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GENERAL LIBRARY of the
UNIVERSITY OF MICHIGAN
PRESENTED BY-
The Merchants Assoc. of M.Y.
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73
PASSENGER TRANSPORTATION
SERVICE IN THE
CITY OF NEW YORK
PASSENGER
TRANSPORTATION
SERVICE IN THE CITY OF
NEW YORK 5970
A REPORT TO THE MERCHANTS'
ASSOCIATION OF NEW YORK
BY ITS COMMITTEE ON
ENGINEERING AND SANITATION
SEPTEMBER, 1903
THE MERCHANTS' ASSOCIATION OF NEW YORK
COPYRIGHT, 1903,
BY
THE MERCHANTS' ASSOCIATION
OF NEW YORK.
I
PREFACE.
N December, 1902, public indignation was aroused by the dis-
regard of public rights, then evinced to an extraordinary
degree, by the street and elevated railway companies of this city.
Extreme overcrowding had long been a notorious evil, unre-
sisted by the public and practiced without scruple by the com-
panies. About the time cited this abuse was greatly increased as
to some lines of transit and certain hours of the day, by the
deliberate policy of the companies. The Manhattan Elevated
Railroad reduced its train service to a minimum during non-rush
hours; the service of the Brooklyn Rapid Transit Elevated lines,
at all times grossly defective, spasmodic and overtaxed, was like-
wise reduced; and in both cases facilities which the companies
could readily have supplied were withheld for reasons of economy
in order that a maximum of passengers might be crowded into a
minimum of trains and cars.
The Metropolitan Company aggravated conditions already
extremely bad by the abuse of the "car ahead" rule, whereby the
passengers of two comfortably full cars were often compelled to
crowd into a single car, to the intolerable discomfort and incon-
venience of all. This company still further concentrated its
traffic, and thereby increased overcrowding, by refusing transfers
over certain lines.
As to sanitary rules, little or no effective effort to enforce them
had at that time been made by the transportation companies,
despite constant public protest against the filthy conditions usual
in public vehicles.
These conditions culminated in formal protests by various
associations of women against the public indecency of promiscu-
ous overcrowding in public vehicles, and against the repulsive
personal contact and frequent secret insult to which women pas-
sengers were subjected. Following this initiative, several civic
Re-classed ŷ
organizations moved in the matter with a view to securing a
reform of the existing abuses.
The Merchants' Association of New York called a public
meeting and organized the following committees for investigation
and action, with a view to relief:
1: By direct representations to the street railway com-
panies.
2: By procuring such legislation as should be necessary
to control and regulate the conditions.
Legal Committee for Reform of Street and Elevated Railway
Service.
PHILIP B. Adams.
ADDISON ALLEN.
ISAAC M. ARON.
SELDON BACON.
SEWARD BAKER.
ELLIOT S. BENEDICT.
HAROLD BINNEY.
WILLIAM C. BREED.
GEORGE W. BRISTOL.
HARCOURT BULL.
FRANCIS X. BUTLER.
FREDERICK B. CAMPBELL.
CHARLES R. CARRUTH.
STEWART CHAPLIN.
CHARLES W. COLEMAN.
STEPHEN W. COLLINS.
AARON J. COLNON.
RUFUS B. COWING, JR.
CRANE & BAER.
LOUIS A. CUVILLIER.
MAURICE DEICHES.
JOSEPH L. DELAFIELD.
JOHN ROSS Delafield.
JOHN S. DURAND.
JOHN A. DUTTON.
BELA D. EISLER.
MARK H. ELISON.
EDWARD R. FINCH.
DALLAS FLANAGAN,
WILLIAM D. GAILLARD.
WILLIAM HENRY GARDINER.
GEORGE H. GILMAN.
ANDREW H. GREEN.
BERT HANSON.
JOHN M. HARRINGTON.
WALTER F. HAYWARD.
J. ASPINWALL HODGE, JR.
WIRT HOWE.
ANTONIO Knauth.
RICHARD D. KNABE.
EDGAR J. LAUER.
LEOPOLD LEO.
LUKE J. LE Rolle.
FRANK E. LOUGHRAN.
JAMES F. MCNABOE.
DAVID IVES MACKIE.
CHARLES E. MANIERRE.
SEABURY C. MASTICK.
JOSEPH S. MenLine.
JOHN S. MONTGOMERY.
vi
GEORGE E. MORSE.
BERNARD NAUMBURG.
ROSWELL S. NICHOLS.
EMMET R. OLCOTT.
WILLIAM A. PURRINGTON.
