REPORT ON 
 
 
 Grade Crossing 
 Elimination 
 
 In the City of Syracuse 
 
 FINDINGS OF THE GRADE CROSSING COMMISSION 
 AND REPORT OF BION J. ARNOLD 
 CONSULTING ENGINEER 
 
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 1917 
 
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 Digitized by the Internet Archive 
 in 2018 with funding from 
 
 University of Illinois Urbana-Champaign Alternates 
 
 https://archive.org/details/reportongradecroOOsyra 
 
REPORT ON 
 
 A 
 
 
 (A 
 
 
 
 S 
 
 
 Grade Crossing Elimination 
 
 In the City of Syracuse 
 
 Findings of the Grade Crossing Commission 
 and Report of Bion J. Arnold 
 Consulting Engineer 
 
 The Grade Crossing Commission: 
 
 ALEXANDER T. BROWN, Chairman 
 
 HENRY H. S. HANDY ALBERT J. WILL JOHN T. O’BRIEN, THOMAS W. MEACHEM 
 HENRY C. ALLEN, Engineer ROBERT H. JONES, Secretary 
 
 Syracuse, 1917 
 
F /? BdLber 
 
 iZi' II 
 
 Si9r 
 
 NORTHWEST ON GENESEE STREET FROM CLINTON SQUARE 
 
Report of the Syracuse Grade Crossing Commission 
 
 Syracuse, December 31, 1915. 
 
 For many years the presence of the New York Central railroad in Washington street, of the West 
 Shore railroad as it crossed State, James, Salina and other streets, and of the Delaware, Lackawanna & 
 Western railroad as it crossed Salina, Onondaga, West and other streets, all at grade, had been placing a 
 burden upon street traffic, and a menace upon life and liml) which increased from year to year with the 
 increase of the business of the railroads and the growth of the city in its activities and j)opulation. 
 
 In 1899 a protest against railroad crossing conditions, which had long been smouldering, burst into 
 flame, and the city administration employed i\Ir. Henry B. Seaman, a civil engineer, to investigate, make a 
 plan and rej)ort on a project to relieve the city of crrossings at grade. A plan and report were made. 'I'hey 
 took under consideration only the New York Central and West Shore situation, and proposed to elevate the 
 line of the West Shore as it passed through the city. The New York Central, the lessee, was to abandon 
 its line in Washington street and use the new West Shore structure, thus relieving Washington street and 
 all those which intersected it, of steam railroad operation at grade. A lack of public interest and the 
 financial inability of the city to undertake a project of such a magnitude seem to have placed a quietus 
 upon the proposition. At any rate, there is no record of further action having been taken in this matter, 
 and it was not until 1911 that interest was again displayed. 
 
 During 1911, Mayor Edward Schoeneck became impressed with the dangers and annoyances incident 
 to the grade crossing situation, and in several conferences with the New York Central railroad officials 
 sought to obtain their views and co-operation in a movement to relieve the city from crossings at grade. 
 The company showed a willingness to co-ojierate, and prepared a jilan for elimination of New York Central 
 and West Shore crossings by elevation along the existing line of the West Shore railroad. This plan, 
 together with an estimate of cost, was submitted. It soon became evident that the ordinary machinery 
 of city government would be unable to cope efficiently with a project of such magnitude, and the Common 
 Council by ordinance, October 9, 1911, authorized the IMayor to appoint a Commission. Alan C. Fobes, 
 Henry H. S. Handy, Alexander T. Brown, Albert J. Will, and John T. O’Brien were appointed as Commis¬ 
 sioners and adopted the name “ Syracuse Grade Crossing Commission.” 
 
 Several conferences were held with representatives of the New York Central and Delaware,Lackawanna 
 & Western railroad companies, and the detail of the ])roject was studied and comprehended. It was soon rea¬ 
 lized that in order to accomplish indefinite results, such a Commission should be clothed with ])ower and 
 authority, and an application was made to the State Legislature of 1912 for an act to accomplish that purpose. 
 
 U])on April 19, 1912, “ an act to provide for the relief of the city of Syracuse from crossings at grade 
 of the streets, avenues and public grounds therein by railroads operated by steam ” became a law, and the 
 men constituting the original Commission were named therein as Commissioners. 'I'his Commission was 
 atithorized to enter into contracts with railroad companies to provide for the elimination of grade 
 crossings, and to raise and expend the money necessary to acconqjlish this purpose. 
 
 There has been but one change in the personnel of the Commission. IMr. Fobes resigned and 
 [ homas W . IMeachem was appointed in his place, December 4, 1912, in the manner provided by law. 
 
 Immediately upon its organization, the Grade Crossing Commission commenced its study of the 
 situation regarding the location of the steam railroads as they enter, pass through and leave the city. The 
 two companies which maintain steam railroad facilities in the city are the New York Central and the 
 Delaware, Lackawanna & Western railroads. The New York Central comi)any controls and ojierates, 
 in addition to its main line from ^Vlbany to Buffalo, the following: The New York, West Shore & Buffalo 
 railroad, the Auburn branch, the Rome, Watertown dc Ogdensburg railroad and the Chenango branch. 
 One ])assenger station located in the center of the city is use<l by all of these lines. The princi])al freight 
 station and yard for New York Central delivery is located west of the passenger station between West 
 
 393203 
 
6 
 
 REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 street and Geddes street as the east and west boundaries, and the Erie canal and the Delaware, Lacka¬ 
 wanna & Western railroad property adjoining West Fayette street as the north and south boundaries. 
 
 A freight station and yard for West Shore delivery is located on Canal street between Townsend and 
 IMcBride streets, and one for northern delivery on North Clinton street, north of West Belden avenue. 
 
 A by-pass line for through freight is constructed along the northern border of the city, and near its 
 junction with the Rome, Watertown & Ogdensburg railroad is a freight transfer yard. The roundhouse 
 for the stabling of locomotives is located in the main freight yard between West street and Geddes street. 
 This building houses all the locomotives held within the city limits for service on these lines. The portion 
 of the Auburn branch now abandoned for through service between the Syracuse station and Solvay is 
 maintained as an industrial branch; an industrial branch is laid in Pearl street. Salt street. Basin street. 
 Sunset avenue. Exchange and Free streets, from James street on the south to the city line on the northeast, 
 and another industrial branch is laid in Canal street from the Oswego canal on the west to North Beech 
 street on the east. Besides these main industrial branches, many sidings are maintained connected with 
 them, serving various industries of the city. 
 
 In its passage through the city the New York Central railroad from Beech street to Franklin street 
 occupies the center portion of Washington street, with two tracks at street grade, and crosses in this 
 course all of the intersecting streets at grade except Beech street, as follows: Pine street. Walnut 
 avenue, University avenue, Crouse avenue, Irving avenue, Forman avenue, Almond street. Orange street. 
 Grape street. State street, the intersection of Genesee and Montgomery streets, Warren street, Salina 
 street, Clinton street and Franklin street. West of Franklin street, at the passenger station, the tracks are 
 not in a longitudinally travelled highway, but they cross at grade the following named streets before the 
 city line is reached; West street, Geddes street and Hiawatha avenue. At West Genesee street crossing 
 the grades of street and railroad were separated a nuniber of years ago, and the street now passes under 
 the railroad. 
 
 The West Shore railroad, entering the city an the east, north of the line of the New York Central, 
 passes through practically parallel with it, and leaves at the west line only a short distance to the north. 
 
 In its course it crosses at grade the following named streets: Peat street, Greenway avenue. Teall avenue. 
 Vine street. Beech street. Elm street, Lodi street, Crouse avenue, Ploward street, Catherine street, McBride 
 street, Townsend street. State street, James street. Pearl street. Willow street, Salina street, Clinton street, 
 Franklin street. West street. Plum street, Maltbie street, Leavenworth avenue and VanRensselaer street. 
 The crossings at Sand street, Geddes street and Liberty street are over the streets. Further west Hiawatha 
 avenue is crossed on a bridge. 
 
 The Auburn branch was so altered several yeers ago that trains running upon that line now follow 
 the main line' west from the station to the city line, and in the case of trains on the Chenango branch the 
 main line tracks from the station east to the city line are used. 
 
 The Rome, Watertown & Ogdensburg railroad, upon leaving- the New York Central station. ])asses 
 northward across Water street, through Franklin street, across West Genesee. Willow and Noxon streets, 
 Belden avenue and Laurel street, and through North Clinton street, across Division street, Spencer 
 street and Bear street, and near the lake across Hiav atha avenue and North Salina street. 
 
 The Delaware, Lackawanna & Western railroad maintains but one line through the city, that leading j 
 from Binghamton to f)swego. Its passenger station is centrally located near the State armory on Jefferson I 
 street between Clinton street and (bnondaga creek. Its main freight station, recently constructed, and j 
 freight yard are in the immediate vicinity of the station, between Onondaga street and Jefferson street, 
 bounded westerly by Onondaga creek and easterly by Clinton street. i 
 
 Another yard is maintained south of the main New York Central yard between Geddes street and | 
 West street alongside West Fayette street, and a freight house near West street on West Fayette street is I 
 used for outgoing freight. The locomotive roundhouse is located at the corner of West Fayette street and j 
 Magnolia street. .Vll along the main line are switches and branches to industries. The real estate depart- I 
 ment of this railroad company is in possession of large tracts of land in the salt lands lying in the i 
 
REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 7 
 
 northerly part of the city, adjoining the head of Onondaga lake. For the purpose of i)roviding this land, 
 destined for industrial development, with railroad service, a branch from the main line near the State 
 fair grounds west of the city has been constructed since the year 1909 southerly into the city to a point 
 near the junction of Division and Solar streets. It connects here with the New York Central line in North 
 Clinton street. 
 
 Upon entering the city from the south, the main track of the Delaware, Lackawanna & Western 
 railroad is upon a private right of way until it reaches Clinton street. It passes through Clinton street 
 to Onondaga street, and thence northerly it is upon its own right of way. In ])assing through the city it 
 crosses streets as follows: Over Brighton avenue, Colvin street at grade, Croton street and Renwick 
 avenue. Sizer street. Burt street. Orange street. Grape street. State street, Montgomery street, Taylor 
 street, Salina street, Temple street, Adams street, Onondaga street and Gifford street, Clinton street, Dick¬ 
 erson street, Jeff'erson street. West street and Walton street. West Fayette street, Geddes street and 
 Hiawatha avenue at grade. It passes over West Genesee street alongside the New York Central. The salt 
 lands industrial branch enters the city along the west shore of Onondaga lake, and at present crosses 
 Hiawatha avenue at the intersection of Geddes street at grade. It crosses the foot of Sand street and 
 Maltbie street, but passes under Leavenworth avenue. The grant to the company, March 22, 1909, under 
 which the branch was constructed, provides a means of eliminating the grade crossing at Hiawatha avenire 
 when the need for it arrives. 
 
 In pursuance of its studies of the situation the Commission has kept in mind the importance of 
 convenient and accessible central stations for passengers and freight; the desirability of concentrating the 
 service points of the two railroads to as great an extent as j)ossible, so as to render interchange practicable 
 and easy; that the plan adopted must be one in which the railroad companies can acquiesce, since they are 
 by law to be signatory parties to an agreement to be made ; that in accomplishing the direct benefits of 
 grade crossing elimination, the necessary and incidental adjustments resulting therefrom shall be of a 
 nature beneficial to the city plan; that there shall be a reduction to the minimum of the disagreeable, 
 annoying or damaging features of contiguous railroad operation; and that in the creation of structures 
 necessary to accomplish the principal purpose, consideration shall be given to their appearance so as to 
 make them as attractive as is consistent with the circumstances. 
 
 It seems unnecessary in this case to discuss the self-evident proposition that the crossings shall be 
 eliminated, and it has not been thought essential that time should be taken or expense incurred to make 
 the investigations sometimes made to demonstrate the proposition that grade crossings should be elimin¬ 
 ated. Intimate knowledge gained by close association with the locomotives and trains operating in the 
 streets of Syracuse is sufficient to warrant the conclusion long ago reached by everybody that operation 
 at grade and the crossings should be discontinued. 
 
 THE LACKAWANNA. 
 
 Early in 1912, Vice President W. S. Jenney, in conference with the preliminary Commission, 
 announced that the Delaware, Lackawanna & Western railroad conqiany would consider favorably the 
 proposition of elevating its tracks through Syracuse on its existing line, jirovided the division of the cost 
 was distributed in the manner jirovided by the railroad law, i. e.. one-fourth to the State, one-fourth to the 
 city and one-half to the railroad comjianv. * 
 
 He further stated that the company would not join in such a project with the New York Central 
 along a common route for both companies, nor would it co-operate in the construction of a union station. 
 
 In ]\lay, 1912, tentative jilans for the elimination of crossings of the Delaware, Lackawanna & 
 M estern railroad by elevating the railroad tracks to pass over the streets were jiresented by the railroad 
 company. I hese plans were examined and referred to the City Engineer, wdiose participation in their 
 ].'reparation and whose apjiroval are required by law. 
 
8 
 
 REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 The City hhigineer made detailed studies froiu time to time of the ])roject as presented, made 
 certain amendments thereto, and upon the accpiiescence of the railroad ccmpjany by its Chief ICnj^ineer in 
 the plans as amended, they were ai)proved December 24, 1913, by the Chief Engineer of the railroad 
 company and by the City Engineer. 'I'he ])lans were informally ajjproved by the Commission, and on 
 April 6, 1914, there was received frcmi the railroad com])any a tentative form of contract which in the 
 luain embodied the ideas ])reviously agreed upon. 
 
 The Commission’s study of the New York Central problem was then at such a stage that it was 
 deemed best to defer entering into this contract until it could be determined whether the solution of the 
 New York Central plan of elimination would affect the Lackawanna situation. This contract has not yet 
 been made. The most recent developments, horvever, of New York Central plans indicate that the two 
 plans may be executed without the necessity of co-ojieration between the railroads or interference each 
 \\ ith the other. 
 
 'I'he plan proposed for the elimination of grade crossings of the Delaware, Lackawanna & Western 
 railroad is as follows: 
 
 Beginning on Renwick avenue opposite the end of Standart street and of East Castle street, where 
 there will be no change in grade, the new line follows the present location to and across South Salina 
 street. From this point the line is made to curve so as to shift the railroad out of South Clinton street 
 into private right of way (to be acquired) on the west side of that street, and runs thence on private right 
 of way parallel to South Clinton street and adjoining its west line to, into and through the existing 
 passenger and freight station yard of the com])any. Leaving the northwesterly end of the yard on existing 
 line, it continues on the present alignment across Jefferson, West and West Fayette streets to private right 
 ol w'ay, the end of this portion of the project terminating at existing grade a few hundred feet west of 
 Oswego street. 
 
 'I'he elevation will commence at the point in Renwick avenue opposite Standart and East Castle 
 streets, will cross Croton street about six feet above present grade, making it necessary to close Croton 
 street and Renwick avenue at this crossing. A new street will be opened on the west side of the rail¬ 
 road from East Castle street to Sizer street, wdiere a crossing with a ramp on the east side to reach the grade 
 of Reinvick avenue will be constructed. Burt street will be closed, but a new street to connect with Orange 
 street immediately adjacent will lie opened on the easterly side of the railroad. Orange street. Grape street. 
 South State street and ^Montgomery street will be crossed on bridges, fourteen feet under clearance: South 
 Salina street on a bridge wdth fifteen feet clearance, 'I'emple street and Adams street on bridges with four¬ 
 teen feet clearance, Onondaga and Gifford streets on a bridge with fifteen feet clearance, Dickerson street 
 on a bridge fourteen feet clearance, Jefferson street on a bridge thirteen feet clearance. West street on a 
 bridge fourteen feet clearance and West Fayette street on a bridge thirteen feet clearance. Taylor street 
 r'.car Salina street, where the railroad crosses on a long diagonal, will be closed, and a new street opened 
 on the south side of the railroad from IMontgomery street to Salina street. Additional space for street 
 purposes will be furnished at the intersection of 'Bemple and South Clinton, at Onondaga and Gifford, and 
 at West and Walton streets. 
 
 It is intended to proceed immediately after this contract is made to j)repare plans for the elimination 
 of the grade crossing at Colvin street by passing the street under the railroad, and at Geddes street by 
 partly raising the railroad structure and partly depressing the street grade. 
 
 Although no definite plan for a passenger station has as yet been presented, it is assumed that the 
 railroad company contemplates its establishment at or near the site of the present station. 
 
 It is contemplated that two main tracks will be constructed throughout, and the cost of that part 
 of the work in which the city and State are expected to participate will be about $900,000. 
 
 'I'wo other plans for eliminating grade crossings of the Delaware. Lackawanna & Western railroad 
 were considered — one a jiroposition to depress the railroad through the city, the other to re-route and 
 detour it around the city on the southeasterly side. 
 
REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 9 
 
 Consider first the proposition to depress. 'I'his railroad aj)proaches tlie city from the south on a 
 descending grade from Brighton avenue or further south to Standart street or thereabouts of one foot per 
 hundred (1 i)er cent.). Commencing on the existing grade elevation at Standart street, if a 1 ])er cent, 
 grade is continued northerly, a depth of seventeen feet below street grade (and this is not sufficient for 
 railroad clearance) is not obtained until a point five hundred feet south of Tem])le street is reached. 1 his 
 
 Salina Street. Obstructed by Canal bridge under 
 repairs. 
 
 would leave Burt, Orange and Graj)e streets at grade; State street would have to be raised fourteen feet, 
 Montgomery street ten feet, Salina street seven feet and Temple street five feet to pass over the railroad. 
 
 d'he railroad at Onondaga creek wotdd come wiihin one and one-half feet of the original creek bottom 
 and within eight and one-half feet of the lined channel. 'I'he bridge floor would be four feet in depth; there¬ 
 fore the space for flow of water in the creek would be reduced to 18x41/2 feet, or 81 scpiare feet. 'I'lie 
 present o])ening (at least 700 square feet) under the present bridge is none too large. This situation places 
 the proposition out of consideration. 
 
 Next consider the ])ro])osition of detour. .Xs the Delaware. Lackawanna & Western railroad 
 ap'proaches Syracuse from the south it passes down the valley of Butternut creek as far as Jamesville and 
 
10 
 
 REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 there turns to the west and crosses over to the valley of Onondag-a creek, thence down this valley north¬ 
 erly and westerl}^ through the city of Syracuse on its way to Oswego. It is practicable as an engineering 
 proposition to commence at Jamesville and continue the railroad northerly down Butternut creek valley 
 into the great east and west natural deju'ession in which are located the New York Central and the West 
 Shore railroads and the Blrie canal. It may there join the New York Central passenger line and come into 
 the city parallel with it, or continue northerly to meet the Syracuse Junction railroad, and continue with 
 it around the north side of the city and out. Or, a plan might be so made that passenger traffic would 
 jjass through the city with the New York Central passenger line, and the freight passed by the city with 
 the Syracuse Junction railroad. 
 
 The proposition considered was to begin at Jamesville and build a new railroad down the valley 
 
 of Butternut creek, join the line of the New York Cei.tral and enter and pass through the city with it in 
 
 whatever manner proved best. Both railroads would adopt the same plan for grade crossing elimination 
 and use a union station. 
 
 The first and most formidable difficulty encountered in this plan is the declination of the railroad 
 company to consider it, and its objections ofifered are as follows: 
 
 First. The railroad company would have to construct for passenger purposes a new line from James¬ 
 ville to Orville, and thence through the city with the New York Central to join existing line to Oswego 
 west of the city. The length of the new line for this purpose would be about eleven and one-half miles. 
 
 Second. A new line to carry freight past the city would have to be built about eight miles in length, 
 
 making a total of new railroad nineteen and one-half miles. 
 
 Third. The cost of this new railroad would approximate $1,000,000, and the only purpose which it 
 would serve the railroad company would be to enable it to operate a line (its Syracuse & Oswego Division) 
 from Syracuse to Oswego (which it states is now operated at a loss) without passing through the city 
 of Syracuse, while a portion of its Syracuse & Binghamton division (which it states is now operated at a 
 profit) would be deprived of its entrance into the city, and the op])ortunity to do business with the people 
 of this city destroyed. 
 
 F'ourth. The passenger line would be two miles longer and the freight line three miles longer than 
 the present route. 
 
 Fifth. The nine and one-half miles of railroad from Jamesville through the city would have to 
 be abandoned, together with the real estate and business developments along the line. The assessed 
 valuation of the Delaware, Lackawanna & Western lands, tracks and structures in the city is over 
 $1,300,000, all of which would be of no practical value in the new scheme, unless the old tracks were 
 maintained in their present position as an industrial branch. 
 
 Sixth. Grave difficulties would be encountered on the freight line in the vicinity of the crossing 
 of Harbor brook in connecting the proposed new line with the existing line passing northward. 
 
 On the other hand, the abandonment of the railroad along the line as it now exists would deprive 
 business enterprises now located thereon of service which they now enjoy and compel their abandonment 
 or removal. The freight stations and team tracks now so centrally and conveniently located would also 
 be abandoned and located elsewhere. It is believed that the injury to the city would exceed any benefits 
 that might be expected from the removal of the railroad. 
 
 A proposition to permit the existing line to re:nain as an industrial branch even after the through 
 line had been re-routed was considered. This arrangement could be only a makeshift, since modification 
 of rail traffic is not grade crossing elimination, and the precautions which must continue to be exercised 
 at each crossing would still delay traffic and menace life, and there could be no economy, since the ex¬ 
 pense of guarding the crossing would still have to be maintained. 
 
 The first proposition is impracticable, the second unattainable. There therefore remains only to 
 consider whether the relief from crossings at grade is to be obtained by elevation of the Delaware, Lacka¬ 
 wanna & Western tracks, or the existing obstruction to traffic and menace to life is to continue to be 
 tolerated. 
 
 The Commission has concluded to adopt the lesser of the two evils, if it may be denominated such, 
 and proceed to relieve the streets from crossings at grade by elevating the railroad. 
 
REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 11 
 
 NEW YORK CENTRAL LINES 
 
 During 1911, before this Commission was appointed, the New York Central Railroad com])any had 
 presented a scheme for grade crossing elimination which would remove from Washington street the opera¬ 
 tion of trains drawn by locomotives and aliolish the crossings on the line of the West Shore railroad by 
 elevation of the tracks on that line. . 
 
 After the creation of the Commission, several conferences were held with the chief officials of the 
 railroad company and a study of a number of propositions was begun. 
 
 After thorough study and consideration of the several jirojects, extending over the period from 1912 
 to 1915, the Commission, on November 23, 1915, ap iroved a plan prepared l)y its engineer and designated 
 Scheme X. This scheme was recommended to the railroad company for adoption. It is generally described 
 as follows: 
 
 Besfinnine in the main line of the New York Central railroad as it now exists at or near Teall 
 avenue in the easterly part of the city, the new line will curve to the right as it jjroceeds westerly, aud 
 pass into the Erie canal at Beech street bridge. It will proceed along the line of the canal to State 
 street, where it will curve again to the right through the block occupied by the Pierce, Butler & Pierce 
 and the Saul buildings, across James street and into the bed of the Oswego canal. It will curve to the 
 left across North Salina street and pass into the line of the West Shore railroad, by which it will con¬ 
 tinue westward out of the city and join the existing New York Central main line at or near the west 
 hue of the city. 
 
 Between North Salina street and Leavenworth avenue, having a width of four hundred feet, will 
 be located the passenger station site with its tracks and platforms, and the station building will be 
 located on the site of the old Allen Alunroe homestead, corner of West Genesee and West streets. 
 
 The project contemplates the depression of the railroad grade to j)ass under the grades of all streets. 
 All of the-existing-street crossings--exempt Clinton street wilbbe maintained. The high brklges over the 
 canals at Beech street, Crouse avenue. Orange street. Grape street, James street and Warren street will 
 be lowered so as to more nearly conform with the general city grade. 
 
 The West Shore will be abandoned between Silina and State streets. The Rome, Watertown & 
 Ogdensburg will be brought into the westerly end of the station by the construction of a new line. The 
 Auburn branch will use the main line west, and the Chenango Valley will use it east out of the city. 
 
 The ])rincii)al freight yards will remain as they are, except that service across the city will be cut 
 out. Syracuse freight will be brought in and out f"om the east side, west side and north side. 
 
 Upon presentation of this plan to the engineers for the railroad comj)any, it was received with the 
 comment that it was the best yet prepared by the city, but that it was subject to criticism in several 
 particulars as follows: 
 
 First. It is necessary to maintain the continuity of the West Shore railroad so that when the 
 lease expires, something over 950 years hence, there will still be a complete West Shore railroad. 
 
 Second. It is i)referable that there should be no su])ports between tracks for a distance of at 
 least 1,200 feet from either end of the station yard. This to protect employees engaged in shifting cars. 
 
 'I'hird. d'he plan indicates the western limit of the work near Geddes street. 
 
 Fourth. Operating officials raise serious objection to ])lacing the railroad in a cut on account of 
 snow troubles. 
 
 1 he first objection may be met by the ])roposition that the continuity of the West Shore railroad 
 may be maintained by using and denominating one of the new tracks to be ])laced in the canal bed, or 
 l)y constructing a new track to be used and denomin ited “ 'I'he West Shore Railroad ” and connecting 
 said track east and west of the city with the West Shore railroad as now located. It should be I)orne 
 in mind that a continuous New York Central is also necessary, aud if the West Shore railroad were 
 elevated, it is exi)ected that the New York Central \,(ndd occupy a ])ortion of this right of wav, and its 
 
12 
 
 REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 ccjntinnity would I)e accomplished by designating certain tracks “ The Xew York Central Railroad ” and 
 connecting them east and west of the city with the New York Central as it is now located. 
 
 The second objection may be met and the difficulty overcome by leaving out the intermediate 
 supports in whole or in part at Salina street and Willow street. This is an engineering problem and 
 may be solved by the application of engineering principles. It might recjuire a through-truss bridge at 
 Willow street, but such a structure would not be as conspicuous as the imesent canal bridge. 
 
 'I'he third criticism relates to the ‘‘western limit” of the ])ro])Osed work as shown on the plan sent 
 to the railroad company. This designation was intended to show the point west of which no change in 
 line or grade would be necessary to accomplish the purposes of the plan. It is a matter of fact and con¬ 
 ceded that if the railroad company required more than the two tracks now in place west of this point, the 
 embankment would have to be wddened and the extra tracks constructed. 
 
 The fourth objection is the one ojierating officials raise regarding possible troubles with snow if 
 the railroad is placed in a cut. It is conceded that the railroad comjrany’s troubles with snow would 
 ],>robably be reduced to a minimum if the tracks were elevated. At the same time the city’s troubles with 
 the snow Idown or thrown from the elevated structure would probably be increased. Conceding that 
 the snow problem would be more difficult for the railroad company in case the tracks are depressed, 
 there is no reason to believe that the difficulties would be insurmountable or fatal to successful operation 
 or that they would be greater (perhaps not so great) than those now encountered in the 0 ])eration of 
 the surface railroad in Washington street. The ed’ect of the buildings on each side of this sixty-six- 
 foot street is such as to make the railroad right of way in some degree a through-cut of considerable 
 depth, and this, combined with intersecting streets and snow thrown from sidewalks and street pavement 
 to the top of the rails, would seem to render a condition more formidable than may fairly be contemplated 
 in the plan for depression as proposed. It is rarely that Washington street with all its disadvantages 
 stalls or congests railroad traffic by reason of snow. 
 
 This project, designated ‘‘ Scheme X,” presents very favorable aspects, whether viewed from the 
 standpoint of the city or the railroad company. 
 
 First. No engineering difficulties. * 
 
 Second. Affords opportunity to exercise economies in construction and may be accomplished at 
 less total cost than any other ju'oject. 
 
 Third. Affords opportunity for the convenient location of the jjassenger station. 
 
 Fourth. Works an advantageous effect upon street grades. 
 
 Fifth. Benefits to railroad company and city may be derived from waste excavation. 
 
 Sixth. Opportunities are afforded by necessary changes in existing conditions to make substantial 
 improvements in streets and ojjen squares. 
 
 Seventh. Opportunity is afforded to conduct u.egotiations with the State for the acquisition of the 
 canal beds to be abandoned. 
 
 No Engineering Difficulties: By that is meant that the change in alignment of the railroad is easily 
 accomplished, and joined with existing lines east and west of the city without difficulty; that streets may 
 be easily passed by the construction of simple bridges over the tracks; that Onondaga creek may readily 
 be passed by means of a bridge over it; that the city’s sewers and water mains will not be materially 
 interfered with; that material to be excavated is not of difficult nature; that drainage may be easily 
 provided; that the natural foundation for structures is good; and, generally speaking, no part of the 
 project requires the application of any extraordinary or especially expensive operations to accomplish the 
 jmrpose. 
 
 Economy of Construction: A computation of c|uantities, a consideration of the methods by which 
 work would be done and the ])rices which would have to be paid indicate that this project would be less 
 expensive than any other desirable one so far proposed. The use of the bed of the Erie canal, together 
 with the remainder of the land on the canal right of way, from Beech street to State street makes 
 
REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 13 
 
 possible a form of construction of retainin«' walls and sloping banks which is ecomnnical for a depressed 
 project. 'I'he material necessarily excavated to ])lace the railroad at the proper grade may be disjxjsed 
 of for a useful purpose by filling in the remaining portion of the abandoned canals in the city and widening 
 the railroad embankment west of Sand street to carry the additional tracks recjuired. 'I'he disposition (jf 
 material necessarily excavated by this means reduces the cost of this class of work to the minimum 
 and enhances the value of the land where the material is placed. 
 
 A convenient location for the passenger station and station site with its tracks and platforms: 'I'he sta¬ 
 tion site with its tracks and jilatforms is b_\' this means jilaced west of North Salina street, and to meet the 
 recpiirements of the railroad company, as fixed by it, it would extend as far as Leavenworth avenue. I'or 
 
 Salina Street traffic diverted by Canal Bridge under repairs. 
 
 the purpose of demonstrating the limit of expansion possible at this site, the engineers for the railroad 
 company prepared a ])lan which shows that the width of space recpiired is about 400 feet and would 
 extend from the north line of Noxon street northerly nearly to the bank of Onondaga creek. In this 
 place may be placed a station having the following capacity: (There is placed in the table the statistics 
 regarding the Rochester and Utica stations now in use and the proposed Albany station.) 
 
 Number of platforms. 
 
 (Proposed) 
 Syracuse 
 . 10 
 
 (Proposed) 
 Albany 
 
 10 
 
 Rochester 
 
 6 
 
 Utica 
 
 6 
 
 ^Maximum length (one ])latform). 
 
 . 1,9:^0 feet 
 
 1,700 feet 
 
 1.200 feet 
 
 1.470 feet 
 
 Minimum length (one platform) .. .. 
 
 . 000 feet 
 
 1,000 feet 
 
 K70 feet 
 
 840 feet 
 
 Total length, platform. 
 
 . 17,100 feet 
 
 14,400 feet 
 
 6,290 feet 
 
 7,085 feet 
 
 Number of tracks 
 
 . 19 
 
 19 
 
 13 
 
 14 
 
 Maximum train length 
 
 . 1,950 feet 
 
 1,750 feet 
 
 1,200 feet 
 
 1,470 feet 
 
 Minimum train leimth 
 
 . 900 feet 
 
 1.000 feet 
 
 870 feet 
 
 840 feet 
 
 total tram lenL>"th. 
 
 . 31,000 feet 
 
 27,000 feet 
 
 12,000 feet 
 
 14,000 feet 
 
 Loach yard (total cars). 
 
 . 126 
 
 50 
 
 (?) 
 
 78 
 
 It is jirobable that the whole of this plan would not be developed at once, and that the ])rescnt 
 de\elopment would j)robably not much exceed that at Utica, where the conditions are comparable with 
 those at Syracuse. 
 
14 
 
 REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 The matter in which the city is most concerned regarding the dimensions and capacity of the 
 station layont is that it shonld be sufficiently large to accommodate the present needs of the city and 
 be capable of expansion in the selected location. To be too large is a negligible fault so far as the city 
 is concerned, particularly since the cost of that development is wholly at the expense of the railroad 
 company. 
 
 If the station site should be located as here described, the passenger station building should and 
 would be placed about midway between the ends of the site. The midway ])oint comes about where 
 AVcst street crosses the West Shore railroad, and a very suitable jdace is found here for a building. 
 
 It would be built upon the site of the Charles M. Crouse house at the corner of West street and West 
 Genesee street. There is at this location a large piece of ground with only a few buildings. It lies 
 h;gh and is favorably situated for the erection of a commodious building having ample space about it 
 for the service to be rendered the public, as well as affording opportunity to create surroundings attrac¬ 
 tive and convenient. 
 
 It is planned to widen Noxon street from Salina street to Wallace street so as to make it eighty 
 feet in width and to extend it westerly across Onondaga creek to the plaza in front of the station. This 
 site is 1700 feet from Clinton scpiare and joined therewith by West Genesee street ninety-nine feet in 
 width, a broad and commodious thoroughfare not overburdened with traffic. It is 1,000 feet from the 
 new Postoffice site at the corner of Franklin and West Genesee streets. This site has the advantage of 
 being not only central and accessible, but also situated sufficiently to one side of the center of the city’s 
 greatest street activity so that there is no interference therewith. 
 
 Consideration and study were given to the one other location practicable for a passenger station 
 upon this route. It is practicable beginning east of State street and extending nearly to Lodi street to 
 locate a station site and platforms. The width of the site would be from the north line of Water street 
 to the south side of Burnet avenue. The station’ building could not be located further west than the block 
 between Orange and Almond streets, and then would be westerly from the center of'the site. It would 
 need to be so located as to occupy part of Water street and interrupt the continuity of that thorough¬ 
 fare, and would be neither as central nor accessible as the West street location. Further, if the station 
 should be placed at this location, several of the north and south streets crossing from Canal street to 
 Water street would have to be abandoned; whereas, if it is placed at West street, all of the streets which 
 now cross may be continued in service, and when the time comes for the making of new crossings they 
 may be easily and economically constructed. 
 
 The Effect Upon Street Grades: The construction of the work according to the plans of “Scheme 
 X” will not disturb existing street grades materially, and in most of the cases where changes are neces- j 
 sary they will be beneficial. All of the streets east of State street may cross the proposed depression 1 
 at such an elevation that the approaches from north and south will have grades not to exceed 4 per 
 cent. The high fixed bridges over the canal will all come down seven or eight feet, but the State street 
 lift bridge grade will be raised about two feet. The grade of James street at the Oswego canal may be i 
 lowered seven feet, and Willow street remain practically undisturbed. The grade of North Salina street ^ 
 over the railroad structure will be at the same elevation as the present West Shore crossing, although 
 located a little further south, thus shifting the approach to pass over the railroad a corresponding dis- ' 
 tance to the south. Franklin street will be raised a little; Plum street about six feet and Leavenworth 
 avenue about eight feet. The railroad grade will pass over Sand street and Geddes street, where there 
 are underpasses at present. 
 
 Benefits to Railroad and City to be Derived From Waste Excavation: It is noted in item No. 2 of 
 this discussion, the benefit which may accrue to the railroad company, the city and State in a reduction ' 
 of the cost of the project by reason of the fact that necessary excavation may be economically disposed 
 of and to a useful purpose. There will be sufficient excavated material to fill the canal prism within 
 the city to towpath level and also to make the embankment west of Sand street wide enough to carry 
 
REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 15 
 
 the seven tracks which the railroad company plans to place. 'I'he effect of acconpilishin*^ the first object 
 mentioned is to make the abandoned canal lands immediately useful and valuable, and the second (jbject 
 to reduce the cost of the whole project. 
 
 The Opportunities Afforded by Necessary Changes in Existing Conditions to Realize Substantial 
 Improvements in Streets and Open Squares: At lleech street, Crouse avenue. ()range street and Crape 
 street there are now bridges over the canal approached at each end by very stee]) grades. In case the 
 railroad is jilaced on the canal line and depressed to the jirojiosed grade, the grade of these bridges may 
 be low'ered so that the apjiroach will not exceed 4 per cent, in grade. Fixed solid floor bridges of full 
 street width at all crossings of the railroad cut will be of great advantage to the city, both from the 
 standpoint of utility, as well as apjiearance. 
 
 Principal traffic artery of Syracuse obstructed by Canal bridge under repairs. 
 
 Traffic diverted. 
 
