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Surveyors and engineers from cities like Chicago and Boston were hired, budgets were debated and in 1917 citizens voted to build a $6 million rapid transit system. But in 1918 construction was put on hold because America went to war in World War I and no capital issue of bonds were permitted during war. No money, no subway. After the war, the subway plan was revived and reviewed, and the city discovered that because of post-war inflation construction that would have cost $6 million a couple years ago was now valued at $13 million. With plans to raise more money later, they decided to only build part (up to $6 million) of the original plan. Construction on draining and rebuilding the canal, turning it into a subway system, began in 1920 and took several years. Bond money ran out in 1927, so construction on the subway stopped — seven miles had been dug, but no tracks were laid. By October 1928, Central Parkway was open to traffic, paved over what had been the canal, and subway stations like the Ludlow Avenue station and the Race Street station were complete — all that was missing was the subway. Debates about raising more money came, along with accusations that money was mismanaged by earlier political entities, but when the stock market crashed in 1929, everything was put on hold again. In 1936, the Engineers’ Club of Cincinnati reviewed possible ways “Cincinnati’s White Elephant” of subway tunnels could be used. Obviously the city’s transportation needs had changed drastically since the early 1900s — people had cars and lived outside of the city in suburbs. In 1939, they thought maybe they would use the tunnels for cars, but the tunnels’ ventilation and size couldn’t support the traffic. Then they thought of running the city’s streetcars and trolleys through the tunnel to take them off the streets.
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