Henry B. Reed, Division Engineer, Brooklyn Extension.
Theodore Paschke, Resident Engineer, First Division,
City Hall to 33d
Street, also Brooklyn Extension, City Hall to Bowling Green; and
Robert S. Fowler, Assistant.
Ernest C. Moore, Resident Engineer, Second Division, 33d Street to 104th Street; and Stanley Raymond, Assistant.
William C. Merryman, Resident Engineer, Third Division,
Work, 104th Street to Fort George West Side and Westchester Avenue
East Side; and William B. Leonard, W. A. Morton, and William E.
Morris, Jr., Assistants.
Allan A. Robbins and Justin Burns, Resident Engineers,
Division, Viaducts; and George I. Oakley, Assistant.
Frank D. Leffingwell, Resident Engineer, East River
Brooklyn Extension; and C. D. Drew, Assistant.
Percy Litchfield, Resident Engineer, Fifth Division,
Extension, Borough Hall to Prospect Park; and Edward R. Eichner,
M. C. Hamilton, Engineer, Maintenance of Way; and
Robert E. Brandeis,
D. L. Turner, Assistant Engineer in charge of Stations.
A. Samuel Berquist, Assistant Engineer in charge of Steel Erection.
William J. Boucher, Assistant Engineer in charge of Draughting Rooms.
[Illustration: (INTERBOROUGH RAPID TRANSIT)]
The completion of the rapid transit railroad in the boroughs of Manhattan and The Bronx, which is popularly known as the “Subway,” has demonstrated that underground railroads can be built beneath the congested streets of the city, and has made possible in the near future a comprehensive system of subsurface transportation extending throughout the wide territory of Greater New York.
In March, 1900, when the Mayor with appropriate ceremonies broke ground at the Borough Hall, in Manhattan, for the new road, there were many well-informed people, including prominent financiers and experienced engineers, who freely prophesied failure for the enterprise, although the contract had been taken by a most capable contractor, and one of the best known banking houses in America had committed itself to finance the undertaking.
In looking at the finished road as a completed work, one is apt to wonder why it ever seemed impossible and to forget the difficulties which confronted the builders at the start.
The railway was to be owned by the city, and built and operated under legislation unique in the history of municipal governments, complicated, and minute in provisions for the occupation of the city streets, payment of moneys by the city, and city supervision over construction and operation. Questions as to the interpretation of these provisions might have to be passed upon by the courts, with delays, how serious none could foretell, especially in New York