 The plan contemjilates the construction of the railroad on a line passing from State street through 
 the intersection of Canal and Pearl streets and across James street between the Alhambra and the Oswego 
 canal bridge. This will make necessary the removal of the Mowry & I’arnes, and P)urhans & Plack build¬ 
 ing on Canal street, and the Pierce, Butler & Pierce, Saul and other buildings on block 90. It is jilanned 
 to cover the railroad from State street to the north side of James street. This jilan will enable the grade 
 of James street to be reduced seven feet in elevation and made straight from State street to Warren 
 street. The canal prism may be filled with material excavated for the railroad construction ; the Warren 
 street bridge lowered to standard grade, and an ojien scpiare created to occujiy the sjiace at the foot of 
 James street now occiqiied by James, Pearl and Canal streets, the block of buildings they bound and 
 the basin at the junction of the h'rie and Oswego canals, fl'he h'-rie canal lands from State street to 
 Franklin street crossing through Clinton scjuare may be filled, paved and otherwise inqiroved, thus con¬ 
 necting Clinton square with the jiroposed new sipiare and furnishing in the center of the city a large 
 open space or plaza for public use. 
 
 The Opportunity Afforded to Negotiate With the State for Both an Appropriation for Grade Cross¬ 
 ing Elimination Purposes and the Acquisition of Canal Lands to be Abandoned: It is jirobable that the 
 amount of money to be asked of the State, one-fourth of the total cost, will be more than $1,00(),(X)0, per- 
 
16 
 
 REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 haps $1,250,000. It is conceded by all who have knowledge of the State’s financial condition and pros¬ 
 pects that an appropriation of so great an amount of money would be difficult to obtain from the Legis¬ 
 lature. It happens, however, that the time is close at hand, ])robably the season of 1917, when the Barge 
 canal will be so nearly completed that the lands in the city of Syracuse now used for canal purposes 
 will he no longer recpiired and may be abandoned. It is the desire of the State to realize as much value 
 as })racticable from the disposal of these abandoned lands. What better opportunity may be afforded 
 the State to realize its object so far as the canal lands in Syracuse are concerned than to dispose of them 
 to the city in lieu of an appropriation for grade crossing elimination in whole or in part? And what 
 better opportunity may be afforded the city to obtain these lands for the purpose of protecting itself 
 against the damage which -will ensue if they are permitted to be disposed of without guidance and re¬ 
 straint and for the further purpose of improving their condition and enhancing their value for the benefit 
 and advantage of the public? 
 
 It has been the endeavor of the Commission to comprehend the conditions which are the governing 
 factors in the determination of the cpiestions involved in the matter of relieving the city from crossings 
 at grade. Other interesting points have been considered, but in view of the fact that they are only inci¬ 
 dental and whatever weight they might have, no matter on what side of the balance they are placed, 
 would not materially affect the conclusion, they have been neglected in this discussion. 
 
 Grade crossing elimination in Syracuse has passed from the realms of the abstract and has come 
 down to the consideration of a practical and concrete proposition. A scheme, one of many, has been 
 evolved, after a process of consideration and elimination, which is at once feasible, practical and economical. 
 
 It is presented with the salient features which commend it to us, and we respectfully ask its con¬ 
 sideration by the people of Syracuse. 
 
 The plan being feasible, practical and economical in itself sufficient to warrant its adoption, another 
 question, “Can the city and its various semi-public and private interests adjust themselves to it at rea¬ 
 sonable cost and with a prospect of material and incidental benefit?” arises, which, if it may be answered 
 in the affirmative, would seem to settle definitely the policy which the Commission should pursue. 
 
 OTHER PROPOSITIONS STUDIED. 
 
 A number of other propositions were studied, some in greater detail than others, as the occasion 
 demanded. These projects, originating in various sources, were as follows: 
 
 First. The West Shore elevation. 
 
 Second. Depressed line in bed of Erie canal throughout the city. ; 
 
 Third. A route by way of the Syracuse Junction railroad. 
 
 Fourth. A modified Syracuse Junction route with loop into the city. 
 
 Fifth. A modified Syracuse Junction route with si)ur into city. 
 
 Sixth. Intermediate location, new location throughout. 
 
 Seventh. A depressed line on the West Shore route. 
 
 Eighth. A tunnel scheme. 
 
 The West Shore Elevation: It may be said of this project in its favor that it is the shortest of 
 all considered. (It is 36,500 feet in length between two points on the main line east and west of the 
 city, common to all of the ])rojects). The railroad right of way exists, and it is probable that little addi¬ 
 tional land would be required for the change. The New York Central and the West Shore would be ' 
 combined in one line and the problem regarding both solved in one operation. A passenger station may 
 be centrally located. It is reasonable in cost and claimed that there would be little annoyance from 
 locomotive gases, smoke and cinders, which would be discharged high in the air along a route thinly , 
 occu])ied by buildings. 'I'here probably would be little or no damage to pay to owners of adjoining 
 property, since there is now a railroad in operation on this line. The right of way is available at once 
 for a development of this nature. 
 
REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 17 
 
 It may be said to its disadvantage that the elevation of the tracks would make necessary the con¬ 
 struction above the grade of the snrronnding land of embankments of earth, retaining walls of masonry 
 and l)ridges over intersecting streets, which because of their magnitude may ])rove objectionable from the 
 standi)oint of appearance; there would be more or less noise, smoke, cinders and dust from operating 
 trains along the line; there is a i)Ossibility of consequential damages to ])roperty adjoining elevated 
 structures. 
 
 P>ut the fatal defect in this plan in the judgment of the Commission was the im])racticability of 
 the making of a structure other than monstrous across State and James streets. Although several pro])- 
 ositions were made in an attempt to devise a ])lan for this crossing which conld l)e acce])ted as tolerable, 
 thev were unsuccessful and finally were abandoned. 
 
 Depressed Line in Bed Erie Canal Throughout the City: A propositioi: to re-route the New York 
 Central in the bed of the Erie canal throughout the city was given S])ecial attention and study. A de¬ 
 tailed plan was prepared to develoj) all of the points to be considered. It presented several attractive 
 features, principal among which was an opportunity to establish what wcnild be for all practical pur])Oses 
 a union station with the Lackawanna railroad. However many the advantages to be claimed for this 
 pro])osition, it was handicapped by two principal defects which precluded its further consideration. It 
 was found to be impracticable to pass from Warren street to Franklin street without so mutilating that 
 portion of the city that its redemption seemed im])OSsible, and in the second place, the probable cost was 
 excessive when compared with other ])ropositions. 
 
 A Route by Way of the Syracuse Junction Railroad: Although this proposition would be the least 
 expensive of all, the route would be one and one-quarter miles longer than the West Shore line; the 
 passenger station would necessarily be placed too far from the center of the city. This distance 
 from the center of the city to the ])assenger station, time to traverse which on trolley street railways 
 at fifteen miles per hour might better be utilized in journeying to destination at forty-five miles per 
 hour. The remoteness of the station would make it subject to uncertain service from trolley roads because 
 of street traffic and railroad and canal crossings; there would also be a possibility of passing fast express 
 trains through Syracuse without stopping. 
 
 A Modified Syracuse Junction Route With Loop Into City; This proposition would possess all of 
 the disadvantages of the Syracuse Junction route excejit that the station would not be so far from the 
 center of the city. The length of line would be increased ; it would cut across the salt lands on a high 
 embankment and sharp curve, and increase the grade crossing ])roblems rather than decrease them. 
 
 A Modified Syracuse Junction Route With Spur Into the City: This ])lan contem])lated a way 
 station on the line of the Syracuse Junction railroad near the lake, and a spur into a central stnb end 
 station in the city, the spur oi)erated by electricity. This plan would increase the distance to be traveled 
 from Syracuse to points east and west about one and three-fourths miles; it would involve the transfer 
 of ])assengers and baggage at the way station and be the cause of annoying waits at this station for 
 belated trains; it would make of Syracuse a way station in place of a division terminal and encourage 
 the ])assing of fast trains without stop])ing: the distance between Albany and Buffalo would be increased 
 about nine-tenths of a mile over the New York Central main line. 
 
 An Intermediate Location, New Location Throughout: This line would ])ass across the city near 
 Park street and across North Salina street near Catawba street. 'I'he length of the line is about three 
 hundred feet longer than the West Shore. There are no advantages advanced in behalf of this project. 
 It cuts across the city in an entirely new location ; its construction involves cuts and fills of fifty to 
 seventy feet and railroad grades of fifty feet ])er mile; the cost is extreme. It is not deemed desirable 
 by either the city or the railroad company. 
 
 A Depressed Line on the West Shore Route: It has all the advantages and disadvantages of a 
 route in the canal bed, but would be extreme in its cost, because of additional work and materials rc- 
 cpiired to construct it. 
 
18 
 
 REPORT OF THE SYRACUSE GRADE CROSSING COMMISSION 
 
 A Tunnel Scheme: A proposition was made to deflect the line of the Xew York Central to the 
 north as it enters the city on the east so as to locate it where the ground is high enough to place the 
 railroad at normal grade in tunnel. It was never seriously considered by the Commission, since it was 
 so obviously impracticable. A sui)erficial examinat'on of the ])roj)osition was made, however, and it was 
 found there would be not less than a mile of tunnel, to cost not less than $4,000,000 for excavation and 
 lining alone. It could not be constructed without coming to the surface at several points where existing 
 street grades would have to be violently distorted to avoid grade crossings. So long as coal continues 
 to be used for steam making in locomotives, the passage through these tunnels would be a source of 
 discomfort and a nuisance to the traveling public. 
 
 One great defect stands charged against every project except the proposition to elevate the West 
 Shore railroad, and that to dejjress l)y way of the Erie canal and West Shore routes fScheme X as 
 approved) ; the West Shore railroad and its crossings would either have to be treated as a separate 
 problem or remain where they are, at grade, across State, James, Willow, Xorth Salina and other streets. 
 
 CONCLUSION. 
 
 I'he Commission has si)ent many months in serious contemplation and study of the grade crossing 
 problem in Syracuse. It has carefully weighed and considered all that may be said for and against every 
 proposition and has reached the conclusions hereinl;efore set forth. 
 
 It is convinced that the serious delay to traffic and menace to life and limb by the grade crossings 
 of steam railroads has been too long endured, and that the time has come for the correction of these 
 evils which :oncededlv exist. 
 
Bion J. Arnold Engaged to Make Report 
 
 After investig'ating' the prol)leni of grade erossing elimination 
 in Syracuse and reaching the conclusions outlined in the foregoing 
 report, the Grade Crossing Commission considered the advisability 
 of engaging an expert engineer of recognized ability and estab¬ 
 lished re])ntation to survey the situation, review' the plans wdiich 
 had been studied by the Commission and submit such recom- 
 mendatif)ns as he should deem pertinent. Deciding that the ex¬ 
 pense of such an investigaion by a specialist in grade crossing 
 elimination was justified by the magnitude of the work to he done 
 and in order to secure the benefit of the most exjiert advice, the 
 Commission selected l>ion J. Arnold of Chicago as the man best 
 cjualified by broad experience to make a comprehensive review^ of 
 the situation. 
 
 Mr. Arnold w'as engaged early in the year 1916 and imme¬ 
 diately entered u]ion the work. His reimrt, which waas submitted 
 under date of January 15, 1917, is found in the follow'ing ])ages 
 of this book. 
 
20 
 
 REPORT OF BION J. ARNOLD 
 
 CONTENTS 
 
 Page 
 
 Exliil)its aeconipaiiying tlie Report. 21-94 
 
 PART I 
 
 Letter of Transmittal . 22 
 
 Summary of Rei)ort with Conclusions from the Facts. 23 
 
 Specific Recommendations . 27 
 
 PART II—Discussion of Basic Facts 
 
 Section 1. Extent of (li'ade Crossing Elimination. 30 
 
 Section 2. Growth and Development of City . 32 
 
 Section 3. Railroad Organization, Syracuse District . 34 
 
 Section 4. Canal Organization, Syracuse District . 40 
 
 Section 3. Electric Railway Orgaidzation . 45 
 
 Section 6. City Planning Considerations . 48 
 
 IMatters Requiring Further Investigation. 54 
 
 PART III—DiscTission of Plans Proposed 
 Section 7. General Considerations and Pi-ineiples . 56 
 
 III A—Plans Considered in Detail 
 
 Section 8. Plan A—1)., L. & W. Track Elevation . 58 
 
 Section 9. Plan AA—1)., L. & W. Detoni'. Union Station. 62 
 
 Section 10. “Scheme X"—Canal-West Shore Depression. 65 
 
 Section 11. Plan P—West Shore Depression, Union Station. 70 
 
 Section 12. Ideal Plan X-P—Canal-West Shore Depression. 72 
 
 III B—Plans Rejected in Whole or in Part 
 
 Section 13. Elevated Plans—C, C-1, R, T . 77 
 
 Section 14. Detour Routes and Plans—G, II, I, J . 80 
 
 Section 15. Tunnel Plans—K, L, L-1, IM . 82 
 
 Section 16. Depression Plans—S, 1), O . 84 
 
 Section 17. Comhined Elevated-Depi’essed Plains—E-Contiguous, F-Two- 
 
 Level, Union Station . 86 
 
 APPENDIX 
 
 Notes on Track Elevation in Othei’ Cities. 91 
 
 Notes on Terminal Operations in Other Cities. 93 
 
REPORT OF BION J. ARNOLD 
 
 21 
 
 Exhibits Accompanying the Report 
 
 GRAPHICAL EXHIBITS: 
 
 Frontpi 
 
 ece. 
 
 Figure 
 
 1. 
 
 Figure 
 
 2. 
 
 Figure 
 
 3. 
 
 Figure 
 
 4. 
 
 Figure 
 
 5. 
 
 Figure 
 
 6. 
 
 Figure 
 
 7. 
 
 Figure 
 
 8. 
 
 Figure 
 
 9. 
 
 Figure 
 
 10. 
 
 Figure 
 
 11. 
 
 Figure 
 
 12. 
 
 Figure 
 
 13. 
 
 Figure 
 
 14. 
 
 Figure 
 
 14A 
 
 Figure 
 
 14B, 
 
 Figure 
 
 15. 
 
 I'igure 
 
 15 A. 
 
 \’ie\v across Clinton Scinarc showing relation of proposed new 
 station site to the city center. 
 
 DUAL PLAN A-X. Railroad facilities of Syracnse District 
 and relation of Dnal plan thereto. ( 1010' to \".) 
 
 Scheme X detailed by Grade Crossing Coniinission—plan pro¬ 
 file and sections at street grade separations. 
 
 IDEAL PLAN X-P. Relation to existing railroad facilities. 
 (1010' to 1".) 
 
 Ideal Plan, (ieneral location in Svracnse District. (1 mi. 
 to 1".) 
 
 Plan C. West Shore hdevation Station at 'I'ownscnd Street. 
 ( 1 mi. to 1".) 
 
 Plan I. Northerly location. Station on Salt Lands. ( 1 mi. 
 to 1".) 
 
 Plan M. 'I'hree tnnnel jdan. (1 mi. to 1".) 
 
 Plan E. Contiguous Station plan. Canal bed location for 
 
 N. V. C. (Imi. tol".j 
 
 Street Grades and 30 ft. contour. 
 
 System of thoroughfares. 
 
 Retail business occupancy. 
 
 Industrial and railroad occupancy. 
 
 Electric railway lines. 
 
 Public center street plan. 'Preatment suggested by City I’lau- 
 ning Commissiou for Scheme X. 
 
 Same as Figure 14 for Plan P—West Shore depression. 
 
 Same as Figure 14. Alternative for West Shore de])ression. 
 Street Plan suggested for Plan F—contiguous station de- 
 I)ressed plan. 
 
 Same as Figure 15 for Plan F—Two level Union Station De¬ 
 pressed Plan. 
 
 Views of grade separation work in other cities. 
 
 Views of canal obstruction in Syracuse. 
 
 TABULAR 
 
 'I'able 
 
 1. 
 
 'I'able 
 
 2. 
 
 'Fable 
 
 3. 
 
 'Fable 
 
 4. 
 
 Table 
 
 5. 
 
 Table 
 
 6. 
 
 Table 
 
 7 . 
 
 'Fable 
 
 8. 
 
 'Fable 
 
 9. 
 
 Table 
 
 10. 
 
 Table 
 
 11. 
 
 EXHIBITS; 
 
 List of grade crossings elimination plans, Syracuse District. 
 Population of Syracuse by decades, showing acxpiisitiou of sur¬ 
 rounding communities. 
 
 Assessed valuation of the City of Syracuse, by years. 
 
 Ponded debt and purchasing ])ower of the City of vSyracuse by 
 years. 
 
 Rank clearings in Syracuse by years and months, 
 hu'ie canal tonnage delivered to tide water. 
 
 Tonnage moved on h'rie and Oswego canals. 
 
 Syracuse tonnage and distribution by commodities and by canals. 
 Tonnage of h',rie and Cham])lain canals delivered to tide water 
 by commodities. 
 
 Seasonal variation in number of lockages along Erie Canal. 
 Number of clearances issued at Syracuse and Oswego and Syra¬ 
 cuse tonnage east and west. 
 
22 
 
 REPORT OF BION J. ARNOLD 
 
 LETTER OF TRANSMITTAL. 
 
 Chicago, January 15, 1917. 
 
 ■ Vlexander T. Brown, Chairman, and Members, 
 
 Syracuse Grade Crossing Commission, 
 
 Syracuse, New York. 
 
 Gentlemen : 
 
 In accordance with your Chairman’s instructions to me under date of January 3rd. authorizing me 
 “to make an investigation and report upon the grade crossing situation in Syracuse, and more jjarticularly 
 with the prol)lems presented by the present method of operation of the New York Central and Delaware, 
 Lackawanna & Western railroads,” 1 am pleased to submit herewith my report, presenting a discussion 
 of essential points involved and certain si)ecific conclusions and recommendations which I believe should be 
 followed by your Commission in dealing with the grade crossing problem as a whole. 
 
 Since I undertook this commission, I have thoroughly investigated the various phases of this problem 
 in person in order to familiarize myself with the properties involved and the general layout and require¬ 
 ments of the Syracuse district. The collection of data, the necessary detailed studies and analyses, and 
 frequent personal inspection on the ground have been made by my staff as in previous investigations of 
 like nature that I have made in Chicago, Jersey City, Cincinnati, New Orleans and other cities. All 
 available suggestions have been thoroughly sifted out and the good ])oints of each considered as far as 
 practicable before finally concluding upon the DUAL PLAN A-X recommended herein. 
 
 In the report, the twenty odd plans that have been proposed or submitted in more or less concrete 
 form are purposely analyzed in sufficient detail so that my reasons for rejecting most of them may be 
 apparent to those who desire to read the report fully. And I have likewise discussed certain related 
 matters which appear to have been lost sight of in many of the proposals for grade separation. 
 
 It is my pleasure to acknowledge the very hearty co-operation of your Commissioners, the City 
 Planning Commission, many interested citizens of Syracuse, and especially of your Chief Engineer, IMr. 
 Henry C. Allen, the facilities of whose office I have freely used as far as j)OSsible in order to reduce 
 the expense of this investigation. .And it is justly due to your Commission and to Mr. Henry C. Allen 
 to say that the plan I have finally recommended is essentially the one worked out by your Commission 
 for the New York Central Lines as “Scheme X”, and for the Lackawanna as the elevated Plan A. Both 
 plans, however, I think should be modified in some ])articidars as defined herein. 
 
 On account of the unsettled questions of pul)lic policy involved it has not been deemed necessary 
 to carry out in great detail estimates of construction quantities and costs further than to justify broadly 
 the recommendations made. For such estimates have already been made by the railroads and by your i 
 Chief Engineer except as covering some minor modifications developed herein. While construction and 
 material prices are now considerably higher than when the original estimates were made, the relative 
 values as between plans would not be materially changed. I have therefore deemed it my function to 
 confine myself to essential principles and policies. 
 
 Particularly I have attempted to keep on o])en mind on both the grade separat’.on and canal 
 issues, and have made my recommendations in the belief that such would conserve the interests of your 
 city to the maximum extent consistent with the possible co-operation of the railroads involved and the 
 present financial limitations of both city and railroads. But I have also attempted to state clearly the 
 needs of the future so that the charge of expediency could not be laid against the recommendations made. 
 
 The analytic features of the report have required considerable discussion. Hence, there follows a 
 brief summary of the principal conclusions from facts developed in the main report, for the benefit of , 
 those who do not have time to study the report in its entirety and will accept my conclusions with respect ' 
 to the various plans rejected. i 
 
 Respectfully submitted, 
 
 BION J. ARNOLD, 
 
 Consulting Engineer. 
 
REPORT OF BION J. ARNOLD 
 
 23 
 
 Summary of the Main Report 
 
 Conclusions from the Facts and Specific Recommendations 
 
 In the analysis of technical problems such as grade separation, it usually occurs that serious ques¬ 
 tions of public concern arise from time to time to modify plans conceived clearly along engineering or 
 economic lines. This is the case in Syracuse, and in reaching conclusions, it has been necessary to study 
 not only the needs of the steam railroads but also certain related essentials, such as the existing canal 
 organization, and the needs of the electric railways as j)art of the transportation system of the city. In 
 so doing, a number of important details have arisen in connection with the conservation of an efficient 
 
 city plan, and these are included herein for further study as supjdemental to grade separation projects. 
 
 As the investigation proceeded it became more and more evident that a ])ro])er solution of the im¬ 
 mediate question involved also a careful consideration of the future of Syracuse and its industrial facilities. 
 While the city has not shown the extremely rapid growth of some American cities within the past one 
 or two decades, its steady and consistent growth as compared with erratic growth or depression else¬ 
 where, lends weight to arguments in favor of immediate consideration and preparation for the future. 
 
 And it seems therefore that these future requirements should have great influence on those attempting 
 
 to reach decisions on present public policy in contradistinction to the usual short-sighted policy of 
 mere expediency. American cities, i)articularly those experiencing unusually rapid growth, are full of 
 examj)les of lack of foresight and ineffective ])rovision for the future. It is conceived to be the business 
 of this generation to assume its own responsibility now and not to leave to the future the solution of 
 problems growing out of but belonging to the present which can then only be solved satisfactorily at 
 enormously increased expense, if at all. 
 
 It is assumed that legislative authority will be forthcoming to enable the city of Syracuse to bring 
 about such reorganization of railroad and canal facilities as may be necessary to effect any reasonable 
 plan decided upon. This includes the purchase, sale or transfer of state owned properties involved and 
 the execution of definite contractual agreements with the railroad comj)anies for such lengths of time 
 as reasonably required for efficient reorganization and financing. 
 
 It is not contemplated that any new rights should be granted the railroads in perpetuity excej)t as 
 being the substantial equivalent of perpetual rights now held and therefore subject to such public regula¬ 
 tion and control as may be developed from time to time. It is highly desirable that both the city and 
 the railroads come to a full realization of their respective responsibilities and that any ])lans undertaken 
 should now be so undertaken in a spirit of constructive progress, to be carried out, jierhaps not all at once, 
 but in successive steps properly co-ordinated and executed as fast as warranted by the development of 
 the community and financial limitations. 
 
 In the distribution of cost executing such a program it may develoj) that civic policy will in some 
 res])ects control more than economic location and cost, and in the resulting division of the financial 
 burdens, it would seem to be entirely pro])er to expect the city to assume such extra i)roj)ortion of the 
 burden as results from its insistence upon such ])olicy, always provided that the railroads have done their 
 full share in providing for reasonable growth and in abating the nuisance arising from their occupation 
 of city areas and method of o])eration. 
 
 'I'wo important things are ai)parent from this investigation. I'irst, that further co-ordination of 
 railroad facilities within the Syracuse district is desirable not only for efficient oj)eration, but for the 
 good of the city, and, second, that it is (piite time to crystallize ])ublic sentiment u])on the develo|) 
 ment of an efficient central district i)lan while there is yet an op])ortunity to forestall ])ossible future 
 errors. 
 
24 
 
 REPORT OF BION J. ARNOLD 
 
 CONCLUSIONS FROM THE FACTS 
 
 1. Grade Crossings: The entire problem of grade separation involves 111 intersections of rail¬ 
 roads with streets or crossings, exclusive of industrial spurs and crossings on railroad property. Only 
 one-third of these have already been taken care of, leaving 73 including canal crossings, yet to be im¬ 
 proved. The order of their solution would a])pear to be dictated by the relative volume of traffic move¬ 
 ment. Thus the Delaware, Lackawanna & Western crossings are quite as pressing for solution as those 
 of the New York Central if heavy steam trains are to be operated over them. 
 
 2. The necessity of consolidating the canal and grade crossing issues is not apparent except as 
 this offers the most practical solution. Each should stand primarily on its own merits in this analysis. 
 
 3. The essentials held in mind are: universal grade separation as the city grows; rational segrega¬ 
 tion of passenger and freight facilities; minimum disturbance of the city plan; convenience of site; mini¬ 
 mum investment and cost of operation and suitability for construction in stages. 
 
 4. Growth: The growth of Syracuse has been consistent and at a fair rate, indicating reasonable 
 stability of growth for the future. During the last decade population increased 25^^, land valuation (in¬ 
 dicating ])urchasing power for public improvements) 65()(, bank clearings (indicating commercial pros¬ 
 perity) 103%. 
 
 5. The future growth of Syracuse will probably be accelerated by the development of the Oswego 
 gateway and the Welland ship canal, by means of which some readjustment of traffic routes will be 
 effected. The advantages growing out of this development should be shared to some extent by the 
 Delaware, Lackawanna & Western railroad, and its proportion of the traffic resulting therefrom must 
 largely pass through Syracuse. 
 
 6. Railroads: Railroad occupancy in downtown Syracuse has already reached a j)oint entirely 
 disproportionate to the specific needs of this district. Existing properties, either passenger or freight, 
 are not used to anywhere near full advantage. East and west side freight terminals and perhaps a north 
 terminal are required, but the areas now occupied by storage and classification yards, round houses, etc., 
 should be intensively developed or entirely released to the city in exchange for other considerations. Railroad 
 operations such as storage yards and engine houses as distinguished from house service yards or ter¬ 
 minals should be located well outside of the busines and other settled districts, as they are not a direct 
 factor in handling city freight and should not be allowed to interfere with city street traffic. The present 
 Eayette street yards appear to be logically located except for storage, classification, etc., but the West 
 Shore yards along Canal street ])enetrate entirely too far into the business district to permit desirable 
 commercial development therein. The West Shore yard would be ample for a main line entrance without 
 disturbing the necessary freight facilities. 
 
 7. A union ])assenger station would be desirable if it could be worked out under conditions ecjuit- 
 able to the participating roads and to the city. But the mistake should not be made either of subordi¬ 
 nating other more essential features of practicability and use to the idea in the abstract, or of over-developing 
 beyond the obvious needs of the city within a period for which it seems reasonable to plan now. While 
 the space provided should be sufficient to accommodate a considerable further growth as contemplated, this 
 future may be conserved by locating the “head-house” so as to permit ample expansion by additional 
 ])latforms in the rear. Eurther, the attempt to crowd in steam operated coach yards close to the station 
 should be discouraged. Such yards have no place near business or residential centers unless the nuisance 
 can be mitigated by being oj)erated electrically. 
 
 8. Terminal electrification by itself for Syracuse is decidedly unfeasible at present, but no project 
 of railroad rearrangement in Syracuse should be j)ermitted from now on without contemplating future main 
 line electrification including the Syracuse section. 
 
 9. The New York Central railroad has shown excellent foresight in building the Syracuse junction 
 belt line. It should develop connections over this line to handle all empties which are now hauled through 
 the city. 
 
REPORT OF BION J. ARNOLD 
 
 25 
 
 10. 'I'he Lackawanna railroad now o])erates more cars per day thron<^h the city pro])er tlian the 
 New York Central and West Shore roads coml)ined. All these lines as a whole operate more freight 
 cars than passenger cars throngh the central ])art of the city. 'I'he total car movement of all roads is 
 158 trains and 1.700 cars per day. The large ])roportion of the Delaware, Lackawanna & Western busi¬ 
 ness on account of being carload business recpiires team tracks and freight sidings. 
 
 11. 'I'he ])resent Delaware, Lackawanna & Western right of way cannot reasonably be depressed, 
 owing to the necessity of a hydraulic syphon for Onondaga Creek. 'Phe only feasible alternatives are 
 therefore elevation, or detour and joint operation with the New York Central railroad. 
 
 12. Should the Delaware, Lackawanna & Western freight business increase to a marked degree, 
 the conclusion cannot be avoided that a freight detour for this business will eventually be necessary. The 
 Butternut creek line appears to be entirely practicable. If instead, the ])resent Delaware, Lackawanna 
 & Western line is elevated now and the detour deferred, a duplicate investment in both elevated and 
 detour lines will then have to be maintained. 
 
 13. All plans proposing stations along the canal east of West street are regarded herein as im- 
 ])racticable, likewise all long tunnel plans and those locating the station on the salt lands for reasons 
 fully set forth. 
 
 14. Track elevation of the West Shore railroad is feasil)le, but imposes bad overhead diagonal 
 crossings over streets. On the other hand depression could be carried out practically on existing rail¬ 
 road projierty to better advantage, and with minimum disturbance of abutting property. 
 
 15. All jilans proposing freight yards or coach Awards underneath passenger stations are undesir¬ 
 able when operated by steam locomotives and only become practicable when electric motive power is used. 
 
 16. All canal-bed plans involve the (|nestion of track capacity and type of bridge, the number of 
 tracks accommodated depending upon the type of the bridge. With flush deck bridges and center posts 
 the existing canal bed at Salina street will only accommodate four tracks, elsewhere five tracks. But 
 east of the canal junction where two span bridges might be used, six or seven tracks could be built be¬ 
 tween blue lines. 
 
 17. The treatment of the problem of the West Side must take into account grade separation at 
 Geddes street: any other solution can be only makeshift. 
 
 18. Too great latitude has been allowed to railroads in the nse of streets for team track and storage 
 purposes. Industrial spur connections across streets are entirely justifiable in certain districts, but manu¬ 
 facturers should be expected to jArovide their own loading spaces, such as those now along Fayette street. 
 Competitive railroad construction and subsecpient consolidation in the past seems to have been largely 
 responsible for the ])resent liberality in spur track location. 
 
 19. Canals: In view of the suj)erior facilities afforded by the new Barge canal, the argument 
 for retaining the present Erie canal as a waterway through the heart of Syracuse does not appear to be 
 well founded. 
 
 20. The serious obstruction to business and traffic and the unsanitary condition of the canal during 
 various times of the year, entirely outweigh any consideration of sentiment for its retention. Over 
 100,000 street railway passengers are inconvenienced in order to accommodate a maximum of 30 barges 
 ])assing through the city daily. 
 
 21. 'I'he new barge harbor, with ])roper motor truck service, should fulfill the needs of the majority 
 of industries, even including those not located along the old waterway, far better than the old canal and 
 develop the contiguous industrial areas suited to heavy manufacturing. 
 
 22. The extensive rebuilding of new barges of the smaller tyi)e to rei)lace those that have fallen 
 into disuse on the old canal seems so improlrable that it may be assumed that the old canal has practically 
 ceased to perform its function as an important through carrier. 
 
 23. 'Phe old canal is not suited for use as a pleasure way with fixed bridges at street level, unless 
 the levels are lowered. 'Phe canal bed may be developed to far better advantage if retained for the im¬ 
 provement of the down town district. 
 
26 
 
 REPORT OF BION J. ARNOLD 
 
 24. 'I'he east and west outlying sections of the old canal might be retained as water terminals 
 if desired, but the central section (between wide-waters) should be used for utilitarian purposes, such 
 as transportation lines, or else filled in for public highways. 
 
 25. Canal encroachments over the blue line should give way to the most advantageous develop¬ 
 ments decided upon and not allowed to control them. 
 
 26. Electric Railways; Electric interurban and suburban railways carry more passengers into and 
 out of Syracuse than steam railroads. Steam traffic represents only about seven per cent of the total 
 revenue traffic of the city. This disposes of the frequent argument that all car lines should pass by the 
 railroad station. The infrequency of steam train arrivals and departures dictates that the best street rail¬ 
 way service can be had by a special “DEPOT” shuttle or belt line operated with frequent headway and 
 transfers to all parts of the city. 
 
 27. The short distances involved (not over 1.5 miles or 15 minutes ride) for entrance into Syracuse 
 of electric interurban roads and the financial limitations of the same roads render it rather unfeasible 
 for them to provide now exclusive depressed entrances unless they can be provided in connection with 
 other improvements. Rather an adequate interurban station with suitable terminal facilities is required 
 at the present time. The value of interurban service lies in its frequency and convenience particularly 
 with respect to terminals. 
 
 28. The present Eranklin street steam station is entirely too large and extensive an investment 
 for present interurban service but might be developed concurrently as a public market and an electric 
 passenger and express terminal. The electric express business in Syracuse is now well organized on some 
 lines, and should be encouraged to the greatest possible extent both as a public convenience and as a legiti¬ 
 mate source of railway income. 
 
 29. The routing of the Syracuse surface lines has been well developed as regards through routes, 
 but efforts should be made to spread out over a larger down town area the car traffic not concentrated 
 on the two central blocks. With the abandonment of the canals a new car line to Solvay more rapid 
 and direct than the present hill line could be developed. 
 
 30. City Plan: In general, the street plan of Syracuse with but few exceptions is excellent, and 
 every op])ortunity should be embraced to remedy these defects. In carrying out the proposed grade 
 separations, arrangements should be made as far as possible for the reclamation and control of the salt 
 lands industrial district, for the improvement in the street plan of the public center, and the gas house 
 district, and for additional streets across railroad property between West and Geddes streets. At least 
 an understanding should be had regarding the future execution of this work while the essentials are 
 under control. 
 
 31. An unique type of public center and civic axis is possible in Syracuse when certain lands at the 
 canal junction become available. And the opportunity should not be lost to incorporate in the city 
 plan at minimum exi)ense this very desirable feature, even if only a small part of it can be fully developed 
 at the ])resent time. 
 
 32. Every artificial barrier to the expansion of the present business district should be discouraged. 
 Railroad occupancy has clearly forced retail business out of its legitimate channels, but with the release 
 of Washington street now occupied by the New York Central tracks, and the canal, an opportunity will 
 be afforded for business to expand unhindered through the central valleys. 
 
 33. It is very essential that the city should reserve, unconditionally, permanent control of all air 
 rights over the canal bed, when required, regardless of what use is made temporarily of the canal bed 
 itself. This refers to all superstructures above ground level, or conversely, even if the surface is definitely 
 disposed of by exchange of areas, equivalent subsurface rights also should be reserved, as these rights 
 will provide for future rapid transit lines an exceptionally direct right of way into and through the city. 
 
REPORT OF BION J. ARNOLD 
 
 27 
 
 SPECIFIC RECOMMENDATIONS AS TO POLICY AND PLAN OF DEVELOPMENT 
 
 I^'inally, taking into consideration all facts and phases of the grade separation proldein now con¬ 
 fronting the city of Syracuse as developed herein, the recommendations made in the following subheaded 
 paragraphs represent my best judgment, from the viewpoint of immediate action, along lines of a def¬ 
 initely planned program of improvements. 
 
 After undertaking the investigation and becoming thoroughly imj)ressed not only with the evident 
 desirability of eliminating steam railroad operation from the streets of the central district, but also with 
 the objections to the elevation of the Lackawanna railroad tracks, as expressed by numerous citizens, it 
 became obvious to me that a much more comprehensive study of the situation was recpnred than 1 had 
 at first anticipated. This view, being strengthened by the expressed desires of many of those interested 
 in the city’s welfare and confirmed by the authorization of your Commission, caused me to attempt the 
 develo])ment of what 1 have termed a complete or “ideal” solution of the problem. 
 
 I believe 1 may safely say that the situation has been thoroughly analyzed, although recjuiring con¬ 
 siderable more study and effort than I originally expected. As a result, all of the 22 plans which 1 con¬ 
 sidered were, by a process of elimination, rejected with the exception of two, viz; 
 
 (1) Plan X-P, which I have defined as the Ideal plan, comprising the Commission’s plan known 
 as “Scheme X” further developed by the use of the West Shore right of way by the provision of inter- 
 urban entrances and by detouring the Lackawanna traffic north from Jamesville. 
 
 (2) Dual Plan A-X, defined below. 
 
