The Brooklyn Daily Eagle from Brooklyn, New York • Page 24

4 THE BROOKLYN DAILY EAGLE. YOBK. SATURDAY, UN JJ T9, Brooklyn Leads id New York Planning tit YEARS OF FALSE HOPES FOR 4TH AVE. SUBWAY OPENING ENDED TODAY ha hita Opening of Fourth Avenue Subway Marks Climax of Eleven Years' Work Realization of Transit Dream, Long Fostered by South Brooklyn, Comes Only After Decade of Heartbreaking Delays All Sections Along New Line Join in Celebrating Consummation of Project. Edward M.

Bassett Describes Many Activities. ELEVEN YEARS HISTORY OF FOURTH AVE. SUBWAY April 21, 1U04 Committee on Plans of the old ltapld Transit Commission route. June 9, lttO-1 Commission's engineers ordered to commence work on tlic plans. Through this circumstance, the word "delay" came to have a new meaning to Brooklynites.

Came lirst the disappointment at the failure of the Commission to have the work completed at the original date, November 16, when the two-year's contract expired. At once the contract was extended six months. From that time on, delay piled upon, delay and promise after promise for early operation was broken. Difficulty in acquiring necessary real estate along Fulton street and Ashland place held up the construction work on that portion of the line. Other minor delays, such as the row over what should be done with the big trunk sewer that was finally placed in the subway temporarily, all played their part in keeping back the work.

On January 28, 1912, the Public Service Commission issued a statement in which it announced that the work on the line was about 80 per cent, completed. Just previous to that work had been commenced on the two sections of the Fourth avenue extension down to Eighty-sixth street. It had been originally planned to run the trains through a cut In Fortieth street to a connection with the Culver and West End lines to Committees Take Up Many Phases of Local Work. By EDWARD M. BASSETT.

The Brooklyn Committee on City Plan carries on a borough work. The other boroughs have no organization corresponding to it. It Is private in the sense that its organization Is not provided for by law and In that it was not created by any official body. Its membership consists of about 600 Brooklyn citizens who are interested in the systematic and comprehensive laying out of streets and public places for the future of this borough. An executive committee of about twenty-flve holds meetings nearly every month, but the active study and work are done by numerous subcommittees.

The subjects on which the subcommittees have been engaged during the past year are the waterfront and proposed freight railroad, location of new courthouse and municipal building, improvement of Brooklyn Bridge approach, elimination of elevated railroad from Borough Hall square, preserving and widening Kings Highway, extension of Shore road in front of Fort Hamilton, street connections at southern end of New Utrecht avenue, public markets, surroundings of the Academy of Music, various small parks and playgrounds, Highland boulevard and the creation of various important connecting thoroughfares not now on the city map or not yet acquired. Whitman Signs Bill For Freight Railway. Governor Whitman has signed the bill which will allow the city to contract with a freight terminal corporation, to be formed by the trunk line railroad companies, for the operation of a freight railroad along the Brooklyn waterfront, to be owned by the city. The Board of Estimate some time ago set aside the necessary money for its construction. The United States authorities have granted permission to extend the Shore road In front of Fort Hamilton.

Park Commissioner Ingersoll has prepared plans and estimates for doing this, but on account of shortness of city funds tho Board of Estimate has taken no action other than to adapt a retaining wall to the plan of the extension. Kings Highway, from Ocean avenue to Flatbush avenue, has been placed on the city map at the width of 100 feet. A street opening commission is about to make Its final report, but property owners in the locality are opposing the local assessment of' the entire cost. Many would like to see Kings Highway put on the map, from Ocean avenue to Rockaway boulevard, with a varying width from 100 feet to 140 feet, according to the lay of the land, and have the cost of the street opening placed In large part on the borough and city. The new courthouse has been definitely located at the site now being cleared at the corner of Joralemon and Court streets, where the Municipal Building formerly stood, it is fully expected that one of tho first undertakings of the Board of Estimate in Chairman McCall Voices Congratulations of P.S.

C. November 16, 1911 Original date for completion of line stipulated in contract May, 1913 Date let by Commission in statement on November 25, 1911. November, 1913 Date set by Commissioner Williams in a statement on November IS, 1912. March 1, 1914-Date set by Commissioner Williams on October 10, 1913. October 1, 1914-Date set by Chief Engineer Craven on December 16, 1913.