HENRY C. QUINBY.
THEODORE N. RIPSOM.
CLARENCE DE W. ROGERS.
LIVINGSTON RUTHERFURD.
SEWARD & DUNGAN.
WILLAM H. SHEPARD.
THERON G. STRONG.
LOUIS STURCKE.
EDWARD A. SUMNER.
H. T. TERRY.
ROBERT W. THOMPSON, JR.
E. W. TYLER.
WILLIAM D. TYNDALL.
G. WILLETT VAN NEST.
WILLIAM BELL WAIT, JR.
SAMUEL S. WATSON.
HERBERT G. WHIPPLE.
ELLIS B. SOUTHWORTH.
EUGENE SPIEGELBERG.
HENRY CROFUT WHITE.
JAMES E. WALSH.
Executive Committee of Legal Committee.
:
THERON G. STRONG, Chairman.
WM. H. SHEPARD, Vice-Chairman.
E. W. TYLER.
JOHN ROSS Delafield.
BERNARD NAUMBURG.
FRANCIS X. BUTLER, Secretary.
EDWARD R. FINCH.
GEORGE H. GILMAN.
EMMET R. OLCOTT.
GEORGE E. MORSE.
BERT HANSON.
HARCOURT BULL.
Engineering and Sanitation Committee.
H. WALLER BRINCKERHOFF.
FOSTER CROWELL.
CHARLES H. MYERS.
GEORGE A. SOPER.
SAMUEL WHINERY.
C. M. WICKER.
At the request of The Merchants' Association, the State Rail-
road Commission held a public hearing in the Aldermanic
Chamber, at which The Merchants' Association was directed by
the Commissioners to present specific instances of its complaints,
with proof. This The Merchants' Association refused to do,
contending that it was the statutory duty of the State Railroad
Commission to inform itself in detail of all conditions affecting
the management of street railways, to maintain control and to
compel effective service.
At no time in its history had the State Railroad Commission
exercised or attempted to exercise such control. In fact, the Com-
vii
mission had practically ignored its duty so far as the regulation of
the street railways of New York City was concerned.
The Legal Committee of The Merchants' Association, there-
fore, after obtaining an explicit admission from the Commission
to the above effect, formally demanded that the State Railroad
Commission should itself make a detailed investigation into the
causes of the undisputed defects and abuses of this city's street-car
service, and should thereafter move to compel efficient service so
far as the physical conditions would permit.
The State Railroad Commission concurred in the contention
of The Merchants' Association, entered upon an investigation of
the conditions of fact, and thereafter issued orders to the com-
panies as to increasing their facilities.
The report of the State Railroad Commission shows that no
data of passenger and car movement sufficient to warrant its con-
clusions was obtained, and that its recommendations were based
upon imperfect knowledge of the facts.
The orders issued by the Commission, were, in consequence,
but partly adapted to the necessities of the case. Above all, those
orders, although ostensibly complied with by the companies, have
not, in reality, been given such effect as to afford any substantial
relief, and have, in fact, been largely disregarded.
Moreover, the Railroad Commission has made no serious at-
tempt to enforce the orders issued by it; and it has been shown by
the Legal Committee of The Merchants' Association that the
Commission lacks the legal powers necessary to enforce its orders.
Thus the first results of The Merchants' Association's work
showed:
1st. That the State Railroad Commission had not sought to
regulate the operation of street railroads.
2d. That its investigation into such operation was superficial
and insufficient.
3d. That it could not enforce its orders.
It was likewise shown that a comprehensive knowledge of the
conditions affecting local street railway operation required con-
viii
tinuous observation and study and more expert service than the
Commission could command under the present law.
The Legal Committee, therefore, drafted a bill for enlarging
the State Railroad Commission from three to five members; for
securing expert services by requiring two of the members to be
engineers; for securing adequate local reform by requiring those
engineers to be residents of the City of New York, and for giving
the Commission plenary powers to enforce its orders subject to
review by the courts. This bill, which follows, was offered in the
Legislature, but failed of passage:
AN ACT
To amend sections one hundred and fifty, one hundred and fifty-one, one
hundred and fifty-six, one hundred and fifty-seven, one hundred and
sixty-one, one hundred and sixty-two, one hundred and sixty-three,
one hundred and sixty-nine and one hundred and seventy of the rail-
road law, in relation to the powers, duties, obligations and liabilities
of the railroad commissioners and to increase the number of the
same.