 The results of the analyses do not show that the Ideal plan X-P can be justified from an economic 
 view])oint, for I cannot foresee the future clearly enough to conclude that the future traffic of the Oswego 
 branch of the Lackawanna railroad would unquestionably be sufficient to warrant the greatly increased 
 expense of this comj)any required to carry out the Ideal plan ; and, further, because of the fact that the 
 city of Syracuse lacks the power to compel the two competing railroads to consolidate their local interests. 
 
 For the above reasons, I find it necessary to eliminate the Ideal plan. 
 
 Acceptance of Dual Plan: Therefore I finally recommend that your Commission now accept in 
 principle what I have termed as the DUAL PLAN as the most feasible one for immediate construction 
 under existing limitations. This plan comprises; 
 
 (a) Elevation of the Lackawanna tracks along or near the present right of way under certain 
 stipulations as hereinafter defined. 
 
 (b) Depression of New York Central tracks in the general line of the Erie canal between the 
 eastern city line and the canal junction, thence detouring northwesterly and continuing on the line of 
 the present \\ est Shore right of way, likewise with certain modifications and additions. 
 
 (c) Depressed passenger station for all New York Central traffic located generally along Leiden 
 avenue, west of the Oswego canal with station headhouse near the intersection of West Genesee and 
 West streets- 
 
 I he above elements of the ])lan are essentially the same as developed by your Commission except 
 as to the modifications below stated. 
 
 Open Type Elevated Structure: In the Delaware, Lackawanna & Western elevation, earth fills should 
 be i)rohibited generally between Orange street and the Fayette yards, and a type of construction insisted 
 upon which will minimize the obstruction occasioned by such a solid filled structure and at the same 
 time minimize noise so far as practicable. It should preferably be of reinforced concrete column and 
 slab construction. If steel is used a ballasted roadbed shoidd be i)rovided and the steel should be 
 encased in cement to reduce noise and incidentally maintenance. 
 
 In comparative cost, it a])])ears that the concrete ])ost construction is not actually much more 
 expensive than a 1.5 to 1 slope earth fill, due mostly to the smaller amount of land required for such 
 open type of structure, as land is ex])cnsive within the central jjarts of this citv and its value should be 
 reckoned with in any plan put into execution. 
 
28 
 
 REPORT OF BION J. ARNOLD 
 
 ■ Vlthouj^h a general recfnninendation to the effect that all steam railroad elevation through cities 
 should he built with concrete or other open type of structures could be shown in many cases to be 
 unreasonable, the particular case in (juestion seems to warrant this type of construction, owing to the 
 character of the neighborhood through which the railroad runs, the irregular alignment with reference 
 to the street plan, the numerous streets crossed and particularly to the angular crossings involved, which, 
 as a matter of fact, require a large amount of concrete work even in the solid embankment plan as sub¬ 
 mitted by the railway company. Hence, as only about ten city blocks of right of way are involved in 
 this recommendation for open type structure it is believed that this opportunity should not be lost in 
 thus im]:iro\'ing upon the plan as presented. By so doing, it is probable that most of the objections 
 expressed against elevating the Delaware, Lackawanna & Western line will be met. Passing as it does 
 through the district not well suited to intensive indudustrial develo])ment (i. e., the section from Renwick 
 avenue to Onondaga street), this right of way, if elevated on a solid fill, would in my judgment consti¬ 
 tute an unnecessary barrier to the proper growth of the central district southward. And it is upon the 
 assumption that this concession of o])en-type structure will be made, that I find myself able to recom¬ 
 mend the elevation of the Delaware, Lackawanna & Western tracks along the present right of way and 
 to abandon the detour project analyzed in detail in this report as the ideal plan. 
 
 Geddes Street Crossing: Definite provisions should be made in the final ])lans for Delaware, 
 Lackawanna & Western elevation for conserving this important thoroughfare. While somewhat dependent 
 upon what is done with the New York Central tracks and yards in this vicinity and also the canal, the 
 city’s contractual relations with the Delaware, Lackawanna & Western railroad should be sufficiently 
 broad to cover one of the following plans: (a) Continuation of railroad elevation westerly over Geddes 
 street (if the street should continue on the surface); (b) surface viaducts over Geddes street depressed 
 (if it should finally prove desirable to dei^ress the street beneath both New York Central and Delaware, 
 Lackawanna & Western tracks) the alignment to be such that reasonable approach grades of not over 
 four per cent, for the depressed street can be obtained north of Fayette street. 
 
 Canal Bed Right of Way: Lpon the abandonment of the Erie and Oswego canals for navigation 
 I)urposes by the State the vacated canal beds will provide an exceptional opportunity for developing the 
 electric railroad rights of way through the heart of Syracuse for rapid transit or other purposes. The loca¬ 
 tion is diametral. The excavation is already about one-half completed. Nevertheless the use of the canal 
 beds as an exclusive interurban entrance cannot as yet be justified on account of the expensive nature of 
 the required construction, which can hardly be borne by existing interurban railways under prevailing rates 
 of fare without financial assistance from other sources, also on account of the unsuitable location of part of 
 the canal strip for immediate use for such entrances. Thus the Erie canal west of West street appears to 
 have only future possibilities for this purpose and the interurban traffic in the direction of the Oswego 
 branch would not now by itself warrant such expensive development, unless co-ordinated with needed 
 street and other improvements. 
 
 But if the city of Syracuse should consider itself unable to support part of this subway investment 
 at the present time, nevertheless in my opinion it should still retain (for all portion of the canal not pre- 
 em])ted under the dual plan for railroad purposes) title in both sub-surface and air rights, even though it 
 may see fit to lease or grant temporary use of the surface rights through exchange of areas for street or 
 industrial purposes or otherwise. Believing that the remaining parts of the canal bed will be valuable 
 for future steam or electric interurban railroad entrances, I recommend that under no circumstances 
 should the title thereto be disposed of in such a manner as to prevent such a future rapid transit entrance 
 into the heart of the city. 
 
 This recommendation is made in view of the trend of railroad terminal development within recent 
 years. Such direct and depressed rights of way as the canal oft'ers in Syracuse eventually become in¬ 
 valuable and almost unpurchasable. And most important, the city remain in possession and control of 
 a utility most essential to its future welfare. Such rights, once surrendered, can seldom be regained. 
 
 It is my recommendation, therefore, that no part of the canal within the city limits be allowed to revert: 
 to the abutting property owners through non-use. except where exchanges in areas are possible to^ 
 
REPORT OF BION J. ARNOLD 
 
 29 
 
 straighten the right of way, provide street space or otherwise contril)ute to the transportation recpiire- 
 inents of the city. Even if it seems advisable to fill parts of this canal now nnnsed, these rights should 
 be jealously retained. Their value will enhance with each year of the city’s growth and the resulting 
 eventual exhaustion of existing arteries of travel entering the city- Some years ago I made similar 
 recommendations for intensive use of the canals in Cincinnati for transportation purposes and that city 
 is now proceeding with construction work along these general lines. 
 
 Interurban Entrances: Having decided upon the use of a part of the Jtrie canal bed as a trans- 
 ])ortation entrance, it follows as the next logical step in the DUAL I’LAN recommended that additional 
 tracks be ])rovided for at the same time for an interurban entrance from the east, principally for the 
 Oneida third rail line, rvhich now operates over the West Shore right of cvay. While not justified by 
 itself, this facility can be jointly provided at relatively little extra cost. 1 therefore recommend that a 
 two track electric line be constructed in the canal cut located on the south side of the cut as far as 
 State street, thence centrally at least as far as Clinton scjuare. Here terminal facilities could be provided 
 tem]:)orarily within the area of the present basin, where two standing tracks with room for four cars each 
 could be accommodated. This area ultimately should be roofed over either as parked covering or as 
 paved area additional to the existing ])laza. Hocvever, temporarily, to reduce initial expense, this de- 
 ])ression (except platforms) could be left uncovered. 
 
 Union Interurban Terminal and Market: The release of the Franklin street depot from steam rail¬ 
 road use introduces the problem of its disposition. In view of this distinct movement in many cities 
 towards centralizing the terminal facilities of various interurban roads both for passenger, express and 
 light freight ser\-ice and the increasing difficnlty in operating interurban traffic through congested city 
 streets, it is my judgment that negotiations should be undertaken at once to develop such a union station 
 and if found feasible to convert the present Franklin street depot into such a station- But as the present 
 structure is probably too large for existing interurbans, an effort should be made to establish jointly 
 a public market therein. Thus the interurban lines would find it possible to develop at first hand a form 
 of express Imsiness that has proven exceedingly profitable in other interurban centers. Entrance tracks 
 should be located as far as possible off’ the street. 
 
 Should this joint depot eventuate, the previously mentioned terminal in Clinton Square would not 
 be required and the depressed line should be extended further west, rising to the surface west of Clinton 
 street or Franklin street. 
 
 Oswego Canal Strip: The release of the Oswego canal will furnish the occasion to develop the 
 canal strip further for transportation purposes. IMy studies indicate that by some interchange of areas 
 with abutting properties at the south end, and consolidation with parallel streets, an excellent thorough¬ 
 fare can be developed on the surface. Therefore, provision should be made if this canal is filled for the 
 construction of (1) a two-track interurban entrance, (2) an industrial lead track for a railroad frei ght 
 service to abutting industries on the north (east) side of the strij) and (3) a paved roadway between 
 for vehicles thus giving a direct and rapid exit to the northeast from the heart of the city. Under no 
 circumstances should this canal strip be allowed to revert to the original owners through non-usc by 
 the city. 
 
 Conservation of City Plan: There seems to be a ilisi)osition in many cities by a certain element, 
 both laymen and officials, to give scant consideration to these essentials of the city ])lan on the faulty 
 assumption that aesthetic and i)ractical values are diametrically o])])osed. I disagree entirely with this 
 view and 1 am convinced that so unusual an oi)portunity for civic im])rovement as now exists in Syracuse 
 is a matter of universal and immediate concern. 
 
 Befcjre final disposition is made of the ])ending grade se])aration proceedings, I recommend that 
 a general policy should be ado])ted by the city authorities on the broader aspects of the city ])lan as 
 affected thereby. 'I'his consideration should include the street and building plans of the public center, 
 the street i)lan of the new railroad improvements, the salt lands, the gas house district and the Fast 
 and West Side freight yard districts. If adequate provisions for obvious improvements are not now 
 made, the lost opportunity may be irretrievable. 
 
30 
 
 REPORT OF BION J. ARNOLD 
 
 For illustrative purposes only two street plans of a public center are included herein to show the 
 possibilities of a desirable development in the vicinity of the canal junction if action is taken now. 
 
 In some particulars the street plans of the proposed dual ])lan are faulty or incomjdete and should 
 be perfected before proceedings are concluded, thus: (aj Street traffic interference by Delaware, Lacka¬ 
 wanna & Western bridge abutments at Clinton an 1 Onondaga streets, at West Marcellus and Walton 
 streets, to be abated; (b) Clinton and Franklin streets, or both, to be extended across the depressed 
 station throat, preferably the latter, so as to form a parallel street to the main thoroughfare, Salina 
 street; (c) similarly, provision to be made for extension of Burnet avenue across the depression to connect 
 with Willow street, forming a most desirable through street; (d) Lcxli street to be opened across rail¬ 
 road property to connect with streets south of the canal, preferably Walnut avenue; (ej \’an Rensselaer 
 street to be continued across the West ishore tracks as at i)resent, either by viaduct or by a diversion 
 and ramp such as is possible by the use of Sand street. 
 
 Railroad Occupancy: iMany large cities are now struggling with the problem of excessive occu¬ 
 pancy by railroad facilities of needed business areas, which have not been as fully developed as the 
 surrounding business concentration would warrant. The smaller cities likewise are beginning to feel this 
 pressure, and Syracuse is in this position. I believe that the time has come for the city to adopt such 
 a policy as will encourage the railroads to abate gradually the nuisance of occupancy too near the business 
 center and recede to their switching and storage operations and freight terminals to give opportunity for 
 the necessary expansion of the commercial districts. This recommendation applies also to the occu¬ 
 pancy of public streets for team track, storage and retailing service. 
 
 PART II —DISCUSSION OF BASIC FACTS 
 Section 1 — Extent of Grade Crossing Elimination 
 
 The a])pended list. Table 1, shows the location of existing grade crossings which are required to 
 be eliminated and for which authority is vested in the Orade Crossing Commission, also those crossings 
 which should receive consideration in this report. It is apparent from the map that the crossings indicated 
 are by no means all of the grade crossings within the city limits and a distinction must be drawn be¬ 
 tween industrial or spur tracks which are used infrequently and main freight or jjassenger tracks which 
 are subject to frequent service or to use by long trains. Industrial tracks must generally remain upon 
 the surface; thus the tracks in Free, North State, North Clinton, Tracy and Canal streets are most ser¬ 
 viceable upon the surface, if required at all. The old Auburn branch of the New York Central through 
 Solvay has also come to be considered as an industrial track. 
 
 A summation of the grade separation work confronting the city and the railroads is as follows: 
 
 Roads 
 
 Inside City 
 Limits 
 
 Outside City 
 Limits 
 
 New York Central. 17 7 
 
 Delaware. Lackawanna & Western.... 18 
 
 \Vest Shore. 10 
 
 Rome, Watertown & Ogdensburg. 4 
 
 Total . 49 7 
 
 Grand total 
 
 56 
 
 The above totals represent grade separations that have been studied or plans approved by the Grade 
 Crossing Commission. In addition thereto the following appear to call for consideration, all being within 
 the city limits: 
 
■' It m‘lf* of f/, r« 
 
 f .^lirvrtf tnol'* 
 
 T> innCulotion Ao# S 
 
 TtiTHfirpfihy }iox 6 to 
 Hydroffrophtf Ao# J a 
 
 SYRACUSE 
 
 tiETAlL BUSINESS 
 OCCUPANCY 
 
 ACCOVPANriNG THE REPORT O'" 
 
 BION J. ARNOLD 
 RAILROAD GRADE SEPARATION 
 CITY OF SYRACUSE N.Y. 
 
32 
 
 REPORT OF BION J. ARNOLD 
 
 Roads Inside City Limits 
 
 New York Central. 1 
 
 Delaware, Lackawanna & Western.... 1 
 
 West Shore. 8 
 
 Rome, Watertown & Ogdensburg. 7 
 
 Total . 17 
 
 This makes a total of 73 street intersections with railroads that require consideration in this report, 
 neglecting entirely all of the industrial tracks in streets or crossing streets, such as those of Canal street 
 and the old Auburn branch. It should be said here that there may be a disposition by some to treat 
 the entire West Shore yard (and main line tracks through it) as industrial yard trackage, not requiring 
 grade separation. But this position appears untenable except for a strictly industrial spur track service. 
 To adjacent industries, the seriousness of the traffic problem at street crossings will probably increase as 
 time goes on, and as the retail development expands eastward. In any event, the street crossings east 
 of State street would seem to be quite as important as those west of Salina street along the West Shore 
 right of way, and attention has long been directed towards clearing these crossings. 
 
 In addition to these railroad street grade crossings there are also 14 canal crossings which interrupt 
 city streets, six of which are of great im])ortance. 
 
 The total number of grade separations that have already been completed are 15 for all roads, and 
 23 for the canal. This refers to street crossings only, not including the grade separations that have been 
 made by the roads themselves at other points. Thus, the magnitude of the total problem is represented 
 by 111 intersections, of which 38 or only about one-third have already been taken care of more or less 
 satisfactorily. 
 
 The order of relative importance may well be measured by the amount of traffic passing into and 
 out of the city during the day and night, especially the day. The table below shows the relative train 
 movements per day, and it is quite apparent that the order of solution should be dictated thereby. 
 
 Trains Cars 
 
 1— New York Central main line. 62 564 
 
 2— New York Central local lines. 56 211 
 
 3— Delaware, Lackawanna & Western freight. 14 448 
 
 4— West Shore freight. 9 306 
 
 5— Delaware, Lackawanna & Western main line. 11 61 
 
 6— New York Central freight... 6 120 
 
 New York Central lines.. . 133 1201 
 
 Delaware. Lackawanna & Western lines. 25 509 
 
 While there might develop good reasons for handling these projects separately, it will be apparent 
 from the above that, from the viewpoint of traffic interference, the Delaware, Lackawanna & Western 
 cannot well be relegated to future consideration, but should be made part and parcel of the present 
 solution. This is particularly true because of three very bad street railway crossings—South West street. 
 West Onondaga and South Salina streets, each of which is on a curved approach. On this account these 
 crossings are quite as serious as the three Washington street crossings with traction lines, although the 
 density of traction service is greater in the latter case. To illustrate the degree of nuisance at these street 
 railway crossings, it is only necessary to compute the actual car hours, expense to the electric railway com¬ 
 pany, the passenger hours lost to the city patrons and the train hours lost to the railroad, to say nothing 
 of accident prevention. Some data is subsequently presented in connection with the nuisance of canal 
 operation within the city limits. 
 
 Section 2 — Growth and Development of the City 
 
 Population: The city of Syracuse has increased in population during the last few decades, while 
 not at an excessively rapid rate, still at a consistent rate, ranging from 21 or 22% around 1890 to 25% 
 
LEGEND 
 
 GRADES OVER TEN PER CENT- 
 
 GR/^DES eETWEEN FIVC AND TEN PER CENT-|| 
 30 roOT CONTOURS INDICATED BT HEAVV J 
 LINE STIPPLED ON THE UPPER SIDE. J 
 
 «0 FOOT CONTOURS INDICATED BY BLACK 
 LINE SHOWN EMCIRCLINS THE BASE OF THE H?-’ 
 NOTE- THE DATUM PLANE FOR THE A80UE 
 CONTOURS IS 363.11 MEAN SEA LEVEL. 
 
34 
 
 REPORT OF BION J. ARNOLD 
 
 per decade around 1910. The census, l)Oth Federal and State, indicates an increase of the last decade of 
 about 25%, although the State census is apparently lower. These percentages compensate for the effect 
 of territorial additions to the city from 1885 to 1890 inclusive. A straight line projection into the future 
 upon the rate of the last two decades, respectively, indicates that by 1930 a population of about 190,000 
 peoi)le will live within the city limits as they are to-day, or approximately 220,000 if the suburbs are annexed. 
 
 Clearings: The corresponding growth in bank clearings for the last decade, which is a good indi¬ 
 cation of the financial prosperity of the community, was I0i%, or over four times the rate of the popu¬ 
 lation’s growth. 
 
 Valuation: The total assessed valuations of the city within the same period of ten years has 
 increased 65% , or over two and one-half times the increase in population. This was partly brought about 
 by an increase in the basis of assessment in 1912 on real estate, which accounts for an increase of about 
 $27,000,000 in valuation, giving a net increase in assessed valuations for the decade of about 32%. But 
 as this net increase is rather lower than occurs in most cities in this country, it may be assumed that the 
 increase in assessment basis was probably justified and, considered over the ten-year period, the gross 65%. 
 increase was also justified. 
 
 Purchasing Power: This is of interest in connection with the bonded debt of the city of Syracuse 
 and its possible purchasing power in the execution of public improvement such as grade separation. The 
 legal limit of bonded debt, exclusive of water bonds, is 10% of the assessed valuation. Thus it occurred 
 that on January 1, 1916, the margin between actual debt and constitutional limit was $3,ol9,094, and the 
 outstanding debt $11,150,990 at that time. During the last decade the bonded debt increased o3%. The 
 margin is now lower than at any time since 1912. 
 
 This relation between the population and assessed value or purchasing power has been found in 
 many cities to be an almost mathematical relation varying approximately as the 1.5th to 1.8th power of 
 the population Expressed in other terms, this means that the purchasing power is increasing consid¬ 
 erably faster than the population, e. g., as the population doubled, the purchasing power would be more 
 than trebled. 
 
 General Growth: In general it may be said that the growth of the city has been consistent and 
 at a fair though not rapid rate, indicating reasonable stability. However, there is every reason to believe 
 that even a more rapid rate of growth may be anticipated for the future, partly from the effect of Barge 
 canal operation and conseciuent readjustment of commodity route and freight rates. This, it is expected, 
 will result not only from the operation of the State Barge canal east, Avest and north, but especiall} 
 by the opening of the Welland canal from Lake Erie to Lake Ontario. Any considerable development 
 of the Oswego gateway will presumably be reflected in that of Syracuse. 
 
 Section 3 — Railroad Organization of Syracuse District 
 
 The development of Syracuse has repeated the frequent experience of a city growing around the 
 railroad until, conditions becoming intolerable, the railroads have to go around the city, likewise m the 
 destructive effect of competition when unregulated. Originally there Avere five railroad terminals, viz., 
 NeAV York Central, DelaAvare, LackaAvanna & Western, Rome, WatertoAvn & Ogdensburg, West Shore 
 and Chenango Valley. Subsequent corporate consolidation resulted only in reducing the number of pas¬ 
 senger stations. It did not reduce the total railroad occupancy, but rather increased it by operating 
 trains through Franklin street. All of the freight facilities and switching yards Avere retained, except 
 Avhere the city forced the opening of Canal street. The present facilities are fully listed upon the accom¬ 
 panying map. Figure 1, but may be summarized, exclusive of main line tracks, as folloAvs; , 
 
 1. Freight Houses: Ncav York Central inbound and outbound house at West street along the 
 can. West Shore in and outbound house at ToAvnsend and Canal streets, small Rome, W atertOAvn 
 Ogdensburg freight house at Clinton and Belden avenue, Delaware, LackaAvanna & W estern inbound 
 house in the Armory yard, outbound house at Fayette and West streets- 
 
PASt 
 
 
 harbor •bbo'”' 
 
 LEGEND ; 
 
 ■■■ HEAVY MIXED TRAFTIC 
 
 — HEAVY PAS3ENSER v'ehICULAR 
 TRAFFIC 
 
 — PASSENGER VEHICUl.AR TRAFFI 
 • •• HEAVY TRUCKING STREETS 
 000 MINOR TRUCKING STREETS 
 
 * SYRACUSE 
 
 CITV STREET SYSTEM 
 
 •'■ri /ACCOMPANYING THE REPORT 8F 
 
 8 I ON J. ARNOLD 
 . "g' OAILRO/AD GRADE SEPARATION 
 nrf.- SyRACUSE N.Y. 
 
36 
 
 REPORT OF BION J. ARNOLD 
 
 3. Coach Yards: In the rear of New York Central station, along Fayette street and in Armory yard. 
 
 4. Classification and Storage Yards: Between the canal and West Fayette street, extending from 
 South \\ est street to West Genesee street, also between the canal and Burnet avenue, from Townsend 
 street to the city limits and along Belden avenue. The switching and interchange yards for the Syracuse 
 Junction and Rome, Watertown & Ogdensburg railroads at the Iron Pier and in the vicinity of Solvay, 
 have less immediate bearing upon the major problem of the city proper. 
 
 5. Engine Houses and Shops: New York Central in Fayette street yards, Delaware, Lackawanna 
 & Western near Fayette street and Harbor Brook, West Shore near Burnet and Teall avenues (now 
 abandoned). 
 
 Divisional Operation: The New York Central has long operated its overland freight service in 
 three sections: From Buffalo to Syracuse, Syracuse to Albany, and Albany to New York, respectively. 
 This was responsible for the development of very extensive yard facilities in East Syracuse called the 
 De Witt Yards, extending as far east as Minoa, about 3.5 miles in length- The early prohibition by 
 the city of freight traffic through Syracuse, caused the construction of the Syracuse Junction belt line, 
 north of the city limits. Further, a break-up yard on the west side was also developed at Belle Isle for 
 Syracuse and transfer freight. 
 
 The West Shore main line east of Syracuse, while still operating some freight service, is leased by 
 the Oneida third rail electric road as far as Utica and Little Falls for passenger and electric freight 
 service. All excent Delaware, Lackawanna & Western steam passenger service is thus concentrated in 
 the present Franklin street station. 
 
 The Lackawanna has remained practically undeveloped except in the enlargement of the west side 
 yards south of the canal between Geddes and West Genesee streets, and the construction of a new inbound 
 freight house on the Armory yard property, with the idea of ultimately enlarging for two-story operation. 
 However, an industrial spur through the salt lands was constructed with considerable difficulty, apparently 
 for competitive purposes, although now connected wrth Rome, Watertown & Ogdensburg tracks in Clinton 
 street, and serving a few industries, principally a coal trestle. 
 
 Local passenger trains are operated between Oswego and Binghamton, connecting there with the | 
 main line, but since the decay of the lumber business through the port of Oswego, railroad service on , 
 this line has largely been anthracite coal and manufactured products, so much so, that the railroad officials 
 have repeatedly been credited with the statement that the “line to Oswego does not pay.” 
 
 The New York Central lines, on the other hand, operate along and not across the direction of main 
 line travel, both freight and passenger, and have provided adequate means for detouring freight around 
 the city. 
 
 Lake Ports: A study of the railroad system of New York State with reference to Syracuse traffic, 
 shows that the Delaware, Lackawanna & Western line through Syracuse fulfills the function of a lake 
 freight carrier more than a ])assenger line, being the connection from its main line at Binghamton with 
 the most important easterly port on Lake Ontario—Oswego. This port is also shared by the Rome, 
 Watertown & Ogdensburg and lessee and the New York, Ontario & Western railroad. 
 
 In the same manner the Lehigh Valley railroad has developed a lake port at Fair Haven, the Penn¬ 
 sylvania at Sodus Point, and the Buffalo, Rochester & Pittsburg and New York Central at Charlotte, 
 north of Rochester. From the Scranton coal fields, the Delaware, Lackawanna & Western line to Oswego 
 provides the shortest haul. 
 
 Effect of Welland Canal: It is of interest to observe here the probable result of the re-alignment 
 of traffic routes after the completion of the Welland and Erie Barge canals. All barge through traffic 
 will then pass by the city, exce])t that destined Delaware, Lackawanna & Western rail south, which will 
 have to pass through the city. Lake freight transferred at Oswego to New York Central lines will pre¬ 
 sumably also divert by the New York, Ontario & Western line to Oneida. However, any growth in traffic 
 due to the Welland canal and resulting activity in the port of Oswego will presumably be shared by the 
 
nauRE-E 
 
 PflSt 
 
 
 
 LEG tNO 
 INDUSTRIAL PROP 
 yM'-STA RAILROAD PROPE 
 
 Y SYRACUSE 
 
 INDlJSTRIAL and railroad 
 
 OCCUPANCY 
 
 accompanying the report of 
 BION J ARNOLD 
 RAILROAD GRADE StRARATION 
 CITY OF SYRACUSE N Y 
 
38 
 
 REPORT OF BION J. ARNOLD 
 
 Delaware, I^ackawanna & Western railroad, and that such portion must necessarily have to pass through 
 the heart of the city of Syracuse, if no by-pass is provided. The probability of such growth and condi- 
 
 2. Team Tracks: Principally along Canal, Fayette and Tracy streets, and in the Armory yard. 
 
 Miscellaneous tracks in Taylor, Clinton, Belden and Free streets and Sunset avenue, also in the salt lands 
 at Solar street. 
 
 tions involved is discussed in Section 3 following. The New York Central lines have already made ample 
 provision for the future by the Syracuse Junction belt for removing from Syracuse the nuisance of freight 
 service; but no such provision has yet been made nor apparently contemplated for the near future on the 
 part of the Lackawanna railroad. 
 
 It is understood that Canadian freight is already being hauled to the Atlantic seaboard by ferry at 
 Prescott, thence detouring around the Adirondack mountains via Watertown and Syracuse to the East, 
 and that through Canadian passenger service may also be established by that route. 
 
 Franchise Stipulation: Railroad history may be drawn upon in the case of the West Shore railroad 
 
 for two interesting points. In the franchise granted to the company September 5, 1881 : 
 
 “Permission is hereby granted to the New York, West Shore & Buffalo railroad company to con¬ 
 struct, maintain and operate in a portion of their railway, a double track railroad, with the necessary 
 sidings and appurtenances in, upon, through and across certain streets in the city of Syracuse as follows.” 
 
 This apparently establishes the integrity of a double space track right of way. Also it is expressly 
 stipulated that: 
 
 “Between Franklin and McBride streets only two tracks without sidings shall be laid across, through, 
 upon or along these streets without express permission from the Common Council.” 
 
 Further, there was contemplated in the franchise the ultimate construction of certain bridges across 
 the railroad and canal to provide unobstructed passage way from the north to the south side of the city, thus: 
 
 “Said company shall, whenever the Common Council may direct, within three months after such 
 direction shall be given, construct and maintain at Lock street (State street), Catherine and Williams 
 (Crouse avenue) streets, a continuous bridge with proper and suitable approaches from the north line of 
 its road over all its tracks and those of the Chenango Valley railroad to the Erie canal. The same to 
 be constructed under the direction and subject to the approval of the surveyor and engineer. All the 
 aforesaid provisions and conditions shall apply to and bind the successor and assigns of said railway 
 company-” 
 
 This provision for the construction of these overhead steel viaducts has never been cancelled by 
 amendment of the Common Council and consequently form an element in the treatment of the West 
 Shore freight yard property. 
 
 Actual Train and Car Movement: A summary of a normal business day’s travel for all roads indi¬ 
 cates in general the following: 
 
 Passenger trains per day through city. 129 
 
 Freight trains per day through cit}''. 29 
 
 Freight trains per day through city via Junction railroad. 75 
 
 Total trains through the city per day... 158 
 
 Total passenger cars through city. 833 
 
 Total freight cars through the city. 879 
 
 Total car movements through the city. 1712 
 
 Total passengers handled per day... 7770 
 
 From this data it appears that more freight cars are moved through the city per day than passenger 
 cars, and that the Delaware, Lackawanna & Western now operates through more freight cars than the 
 New York Central and West Shore combined. Vice versa, it is not appreciated that practically as many 
 freight trains and cars are being hauled by the New York Central through the city as by the Delaware, 
 Lackawanna & Western, some of these trains, 65 cars in length, passing through Washington street. 
 
 The tonnage statistics indicate that about 12,000 tons of freight are moved in and out of Syracuse 
 per day and that carload movement represents the great majority of Delaware. Lackawanna & Western 
 freight, which would be handled either on team tracks or industrial sidings- 
 
REPORT OF BION J. ARNOLD 
 
 39 
 
 The station capacity required to handle this passenger train movement is discussed later in connec¬ 
 tion with the capacity of Scheme X station arrangement. But it is obvious that any detailed analysis 
 of existing freight and passenger facilities and their future disposition would be useless until the major 
 problems of civic policy, co-operation of the roads and financial resources are determined, and this report 
 can only indicate in general the most desirable location and the limitations to impose upon further rail¬ 
 road occupancy in the city. 
 
 Electrification: The electrification of the railroads through Syracuse appears to be regarded by many 
 as a posssibility of the near future. But it may be unqualifiedly stated that as a terminal jjroposition 
 alone the electrification even of the New York Central lines cannot be considered feasible until such time 
 
 How the Canal will look when unwatered. Looking west from State Street bridge. 
 
 as the main line is electrified at least for passenger traffic. Terminal electrification alone would necessi¬ 
 tate a complete equipment of engine houses and lay-over facilities at or near the junction points, east or 
 west. For a stub-end passenger terminal branching off the main line, this would be serious enough, but 
 for a through station, practically a duplicate equipment would be required. Furthermore, there is a prob¬ 
 ability that road engine service between Buffalo and New York (or Yonkers, the end of the electrification 
 zone) will soon be divided into two divisions instead of three at ])resent, thus transferring the first junc¬ 
 tion point from East Syracuse further east to Utica. IManifestly it would be impracticable to operate a 
 section of electrified terminal line in such a long run unless absolutely necessitated by such a serious 
 obstruction as the Detroit river tunnel. 
 
 It may be stated with equal emphasis that whatever means are adopted or terminal i)lans accepted 
 now for the relief of the grade crossing situation in Syracuse, these should contemplate the ultimate 
 electrification of the main line in its passage through Syracuse. 'Phis may first ajjply only to ])assenger 
 service, with which this report is principally concerned. With this in mind, any plan for depression of 
 tracks appears more favorable than elevation, and the city of Syracuse could well aft'ord to accept the 
 smoke nuisance from a depressed cut for some years in order to realize the greater advantages of de¬ 
 pression at such time as main line electrification comes into effect. And most important of all. when 
 this is effected, the “air rights” can be utilized and the entire right of way of the railroad will become 
 available for industrial or civic ])uri)oses- 
 
40 
 
 REPORT OF BION J. ARNOLD 
 
 Section 4 — Canal Organization, Syracuse District 
 
 The new Barge canal following Seneca river and Oneida lake, when completed, will render of 
 secondary value, or no value at all, about 70 miles of old Erie canal, between Cayuga lake and Rome, 
 including the Syracuse section, also the old Oswego route through the Oswego river. This practical 
 release of the old canal bed is the source of much diversity of opinion regarding its future use. These 
 opinions may be grouped under three classes: 
 
 1. That the old canals should be maintained with the water in them for whatever use could be 
 made of them, regardless of the continued expense for maintenance of the banks and bridges and also 
 regardless of the obstruction which these bridges cause through the city, not only on account of the 
 steep approach grades (in many cases prohibitive), but also of the obstruction and delays to traffic, occa¬ 
 sioned thereby. 
 
 2. That the canals should be retained with lowered fixed bridges as a water course for ^deasure 
 boats, for the beautification of the city, or for purely sentimental reasons, or the canal bed should be 
 filled in level with the surrounding surface, and maintained as an additional highway through Syracuse 
 from east to west, and from Syracuse to the north. 
 
 3. That as the canals have been rendered practically useless by the larger project, they should 
 be made use of immediately for the most pressing needs of the city of Syracuse, such as grade separa¬ 
 tion, i. e., the canal bed should be used as a railroad right of way through the city, either for steam 
 roads, interurban roads, or for both. 
 
 Canal Operation: The past record of the operation of these old canals furnishes data of interest. 
 Taking the year 1913 as representative of conditions prior to the opening of the new Barge canal; 
 
 Commodities moved on Erie canal, 1913 . 1,788,453 tons 
 
 Maximum year, 1880. 4,608,651 tons 
 
 Average since 1900, about. 2,000,000 tons 
 
 Commodities moved on Oswego canal, 1913. 61,554 tons 
 
 Maximum year, 1882. 445,295 tons 
 
 Average since 1900, about. . 110,000 tons 
 
 Tonnage to tide water, Erie canal, 1913. 222,000 tons 
 
 Maximum year, 1880. 3,466,900 tons 
 
 Average since 1900, about.. 500,000 tons 
 
 Tonnage all canals of the State, 1913.. . 2,602,035 tons 
 
 Maximum year, 1880... 6,457,655 tons 
 
 Average since 1900, about. 3,200,000 tons 
 
 Analyzing the distribution of commodities handled between 1890 and 1913, it appears that for all of 
 the canals, lumber, grain, iron and steel, coal and ore, and general merchandise have all decreased to a 
 fraction of the former tonnage. The handling of stone, lime, clay and sand alone increased- However, 
 in these latter products the tonnage handled to and from Syracuse decreased, as in practically all of their 
 commodities except potash. 
 
 In 1890 the Erie canal handled 6391 of the total tonnage on New York canals, in 1913 69■ Sim¬ 
 ilarly the Oswego canal handled 29% in 1890 and 2.4'/ in 1913. 
 
REPORT OF BION J. ARNOLD 
 
 41 
 
 In the summation of products carried to Hudson tidewater, even neglecting? the loss of the lumber 
 and grain business of the eighties, it is apparent that the value of the canal for through service has been 
 gradually declining, and during the past decade, for practically all other i)urposes. Considering the local 
 traffic entirely to and from Syracuse, the total movement of h'rie and (Jswego canals declined from 
 410,000 tons in 1903 to 266,100 tons in 1915, this decline taking place in practically every commodity, 
 except potash. 
 
 It is held by the opponents of the canal abandonment, that this decline would have taken place, 
 because of the gradual retirement of old worn out barges in anticii)ation of the larger canal. But no 
 information is available to the effect that new barges of the smaller type will ever again be constructed 
 
 Canal Junction as it looks when unwatered. Note the excavation and width of prism. 
 
 for operation on the short section between Rome and Cayuga lake, even should this water way be held 
 open to traffic. 
 
 Canal Detour: In connection with this discussion, an effort was made to determine the possibilities 
 of connecting the two canals at some point, east and west of Syracuse and with the level of Onondaga 
 lake. The eastern end is automatically taken care of as the old Itrie canal, from Rome to Syracuse, will 
 be maintained as a feeder to the new canal as far west as Butternut creek. 4'he westerly connection 
 would take place at Cayuga lake or, by the construction of several miles of canal and some locks, with 
 the bend in Seneca river east of Cross lake. The difference in levels of the old Erie canal and Onondaga 
 lake in Syracuse would require the construction of about five locks of the normal lift at the congested 
 throat at the lower end of the lake, and the provision of a wide water or turning basin above the locks. 
 