January 1, 1915 Forecast of engineers of Commission on March 19,1914. "As soon after the first of the year as possible." Statement of Deputy Engineer Daniel Turner of the Commission on December 10, 1914. June 15, 1915 Date set by Public Service Commission on June 5. June 19, 1915 Official train goes through subway and all Brooklyn celebrates. COMMISSION district the spring, it was soon made apparent that the DeKalb avenue reconstruction was the crux of the situation.

Blasting was going on there which had to be completed before trains could be run. But the contractor worked his men In three shifts a day at top speed for several weeks doing a job of remarkable swiftness. The necessary two tracks at that point were cleared for operation Monday, and on Tuesday the first car was placed in the subway at Sixty-fifth street and made the initial trip FIRST HOtfSE CAR L.1NE. through the tube and over the bridge to Manhattan. Colonel T.

S. Williams and other Brooklyn Rapid Transit ofllcials were aboard and, although several minor imperfections were found, the trip was pronounced a great success. So the fears of the last few weeks that another delay might arise, were dissipated; and the confidence of Chairman McCall and Commissioner Williams of the Public Service Board that at last the subway was ready to be run was justified. r. i RAPID LATE.5T December, 1008 Board of HsU mate authorizes Commission to advertise for bids, but refuses to appropriate a cent of public funds.

May 31, 1907 Rapid Transit Commission formally approve plans and recommends Estimate Hoard to appropriate necessary funds. October 2, 1907 New Public Service Commission formally approves plans. May, 1908 Contracts awarded for first sis sections. Controller Metas. refuses to turn over money, claiming the city's available funds are exhausted.

October 22, 1 909 The debt limit case ends, proving the city has a debt limit of $100,000,000. October 29, 1909 Appropriation or $15,000,000 for subway made by Hoard of Ksliniate. November 13, 1909 Ground broken for line with appropriate celebration. Three days later work begins in earnest. June 5, 1911 B.

R. T. selected by the city as the operating company for tho line, after lengthy negotiations. March 19, 1913 Dual contracts signed, giving the B. R.

T. the operating contract. June 15, 1915 First test car makes the trip through the sub-wa y. June 19, 1915 Celebration mar lis formal opening of system. the Controller, who then shifted to the advocacy of immediate action.

At the meeting of the Estimate Board on October 20, 1009, the necessary funds of the road were appropriated by an unanimous vote. On Saturday, November 13, ground was broken on Flatbush avenue extension between DeKalb avenue and Willougliby street, an event which was marked by a big borough-wide celebration. Three days later actual work was commenced. Subway Not Finished On Schedule Time. But once again Brooklyn was fooled.

The subway was scheduled to be completed and in operation in two years' time, and all read and relieved. There were, however, many more breakers ahead. First, provision had to be made for the operation of the line, about which there was no stipulation in the contracts. But the long controversy which arose over this point really had no erreci upon the actual opening of the subway. It had originally been the belief that either the Interborough would operate the new Fourth avenue route or the city would have to undertake municipal operation.

Early in 1908, the so-called Triborough System was laid out, under which it was planned to link up the Fourth avenue line with new routes in Manhattan and a subway proposed under Lafayette avenue and Broadway in this borough. But none of the railroad companies came forward when the contracts were prepared so the scheme collapsed. JCew negotiations were at once commenced with the Interborough, however, and therein lay the germ of the Dual System. In 1910 when the (laynor administration took office, the B. R.

T. became more interested in subway operation and presented an offer to the authorities. These conferences finally culminated in an agreement between tne city, the Interborough and the B. R. T.

on June 6, 1911, which provided for the construction and operation of many new lines and incidentally the operation of the Fourth avenue line by the B. R. T. After many disagreements between the city and the companies over the terms of the contracts, which at one time caused the Interborough to withdraw completely, the dual contracts were signed on March 19, 1913. The operation of this subway by the B.

R. T. was then absolutely assured. It was the difficulty experienced In getting any of the construction work done on time that was the prime factor in keeping the Fourth avenue line before the eyes of the public for years TRANSIT FIFTY YEARS AGO PUBLIC SERVICE ro tmc nmsj desmr do-- 4 Coney Island. But this plan was changed and the Thirty-eighth street cut scheme was determined upon.