The People of the State of New York, represented in Senate and
Assembly, do enact as follows:
SECTION 1. Section one hundred and fifty of chapter five hundred and
sixty-five of the laws of eighteen hundred and ninety, entitled "An act in
relation to railroads, constituting chapter thirty-nine of the general laws,"
is hereby amended so as to read as follows:
SEC. 150. Appointment and term of office of railroad commissioners.-
There shall be a board of railroad commissioners, consisting of [three]
five competent persons, one of whom shall be experienced in railroad busi-
ness and two of whom at all times shall be qualified, practical, civil engi-
neers of at least ten years' practice, who shall have resided in the city of
New York for at least two years immediately prior to their appointment,
appointed by the governor, by and with the advice and consent of the
senate, each of whom shall hold office for the term of five years from the
date of his appointment, and until his successor shall have been appointed
and shall have qualified. The governor shall within thirty days from the
passage of this act appoint as the two additional members of said board
two qualified practical, civil engineers having the qualifications above de-
scribed. A commissioner shall in like manner be appointed upon the expi-
ration of the term of any commissioner; and when any vacancy shall occur
in the office of any commissioner, a commissioner shall in like manner be
appointed for the residue of the term. If the senate shall not be in session
EXPLANATION.-Matter underscored
is new; matter in brackets []
is old law to be omitted.
ix
when the vacancy occurs, the governor shall appoint a commissioner to fill
the vacancy, subject to the approval of the senate when convened.
•
SEC. 2. Section one hundred and fifty-one of chapter five hundred and
sixty-five of the laws of eighteen hundred and ninety, entitled “An act in
relation to railroads, constituting chapter thirty-nine of the general laws,"
is hereby amended so as to read as follows:
SEC. 151. [Suspension from office.] Removal from office.-Any com-
missioner may be [suspended from office by the governor upon written
charges preferred. The governor shall report such suspension and the
reasons therefor to the senate at the beginning of the next ensuing session,
and if a majority of the Senate shall approve the action of the governor, such
commissioner shall be removed from office and his office become vacant.]
removed from office by the governor within the time for which he shall
have been appointed, after giving to such commissioner a copy of the
charges against him and an opportunity of being heard in his defense.
SEC. 3. Section one hundred and fifty-six of chapter five hundred and
sixty-five of the laws of eighteen hundred and ninety, entitled "An act in
relation to railroads, constituting chapter thirty-nine of the general laws,"
as amended by chapter five hundred and thirty-four of the laws of eighteen
hundred and ninety-two, is hereby amended so as to read as follows:
SEC. 156. Quorum of board.—[Two] Three of the commissioners shall
constitute a quorum for the transaction of any business, or the performance
of any duty of the board, and may hold meetings thereof at any time or
place within the state. All examinations or investigations made by the
board may be held and taken by and before any one of the commissioners
or the secretary of the board, by order of the board, and the proceedings
and decisions of such single commissioner shall be deemed to be the pro-
ceedings and decisions of the board, when approved and confirmed by it.
SEC. 4. Section one hundred and fifty-seven of chapter five hundred
and sixty-five of the laws of eighteen hundred and ninety, entitled "An act
in relation to railroads, constituting chapter thirty-nine of the general
laws," is hereby amended so as to read as follows:
SEC. 157. General powers and duties of board.-The board shall have
power to administer oaths in all matters relating to its duties, so far as
necessary to enable it to discharge such duties, shall have general super-
vision of all railroads and shall examine the same and keep informed as
to their condition, and the manner in which they are operated for the
security and accommodation of the public and their compliance with the
provisions of their charters and of law. The commissioners or either of
them in the performance of their official duties may enter and remain dur-
ing business hours in the cars, offices and depots, and upon the railroads of
any railroad corporation within the state, or doing business therein; and
may examine the books and affairs of any such corporation and compel the
production of books and papers or copies thereof, and the board may cause
to be subpoenaed witnesses, and if a person duly subpoenaed fails to obey
x
such subpoena without reasonable cause, or shall without such cause refuse
to be examined, or to answer a legal or pertinent question, or to produce
a book or paper which he is directed by subpoena to bring, or to subscribe
his deposition after it has been correctly reduced to writing, the board may
take such proceedings as are authorized by the code of civil procedure upon
the like failure or refusal of a witness subpoenaed to attend the trial of a
civil action before a court of record, or a referee appointed by such court.