 Value to Syracuse: In view of the above, it would seein that if the city of Syracuse finds suffi¬ 
 cient use for the canal for commercial purposes, it should be pre])ared to al)Sorb a very generous share 
 of the cost of reconstruction and the normal cost of maintenance. Between the East Syracuse and the 
 Jordan levels, are four locks, three of which are in the city of Syracuse. It is very (luestionable, there¬ 
 fore, whether this waterway would ever be of use as a route for pleasure boats, even if the bridges were 
 not lowered. 
 
 An attempt was made in this investigation to ascertain just how much the Syracuse section of the 
 canal was depended upon; particularly the section passing through the business center. Manufacturers 
 
42 
 
 REPORT OF BION J. ARNOLD 
 
 located along the canal were invited to ])resent data to this efifect. Xo returns were made, except simply 
 a list of those owning properties on the canal. As far as can he ascertained, the potteries appear to be 
 most affected. Hence, it appears that the actual use of the canal, if maintained through Syracuse, would 
 be extremely limited, and that only to a few industries, which could possibly use the Barge canal to 
 even better advantage by readjusting their facilities for handling bulk products- 
 
 Bridge Delays: From the city’s viewpoint, it is well to consider the magnitude of the obstruction 
 caused by raised bridges. To be sure, the canal traffic is suspended during six months of the year, and 
 no obstruction occurs except where bridges are out of order and have to be raised for several hours or 
 even days. However, this fact makes the obstruction more apparent during the six months of the summer 
 and fall, when about 4,600 lockages are made at locks 49 and 50 (Syracuse and Solvay), respectively. 
 During July, 1913, there were nearly 29 lockages per day recorded, most of which occurred in the day¬ 
 time, thus averaging from 2 to 21/2 lockages per hour, in both directions. When it is considered that 
 such vitally important thoroughfares as State, Salina, Clinton and Franklin stsreets are subjected to this 
 interruption at any time of the day, rush hours or non-rush hours, and that these bridge lifts are extremely 
 slow, requiring from seven to 15 minutes for the renewal of traffic, the argument for the abandonment of 
 the canal becomes forcible. 
 
 The New York State railways compiled for the year 1914 a summary of these delays to the Syracuse 
 lines at two Erie canal bridges, Salina and West Genesee streets, and two Oswego bridges, X’orth Salina 
 and Free streets. The observations covered from May 14th to November 25th, inclusive. Eleven surface 
 lines were affected directly and ])ractically all of them indirectly, due to the temporary rerouting necessary. 
 
 This record is as follows : 
 
 Number of cars delayed, rush hours. 267 
 
 Non-rush .. . 271 
 
 Total . ...... 538 
 
 Car minutes delay, morning rush hours (6 to 8.30)... 669 
 
 Noon rush hours (11.30 to 1.30). 1475 
 
 Evening rush hours (4.30 to 6.30)... . 2047 
 
 Other times... . . . 3614 
 
 Total ..... 7805 
 
 Average minutes delay per car, obtained by dividing total 
 car minutes delay during the period—7805—by actual 
 number of cars obstructed—538. 14.5 minutes 
 
 Average delay for rush hour cars only (2047 car minutes 
 
 divided by 267 cars delayed). 8.0 minutes 
 
 The surface lines of Syracuse handle about 41,000,000 passengers per year, including transfers, or 
 33,000,000 revenue passengers. Practically all of the routes are affected directly or indirectly by these 
 canal bridges. There are no closed bridge hours during rush periods, as in Chicago and many other cities, 
 and in fact, the average delay is 20% higher during rush hours than during non-rush hours. The delays 
 quoted above are only those of one minute or more duration. Should shorter delays have been included 
 the result would have been much more obvious. This obstruction, in addition to the physical obstruction 
 offered by the steep grades at the permanently raised bridges, would be to strengthen the argument for 
 abandonment of the Syracuse section of the canal. 
 
 Barge Canal Harbor: The new canal basin in the salt lands will be a little over one mile from the 
 west end manufacturing district, and about two-thirds of a mile from the N^orth State street manufacturing 
 district. The development of proj^er thoroughfares will also provide a direct outlet to Solvay from 1.5 to 
 two miles distant. With freight handling appliances and motor trucks, this facility should serve the in- 
 
REPORT OF BION J. ARNOLD 
 
 43 
 
 dustrial district surrounding the salt lands for some years. P)Ut Onondaga lake itself possesses much greater 
 possibilities for the future, as it is sufficiently deep at the proposed new bulkhead line, requiring com¬ 
 paratively little hlling at any point, to develop access to the deep water front. 
 
 It would seem, therefore, that the Syracuse district will be well provided with barge service without 
 the central section of the Erie canal being maintained through the city. While the east and west sections 
 
 Throat of the Erie Canal. Looking East from Salina 
 Street. 
 
 of the canal could still be maintained as supplemental stub-end terminals (as far as wide water on the 
 east — about Lock 47'—and Geddes street, or to the bend at Tompkins street on the west), and used 
 for building and manufacturing materials in bulk, the result of the previously mentioned inquiry indicated 
 no great demand for such additional facilities. Hence, the Erie canal could be abandoned in its entirety 
 without difficulty. 
 
 Oswego Gateway: A study of the new canal indicates that the eastern half, except for about 90 
 miles, will operate through canalized rivers and lakes, i.c., from Lake Cayuga, east to the Hudson river, 
 and by the Oswego river to Lake Ontario. This provides a high-si)eed barge water way from the Great 
 Lakes to the Atlantic seaboard. As a natural result, there should How through the Oswego gateway a. 
 
44 
 
 REPORT OF BION J. ARNOLD 
 
 heavy freight traffic that heretofore has never existed, excejjt perhajjs during the days of the i)rosperous 
 Canadian lumber business through the Oswego canal. This readjustment in the transcontinental transpor¬ 
 tation of commodities will presumably be brought about through corresponding adjustments in rates or 
 tariffs which will tend to favor greatly the water haul as against the all-rail haul for certain commodities. 
 
 It appears that the future development of the i)ort of Oswego will depend very largely upon the 
 action of the Canadian government in fixing toll rates through the Welland canal. In the early days the 
 Welland canal was toll free. Later a tax was imposed on all tonnage into American territory. This tax 
 was continued uj) to 1902, when it was reduced to a nominal amount, making it again a practically free 
 canal. In the meantime, however, rail transportation had been sufficiently organized to avoid the expense 
 of the canal toll, with the result that Buffalo became the important grain and coal trans-shipment point, 
 and the port of Oswego lost its most lucrative business. 
 
 In accordance with a treaty between the United States and Canada, there can be no tax imposed 
 on any American goods passing through the Welland canal unless the same tax is imposed on Canadian 
 goods. However, as it is probable that the Canadian government is quite anxious to develop the port of 
 Alontreal, any tax under this treaty would tend to divert shipments to American tidewater ports, so that 
 it is quite likely that the port of Oswego will enjoy the benefits of the Welland canal, which will make 
 possible through long distance transportation in large, high-speed barges of 10 feet draft and 2,000 ton 
 burden, from the Atlantic seaboard to all of the ports on the Great Lakes via the Oswego gateway. 
 
 Should this be the case, it is quite likely that rate differentials may be worked out greatly favoring 
 through water transit. And it is estimated by barge transit companies that in grain alone a saving of 
 Ic. per bushel and two days in transit between New York and Chicago and Duluth could be effected. 
 
 Comparing the various lake ports, Oswego stands about fourth in shipments, sixth in receipts and 
 second in anthracite shipments. During 1914-15, shipments likewise decreased, due largely to the tight¬ 
 ness of Canadian money markets. However, it is reported that for all other roads serving Oswego, the 
 total in and out Oswego freight increased from about 570,000 tons in 1910 to over 920,000 tons in 1915, 
 exclusive of coal exported from Oswego. During the last decade these anthracite shipments from Oswego 
 have increased about 30%, principally by the Delaware, Lackawanna & Western and the New York. 
 Ontario & Western lines. In 1914 each of these roads shipped west via port of Oswego and Welland canal 
 about 235,000 tons of anthracite coal. 
 
 The receipts at Oswego fell oft' largely in 1913 and 1914 due to strikes in the coal mines and due 
 to some paper mills closing in the Oswego valley. Formerly pulp wood was the largest import in Oswego. 
 The rail rates on Scranton anthracite coal are at present 7.5 mills per ton mile to Buffalo and 11.1 mills 
 to Oswego, although the latter is a shorter rail haul. This necessarily removes Oswego from competition 
 with Buft'alo. But if a rate of perhaps nine mills per ton mile to Oswego could be put into eft'ect, it is 
 estimated that a saving of 11c. per ton in total haul to Chicago and Duluth via Oswego could be made. 
 But by itself, this saving would not be sufficient to warrant extensive port development for handling coal.* 
 
 Effect Upon Syracuse: From the above it aiq)ears that while the port of Oswego and surrounding 
 industries are at the present time somewhat less active than usual, there is every indication that normal 
 growth will be resumed in the future, particularly upon the completion of canal facilities both in the 
 United States and Canada. It is inconceivable that this growth will not affect the entire Oswego valley. 
 And it is equally inconceivable that the Delaware, Lackawanna & Western railroad will not enjoy a very 
 good share in this growth. 
 
 *At the hearing before the Board of Engineers of Rivers and Harbors at Washington, January 11, 1916, certain 
 interesting facts were brought out, viz.: that Oswego was several luindred miles nearer ocean via the canal than by 
 the way of the St. Lawrence River; that the rate of insurance is lower, and that Canada has a greater area of arable 
 land suited to grain and food production than the Lbiited States. The one cent per bushel possible saving in a canal 
 rate was contrasted with the fact that the grain business of the world is done on one-eighth cent margin which means 
 a saving of $1,000 per cargo for lake boats. Also it was stated that the barge canal could probably handle all grain 
 during their normal shipping season. When it is considered that the Port of Buffalo practically developed its grain 
 business on a basis of differentials, due to improved canal transportation, it seems quite likely to affect important 
 changes at the Port of Oswego. 
 
REPORT OF BION J. ARNOLD 
 
 45 
 
 All these data have been presented to emphasize the point that the fntnre should be considered at 
 least in any steps that are now taken to dispose of the Delaware, Lackawanna & Western grade crossings 
 through Syracuse. For without a detour line around the city, it is unavoidable that all Delaware, Lacka¬ 
 wanna & Western freight hauled between Oswego and the Atlantic seaboard will have to continue to 
 pass through the heart of Syracuse. Such is the grave (piestion of civic and railroad policy with which 
 the city is confronted. 
 
 Section 5 — Electric Railway Organization 
 
 'I'he development of suburban and interurban roads around Syracuse has reached a point where they 
 now carry 4,280,000 per year or about 13% as many as the revenue passengers of all the Syracuse street 
 car lines. This represents only passengers carried into and out of vSyracuse, and does not include ])assengers 
 originating and destined along the lines and in other towns and cities. The following comparison is drawn 
 in order that exaggerated ideas may be avoided as to the number of Syracuse passengers handled by 
 
 steam railroads. 
 
 Steam trains, through and local . /.O^f 
 
 Electric, Suburban and interurban. 10.5 
 
 Syracuse surface lines, revenue passengers . 82.5 
 
 Total .....- . 100.0 
 
 Total passengers per year, approx, (all roads) 
 
 Suburban Entrances (See Figure 13) : 
 
 1. Oneida Lines, double track, third rail, via West Shore to Utica. 
 
 2. Syracuse, Lake Shore & Northern, Oswego division, double track to Oswego. 
 
 3. Rochester, Syracuse & Eastern, Rochester division, double track through salt lands to the west. 
 
 4. Auburn & Syracuse, southwesterly through Split Rock to Auburn, double track. 
 
 5. Syracuse & South Bay, double track through North Syracuse to Brewerton and South Bay. 
 
 6. Syracuse & Suburban, double and single track, east on Fayette street, to Fayetteville and Ed¬ 
 wards Falls. 
 
 7. New York State railways, local lines in Syracuse. 
 
 These interurban lines use in common two loop terminals, abutting on Fayette street and bounded 
 by Salina, Warren, Canal and JefYerson streets. The lines from the north circulate about this north loop 
 twice per trip, once to discharge passengers and once, after layover, to receive ])assengers. The Oneida, 
 Suburban and Auburn lines handle light freight and e.xjjress business in a joint freight house, located on 
 \\ est Fayette street, west of the passenger station. The Rochester and Oswego divisions of the hhnpire 
 United similarly use a freight house at Belden avenue, the site which would be occui)ied by the passenger 
 station of “Scheme X.” 
 
 d'his electric freight service is well organized, esj)ecially on the third rail line, where schedule ex- 
 I)ress trains are run each way daily with rates specified to cover not only the various commodities, but 
 also the class of service to be received at terminals where free collection and delivery is furnished by the 
 railway company. 
 
 Interurban Entrances: Much discussion has been devoted to the possible removal of the interurban 
 lines from the city streets to private rights of way developed exclusively for them through the canal beds, 
 to the east, north and west, respectively. It must be said that this plan in its entirety does not appear 
 feasible either at the present time or in the immediate future. 'I'he ])rincii)al reason is the financial limita¬ 
 tions of the various projierties under present rates of fare and the great dejicndence of interurban lines 
 and their patrons upon maximum convenience of service to the central parts of the city. 'I'his is the sole 
 object of their existence. 
 
46 
 
 REPORT OF BION J. ARNOLD 
 
 Another reason is the comparatively short time rec|nired at the present time for the interurban cars 
 to effect an exit from the slow rnnning territory of the business district in Syracuse as now developed. 
 A map showing the distances covered within the city by five-minute periods of running time from the 
 center, indicates that all of the interurbans are able to reach free running territory (beyond the limits of 
 the proposed canal bed entrances), within from 10 to 15 minutes. This results from the fact that the 
 business streets where frequent stojjs are necessary lie generally within the 1.5 mile zone. As compared 
 with interurban conditions in Detroit, Cleveland, Cincinnati, Pittsburg, etc., where 30 to 60 minutes are 
 required for interurbans to reach reasonable free running territory, i. e., free of local street car service, the 
 entrance conditions to Syracuse would seem to be very favorable at j)resent. 
 
 From this viewpoint alone, it is clear that the expense of providing entrances through the canal bed 
 for the interurban roads only would be excessive, disregarding other uses which could be made of the 
 canal strip, unless these roads received very considerable financial assistance from the city or other sources. 
 However, with the possibility of developing portions of the canal strip for rapid transit entrances where 
 most needed, and particularly when this can be done in conjunction with steam railroad entrances, as 
 proposed in the Dual I’lan later discussed this question appears in a much more favorable light. And 
 when the probable needs for certain independent interurban entrances in the near future is considered, it 
 becomes clear that the conservation of these facilities should become a part of advanced city policy. 
 
 It may be noted here that an opjjortunity exists in the case of the release of the Delaware, Lacka¬ 
 wanna & Western right of way to the south for use of the existing track for a new electric interurban 
 into this new territory, which has neither city, suburban or interurban electric service. Thus the territory 
 of the South Hills could be opened and interurban passengers brought directly into the heart of the city 
 by a route ill-adapted to steam operation but quite suitable for electric railway development. 
 
 Terminal and Public Market: Like many interurban systems, passenger service is scheduled at the 
 Syracuse terminals as nearly on the even hour as possible, which results in the corresponding congestion 
 of certain streets, particularly in Clinton square, where is located the principal interurban passenger ter¬ 
 minal. This apparent desire on the part of the railways to encourage the meeting of all interurban lines 
 at a given time and place in Syracuse, suggests the desirability of a common interurban terminal, if such 
 may be developed through the present proceedings. 
 
 The utilization of the present Franklin street passenger station of the New York Central lines, when 
 abandoned, has been considered for the interurban lines entering Syracuse. It is of course apparent that 
 such extensive facilities would be entirely unnecessary for the present interurban business even for a con- 
 1,300 feet distant from the present amount. Furthermore, the station would be located from 1,000 to 
 1,300 feet distant from the present retail center. However, there has been a suggestion for the use of the 
 abandoned station as a public market and interurban station combined. 
 
 Such a means of developing the interurban express business should be encouraged, and it might 
 readily result that if interurbans were depended upon for quick transportation of perishable farm products, 
 the Franklin street site, developed as a combined market, passenger station and electric express station, 
 might prove justifiable to maintain as such. It is possible that the Rochester, Oswego and Auburn cars 
 would find it desirable to penetrate further into the business center en route to and from the station for 
 the convenience of east side passengers, even though these cars laid over and started from the station on 
 schedule time. As this matter is entirely secondary to railroad rearrangement and city plan, it can only 
 be studied in detail after the fundamental decisions have been made. 
 
 If this union terminal proves to be impossible to carry out or otherwise impracticable, a depressed 
 terminal could be developed in Clinton square for the lines from the east with waiting rooms in some of 
 the buildings fronting on the square if too expensive to develop below ground, or prohibited on the sur¬ 
 face of the scjuare. This depressed terminal as proposed in the Dual Plan if confined to the limits of the 
 present canal basin, would provide two standing tracks of four cars each at the side of the main right of 
 way with center island platforms. Or it could be laid out either as a stub or loop terminal within the 
 limits of the curb line of Water street with ample capacity for both passenger and freight platforms. 
 
FI6URE-13 
 
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 TOW 
 
 * SYRACrSK 
 
 ELECTRIC RAILROAD MAP 
 
 ACCOMPANYING TMC RtPORT 
 
 BION J ARNOLD 
 
 RAILROAD GRADE 5EPERATION 
 
 SYRACUSE, NY. 
 
 
 uNI 
 
 
 
 
 
 r'"\ 
 
 
48 
 
 REPORT OF BION J. ARNOLD 
 
 Surface Line Routing: The routing of the surface lines, while in general as good as could be ex¬ 
 pected under the extreme handicaps of canal and railroad obstruction, can probably be further perfected 
 later on. The provision of through routes and considerable emergency special work in the central district 
 is to be distinctly commended. But sooner or later traffic over the tracks of the two central blocks will 
 have to be expanded to avoid congestion. One curious feature of the present routing is that Solvay may 
 be reached only by way of the tortuous hill line, and not by the direct thoroughfare of West Genesee street. 
 This condition is understood to have resulted from the difficulties of the Genesee street crossing of the 
 canal and the railroads before grade separation took place. With the improvement of this situation and 
 the abandonment of the canal it would seem that the Park line should be further developed for service 
 to Solvay. 
 
 Section 6 — City Planning Considerations 
 
 It cannot be stated too strongly that when conducted under competitive conditions, railroad rear¬ 
 rangement in American cities has been carried out with entirely too little consideration for their obvious 
 needs in regard to thoroughfares, the desirable locations for business and manufacturing, the convenience 
 of citizens, and almost without regard to the co-ordination of these same railroad facilities. These ques¬ 
 tions have been held constantly in mind in formulating this report. 
 
 Street Plan: Even a brief study of the street plan in relation to the topography and location of sur¬ 
 rounding suburbs (Figure 9) indicates that the street plan of Syracuse is in some respects far superior to 
 that of most cities, recjuiring only minor improvements in existing streets here and there and the exercise 
 of good judgment in locating new and industrial territory. 
 
 The diagram of main and secondary thoroughfares. Figure 10, and of trucking streets, illustrates a 
 unique triangular concourse practically in the heart of the city, bounded by three principal highways — 
 Genesee, Salina and Onondaga streets, only the last named being unfortunately somewhat less in width. 
 From this central triangle radiate important feeders in all directions, except southeast, which territory is 
 obstructed by University Hill. 
 
 Another exhibit, Figure 11, illustrates how the retail business has centered around this triangular 
 nucleus, expanding somewhat north and south. Figure 12 illustrates the manner in which the manufac¬ 
 turing sites have been practically dictated by railroad freight service, as is to be expected. 
 
 The function of this triangular system in relation to the contours of the surrounding hills may best 
 be seen by considering it as the head of an arrow pointing eastward. Except for the nuisance of railroad 
 operation in Washington street, there is no conceivable reason for the failure of the business center to 
 move eastward along the natural east and west highway. Assuming this development, it will be assisted 
 by street plans which provide parallel thoroughfares in many cases for separating passenger and freight 
 vehicle traffic. Thus, Clinton street parallels Salina, Fayette street parallels Genesee, and the canal, if fully 
 developed, will be paralleled by both Canal and Water streets. 
 
 There are numerous deficiencies, however, which should receive consideration, as follows: 
 
 1. Projection of Lodi street south of the canal. 
 
 2. Connection of Burnet avenue. Willow street, Tracy street and Lakeview avenue. 
 
 3. The development of a crossing over Fayette yards, between West and Geddes streets. 
 
 4. Development of a suitable street plan for the salt lands district. 
 
 5. Development of an adequate public center and street plan therefor. 
 
 It is extremely desirable that this street plan shall not discourage the artificial restriction of busi¬ 
 ness with too limited an area as has resulted in Chicago from the river barrier, the elevated railway 
 loop and excessive railroad occupancy of land in the heart of the city. Artificial boundaries are often 
 as difficult as natural ones to overcome by high class business. 
 
 Residential Population: The relation of railroad terminal location to population is brought out by 
 an exhibit prepared by the City Planning Commission showing the population located by dots, with due 
 
FI6URE-14 
 
 iVASHINGTON ST 
 
50 
 
 REPORT OF BION J. ARNOLD 
 
 consideration to the known distriI:)ntion over the various wards. While such approximate distribution is 
 not entirely conclusive, the map at least indicates the two most densely populated areas along Grape street 
 on the south side and Butternut street on the north, se])arated by the railroads and the canal. The south¬ 
 erly district is clearly bounded by the Delaware, Lackawanna & Western railroad tracks. It shows the 
 valleys thickly settled and the hilly slopes sparsely settled with higher class residences in the most desirable 
 parts of the city. 
 
 'I'his bisecting of the city by east and west railroads forms a consideration in any plans calling for 
 the location of passenger stations, coach yards or other terminal facilities between Wards 6 and 15, i. e., 
 along the east section of the canal. It will be noted that Ward 8 or the West Genesee plateau is com¬ 
 paratively well settled in sjhte of the high-class residences along the highway; also that a station in the 
 location called for by “Scheme X” would be conveniently accessible to residents all along the east and 
 west line, and by frequent transfer at Salina street, with the north and south sections of the city; 
 through routes could be worked out to accommodate northeast and southwest directions. 
 
 Control of Development: Incidentally these maps. Figures 9 to 12, indicate the availability of 
 the low-lying salt lands and also the area adjacent to the Syracuse belt railroad for industrial purposes, 
 the former more suited to industries requiring large areas and scattered facilities. In each of these dis¬ 
 tricts, railroad spur track service may readily be obtained without incurring the serious objections which 
 this wholesale manufacturing development in the more residential sections would arouse. Factories of 
 a permanent nature develo])ed in the angle between Belden avenue and North Clinton street. It remains 
 for the city authorities to control the remaining areas so that industrial development may be carried out 
 to the best advantage in the future. 
 
 Civic Axis and Public Center: It will be apparent from the study of the population and occupancy 
 map that it is vitally necessary for Syracuse by reason of its topography, and the prevailing direction 
 of traffic through the city, both vehicles and railroads, to conserve and develop the idea of a civic axis 
 or public center approximating the location of the canal bed. The center of the city is popularly supposed 
 to be at Clinton Square. However, this is nearly 2,000 feet from the salt flats and on the north Prospect 
 Park hill automatically forces traffic into the central valley. 
 
 Logically the real public center would appear to be in the neighborhood of the Courthouse Circle, 
 due to the character of the buildings already constructed. However, the present City Hall and the new 
 Post Office tend to establish a more northerly location along the canal. Thus it occurs that a unique 
 type of public center will be available if the canal passing through Clinton square is to be adopted as a 
 civic axis. This may be described as a bifocal type, one side grouping around the new Post Office, the 
 other to be developed at the junction of the two canals, the axis itself to be developed as a parked 
 thoroughfare. 
 
 The adoption of a canal-West Shore depressed railroad entrance will provide ample opportunity 
 for the development of this bifocal center, and tentative studies are considered in this report prepared 
 by the City Planning Commission in this connection. Figures 14, 14A and 14B. 
 
 It should be said also that, even if the canal bed throughout were utilized for a railroad right 
 of way, it would still be possible to develop this bifocal system provided the roadway were covered from 
 Warren to Franklin streets and provided with vents or louvres in Clinton Square. Such a development 
 would naturally group the public administrative buildings about the east and west highway, leaving the 
 educational buildings, churches, clubs, etc., to center around Fayette park. From the plans presented 
 it will be apparent how “Scheme X” automatically detours around this public center, and yet the station 
 is reasonably convenient to it. 
 
 This phase of the railroad problem may be left for further study with the statement that under 
 no circumstances should further railroad development other than the necessary right of way be permitted 
 between Fayette park and Rose Hill cemetery, owing to the nature of the building development in this 
 territory. 
 
n6URE14A 
 
 tVASHINGTON 3r 
 
52 
 
 REPORT OF BION J. ARNOLD 
 
 Reclamation of Low Lands: The present utter lack of orderly development in the street plan of 
 the salt lands district emphasizes the necessity for an immediate study and decision upon the sub¬ 
 division of these low lands permissible for the future. When it is considered that not only the barge 
 terminal basin but the entire Lake Onondaga is available for a future barge terminal if desired, it is 
 evident that the problem of the low lands is one that should be worked out jointly with the railroad 
 I)roblem. Later in this report “Scheme X” is shown to require some perfection in this matter of north- 
 south transverse thoroughfares between the factory districts on the salt lands and along Fayette street. 
 The barge terminal will be greatly affected by the direction of streets leading away from it and the truck¬ 
 ing grades encountered. The study should be carried further to include the entire lake shore and the 
 low lands of the Salina district, i. e., whether the lake front should be used for park and pleasure pur¬ 
 poses on account of the extremely poor foundation or reserved for future water front industries or both. 
 
 Station Site: From the viewpoint of railroad terminal location, the east and west side freight 
 yards are well situated between parallel streets, when developed as above, particularly Tracy street. The 
 existing New York Central passenger station, however, is very poorly located, in a pocket rather in¬ 
 accessible from the main thoroughfares, except by walking. In this respect the small Delaware, Lacka¬ 
 wanna & Western station is better located. This results in a considerable proportion of the passengers 
 being carried in motor vehicles to and from the station, which is becoming the practice in many cities 
 of the country. Hence a proper station location practically requires that it shall be convenient to an 
 important artery of travel, with one or two lateral streets if possible, all providing easy transfer con¬ 
 nections with the various car lines of the city. It is not at all necessary that all car lines should reach 
 the depot, in fact the insistence by city autliorities upon this plan often leads to poor service throughout 
 the city, because of the large amount of “dead mileage” necessarily operated to accommodate relatively 
 infrec|uent train movements. The principal necessity is that street cars are brought close to the depot 
 entrance and under cover if possible, and run frequently along a thoroughfare that provides good transfer 
 facilities with car lines leading to all other parts of the city. 
 
 Syracuse has very little so-called steady suburban business. The steam lines now carry only one 
 passenger, including all classes, into and out of Syracuse to 15 revenue passengers carried on the electric 
 lines. 
 
 Automobile Parking Space: The increasing use of automobiles in Syracuse, as in all other cities 
 of the country, requires consideration of the facilities needed for parking during business hours. It is 
 evident that where short distances occur between home and office, the value of parking space will be 
 determined largely by its convenience to the business center. In Chicago, where automobile runs of 
 from five to ten miles are necessary to reach the business center, it is found that parking space on the 
 lake front from two to ten blocks distant from offices proves useful. 
 
 In Syracuse, a rather unusual opportunity exists, at least temporarily, to provide convenient cov¬ 
 ered parking beneath the street surface in the existing canal bed, which could be used without much 
 excavation until a better purpose could be found for the canal bed. Thus, if the dejiressed interurban 
 entrance from the east terminates at Clinton square, the block on the west side of Clinton square could 
 be used for this purpose with entrance ramps leading from the square and perhaps exits at the other 
 end. It was advanced as one of the incidental advantages of “Scheme X” that the areas over the covered 
 tracks could be partially available for the surface parking. But experience in other cities with surface 
 parking is tending somewhat toward covered storage, discouraging such use of open areas. Such cov¬ 
 ered storage could also be developed at the junction of the canals, part of which area is unused in any 
 of the plans and would have to be filled in. 
 
 If unused parts of the canal beds were thus developed for parking, this might readily assume the 
 proportions of a municipal enterprise, and considerable revenue be derived therefrom by charging nominal 
 parking rental. This plan would at least have the value of pre-empting canal bed space until demanded 
 at some future time for other more important purposes, such as further rapid transit entrance. 
 
 A suggestion has also been made for providing a municipal garage on the surface occupying the 
 
FI6URE-14B 
 
 N01DNIH£VM 
 
54 
 
 REPORT OF BION J. ARNOLD 
 
 I)Iock partly condemned in “Scheme X” north of the canal and west of State street, erecting a suitable 
 building for this ])ur])ose. Such a building could be made to harmonize with the general scheme of down¬ 
 town building plans, and could also be used by the municipality in talcing care of municipal service cars 
 for the various departments. 
 
 All things considered, it would seem that the covering of a portion of the canal strip with parked 
 surface and provision for a municipal garage beneath would, for the time being, be the most satisfactory 
 of these suggestions. Even if the Erie canal bed were to be utilized as recommended in the dual plan, 
 the triangular area at the canal junction could be developed quite satisfactorily. 
 
 Matters Requiring Investigation: While some of the following improvements in city plan can not 
 be associated directly with railroad development, the major improvements have suggested themselves in 
 this study of the grade crossing problem and are matters of negotiation between the city and the rail¬ 
 roads. Whether all or even a part of them are contemplated for the immediate future or at some distant 
 period, it is imperative that at the time contracts are being drawn for the execution of the grade crossing 
 work, these matters should be considered where they affect the physical development of railroad property. 
 Experience has taught that such improvements, when definitely provided for, are much less expensive 
 in the end than if it is attem])ted to carry them out later by condemnation. These improvements are as 
 follows: 
 
 Concerning New York Central Lines 
 
 1. Development of North Clinton street for street purposes. 
 
 2. Development of Franklin street and connection with North Clinton street. 
 
 3. Extension of Burnet avenue to Willow street. 
 
 4. Extension of University to Burnet avenue. 
 
 5. Extension of W'alnut to Burnet avenue. 
 
 6. Extension of Teall to Columbus avenue or equivalent crossings over railroad property between 
 Beech street and the city line. 
 
 7. Crossings of Eureka, Sackett or equivalent streets to the boulevard between Liberty street and 
 Hiawatha avenue. 
 
 8. Connection of Van Rensselaer and Oswego streets. 
 
 9. Connection of Lakeview avenue and Magnolia street or equivalent crossing at West End. 
 
 10. Extension of Tompkins street by viaduct to Lake View avenue. 
 
 11. Extension of three additional streets between Teall avenue and Thompson road. 
 
 12. Elimination of tracks from Franklin street. Pearl street and Clinton street, between Spencer and 
 Laurel streets. 
 
 13. Elimination of steam tracks in Washington street eventually as far east as canal wide water. 
 
 Concerning Syracuse Junction Railroad. 
 
 14. Improvement of North Salina street crossing. 
 
 15. Use of Oswego canal underpass at Salina. 
 
 Concerning Delaware, Lackawanna & Western Railroad 
 
 16. 
 
 17. 
 
 Elimination of tracks from South Clinton street. 
 
 Widening of West street to 100 feet between West Favette street and West Genesee street. 
 
56 
 
 REPORT OF BION J. ARNOLD 
 
 PART III —DISCUSSION OF PLANS PROPOSED 
 Section 7 — General Considerations and Principles 
 
 No less than twenty schemes and plans have been proposed and advocated by responsible citizens 
 of Syracuse in the effort to settle upon a plan which would properly care for the essential points in¬ 
 volved. In general theory, these may be grouped into three major classes as follows: 
 
 A—To secure the primary object of grade separation at any cost, either in expenditure by the 
 railroads or inconvenience to street traffic. 
 
 B—To solve jointly the railroad and canal problem by using both facilities in part or in whole. 
 
 C—To permit the consideration of grade separation and canal abandonment as entirely separate 
 proceedings. 
 
 The last viewpoint appears to have been due to a desire to let nothing stand in the way of grade 
 separation, even though public sentiment may not have been sufficiently crystallized to secure the aban¬ 
 donment of the city section of the canal and its use for other purposes in some manner equitable to city 
 and state. But as there appears to be a well developed demand for canal abandonment on the ground 
 of its being a general nuisance it now occurs, and fortunately, that the utilization of the canal bed pro¬ 
 vides a convenient vehicle for achieving the most important grade separations along lines of least re¬ 
 sistance. 
 
 General Plan: The physical procees involved in these various plans ma)' be classed in four groups, 
 as follows: 
 
 A—Elevation of existing lines or combination of lines, following in general the plans that have 
 been adopted in some other cities having extensive grade separation work, such as Chicago, Buffalo 
 and Rochester. 
 
 B—Detours around the city leading to stub terminals within for both passenger and freight traffic 
 or for freight only. 
 
 C—Depression of certain lines or combination of lines. The use of the canal bed naturally adapts 
 itself to this group. 
 
 D—The tunnel and open cut method using the natural contours of the ground in locating portals 
 so as to remove the railroad from the heart of the city as in plans H, I. J. K. L and M. 
 
 Division of Work: In studying these plans, certain important divisions of the work of actual con¬ 
 struction have been kept in mind, as follows: 
 
 1. Mid-city section traversing the business district for a distance of about 7,000 feet. 
 
 2. The easterly approaches. 
 
 3. Westerly approaches, through the throat between Solvay hill and the lake. 
 
 4. Station and coach yard facilities. 
 
 5. Freight yard facilities, both house and team tracks. 
 
 6. Readjustment of city plan. 
 
 Essentials: The essential requirements for any practicable plan may be set down briefly as follows 
 and any marked deficiency necessarily removes the plan from further consideration: 
 
 L Universal grade separation, not alone for a few important crossings near the present civic 
 center, but also in the provision for progressive separation of grades further out from the civic center, 
 as the city grows in these directions. 
 
 2. Rational segregation of passenger and freight facilities in recognition of the growth of the city 
 on the one hand and the requirements of railroad traffic on the other. 
 
REPORT OF BION J. ARNOLD 
 
 57 
 
 3. IMininium disarrangement of city plan, its more practical ideals and the directness, grades and 
 general sightliness of its thoroughfares. 
 
 4. Maximum convenience of station site, both for passengers and freight, consistent with the 
 obvious growth of the city. 
 
 5. Adaptability to coiistruction in stages according to clearly defined i)rogram. 
 
 6. Suitability for future trunk line electrification. 
 
 7. Minimum investment through co-operation of competing roads in matters regarding citv ter¬ 
 minals, and entrances thereto. 
 
 8. Minimum cost of total operation, that is, including both fixed and operating costs chargeable 
 against the terminal property. 
 
 Depression Plans Using the Canal Bed 
 
 'I'he general theory of the canal route is of course to utilize, first the canal lands, which are as¬ 
 sumed to be acquired by the city for a definite consideration and, secondly, the excavation of the canal 
 prism as part of the excavation of the depressed railroad, 'i'he normal prism of the canal averages about 
 72 feet in width between walls and averages 9 to 10 feet in depth. , At Salina street the ])rism reduces 
 to about 60 feet in width. There are three levels within the city on the Erie canal, and three on the 
 Oswego branch, north of Free street, the locks averaging about ten feet in lift. Lock 47 occurs east 
 of Beech street at the entrance of wide water, where there occurs a drop of 10.5 feet between Pine and 
 Beech streets, and seven feet at Orange street. The city level then runs several miles west to Gere’s 
 Lock No. 50. This level also carries the Oswego branch as far as the First ward, formerly Salina 
 village. A profile of the canal shows that any plan of utilizing the canal bed west of lock No. 47, in 
 which the tracks gradually descend to the west, will take maximum advantage of the seven-foot lock at 
 Orange street. 
 
 'I'he canal lands (including tow-])aths) are bounded officially by the “blue lines,” enclosing a 
 strip varying from about 78 feet in width between Warren and Salina streets at the narrowest i)oint to 
 88.5 between Clinton and Franklin, 119 feet at normal width, up to 150 feet maximum, except where irregular 
 areas have been included. It appears that at many points along the canal there have been encroachments 
 by private property or buildings within the limits of these blue lines, such as the Syracuse Savings bank 
 building at Salina street. 
 
