keep pace with the growth of traffic prior to the time when a new subway may be opened, to say nothing of relieving the congestion which now exists. The question is not whether a new subway is needed, therefore, but where a new line may be located most advantageously and which of the several routes that are needed should be constructed first.

In the opinion of your committee, the subway which should be started first is the Broadway-Lexington avenue line, running from the Battery up Broadway or Greenwich and Vesey streets to the post-office, thence up Broadway to Tenth street or thereabouts, thence under private property and public streets to Irving place, thence up Irving place and Lexington avenue to the Harlem river, thence under the Harlem river to One Hundred and Thirty-eighth street or thereabouts. Dividing here into two branches, one line would go up Mott avenue to East One Hundred and Fifty-first street, through One Hundred and Fifty-first street and Gerard avenue to Jerome avenue and thence up Jerome avenue to Woodlawn Cemetery; the other line would pass east through One Hundred and Thirty-eighth street to the Southern boulevard, and up the Southern boulevard and Westchester avenue to Eastern boulevard.

From the post office, and possibly from the Battery, the subway would contain four tracks until it reached One Hundred and Thirty-eighth street. The easterly fork would contain at least three tracks and likewise the westerly fork as far as Jerome avenue where there would be four tracks again. This is considered wise because at some future time a subway will probably be built in Eighth avenue to connect with the line up Jerome avenue, and then four tracks will be needed to afford facilities to both lines. The whole line would be underground, except possibly the Southern boulevard and Westchester avenue section. Some money would be saved by building an elevated road on Jerome avenue instead of a subway, but in view of the many obvious objections to an elevated road, in view of the important character of this thoroughfare, and in view of the small saving in cost when the expense of constructing the whole line is considered, your committee recommend that a subway be planned throughout Jerome avenue.

The line thus planned could be connected with the New York Central Railroad at the Mott Haven station, at One Hundred and Thirty-eighth street and at Fortysecond street, and suburban trains could be run through to the Battery via Broadway -a more direct route to downtown Manhattan than by the present subway. At this very moment, before the Grand Central station has been reconstructed and while the traffic is being so seriously interfered with by this reconstruction that the number of persons using the Grand Central station is very much less than it will be when the station has been rebuilt and the trains are again running upon schedule time, the present subway is congested by New York Central traffic. The proposed line would relieve this congestion and help handle the additional traffic that will come when the New York Central has completed its work of reconstruction and its lines have been electrified.

The proposed line will also run close to the Steinway tunnel at Forty-second street and the Blackwell's Island bridge at Fifty-ninth street, so that a connection may be made with the crosstown subway under Fifty-ninth street, planned by the Rapid Transit Commission. By either route the residents of Queens will be able to reach the lower portion of Manhattan much more expeditiously than at present.

The Broadway-Lexington avenue line, as proposed, is not a part of the "TriBorough route" as originally planned, but by means of the connection through Canal street, discussed later in this report, it has every advantage which the Manhattan portion of the "Tri-Borough route" possesses and certain other advantages which the latter does not have, inasmuch as the Manhattan portion of the TriBorough route" would not tap the Broadway section, between the post-office and Tenth street. It is also possible to make a similar connection with the Williamsburg bridge, and any subway extended by this route into Long Island. At the Battery it could likewise be connected with the present tunnel to Brooklyn or any future subway built cast or west of Broadway.

Thus, while the proposed line is to be constructed in Manhattan and the Bronx, it will afford great relief to Brooklyn and Queens.

The value of the Broadway-Lexington avenue route both from the transit and from the financial standpoint is apparent. Below Fourteenth street, it would run through the very heart of the commercial and office centres of the city. It would

also tap the populous district between Forty-second street and the Harlem river, the residents of which at present can reach the lower Broadway district only by a circuitous route. The two branches in the Bronx would tap the sections which are most in need of transit facilities. The Jerome avenue line has been urged for years. The Southern boulevard section would run through a district already well populated and the Westchester avenue section would open up an area which has not developed owing to the lack of transit facilities. Further, the present subway carries the Bronxites by a very devious course from their homes to their offices. The BroadwayLexington avenue route would shorten the trip very materially. Further, the directness of the line and the few curves (Lexington avenue is almost upon an exact line with Broadway) would safely allow cars to be run at high speed and would lower operating costs.

