Origin and elevated railways:
What happened below was the result of what happened above.
Measuring a scant two miles wide by 13 miles long, the Manfetan Island, measuring 23 square meters, has become one of the most popular cities in the world. Like a cohesive trunk, in 1898 it grew into four more branches or districts that stretched to Brooklyn, the Bronx, Queens and Staten Island and became unified as New York.
Although his island status would logically dictate the opposite, this puzzle of land between the eastern and the Hudson Rivers was quickly fed by the Erie Canal and its busy East Coast ports.
Lower Manhattan, incubating most of the city’s enterprises and industries, which are ever more dense and need frequent, low-cost means of access for their work, but there were many obstacles to its creation.
Since electricity as a source of driving force has not yet become a viable option, traditional steam engine technology should have been used forcibly, but it was poorly adapted to anything other than a short, underground tunnel corridor and would be taken outside, the track would be raised.
Financial barriers are likely to be considered, and few of them will want to invest such large-scale capital costs in a transport regime that has yet to be tested. Who, in this case, will own such a network and, even if its expenses can be covered, how high would the tariffs for this be?
Any use of streets on route routes will obviously require significant approvals, permits and contracts from city, state and government agencies and regulators.
What was needed was a method of transporting its growing population, which began to obstruct its streets, as if they were clogged with arteries. Tracks that lie on them and above will, albeit temporarily, serve this purpose before they rise below them.
Indeed, a four-wheeled wooden passenger car that pulled two horses and made up New York and the Harlem Railway became Manhattan - and the world's first equestrian railway service providing ground travel between Prince and Fourteenth streets through Bowery, when it preceded the service for nearly two centuries back November 26, 1832. The by-product, foreshadowing upcoming events, contributed to population formation and construction, which allowed residents to travel from increasingly distant living quarters to major enterprises.
So popular were these horse railways — along with their trackless but equally mounted omnibuses — by the middle of the 19th century, that overloading the streets denied their speed advantages, which led to traffic yaws and protracted changes.
The only way to further exploit the advantages of such a transport method was to develop means by which it could operate independently of other forms of competitiveness, placing its rails either higher or lower than the existing ones. In the case of Manhattan, this meant the former and first elevated railway.
Designed by Charles T. Harvey, the inventor of Connecticut, he used one quarter-mile track, supported by 30 columns that stretched from Day to Cortland Street and used a stationary steam engine that set in motion steel cables that, in turn, moved their cars, the first survey conducted on December 7, 1867, Greenwich Street smashed the West Side, and the Yonkers Patent Railway became the first in the world when it opened seven months later, on July 3. But next year, on Friday, the collapse that occurred on September 24 consumed the necessary funding to continue or expand the system.
Several other ideas were proposed for what could be considered the first “fast transit” system of a city. For example, Alfred Speer of Passaic, New Jersey, was a continuous moving conveyor that surrounded New York, allowing passengers to get to the side and make boards where they needed to go, although he never eclipsed the idea circulating in his head .
Dr. Rufus Gilbert, surgeon of the civil war, advocated a dual pneumatic pipeline system in 1872. Being in the Gothic arch over Broadway, the pipes themselves were intended for the channels for circular trams. Although, as in the case of Speer, he never saw the light of the day that his sublime arrangement would provide, he passed the torch, at least according to the concept, to the one he did.
Substituting steam for Charles Harvey's cables, a New York railroad with an extended rail line on February 14, 1870 on Greenwich Street and Ninth Avenue, and five years later, the tracks reached 42nd Street. Metropolitan Railway, the second elevated company, offered luxury luxury intercity rail transport with chandeliers of oil and oil, oak and mahogany walls, frescoes, tapestry curtains, couches and carpets in their first class cars, and also raised its own shelf Avenue tracks until June 5, 1878.