 The crucial point of all plans using the Erie canal bed throughout its length is the number of 
 tracks that may be accommodated without excessive condemnation of additional land at the narrowest 
 points. 'I'his in turn de])ends ui)on the type of bridges acce])table to the city, i. e., whether single sjjan 
 with plate or trussed side girders or multi])le span with no side girders and posts between tracks. If 
 the normal canal prism were used as a right of way, with single s])an bridges, five tracks of 13 feet 
 centers could be accommodated, or if the entire canal strip were used for tracks and also for retaining 
 walls, six tracks could be accommodated. On the other hand, with flush bridges and center posts, 17 
 foot track centers would be required ])crmitting only four tracks in the ])resent canal prism and five 
 tracks between blue lines. This latter si)acing is based u]:)on the assumption that the same clearance 
 must be provided on each side of a bridge ])ier or post as the minimum allowable between i)assing cars 
 in a yard, viz., 2.5 to three feet. 
 
 'I'entative bridge designs submitted by the railroads for the two cases cited above show that for 
 the single span type, two steel center trusses nine feet high and continuous concrete outside girders six 
 feet high above the floor would be required for the center |)Ost tyj)c about the same width side girder. 
 This assumes extremely shallow floor construction, i. e., only 19 to 20 feet difference on elevation between 
 top of rail and pavement. However, it would be entirely possible to lower these side girders to five feet 
 for convenience to pedestrians in either case even if it were necessary to lower the track grade for this. 
 
58 
 
 REPORT OF BION J. ARNOLD 
 
 purpose. Hence the (juestion of track centers reduces itself to one of the city’s permitting bridges with 
 center trusses al)ove deck. With them the capacity of the present canal prism is five tracks; without them, 
 four tracks at the most contracted point—Salina street. 
 
 Section 8 — Plan A D., L. & W. Track Elevation 
 
 Present Station Location: Proceedings in Delaware, Lackawanna & Western grade separation ap¬ 
 pear to have been started by the Commission on its own initiative, recognizing not only the great necessity 
 for this improvement from the public viewpoint but also the desire on the part of the railroad for double 
 tracking of its Oswego division through the heart of Syracuse as well as outside. At present double track 
 is available only between the freight yards along Fayette street and Armory circle. From Castle to 
 Geddes streets there are sixteen street grade crossings, all within the mile circle and five of them on car 
 line streets. Obviously, the elimination of these crossings is essential to the reasonable development of 
 both the city and the railroad. 
 
 Alignment: The construction of the Delaware, Lackawanna & Western line dates back well into 
 history—prior to 1850, although preceded by the New York Central main line in 1837. Originally the 
 choice of this route was clearly indicated by the topography of the country. Proceeding north from 
 Jamesville, the line curves to the west into a natural valley or saddle over the summit at about the town¬ 
 ship line, thence descending by a continuous grade around the base of the hill upon which Oakwood 
 cemetery is situated. The grade is fairly steep for a steam line, averaging one per cent, for a distance 
 of twenty miles south of the ])oint of the proposed grade separation — East Castle street. North of 
 East Castle street the line does not reach the prevailing grade of the Syracuse level until about Orange 
 street, and in addition to the grade, a long radius curve, 1,500 feet in length, is necessary to enable the 
 right of way to take advantage of the natural contours to descend gradually from the hillside location. 
 
 From this level at Taylor street the line might have been laid out to better advantage for present 
 uses in a northwesterly direction, reaching the present alignment and grade around Solvay hill without 
 introducing any more curves, but was actually constructed with a detour north via Clinton and West 
 Fayette streets where {)assenger and freight stations were developed. As a result, industries have be¬ 
 come firmly established along certain portions of the right of way of this terminal detour and serious 
 complications now arise in the matter of providing railroad accommodation for them. 
 
 Oswego-Binghamton Division: While the reasons for the location of the city section of the line 
 are quite obvious, the reasons for the location of the line as it now enters Syracuse are not so obvious. 
 Originally the division was planned to approach from the south through Tully and Onondaga valleys, 
 which route offered an unobstructed approach except for some benching north of Tully. But because of 
 superior inducements the line was detoured four miles to the east through Butternut creek valley, thus 
 avoiding the 300-foot drop into Onondaga valley north of Tully. At present it appears that the only 
 alternative through freight route would be via Butternut valley and north of the lake. This, however, 
 would render impossible local service in Syracuse, except by stub movement. 
 
 On this Delaware, Lackawanna & Western line both freight and passenger service are handled 
 over the same tracks. However, as other means are discussed herein for serving passenger traffic, freight 
 facilities may therefore be considered separately. 
 
 Industries: An examination of the freight service along the Delaware, Lackawanna & Western 
 right of way indicates that a majority of industries, and by far the most importrant ones, are located 
 west of Franklin street. One or two important plants are located between Clinton and Salina streets, 
 and a few east of Salina street, only one permanent plant, the Syracuse Bridge Company, being de¬ 
 pendent upon the Delaware, Lackawanna & Western right of way for spur track service. Only six 
 industries wdth substantial buildings and yards need to be considered here; such plants as coal and 
 lumber sidings or yards are readily movable according to the switching facilities offered. All of the 
 
REPORT OF BION J. ARNOLD 
 
 59 
 
 most important plants with spnr track service are located west of West street outside of the central 
 business district. 
 
 Terminals and Yards: The passenger station at Armory circle is located upon a curve. This is 
 undesirable from an operating standpoint, but presumably in the new alignment this would be remedied 
 to some extent, although just how, is not apparent from the Delaware, Lackawanna & Western elevation 
 plan submitted. 
 
 The new inbound freight station just north of Clinton and Dickerson streets, is well located in 
 an area bounded by Onondaga creek on the west which could not readily he developed in an effective 
 way for any other purposes. However, valuable frontage on Clinton street is occupied by a coal trestle 
 which might be located elsewhere in this enclosed area to better advantage, thus releasing this frontage. 
 
 C. & N. W. R. R. Passenger Station, Chicago. The Chinese Wall 
 
 The outbound freight house at West Fayette street and West street is also well located, serving 
 these two valuable trucking thoroughfares. 
 
 Team tracks a])pear to be located principally in this Armory terminal area, in a small triangular 
 area at Fayette and West streets, opposite the outbound house, and at various spur tracks along the 
 remaining right of way. 
 
 Salt Lands Branch: 'Phis future industrial area is already tapped with considerable difficulty by 
 a single track looping off from the Delaware, Lackawanna & Western main line at State Fair grounds 
 with a sharp curve and doubling hack by the lake, crossing the creek three times near Sj)encer street and 
 connecting with Rome, Watertown & Ogdensburg tracks in Clinton street and with Rice’s coal trestle, 
 which receives coal from the Delaware, Lackawanna & Western in this manner. 
 
 The difficulties overcome in reaching this undeveloped industrial area are of much interest at the 
 present time in connection with the |)roposed main line elevation and the needs of the city of Syracuse. 
 If it is considered practical by the Delaware, Lackawanna & Western to detour 5.5 miles from the 
 Armory terminal yard to reach the salt lands in this manner, a much shorter detour of one or two miles 
 might almost be considered an impossibility in the present negotiations and hence such a detour is 
 discussed herein. 
 
60 
 
 REPORT OF BION J. ARNOLD 
 
 Delaware, Lackawanna & Western Plan: Consider now the track elevation jjlan submitted by G. 
 J. Ray, chief engineer, Delaware, Lackawanna & Western railroad, and approved by Henry C. Allen, city 
 engineer, as of December 24th, 1913. 
 
 Crossings Eliminated and Streets Closed: All of the present street crossings on the main line are 
 taken care of between the limits of the track elevation plan, viz: Standart street on the south, and about 
 
 Oswego street on the west. To secure these results, Croton, Rurt, Taylor and South Clinton streets 
 
 and Renwick avenue will be closed. However, by-pass streets will be opened as follows: (Ij Renwick 
 avenue under-pass at Sizer street to Itast Castle street paralleling the tracks; ( 2 ) diagonally between 
 Orange and Rurt streets; (3) diagonally between Salina and iMontgomery streets to open Taylor street. 
 As Taylor street dead ends two blocks east of Salina street, this will not be serious; (4) diagonally 
 
 across the corner between Clinton and Temj)le streets; ( 5 ) diagonally across the corner between Clinton 
 
 and West Onondaga street; (6) diagonally across the corner between West and Walton streets. 
 
 Grade Crossings Remaining: After this elevation is comjdeted, there will still remain on the surface 
 according to the present plans, the following tracks : ( 1) Spur starting overhead at West Adams street 
 descending to grade on private land to Temple street crossing with two branches; (2) one spur to the 
 Em])ire Foundry Company where no track is now available, and the other extending to iMann & Hunter 
 lumber yards as at present; (3) one spur starting at Niagara street descending to the surface at Fayette 
 and crossing single track to the team yard at Fayette and West streets. 
 
 Elevated Spurs: It is the intention to em])loy at certain locations, elevated spur tracks for in¬ 
 dustrial sidings from Grape to Montgomery streets along the Taylor street tangent to serve the steel 
 plant of the Syracuse Bridge Company and the IMann & Hunter lumber plant. At this point there is 
 ajjproxiniately 17.5 feet difference in elevation betrveen the upper and lower level. Whether it is the 
 intention to encourage the use of industrial spurs at this elevation above the street level is not apparent 
 from the plans. 
 
 Retaining Walls and Earth Slopes: While vertical concrete retaining walls are used in numerous 
 instances, it is also ajjparent that earth slopes are contemplated for a considerable portion of the way, 
 especially when cutting through blocks. Where the elevated structure ])arallels or abuts a street exist¬ 
 ing or proposed, a vertical wall is shown extending to the building line, as on the Taylor and Clinton 
 street tangents. 
 
 Bridges in General: Bridges have been worked out on a single span girder wherever possible with 
 under clearance around 13 and 14 feet, occasionally 15 feet. On streets 60 feet wide this results in a 
 side girder de])th of from six to nine feet. At Orange street, a 60-foot street, a three-span bridge is used, 
 giving a clear roadway of about 40 feet. All wide streets, such as Salina and Onondaga streets, have 
 three-S])an bridges. The Temple street bridge is a single span 80 feet in width. 
 
 Several bridge locations shown in the original plans have required further study by the Commission 
 to avoid very serious interference with street traffic by abutments, such as at Clinton and Onondaga and at 
 M’est, iMarcellus and Walton streets. 
 
 Armory Terminal Plans: Further details in regard to the development of the terminal at this point 
 will be desirable as to the location of street entrances, wagon ramps or track inclines. 
 
 Drainage: Some consideration has been given in this analysis to effect a combination track eleva¬ 
 tion and street depression, that is, by dropping the upper grade from 17.5 to perhaj^s 12 or 13 feet and 
 de])ressing the street thereunder by a corres])onding amount. This has the advantage of a far less con- 
 S])icuous structure and an ujiper grade level would much better lend itself to development of second story 
 industrial spurs than the proposed 17.5 foot elevation. However, this plan is practically defeated by the 
 difficulty encountered in drainage. At the 20-odd crossings where street depression would thus be re¬ 
 quired. the pocket thus formed would have to be drained, and in this part of the city the prevailing low 
 
REPORT OF BION J. ARNOLD 
 
 61 
 
 level of land and location of the main interce])ting sewers would not generally admit of the necessary 
 street depression.* 
 
 Fnrthermore, it is a serious question of civic policy whether the street system of a large city shoidd 
 he allowed to suffer so great a distortion as required for this semi-elevated proposal. 
 
 Renwick Avenue Detour: In order to avoid the present Onondaga, Salina and Grajje street cross¬ 
 ings, there has been proposed the extension of the Delaware, Lackawanna & Western right of way north 
 in Renwick avenue to intersect the New York Central line at about I'orman avenue, the idea being to 
 provide a passenger connection into a union depot. This plan, however, does not take care of the 
 freight, either through or local, unless handled through a residence district. Fnrthermore, this jdiysical 
 connection with the depressed New York Central tracks would close east and west streets at the foot of 
 Lniversity hill. 
 
 If connection were made to a West Shore elevation, elevation of the Delaware, Lackawanna & West¬ 
 ern tracks running north and south would still be required, which would be quite as objectionable as the 
 elevation proposed by the railroad. From a study of the contours of the Syracuse valley, it may be 
 reasonably anticipated, that in the future, expansion of retail district will very likely take place in an 
 easterly direction from the present focal point of the three important main thoroughfares, viz: Genesee, 
 Onondaga and State streets. Therefore, to encourage an elevated scheme which would deliberately cross 
 and therefore tend to stop this movement, would be highly undesirable. 
 
 Types of Structure: The Delaware, Lackawanna & Western elevated plan submitted contemplates 
 earth till embankment for j)erhaps two-thirds of the distance from Standart to Oswego street, jwotected 
 by concrete retaining walls at street crossings and where the abutting property does not suffice for 
 accommodating the earth till. Along Taylor and South Clinton streets vertical walls at the building line 
 are contemplated. Owing to the irregular alignment, numerous streets crossed and particularly the 
 angular crossings, this plan already calls for a large amount of concrete work for walls and abutments. 
 
 It is probably this particular type of construction that is responsible for the opposition to track 
 elevation. In this connection approximate estimates have been prepared, showing the ultimate cost of 
 this earth fill tyj^e of construction compared with an entirely open type with reinforced concrete j)illars 
 and Ijeam construction, properly l)allasted for the prevention of unnecessary noise. The assum])tion has 
 been made and seems to be entirely justifiable, that the extra land required for earth fill over and above 
 that required for a concrete or steel viaduct structure should be charged against the fill, esi)ecially as 
 the viaduct type would ])ermit the railroad company to derive profit from the sale or rental of the space 
 beneath the viaduct for booths, small stores, automobile and other vehicular storage, etc. On the above 
 basis, it Avas found that the earth fill type would cost T)ractically as much ])cr lineal foot as a concrete 
 viaduct structure 25 feet between columns with an under clearance of 12 feet and bnilt in units or slabs, 
 and this Avould l)e ])articularly true considering the large amount of concrete Avail Avork already i)lanned 
 for as above noted. 
 
 v^ome ])hotographs are appended to this re])ort shoAving types of structures, both good and bad, 
 that have been built in Chicago. It may simply be said here that there is no longer necessity for the 
 building of unsightly structures through cities and that if the elevation is decided npon it can be made 
 attractiA'e at a little extra cost. In reinforced concrete Avork, the Delaware. LackaAvanna & W'estern 
 railroad has become expert, as shoAvn by the Tunkhannock viaduct and similar beantiful structures on 
 its main line. It is therefore inconceivable that the company would provide through Syracuse any other 
 than the least objectionable type of structure. 
 
 Summary: 'I'his plan of eleA'ation, of course, presents a ])erfectly ])ractical)le solution of the grade 
 separation ])roblem although based largely on railroad precedent rather than an advanced conception of 
 the needs of a growing community. It is the first plan fully worked out and definitely submitted for con¬ 
 sideration by the city. 
 
 Final Conclusions are ])resented in the first part of this rei)ort. 
 
 * I'or the same reason plan S, Delaware, Lackawanna & W'estern depression, discussed under Section 16, is herein 
 rejected. 
 
62 
 
 REPORT OF BION J. ARNOLD 
 
 Section 9 — Plan AA. D., L. & W. Detour Plan 
 Union Passenger Station 
 
 An examination of the Butternut creek detour route indicates that right of way could be found 
 on either side of the creek and a connection for passenger trains into the city could be made at grade 
 with the New York Central lines west from Dewitt (East Syracuse), also that a connection with the 
 Syracuse Junction detour could be made near this-point but with considerable expense in grade separa¬ 
 tion work. 
 
 Assuming trackage rights obtainable over the Syracuse Junction route and a grade connection at 
 East Syracuse, the Delaware, Lackawanna & Western freight alignment would be comparatively simple 
 and with an even more direct route to the salt lands industrial district than is now available consider¬ 
 ing the present switch-back. However, additional tracks may be required for the Delaware, Lackawanna 
 & Western traffic. If these were constructed north of the present tracks, the physical connection at Dewitt 
 with the Butternut creek line would be more difficult; if constructed south of the present junction tracks 
 the physical connections in the salt lands district would be more difficult. 
 
 Of the several detour routes, it is clear that the simplest one would dictate the plan of obtaining 
 traffic rights over the Syracuse Junction route even if additional tracks had to be laid for that purpose. 
 This would be far easier to carry out than if a competitive line were contemplated which would require 
 grade separation at both Dewitt and Salina. 
 
 Butternut Creek Line: On the west side of the valley, starting from Jamesville, a high viaduct 
 would first be necessary in crossing the creek. Thence the line would skirt along the eastern brow of 
 the hill with reasonable cut and hll, dropping gradually ujion a one ])er cent, grade (for the most part) 
 as far as the Erie canal crossing, where a passenger connection with the New York Central passenger 
 lines could be made, thence elevated across the main east-west valley to a freight connection with the 
 Syracuse Junction tracks. This Jamesville viaduct would be about 135 feet high at the creek crossing, 
 about 1,600 feet long and on a curve with a one per cent, grade which might have to be comjiensated 
 by reducing the curve, resulting in increasing the height of the viaduct. The line could be benched 
 higher on the hill to better this viaduct and the grade but would require further fill. This viaduct con- j 
 stitutes the principal objection to this particular alignment. | 
 
 On the east side of the creek, the railroad has already constructed a single track bridge to the 
 Solvay quarry in the general alignment required for the east side detour route. Thence the line could 
 descend with considerable cut and fill on a one per cent, grade to level across the canal feeder, and the 
 canal, the West Shore, Chenango Valley and NewYork Central tracks and the highway, thence descend¬ 
 ing at Messina Springs Junction. 
 
 Dewitt Crossing: These detour lines would require a fill across the valley 25 to 30 feet high over 
 the West Shore tracks. If the West Shore right of way could be drojiped to surface level, the summit 
 of the Delaware, Lackawanna & Western embankment could be drojiped a corresponding amount. This 
 seems possible as the grade from the New York Central crossing of the West Shore east is only —0.56 
 per cent. For electric operation this could be increased to one jier cent, or more or the crossing avoided 
 entirely if electric trains were permitted to enter in Washington street. This detour cannot be carried 
 across the valley further east because of the round-house and terminal yard facilities at East Syracuse. 
 
 If a joint trackage agreement with the Syracuse Junction were possible to enable the use of the south 
 belt line tracks by Delaware, Lackawanna & Western, this embankment would descend to grade from 
 Burnet avenue ; if not, the embankment would have to continue with a reverse curve crossing over the 
 Junction tracks so as to parallel the rights of way to the north. 
 
 The Salina District: By following the Junction line tracks and filling a section of the shallow lake 
 front, the Delaware, Lackawanna & Western outer belt route could continue from Salina to a physical | 
 connection with the Delaware, Lackawanna & Western salt land spur near Harbor brook and this without I 
 
REPORT OF BION J. ARNOLD 
 
 63 
 
 interfering to any extent with the existing New York Central ])roi)erties. However, the Rome, Water- 
 town & Ogdensbnrg entrance to the new passenger terminal, curving around the lake at the old iron pier 
 would i)robably recpiire a Delaware, I^ackawanna & Western overhead crossing at Salina street, which 
 would then he continued over the barge channel and Harbor brook to a connection with the salt land 
 industrial branch. 
 
 In this vicinity, an inside detour route south of the Syracuse Junction belt is ])ractically cnit of the 
 question, :ts' this route would have to cross the right angled intersecticm of the two New York Central 
 yards at North Salina street, and thence a right of way accjuired by ])urchase cu' lease through several 
 parcels of intervening pro])erty which has been owned for some time by the New ^'ork Central railroad. 
 
 C. M. & St. P. R. R. Elevation. Traveling Concrete Plant. 
 
 Salina Street Crossing: At this point the street is now closed to traffic. A grade crossing exists 
 between the Rome, Watertown & Ogdensbnrg and the Syracuse Junction line. It is the intention to 
 raise the junction yard sufficiently to clear the barge channel. This however leaves the Rome, Water- 
 town & Ogdensbnrg crossing still unprovided for. If a comjilete sejiaration between Rome, Watertown 
 & Ogdensbnrg and Delaware, Lackawanna & Western lines were made, this would create a two or three 
 level crossing with structures 40 to 50 feet or more in the air. Rut if this freight crossing is to remain 
 as at present in addition to the new curved passenger entrance of the Rome, Watertown & (Igdenshurg 
 across the salt lands, the Delaware, Lackawanna & Western detour line could he carried over both these 
 lines without difficulty. 
 
 Hiawatha Crossing: 'Phe Delaware, Lackawanna & Western industrial track into the salt lands 
 at present crosses Hiawatha avenue at grade, but the city has reserved the right to order the elevation 
 of this track at any time. Although connecting with Rome, Watertown & Ogdensbnrg Clinton street 
 tracks, this branch at present is used as an industrial S])ur handling about one train ])er day. largely cital 
 to Rice’s coal trestle. 
 
 Stiles Branch: l’'or through freight, a good connecting line to the north is available, leaving the 
 outer belt route north of Woodlawn cemetery and following about the 400 feet level around Liver])ool 
 and the north end of the lake to a junction with the Oswego division at Stiles. 'Phis would form a 
 possible ultimate through route from Oswego to Binghamton. 
 
64 
 
 REPORT OF BION J. ARNOLD 
 
 Or if the detour route followed the Syracuse Junction railroad through Salina, a line could be 
 developed to reach Stiles Junction along the lake front practically following the bed of the Oswego 
 canal. But the policy of pre-empting the entire lake front, especially through the village of Liverpool, 
 is decidedly questionable and a grade separation would be necessary crossing the Rome, Watertown & 
 Ogdensburg opposite Chestnut Ridge. This sei)aration could be more easily carried out on the cut-off 
 previously mentioned north of Liverpool. 
 
 Delaware, Lackawanna & Western Operation: With complete passenger and freight detour as above 
 described, via New York Central line and Syracuse Junction route around the south end of the lake, the 
 operation would l)e as follows: Passenger trains from Binghamton would reach Syracuse at a downtown 
 union station via the Erie canal or a parallel route and from Oswego by an interchange connection with 
 New York Central lines at the west end opposite Solvay. Through freight would by-pass the city en¬ 
 tirely via the junction route. Syracuse city freight would reach the city yards via the present west end 
 routes or main line. Stub service would continue on the surface to the Armory freight yard unless 
 entirelv new freight terminal facilities were developed along hayette street. 
 
 With this plan of operation, about 6.3 miles of existing track south of the city would be released 
 for local service only and entirely abandoned for steam through service. Thus a present investment of 
 ])erhai)S $420,000 is involved not including value of terminal property. 
 
 Unless electrified as an interurban line about two-thirds of this might be said to be abandoned, at 
 least as far as usefulness is concerned, although the present track through the saddle south of Syracuse 
 would be maintained as there now is some quarry service there. 
 
 Comparing the operating features of the two plans, viz., the present route and the easterly detour 
 route, it apjjears that on the whole, the grades and curvature are about ecjuivalent. On through freight 
 from jamesville to State I'air grounds the detour would be 3.8 miles or about 14 per cent, farther. For 
 delivery on the salt lands (e. g. Rice’s coal trestle) the distance would be about the same; for local freight 
 delivered to the Fayette street yard the haul from Jamesville via the detour route would be 10.5 miles 
 farther. For Syracuse freight from the north, however, there would be no difference of haul. In running 
 time, the through haul by the detour route would consume 9.5 minutes extra train time (assuming an 
 average speed of 25 miles j)er hour), ec|uivalent to 0.16 train hours per trip. In the matter of accident 
 prevention both routes would be practically upon a par. The limestone cpiarry service to Solvay would 
 require a haul of about 4.5 miles farther by the detour route with a reverse train movement at the 
 Solvay yard. 
 
 Mileage and Cost of D., L. & W. Butternut Creek Detour Route 
 
 1. Butternut creek section, Jamesville to Headsons west side route—3.9 miles, double track 
 
 2. Butternut creek section, Jamesville to hleadsons east side route—4.7 miles, double track 
 
 3. Passenger “Y” connection at Headsons, single track . 
 
 4. From Headsons to Salina crossing with R., W. & ()., single track. 
 
 5. From Salina crossing to salt land spur connection, single track. 
 
 7.8 miles 
 9.4 miles 
 0 6 mile 
 6.6 miles 
 1.0 mile 
 
 Total by east side route 
 
 17.6 miles 
 
 6. Headsons to Junction railroad crossing at IMessina Springs, single track (included above) 
 
 7. Stiles connection. IMessina Springs cross-country to Stiles, single track:. 
 
 8. \4a lake front route, single track.-.-. 
 
 0.95 miles 
 11.0 miles 
 11.75 miles 
 
 Estimated Cost 
 
 Jamesville to Headsons, west side route (probably high) 
 
 Jamesville to Headsons, east side route .- 
 
 Headsons to Salina crossing. . 
 
 Salina crossing to salt lands spur.. 
 
 $1,000,030 
 
 $ 750,000 
 660,000 
 200,000 
 
 Cross country route, Messina Springs to Stiles 
 
 $1,610,000 
 
 $1,130,000 
 
REPORT OF BION J. ARNOLD 
 
 65 
 
 Conclusions: The detour plan cannot l)e said to be entirely impracticable. It is instead a jmobleni 
 of finance and civic policy. If the latter were not concerned the matter would cpiickly determine itself, 
 for in the final analysis the operating and income accounts of the railroad could only show in favor of 
 the elevation of the present right of way, unless it were possible to work out extremely favoraI)le trackage 
 rights over New York Central passenger and freight lines. But this has been assumed to be impracticable, 
 because of the necessity of a physically continuous line desired by all railroads, lienee, the Delaware, 
 Lackawanna & Western railroad would probably be required to shoulder a fraction of the investment on 
 union station entrance and more likely upon a basis of trackage assigned to it than of usage of the tracks.* 
 Even if joint trackage rights rvere obtained for entrance to union station upon a basis of usage of tracks 
 and facilities, it would still be necessary for the Delaware, Lackawanna & Western to build additional 
 outer belt tracks via the Junction route in order to preserve intact its main line ])hysical connection (or 
 vice versa). 
 
 In either case the cost of the detour route would ])robably exceed $1,500,000 in new' construction, 
 not including the cost of acc^uiring trackage rights for the required passenger facilities. The complete 
 Delaware, Lackawanna & Western elevation, Plan A, with new station facilities, is estimated to cost some¬ 
 what less than $1,500,000 as a total, without any additional trackage rights being necessary for either pas¬ 
 senger or freight. However, it must not be forgotten that Delaware, Lackawanna & Western elevation 
 would displace about $180,000 in present track investment. Considering the relaying value, probably 50% 
 of this would be lost. 
 
 The total capital values thus involved in the pro|)osed Delaware, Lackawanna & Western elevation, 
 including new construction, new station and abandoned city investment, roughly aggregate $1,500,000, 
 which is no greater than the actual cost of an independent detour route alone, not considering the union pas¬ 
 senger station rights and abandoned proj)erty outside of the city, which would add possibly another $1,000,000 
 equivalent investment. 
 
 It is plain from the foregoing that the fact cannot be avoided that the detour route is distinctly less 
 satisfactory from a railroad viewpoint, unless the unforeseen should happen in the matter of favorable 
 trackage rights, both freight and passenger. If the present alignment is accepted, and structures are 
 designed so as to remove most of the objections of unsightliness and noise, track elevation is admittedly 
 the most practicable plan, and the final question to be raised is that of civic policy. 
 
 'I'he future possibilities of the Oswego division have already been discussed. Already the Delaware, 
 Lackawanna & Western railroad hauls more cars through the center of the city of Syracuse than the New 
 York Central, although with only about one-tenth the number of actual train movements. As all bulk 
 commodities from the Atlantic seaboard or the interior to Oswego via this route must come through the 
 Syracuse gateway, it appears to be only a question of time or growth when the city will be forced to 
 prohibit, by some means, this overhead bulk movement. In the event of such growth, it will occur that 
 both through and detour investments will possibly have to be maintained. However, in tbe interim, the 
 fixed charges on the detour investment would be saved, and these might have amounted to so considerable 
 a sum by the time the detour finally becomes justifiable that the railroad would then interpose no oppo¬ 
 sition to the plan and probably welcome it. 
 
 Final Conclusions are presented in the first part of this report. 
 
 Section 10 — Scheme “X” — West Shore Plan 
 
 For New York Central Line Station Along Belden Avenue West of Salina Street 
 
 The preceding discussion of various depression plans leads to final consideration of the plans deter¬ 
 mined u])on and proposed by the Crade Crossing Commission for immediate execution along the general 
 
 *If all tracks could be used in eomnion by the two railroads, the proper basis would be that of usage, i.c., D., L. 
 & W. traffic to bear one-fifth of the expense for one-fifth of the usage. If required to share on the basis of assign¬ 
 ment it would occur that the expense to the tenant would be many times greater for the same service due to the greater 
 intensity in use of tracks by the N. Y. C. lines, i.e., if title to one track out of five were assigned to the D., L. & \\’., 
 one-fifth of the expense of the grade separation plan would have to be borne by the D., L. & W., though perhaps not 
 one-fifth of the Union Station itself because of lesser usage of the Station facilities. 
 
66 
 
 REPORT OF BION J. ARNOLD 
 
 lines laid down, in the general drawings dated April 10, 1915, .Sheets 1 and 2, reproduced herewith. Figure 
 2. It is described in the report of the Chief hhigineer, Henry C. Allen, as follows; 
 
 “Beginning in the New York Central main line as it now exists at or near Teall avenue in the easterly 
 part of the city, the new line will curve to the right as it jjroceeds westerly and pass into the Erie canal 
 at Beech street bridge. It will j)roceed along the line of the canal to State street, where it will curve 
 again to the right, through the block occupied by the Bierce, Butler & Pierce and the Saul buildings, 
 
 across James street and into the l)ed of the (Dswego canal. It will curve to the left across North Salina 
 
 street and pass into the line of the West Shcme railroad, by which it will continue westward out of the 
 city and join the existing New York Central main line, at or near the west line of the city. Between 
 
 North Salina street and Leavenworth avenue, having a width of four hundred feet, will be located the 
 
 passenger station site with its tracks and platform, and the station building will be located on the site 
 of the old Allen Munroe homestead, corner of Genesee and West streets. 
 
 “The project contemplates the depression of the railroad grade to pass under the grades of all streets; 
 all of the existing street crossings except Clinton street will be maintained. The high bridges over the 
 canal at Beech street. Crouse avenue. Orange, McBride, James and Warren streets, will be lowered so as 
 to more nearly conform with the general city grade. 'I'he West Shore will be abandoned between Salina 
 and State streets. The Rome, Watertown & Ogdensburg will be brought into the westerly end of the 
 station by the construction of a new line. The Auburn branch will use the main line west and the Che¬ 
 nango Valley branch will use it east out of the city. 
 
 “The principal freight yards will remain as they are, except that service across the city will be dis¬ 
 continued. Syracuse freight will be brought in and out from the east side, west side and north side, 
 respectively.” 
 
 Argument: In discussing the advantages and disadvantages, it is pointed out that four principal 
 objections could be overcome. The necessity of maintaining the physical continuity of the West Shore 
 railroad up to the expiration of the lease. 950 years hence, could be met by designating one of the tracks 
 in the new right of way for “the West Shore railroad,” connecting these tracks east and west with the 
 West Shore line as now located, d'his procedure would be equally necessary in the case of West Shore 
 depression, designating certain tracks as “the New York Central railroad,” with physical connections both 
 east and west with New York Central main line. 
 
 The railroad’s objection to the ])resence of bridge su])ports within the depressed area within 1.200 
 feet from either end of the station yards, for the protection of its employees engaged in shifting cars, is 
 obviously a matter of width of right of way assigned and the type of bridges used, as heretofore discussed. 
 If the city demands clear deck bridges, the grade west of Crouse avenue might be lowered slightly, enough 
 to provide the necessary depth of floor girders for single span structures. This is hardly a critical objection. 
 
 The railroads j^oint out that the construction work would not end at Geddes street as shown. It 
 is of course true that if five tracks were required west of this point, additional embankment would be re¬ 
 quired. However, such additional construction work would be required, whatever site was chosen for the 
 same. 
 
 Objection was also raised by the operating officials to ])lacing railroad tracks in a depressed cut on 
 account of the troubles anticipated from excessive snow fall. While it is true that, from a railroad view¬ 
 point, the troubles from snow fall would ])robably be minimum with an elevated line, this would sim])ly 
 shift the burden of snow removal to the city and traction lines abutting the railroad property. But in view 
 of the fact that the New York Central railroad is already operating one of the largest terminals in the 
 country in a de])ressed cut in New York City, and similar large depressed railroad areas are operated in 
 Chicago and Toronto, it seems hardly logical to cite this as a vital objection to a depression through 
 Syracuse. 
 
 Advantages: The major part of the grade separation desired is accom])lished by releasing Wash¬ 
 ington street, and utilizing the canal bed for a definite ])urpose, at the same time improving the grades of 
 the street crossings at all ])oints, except as later noted. 
 
 Station: The location of the passenger station about 3,000 feet from the center of the business dis¬ 
 trict is such as to be reasonably convenient both for walking and riding, without constituting a serious 
 
REPORT OF BION J. ARNOLD 
 
 67 
 
 encroachment upon the fntnre area that will actually he devoted to business ])urposes. While it is unfor¬ 
 tunate that a high grade residence district is partially invaded for the station location, it must be remem¬ 
 bered that this station site is simply an enlargement of an existing railroad right of way, and that it is 
 hardly possible, without drastic action by the city authorities, to protect this district from further encroach- 
 
 
 Chicago Elevated Railways Co. Use of surface 
 rights for Commercial purposes. 
 
 ment of business as time goes on, because it is located directly in the main east and west valley thoroughfare 
 through Syracuse. It would have been highly desirable to have taken advantage of the existing depression 
 just north of the West Shore right of way. but the industrial develo])ment thereon now prevents such a 
 plan being carried out with reasonable expense. 'I'he cbosen site i)ermits a head house location symmetrical 
 with respect to the station yard, which is desirable. ,\nd although the longer tracks are farthest from 
 the head house, the entrance curves can be so arranged as to permit of reasonably long tracks next to 
 the head house for accommodating ordinary through train movements. I'urthermore, the site is reasonably 
 near the new ])ost office. 
 
 City Plan: 'I'he city i)lan is well conserved, as the station is located upon a main artery, but without 
 congesting the same. West street to the south and Noxon street, widened to 80 feet and extended across 
 
68 
 
 REPORT OF BION J. ARNOLD 
 
 the creek to the west, in addition to the West (kmesee street highway, afford convenient access to the 
 various divisions of the city. Belden avenue, slightly diverted, will afford a better interurban entrance 
 than at present. (Opportunity for the development of a railroad jdaza, surrounding the head house, is 
 excellent, and should ultimately lead to the clearing out of the gas house territory in Wallace and ^Mechanic 
 streets and the perfection of the down town street plan in this neighborhood as elsewhere noted. (See 
 City Plan.) 
 
 The development of a corresponding plaza at the junction of the canal bed and the covered curve 
 in the right of way offers a most unusual opportunity for the realization of a unicjue type of public center 
 as also described, perhaps more than any plan that has yet been developed, although the damages incurred 
 in the removal of present property improvements will be maximum. 
 
 Construction: No serious engineering difficulties would be encountered as to natural foundations, 
 structures, track grades and curves, and as to the crossing of Onondaga creek or other parts of the drainage 
 system, as the entire depression may be drained independently to this lowest j)oint at the creek crossing. 
 Alain line connections both east and west are relatively simple and the station track and lay-out can be 
 worked out so as to permit of efficient station operations. 
 
 The dis])Osition of waste material from the excavation is extremely simple and owing to the short 
 haul the cost of such excavation is reduced to a very low point. Waste material can be used for filling for 
 enlarging the embankment west of the station or for raising the grade of the salt lands. 
 
 Street Grade: The accompanying details in Sheet 2 of Scheme X show the contemplated regrades 
 at street crossings. Alost of the regrades will be beneficial to the street plan, particidarly those streets 
 crossing the canal with high bridges at present; thus Beech street will be lowered 10 feet, Crouse avenue 10. 
 Catherine street two, AIcBride street six, Townsend street seven, James street three, Geddes street two feet, 
 and seven feet at the Oswego canal. Green way avenue will be raised 18 feet, which, however, might be avoided 
 by a further depression of the track grade. In crossing the station yard. Plum street would be raised five 
 feet, Leavenworth avenue eight feet. In no cases would the approach grades to these crossings be more 
 than four per cent. Clinton and \'an Renssalaer streets would be cut off entirely. 
 