This necessitated a sweeping reconstruction of the subway at that point to permit of the turn-out at the proper place, and incidentally the station at Thirty-sixth street had to be changed. For more than a year and a half the original sections of the line from Manhattan Bridge to Forty-third street have been practically completed, and at one time there was a great deal of talk of temporary operation to Thirty-sixth street. But the work of linking the tube up with the Manhattan Bridge as well as the connection with the Center street loop at the other end of the structure, had been delayed and it was found that this would make early operation Impossible. At about this time, an unofficial computation of the interest charges on the city's investment of $20,600,000 on the subway was made. It showed that $1,500,000 was the approximate sum lost to the city in unnecessary interest charges due to the delays which kept the line idle.

Late in 1914, the work of installing the road bed, tracks, electrical equipment, signal system, station finish, and other accessories was put under way. Under Bridge Commissioner Kracke, the bridge department was rushing the work of linking the ends of the Manhattan Bridge with the subway. One of the last jobs to be done was the removal of the relief sewer that had been placed in the easterly local track of the subway from Hanson place to Butler street, pending the completion of the new Classon avenue trunk sewer. In March the contract for this removal was let and work begun. The sewer is now out and the work of fixing up that track going on.

This is not one of the tracks to be used for operation now, so it will not interfere in any way with the trains running. The sewer was used entirely for surface drainage, no nouse sewage ever enterine it. Its presence has thus had no bad effect on the subway ac cording to city officials. It was at one time a source oi wiue- spread worriment that the sewer might prove a big factor for further delay in completing the work. in the meantime, it had been decided to change the DeKalb avenue station from a local to an express stop and incidentally to make a sweeping change in the track layout there.

Although there was work of all sorts going on all along the line throughout Ilrooklrn taken the lead in cltj- plannilna- work In New York City. Tbt-oush the efforts of a volunteer) committee of citizens to this hoVomrh, headed br Frederick B. I-y-att, the movement received sack an impetus that it hae now hffcen taken np onlclallr the citw government, and a City Plan Committee, appointed bv the BoVrd of Estimate upon the ors-anlkntion of that body last year. Bias become the noil important lab-committee of the entire boanl. out It will resist in the depression of tnis locality fotr the next ten years.

The relocation kt the elevated tracks in Adams streetwould brighten up the Borough Hall Stouare and the area between there ami the bridge. It would allow the widening of Washington street and the creation of an admirable site for the nev Municipal Building. It would brl the first step toward cleaning up tb? repulsive condition of the Brooklyn Bridge approach. Everyone in Brooklyn and all city officials want to see tjie elevated tracks removed from BrVough Hall Square, but thus far no plati has been adopted to accomplish it. Some have desired the city to subway; the elevated road to Stuyvesant avenue or East New York as a method of accomplishing it.

Others have vi)antcd the to build a Livingston street subway and combine it with a take-off into the Fourth FIRST TRANSIT LINE WOULD BE JOKE NOW Horse Cars of Fifty Years Ago Ran to Fort Hamilton. HOW NEW SUBWAY CAR COMPARES WITH HORSE CAR OF 50 YEARS 'AGO New B. R. T. St.

Car of Subway Car. BO Yrs. Ago Capacity 180 pass. 25 pass. Width 10 8 feet Length 67 feet 16 feet CoBt $5,000 $400 (esfd) Motor power.

Electricity 2 horses More than fifty years ago the old stage coach, running from Fulton Ferry to Fort Hamilton, was replaced by what was then considered a marvel in the way of public transit vehicles a horse car that ran on rails. This week, a half century of progress Is being rounded out by the placing in operation on the new Fourth avenue subway of the largest and most up-to-date car ever used In any city in the world. It would have been Impossible to jam more than twenty-five passengers into that little pioneer conveyance of the years gone by. Into the Brooklyn Rapid Transit Company's new subway car, it will bo possible to get 180 AND TODAY people, for 78 of whom seats will be provided. What a striking contrast! It actually represents a jump from medieval to modern times in the history of the development of the transportation business.

Completely overshadowing everything of the kind that has gone before if, the new Brooklyn Rapid Transit subway car Is the last word not only for size but for comfort, efficiency, and economy in operation. It Is equipped with every safety device known to man. Probably the most striking features of the new car are its increase of length over the present type of sub way car and its tremendous facility for entrance and exit by means of three sets of double doors on each side. Its complete capacity, allowing for standees as well as those who have seats, is 60 per cent, greater than that of the cars of latest design used in the present subway. The Brooklyn Rapid Transit Is purchasing six hundred of these cars.