Inasmuch as more of The Bronx lies east than west of a line continued in a straight line upon the axis of Lexington avenue, the most natural connection of Jerome avenue would be with a future line down Eighth avenue, or a line between Eighth avenue and Lexington avenue, for it is probable that every subway built upon Lexington avenue or east of Lexington avenue will be needed for the portion of The Bronx east of Jerome avenue. But if the Commission were to build the Jerome avenue line and to lease it to the company operating the Broadway-Lexington avenue line under such conditions that it might allow a separate company operating the Eighth avenue to have running powers over the Jerome avenue section, the present connection of this section with Lexington avenue would not interfere with the ultimate normal development.

Attention should be called to the fact that the Broadway-Lexington line as above outlined, it not precisely the same as the Lexington avenue route proposed by the Rapid Transit Commission. The Lexington route, as originally planned, was not sufficiently direct and contained so many curves that the speed of the trains would be interfered with. It was also planned to connect the Lexington avenue line with the present subway at Forty-second street. This is considered objectionable for two reasons; the present subway has all the traffic it can possibly handle with decency, and perhaps more. To add to its burdens by feeding another line into it would be exceedingly unwise. Further, if such a connection were made, any competitor of the Interborough Company would be at a decided disadvantage when bidding for the operating lease. Upon the other hand, the subway as now proposed will not interfere with any longitudinal routes which may be built later. For example, a line connecting with the present subway at Forty-second street and Broadway could be brought downtown via Broadway to Union square, thence down University place, Wooster street and Church street to the Battery.

The estimated cost of the Broadway-Lexington line, including the two branches in The Bronx, would be about $60,000,000, and with the present traffic conditions in mind, work ought to be begun immediately upon every section. However, if for financial or other reasons it should be found desirable to delay the awarding of the contracts on construction of certain portions of the route until another year, it would be possible at once to begin on the section from the Battery to the Grand Central Station. Within another year the contracts for the section from Fortysecond street to One Hundred and Thirty-eighth street could be let, to be followed with the Gerard and Jerome avenue section. By the time the portion from the Battery to Forty-second street would be ready for lease to an operating company the other sections of the route would be under contract, so that even though they were not completed the bidders for a franchise to operate would know when they were to be finished, and a lease could be made for the unfinished as well as the finished portions of the line. Further, if the construction of the entire line were approved by this Commission and by the Board of Estimate and Apportionment, it would be possible to advertise a lease of this route at the same time the lease for the Fourth avenue subway is advertised. Thus any prospective bidder could obtain not only a lease of the Fourth avenue subway in Brooklyn, but also of the very remunerative line up Broadway and Lexington avenue. Owing to the possibility of a physical connection through Canal street these two lines could be run as one system, making the proposition, from a financial point of view, very attractive and remunerative.

Your committee also recommend that plans be prepared at once for a two-track subway from the Manhattan bridge through Canal street to West street. According to

the present plans for the Centre street loop no means have been provided for connecting any of the bridges with the present subway, the elevated roads, the new subway up Broadway or any future subways west of Broadway. Even the Fourth avenue subway from Brooklyn has been planned to run down Centre street without any connection with any subway or elevated road in Manhattan. Such a condition is most inconvenient and inadvisable, particularly in view of the fact that by building a line across town under Canal street any person coming to Manhattan via the Manhattan Bridge could change to the present subway, the proposed BroadwayLexington avenue subway and each of the four subways to be built west of Broadway without climbing to the street, and also to the elevated roads whose stations are Immediately above. It is also possible to make a physical connection with the proposed Broadway-Lexington avenue route and other subways, so that cars could be run through from the Bronx to Fort Hamilton or Coney Island via Manhattan bridge and the Fourth avenue subway. This plan does not interfere with a connection with the Centre street loop, but merely provides for the running of certain trains from Brooklyn through to the North River and certain others down Centre street to City Hall.

The estimated cost of this Canal street line is $7,000,000, but if it is not considered possible for financial reasons to construct the whole of it at once, it could end for the present just west of Broadway. But it should be constructed at least to this point at an early date, to provide for a connection with the present subway and the Broadway line.