 As elsewhere detailed (City Plan), either Franklin or Clinton streets should be carried through to 
 the north and some means found for opening Van Rensselaer street, which seems destined to become too 
 important a thoroughfare to close. 
 
 Bridges and Covers: The plan as developed by the Grade Crossing Commission indicates single span 
 bridges as far west as Townsend street, giving a right of way 72 feet in width between bridge abutments, 
 with grassed slopes between bridges occupying nearly the entire width between canal blue lines. At State 
 street, the type changes to flush deck bridges with posts between tracks, the right of way then occupying 
 a width of 88 feet between j)iers. This construction continues to the station yard entrance. Beginning 
 somewhat west of State street, the right of way is to be covered flush with the surface for a distance of 
 about 500 feet, as far as the north side of James street, which street can then be leveled between State and 
 Warren streets by removing the hump over the Oswego canal. 
 
 Land of Damages: The right of way chosen will make necessary the removal of the Alowry & 
 Barnes and the Burhans and Black buildings on Canal street, also the Pierce, Butler & Pierce, Saul and 
 other buildings on block No. 90, all in the vicinity of the canal junction, also l:)uildings facing on Salina 
 street, north of Noxon. Further west, pro])erty will be required and all of Belden avenue as far as Alaltbie 
 street. These takings of land and the damages incurred, {)articularly in the vicinity of the canal junction, 
 will probably constitute the chief objection against this j)lan by reason of the expense, which will be heavy 
 in this district. However, there is no question that the change would be highly beneficial to the City Plan 
 in making possible the development of the public center as elsewhere described. 
 
 Facilities Provided: Scheme X, as developed, ])rovides a five-track entrance to the station trom the ' 
 east, 15 tracks through the station with one additional through track, and seven tracks from the west, the 
 two additional main line tracks being reserved for the Rome, Watertown & Ogdensburg entrance. Thus, 
 
 I 
 
REPORT OF BION J. ARNOLD 
 
 69 
 
 the station approximates the size of those in Rochester and Utica, altliough at Rochester two additional 
 through tracks were provided for through freight. Baggage, mail and express facilities are to be developed 
 along Noxon street, and coach yards are shown in the rear of the station stub ending at Sand street. In 
 this position the coach yard would be least objectionable to any location yet proposed to the station proper. 
 
 Future Expansion: One very desirable feature of this site is the possibility of so planning the station 
 layout as to accommodate any reasonable further demands, both as regards train platform and extensiem of 
 the shorter tracks of the original lay out. 
 
 Scheme XX — Maximum Development Plan: To illustrate this possible development, a “Maximum 
 Plan” was worked out by the railroad following the general alignment of Scheme X, in which the station 
 yard is shown expanded sufficiently to accommodate 10 platforms with 19 tracks and an additional through 
 lead. This development would require practically all of the space between the new i)ower house of the 
 New Process Gear company on Plum street and Noxon street on the south. The platforms range from l,v380 
 feet to 1,950 feet in length, thus providing for a double berth through type of station. 
 
 While a station of this kind is far beyond the immediate needs of Syracuse, if any such growth is 
 anticipated for the future, steps should be taken now to locate the head house permanently, so that when 
 the time arrives for extension there will be required no further distortion of streets or j)rivate space or 
 rebuilding of head house. The original Scheme X contemplated a depressed cut 300 feet wide at the 
 station. The maximum develoi)ment shows the cut 436 feet in width across the station, bringing the head 
 house within 80 feet of the Genesee street curb. 
 
 At the present time, the entire passenger train service of Syracuse totals eight trains ])er hour during 
 the busy period, or at the New York Central station alone a maximum of 1 1/3 trains i)er hour per station 
 track. In comparison, the La Salle street station in Chicago, a stub end station with 11 station tracks, 
 handles a maximum of 22 trains per hour, or two trains per station track j)er hour. 'I'he comj)aratively 
 new Northwestern station, Chicago, handles 2.88 trains per hour on 16 tracks. Assuming an increase of 
 traffic to double the present amount, it is difficult to see that with a double berth through tyi)e a station 
 any larger than those of Rochester and Utica would be required for many years to come, that is, a station 
 of six platforms with one or two extra through lead tracks. 
 
 It would, therefore, appear unwise for the city to permit such extensive taking of land for railroad 
 purposes in this vicinity as indicated by the “Maximum Development Plan XX” above discussed. In fact, 
 all present needs and probably those of the distant future would be met by a depressed station area 300 
 feet wide, the southerly wall 200 to 250 feet distant from the north curb line at the bend in West Genesee 
 street. Thus, the location of station head house more nearly in the i)osition shown in Scheme X would 
 appear to be desirable. And for the immediate present, it is probable that the excavation for the depressed 
 area need not extend any further than the northerly track of the present West Shore main line ])aralleling 
 Belden avenue. This recession of the maximum station site will make jiossible a much more harmouious 
 development of the railroad plans, the city and interurban car lines and the development of Noxon street, 
 which, in the Maximum Development Plan would be seriously obstructed by the head house. 
 
 Cost of Development: Detailed estimates made by the chief engineer of the Grade Crossing Commis¬ 
 sion show a total cost for ])hysical construction and ad<litional lands for station grounds of somewhat over 
 $4,500,000, including excavation, bridges, tracks, station and Rome, Watertown & Ogdensburg entrance, 
 or about $5,200,000 including engineering and contingencies. With the estimated damages the total cost, 
 exclusive of canal right of way, approximates $5,700,000. In the absence (jf a better method, the canal 
 lands were valued on a basis of the assessed value of the abutting ])roperty ])lus a 25 per cent. |)remium, 
 bringing the total cost of the original Scheme X Plan up to nearly $6,000,000. Without having recomputed 
 the details it ap])ears that not only the value placed upon the canal land but also the cost of property 
 damages incurred by the Canal Junction might be somewhat greater than estimated above. 
 
 Comparing this estimated cost of Scheme X with those of the West Shore IGevated Plan of 1911 and 
 the All-Canal Contiguous Station Plan of 1914 both estimated by the railroads and described later, the cost 
 
70 
 
 REPORT OF BION J. ARNOLD 
 
 of Scheme X ])r(jject is approximately $1,000,000 Lss than the cost of the West Shore elevation and 
 $2,800,000 less than that of the All-Canal Contiguous Plan, not considering the additional cost to be borne 
 by the Delaware, Lackawanna & Western railroad. Additional expense would be incurred in Scheme X in 
 extending the right of way to the west across the silt lands to connect with the main line at Solvay. 
 This, however, would he largely a matter of fill fro n the station excavation. 
 
 Final Conclusions are jiresented in the first part of this report. Generally, it may be said that this 
 station location is to he regarded as first choice of any of the plans developed as yet, although involving 
 some additional railroad occujiancy of land in the heart of Syracuse. 
 
 SECTION 11. PLAN P—WEST SHORE DEPRESSION ROUTE. 
 
 Station Along Belden Avenue Same Location as in Scheme “ X.” 
 
 d'his plan suggested itself in this analysis as a variant of the Canal-West Shore Route (Scheme “X”) 
 in order that existing railroad property might be used largely without the physical restrictions of the canal 
 bed route and that the expensive damages and reconstruction at the junction of the canals might be 
 avoided. The alignment is identical with that of the existing West Shore iMain Line. Its limiting points 
 are the Oswego Canal and Onondaga Creek crossings and the over pass at Geddes street. West of Salina 
 street. Plan P jiractically coincides with Scheme “X ” as develojied by the Grade Crossing Commission. 
 This plan does not avoid the canal issue and should be considered on the assumption that the Oswego Canal 
 is abandoned. 
 
 Beginning at the easterly end at Greenway Avenue the line begins to descend, taking advantage of 
 the hump of land west of Beech street, thence descending to station level at Clinton street, and thence rising 
 from Plum street to the over pass at Geddes street. 
 
 If the depression starts at Greenway avenue tiansverse street grades will be considerably disturbed. 
 Thus Teall avenue will be elevated 17 feet. Beech street 7 feet, C'niversity avenue at new crossing 7 feet 
 and Crouse avenue 4.5 feet. But if the depression starts further back nearer the city limits Beech street 
 requires raising only three feet. The remaining important crossings are practically unchanged as far as . 
 Plum street, which will be raised five feet, Leavenwoith avenue eight feet, \Tn Rensselaer avenue would be 
 cut off unless esjjecially treated as discussed in Scheme “ X.” This is with 0.5 per cent, grade approaches. 
 With steeper grades, street distortion both east and west could be reduced. 
 
 With this alignment the dej^ressed main line cimld absorb the northerly tracks of the West Shore 
 freight yard property in the general line of Brown street. On the westerly exit from the yards and along 
 the reverse curve crossing State and fames streets ad litional property would be required upon which no 
 very expensive buildings are located with the exception that the northerly corner of the Alhambra would j 
 be required and this building either moved or underp'nned. It is assumed five tracks would be depressed, 
 two for New York Central, two for West Shore and o le which could be designated for the Chenango \'alley 
 cr for a through track. This would leave the balance of the Canal street yards on the surface for an east 
 side freight terminal, fronting on Townsend or Catherine streets. Coach yards could be located on the sur¬ 
 face in the vicinity of the former east side engine home, using existing yard tracks for this purpose as far r 
 as Greenway avenue. / 
 
 Two disadvantages are encountered in this ])1 ui. 1st, reconstruction of a large trunk sewer in Pearl ' 
 street would have to be undertaken as its grade is jiractically the same as that of the proposed railroad cut. M 
 2nd, the improvement of grades of the fames and Wa’-ren streets intersection and their crossings over the . 
 canals would have to be undyrtaken as a separate proceeding. This imjirovement is very desirable. 
 
71 
 
 REPORT OF BION J. ARNOLD 
 
 Excavation: Comparing- Plan P and Scheme X, the approximate cost of excavation as estimated by 
 the City Engineer for the section east of Salina street is as follows; 
 
 W est Shore depression. . . .518,000 cubic yards 
 
 Scheme “ X ” . .... 433,000 “ 
 
 Difference .....185,000 cubic yards 
 
 Difference in cost approximately.. ..$92,500. 
 
 P)Oth plans would require new retaining walls for full height walls, i. e., 20 feet, the quantities and 
 costs would be about the same for either plan. For 10 foot walls and 1 :2 grass slope, which could be used 
 
 C. M. & St. P. R. R. Sacremento Boulevard, Chicago. Improving a forbidding 
 
 structure by shrubbery. 
 
 as far west as State street, the cost would also be about equalized. This latter, however, would require 
 a strip of land 120 feet wide as against 75 feet for full height walls. For Plan P the grass slopes would 
 lequire the abandonment of considerably more of the Canal street yard tracks than with straight walls. 
 
 Summary: In view of the above facts the West Shore depression may be regarded as one of the few 
 practicable plans. It would probably be less expensive than Scheme “ X ” considering the additional cost 
 ot canal lands for the latter’s location. It would dis])lace the entire Canal street yards excej)t lead tracks 
 sufficient for house and team track service at 'Pownsend or AlcPride streets. It would thus restrict rail¬ 
 road operations of the east side entirely within the districts at present affected and reduce materially the 
 total railroad occujiancy of the down town district, which is very desirable. In brief the advantages out¬ 
 weigh the disadvantages. ' 
 
 This jilan would also be available to the Delaware, Lackawanna X Western lines by constructing 
 the detour from Jamesville to Dewitt and providing a westerly exit both of which are possible. 
 
 Final Conclusions are presented in the first ])art of this report. 
 
72 
 
 REPORT OF BION J. ARNOLD 
 
 SECTION 12. IDEAL PLAN XP. 
 
 Depressed Canal West Shore Location. Union Station in Belden Avenue. D., L. & W. Detour. 
 
 None of the plans heretofore discussed presents vhat may be termed a complete or ideal solution 
 Of the grade separation problem for all transportation facilities involved, not only the steam but also the 
 iaterurban railroads and the canals. While canal abandonment is undoubtedly desirable, the cjuestiou is 
 ever at hand as to the best use to be made of the canal if abandoned. Throughout Syracuse, the canal 
 excavation is already about half completed for electric railway purposes if the canal thus is used, but much 
 less if used for steam railroad purposes. Therefore, in view of the great difficulties usually encountered in 
 enlarging railroad rights of way through modern cities after they are once established, it would seem but 
 reasonable that every effort should be made to find the best possible and most extensive use for the canal 
 bed as a transportation entrance rather than to completely abandon it. 
 
 A so-called Ideal Plan is therefore presented which recognizes both the demand for depression and 
 for the maximum present use of the old canal beds. It is designed to accomplish the following results; 
 
 1. To provide adequate union passenger station facilities capable of future expansion. 
 
 2. To provide physically continuous trackage for all roads now owning rights of way through 
 Syracuse. 
 
 3. To restrict further railroad occupancy of city areas as far as possible to districts already 
 adjusted thereto. 
 
 4. To provide adequate facilities for the Lackawanna in return for those released by this road 
 constructing the detour. 
 
 5. To conserve the investment in the released Delaware, Lackawanna & Western line by finding 
 another use as an electric line. 
 
 6. To provide for rapid transit or interurban entrance to the heart of the city. 
 
 7. To minimize the expense of additional lands and damages. 
 
 PREFERRED IDEAL PLAN. 
 
 The distinct departure of this plan is in the conq)osite feature of unification of all facilities and in 
 its adaptability in construction in stages. Two continuous through tracks (or more if necessary) are 
 provided for the Lackawanna in or parallel to the Erie Canal in return for its ceasing main line operation 
 on its existing right of way from the Armory yard south to the city limits. This practically means as far 
 as Jamesville to Headson’s or Dewitt Junction. This would enable the Lackawanna to use the Erie Canal 
 bed* for passenger service for the entire distance between Butternut Creek feeder and State street near the 
 main junction with the Oswego Canal. . The line wonld then curve northward into the throat of the Union 
 Station substantially as planned in “ Scheme X,” emerging from this station with a short connection at 
 low level with the Delaware, Lackawanna & Western salt lands spur already constructed and leading 
 northwest to a connection with the Oswego line. Ecr the reverse curve under State street the alignment 
 of Scheme X could be used or else one more nearly approaching that of the existing West Shore tracks 
 which might be developed with less disturbance of existing property. 
 
 In the bed of the canal would also be located a double track for the Oneida electric road, and possibly 
 also for the Suburban electric railway to Fayetteville if desired, or for any other electric road from the 
 east that may be built. 
 
 The New York Central lines would be depressed in the present West Shore right of way connecting 
 with the Union Station as in “ Scheme X,” except that the entrance thereto could be on a much easier 
 
 * .Assuming the approval of the State Legislature is obtainable. 
 
REPORT OF BION J. ARNOLD 
 
 73 
 
 I urN'c. The Rome, Watertown & Ogdenshurg entrance from the north would he made l)y way ol tlie 
 Ih racuse Junction line with a curve connection at the foot of the lake, not across the eastern apex of the 
 salt flats as in some previous schemes. 
 
 With this Ideal Plan, it is apparent that there are facilities available for any reasonable number of main 
 line tracks on separate rights of way, except where the Lackawanna would pass through the Union Station. 
 While it probably would be legally proper to consider a station ladder track or a diagonal crossing as a 
 physically continuous track, the above arrangement has the disadvantage that in its eastern approach the 
 
 I.ackawanna is located south of all other tracks, but on its westerly exit it is located north of them, thus 
 requiring a crossing which in this case would be at the throat of the station yard. However, there are two 
 possibilities in the development of this plan ; 
 
 1. Passenger Service Only: Depressed through tracks for Delaware, Lackawanna & Western 
 passenger service. 
 
 2. Freight and Passenger Service: Depressed through tracks for all Delaware, Lackawanna & 
 Western traffic, both passenger and freight. 
 
 If the former (I) were in operation and belt line facilities were available to the Lackawanna at 
 reasonable rental, the jjassenger line crossing at the station throat would be of little moment and this plan 
 would be preferable. But if (2) considerable freight were to be passed through the main depression this 
 would require continuous tracks ])referably lying entirely north of the station tracks as in the City of 
 Rochester (discussed below), or lying entirely south of the station tracks but without crossings at the station 
 throat. 
 
 MODIFIED OR ALTERNATIVE IDEAL PLAN. 
 
 A modification of the above plan may now be described which, if consented to l)y the railroads 
 involved, would largely meet the needs of the present situation, minimize expense to the Lackawanna and 
 at the same time make it possible at some future date to revert to the original preferred Ideal Plan first 
 described, i. e., when the Lackawanna should find it possible to detour its through freight entirely aivnmd 
 the city. 
 
 This modification contemplates the direct exchange of main line facilities as outlined between Dela¬ 
 ware, Lackawanna & Western and New York Central roads for the sole purpose of providing the Dela¬ 
 ware, Lackawanna & Western with a continuous northerly location for passenger and freight scj as to 
 avoid grade crossings within the limits of the station property and approaches thereto over which freight 
 trains would operate as in Rochester. 'I'he realignment of facilities in this modification would be as 
 Lillows: 
 
 1. New York Central main line to occupy the canal bed along with the Oneida and other electric 
 railway lines. 
 
 2. Depressed cut on West Shore right of way to accommodate West Shore main line and on the 
 north side of the cut of the Delaware, Lackawanna & Western main line. (.\n additional 
 track for the Chenango \’alley Branch might be provided if needed as far as State street, where 
 it could be merged.) 
 
 3. All of these six or seven steam tracks would converge intcj the depressed reverse curve enter¬ 
 ing the ])assenger station, the Delaware, Lackawanna & Western tracks then bearing to the 
 north and the New ^'ork Central tracks to the south, thence each containing westerly on their 
 own rights of way. 
 
 Eastern Entrance: At the eastern end of the im])rovement it is pro|)osed in this alternative ])lan 
 that Delaware, Lackawanna & Western tracks should occupy the existing West Shore elevated crossing 
 at Dewitt with its detour line from jamesville, there crossing the New York C'entral main line and the city 
 
74 
 
 REPORT OF BION J. ARNOLD 
 
 cn the northerly tracks of the West Shore property, following the northerly alignment across the salt 
 lands to its connection with the Oswego Division at the State Fair grounds. The Oneida electric line would 
 abandon this crossing at Dewitt and continue on the surface parallel to and south of the New York Cen¬ 
 tral main line into the canal bed. Similarly the Chenango V alley line could also parallel through the canal 
 cut as a fifth track or use the present crossing into the West Shore yard. 
 
 Interchange: Complete interchange of West Shore and New York Central tracks would be possible 
 ii desired by constructing a cross-over somewhere between the city limits and Dewitt. Thus, the New 
 York Central lines would be represented by at least four and jjossibly six tracks, if an extra through track 
 were constructed in each cut. 
 
 At such time as the complete detour around the city would be justified for Delaware, Lackawanna 
 Western freight, the detour line crossing New York Central main line at Dewitt might be extended with 
 a northerly curve to meet the tracks of the Syracuse Junction Belt. It would then be practicable to revert 
 to the Preferred Plan by an interchange of track facilities giving the Delaware, Lackawanna & Western the 
 canal entrance for passenger trains only and then placing all New York Central lines in the completed 
 VV'est Shore depression.* The routing through the station tracks would then involve no difficulties. 
 
 Oswego Canal: The Oswego Cana! bed would here be abandoned from its junction with the Erie 
 to about Belden avenue and used for a thoroughfare northwest from the Public Center. The remainder 
 of the canal north to the Salina locks should be used jchntly for an interurban entrance, a paved boulevard 
 and an industrial freight spur track serving all the industries along the present canal line and facing on Salt 
 street, State street and Sunset avenue. The wddth of the canal strip and its location for the most part 
 on a bench in the side of the hill makes it desirable tc have the double track interurban line located along 
 the westerly side of the strip and the freight si)ur track along the easterly side with a street between, 
 properly ])rotected by curbs. In this position all abutting industries would have rear door delivery. Out¬ 
 side of the interurban car tracks would be room for a sidewalk. This spur track could be connected with 
 Rome, Watertown & Ogdensburg tracks in Clinton street, about op])Osite Spencer street, and also could 
 connect directly with the present Free street tracks, at about Park street. 
 
 This facility would make it ])ossible to remove steam railroad tracks from State street and Salt street 
 where railroad operations now interfere with the necessary street traffic. And it is possible that certain 
 sections of Clinton street might be imprcjved simultaneously. 
 
 Interurban Depot: An important feature of this Ideal Plan is the definite provision of proper 
 entrance facilities for high speed interurban cars. It is contemplated that the abandoned Franklin street 
 terminal should be used for a combined interurban jjasenger and freight station and a public market. An 
 excellent entrance to this station may be had from the west on land no\v occupied by railroad tracks. But 
 this Franklin depot site could easily be adapted for either front or rear entrance or exit. But owing to the 
 large area in the rear already occu])ied by railroad tracks and without building development it is probable 
 that a more satisfactory entrance and exit could be made at this point where all switching could be done 
 clear of the street. 
 
 From this station could radiate all interurban lines that are now in operation and in addition a pos¬ 
 sible new interurban line running into the south hills and down Onondaga Yalley over the right of way 
 of the present Delaware, Lackawanna & Western steam line. 
 
 The one deficiency of this site is that the Oswego and Rochester lines and the Auburn lines from 
 the south as well as the Onondaga Valley line suggested would be obliged to use West street, which 
 will be more and more needed for freight teaming until the freight houses recede to Geddes street. But 
 this is perhaps counter-balanced by the ease of entrance for the Oneida electric cars, which could aj)- 
 ])roach by the hjrie canal as far as Clinton street, then rise to the surface and turn into the station without 
 touching West street. Suburl^an cars, whether routed via Fayette street as at ju'esent, or better by Water 
 
 '^Scc ‘Aliniimiin Construction” for iirograni of partial West Sh^rre depression, page 76 
 
REPORT OF BION J. ARNOLD 
 
 /o 
 
 street or the canal bed, could enter the station without crossing or running on West street. The South 
 Bay and Liverpool cars could hnd an e(|ually good entrance, crossing over the depressed steam track at 
 Clinton street and thence routing via Willow, h'ranklin and Water streets to the interurhan terminal. 
 
 Should it ultimately he found desirable to use the west end of the Erie canal as a rapid transit 
 entrance, the station connection would he relatively simple. 
 
 C. M. & St. P. R. R., Chicago. Type of recent 
 concrete Elevated structure. 
 
 This interurhan terminal would he only three blocks from the business center, accessible to all 
 car lines and reasonably accessible to the new railroad station. Supplemental stops in the canal bed for 
 all cars could readily be made for the greater convenience of passengers by constructing ])latforms at 
 depressed level in Clinton Square and in the so-called Canal S(|uare or present canal junction. 
 
 Delaware, Lackawanna & Western Interurhan: 'I'hc use of the released Delaware, Lackawanna 
 Western right of way to Jamesville and the south as a new interurhan entrance is suggested as a means 
 of conserving the major part if not all of the present investment in the line. 'I'he ])resent location would 
 not be objectionable for electric passenger and express service into the heart of the city. It is not within 
 the scope of this report to predict the i^ossibilities of electric service farther uj) the Onondaga vallev than 
 
76 
 
 REPORT OF BION J. ARNOLD 
 
 tlie terminus of the present city lines at Seneca turnpike. But the fact remains that the so-called South 
 hills or Morningside districts are developing rapidly under considerable handicap for local car service 
 and Onondaga Vhalley alone is without electric service. An exceptionally good right of way' exists for 
 suburban development and a low grade connection could undoubtedly be worked out for a line up the 
 \ alley'. This seems an opportunity for a new electric line at moderate cost. Under the plan proposed, 
 it is probable that the Delaware, Lackawanna & Western property' could be accjuired or leased under 
 very' favorable conditions as it is a means of increasing the salvage in the existing investment and not 
 a project recjuiring a new entrance into the city of Syracuse. Therefore, this would make it much easier 
 for the Lackawanna to consider favorably the detour plan for improved steam entrance. 
 
 Minimum Construction 
 
 As it would probably be considered unfeasible to construct both east side depressions for the steam 
 hues at the same time, about 6,000 feet of depressed construction may' be deferred for some years by 
 utilizing the surface tracks of the West Shore as far west as Crouse avenue, thence descending by a 
 1.5 per cent, grade to depressed level at Almond street. Even such a partly depressed entrance would 
 be far superior to the present Delaware, Lackawanna & Western entrance from the south, and the problem 
 of complete depression involved in this ideal plan would be much simplified in the present. 
 
 Clinton Square Station: The depressed cut for the Oneida electric, however, if started at all, would 
 have to be carried west as far as Onondaga creek unless an underground terminal were constructed in 
 Clinton square, separate from the joint depot above contemplated. 
 
 A still further reduction in the cost of initial construction could be made by' transferring the Oneida 
 Electric entirely from the depressed cut to the West Shore surface tracks. This would make it possible 
 for both New York Central and Delaware, Lackawanna & Western tracks to be accommodated in the same 
 cut. But unless the Delaware, Lackawanna & Western freight were entirely detoured via belt line, a 
 crossing would be required for the Delaware, Lackawanna & Western over the New York Central main 
 line at Dewitt in order to reach a northerly' location and avoid crossing the station ladder tracks. 
 
 Summary: This ideal plan seems to present the most complete and also the most flexible solution 
 of the physical problems of steam and interurban railroads in Sy'racuse. It not only' protects the integrity 
 of the present rights of way' of New York Central and West Shore companies, but also that of the Lacka- I 
 wanna, and make the present right of way of the Lackawanna, without modification, available for both in- i 
 terurban and switching purposes. When electrically operated such switching may' be done with com- i 
 paratively little nuisance. The ])lan also provides both freight and passenger facilities for the Lacka¬ 
 wanna so located as to use the union station efficiently and without interference with other joint users 
 in a manner somewhat similar to that now in force in the Rochester or Utica stations between the same 
 participating companies. It also provides for the New York Central lines more than the equivalent of their 
 ])resent Washington street and West Shore franchises. 
 
 d'he north branch of the canal would be used to advantage and only' the west branch would remain 
 without being ])ut to an immediate specific use. However, its unquestioned value as a future right of way 
 in a rapid transit development would certainly dictate that it should be retained under city control until ' 
 such time as a definite use could be found as a part of the transj)ortation facilities of the city. ^ 
 
 The departure from the five degree reverse curve at the junction of the canals as originally' laid 1 
 out in “Scheme X” is suggested not only on the score of economy in lands and damages, but also to obtain 
 a better alignment and easier curve. But if sufficient reasons are apparent for the adoption of the “Scheme 
 X” curve there is nothing to prevent its use as a part of the ideal plan presented herein. 
 
 Final Conclusions are presented in the first part of this report. 
 
REPORT OF BION J. ARNOLD 
 
 77 
 
 PART III-B —PLANS REJECTED 
 Section 13 — Elevated Plans C, C-1, R and T 
 
 Plan C — West Shore Elevation. Station at Townsend Street 
 
 'I'his plan has l)een worked out l)y the railroad tannpany in considerable detail, both as to station 
 arrangement and street grades. It extends over the i)resent West Shore right of way throughout, except 
 for the connections with New York Central main line at the eastern and western city limits. Beginning 
 at the easterly end, the line would rise gradually from ground level to an overhead crossing at ('ireenway 
 avenue and thence with minimum overhead crossings of LI feet under clearance at Elm street, Crouse 
 avenue, Catherine, State and James, Pearl and Willow, Salina, Franklin, Plum, Leavenworth, Sand, Ceddes, 
 Libertv and Hiawatha streets. The summit occurs in the center of the business district, 'riience the line 
 would descend gradually with a 0.5 per cent, grade to the salt flats and a junction with the New York Cen¬ 
 tral and belt line tracks at the western city limits, there crossing overhead the Delaware, Lackawanna & 
 Western Oswego branch. 
 
 Four main line tracks are indicated in the improvement, which is approximately 23,000 feet in 
 length from New York Central junction points east and west, or 16,400 feet from its easterly junction to 
 Libertv street, where the new and old grades coincide. West of Liberty street, the grade is gradually 
 lowered to connect with the New York Central main line. 
 
 No use of the present elevation of the West Shore right of way east of the city is made. 
 
 The Townsend street freight yards would be entirely displaced but the yard east of Beech street 
 would be retained, being reached by a 2 per cent, incline from the station elevated structure. The Canal 
 street industrial lead (old Chenango Valley line) is shown to be retained, also the Washington street 
 tracks, which, however, are intended for the use of the Oneida railway as well as for an industrial lead. 
 This, however, necessitates another lateral embankment across the valley to cross over the main line from 
 north to south connecting the ])resent West Shore with the Washington street tracks. 
 
 Both Teall avenue and Beach street would be closed in favor of Greenway and Flm, which are dead¬ 
 end streets. On the west end, \’an Rensselaer, an important through street, is to be closed in favor of 
 Leavenworth avenue and of Sand street, less than 40 feet in width, both dead-end streets. However, in 
 this westerly district the street development is so incom])lete that the crossings indicated on the plan 
 could easily be modified if desired. 
 
 The chief objection to this plan occurs in the center of the city at the crossing of State and James 
 streets. This diagonal double crossing would be 325 feet total span, with six su])porting bents, an under- 
 clearance of 14 feet and a rail elevation of 18 feet above the street. Although this W'est Shore plan calls 
 for only four main line tracks cast and west, six tracks are indicated through the center of the city leaving 
 the station on the west, two of which are designated as Rome, Watertown & Ogdensburg, branching off 
 to the north in the salt land district. This renders the ove’rhead structure at diagonal crossings from 90 
 feet to 140 feet in width along the streets crossed by the railroad. To make matters worse, this State 
 street crossing is located at the western throat of the passenger station tracks, making necessary a covered 
 ])assageway 170 feet in length at this point. 4'hus this overhead crossing over one of the most important 
 down town street intersections (State and James) would cover an area of approximately 27,500 scpiarc feet. 
 
 In this ])lan the station would be located entirely between Canal street and Burnet avenue, the sj)ace 
 accommodating 14 tracks with one extra through track through the center. 'Phe ])asscnger head house 
 would face the present canal with an underground concourse in 'Pownsend street to reach all of the over¬ 
 head tracks. 'Phe station ])latforms are comparatively short, ranging from 1,100 to 1,300 feet in length. 
 'I'he concourse is considerably off center of the station track area, so that not more than one train could 
 stand on any track at any one time, i. e., the ])lan provides not for a double berth but for a single-berth 
 station. 
 
78 
 
 REPORT OF BION J. ARNOLD 
 
 Coacli yards accommodating 50 and 52 cars resi)ectivcdy are laid out to the east of the station area, 
 extending from Howard street to Iflm street, a distance of 2,400 feet, with six tracks. Presumably 
 facilities for express, mail, etc., would also be develojjed just to the east of the station. An alternative 
 express house location is indicated in the vicinity of the north side market, Belden and Pearl streets, with 
 second story delivery direct from the elevated tracks. No elevators appear to be contemplated ; instead, 
 ramps for teams to ascend and descend. 
 
 It appears from this study that all of the present yard trackage owned by the West Shore railway 
 through the center of the city would be retained for elevated and station coach yard purposes, also Canal 
 and Washington street tracks are not even abandoned, an under pass being shown, permitting an entrance 
 at street level from the Fayette yards to industrial tracks in Pearl, State, Sunset and Free streets, whereas 
 these industrials could be reached conveniently from the north by a 1 per cent, or 1.5 per cent, ascent 
 from the Rome, Watertown & Ogdenslmrg track to Sunset avenue or Basin street, depending upon the 
 grade separation at Hiawatha street. 
 
 The cost of this elevation known as the 1911 West Shore plan is estimated by the railroad company 
 to be about $7,000,000 including bridges, tracks, lands, damages, station and engineering jjercentages. Of 
 this total the station and yards required nearly $2,000,000. The item of additional land and damages is 
 low in this plan as practically the entire improvement would be carried out on property already owned 
 by the railroads. 
 
 Conclusions: While the plan is entirely practicable from a structural view point and while the 
 alignment and grades are excellent for railroad operation, the plan is not acceptable for the following 
 reasons: 
 
 1. The construction of an elevated station and coach yard of such large dimensions, located so near 
 the civic center as practically to bisect the city proper, is undesirable from a public viewpoint. 
 
 2. The site is not capable of expansion either laterally or longitudinally and it practically ruins 
 the frontage on two im])ortant east and west commercial streets paralleling the canal by the erection of 
 a blank concrete wall. 4'he pro])ortions of the station are not adaptable to a double-berth layout as 
 may be required in the future for a union staticm of the through type. 
 
 3. Means and directness of access to the head house are entirely too limited both from the north 
 as well as from the south, if a solid fill is contemplated without additional street openings, especially at 
 McBride and Townsend streets. A vehicle and car concourse is equall)' necessary close to its entrance. 
 The plan shows an industrial freight track in Canal street, right in front of the station entrance at street 
 level. 
 
 4. The location of coach yards within the main central valley, paralleling the canal, is highly un¬ 
 desirable, even neglecting the switching which is bound to continue day and night. It is not essential 
 that these yards be close to the station. A location east of Beech street would be more in harmony with 
 the probable development of the business section eastward. 
 
 5. A double crossing of the New York Central main line by the Oneida railway cars is decidedly 
 undesirable. The Oneida electric crossing at Thompson road, east end, should be abandoned and a new 
 entrance built paralleling the New York Central main line at the same grade, or else the Chenango branch 
 developed as an entrance for the Oneida electric cars into Washington street if the cars are to remain 
 on this street. 
 
 6. The extensive crossing at State and James streets, while undesirable, may not be considered 
 by itself a fatal defect, provided the street underpass were properly constructed, kept well drained and 
 permanently lighted at night, and provided track elevation through the center of the city were a policy 
 generally acceptable in modern civic development. However, the other defects above mentioned are so 
 serious as to leave little room for acceptance of the plan on this score. 
 
REPORT OF BION J. ARNOLD 
 
 79 
 
 Alternative Plan C-1 
 
 No proposal appears to have been made for an elevated station location along Belden avenne witli 
 West Shore main line tracks only elevated through the city. P.elden avenue traverses a plateau of al)out 
 30 feet elevation gently sloping down to the edge of tlie salt lands level on the west. Thus an elevated 
 station in approximately the location of the depressed station of Scheme X, could be worked out, possibly 
 to better advantage than at Townsend street. There, however, would remain the one inherent defect of 
 an elevated structure bisecting the city, when other and better means are available for accomplishing the 
 purpose in view. 
 
 Plan R — West Shore - New York Central Elevated Plan 
 
 This modification of the original West Shore elevation contemplates only passenger track elevation, 
 starting at the eastern city limits, continuing straight west of Saline street, thence curving southwest 
 
 C. M. & St. P. R. R. Electric Rapid Transit Line, Evanston. Showing the bulk of 
 
 Solid Fill Construction. 
 
 across and parallel to the canal with an elevated station yard extending from h'ranklin t(j 'I'ioga street 
 and coach yards in the rear. The passenger station head house would be located at approximately the 
 intersection of Washington street and Onondaga creek. 'I'he present New York Central ])asscnger station 
 is to be given over to interurban electric car service, both passenger and freight. 
 
 A west side union freight yard is to be maintained beneath the coach yards and an east side union 
 freight yard on the site of the i)resent West Shore yard, ])aralleling the canal. All Delaware. Lacka¬ 
 wanna & Western passenger service from the south is to be detoured from jamesville to a connection 
 with the main line tracks at hhist Syracuse and use the union station jointly. 
 
 d'he ])lan is said to minimize the ])roblem of ex])ense for construction and damages for a new 
 location of railroads and to eliminate entirely the Itrie canal as an essential factor in railroad grade 
 separation. Another advantage cited ff)r this ])lan is that it ])ermits direct car delivery to the second 
 floor of the new Postoffice to be erected at the corner of Cenesee and h'ranklin streets. 
 
 vStreet im])rovenients are suggested which merit consideration. 
 
80 
 
 REPORT OF BION J. ARNOLD 
 
 1. Burnet avenue extended straij^ht through to West Willow street (one block intervening). 
 
 2. Thence diagonally to Tracy street (two blocks interveningj. 
 
 3. Same connecting with Park avenue (one block interveningj. 
 
 4. Tracy street extended west to Lakeview avenue as a marginal street (three blocks intervening). 
 
 5. Old Delaware, Lackawanna & Western right of way converted into a diagonal trucking street 
 from West and Fayette streets to Harrison and Salina streets (one block interveningj. 
 