They cost $5,000 each. A comparison with the present subway cars will show the big lines along which the new rolling stock is constructed. Tho new car is 10 feet wide, which is one foot wider than those in the present subway. It is 67 feet long, which is sixteen feet longer than the existing cars. It will seat 78 persons and, in addition, have accommodations for 102 standees.

That is in the rush hours. In the non-rush hours, it will seat 98, the additional accommodations being made possible because all the doors will not be In use. The most that one of the present subway cars can seat is 44 and the maximum number of standees possible is 76. An eight car train of the new Brooklyn Rapid Transit cars will carry 1,440 passengers, 624 of whom will be seated and 816 standing. This is about 17 per cent, more than a ten-car train of the present Bubway cars can carry.

Tho load of the latter, according to the Interborough, is 1,200, with 440 passengers seated and 760 standing. The seats In the new car are not made with seating capacity only in mind. They were by the American Posture League asserts that they are the most healtU ful and most comfortable possible. Another noval Innovation is the elimination of the far-famed straps. Hereafter standees will not be "straphangers" but "post-grabbers," as there are uprights provided to give all the standees a support.

There Is no room wasted In vestibules In the new car, that space being used for seats. End doors are eliminated altogether, except for a door to allow access from one car to another. The three sets of double doors on each side are so arranged that they can be loaded and unloaded at a speed far greater than is possible in the present type of car. They are operated by compressed air and controlled by push Avenue Subway from the elevated railroad at or near Ashland place as a method of accomplishing it. Others have advocated the subwaylng of the elevated roads lying between Willoughby street and the bridge.

How- fVPr mitfh tho rit.r mli.li. lil.A line iu lair; out any one of these plans, it not only uotu ma money iu oo the construction, but'the-ofjlcials hava not been able to niafie u.p their minds to build always for thft Brooklyn impiu itwiki at puonc expense ana turn them oVer to the Brooklyn Rapid Transit tQ operate without The railroad company on the other hand, protests that it is perfectly willing to third-track its elevated sailroad, which It claims tp own in perpetuity, and it does not see why If the city tears down the elevated ai1roaa it should not donate an operating right In perpetuity a epeclally-bullt, city-owned subway. After all the flba.t on various plajis for more than a year and a half, it would appear that nothing more practical and attainable has been found than the re-loeation of the elevated tracks In Adams street, aa proposed by the Brooklyn Committee on City Plan two years ago. AsbliinH nlapo a i A nin iuqiibu dU to take in all of the land above the auuwuy. rnis win give it a width of approximately 70 feet.

ThA tlHfhl.nln. A. 1. iri uaiivniLS avenue in the neighborhood of the Acauemy oi Music and the certain in- CrPnSA tf vnlna. tV.Ann 1.

liicwii irm elimination of the courtyard spaces by the city. This street now has a width of 90 feet, but only 64 feet can bA llSPfl rl n.n A Jt 11. The result Is that defacing fences and other courtyard im hava marl tv-, abutting property undesirable for high-class residential or business uses. The Brooklyn Committee on City Plan hn a riuon V. I i Inn.

1 1 cb Bl-U UWI VI attention and hopes that before long very aiiracuveiy located street will be rearranged so that the abutting property can be put to profitable and attractive use. Several Bodies Work On City Planning. At the present time, there are several bodies engaged in the study of different phases of city planning for New York City. In addition to the Brooklyn committee and the official Board of Estimate Committee on City Plan, constant work In mapping and laying out new streets and public places la going on in the Topographical Bureaus of the various boroughs and In the ofllce of Nelson P. Lewis, chief engineer of the-Board of Estimate and Apportionment.

The latter board's own committee on this subject has a small staff on the fifth floor of the Municipal Building, Manhattan. Robert H. Whitten is secretary and George B. Ford consulting engineer. Tnis committee appointed an Advi sory Commission on City Planning, of wmcn cnaries JJ.

Norton Is chairman and Frederic B. Pratt is vice chair man. This commission is considering the advisability of the comprehensive study and planning of the entire area within a radius of twenty-five miles from City Hall in conjunction with the various adjacent In accordance with the districting amendments to the charter, passed last year by the Legislature, the Board of Estimate a districting commission, of which Edward M. Bassett is chairman and Lawson Purdy is vice chairman. This commission has taken over the work of the Heights of Buildings Commission, which was the pioneer body in the study of the height, area and arrangement of buildings in New York City.