When it merged with New York, raised on September 1 of the following year, it took off to the historic 81th kilometer of inclined tracks along the second, third, sixth and ninth directions, which reached 129th street on the East Side and 155th street on west and allowed to carry about 14 million passengers on the outskirts of the Bronx. Owned by the Manhattan Railway Company, all elevated lines collectively transported 184 million passengers at the turn of the century
Compared with the existing, equestrian lines of the street level, this system provided greater convenience and a threefold increase in speed for passengers. But, since all technologies inherently included compromises, it had its own: its assembly set of supporting structures of tracks was less attractive and constantly protected the streets over which they passed from the sun. Placed by a continuous parade of engines for the falsification of coal and steam break, they chose a path of carbon and burning stoves that sat on pedestrians like black, microscopic snow. And they created a virtual 24-hour symphony, trying, puffing and track, which prevented being heard right under them.
Although the most intensive fast transit network was created by 1890, the interweaving of New York’s track still cannot satisfy insatiable demand. Indeed, with each railroad laid, there was always a queue of people waiting for him to ride, and before they strangled the city in choking transport, it became obvious that the elevated steam engines became an intermediate technological solution and the third sphere should be investigated. This kingdom was below the earth.
Interborough Rapid Transit:
It happened before. In 1868, Alfred E. Beach received permission to build underground pneumatic tubes through which mail could be quickly sent from one place to another, but their stated goal was only to increase his chances of obtaining the necessary permission for his intended targets — nine feet long, 312 feet long, or a tunnel bored under Broadway between Murray and Warren Streets, in which one 22-passenger tracked vehicle could be missed by pneumatics. The stationary 50-ton fan, which produces 100,000 cubic feet of air per minute, reliably sucked the car at ten mph from its source to its destination, and then ran backwards to pull it back.
Opened on February 26, 1870, the Beach Pneumatic Railway, although intended only as a demonstrator, became the first metro in New York and operated until 1873, as a result of its novelty, more than 400,000 riders in the first year of their existence. Although it could conceptually serve as the beginning of a longer underground rail system, its pneumatic technology, combined with excessive costs, was not feasible for multi-point, multi-stream operations, resulting in the beach returning to steam as an energy source. However, he was unable to provide the necessary funding for such a complex maze of tunnels, tracks and stations. And he was not the only one who tried.
In the same year, when he was granted permission to build the “postal tube”, the Central Underground Railway Company of New York City offered its own subway line from the city hall to the Harlem River, but never dug a single shovel of dirt, and New York City Rapid Transit A company associated with such as Cornelius Vanderbilt was considered the town hall of the city hall four years later, which was supposed to connect with New York and Harlem on 59th Street. Again, this was another dead event. This, however, had to change, and its roots, ironically, were planted higher.
On January 31, 1888, Ashram S. Hewitt, then Mayor of New York, sent a proposal to the Council of Olderman that promoted a fast transit railway funded by the government, extending from Manhattan City Hall to today's Bronx district. Representing advanced technology that will be four times the frequency of existing 12-meter elevated railways, he viewed it as a catalyst for expanding the city, allowing it to maintain its already earned prime status, North American status.
Although his proposal was rejected, ideas, unlike seeds, continue to grow even without soil, which would have to be dug for such a metro system, and this sprung passage of the Fast Transit Act after three years and returning to the underground.
Two important technological advances were made intermittently: electric traction motors with electric drive can now provide the necessary movement, thus avoiding pollution associated with steam and health hazards, and managing several units soon will ensure almost continuous operation of the car chain as one against half or more independent units.
The first underground power plant in the world, replacing its predecessor with a steam engine, was opened in London on December 18, 1890, demonstrating its feasibility, but construction costs on this side of the Atlantic were predicted five times higher than those of comparable elevated elevated lines and underground routes below Manhattan's ever-growing skyscrapers may have to face enormous natural and man-made obstacles.
The commission authorized by law had to fulfill two goals: 1). Determine the best routes of the proposed railway line, at this stage, install their above-ground or underground installation and 2). To choose a franchise for its creation and operation.
William Steinway, who was famous for the grand piano that bore his name, and who was Steinway and Hunter, the horse railway ran to the East River to improve access to Queens, served as chairman of the commission and he initially approved two routes. The first, following Broadway, connects the Bronx with the South Ferry, and the second - from the main line to Union Square, and also serves the Bronx, but via Madison Avenue. There were no applicants.
In an effort to correct this lack of response, Hewitt proposed to amend this act by allowing municipal ownership of the proposed underground railway network, and this change was a necessary need - at least for two bidders.