 Conclusions: The alignment and grades are excellent, but this plan is rejected for the following 
 reasons; 
 
 1. On the general score of an undesirable elevated structure through the center of great traffic 
 movement. It simply mitigates, but does not avoid the undesirable features of the previous West Shore 
 plan. 
 
 2. The alignment cuts through valuable building space, altogether too close to Burnet avenue (ex¬ 
 tended) and Willow street to permit of efficient development of the abutting property. 
 
 3. It imposes an overhead crossing at State and James street practically is bad as the previous 
 plan, although the main line tracks may be reduced to four or five in number. 
 
 4. It imposes a structure entirely out of harmony with and too close to the location of the elongated 
 square or bi-focal public center elsewhere described, the nucleus of which is now under construction in 
 the form of a new Postoffice. 
 
 5. The operation of a freight yard below a passenger coach yard from 500 to 600 feet in width 
 
 with the necessary switching therein would apjiear to streets prevented for the same reason unless the 
 
 6. The existence of two levels of superimposed tracks at the western end of the yards would make 
 grade separation at the important Oeddes street crossing practically impossible without abandoning the 
 canal and depressing the street. Thus the canal is somewhat involved in this plan. 
 
 7. Connection of Van Rensselaer and Oswego be impracticable without electrification, 
 canal is abandoned. 
 
 The plan contem])lates the entire abandonment of the Delaware, Lackawanna & Western pro])erty 
 existing between West Fayette street and Jamesville, excepting possibly the industrial leads in Clinton 
 and Taylor streets. 
 
 Plan T — New York Central Elevated Over Canal Bed 
 
 This ])lan assumes a Delaware, Lackawanna & Western detour north from Jamesville joining the 
 New York Central main line at Dewitt, also that the canals through Syracuse shall be preserved. The 
 
 New York Central main line would continue west from and at its easterly elevation upon a steel structure 
 
 above the Erie canal through the city. Above this main line level would be a second level accommodating 
 passenger waiting rooms, railroad offices, exjjress offices, warehouses for express and freight, and mer¬ 
 cantile and light manufacturing establishments. Passenger and freight elevators would handle freight 
 between canal and railroad levels. A third story is even proposed for an automobile highway and 
 promenade through the city, the structure constituting a fire wall through the center of the city to 
 prevent extensive conflagration, and being suggestive of the “ Hanging Gardens of Babylon.” 
 
 Conclusions: This plan is included as representing a type of suggestions which always appear in 
 a problem of this kind, but which are distinctly visionary. But it should be said that this proposal, how¬ 
 ever extravagant it may seem, appears to be the first to have encouraged the idea of conservation and 
 development of “air rights” over the canal as elsewhere recommended in this report. 
 
 Section 14 — Detour Routes and Plans G, H, I and J 
 Plan G — Northerly Station via Junction Railroad 
 
 4'his ])lan accommodates only the New York Central lines, although the Delaware, Lackawanna & 
 Western could use the union station facilities by means of the Jamesville detour later described with a 
 
REPORT OF BION J. ARNOLD 
 
 81 
 
 physical connection at East Syracuse. All passenger trains are t(j be carried aronnd the city via the 
 Syracuse Junction railroad, the present passenger station l)eing abandoned and the present freight stations 
 and yards reached only by stub-end inoveinents. The grade and alignment are good, as the passenger 
 service simply parallels the present freight service. 
 
 I'he ])assenger station is to be located contiguous to the main line tracks on the salt lands just 
 west of Salina village with head house between Park and Sl)ring streets. There is ample room at this 
 location for the development of any amount of station facilities and the grade separaticm at Spring and 
 Park streets would be automatically accomplished by a through station on the second deck with head 
 house and concourse communicating from the ground floor. 
 
 Conclusions: This plan is discarded for the primary reason that the passenger station is located 
 entirely too far (approximately 13,000 feet) from the business center. To be sure, the street and transit 
 communications are good, or could be made so, but the fact remains that the city has i:ot yet expanded and 
 solidified throughout the lower levels of the central valley to warrant such a diversion of an important 
 facility. Moreover, the location of a large, permanent structure of this nature on the flats necessarily 
 involves extensive foundation preparation and fill. This district was formerly occupied by salt sheds and 
 canals, so that an area approximately 1,500 by 4,000 feet long would probably have to l)e filled to make 
 it habitable for station purposes, i. e., the entire area bounded by the Junction and Rome, Watertown 
 & Ogdensburg railroads and by Eree street. As elsewhere discussed it seems more logical that all areas 
 contiguous to the Junction railroad should be reserved for industrial development with spur track service 
 
 Plan H — Modification of Northerly Location 
 
 In order to overcome the principal objection to Plan G, as to inaccessibility and distance from the 
 business center, the then Mayor Will proposed a station location in the southerly part of the salt lands 
 district about 8,500 feet from the business center. It is proposed to use the route of the Junction railroad 
 for 2 :)assenger train entrance in the same manner as in Plan G, but to curve the passenger lines around 
 Salina village in a southeasterly direction. The station j^roj^er would be reached by new streets connect¬ 
 ing diagonally with the boulevard to the west and West Genesee street on the east, and would be served 
 by the Belden avenue car line. 
 
 Conclusions: This plan is discarded for several reasons, ajjparent from the acconij)anying Eigure 
 6. The station would be badly proportioned because of having to be built as a tangent in a long sweej) 
 curve. The location is not enough more accessible than in Plan G to make worth while the undesirable 
 railroad track layout indicated. The entrance curve from the east to the station would cross the neck 
 of the Barge canal basin now under construction and thus ojjen uj) the whole question of ultimate grade 
 sejjaration in the salt lands industrial district, in which no street layouts have been definitely studied 
 out or decided ui)on. The right of way would have to be elevated, which would introduce a long curved 
 embankment across the flats which would disturb any logical use of same for further industrial develop¬ 
 ment. The station location occurs in the district where the foundation difficulties have been found 
 greatest and it is cjuite jjossible that this extra exjiense would quite outweigh the comjiaratively low cost 
 of land in this section. 
 
 Plan I — Modification of Northerly Location 
 Station at Bear and North Clinton Streets 
 
 Another adaptation of former Mayor Will’s suggested Plan G utilizes this same iu-lying curve 
 of Plan H, through the salt flats for the i)urj)Ose of bringing the station somewhat closer to the city. 
 However, this distance would likewise be about 8,500 feet, reached by suital)le traffic streets. 'I'he 
 api)roach from the north is somewhat im])roved over the original Plan G, by utilizing the north side cut 
 or old canal ditch })aralleling Eree street. The tracks, however, would have to be elevated to about 27 
 feet above datum at this point, gradually rising to meet the West Shore elevation further west. 
 
82 
 
 REPORT OF BION J. ARNOLD 
 
 Conclusions: Practically the same objections may be raised to this plan as to Plans O and H. 
 Again the station layout is badly proportioned and limited by its curved approaches. The embankment 
 unnecessarily mutilates a street layout and industrial development of the salt flats. Diversion to the east 
 would be utterly impracticable and diversion to the west of the canal basin would locate the station out 
 in the middle of the salt flats. 
 
 I'lius it appears that any attempt, as in detour Plans G, H and I, to bring the station site closer to the 
 civic center, and at the same time take advantage of the low levels and cheap land of the salt flats is 
 practically defeated by the necessity for a through type of station as distinct from a stub-end type. If 
 Syracuse were a terminal instead of a main line sto]), a stub station might be considered, but this is 
 practically out of the (juestion. In any event it is believed the salt flats should be reserved and developed 
 for industrial purposes only. 
 
 Plan J — Intermediate Detour Route via Park Street 
 Station on Salt Lands 
 
 This scheme attempts to develop a low grade connection across the north side, utilizing the natural 
 saddle between the two crests north of the Erie canal. Beginning at the east end, the line leaves the New 
 York Central main line at Midler avenue, town of Dewitt, thence northerly by a reverse curve to an east-west 
 alignment between Park and Jasper streets, thence descending across the salt lands to a junction with 
 the Syracuse Junction railroad at the southern end of the lake. The route would require much cut and 
 hll with a summit of about 175 feet elevation at Teall avenue and the easterly approach thereto, rising 
 from the West Shore level grade at elevation 58 feet, would encounter a grade of over 1.9 per cent, or 
 equivalent to somewhat over 2.0 per cent, when compensated for curves. 
 
 Conclusions: This plan is deemed quite impracticable not only for the approach grades involved, 
 but also on account of the mutilation of the street plan in the northern section of the city. Further, the 
 only location available for the passenger station, on the salt flats, w'ould be interfered with by the barge 
 
 canal basin unless the line were diverted north and south of the basin. In either case the cost of 
 
 developing the site and the inaccessibility only add to the impracticability of the plan. 
 
 SECTION 15—TUNNEL PLANS K, L, L-1 and M 
 Plan K — Station at Genesee and West Streets 
 
 All of the tunnel plans tunnel the north side hills and utilize for a station site the high land just 
 south of the salt flats, the same as adopted for Scheme X. Plan K shows the line gradually descending 
 from about Greenway avenue to a portal at Oak street, thence through a tunnel 4,800 feet in length to a 
 westerly portal at State street, thence on a level about 12 feet below the bed of the present Oswego canal 
 to accommodate a depressed station of the through type, thence rising to the present track level of the 
 overpass at Geddes street and finally descending again over the present West Shore fill. A five-track 
 tunnel is proposed, single arch of about 66 foot span with a station 20 tracks wide and head house plaza 
 located at the intersection of Genesee and West streets. 
 
 With the exception of Leavenworth and Plum streets the plan has been well worked out at the 
 westerly end to avoid mutilating the street plans. Leavenworth avenue would be raised 10 feet and Plum 
 street 6 feet, both requiring ramps. Van Rensselaer street is not carried through as it is at present cut 
 off by the West Shore railroad. The alignment permits of a station of good proportions. On the east 
 end, how'ever, the descending grade introduces undesirable humps in Burnet avenue (5 feet) and Teall 
 avenue (9 feet). It appears that by starting the grade further east, this distortion of streets could be 
 
REPORT OF BION J. ARNOLD 
 
 83 
 
 largely avoided, also the closing of Canal street. If it shonld he decided to carry 'I'eall avenue acrf)SS 
 the easterly valley on a viaduct to connect with Colninhns avenue, the enforced elevation at the New 
 York Central crossing woidd then he of no moment. 
 
 Conclusions: While the physical alignment and grade and station location represent much improve¬ 
 ment over the detour plans ])revionsly discussed, this plan is discarded principally on the score of the 
 length of the tunnel encountered. If electrification of main lines were imminent, this ohjection would 
 
 Belt R. R., Chicago. Boulevard Crossing. 
 
 disappear. But in view of the experience of the New York Central elsewhere with tunnel operation, it 
 tvould not consistently propose for Syracuse a tunnel nearly one mile long with a two per cent, grade on 
 a curve therein without electrification. 
 
 Plan L — Modified Southerly Alignment 
 
 It here is proposed to utilize the West Shore right of way westerly as far as Lodi street, descending 
 to an underpass at Burnet avenue and a portal at Green street, thence by a tunnel 2,900 feet in length 
 to a depressed through type of station in practically the same location as in plan K (also “Scheme X”). 
 
 Conclusions: This plan is discarded for practically the same reasons as Scheme K, viz., the curved 
 tunnel. Here the curve is about four degrees, although the tunnel is considerably shorter—2,900 feet. 
 A straight tunnel is not permissible in this general alignment, owing to the contour of the hills, and the 
 resulting mutilation of streets by a])jn-oaches thereto. In this j)lan both Teall avenue and Lodi street 
 are closed, which is highly undesirable from the viewpoint of a future street plan. 
 
 Plan L-1 — Long Tunnel Plan 
 
 Originally a long tunnel was i)ro])osed, extending between portals from Dillaye avenue near the 
 eastern city limits to the above described western portal at North .State street. 'Phis tunnel avoided 
 entirely the central valley. But however desirable tbe alignment, it cannot be considered seriously on 
 account of its length, 8,900 feet, and the existence of a long one degree curve therein. 'Phis |)lan. how¬ 
 ever, is less destructive of existing or projiosed streets than any of the other tunnel i)lans. 
 
84 
 
 REPORT OF BION J. ARNOLD 
 
 Plan M — Three Tunnel Plan 
 
 A further nioditied tunnel ])l:iu was proposed by former Mayor Will in the eft'ort to avoid the 
 ol)jectional)le curves in the tunnel, and virtually shorten the same to a safe extent by making use of 
 the lateral valleys to introduce oi)en cuts for light and air. 'I'his three tunnel plan totals 5,050 feet of 
 tunneling, with the longest section 2,900 feet, which is jjractically the same length as the alternative 
 alignment, plan L. 
 
 Conclusions: This plan is rejected for the same reason that in order to cut the tunnel into three sec¬ 
 tions to obtain the desired light and air, the easterly and westerly portals strike the present street grade at 
 the important thoroughfares of Burnet avenue and State street, also, depressing Salina street and requir¬ 
 ing an elevated station instead of the depressed station with head house at (lenesee and West streets. 
 If the entire right of way were sufficiently depressed to go under Burnet avenue and State streets with 
 a depressed station, the tunnel would be 11,000 feet long aud in this event the alignment would be useless 
 for steam operation. 
 
 SECTION 16 —DEPRESSION PLANS S, D & O 
 Plan S — D., L. & W. Depressed Route, Present Alignment and Station 
 
 An effort was made to develop a practicable depressed route along the existing (or modified) Dela¬ 
 ware, Lackawanna & Western right of way between Standart and Geddes streets. South and west 
 respectively of these two points the railroad grade rises—one per cent, on the south and somewhat less 
 on the west,—in order to cross the Erie canal bridge. The Delaware, Lackawanna & Western descends 
 most of the way from Binghamton, for 20 miles on a one per cent, grade into Janiesville, and thence by 
 about the same grade into Syracuse, except for a short stretch of level track through the saddle south 
 of the city. 
 
 The city section of the line is already depressed nearly 37 feet from the elevation 64.4 feet at 
 Standart street to elevation 27.7 at Dickerson street. The line then rises to elevation 52.7 at the Erie 
 canal crossing. To depress the track beneath the street about a two per cent, grade would be required 
 to enable the line to pass under Grape street without disturbing the roadway. Even with this heavy 
 grade. Orange street would be elevated two feet, Burt street five feet, and Sizer street would be cut off 
 altogether. On the west, after the railroad has ascended to cross the Erie canal, it continues practically 
 on a level. 
 
 The principal difficulty occurs at the crossing with Onondaga creek at Jefferson street. This creek | 
 is subject to wide fluctuations in level during the freshets. And although the bank has been lined, the 
 maximum high water has risen to an elevation of 23 feet during Alarch, 1910. Ordinarily mean high | 
 water rises to 20 feet elevation. On account of these freshets the present under clearance of the Jefferson j 
 
 street bridge is none too great. | 
 
 I 
 
 To depress the Delaware, Lackawanna & Western right of way through the city would thus bring ' 
 the rail level beneath normal water level in the creek. IMoreover, the city’s main intercepting sewers . 
 parallel this creek and w'ould be intercepted by the railroad depression. The only practical method of I 
 avoiding this hydraulic problem would be to siphon both the Onondaga creek and the intercepting , 
 sewers, which would call for a large reinforced concrete structure in which the waterway would be de- ' 
 pressed perhaps as much as 12 feet. ■ 
 
 I 
 
 The station structures and yards in this plan would presumably continue to be located on the Armory 
 site. No difficulties would be involved as far as the passenger station is concerned, but if the freight 
 station were retained in the present position, a surface track lead from Fayette Street would have to be main¬ 
 tained on the present alignment or else the entire site would have to be excavated for a depressed station , 
 
REPORT OF BION J. ARNOLD 
 
 85 
 
 to and from which freight would be handled by elevators or by inclined trucking ramps. Either means 
 would be more desirable for outbound than for inbound houses as the operations would be greatly assisted 
 by gravity. 
 
 Conclusions: This depressed ])lan is discarded as im])racticable not only on account of the con¬ 
 struction difficulties brought about by crossing Onondaga Creek, but also by the inadajjtability of the 
 present alignment for such depression. To siphon such a constricted waterway as the creek would involve 
 serious danger of stoppage by debris carried down with the surface water. Such a depressed yard adjacent 
 to Onondaga Creek would also involve drainage difficulties. 
 
 An alternative alignment across the southern valley is also impracticable because of the high eleva¬ 
 tion at which the Delaware, Lackawanna & Western railroad approaches Syracuse from the south. 'Ikj 
 be sure the line could be continued northerly around the base of University Mill to intersect the Canal bed 
 route beneath street grade. However, this would introduce an objectionable curve beneath Water street 
 and in any event would only provide for passenger traffic, the freight situation still remaining unsolved. 
 From all view points, Delaware, Lackawanna & Western depression seems impracticable. 
 
 PLANS D. AND O. CANAL LOCATION—STATION BETWEEN ORANGE AND ALMOND 
 
 STREETS. 
 
 These plans are virtually identical except as to details of station layouts. Commencing at the east¬ 
 erly end, the New York Central tracks would be diverted from the present alignment by a one degree curve, 
 crossing beneath the Chenango Branch industrial track in Canal street into the bed of the Canal at Beech 
 street, thence following more or less accurately the present alignment of the canals to the western and 
 northerly city limits. This plan contemi)lates six tracks, two for the Chenango Branch, two New York 
 Central express, and two local (“ future ”) all with 13 feet centers. On the west two tracks would be 
 allotted to the Auburn Branch, and on the north, two tracks to the Rome, Watertown & Ogdensburg, the 
 remaining two tracks in the Oswego canal bed being devoted to switching leads from the station, the 
 latter leaving the Erie canal bed on a 10 degree curve. Any attempt to ease this curve would involve 
 destruction as in “ Scheme X ” of the existing buildings occupied by the Saul, Pierce, Butler & Pierce and 
 the Syracuse Heat and Power Companies. 
 
 The passenger station is developed as a single berth through type station along this depressed right 
 of way with overhead concourse and head house facing East Water street. In Plan O, which is devclo])ed 
 in considerable detail, the head house is located between Orange and Almond streets. In Plan D it 
 centers on Grape street at the west end of the station yard platforms. This development shows 14 tracks 
 with platforms from 600 to 1,800 feet in length and four additional service tracks. 
 
 This development requires the entire space between the southerly edge of the Canal property to the 
 northerly edge of the West Shore property. A depressed coach yard of 130 cars capacity is developed on 
 the West Shore property, between Crouse and Catherine streets. 1'he remainder of the existing Canal 
 street freight yard is to be disconnected but presumably used for an h'ast Side freight terminal facing 
 Crouse avenue at street level. About one block of new i)ro])ertv would be recpiired to accommodate the 
 depressed station ladder tracks and yard. 
 
 Conclusions: 'I'his plan is rejected principally on account of the location of station. 'I'here is no 
 doubt that this easterly station location was chosen in order to facilitate the Rome, Watertown N ()gdens- 
 burg entrance from the west. However, it is cpiestionable whether a 10 degree curve for main line or 
 switching lead in a depressed cut and this curve commencing at the throat of the station yard would be 
 i?ood ])olicy. The site permits of some lateral expansion, but owing to the otherwise cramped location 
 and to the available area being all on one side of the canal right of way, the proportions of the station are 
 not as desirable as could be obtained with a more symmetrical lay-out. 'Phis, however, is an imprt)ve- 
 
86 
 
 REPORT OF BION J. ARNOLD 
 
 incnt on the West Shore hhevated Flan C in that long through trains may be accommodated nearest the 
 head-house. Neither engine nor coach yards should be permitted in this section of the city so close to the 
 residential and retail area. 
 
 It ai)])ears from the plans that, north of Salina and west of Geddes streets, a considerable departure 
 would be made from the actual canal l)ed to secure a reasonable railroad alignment. While this is compara¬ 
 tively simple as regards cut and till, a considerable amount of property condemnation and re-arrangement 
 would be necessary so that the advantages of the canal bed location beyond these points for railroad loca¬ 
 tion are rather questionable, which suggests other uses to which it is better suited. It is also questionable 
 whether six tracks are necessary for accommodating the New York Central lines alone unless it is expected 
 that the Delaware, Lackawanna & Western shall also use this station. Where such expensive construc¬ 
 tion is involved the Delaware, Lackawanna & WYstern facilities should not be lost sight of in any union 
 station program. 
 
 The plans show an additional embankment and over-pass to be constructed just east of the city 
 limits for an industrial connection between the West Shore east side yard and the existing industrial 
 track service in East Washington street. Canal street and the vicinity of widewater at Teall avenue. It 
 would appear that all service in Canal street would have to be abandoned in this plan, and that industrial 
 service at Washington street is of so limited a character as hardly to warrant the construction so close 
 to the city of an additional industrial over-pass. Instead, some other connection should be devised nearer 
 the East Syracuse yards, e. g., at the contact of the two roads at Kirkville. 
 
 The plan also contemplates the use of the Washington street tracks by the Oneida third rail cars, 
 and a connection is shown iiear Thompson’s road from the West Shore elevation to the New York Central 
 grade. These electric cars would then take the southerly of the main line tracks into Washington street. 
 If this connection is made, the industrial territory at W-ndewater may be reached directly from the West 
 Shore and Chenango Branch, and by switch tracks from the Dewitt yards without the necessity of an over¬ 
 pass. Electric express service, in any case, would be handled at a city station as at present, not at the 
 east side freight yard. Such unnecessary physical obstructions across the valley should be discouraged to 
 the greatest possible extent. 
 
 SECTION 17—COMBINED ELEVATED—DEPRESSED PLANS. 
 
 Plan E. Continuous Station Plan. Canal Location. Station at Niagara Street. 
 
 'I'his jjlan re])resents an attempt to develop an all canal route in which the station proper and 
 station yards are removed from the central part of the city and relocated within present railroad area, but ' 
 more accessible than the previous locations proposed for other parts of the salt flats. This also represents 
 the first plan in which co-operation of the railroads in a union station project is assumed to be impractic¬ 
 able. Therefore, two independent passenger stations have been provided in practically the same location, • 
 Niagara street, on opposite side of Washington street, projected into the present railroad area. ’ 
 
 It would seem that the primary function of such a contiguous plan would be to provide the maxi¬ 
 mum ])assenger and baggage transfer facilities between stations. However, in view of the fact that the 
 New York Central as well as the Delaware, Lackawanna & Western operates passenger service from Syra¬ 
 cuse to Oswego and Fulton, there would be comparatively little necessity for transferring between these 
 lines except from the New York Central main line southwest toward Binghamton and for the few Dela- , 
 ware, Lackawanna & W'estern points northwest of Syracuse not reached by the New York Central lines, 
 and vice versa. This function of the contiguous plan, therefore, would appear to be of rather secondary i 
 importance. 
 
 However, a matter of more importance is the concentration of railroad facilities of like character; 
 within a territory which would be least affected bv railroad operations and still provide reasonable facility ' 
 
REPORT OF BION J. ARNOLD 
 
 87 
 
 of access to the adjacent business center — in this case a distance of about 3,600 or 4,000 feet. study of 
 this plan indicates that practically the entire territory from West h'ayette street to the iu>rthern limits 
 of the canal strip are recpiired for the new Washington street extension, for the Delaware, Lackawanna & 
 Western elevated station and for the New York Central de])ressed station, the platforms of which extend 
 from West to \'an Rensselaer streets, varying from 540 to 1,800 feet in length. 'I'his improvement, of 
 course, will displace both New York Central and Delaware, Lackawanna (!t Western freight houses and 
 team tracks, the present coach yards, also practically the entire New York Central storage yards for the 
 reason that the remaining tracks would he so short as to he useless f<n' handling hjng cuts (jf cars. 'I he 
 
 C. M. & St. P. Railroad. Humboldt Boulevard, Chicago. 
 
 lay-out would not disturb the existing New York Central roundhouse and shops and re])air yards between 
 Oswego and Geddes streets. These are, however, soon to he removed. The industrial track connection 
 into Tracy street would have to he abandoned. 
 
 Where to locate the ecjuivalent city freight facilities thus becomes a (juestion contingent uj)on this 
 lay-out. To answer this cpiestion satisfactorily, the ])resent method of operation of the entire freight system 
 of the Syracuse district recpiires analysis, which is submitted elsewhere in this report. It is sufficient to 
 say here that city ordinances recpiire the Fayette street yards to be operated as stub end yards, i. e., that 
 both east and west bound freight should pull out west not east through Washington street. While some 
 concession is now made in favor of a daily scheduled fast freight service to New York, (which is allowed 
 to ])ass through Washington street), it is (|uestionable how long this will continue, lienee the ])roper 
 location of a city freight yard located on the west side and having all the advantages of the ])resent yard 
 recjuires only accessibility and a proper entrance from the west. 
 
 P'or city freight ])urposes only, it is probable that a suitable yard could l)e developed between \'an 
 Rensselaer and Liberty streets. I lowever, the grade S':“paration ])roblem at Geddes street prohibits such a 
 yard which would necessarily be upon the surface, for the New York Central main line and passenger 
 station would be dei)ressed, and the Delaware, r.,ack:iwanna & Western main line elevated as far as 
 Geddes street. This would mean three levels pre-empted for railroad operation, which would make it 
 imposible to carry (>eddes street either over or und‘r the stirface. It is clear that the contiguous station 
 location practically requires that the entire New York Central freight facilities of the h'ayette yards shall 
 be removed to some other location, unless the Delaware, Lackawanna tSv Western tracks descend to the 
 
88 
 
 REPORT OF BION J. ARNOLD 
 
 surface at Geddes so as to permit this street being carried over both Delaware, Lackawanna & Western 
 and New York Central yard tracks, in which case the New York Central surface vard could be developed 
 with western entrance at street grade. ' 
 
 An alternative west side city freight yard has been suggested along the West Shore right of way 
 north of Leiden avenue. While the present restricted development in this territorv permits of such a 
 
 r ’ unianufacturies south of FayeLe street, which are 
 
 rom 3,000 to 4,000 feet distant, or to the contiguous properties already developed on the salt flats for 
 the reason that the yard would be upon highlands and require heavy trucking grades for out-bound loads. 
 
 Another location is also proposed for substitute freight yards for classifiaction and storage onlv in 
 the oval space west of Harbor Brook between the West Shore and New York Central rights of wav This 
 yard is to be divided into two parts, west-bound and east-bound, the former receiving from the city yards 
 and de ivering to the mam line tracks west, the latter receiving from the west and connecting through 
 with the Syracuse Junction Belt and also with the city freight leads. Thus, east-bound freight could 
 )e e ivered to Dewitt yards, via the Junction Belt with but one reverse movement, and inbound citv freight 
 after break-up could be delivered by direct movement. 
 
 Conclusions: This contiguous station plan as shown is discarded as it is based upon a policv of 
 arbitrary non-cooperation in union station facilities aid is uneconomical in its street development. The 
 
 contiguous feature apjiears to be of little relative importance except to centralize all passeno-er station 
 facilities to a large degree. 
 
 However, the Niagara street location has possibilities if it can be developed without displacing 
 entirely the necessary facilities for city freight for which, all things being considered, the present area 
 
 seems best adapted. 
 
 A very desirable new artery of travel to the westward—Washington street—is provided. However 
 the remaining strip between the new Washington street and Fayette street is used to poor advantac^e The 
 two streets could be consolidated to better advantage by widening Favette street for the purpose of trafflc 
 and transit, also consolidating the railroad facilities. To be sure, industrial spurs would cross this widened 
 thoroughfare at some points, though this need not be serious. But with the additional area between the 
 canal_ and Tracy street, a much more compact station Layout could be developed, thus rendering available 
 additional facilities for city freight as required. 
 
 1 he plan is commeiKhable in opening the two North-South street connections jicross this railroad 
 L-act which IS now 3,300 feet in length without any street crossing between West and Geddes streets. 
 
 lese are Leavenworth-Niagara and Van Rensselaer-Oswego streets, both of normal grade Geddes -street 
 grade sejiaration is of course contemplated. 
 
 PLAN F.—TWO-LEVEL UNION STATION PLAN, FAYETTE AND NIAGARA STREETS. 
 
 Consideration of “ Contiguous Station ” Plan K with separate stations located on opposite sides of 
 Wcashington street (extended) now suggests a modification of the “contiguous” scheme embodvin- the 
 union station idea, in which both New York Central and Delaware, Lackawanna & Western 'facTlities 
 could be maintained independently without excessive disturbance of the Fayette yard areas. The canal bed 
 v.ould be occupied by New York Central tracks as far west as necessary to effect an efficient reoro-aniza- 
 tion of the yards. The Delaware, Lackawanna & Western main line would be elevated through the station 
 as far west as Geddes street, thence descending to the jiresent surface. This would provide a two-level 
 tiiough-type station with a single head house and an intermediate concourse at street level servino- Dela 
 ware, Lackawanna & Western tracks above and New York Central below. 
 
 1 his i)lan would displace both the Franklin street terminal of the New V'ork Central and the Vrmorv 
 station of the Delaware, Lackawanna & Western. But the Fayette street yard property of both companies 
 
REPORT OF BION J. ARNOLD 
 
 89 
 
 is used to much greater advantage than in the Plan E hy omitting the extension of Washington street and 
 widening Fayette street sufficiently to ])rovide an artery of necessary width t(j accommodate both surface 
 and internrbaii traffic, vehicles and cars. About donl)le tlie passenger statical facilities of the jiresent New 
 York Central station are provided, with opjiortnnity for future expansion both as to number of tracks and 
 length of platforms. Mail, exjiress and baggage facilities could be provided along Fayette, West and Tracy 
 street frontage. Coach yards may be located well in the rear, and on the surface, reached by an ascending 
 lead track from the main line station deiiression. The street plan is improved, Ceddes street passing 
 through at street level, also Feavenworth-Niagara and \hin Rensselaer-Oswego streets, these last named 
 new streets providing excellent connections for passenger vehicles directly to the (kmesee highway to the 
 west, thus avoiding the industrial district entirely. 
 
 C. M. & St. P. Railroad, Chicago. Ridge Ave. 
 
 As jirevionsly noted, the possible main line development in this ])lan or any other using the canal 
 bed through Clinton Scpiare is limited to four or five tracks depending upon the type of bridge used. P>nt, 
 even should the city insist cm flush or deck bridges, it is entirely practicable for the main line to be built 
 with five tracks throughout except between Warren and Franklin streets where four tracks could be used 
 without great disadvantage. 
 
 Another objection, however, arises here which would not be serious if the tracks were electrified — 
 the question of civic ])olicy ])ermitting steam railroad operation in open cut through the civic center of the 
 city, i. e., whether the tracks must be covered. 'I'he decision on this point relative to covering the track 
 must remain with the city authorities. Hence this Plan F necessarily becomes a tentative one or alternate. 
 It is inconceivable that covering would not be re(|nired through Clinton Scpiare, also between Warren and 
 Salina streets, and owing to the new Postoffice location between Clinton and I'ranklin streets also — a 
 total distance of 1,300 feet, or three blocks, hh'om a r.iilroad viewjioint this would not be desirable; in fact, 
 concurrence in such a plan already has been refused. Put the covering structures could be designed by 
 lowering the track grade to 20 or 21 feet beneath the street surface if the surface were to be parked, or 
 ])erhaps 23 feet if designed to carry traffic. However, good ventilation of the subway would practically 
 dictate a central o])ening or louvre in Clinton Scpiare which could be shielded by dense shrubbery to 
 lessen the nuisance. 
 
90 
 
 REPORT OF BION J. ARNOLD 
 
 A physical problem involved is in the crossing of Onondaga Creek. During freshets it is ex]:,ected ] 
 that high water may reach the level of 14.5 feet above city datum. Ivxisting bridges are at the elevation j 
 of about 41.5 feet. The net difference, 27.0 feet provides so little n^om for both street and track floors | 
 as to practically necessitate a hump in the track over' Onondaga creek between Franklin and West 1 
 streets, if any attempts were made in this imjmovement to lower the bridges to street grade. j 
 
 Conclusions: 4'his project is not im])racticable. The question of civic jjolicy alone controls. 'I'he ' 
 station rearrangement has many advantages over any i)resented, but the j^assage through the public center 1 
 is highly undesirable if avoidable. Contingent upon its adoption should be the release by the West Shore 
 railroad of its main line from Townsend to Franklin streets and the recession of its east side storage yards 
 to Beech street with the least possible trackage remaining for horse and team track service. Without 
 such concession the plan should be rejected at once, otherwise retained as a possible alternative. 
 
REPORT OF BION J. ARNOLD 
 
 91 
 
 APPENDIX 
 
 NOTES ON TRACK ELEVATION IN OTHER CITIES. 
 
 Chicago: Special legislation was unnecessary to enable Chicago to require the railroads to elevate 
 their tracks. The only authority was the police })ower under city charter to protect the life, health and 
 general welfare of its citizens. The track elevation policy originated with the Illinois Central railroad from 
 dire necessity, i. e., the World’s Fair traffic. Uj) to that time the viaduct i)olicy had been followed but had 
 become increasingly unpopular due to the long aj)proaches and the de])reciation of abutting property. 
 
 'I'he original track elevation ordinance was too comprehensive and the railroads declined to enter into 
 the wholesale scheme of construction required, which only allowed six years for completion of the work. 
 Later the plan followed was to adopt certain zones of varying traffic density and to treat each zone sepa- 
 ratelv, also when necessary to further subdivide each zone into elements of reasonable length. Thus the 
 citv policy clearly adjusted itself to the urgency of the work. 
 
 d'he character of the elevation work in Chicago varies entirely with the road doing the work, each 
 apparently having its own standards both as to foundations and superstructures. In the early work cut 
 stone and rubble masonry were generally used, but today concrete is used exclusively, usually reinh.rced. 
 Due to the poor foundation soil in Chicago, caissons are frequently used for column foundations. Percola¬ 
 tion of water through the walls and abutments is prevented by a coat of asjihalt or pitch and the use cjf 
 longitudinal drainage tiles. 'I'he most advanced methods of construction are used, ])ractically all of the 
 work being performed by machinery, even when the subways are constructed under traffic. 
 
 'I'he general j)olicy is to insist upon a net head room or clearance overhead of 1,^ ft. 6 in. at street 
 crossings. 'I'hese over-passes usually occur at intervals of about eight ])er mile on the average. Prior 
 to the establishment of the traction ordinances of 1937 in Chicago the mistake was made of building some 
 of these over-passes with only 12 feet 6 inches clearance. Owing to the Hat nature of Chicago topograj)hy, 
 it is now a very difficult matter to increase the head room without raising the railroad right of way 
 throughout. ^ 
 
 In some cases two or more railroads having adjacent rights of way or otherwise concerned in the 
 same work have operated jointly in the elevation and the construction of over-passes. 
 
 'I'he various types of construction described herein are ty])ical of those to be found throughout the 
 
 city. 
 
 C. M. & St. P. Evanston Division: 'I'his elevation extends from about Wilson avenue, an im|)ortant 
 sub-center five miles distant from the city of Itvanston, the large suburb of the north. 'Phis right of way 
 was some years ago abandoned for steam passenger service and turned over to the Northwestern h'levated 
 railway for electric service along the north lake shore of Chicago. However, gauntlet tracks had to be 
 laid to enable freight service to be carried around the passenger platforms during the night. 
 
 'I'he elevation work was carried ont under traffic using a tcm])orary right of way for this purpose. 
 It has reinforced concrete retaining walls, waterproofed inside, between which the temporary ])iled struc¬ 
 tures were built to carry the construction trains. Later the S])ace between walls was lilled in for the 
 permanent right of way. Reinforced concrete bridges of three or more spans are used over the important 
 street intersections. 'Phis elevation runs through for many miles the most choice residential section of 
 Chicago, north end, but it is cpiite a])parent that the solid fdl construction is entirely unsuited to such a 
 district owing to the erection of a so-called “Chinese Wall ” through what would otherwise be a homo¬ 
 geneous residence district. Open concrete arch construction with ballasted road bed would |)robablv not 
 have had this effect. 
 