It was the Heights of Buildings Commission that recom mended the districting law, under which the Districting Commission was appointed, and it is expected that the Districting Commission will make use of the remarkably complete data and conclusions of the Heights of Buildings Commission and adapt them to tne needs or the various districts in the city. IN BROOKLYN Seven establishments where bolts, rivets and steel forgings are made exclusively have their homes here. These employ more than five hundred persons, use nearly two million dollars of capital in financing them, and turn out goods to the annual value of 1 ,900,000. This is called one of the "minor" industries of Brooklyn. buttons from the guard's position by the center door, thus greatly resembling the Brooklyn Rapid Transit "nobble car." To eliminate the danger of catching1 a tardy passenger in the door and dragging him along the platform, the doors are so constructed that they will not shut tight if any obstruction is in the way, so that the man or woman who gets only an arm or a leg through will have no difficulty in getting ft out again.

An emergency lighting system fed by storage batteries replaces the regular lighting system immediately If the current in the third rail is shut off. Complicated accelerating devices and speed controls obviate the lurch that ordinarily tosses standees about every time a train is started or stops. Now, let your memory carry you back a half century, if you can. It not, read Philip Pflaum's story of the antiquated horse car of that period. Mr.

Pflaum, who lives at 623 Fifty-second street, is one of the old-timers in the Bay Ridge section. His father was the driver of one of the old cars. Just before the days when the older Mr. Pflaum became a horse ear driver, the only route to Fort Hamilton was the stage line that made the trip twice a day. Then was organized the Fort Hamilton and Brooklyn Railway, which at once started to run six horse cars from Full on Ferry over an Irregular route to the Fort.

From Twenty-fifth street through Bay Ridge the little cars Joggled along Third avenue, sometimes drawn by one horse and sometimes by two. The crew of the car consisted of one man. the driver, who collected the fares, helped women up the high step in the rear and tossed off bundles that had been given for delivery along the route. Behind the driver was a hole through which the passengers passed up their fares. There was one oil lamp on the outside close to this aperture and another in the front part of the car lighted up the conveyance.

Neither the name of the line nor the route are recorded in any of the histories of Brooklyn, but Pflaum has a good memory and he says he used to take the ride to the Fort with hie father many a time. And to support his story he has a picture of one of the old cars with himself sitting on the roof and his father driving. IN BROOKLYN Three billion pounds of ice are manufactured in Brooklyn plants each year. This is independent of the supply of the natural product obtained in the usual way. AFTER eleven years of watchful and belligerent waiting.

the transit dreams of South Brooklyn are today being realized. The lirst official train is being run through the Fourth Avenue Subway and all the borough is Joining in a rousing celebration of one of the most notable events in the history of local transportation. Few public works have ever been consummated in the, face of such obstacles as have been strewn across the path of this subway project from the time it was first conceived in the minds of some live-wire Brooklynites of more than a decade ago up to the very last days preceding its actual completion. But now that the task Is done and wheels are turning in the lube, it Is the unanimous sentiment throughout the borough to "let bygones be bygones" and think only of the great good that will follow on the heels of Fourth avenue operation. All South Brooklyn and Bay Ridge and the sec tions along the Sea Beach line are rejqicing at the relief provided to meet their growing transit needs, and loyal Brooklynites in all parts of the borough rejoice with them.

Subway Is Notable Public Improvement. The completion of the new subway at an approximated cost of $25,000,000 Is In reality one of the noteworthy jiublic Improvements secured for Brooklyn In recent years and actually pushed to completion. It was on April 21, 1904, that the Fourth avenue line first assumed any-think like definite form. That was the date on which the committee on plans of the old Rapid Transit Commission recommended the route for adoption. For a couple of years before that, It had been talked of by the people who had the Interests of South Brooklyn development at heart, but it had been looked upon as little more than an idle A few months after the initial actionon June 9, 1904 the Rapid Transit Commission approved the general lay-out of the route and instructed Its engineering staff to prepare plans and detailed drawings of the line.