The board shall also take testimony upon, and have a hearing for and
against any proposed change of the law relating to any railroad, or of the
general railroad law, if requested to do so by the legislature, or by the
committee on railroads of the senate or the assembly, or by the governor,
and may take such testimony and have such a hearing when requested to
do so by any railroad corporation, or incorporated organization repre-
senting agricultural or commercial interests in the state, and shall report
their conclusions in writing to the legislature, committee, governor, cor-
poration or organization making such request; and shall recommend and
draft such bills as will in its judgment protect the people's interest in and
upon the railroads of this state. Upon the application of the mayor of a
city or the president of a village or the supervisor or highway commis-
sioners of a town within which any part of any railroad is located, alleging
grounds of complaint, the board shall examine the condition and operation
of such railroad. If upon the petition in writing of twenty or more legal
voters in such city, village or town to the mayor, president, supervisor or
highway commissioners to make such application, he or they refuse to do
so, he or they shall endorse upon the petition the reason of such refusal
and return it to the petitioners, who may within ten days thereafter present
it to the board, and it may thereupon make such examinaion as if called
upon by the mayor, president, supervisor or highway commissioners, first
giving to the petitioners and to the corporation reasonable notice in writing
of the time and place of making such an examination. If upon such
examination it appears to the board that the complaint is well founded,
it shall so adjudge, and shall embody its decision in a written order,
which shall be served upon the railroad corporation and shall be enforced,
subject to the right of the corporation to move to vacate the same at
special term, as provided for in section one hundred and sixty-one of this
act.
SEC. 5. Section one hundred and sixty-one of chapter five hundred and
sixty-five of the laws of eighteen hundred and ninety, entitled "An act
in relation to railroads, constituting chapter thirty-nine of the general
laws," as amended by chapter three hundred and seventy-three of the laws
of nineteen hundred and two, is hereby amended so as to read as follows:
SEC. 161. Recommendations of board, when repairs or other changes are
necessary. If in the judgment of the board, after a careful personal exami-
nation of the same, it shall appear that repairs are necessary upon any rail-
road in the state, or that any addition to the rolling stock, or any addition
to or change of a station or station houses, or that additional terminal
facilities shall be afforded, or that any change of the rates of fare for
xi
transporting freight or passengers or in the mode of operating the road or
conducting its business, is reasonable and expedient in order to promote the
security, convenience and accommodation of the public, the board shall
give notice and information in writing to the corporation of the improve-
ments and changes which they deem to be proper, and shall give such cor-
poration an opportunity for a full hearing thereof, and if the corporation
refuses or neglects to make such repairs, improvements and changes,
within a reasonable time after such information and hearing, and fails to
satisfy the board that no action is required to be taken by it, the board shall
fix the time within which the same shall be made, which time it may extend.
[It shall be the duty of the corporation, person or persons owning or oper-
ating the railroad to comply with such decisions and recommendations of
the board as are just and reasonable. If it fails to do so, the board shall
present the facts in the case to the attorney-general for his consideration and
action, and shall also report them in its annual or in a special report to the
legislature.] The final directions of the board, and the time for carrying out
the same, shall be embodied in a formal order, a certified copy of which
shall be served upon the corporation, in like manner as a mandamus in a
special proceeding, and said order shall have the full force and legal effect
of a mandamus lawfully issued by the supreme court. It shall thereupon
be the duty of said corporation and of its officers to comply with the said
order within the time therein specified, or within such time as may be fixed
by said board, if such time be extended by its order. Obedience to said
order may be enforced by proceedings in the nature of a criminal contempt
against said corporation and its officers, in like manner as if the said cor-
poration had refused or neglected to comply with a mandamus lawfully
issued by the supreme court, which proceedings shall be taken by the
attorney-general upon the request of said board, and shall be taken before
a special term of the supreme court in the county where said railroad cor-
poration has its principal office in the state. At any time within thirty
days after the service on said corporation of the formal order of the board
of railroad commissioners said corporation may move, on eight days' notice
to the board and to the attorney-general, or by an order to show cause, on
such notice as shall be prescribed by a justice of the supreme court, at a
special term of the supreme court, to be held in the county where said
railroad has its principal office in the state, for an order vacating or modify-
ing such order of the board, and, upon the hearing, the court may vacate
or modify such order, or may deny the motion. From the decision of the
special term on such motion either party may appeal to the appellate
division of the supreme court, which court shall have power to review, upon
both the facts and the law, and the determination of the appellate division
shall be final, unless it shall grant leave to go to the court of appeals as to
one or more or all of the questions of law or facts raised by said appeal,
or unless such leave shall be granted as to one or more or all of such
questions by one of the judges of the court of appeals, in which event the
court of appeals shall have jurisdiction to review such determination of
the appellate division as to the questions so specified. No stay shall be
xii
granted in any appeal from the order at special term as of course, nor
unless the court shall be satisfied that the public interest will not be preju-
diced by such stay; and the court may impose as a condition of granting
such stay, such terms as shall be just, including the giving of an under-
taking or the performance by the railroad corporation of part of the order
of the board of railroad commissioners or the order appealed from.