92 
 
 REPORT OF BION J. ARNOLD 
 
 Chicago & Northwestern Elevation, Evanctc n Division: This is of the combination type, with I 
 part elevation and part street depression at the crossings. Alultiple span reinforced concrete bridges of , 
 substantial construction are used. The Northwestern elevation is the first in which some adornment was ' 
 attempted with concrete construction. An unusually useful feature of this elevation is the parallel traffic 
 roadways provided by agreement with the city and company along the right of way in many cases on both 1 
 sides of the embankment. This provides a very necessary highway for vehicles along a strip of land ' 
 which would not in any event be very heavily depreciated by the railroad structure. The plan of splitting 
 the giade between track and street elevation makes possible in many cases a considerable lower embank- I 
 ment and consequently reduces its unsightly character. 
 
 Chicago & Northwestern Elevation Downtown Terminal : The new Northwestern terminal in Chicago 
 and Its approaches were constructed about five or six years ago and the elevation represents a type of 
 construction that, although having much adornment, probably will never again be jiermitted in the center 
 of the city, owing to the artificial barrier which is interposed against logical business development and 
 expansion outward from the business center due to this “ Chinese Wall.” It is safe to say that all future 
 plans for terminal stations within central Chicago will be required to depress as in the case of the Penn- 
 syh ania Union Station now under construction and the Illinois Central Station under consideration. 
 
 Chicago Elevated Railways Crossing Over Boulevards: At certain boulevard crossings the elevated 
 railways have attempted considerable adornment and produced an attractive steel structure. However, no 
 attempt has been made for the reduction of noise by ballasting or encasing the steel beams in concrete 
 
 Belt Railroad Elevation at Western Boulevard: This diagonal crossing accommodates two individual 
 rights of way, the two elevated structures being separated by a certain amount of space for light and air. 
 The total width of the under-pass along the street is ninety feet and while the structure is excellent from 
 the standpoint of utility, it is about as ugly a structure as could be designed for a boulevard crossing. 
 This IS illustrative of railroad design where no restraints are imposed by public opinion and ideals. 
 
 Rock Island Crossing Over Boulevards: A lietter type is illustrated by the 55th street crossing 
 of the Rock Island railroad, where two cantilever spans are employed with ballasting and architectural 
 efifects. 
 
 Grand Crossing, Chicago: This very extensive undertaking involves a three-level structure with two 
 main lines crossing two other main lines and a street under-pass at the bottom. As the upper railroad 
 grade is two levels above the normal street surface, the great amount of embankment required constitutes 
 an obstruction which hopelessly depreciates surrounding territory. It is this aspect of track elevation 
 which should never be lost sight of in considering the future of a city. Should it occur in a low-lying 
 district where land values can never be of use for anything but manufacturing, the objections are not so 
 serious, but when such an obstruction is resorted to in a residence district it becomes serious indeed. 
 
 Sixteenth Street Crossing: This is the most complicated situation in Chicago and probably in the 
 
 country, where the rights of ways of a dozen railroads converge and the street is carried first over and 
 
 then under in the form of a figure S. Even now the Illinois Central western line crosses the Lake Shore 
 
 and Rock Island lines at grade on the upper level, while certain roads on the lower level are obliged to 
 
 negotiate o four per cent, grade on a curve at the entrance to the terminal vards, usuallv requiring a^’flvino- 
 start. ' - 1 b , t. 
 
 This is the best example in Chicago of the natural outcome of railroad competition and the failure 
 of the railroads to co-operate and co-ordinate their systems so as to secure maximum operating efficiency. 
 This complication at 16th street is directly due to the multiplicity of terminals in Chicago and the failure 
 of the railroads to unite upon two or more common terminals for union stations as is now being urged upon 
 them by the Chicago Plan Commission, the Chicago Terminal Commission and various other bodies. Certain 
 roads already have united, such as the Pennsylvania group (including Burlington, St. Paul and Alton 
 Roads), the Western Indiana group and the Illinois Central group; but the entire terminal svstem is still 
 far from being reasonably efficient, to say nothing of convenience to the public. 
 
REPORT OF BION J. ARNOLD 
 
 93 
 
 NOTES ON TERMINAL OPERATION IN OTHER CITIES. 
 
 Chicago: The years of intensive thought and study concentrated u])on the terminal problem in 
 Chicago in the effort to unravel the tangle of railroads in the downtown district and secure higher effi¬ 
 ciency in terminal operation has recently tended toward the following results: Depression not elevation 
 of tracks in the central congested district. While elevation outside is still the most ])racticable plan, owing 
 to the very great distances involved, it is found that the unsightliness and the obstructive nature of down¬ 
 town elevations, especially of the solid filled type, is in general opposed as a city policy. This is evidenced 
 by the latest terminal improvements, those of the Northwestern and Pennsylvania railroads. The new 
 Pennsylvania Union Station now under construction will be entirely depressed not only for |)assenger but 
 freight facilities as well, the latter being developed on the two-story plan with access from both levels. 
 
 Demand for a Consolidation of Terminals: At present there are five terminals in oj)eration. While 
 there was a strong movement in favor of a single Union Terminal, this view seems to have been discarded 
 for a two or three station arrangement; one grouj) on the west side of the river and business district, the 
 other on the east side. In fact, agreements have been reached between the South Park Commission and 
 Illinois Central railroad by which the latter, in return for other considerations of the City Plan, are 
 awarded an extensive right of way along the present lake front sufficient for required development, all of 
 which is to be depressed in time and further provisions are made for extensive parks and lagoons outside 
 of this right of way. 
 
 Rochester: In Rochester the situation is not dissimilar to that proposed for Syracuse with relation 
 to the accommodation of the entire Delaware, Lackawanna & Western traffic through the station property. 
 In Rochester there are two through main line freight tracks to the north of the station proper, tracks in 
 addition to two through tracks through the station for passenger service, or emergency freight. Rut 
 Syracuse would be much more favorably situated, for in Rochester all of the New York Central main line 
 passes through the city over these through freight tracks. The policy of track elevation followed in 
 Rochester has resulted in a number of street under-passes or subways far more formidable than any con¬ 
 templated in the Syracuse plan. In fact, two principal streets pass beneath the station proper through 
 subways as much as 120 feet in length and with steep grades at each end. 
 
 New York City: An extremely interesting development of the New York Central depression into 
 Grand Central Terminal is the high values for “air rights ” over the depression that have developed since 
 the terminal was operated by electric power. The advantage taken of these air rights has been a surprise 
 and the high class of buildings erected stands out in contrast to the low grade and highly depreciated 
 properties usually found next to a steam railroad right of way. 
 
 Cincinnati: Here a case of canal abandonment arose similar to that in Syracuse intensified by the 
 necessity of securing entrances for a large number of interurban roads. In accordance with the Arnold 
 report, the city of Cincinnati is now constructing an interurban terminal system, using the old canal bed 
 for the principal station yard and constructing a downtown subway loop to serve as an extensive terminal 
 for collecting and discharging passengers throughout the business district. It is assumed that these 
 improved terminal facilities will greatly improve the financial position of the interurbans which are now 
 greatly handicapped for terminal facilities and hence, for the most part, a financial failure. 'I'he Cincinnati 
 precedent would seem to be of direct application to the problem in Syracuse. 
 
94 
 
 REPORT OF BION J. ARNOLD 
 
 A 
 
 A A 
 
 R 
 
 B1 
 
 C 
 
 D 
 
 F, 
 
 F 
 
 G 
 
 I 
 
 J 
 
 K 
 
 L 
 
 LI 
 
 .M 
 
 O 
 
 P 
 
 R 
 
 S 
 
 T 
 
 Exhibits Accompanying the Report 
 
 TABLE 1. PROPOSED GRADE SEPARATION PLANS 
 D., L. & W. Elevation. 
 
 D., L. & W. Detour Plan through Butternut Creek, using N. Y. C. “ Scheme X ” or other 
 Union Station freight via Syracuse Junction route. 
 
 Grade Crossing Commission, Scheme “ X.” 
 
 N. Y. C. “ Scheme X,” maximum development. 
 
 West Shore Elevation. Station at Canal and Townsend Streets. 
 
 All Canal Location for N. Y. C. and West Shore. Station between Orange and Almond 
 Streets. 
 
 Contiguous Plan, Canal location. Both N. Y. C. and D., L. & W. Stations at Niagara Street. 
 Two-level Union Station location, N. Y. C. depressed. D., L. & W. elevated. 
 
 Northerly location via Syracuse Junction Railroad. Station at Salina \’illage, Iron Pier. 
 Mayor Will’s modification of northerly location. Reverse curve and station on Salt Lands. 
 Modification of Northerly Location. Station at Bear Street on Salt Lands curve. 
 
 Intermediate Location, cut and fill, via Park Street. Station located on Salt Lands. 
 
 Tunnel Plan. Station at West Genesee and West Streets. 
 
 Modification of Tunnel Plan to alternative southerly alignment. 
 
 Long Tunnnel Plan. 
 
 Three Tunnel Plan. IMayor Will’s suggestion. 
 
 Using Erie and Oswego Canals. Station between IMcBride and Catherine Streets. 
 
 West Shore Depression Route, same as Scheme “ X,” except substituting West Shore right 
 of way for canal. 
 
 West Shore, N. Y. C. Elevation. Union .Elevated Station for both N. Y. C. and D., L. & W. at 
 West Street in present freight yards. 
 
 D,, L. & W. Depression, ])resent right of way. 
 
 N. Y. C. Elevation over Canal bed “ Hanging Gardens.” 
 
 TABLE 2. POPULATION OF SYRACUSE. 
 
 Population Decennial Percent 
 
 by Census Increase Increase 
 
 1910. 137,249 28,875 26.6 
 
 1900.- 108,374 20,231 23.0 
 
 1890. 88,143 36,351 70.2 
 
 . 1880. . 51.792 8,741 20.3 
 
 1870. 43,051 14,932 53.1 
 
 1860. 28,119 5,848 26.3 
 
 1850. 22,271 
 
REPORT OF BION J. ARNOLD 
 
 95 
 
 TABLE 3. ASSESSED VALUATION OF THE CITY OF SYRACUSE. 
 
 
 Real 
 
 Personal 
 
 Franchise 
 
 'I'otal 
 
 1860 . 
 
 .$ 6,175.033 
 
 $1,533,244 
 
 $ 
 
 $ 7,708,277 
 
 1870 . . 
 
 .. . 10.153,113 
 
 2,042,825 
 
 
 12,195,9.^8 
 
 1871 _ 
 
 9,868,461 
 
 2,459,937 
 
 
 12,.528,.^88 
 
 1872 . 
 
 _ 10.024,512 
 
 1,929.950 
 
 
 11,954,462 
 
 1873 . 
 
 . 10,645,637 
 
 1,586,515 
 
 
 12,2.52,152 
 
 1874 . 
 
 _ 10,782,554 
 
 1,528,383 
 
 
 12,310,937 
 
 1875 .. 
 
 . 10,892,384 
 
 1,533,289 
 
 
 12.425,673 
 
 1876 . . 
 
 . 31,415,826 
 
 5,040,865 
 
 
 .36,456,691 
 
 1877 . 
 
 . 27,584,130 
 
 3,647,390 
 
 
 31,231,520 
 
 1878 . 
 
 . 27,407,136 
 
 3,644,557 
 
 
 31,051,693 
 
 1879 . 
 
 . 26,109,906 
 
 3,574,703 
 
 
 29,684,609 
 
 1880 . 
 
 . 26,348,094 
 
 3,072,280 
 
 
 29,420,374 
 
 1881 .. 
 
 . 27,140,745 
 
 2,883,173 
 
 
 30,023,918 
 
 1882 . 
 
 . 27,652,375 
 
 2,818,371 
 
 
 30,470,746 
 
 1883 . 
 
 . 28,242,956 
 
 920,223 
 
 
 29,163,179 
 
 1884 . 
 
 . 29,142,249 
 
 3,182,019 
 
 
 32,324,268 
 
 1885 . 
 
 . 29,663,750 
 
 2,995,448 
 
 
 32,659,198 
 
 1886 . 
 
 . 31,294,265 
 
 3,014,375 
 
 
 34,308,640 
 
 1887 . 
 
 . 34,853,955 
 
 3,136,091 
 
 
 37,990,046 
 
 1888 . 
 
 . 36,722,250 
 
 3,056,855 
 
 
 39,779,105 
 
 1889 .. 
 
 . 37,847,663 
 
 3,013,292 
 
 
 40,860,955 
 
 1890 . 
 
 . . 40,079,969 
 
 3,091,466 
 
 
 43,171,435 
 
 1891 . 
 
 . 41,661,178 
 
 3,380,389 
 
 
 45,041,567 
 
 1892 .. 
 
 . 42,875,099 
 
 3,328,296 
 
 
 46,203,395 
 
 1893 . 
 
 . 44,014,294 
 
 3,754,401 
 
 
 47,768,695 
 
 1894 . 
 
 .. 44,827,410 
 
 3,838,205 
 
 
 48,665,615 
 
 1895 .. 
 
 . 61,410,315 
 
 3,478,585 
 
 
 64,888,900 
 
 1896 .. 
 
 . 63,326,520 
 
 3,391,845 
 
 
 66,718,365 
 
 1897 .. 
 
 . 64,950,956 
 
 12,860,547 
 
 
 77,811,503 
 
 1898 .. 
 
 . 67,531,651 
 
 10,537,358 
 
 
 78,069,009 
 
 1899 . 
 
 . 71,340,137 
 
 11,876,570 
 
 
 83,216,707 
 
 1900 . 
 
 .. 78,848,305 
 
 8,948,461 
 
 3,245,400 
 
 91,042,166 
 
 1901 . 
 
 .. 77,936,260 
 
 6,019,743 
 
 3,148,100 
 
 87,104,103 
 
 1902 . 
 
 .. 77,384,690 
 
 5,439,290 
 
 3,437,600 
 
 86,261,580 
 
 1903 . 
 
 . 76,328,109 
 
 4,317,425 
 
 3,627,600 
 
 84,273,1.34 
 
 1904 _ 
 
 . 77,654,511 
 
 5,133,375 
 
 3,702,400 
 
 86,490.286 
 
 1905 . 
 
 . 78,560,816 
 
 4,715,705 
 
 3,828,600 
 
 87,105,121 
 
 1906 . 
 
 . . 80,797,659 
 
 5,084,755 
 
 5,027,225 
 
 90,909,639 
 
 1907 . 
 
 . 84,056,574 
 
 4,452,780 
 
 6,079,725 
 
 94.589.079 
 
 1908 . 
 
 .. 86,454,101 
 
 4,511,105 
 
 6,769,055 
 
 97,734,261 
 
 1909 . 
 
 . 89,644,338 
 
 4,645,155 
 
 6,966,000 
 
 101,255,493 
 
 1910 .. 
 
 . 93,844,247 
 
 4,468,080 
 
 7,186,200 
 
 105,498,527 
 
 1911 .. 
 
 . 97,292,828 
 
 5,004,490 
 
 7,695,900 
 
 109.993.218 
 
 1912 . 
 
 124,640,852 
 
 5,045,053 
 
 7,296,150 
 
 1.36.982,055 
 
 1913 . 
 
 .. 124,625,480 
 
 4,945,000 
 
 7,901,460 
 
 1.39,471,940 
 
 1914 .. . 
 
 . 129,103,427 
 
 4,730,550 
 
 8,067,540 
 
 141.901.517 
 
 1915 . 
 
 . . 132,216,038 
 
 4,660,808 
 
 7,234,810 
 
 144.111.656 
 
96 
 
 REPORT OF BION J. ARNOLD 
 
 TABLE 4. BONDED DEBT OF THE CITY OF SYRACUSE 
 
 P>onded Del)t 
 ( Exclusive of 
 W ater Bonds) 
 
 Bonded debt April 1, 1890 .. $ 1,438,500.00 
 
 Bonded debt April 1, 1895 . 5,056,500.00 
 
 Bonded debt January 1, 1900 _ 6,266,500.00 
 
 Bonded debt January 1, 1904 . 7,052,150.00 
 
 Bonded debt January 1, 1905 . 7,366,050.00 
 
 Bonded debt January 1, 1906 . 7,316,600.00 
 
 Bonded debt January 1, 1907 . 7,669,150.00 
 
 Bonded debt January 1, 1908 . 7,881,950.00 
 
 Bonded debt January 1, 1909 . 8,580,493.21 
 
 Bonded debt January 1, 1910 . 9,054,062.23 
 
 Bonded debt January 1, 1911 . 9,318,595.35 
 
 Bonded debt January 1, 1912 . 9,683,597.76 
 
 Bonded debt January 1, 1913 . 9,966,706.96 
 
 Bonded debt January 1, 1914 . 9,909,487.92 
 
 Bonded debt January 1, 1915 . 10,102,368.88 
 
 Bonded debt January 1, 1916 . 11,150,990.14 
 
 Inc. 10 years, 52%. Bond limit, 1916, $14,670,084.14. 
 
 IMargin between debt 
 and Constitutional 
 Limit 
 
 $2,569,496.00 
 
 1,084,531.00 
 
 907,513.00 
 
 943,420.00 
 
 769,641.00 
 
 922,341.00 
 
 913,338.00 
 
 1,131,679.00 
 
 1,241,822.00 
 
 1,381,971.00 
 
 1,634,449.00 
 
 1,640,275.00 
 
 4,026,994.00 
 
 4,318,207.00 
 
 4,364,728.00 
 
 3,519,094.00 
 
 Note. In 1876 the basis of assessment of real estate was advanced from one-third to full value. 
 In 1895 an increase of about $17,000,000.00 in real estate assessments was due to the necessity for an 
 advance in order to preserve the city’s bonding ability. In 1912 assessments on real estate were again 
 adjusted, involving an increase which in the aggregate amounted to about $27,000,000.00. 
 
 TABLE 5. SYRACUSE BANK CLEARINGS 
 
 1901 . $54,171,005.96 
 
 1902 .. 66,696,441.96 
 
 1903 . 67,079,077.86 
 
 1904 . 64,910,868.00 
 
 1905 . 76,844,169.47 
 
 1906 . 87,969,713,61 
 
 1907 .- 110,225,487.74 
 
 1908 . 102,893,851.69 
 
 1909.. . 109,388,111.78 
 
 1910 . 120,125,780.64 
 
 1911 . 125,200,960.49 
 
 1912 . 138,644,019.33 
 
 1913 .-.. 154,702,902.89 
 
 1914 . 158,202,638.49 
 
 1915 . 156,061,317.80 
 
 Increase, 1905 to 1915, 103%. 
 
REPORT OF BION J. ARNOLD 
 
 97 
 
 BY MONTHS 
 
 1914 1915 
 
 January . $12,963,591.06 $14,383,175.92 
 
 February . 11,104,378.38 11,057,360.99 
 
 March .. 12,035,305.46 12,479,230.79 
 
 April . . 13,201,326.54 13,307,762.65 
 
 May . 13,272,208,49 14,007,968.35 
 
 June . 12,930,505.98 13,980,111.04 
 
 July . - 15,137,148.68 14,984,634.78 
 
 August . - 11,501,597.85 11,874.202.11 
 
 September . 12,274,967.08 12,755,397.42 
 
 October _ 14,758,403.89 14,138,787.96 
 
 November . 13,787,670.84 12,779.745.36 
 
 December .. 13,074,213.55 12,454,257.12 
 
 Totals __$156,061,317.80 $158,202,634.49 
 
 TABLE 6. 
 
 ERIE CANAL TONNAGE 
 
 DELIVERED 
 
 TO TIDEWATER 
 
 Year 
 
 Tons, Erie 
 
 Year 
 
 Tons, Erie 
 
 1876... 
 
 .1,971,106 
 
 1895. . 
 
 .1,120,300 
 
 1877... 
 
 ..2,475,920 
 
 1896.. 
 
 ..1,673,150 
 
 1878... 
 
 .3,116,645 
 
 1897_ 
 
 _1,480,000 
 
 1879... 
 
 ...2,780,174 
 
 1898. . 
 
 . .1,207,436 
 
 1880. .. 
 
 .3,466,900 
 
 1899.. 
 
 .1,143,150 
 
 1881... 
 
 ..2,572,800 
 
 1900. . 
 
 . 854,200 
 
 1882. . 
 
 .2,915,480 
 
 1901. . 
 
 . 864,420 
 
 1883... 
 
 .. .2,209,000 
 
 1902.. 
 
 . 857,000 
 
 1884... 
 
 .2,341,750 
 
 1903.. 
 
 . 758,241 
 
 1885... 
 
 ..2,146,200 
 
 1904. 
 
 . 539,644 
 
 1886... 
 
 ..2,656,000 
 
 1905. 
 
 . 654,000 
 
 1887... 
 
 .... .2,544,325 
 
 1906. 
 
 . 701,000 
 
 1888 . . 
 
 .. .1,984,000 
 
 1907.. 
 
 .. 560,524 
 
 1889... 
 
 .2,030,836 
 
 1908. 
 
 .. 548,622 
 
 1890. .. 
 
 ..2,264,765 
 
 1909. 
 
 . 428,000 
 
 1891... 
 
 .1,737,820 
 
 1910.. 
 
 . 419,247 
 
 1892. .. 
 
 ...1,826,480 
 
 1911.. . 
 
 . 273,000 
 
 1893. .. 
 
 .2,141,000 
 
 1912. 
 
 . 213,270 
 
 1894... 
 
 ..1,981,700 
 
 1913. 
 
 . 222,000 
 
98 
 
 REPORT OF BION J. ARNOLD 
 
 TABLE 7. 
 
 CANAL TONNAGE MOVED ON ERIE 
 
 AND OSWEGO CANALS 
 
 Year Erie Oswego 
 
 1876 . 2,418,422 370,330 
 
 1877 . 3,254,367 319,327 
 
 1878. . . . 3,608,634 257,254 
 
 1879. 3,820,027 333,713 
 
 1880.. 4,608,651 427,863 
 
 1881 . . 3,598,721 394,542 
 
 1882 . 3,694,364 445,295 
 
 1883 . 3,587,102 276,350 
 
 1884 . 3,389,555 260,541 
 
 1885 . 3,208,207 213,070 
 
 1886 _ 3,808,642 186,484 
 
 1887. . 3,840,513 176,177 
 
 1888 . 3,321,516 134,078 
 
 1889 . 3,673,554 170,078 
 
 1890 . 3,303,929 225,936 
 
 1891 . 3,097,853 161,426 
 
 1892 . 2,978,832 90,886 
 
 1893 .. 3,235,726 92,634 
 
 1894 .. . 3,144,144 98,843 
 
 1895. . 2,356,084 64,154 
 
 1896 . 2,742,438 57,245 
 
 1897 . 2,584,906 53,537 
 
 1898 .. 2,338,020 47,662 
 
 1899 . 2,419,084 49,373 
 
 1900 _ 2,145,876 31,742 
 
 1901 . 2,257,035 43,210 
 
 1902.. 2,105,876 143,707 
 
 1903 . 2,414,018 184,434 
 
 1904 . 1,945,708 170,342 
 
 1905. . 1,999,824 178,777 
 
 1906 . 2,385,491 172,228 
 
 1907. .. 2,415,548 143,277 
 
 1908.. 2,177,443 92,831 
 
 1909. . 2,031,307 121,717 
 
 1910 . 2,023,185 110,079 
 
 1911 .. 2,031,735 113,891 
 
 1912.... 1,795,069 83,580 
 
 1913. . 1,788,453 61,554 
 
99 
 
 REPORT OF BION J. ARNOLD 
 
 TABLE 8. DISTRIBUTION OF CANAL TRAFFIC AND SYRACUSE TONNAGE 
 
 1 onnage Separated into Principal Commodities for .All Canals 
 
 I onnage carried on Erie 
 Canal to and from 
 
 Lumber . 
 
 1890 
 
 1903 
 
 1913 
 
 393,000 
 
 Syracuse 
 
 1903 1913 
 
 W'ood . 
 
 Q7 9nn 
 
 4^9,ZUU 
 
 33,800 
 
 159.900 
 1,400 
 2,700 
 
 144.900 
 
 10,500 
 
 2,400 
 
 Pulp wood 
 
 . y/fZvu 
 
 5,300 
 
 111,000 
 
 3,400 
 
 
 Ashes .. 
 
 
 5,000 
 
 
 Pork, cheese, butter 
 
 Wheat and flour 
 
 Other gprain 
 
 
 9,900 
 
 88,400 
 
 130,600 
 
 1,600 
 
 2,100 
 
 9,700 
 
 400 
 
 Apjfles .... 
 
 9no 
 
 099,/UU 
 2,200 
 9,700 
 31,700 
 51,000 
 111,600 
 17,100 
 
 26,900 
 
 2,300 
 
 Potatoes . . 
 
 . ZU»J 
 
 1,442 
 
 1,100 
 
 1,400 
 
 Flaxseed 
 
 
 1,789 
 
 1,700 
 
 
 Other agricultural products 
 
 Salt .... 
 
 . 2,^00 
 
 Q ? 9nn 
 
 26,800 
 
 7,500 
 
 1,800 
 
 100 
 
 Pig iron . 
 
 . 
 
 5,900 
 
 48,800 
 
 34,500 
 
 Iron ware .. 
 
 . oy^ouj 
 
 23,500 
 
 
 
 Iron and steel 
 
 
 ouu 
 
 4,100 
 
 64,500 
 
 12,800 
 
 160,000 
 
 146,600 
 
 899,000 
 
 16,100 
 
 733,400 
 
 101,700 
 
 59,700 
 
 400 
 
 9,300 
 
 100 
 
 
 Sugar .. 
 
 1 A 900 
 
 700 
 
 200 
 
 Coffee .. 
 
 . 
 
 1 nn 
 
 
 
 
 Other merchandise 
 
 Ice ... 
 
 . 1 uu 
 
 124,700 
 
 29,300 
 
 27,500 
 
 Stone, lime, clav * 
 
 Phosphate . 
 
 Coal ... 
 
 Q ^o oon 
 
 51,400 
 
 1,094,100 
 
 8,500 
 
 22,100 
 
 110,500 
 
 700 
 
 11,600 
 
 98,300 
 
 600 
 
 Iron ore 
 
 . oOU,UUU 
 
 394,900 
 
 141,300 
 
 76,900 
 
 Sundries 
 
 
 39,900 
 
 
 
 Total (all canals'). 
 
 Portion hv Erie 
 
 Portion by Oswejro 
 
 * Probably sand also. 
 
 
 11,450 
 
 2,800 
 
 
 (63</c ) 
 
 (2990 
 
 3,615,400 
 
 2,414,018 
 
 (679f) 
 
 184,400 
 
 (5%) 
 
 2,602,035 
 
 1,789,000 
 
 (69%) 
 
 61,500 
 
 (2.4%) 
 
 410,400 
 
 266,100 
 
100 
 
 REPORT OF BION J. ARNOLD 
 
 TABLE 9. DISTRIBUTION OF CANAL TRAFFIC DELIVERED TO HUDSON TIDEWATER 
 
 1876.. 
 1877. . 
 
 1878.. 
 
 1879.. . 
 1880 . 
 
 1881. 
 
 1882. . 
 
 1883. 
 
 1884. . 
 
 1885.. . 
 
 1886.. 
 
 1887. 
 
 1888. 
 
 1889.. 
 
 1890.. 
 1891 
 
 1892.. 
 
 1893.. 
 
 1894.. 
 
 1895.. 
 1896. 
 
 1897.. 
 
 1898.. 
 
 1899.. 
 
 1900. 
 
 1901. 
 
 1902. 
 
 1903. 
 
 1904. 
 
 1905. 
 
 1906. 
 
 1907. 
 
 1908. 
 
 1909. 
 1910 
 
 1911. 
 
 1912. 
 
 1913. 
 
 Total Tons of Each Class of Articles Came to the Hudson River from the Erie and 
 
 Champlain Canals, 1876-1913, Inclusive. 
 
 Products of 
 
 
 
 
 Other 
 
 Total 
 
 The Forest 
 
 Agriculture 
 
 Manufactures 
 
 Merchandise 
 
 Articles 
 
 Tons 
 
 890,725 
 
 906,483 
 
 44,268 
 
 4,364 
 
 580,342 
 
 2,426,182 
 
 978,366 
 
 1,362,700 
 
 53,545 
 
 5,341 
 
 586,860 
 
 2,986,812 
 
 1,120,666 
 
 1,833,266 
 
 56,108 
 
 7,367 
 
 619,694 
 
 3,637,101 
 
 1,043,970 
 
 1,710,539 
 
 46,928 
 
 15,299 
 
 469,440 
 
 3,286,176 
 
 1,202,207 
 
 2,090,283 
 
 39,397 
 
 30,264 
 
 705,251 
 
 4,067,402 
 
 1,367,938 
 
 1,165,347 
 
 53,013 
 
 15,466 
 
 464,085 
 
 3,068,359 
 
 1,397,816 
 
 1,024,318 
 
 61,876 
 
 24,154 
 
 559,988 
 
 3,068,152 
 
 1 403,174 
 
 1,234,463 
 
 47,910 
 
 27,798 
 
 449,152 
 
 3,162,497 
 
 .1,097,450 
 
 1,284,213 
 
 1,054,041 
 
 949,870 
 
 56,899 
 
 61,912 
 
 45,538 
 
 48,185 
 
 377,259 
 
 371,039 
 
 2,631,190 
 
 2,715,219 
 
 1,202,190 
 
 1,400,301 
 
 50,704 
 
 65,988 
 
 495,708 
 
 3,215,177 
 
 1,206,279 
 
 1,412,166 
 
 52,566 
 
 21,710 
 
 466,202 
 
 3,158,923 
 
 1 074,279 
 
 972,746 
 
 73,027 
 
 20,364 
 
 444,245 
 
 2,584,661 
 
 1,065,747 
 
 976,660 
 
 75,250 
 
 16,428 
 
 489,751 
 
 2,623,836 
 
 1,086,408 
 
 901,407 
 
 65,098 
 
 524,179 
 
 447,673 
 
 3,024,765 
 
 817,228 
 
 980,612 
 
 51,524 
 
 53,924 
 
 383,549 
 
 2,286,855 
 
 997,436 
 
 784,052 
 
 865,958 
 
 1,348,103 
 
 71,380 
 
 37,972 
 
 53,946 
 
 46,526 
 
 347,799 
 
 313.192 
 
 2.366,519 
 
 2,565,845 
 
 ... 676,155 
 649,605 
 
 1,189,935 
 
 442,595 
 
 58,646 
 
 96,356 
 
 103,430 
 
 40,306 
 
 228,729 
 
 374,883 
 
 2.256.895 
 
 1.603,745 
 
 603,545 
 
 963,253 
 
 84,605 
 
 35,107 
 
 386.868 
 
 2.073,378 
 
 634,618 
 
 633,753 
 
 108,871 
 
 32,830 
 
 486,146 
 
 1.878,218 
 
 527,830 
 
 552,054 
 
 94,465 
 
 27,239 
 
 342,985 
 
 1,544,0/3 
 
 584,668 
 
 465,266 
 
 114,659 
 
 17,771 
 
 482,853 
 
 1,665.217 
 
 444,719 
 
 369,984 
 
 112,960 
 
 15,193 
 
 397,775 
 
 1.340,631 
 
 382,822 
 
 429,356 
 
 75,803 
 
 11,257 
 
 355,165 
 
 1,254,403 
 
 ... 336,242 
 296,425 
 
 407,281 
 
 417,418 
 
 88,804 
 
 111,132 
 
 9,701 
 
 7,617 
 
 361.056 
 
 325.947 
 
 1 ,203,084 
 1,158,539 
 
 253,525 
 
 328,517 
 
 292,756 
 
 302,173 
 
 119,837 
 
 116,057 
 
 4,250 
 
 6,446 
 
 268.323 
 
 317.150 
 
 938,691 
 
 1,070.343 
 
 320 177 
 
 374,422 
 
 118,880 
 
 6,553 
 
 261.040 
 
 1,071.072 
 
 232,625 
 
 329,707 
 
 65,680 
 
 5,357 
 
 236.252 
 
 869.621 
 
 155 507 
 
 255,925 
 
 80,984 
 
 4,880 
 
 358,624 
 
 855,920 
 
 .... 197,667 
 200,807 
 
 269,031 
 
 301,646 
 
 113,850 
 
 103,448 
 
 10,500 
 
 9,216 
 
 202,959 
 
 146,143 
 
 794,007 
 
 761,260 
 
 191,649 
 
 277,168 
 
 99,864 
 
 4,107 
 
 135,468 
 
 658,256 
 
 222 168 
 
 111,056 
 
 89,069 
 
 4,933 
 
 91,390 
 
 518,616 
 
 166,805 
 
 132,782 
 
 64,709 
 
 7,578 
 
 127,485 
 
 499,359 
 
REPORT OF BION J. ARNOLD 
 
 101 
 
 Date 
 
 May . 
 
 June . 
 
 July . 
 
 August . 
 
 September 
 October ... 
 November 
 December 
 
 Total .. 
 
 TABLE 10. SEASONAL VARIATION IN LOCKAGES, ERIE CANAL 
 
 NUMBER OF LOCKAOKS, 1913 
 Lock No. 3 Lock No. 46 Lock No. 19 Lock No. 50 Lock No. 66 
 
 W aterford W. Utica Syracuse \V. Syracuse 
 
 357 
 
 534 
 
 570 
 
 452 
 
 496 
 
 405 
 
 2814 
 
 701 
 
 886 
 
 890 
 
 801 
 
 763 
 
 556 
 
 4597 
 
 716 
 
 896 
 
 846 
 
 867 
 
 863 
 
 644 
 
 4832 
 
 679 
 
 881 
 
 850 
 
 786 
 
 727 
 
 550 
 
 4473 
 
 565 
 
 867 
 
 781 
 
 725 
 
 610 
 
 510 
 
 4058 
 
 Tonawanda 
 
 Lock 
 
 455 
 
 816 
 
 1211 
 
 1175 
 
 802 
 
 493 
 
 406 
 
 5358 
 
 TABLE 11. 
 
 Year 
 
 1860. 
 
 1870. 
 
 1880. 
 
 1883.. 
 
 1886.. 
 1888.. 
 
 1890.. 
 
 1893.. 
 
 1896.. 
 
 1903.. 
 
 1911.. . 
 
 1913.. . 
 
 CANAL CLEARANCES AND SYRACUSE TONNAGE 
 
 Number of Clearances Issued at 
 
 Syracuse Osweg'o 
 
 . 4,017 6,263 
 
 .. 4,459 3,955 
 
 . 3,644 2,241 
 
 . 4,493 1,809 
 
 .. 4,986 1,281 
 
 . 4,765 815 
 
 ■ . 5,530 960 
 
 . 3,229 664 
 
 . 4,478 318 
 
 . 5,254 706 
 
 . 4,048 383 
 
 . 4,362 _ 
 
 tonnage carried on OSWEGO CANAL 
 
 Year 
 
 1887. 
 1890. 
 1896. 
 1900. 
 1903. 
 1911 
 1913. 
 * 
 
 198,300* 
 114.000* 
 
 _ 59,500* 
 
 Mostly sand, cement, stone and steel for Barge canal 
 construction. 
 
 Cleared 
 
 176,200 
 
 225.900 
 56,600 
 31.700 
 
 184,400 
 
 113.900 
 61.500 
 
 Del ivered 
 38,900 
 32,000 
 41,100 
 
 number 
 
 tons way freight from 
 
 VIA ERIE C.\N.\L 
 
 AND 'I'O S^'R.VCUSE 
 
 ^’ear 
 
 1890. 
 
 1896. 
 
 1903. 
 
 1913.. 
 
 WYst 
 
 273,700 
 
 138,000 
 
 192.900 
 
 126.300 
 
 Iv'ist b'ast and West 
 314.400 588,100 
 
 183,100 .121.700 
 
 217.500 410,400 
 
 139,800 266.100 
 
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 Contiguous Plan 
 
 N.Y.C.-D.L£.W. STATIONS 
 
 ACCOMPANYING THE REPORT OF 
 
 BION J. ARNOLD. 
 RAILROAD ORADE SEPARATION 
 CITY OF SYRACUSE, N Y. 
 
, Mil 
 
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 GRADE SEPARATION PLANS 
 
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 Accompanying Report of 
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 SrRACUSE NY 
 
 W! 33 V! n e 
 
figure t 
 
 GRADE SEPARATION PLANS 
 
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 THREE TUNNEL PLAN 
 
 Accompanying Report 
 Bion j. Arnold 
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 SYRACUSE. NY 
 1516 
 

 
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 SYRACUSE. N Y 
 
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GRADE 5EPARAT/0N PLANS 
 
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 STATI on at “TOWNSEND ST. 
 
 Accompanying Report of 
 BioN J Arnold 
 TO Grade Crossing Commission 
 
 STRACUSE. NY 
 

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