A map submitted herewith shows the two routes recommended for your approval and indicates the relations these will bear to the present facilities for rapid transit in Manhattan and The Bronx, as well as certain of the connections which might be made with future lines.

If the two subway lines above proposed meet with your approval your committee recommend that application be made at once to the Board of Estimate and Apportionment for their approval and for permission to contract for the construction of these two routes as soon as the plans can be prepared.

In connection therewith, the Committee of the Whole recommended the adoption of the following resolution:

Whereas. In the opinion of the Commission a rapid transit system in the Boroughs of Manhattan and The Bronx should be laid out and offered for bids; and

Whereas, The rapid transit system which, in the opinion of the Commission, seems best to meet the requirements of the people of The City of New York is one described as beginning at a point under Battery park, running thence northerly through and under Greenwich street, Trinity place and Church street to Vesey street; thence easterly through Vesey street to Broadway; thence northerly along and under Broadway to Canal street, where connection will be made with a crosstown line hereinafter described; thence northerly to a point near East Tenth street, where the line curves generally in a northeasterly direction and under private property and across East Eleventh street to Fourth avenue, East Twelfth street, East Thirteenth and East Fourteenth street to Irving place; thence northerly along and under Irving place to Gramercy park; thence northerly under Gramorey park to Lexington avenue; thence northerly under Lexington avenue to the Harlem river and under the Harlem river to a point near the intersection of Park avenue and East One Hundred and Thirty-eighth street, where the lines will diverge, the easterly line continuing east along East One hundred and Thirty-eighth street to Southern Boulevard; thence in a generally northerly direction along Southern Boulevard to Westchester avenue; thence in a generally northeasterly direction along Westchester avenue to Eastern Boulevard or Pelham Bay park; the westerly line to begin at a point near the intersection of Park avenue and East One Hundred and Thirty-eighth street and running northerly along Mott avenue to One Hundred and Fifty-first street; thence northwesterly along One Hundred and Fifty-first street to Gerard avenue; thence northerly along Gerard avenue to the intersection of Gerard avenue and Jerome avenue near Clark place, from which the line to extend northerly along and under Jerome avenue to Woodlawn cemetery. Also a crosstown line on Canal street, connecting at Broadway with the other parts of this system, and beginning at the intersection of Canal street and West street, and thence running easterly under Canal street and, with proper connections at Broadway, to

the Manhattan bridge approach, where connection can be made with the Fourth avenue route in Brooklyn already authorized; and

Whereas, Portions of this system have been laid out as separate routes by the former Board of Rapid Transit Railroad Commissioners and approved by the Board of Estimate and Apportionment and the Mayor, and consented to by a majority in value of the owners of abutting property, or by the Appellate Division of the Supreme Court in lieu thereof; and

Whereas, The construction of such a system will require the modification of certain of the said routes; now therefore be it

Resolved, That the question of the legality and feasibility of such a system be referred to the Counsel and Chief Engineer to the Commission for a report and to prepare the necessary plans and papers for submission to the Commission.

The resolution was adopted.

Fourth Avenue Subway for Brooklyn.

On June 1, 1905, the former Board of Rapid Transit Railroad Commissioners laid out the Fourth Avenue Subway route in Brooklyn, as a part of a rapid transit system for the whole city. On July 14, 1905, the Board of Estimate and Apportionment by affirmative vote of all its members except the president of the Borough of Queens, who did not vote, approved the route and the construction of the subway. On July 28, 1905, the mayor gave his approval.

On December 7, 1906, the Board of Estimate and Apportionment adopted a resolution recommending to the Board of Rapid Transit Railroad Commissioners that alternate bids be invited.

First - For construction alone, and

Second For construction, equipment and operation of various routes, which included the Fourth Avenue and Bensonhurst route.

On July 4, 1907, the Board of Estimate and Apportionment, at the request of the Rapid Transit Board, modified this resolution so as to authorize the Rapid Transit Board to let contracts for construction only.