Elevated railroads are included in the application of this [section] article.
SEC. 6. Section one hundred and sixty-two of chapter five hundred and
sixty-five of the laws of eighteen hundred and ninety, entitled "An act
in relation to railroads, constituting chapter thirty-nine of the general laws,"
as amended by chapter six hundred and seventy-six of the laws of eighteen
hundred and ninety-two, is hereby amended so as to read as follows:
SEC. 162. Legal effect of recommendations and action of the board.-
No examination, request or advice of the board, nor any investigation
or report made by it, shall have the effect to impair in any manner or degree
the legal rights, duties or obligations of any railroad corporation, or its
legal liabilities for the consequence of its acts, or of the neglect or mis-
management of any of its agents or employees. [The supreme court at
special term shall have power, in its discretion, in all cases of decisions and
recommendations by the board which are just and reasonable to compel
compliance therewith by mandamus, subject to appeal to the general term
and the court of appeals, and upon such appeal, the general term and the
court of appeals may review and reverse upon the facts as well as the law.]
SEC. 7. Section one hundred and sixty-three of chapter five hundred
and sixty-five of the laws of eighteen hundred and ninety, entitled "An act
in relation to railroads, constituting chapter thirty-nine of the general
laws," is hereby amended so as to read as follows:
SEC. 163. Corporations must furnish necessary information.-Every
railroad corporation shall, on request, furnish the board any necessary in-
formation required by them concerning the rates of fare for transporting
freight and passengers upon its road and other roads with which its busi-
ness is connected, and the condition, management and operation of its road,
and shall, on request, furnish to the board copies of all contracts and
agreements, leases or other engagements entered into by it with any per-
son or corporation. The board may order any railroad corporation to keep
books containing such statistical information as to the physical condition
and the operation of the railroad as shall be required by the commis-
sioners, to enable them more efficiently to perform their duties as railroad
commissioners in the interest of the general public. Such order may be
enforced and may be appealed from, as provided for in the case of recom-
mendations of the board in section one hundred and sixty-one of this act.
The commissioners shall not give publicity to such information, contracts,
agreements, leases or other engagements, if, in their judgment, the public
interests do not require it, or the welfare and prosperity of railroad cor-
porations of the state might be thereby injuriously affected.
xiii
SEC. 8. Section one hundred and sixty-nine of chapter five hundred and
sixty-five of the laws of eighteen hundred and ninety, entitled "An act in
relation to railroads, constituting chapter thirty-nine of the general laws,"
as amended by chapter five hundred and thirty-four of the laws of eighteen
hundred and ninety-two, is hereby amended so as to read as follows:
SEC. 169. Salaries and expenses of members and officers of the board.-
The annual salary of each commissioner shall be eight thousand dollars;
of the secretary, six thousand dollars; of the marshal, fifteen hundred dol-
lars; of the accountant and of the inspector such sum as the board may
fix, not exceeding three thousand dollars each; of the clerical force such
sums respectively as the board may fix. In the discharge of their official
duties, the commisioners, their officers, clerks and all experts and agents
whose services are [deemed to be temporarily of importance] required shall
be transported over the railroads in this state free of charge upon passes
signed by the secretary of state, and the commissioners shall have reim-
bursed to them the necessary traveling expenses and disbursements of
themselves, their officers, clerks and experts [not exceeding in the aggre-
gate five hundred dollars per month]. All salaries and disbursements shall
be audited and allowed by the comptroller, and paid monthly by the state
treasurer on the order of the comptroller out of the funds provided there-
for. The attorney-general shall act as legal adviser of the board, and shall
prosecute and defend all court proceedings, actions and appeals for the
board as its attorney, and shall to that end, from time to time, assign from
among its assistants such counsel as shall be necessary for that purpose.
