A New York Times lengthy capsule account - excerpted from a coming book - of the current Grand Central Terminal's conceptualization and construction. GCT was opened to the public on 2-2-1913 (Ground Hog Day!).
100 Years of Grandeur The Birth of Grand Central Terminal - http://www.nytimes.com/2013/01/20/nyregion/the-birth-of-grand-central-terminal-100-years-later.html
An excerpt of the excerpt...
"The technological advantages were clear-cut. Electricity required less maintenance. Unlike steam or, later, diesel locomotives, electric trains did not need the fuel or machinery to generate power on board. Electricity let trains accelerate more quickly, a decided amenity for short-haul commuter service. Another advantage, an obvious one in retrospect, provided the rationale that made Wilgus’s suggestion so revolutionary and, in the end, so inevitable. Electric motors produced fewer noxious fumes and no obfuscating smoke or steam. Moreover, as Wilgus explained, electricity 'dispenses with the need of old-style train sheds,' because it made subterranean tracks feasible.
"Absent the smothering smoke, soot and cinders, the depot could be expanded on the same footprint by delivering trains to platforms on two levels, the lower for suburban commuters and the upper for long-distance trains. For the first time, the entire rail yard all the way to 56th Street, to where the maze of rails that delivered passengers to the platforms coalesced into four main-line tracks, could be decked over. The 'veritable "Chinese Wall" ' that bisected the city for 14 blocks could be eliminated. The air above the yards could be magically transformed into valuable real estate in the heart of Manhattan."
100 Years of Grandeur The Birth of Grand Central Terminal - http://www.nytimes.com/2013/01/20/nyregion/the-birth-of-grand-central-terminal-100-years-later.html
An excerpt of the excerpt...
"The technological advantages were clear-cut. Electricity required less maintenance. Unlike steam or, later, diesel locomotives, electric trains did not need the fuel or machinery to generate power on board. Electricity let trains accelerate more quickly, a decided amenity for short-haul commuter service. Another advantage, an obvious one in retrospect, provided the rationale that made Wilgus’s suggestion so revolutionary and, in the end, so inevitable. Electric motors produced fewer noxious fumes and no obfuscating smoke or steam. Moreover, as Wilgus explained, electricity 'dispenses with the need of old-style train sheds,' because it made subterranean tracks feasible.
"Absent the smothering smoke, soot and cinders, the depot could be expanded on the same footprint by delivering trains to platforms on two levels, the lower for suburban commuters and the upper for long-distance trains. For the first time, the entire rail yard all the way to 56th Street, to where the maze of rails that delivered passengers to the platforms coalesced into four main-line tracks, could be decked over. The 'veritable "Chinese Wall" ' that bisected the city for 14 blocks could be eliminated. The air above the yards could be magically transformed into valuable real estate in the heart of Manhattan."
The main concourse on 1-15-13. Photo by Tony Cenicola, NY Times.
