When the Blizzard of 1888 hit, the
els were particularly vulnerable. Many early morning commuters destined
for the business district from outlying sections of the city were unaware
of the magnitude of the storm as they left home for work. Visibility was
severely limited on top of the trestles that held the els, ice layered
the tracks and froze the switches and, because telegraph wires were down
all over the city, communication between stations was impossible. These
factors led directly to a terrible collision at 7:30 in the morning between
two trains on the Third Avenue line at 76th Street.
Travel was paralyzed not just inside
of Manhattan, but also on the way into the city. Commuter trains from
north of the city came into Manhattan via a curved railroad cut near Spuyten
Duyvil. Early in the morning, a Croton local train with seven passenger
cars plowed into a snowdrift in the middle of the cut, and was stuck.
Soon, eight other trains were lined up behind it, where they would remain
until Wednesday. Two trains, one from Chicago and one from upstate New
York, collided violently at Dobbs Ferry, twenty miles north of the city,
injuring dozens. The storm made travel throughout the entire region treacherous;
a train collision in Altoona, Pennsylvania, two hundred miles west of
the city, killed three travelers.
Travel by rail was the most widely-used
form of transportation in and around New York City; but all types of travel
were disrupted by the blizzard. Pedestrians struggled through drifts and
against the wind to move even a block. New Yorkers stopped to find shelter
wherever they could, overcrowding hotels and boardinghouses, flooding
coffee shops and bars, eager for warmth. Countless New Yorkers fell ill
as a result of their journeys, and several deaths from exposure were a
direct result of pedestrians inability to find shelter. Cabs
in those days, horse-drawn carriageswere hard to find, and drivers
charged exorbitant prices to take their steeds out into the storm. Even
when cabs could be found, there was no guarantee that any chosen route
would be unobstructed by snowdrifts.
Ferry service was a popular way to
get into Manhattan from Brooklyn and New Jersey, but service was irregular
at best from early in the day as ice floes clogged the East River and
obstructed the Hudson. Foot traffic on the Brooklyn Bridge was closed
on Monday because of the dangerous cross winds. When the footpath across
the bridge was opened on Tuesday morning, the line was so long and those
waiting so impatient that many Brooklynites decided to cross the river
on foot, stepping from ice floe to ice floe. Hundreds undertook the perilous
journey, even as tugboats attempted to break up the ice so ferries could
return to service. The last group of forty men nearly floated out to sea
on a patch of ice before being rescued by longshoremen with ladders.
In every conceivable way, the Blizzard
of 1888 paralyzed movement in and out of New York City for the better
part of two days. The storm dramatized the citys need for a less
vulnerable method of rapid transit, a dependable system that would make
the business districts of Manhattan easily accessible from outlying residential
areas. Mayor Abraham Hewitt had recognized and acted upon this need even
before the blizzard struck. At the end of January 1888, Hewitt had proposed
that the city borrow the money to fund the construction of an electric
subway that the city would then maintain ownership of as it contracted
operation out to the New York Central Railroad. The technology was not
yet available for an electric subway, but Hewitt believed it soon would
be. In the wake of the Tweed scandals, however, such a large municipal
investment-- $50 millionmade many New Yorkers uneasy. Hewitts
plan was feared to be too corruptible and fell by the wayside.
When Hugh Grant became Mayor in 1889,
he too was committed to building a better rapid transit system, but initially
met the same skeptical public opinion and resistance from the business
community as had Hewitt. New Yorks economic elites, who were extremely
influential in the formulation of transit policy, were split over the
benefits of the project. Uptown real estate developers and downtown merchants
stood much to gain from the quick and easy connection of the districts
that contained their investments, while other businessmen, such as those
with investments in existing transportation systems within the city, did
not.
Finally, in 1894, a public referendum
approved the allocation of public funds to build a subway system based
on the plan Hewitt had proposed six years earlier. The initial route for
the subway was from near City Hall to Times Square, then along Broadway
to 96th Street, where the line divided into two: one line continuing up
Broadway to 242nd Street, and the other up Lenox Avenue, under the Harlem
River, and into the Bronx. Construction did not begin until 1900, however,
when financier August Belmonts Rapid Transit Subway Construction
Company was granted a franchise to build and operate the system. In 1902,
Belmonts company became the Interborough Rapid Transit Company (IRT),
and was granted a second franchise to build a subway from downtown Manhattan
under the East River into Brooklyn. The first segment of the New York
City subway was opened on October 27, 1904, and the entire system was
in operation by 1908 the fares was five cents. The subway earned
international praise, particularly because of the four-track system that
allowed express and local trains. Within months, overcrowding on the subway
led to public demands to extend routes throughout the city-- demands that
continue to this day.
It would be wrong to say that the
Blizzard of 1888 led directly to the New York City subway system. The
idea for a subway circulated through New York City politics well before
1888, and plans were not finalized for a system of underground transit
until well after New York City's streets had been cleared of snow. But
the blizzard, and the havoc it wreaked on transportation in and around
New York City, clarified for many New Yorkers the benefits of underground
rapid transit.
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