SEC. 9. Section one hundred and seventy of chapter five hundred and
sixty-five of the laws of eighteen hundred and ninety, entitled "An act in
relation to railroads, constituting chapter thirty-nine of the general laws,”
as amended by chapter five hundred and thirty-four of the laws of eighteen
hundred and ninety-two and by chapter four hundred and fifty-six of the
laws of eighteen hundred and ninety-six, is hereby amended so as to read
as follows:
SEC. 170. Total annual expense to be borne by railroads.-The total
annual expense of the board authorized by law, excepting only rent of
offices and the cost of printing and binding the annual reports of the board,
as provided by law, shall not exceed [sixty] one hundred and twenty thou-
sand dollars; and shall be borne by the several corporations owning or
operating railroads, according to their means. The comptroller, before
July first of each year, shall assess upon each of such corporations its pro-
portion of such expenses, one-half in proportion to its net income for the
fiscal year next preceding that in which the assessment is made, and one-
half in proportion to the length of its main road and branches, except that
each corporation whose line of road lies partly within and partly without
the state, shall in respect to its income be assessed on a part bearing the
same proportion to its whole net income that the line of its road within the
state bears to the whole length of road, and in respect to its main road and
xiv
branches shall be assessed only on that part which lies within the state.
Such assessment shall be collected in the manner provided by law for the
collection of taxes upon corporations.
SEC. 10. This act shall take effect immediately.
The thanks of The Merchants' Association are due to both
the Legal and the Engineering and Sanitation Committees for
their arduous and long-extended labors in the effort to improve
this city's transportation facilities. Their services were volun-
teered and without compensation and entailed upon them, espe-
cially the Engineering Committee, many months of almost con-
tinuous labor, which called for special professional knowledge.
The Report of the Engineering and Sanitation Committee,
which follows, is the first adequate examination which has been
made in this city into the transportation conditions. It embodies
the only comprehensive and reliable data thus far gathered.
Practically all official reports have rested upon data supplied by
the railway companies, and therefore from an interested source,
while discussions of this subject have hitherto been largely
academic and have not rested upon ascertained and reliable data.
The report which follows supplies the first intelligent basis for
suitable legislation upon this subject, which affects every citizen.
of the metropolis.
WILLIAM F. KING, Chairman,
Committee on Franchises and Transportation.
New York, September 1, 1903.
XV
TABLE OF CONTENTS.
INTRODUCTION
COMPOSITION OF THE COMMITTEE ON ENGINEERING AND
SANITATION
SUBDIVISION OF COMMITTEE'S WORK...
ACKNOWLEDGMENT OF OBLIGATION TO THOSE WHO HAVE
AIDED THE COMMITTEE.
PAGE.
1
2
2
3-4
OBSERVATIONS IN OTHER CITIES..
3-5
• ·
GENERAL CONCLUSIONS AND RECOMMENDATIONS.
IMPROVING THE SURFACE CAR SERVICE.
6-12
• •
12 et seq.
NUMBER OF CARS THAT CAN BE OPERATED.
12
• •
SPEED OF Cars...
13-18
EFFECT OF STOPS..
18-25
CAPACITY OR SIZE OF Cars..
26-27
•
27-31
•
LARGER CARS FOR MANHATTAN.
DOUBLE-DECK CARS
CAR SIGNS
•
Car and LinE CAPACITY REQUIRED..
OPEN CARS
•
COMBINED SUMMER AND WINTER CArs..
SURFACE CARS IN TRAINS..
POWER BRAKES
..
OBSTRUCTIONS TO CAR MOVEMENT.
DELAY CAUSED BY THE SUBWAY.
•
•
CAR SERVICE ON THE LESS CONGESTED STREETS.
STANDING PASSENGERS IN Cars..
TRANSFERS
SNOW REMOVAL
SURFACE CAR SUBWAY AT 34TH STREET.
• •
•
CROSSTOWN and Horse-CaR LINES, INCLUDING 86TH STREET
28-31; 89-115
31
33-35
37
37-38
38
39
40-56
56
56
57-58
58-60
61
62
EXTENSION
UNUSED CAR Tracks..
PROPOSED NEW ROUTES..
62-65-66
66
67-71
SERVICE ON ELEVATED ROADS.
71-72
STATIONS ON ELEVATED Roads.
73-74
•
ELEVATED RAILROAD IMPROVEMENTS RECOMMENDED.
75-76
SANITATION
76-77
SANITARY RECOMMENDATIONS
77-81
CONCLUSION
81-82
xvii
ADDENDA.
DIAGRAM AND TABLES OF OBSERVATIONS ON STREET
TRANSPORTATION
•
DOUBLE-DECK CARS IN EUROPEAN CITIES.
THE LAW AS TO STREET OBSTRUCTIONS..
AS TO LAWS GOVERNING USE OF STREETS..
RULES FOR THE REGULATION OF VEHICULAR AND
SURFACE-Car Travel
LIST OF UNUSED SURFACE-CAR TRACKS IN MAN-
HATTAN
Tabular STATEMENT OF URBAN RAILWAY TRANS-
PORTATION IN GREATER NEW YORK..
