File:Electric railway review (1906) (14574224989).jpg

Identifier: electricrailwayr19amer (find matches)
Title: Electric railway review
Year: 1906 (1900s)
Authors: American Street and Interurban Railway Association
Subjects: Street-railroads Electric railroads
Publisher: Chicago : Wilson Co
Contributing Library: Carnegie Library of Pittsburgh
Digitizing Sponsor: Lyrasis Members and Sloan Foundation

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n of other platforms in a fairly corresponding proportion. Ample provision of stairways has been made throughoutand with the additional loading and unloading space affordedby the use of trains of six cars each it is reasonable to sup-pose that the improvement will go far to relieve the con-gestion which has made the reputation of the bridge as un-savory as its original conception and construction were bril-liant. The actual results that are expected to come from thisrearrangement of the Brooklyn bridge are covered in a state-ment given to the public by James W. Stevenson, one of thecommissioners of the bridge department of the city of NewYork. Mr. Stevenson says that the changes are: That 6-car bridge trains will be run in place of the 3-carcable trains which have heretofore performed the bridgeservice. That fares of local passengers will be paid on entering, inorder to save the trouble of conductors collecting fares ontrains. It is offered that the increase in trolley service will be
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Manhattan Terminal Extension of the Brooklyn Bridge—General View of Extension over Park Row. the entrance to and exit from the subway. It is a substantialsteel structure, architecturally in keeping with the existingprojection of the bridge approach over Park Row, and besidesthe broad stairway which extends across the whole width ofthe end (40 feet) affords room for five other stairways in addi-tion to those which led to the bridge previously crossing overPark Row. A mezzanine floor furnishes space for the furtherdistribution of crowds before reaching the track level above.The tracks extend to the end of the structure. Formerly the crossovers between the inbound and out-bound tracks leading to and from Brooklyn were at the pointindicated upon the engraving by dotted lines. They havebeen removed to the position shown by the full lines and. evenwith this curtailment of loading and unloading space, theextension affords about 340 feet of free space between thefouling points, of the switc

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