Alfred A. Gardner, attorney

_Engineering Staff_

S. L. F. Deyo, Chief Engineer.
H. T. Douglas, Principal Assistant Engineer.

A. Edward Olmsted, Division Engineer, Manhattan-Bronx Lines.

Henry B. Reed, Division Engineer, Brooklyn Extension.

Theodore Paschke, Resident Engineer, First Division, City Hall to 33d
Street, also Brooklyn Extension, City Hall to Bowling Green; and
Robert S. Fowler, Assistant.

Ernest C. Moore, Resident Engineer, Second Division, 33d Street to
104th Street; and Stanley Raymond, Assistant.

William C. Merryman, Resident Engineer, Third Division, Underground
Work, 104th Street to Fort George West Side and Westchester Avenue
East Side; and William B. Leonard, W. A. Morton, and William E.
Morris, Jr., Assistants.

Allan A. Robbins and Justin Burns, Resident Engineers, Fourth
Division, Viaducts; and George I. Oakley, Assistant.

Frank D. Leffingwell, Resident Engineer, East River Tunnel Division,
Brooklyn Extension; and C. D. Drew, Assistant.

Percy Litchfield, Resident Engineer, Fifth Division, Brooklyn
Extension, Borough Hall to Prospect Park; and Edward R. Eichner,
Assistant.

M. C. Hamilton, Engineer, Maintenance of Way; and Robert E. Brandeis,
Assistant.

D. L. Turner, Assistant Engineer in charge of Stations.

A. Samuel Berquist, Assistant Engineer in charge of Steel Erection.

William J. Boucher, Assistant Engineer in charge of Draughting Rooms.

[Illustration: (INTERBOROUGH RAPID TRANSIT)]

INTRODUCTION

The completion of the rapid transit railroad in the boroughs of
Manhattan and The Bronx, which is popularly known as the "Subway," has
demonstrated that underground railroads can be built beneath the
congested streets of the city, and has made possible in the near
future a comprehensive system of subsurface transportation extending
throughout the wide territory of Greater New York.

In March, 1900, when the Mayor with appropriate ceremonies broke
ground at the Borough Hall, in Manhattan, for the new road, there were
many well-informed people, including prominent financiers and
experienced engineers, who freely prophesied failure for the
enterprise, although the contract had been taken by a most capable
contractor, and one of the best known banking houses in America had
committed itself to finance the undertaking.

In looking at the finished road as a completed work, one is apt to
wonder why it ever seemed impossible and to forget the difficulties
which