On March 24, 1900 there was a ceremony held in New York City
which marked the beginning of digging the subway, which we all take for granted today. But the story
didn't start there. It began in the first half of the nineteenth century, when
city streets were becoming too crowded and unmanageable for people to move
around efficiently. There was also the weather to consider, and the Blizzard of
1888 was a perfect example of how the city could be crippled for days by the
weather. While everyone agreed that something needed to be done, agreeing on
just what, was another matter entirely.
Most people would point to the pneumatic tube built by Alfred
Beach as the first subway in New York City, and they would be right. His “tube”
ran from Murray Street to Warren, across from City Hall and it was the first
transit system to operate underground. There was already a subway system in
London, begun in 1861, but it was plagued with problems. There was no efficient
air handling system and the steam locomotives were wholly unsuited for an underground
enclosed area. But they already had a pneumatic tube for moving the mail, and
this system was of great interest to Alfred Beach.
The story of Mr. Beach and how he had to construct his
tunnel in secret, at night, using the basement of Devlin’s department store as
a base, is amazing. Although the secret was exposed when a portion of Broadway
inexplicably “sunk” one night, he was able to continue with the work by
promising to repair the damage when he was done.
On February 26, 1870 he opened the station at Warren Street
to a select group of politicians and news reporters for the one block ride to
Murray Street. The tunnel was just 312 feet long. It was accomplished at the
rate of about 6 feet per night over a period of 58 days, during which time they
ran into one major difficulty. That was when they ran into the foundation of an
old Dutch fortress, which they were able to take apart piece by piece, hoping
that the street above would not collapse upon them as they worked.
The public’s reception to the new tunnel was one of
wonderment. They envisioned a day when the streets would be more manageable and
cleaner as millions of their fellow New Yorkers were whisked about below
ground. And it looked like that was going to happen until Mayor “Boss” Tweedy
stepped in. He had the Governor of the state in his pocket, and it was rumored
that he would set Governor Hoffman on the road to the White House if he would just
play ball with the Mayor.
Accordingly, when 2 proposals were laid before him; one for
an extension of the pneumatic tube; the other one for an elevated steam
railroad; the choice as clear and the elevated railway won out. Of course Tweed
had an interest financially in the project, and when done the elevated railways
blocked sunlight and rained soot and smoke on the city’s poor for the next 60
years or so.
It’s so easy to get lost in any one part of this book. The
story of what preceded the pneumatic tube is every bit as interesting as what
came after it. At first a man named Brower had a coach maker make him a coach
that held 12 people and hauled them around town for a shilling; or about 12 and
a half cents. This same idea was being used in Boston and would be the first of
many competitions between the two in an effort to move the masses about,
resulting in the final race between the 2 to build an actual subway.
This horse carriage business was fraught with danger as the
competing companies in New York strove to outrace the other in an effort to
pick up more fares. The sheer recklessness with which they operated quickly dissuaded
most of their prospective customers from using the service. Once again,
clearly, something needed to be done.
Then there came the Omnibus; an even larger coach which was
being introduced on the streets of London and Paris. The system was adopted in
New York and Boston with similar results; once again the drivers were beating
their horses to get them to pull harder and faster. The effect of these large
vehicles only added to the problem of overcrowded streets and quickly fell from
popular favor. While a large wagon might be useful in crossing the continent,
it was clearly not suited to an urban setting.
By this time railroads were coming into wide use and the
idea of laying tracks in the streets for local transportation came into favor.
Accordingly, rails were laid between the Harlem River and 23rd
Street. There tracks were for the use of even larger omnibuses and drawn by
horses. Without the need, or ability, to make turns it was thought that with
this system congestion could be eased in the streets. But the problem of the
horses and their waste; coupled with the smell in the summer months; made this
system unfeasible as well.
It was now time to turn to a newer technology, and the pneumatic
tube carrying mail in London seemed to hold promise in the mind of Alfred
Beach. And if it were not for the interference of Mayor Tweed, that technology
just may have been the direction the future of transportation would have taken.
That station is still there today. Incidentally, Mr. beach also published the Scientific American, which first featured his story about a subway in 1849. That magazine is also still with us.
But this book is more than just the story of the parallel
projects taking place in New York and Boston. It is the story of an age of discovery,
when new technologies were being invented in rapid succession. Electricity,
steam power, the telegraph and telephone were all coming into play at the time.
And all would have an influence on the direction which mass transportation
would take.
New motors, designed to work on electricity, would be needed
to power the trains underground. Ventilation systems would have to be designed;
lighting problems had to be overcome. In short, this endeavor was; for the time
in which in occurred; very much like going to the moon.
In the end a new list of heroes, and villains, would come
out of the story. Men like Marc Brunel, who pioneered the London underground;
along with others like Frank Sprague, a colleague of Edison's, who developed and tested his electric
motor in an alleyway in New York City. His design is what enabled the whole
project to become feasible, and his ideas are even incorporated into the
engines which are in use today. The dispute between Thomas Edison and Frank Sprague over credit for the technology would last their entire lives.
Along with others such as William Parsons, the engineer that
began the final push to design the system in New York; John MacDonald, the contractor who built it; August Belmont, who put
up the money and founded the IRT to run the finished project; and the Whitley Brothers, Henry and William, who would each make
a mark on their respective cities in the race to transport people safely
beneath the streets. Together they would build and operate the subway, which was finally completed in 1904. In the decades that followed the system would expand to an astonishing 800 miles of track with hundreds of stations.
Then there were the politicians, such as the infamous politician Boss
Tweed, and the visionary Mayor Hewitt who was in office when the Blizzard of 1888 struck. He was correct in everything he believed was right for the city, but had angered too many of his colleagues with his Reform Movement. And, of
course there was also Governor Hoffman, whose ambitions outweighed his commitment to the
public.
Along the way there are explosions, flooding, technical
problems, inventions and everything else involved in an effort to change the
world about us for the better. With a deft hand Mr. Most has given us a book
which is part adventure, part politics, part history; and in the end, just
plain fun to read.
If you are a fan of the subways; and I think many folks are;
then this book is one which you will enjoy from the first page until the very
last. Illustrated and backed up by Chapter Notes, this book is also a wonderful
reference tool.