The rapid transport commission, formed to break out of Steinwein and ride the fixed rails to the light at the end of its tunnel, extremely and, perhaps ironically, chose the less ambitious route and the Steinway Master Plan itself, presented through its engineering staff.
On August 6, 1896, the commission accepted the proposal and awarded its construction to contractor John B. Macdonald, the bottom of two bidders, on January 15, 1900.
Having already gained valuable building experience, he built a tunnel under the Patapsko River for Baltimore and Ohio, the first underground electric world in the world, and also missed the obstacle tunnel under Park Avenue for Cornelius Vanderbilt.
Banking ties were the strengths that Augustus Belmont brought into the project. A banker and financier, he was selected to receive the necessary funding for a $ 4.5 million construction project. US, as well as land and terminals, valued at $ 2,750,000, to serve as an observer and include the High-Speed Transport Construction Company, which was awarded contract No. 1.
The first tunnel, albeit symbolic, but slightly larger than a foot, was dug on March 26, 1900, when the first shovel penetrated the mud, below which the real track-cocoon passage of New York was created and provided unhindered, underground access for mechanized termites, to ever put it.
As one of the millions of co-owners, he represented human technology and manual labor that the workforce of 7,700 people would be replicated at its peak, since it contradicts the foundations of the city with choices and trainings to turn the rock for railway workers.
That this was a monumental undertaking was an understatement. The acceleration of the mountains, which was quickly demonstrated, was not limited to elevated construction. Driven by simple muscle, hand shovels and axes, along with sticks of dynamite, painstakingly penetrated shale, hard rock, typical of the topographical foundation of Manhattan, and its lower part from the tip to 23rdStreet offered diametrical opposition or sand, which itself was a remnant of a swamp, of which he was made.
As in the case of obstacles, the “basement” in New York was littered with water and gas pipelines, sewage networks, electrical circuits and steam pipes, which often required relocation.
Several construction methods were used, the most fundamental of which involved the excavation process of cutting and casing, but it was often modified to overcome obstacles in the public utilities.
The streets were removed, as if they were made of flesh, to be scalped and peeled back. Steel I-shaped beams, five feet apart, provided support between the 4-inch-thick concrete base of the tunnel and the flat roof, and tracks were laid in this structure.
Raised rails were supported by steel viaducts, and the Harlem and East rivers passed through iron pipes.
A standard track 4 feet long, 8.5 inches long, built from 100 pound rails, hard pine intersections and broken stone ballast, varies in size from two to three or four, according to the section, the last two configurations that facilitate both local and express - Operations on the upper and lower levels, as well as stations, were formed on platforms on the side from 200 to 350 feet in length 150 feet and on island platforms.
Of the 48 built, 33 were underground, 11 were on viaducts, three were halfway below the surface, and one was located halfway between the surface and the viaduct.
The electro-pneumatic unit and the signal blocking system contributed to high-speed movement, and its switches were controlled by power from central points.
Unlike steam elevated trains and an experimental pneumatic car, the metro will be electrically set in motion using the world's largest power station, located on the banks of the Northern River and generating 100,000 hp. from one row of engines and electric generators separated from the boiler house.
The proximity to the 700-foot pier, at the beginning of West 58th Street, facilitated the unloading of coal and transfer to the plant.
Although the purpose of the subway was to transport a huge number of passengers to and from the centers of city life, such as study places, shops, services and entertainment, in the north-south direction, financing, more than any other element dictated its routing. and coverage of its network.
The Elm route, proposed in 1897, became one of them and entailed the following from the city hall and the Brooklyn bridge terminal to the Knights bridge and New York and the Putnam railway station on the Upper West Side. His crossing of the city, located on the Upper East Side, was stopped at Bronx Park, and the auxiliary expansion of Brooklyn crossed the East River through a tunnel after fleeing under Broadway.
Были изучены многочисленные системы быстрого транзита в США и за рубежом, так что оптимальное сочетание характеристик могло быть включено в его дизайн автомобиля, включая длину, ширину, внутренний объем, конфигурацию посадки, а также количество и расположение пассажирских дверей, причем последние варианты влекут за собой сторону и / или конечных позиций.