On June 27, 1907, the Board of Rapid Transit Railroad Commissioners fixed a date for a hearing on the form of contracts for the Fourth Avenue subway. Before the day for the hearing arrived the Public Service Commission succeeded to the powers and duties of the Rapid Transit Board and the question came up whether the Commission should carry out the plan laid out by its predecessor. The following took place in the Commission upon this question: Commissioner McCarroll presented a resolution, and said:

"Of course it is well known to the Commission, as it is to the public, that the question of the Fourth avenue subway has been under consideration by the The public has perhaps naturally Committee of the Commission for some little time. been somewhat impatient, assuming that the newspapers may have expressed the to me, Mr. Chairman, that the thinking public public sentiment, but it seems a matter of such importance as this, this Comshould know that in acting on mission was under obligation to take such time as the Commissioners deemed necessary and wise for the proper consideration of the subject, and so while there may have been some impatience on the part of some of those to know the attitude and determination of this Commission, yet the Commission has proceeded with proper deliberation and discussion, appropriate to the importance of the subject. having been closed, I now desire to offer this resolution:"

That

Resolved, That this Commission proceed at once with the prosecution of the work of the Fourth avenue subway, pursuant to the plan as laid out by the Board of Rapid Transit Commissioners, and duly approved in accordance with law by the Board of Estimate and Apportionment, and that the contracts now before us for

such construction be offered for bids and duly let after the same shall have received the final approval of this Commission.

The resolution was moved and duly seconded. Upon the roll call the following statements were made:

Chairman Willcox" In voting on this resolution, I desire to state that inasmuch as I understand, memoranda are to be filed with the Commission, that the Fourth avenue subway plans were prepared and adopted by the Board of Rapid Transit Commissioners before they went out of office in July last. These plans were adopted after one or two years' deliberation by the said Board. Subsequently, the Board of Estimate and Apportionment, by resolution unanimously passed, approved of the same and practically set aside funds for the construction of the subway in question. It seems to me, therefore, that this whole matter has been duly passed upon, and that the action taken by these two Boards, if not legally, is morally binding upon this Commission. While it is doubtless true that this Commission could refuse to proceed with the advertising of contracts now before it, I believe that such a step should not be taken, except for the most weighty reasons and for causes which were not properly considered by the Board of Rapid Transit Commissioners and the Board of Estimate and Apportionment. Whether the amount of money necessary for the building of this road, in the judgment of any person, could be better applied for the building of some other road, does not seem to me relevant at this time. This Commission has not the power to appropriate money for transit purposes, and inasmuch as the city, through its duly elected board, has practically set aside the funds for the building of this road in accordance with the plans of the Rapid Transit Commission for its construction, this Commission should now proceed to advertise for bidders and to award the contract.

I therefore vote aye."

Commissioner McCarroll -"In voting on this motion I prefer not to make any statement, and certainly not an argument, which is scarcely appropriate now; but in view of the fact that this has been done, I would like to submit the following

reasons:

As is known to the Commission, I found many reasons which decided my vote for this resolution. I will now specify four. I vote for it, first and foremost, because I am a confident believer in the development and growth of the city of New York. I consider that we cannot be too foresighted and diligent in doing everything in our power to promote this, especially so when enterprising men are spending many more millions to take people to New Jersey and the suburbs than New York has yet spent altogether or will spend for some time to come, including this Fourth avenue and additional systems of transit.

Second, because this is a part and a beginning of a comprehensive system of transit development the trunk of the lines, so to speak-reaching from one end to the other and serving the whole city, the construction of which we should progress and hasten with all possible dispatch.

Third, because this Fourth avenue route, going as it does over the Manhattan Bridge and through the congested section of travel, at Flatbush avenue and Fulton street, supplies another outlet, which will distribute the travel away from the Brooklyn Bridge and thus give relief and local facilities to a large and crowded section, while fulfilling the larger purpose of development and growth of the city. Fourth, because the city of New York. by its legally constituted authorities, namely, the Board of Rapid Transit Commissioners and the Board of Estimate and Apportionment, has in due form of procedure authorized and approved the construction of this route. We ought to give all respect and weight to its decision thus expressed and follow it in the absence of some commanding reason why we should do otherwise.

I vote aye."

Commissioner Bassett "Mr. Chairman, in voting 'no' on this resolution, I wish to file this memorandum :

This resolution commits this Board to the building of the Fourth avenue subway beyond the locality of the Long Island Railroad station, and on this account I wish to register my objections briefly in writing. I would be strongly in favor of building it to the corner of Flatbush and Fourth avenues approximately.