PAGE.
Addendum A, 87 et seq.
. Addendum B, 89-111
Addendum C, 113-115
. Addendum D, 117-121
. Addendum E, 123-126
.Addendum F, 127-131
. Addendum G, 132
1
xviii
INDEX.
A.
PAGE.
ADDENDUM A: Diagrams and Tables.
ADDENDUM B: Double-Deck Cars
ADDENDUM C: As to Street Obstructions.
•
•
ADDENDUM D: As to Laws Governing Use of Streets.
ADDENDUM E: Rules for Vehicular Travel..
ADDENDUM F: List of Unused Tracks.
ADDENDUM G: Urban Transportation in New York City;
Number of Passengers Carried on Ele-
vated and Surface Lines..
ACCIDENTS TO PASSENGERS.
AMENDMENTS TO ELEVATED SCHEDULES..
ASTOR PLACE: TRANSFER STATION.
AUSTRALIA: DOUBLE-DECK CARS IN.
•
•
•
87 et seq.
173 et seq.
197-199
201-205
207-210
211-215
216
.24, 180, 182, 191
10, 71, 72
20-23
193
B.
BATTERY PLACE
BERLIN STREET CARS IN
•
BERTHS: STOPPING CARS IN.
BOARD OF STATE RAILROAD COMMISSIONERS.
BOROUGH OF THE BRONX: NEW ROUTE FROM THE BROOKLYN
BRIDGE
•
BOSTON: OBSERVATIONS IN
BOYLSTON STREET, BOSTON: HOURLY NUMBER OF CARS.
BRAKES: HAND
BRAKES: POWER
•
•
BROADWAY: NUMBER OF CARS PER HOUR.
BROADWAY: SPEED OF CARS...
• ·
• •
•
BRONX BOROUGH NUMBER OF STREET CAR PASSENGERS.
BUENOS AYRES: DOUBLE-DECK CARS IN.
BUILDING MATERIAL STORED ON STREETS.
•
C.
CARS: CAPACITY OF
15
184
22, 43
1,71
69
3, 22, 43
22
39-40
39
20
14-17
116
193
48
26, 33
COMBINED SUMMER AND WINTER.
CONDUCTORS
DOUBLE-DECK
IN BOSTON
•
•
•
LARGER SIZE RECOMMENDED FOR MANHATTAN.
27,37
7, 195
7, 27-30, 173
3, 5, 22
27
xix
CARS: NUMBER THAT CAN BE OPERATED PER HOUR..
OPEN
OPERATED IN GROUPS
RECOMMENDED BY MR. B. J. ARNOLD FOR CHICAGO...
SAFE SPACE INTERVAL..
•
Seats, PUTTING FEET ON.
SIGNS
SIZE OF, ON BROADWAY.
SPEED OF
•
STOPPING AT ALTERNATE STREETS..
TIME INTERVAL
Two CONDUCTORS ON.
CHANGES IN CAR ALIGNMENT.
CHATHAM SQUARE STATION.
CONCLUSION
CONGESTION OF VEHICLES
CORPS OF OBSERVERS
CROSSTOWN LINES
•
•
•
•
♦
•
DELAYS DUE TO SUBWAY.
• •
DENMARK: DOUBLE-DECK CARS IN.
DEPARTMENT OF DOCKS AND FERRIES.
DEPARTMENT OF STREET CLEANING.
• •
DESBROSSES STREET FERRY: NEW ROUTE.
DIAGRAMS
DISTANCE BETWEEN CARS..
•
DISTANCE REQUIRED TO STOP CARS.
DOUBLE-DECK CARS
ELEVATORS: AT STATIONS
ELEVATED RAILROADS
PAGR.
6, 12, 42
37
22
27
17
11
7,31
27
13-18
2-5
19
23, 25
30
10, 72
81
8, 53
3
9
D.
56, 67
193
61
61
•
68
5,85 et seq.
16, 17-19
13, 16
7, 27, 30, 173
E.
10, 74
10
ELEVATED RAILROADS: CONNECTING EAST AND WEST SIDE
LINES
ELEVATED RAILROAD: EXTENSION OF.
•
ELEVATED RAILROAD: IMPROVEMENTS RECOMMENDED..
ELEVATED RAILROADS: MORE TRAINS IN NON-RUSH HOURS.
ELEVATED RAILROADS: SERVICE ON.
ELEVATED RAILROAD STATIONS
•
•
• •
EGYPT: DOUBLE-DECK CARS IN.