Некоторые черты оказались противоречивыми друг другу. Например, максимальная пропускная способность для каждого автомобиля обеспечивала максимальную прочность, которая сама по себе могла быть достигнута только с большой массой брутто, но с двигательной способностью и, следовательно, скорость зависела от минимальной структурной массы. Частота и время прохождения станции были отличительными чертами системы метро, но огромное количество станций и часто короткие временные интервалы между ними только уменьшали общую скорость.
Основа их дизайна была в какой-то степени заложена на городских линиях с поднятыми вверх по городу, таких как Железнодорожная компания Манхэттена, но многие из их функций были насильственно устранены. Из-за ограничений по весу их следов, тренеры были обязательно сделаны из дерева, а не стали, и не предлагали независимую движущую силу, вместо этого, вместо одиночного паровоза, как и традиционные железные дороги, имели значительно более низкие скорости. Доступ был, как правило, с помощью торцевых дверей через платформы с затвором, а стационарные помещения включали продольные сидения и четыре комплекта средних автомобилей, поперечные. Наконец, экипаж консультировался с мотористом, дирижером и тренером, который управлял дверями и воротами.
Высокоскоростная подземная система, в сочетании с туннельными зазорами, кривыми разной степени и длиной станции, продиктовала окончательный проект, а два прототипа были построены в 1902 году.
Построенный из дерева, обшитый медью, чтобы увеличить прочность и улучшить противопожарную защиту, 51-футовый автомобиль первоначально присоединился к семи другим, из которых первая, третья, пятая, шестая и восьмая были оснащены двигателями постоянного тока мощностью 200 л.с. и остальные трое были трейлерами. Ожидалось, что длина поезда будет скорректирована в соответствии с маршрутом, типом обслуживания (местным или экспресс) и временем суток.
Доступ был обеспечен двумя раздвижными дверцами с ручным управлением с обеих сторон, а в интерьерах находилось придомовое помещение с верандой для автомобилей и моторизатор, а также продольный боковой и поперечный центр, покрытые ротаном сиденья для 52 человек.
Другие внутренние особенности включали десять ламп накаливания, установленных в каждом боковом потолке и еще шесть на верхней палубе; 38 кожаный ремень висели на поручнях с обеих сторон; и бронзовое оборудование.
Третий рельс, обеспечивающий постоянный ток для автомобильных двигателей, был выбран потому, что зазоры в туннелях запрещали сопоставимое расположение проводников, а электричество служило источником нагрева и освещения.
Контрольная функция «мертвого человека» обеспечила полное и автоматическое торможение в случае, если моторист отказался от контроля над элементами управления, независимо от того, является ли он или вызван недееспособностью.
Первоначальный контракт на 500 автомобилей был присужден в декабре 1902 года, а некоторые из них были подвергнуты пробным пробегам на дорогах второго авеню в течение следующих двух лет.
Весной 1902 года метро «Нью-Йорк Сити», отражающее название своей операционной корпорации, стало известно как «Interborough Rapid Transit Company» или «IRT». Это было специально связано с возвышенной Манхэттенской железнодорожной компанией, выше второго, третьего, шестого и девятого направлений на Манхэттене и Третьей авеню в Бронксе. Августом Белмонтом стал его президент.
Первая коммерческая система быстрого транзитного метро в Нью-Йорке, вторая - в Северной Америке, после чего в Бостоне открылась 27 октября 1904 года, ее первый сегмент проходил от мэрии до 145-й улицы и Бродвея, но его конечный маршрут зигзага занял это до Ист-Сайда до 42-й улицы, через Таймс-сквер, а затем вверх по западу.
Расширение маршрутной сети, уже присужденной Рапидским транзитным советом в качестве контракта №2 в 1902 году, отправилось на Батуте через Бродвей из мэрии, а затем под Ист-Ривер в Бруклин, прокладывая себе дорогу по улице Фултон-стрит до Флэтбуш-авеню и заканчивается на железнодорожной станции Лонг-Айленд на Атлантическом авеню.
Рассматриваемый как гражданский памятник, так и инженерное достижение, нью-йоркское метро скоро присоединится к Статуе Свободы как к одному из символов города и сразу же предоставит свою поддержку всемирным системам, которые предшествовали ей, в том числе в Лондоне , Глазго, Будапеште, Париже и Берлине.
