From Jersey to Brooklyn.

From Jersey to Brooklyn.

A map and profile of a tunnel which the New York, New Jersey and Eastern Railroad Company proposes to build were filed last week at the office of the Register of Kings county, N. Y. The map is certified to by Charles McVeagh as president and Charles M. Jacobs as chief engineer.

Mr. McVeagh is President-elect Cleveland’s law partner. Austin Corbin, president of the Long Island Railroad Company, is back of the scheme, and the other capitalists interested are said to be Secretary of the Navy Benjamin F. Tracey, John Newton, H. O. Armour, A. S. Hewitt, E. Norton, F. P. Oleott, W. B. Dickerman. L. P. Morton. J. Sloane. Chas. S. Smith, S. Thomas, Calvin S Brice, E. F. Knowlton, Horace Porter, W. B, Kendall, C. P. Huntington, E. F. Winslow_ D. C. Corbin, J. Edward Simmons, Albert E. Roardman, Frederick S. Brown, Timothy L. Woodruff, Edward l.auterbach and Alexander E. Orr. Some time ago Mr. Corbin and these gentlemen held a meeting in New York and devised an elaborate scheme of rapid transit.


According to the plans the company proposes to construct a tunnel twenty feet wide and twenty-six feet high in the centre, large enough in its oval ceiling (or a standard Pullman car to clear. Ninety-nine feet in width along the right of way is to be secured.

The route of the tunnel, according to the map filed, is from the Fiatbush avenue station of the Long Island Railroad, along the line of Fulton street, diagonally under the block at Clark and Henry streets to Pineapple street, under the East River to Maiden Lane, to Cortlandt street, under the Hudson River, to the Pennsylvania Railroad station at Jersey City. The whole length is about three and a half miles. It is estimated that this tunnel can be built in four years at a cost of $1 250,000 per mile. The cost of excavations for underground stations, switches, real estate for surface stations, plants for ventilation and lighting, and equipment, must be added to this estimate.

Instead of switching trains, which shall run night and day, as frequently as necessary, it is proposed that a circuit be established by circular tracks at each terminus with convenient switches for turning out through freight and passenger trains into Long Island or New Jersey. This plan proposes to obviate all ferry, bridge and surface transfers now necessary in going from Brooklyn to Jersey City. It proposes also to catch the bulk of the morning and night passenger traffic which conies and goes to New York in both directions.


The proposed tunnel will connect with the elevated railroads, both on the east and west side of the city, and enable Brooklyn passengers, for the one fare, to reach any part of New York from the Battery, and save all west side passengers fully fifteen minutes in time, morning and evening, over present routes between their homes and business.

The same advantages will also be secured for the citizens of Jersey City, Newark and neighboring places having business in New York, when the second section of the line is completed. We are indebted to The Times of Brooklyn for the accompanying cuts and information.

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