The plans were drawn, but there the matter rested. To secure final approval for them and to have steps taken that would lead up to actual construction seemed an herculean task. For three years the public spirited citizens of Brooklyn labored with the members of the Rapid Transit Commission, but in vain. During all that period of restlessness, no action "WB.S Then the Board of Estimate was persuaded to enter the arena in aid of the taxpayers of Brooklyn, and in December, 1906, it passed a resolution authorizing the commission to advertize for bids for the construction and operation of the subway. But the conditions were absolutely prohibitive.

The use of city money was absolutely prohibited and in those days private capital did not look upon Brooklyn as a very fertile field for big subway operations. So nothing came of the resolution. Determined Effort to Get Action. In the following spring a determined effort was made to induce the Rapid Transit Commission to act. The Public Service Commissions Law had just been enacted and it was known that the former body would soon be legislated out of office.

With their days numbered, the rapid transit com- I liiir 1 gations of Brooklynites to take some ictlon that would mark the close of their terms with a big Brooklyn victory. Herman A. Metz, then city controller, William S. Hurley, and ex-Senator Reynolds were the most active in the campaign. Early in May, 1907, one of the commissioners died, and Mr.

Hurley, tne suDway agitator, was i tppointed to fill the vacancy. At the first meeting of the Com. mission he attended, Mr. Hurley quickly made it clear that the only that flptiiHtfld him in takinsr tbe place was to get some real sub- way. He at once introduced a resolution calling upon the Board of Esti- mate to rescind the action it had formerly taken, and to provide, instead, for the building of the tube at the Antagonism seemed to meet the project at every turn, but the resolu tion was finally acted upon favorably at a memorable session of the Board of Estimate on May 31.

With public a sentiment at a fever heat, and the city's official on record for the work, it was thought the preliminaries to for bids could he rushed. through before the Rapid Transit 'Commission passed out of existence. Rut aeain hieh hones were dashed. Ijegal requirements were found too exacting, and when the new Public Service Commission came into ofllce Julv 1. it found nnlv nn intane-ihle Fourth avenue plan.

The work of agitation had to be done all over again with new men. Two Commissioners Opposed to Plan, For weess the matter dragged along and then it became known that both Commissioners Maltbie and Bas- sett were opposed to the plan. This only resulted in the efforts of the a.l- vocates or tne route oeing reaouhlea. Mass meetings were held both here i and in Manhattan, and finally the long VQ 1 1 a .0 tY(irt i fti Mm tVi fa a nthar Commissioners were won over, and on October 2, 11107, the subway was formally approved. At once were tackled the multifarious details, leiral and entrineerinir.

to prepare the plans for bidding. The following spring the contracts were approved by the Coi-poration Counsel. In April, 1108, tho bids were adver- tised and the public hearing required by lar held. In M.iy the contracts i idi mr aiA on.iiniia 11 in inc- jumiiiaL- tan Bridge- to Forty-lust street were awarded. The project seemed to have climbed the last big hill, and just when everyone was talking of a celebration to mark the breaking of ground, a 1 crushing blow was delivered from an 1 unexpected quart hi.

Controller Metz, who had been previously one of tho most active supporters of the subway, announced that hp would defeat the plan in the Board of Estimate be- cause the city did not have funds i enough to permit of starting a I 000,000 enterprise. He claimed that the city's dt-lt margin had been reduced to The Controller had Congressman Jefferson M. Levy of Manhattan institute a taxpayer's suit to restrain the appropriation. Benjamin E. Tracy was appointed roioree to determine the city's exact ivi-t limit.

But the subject was found to bf a most involved one, and it took a long time to go over the case thoroughly and the report. Tt was not until October 22, lOOJt that it was finally affirmed by the Court of Appeals in a decision which placed the city's borrowing capacity at not far from The proceedings had delayed the subway more than a year. The court's decision wpought a complete change in the sentiments of KUJLTOW FE.iei?y TO HAMILTON. 50 VEA1S3 AGO. j-j IJ.

-a TVPE. SUBWAV CATS." CSr-VNClTr this borough will be the construction of a new courthouse. Favors Relocation ot Elevated Tracks. The Brooklyn Rapid Transit Company has obtained its certificate as required by law and perfected its right from abutting owners to third-track its elevated railroad through Borough Hall Square. If this course ts followed TRAIN OF STEEL SUBWAY CARS IN NEW SUBWAY CUT, SIXTY-FOURTH STREET iliillllltllliiliM.