Даже самый оптимистичный статистик не мог предсказать его успех. В течение первых пяти часов после его открытия, например, в нем находилось более 110 000 гонщиков, и в первое воскресенье их привлекло более миллиона человек, но они вынуждены были вытеснить большинство из них, потому что их количество превышало его 350 000 в день , После года эксплуатации он насчитывал 106 миллионов пассажиров.
Но метро было больше, чем его количество: оно изменило структуру нью-йоркского общества, уменьшив мили до нескольких минут под землей, чтобы граждане могли снова подняться на поверхность после короткой поездки - 24 часа в день, если это необходимо - вызвав тем, что стало его репутацией как «город, который никогда не спит». Таймс-сквер, которая вскоре станет синонимом его театрального квартала, стала ее перекрестком, и Бродвей поднялся, как люди, - с подземных станций, изгнанных в дневное время, ища квартиры, магазины и услуги в зданиях, которые растягивали от десяти до двенадцати историй в сторону небо. Семена их роста, высаженные на основе их самых оснований, могут быть обнаружены только постоянным грохотом под ногами, так как цепи злоумышленников в противном случае забывают скользить ниже со скоростью 50 миль в час.
Верхняя Уэст-Сайд, когда-то несвязанная пустыня, была преобразована в городскую зону, которая переопределила ее, поскольку люди считали себя в пределах ее руки - при условии, что они спустились к трекам, чтобы туда добраться.
По сути, разработка шла по линии метрополитена, ее рельсы, прилегающие к отдаленным и бесплодным районам, к остальной части города и искрящимся строительным бонам. Компании по недвижимости, вооруженные предварительными знаниями о маршрутах будущих метро, могли бы рассмотреть «внутри трейдеров», которые были вознаграждены прибылью, так как вскоре предсказуемый цикл строительства транспорта - рост населения повторялся бесчисленное количество раз, демонстрируя философию «строить» это, и они придут "- в метро.
Подобно реке Гудзон, она служила своим счетчиком, который ежедневно собирал огромное количество людей. Из ферм и редких участков земли, которые когда-то выращивали урожай, поднимались небоскребы, которые характеризовали Нью-Йорк, а линии метро служили самолетом, который накачал людей к ним. Но даже сердца могут перегружаться, когда спрос превышает их емкость. В случае с метро это уже было.
Популярность доказала свою цель, но в какой степени была сильно недооценена. Действительно, к 1908 году около 800 000 человек ездили на своих рельсах каждый день, что намного превосходило как предварительные оценки, так и физическую мощность системы.
Первоначальные средства были предоставлены не более, чем бандажи и включали более длинные поезда, расширенные платформы для их размещения, увеличенные частоты и модифицированные вагоны метро. В последнем случае время загрузки и последующее время транзита станции уменьшались с установкой центральной или третьей двери, а комбинированные продольные и поперечные посадочные конфигурации, принятые с повышенных железных дорог, были удалены в пользу одиночных боковых сидений , Это также увеличило стоячую комнату.
Было установлено, что композитная конструкция, после пересмотра, была менее огнестойкой и заказана 300 полностью стальных автомобилей, изготовленных Американской автомобильной и литейной компанией в Бервике, штат Пенсильвания. Приведенные в действие двумя двигателями мощностью 200 л.с. и с высоковольтным управлением и автоматическими воздушными тормозами, они в ином случае предлагали комбинированные удобства для экипажа, включая первоначальные, двухдверные и смешанные конфигурации сидений, но позже были доработаны до этого стандарта. Боковые входные двери, расположенные на обоих концах, в основном эксплуатировались.
Последовательный заказ, еще один 325, построенный Американским автомобилем и литейным заводом, стандартным стальным автомобилем и компаниями с прессованным стальным автомобилем, был размещен между 1910 и 1911 годами, а тип вводил электропневматическое торможение.
Несмотря на эти улучшения, они мало помогли удовлетворить все возрастающий спрос. Для этого нужны были новые маршруты и треки. Эти трассы должны были пересечь Ист-Ривер в самый населенный район Нью-Йорка - Бруклин.
