,000 |
| New York Connecting Railroad, to be built jointly by the Pennsylvania R. R. Co. and the New York, New Haven and Hartford R. R. Co., about | 14,000,000 |
| Pennsylvania Railroad improvements in the State of New Jersey, electrification of line from Jersey City to Park Place, Newark, Greenville freight line and terminal on New York Bay | 10,000,000 |
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| Total | $159,000,000 |
Corporate Organization and Franchise Conditions.
As the tunnel extension lies partly in the State of New Jersey and partly in the State of New York, it was necessary to charter two companies, each covering the territory within the State to which it belonged. The New Jersey corporation was entitled the Pennsylvania, New Jersey and New York Railroad Company, and the New York corporation, the Pennsylvania, New York and Long Island Railroad Company. These organizations were completed early in 1902. Subsequently, after the tunnels had been joined under the North River, the companies were consolidated, on June 26th, 1907, and thereby formed the present company under the name of the Pennsylvania Tunnel and Terminal Railroad Company, a corporation of both States.
Mr. Cassatt, President of the Pennsylvania, New York and Long Island Railroad Company, made application in its behalf for a franchise to extend the lines of the Pennsylvania Railroad by tunnels under the North River to a passenger station to be erected in New York City and thence under the East River to a connection with the Long Island Railroad, on May 5th, 1902.
The franchise for that part of the tunnel line which is within the State of New York, that is, from the boundary line between New York and New Jersey, in the Hudson River, to the eastern terminus at Sunnyside Yard, Long Island, is contained in the certificate issued by the Board of Rapid Transit Railroad Commissioners of the City of New York on October 9th, 1902.
The essential features of the franchise have been summarized substantially as follows in the report of the Committee of the Board of Rapid Transit Railroad Commissioners of the City of New York, dated June 14th, 1902:
First.—A grant by the city in perpetuity of rights, subject, however, to a periodic readjustment of payments at intervals of twenty-five years, as follows:
(a) To construct and operate a railroad of two tracks from the boundary between New York and New Jersey under the Hudson River opposite the westerly foot of Thirty-first Street, Borough of Manhattan, thence running under the Hudson River and Thirty-first Street to the East River and under the East River to a terminus in Queens Borough. The Company is permitted on notice within ten years to give up the right to these two tracks.
(b) A like right for a railroad of two tracks beginning near the same point under the Hudson River, thence running under Thirty-second Street to the East River, and under that river to the terminus in Queens Borough, with a right for two additional tracks in Thirty-second Street, west of Ninth Avenue, and one additional track between Seventh and Fifth Avenues in Manhattan.
(c) A like right for a railroad of two tracks beginning at the station terminal site at Thirty-third Street and Seventh Avenue and thence running under Thirty-third Street and the East River to the terminal in Queens Borough, with a right for one additional track on Thirty-third Street, between Seventh and Fifth Avenues.
(d) A right to maintain a terminal station occupying the four blocks bounded by Thirty-first Street, Seventh Avenue, Thirty-third Street and Ninth Avenue, the lots on the east side of Seventh Avenue between Thirty-first and Thirty-third Streets, and the underground portions of Thirty-first and Thirty-third Streets, between Seventh and Eighth Avenues and between Eighth and Ninth Avenues, the Company having itself acquired the land included in such four blocks and lots on the east side of Seventh Avenue.
(e) To occupy for such terminal facilities all of Thirty-second Street lying between the westerly side of Seventh Avenue and the easterly side of Eighth Avenue, and between the westerly side of Eighth Avenue and the easterly side of Ninth Avenue. As soon as the statutory right of the city authorities to make the conveyance shall be put beyond doubt the Railroad Company is obliged to buy such two portions of Thirty-second Street, which will then become completely dedicated to the purposes of their station. (These portions of Thirty-second Street were subsequently purchased by the Railroad Company.)
(f) To have along such routes the necessary facilities for the operation of passenger and freight trains, including telegraph wires and the various wires and cables for the distribution of power, heat, and light.
Second.—The requirement of the consent of the Mayor, the Board of Aldermen, the Board of Estimate and Apportionment, and the other authorities of the city having control of the streets.
Third.—The obligation of the Pennsylvania Company to begin construction within three months after obtaining the necessary consents and complete the railroad within five years after construction shall begin, except the route under Thirty-first Street, for the completion of which the company is allowed ten years after the completion of the remainder of the railroad.
Fourth.—Payments by the Pennsylvania Company for the first twenty-five years, as follows: A rental of $200 per annum for the right to occupy land under the Hudson and East Rivers outside of pier lines. A rental for ground within pier lines and for underground portions of streets in Manhattan Borough, at fifty cents per linear foot of single track per annum, for the first ten years, and during the next fifteen years one dollar per annum per