EIGHTY-SIXTH STREET CROSSTOWN LINE.
ENGLAND: DOUBLE-DECK Cars in..
ESCALATORS: AT STATIONS
EUROPEAN CITIES: DOUBLE-DECK CARS IN.
•
•
•
72
71
75-76
71
71
73, 74
193
62, 64-66
173
10, 74
173 et seq.
XX
PAGE.
EXTENT OF USE OF DOUBLE-Deck Cars.
EXPRESS SERVICE
193
11, 72
FEET ON CAR SEATS..
}
FENDERS: THE PLOW LIFE-GUARD.
F.
•
FIFTIETH AND 51ST STREETS: PROPOSED CROSSTOWN ROUTE...
FLOOR COVERING FOR CARS.
•
FOURTH AVENUE AND 23D STREET Crossing.
FULTON AND GREENWICH STREET INTERSECTION.
•
•
GLASGOW DOUBLE-DECK CARS IN..
GRAMERCY PARK
GRAND STREET
G.
GREAT BRITAIN: DOUBLE-DECK CARS IN
GREAT JONES STREET..
•
D
Greater New YORK: TOTAL Passengers Per Year.
GREENWICH AVENUE
GREENWICH AND FULTON STREET INTERSECTION..
GREENE STREET
H.
HAND BRAKES
HANOVER SQUARE STATION
•
HEAD ROOM INSIDE DOUBLE-DECK CARS.
HEADWAY
HEIGHT OF DOUBLE-DECK CARS..
HIGH SPEED
•
HORSE-CAR Lines
11, 77
191
69
11
41-43
53
177-193
•
68
213
177-193
68
54, 216
68
53
212
39-40
73
183-194
17, 19-22
28, 183-184
12
•
9, 11, 63, 79-80
•
12, 16-18, 21, 42
HOURLY NUMBER OF Cars....
I.
IMPROVEMENTS: FOR ELEVATED RAILROADS.
D
INCREASE IN NUMBER OF RIDERS..
INCREASE POSSIBLE IN NUMBER OF CARS.
INTERVALS BETWEEN CArs..
IRELAND: DOUBLE-DECK CARS IN.
IRVING PLACE
ISLANDS OF SAFETY
ITALY: DOUBLE-DECK CARS IN.
J.
JOHN AND DEY STREETS: PROPOSED NEW ROUTE.
JOURNAL, STREET RAILWAY.
K.
KINGSBRIDGE: THROUGH ROUTE FROM SOUTH FERRY....
75-76
44
6, 19, 20, 40, 44
19 et seq.
177-193
68
81
193
64
34
70
xxi
L.
LARGER CARS FOR MANHATTAN.
LEEDS: DOUBLE-DECK CARS IN.
LENGTH OF CARS.
LENGTH OF STREET CARS..
LENGTH OF STOPS....
LEXINGTON AVENUE CARS..
LEXINGTON AVENUE LINE: PROPOSED EXTENSION SOUTH-
WARD
LIGHTING
LIMIT OF CAR CAPACITY OF A LINE.
LIMITATIONS OF CAR SPEED.
LIVERPOOL
•
DOUBLE-DECK CARS IN.
LONDON: DOUBLE-DECK CARS IN..
LOST TIME AT STOPS.
LYONS: DOUBLE-DECK CARS IN.
·
·
M.
MADISON AVENUE CARS.
MANCHESTER: DOUBLE-DECK CARS IN..
MECHANICAL APPLIANCES FOR LOADING VEHICLES.
• ·
MEXICO: DOUBLE-DECK CARS IN.
MOTORMEN
NEW ELM STREET.
NEW ROUTES
NINTH AVENUE LINE.
•
N.
NINETY-SIXTH AND NINETY-SEVENTH STREETS: PROPOSED
CROSSTOWN LINE
NON-ABSORBENT FLOOR COVERING.
NON-RUSH-HOUR SERVICE
NUMBER OF CARS OPERATED
NUMBER OF PASSENGERS PER HOUR.
•
NUMBER OF PASSENGERS STANDING.
O.
•
•
OBSERVATIONS OF STREET TRAVEL IN BOSTON.
OBSERVATIONS OF STREET TRAVEL IN NEW YORK.
OBSERVATIONS OF STREET TRAVEL IN PHILADELPHIA.
OBSTRUCTIONS TO CAR MOVEMENT..
•
• •
ONE HUNDRED AND FORTY-FIFTH STREET: PROPOSED CROSS-
TOWN LINE
ONE HUNDRED AND THIRTY-FIFTH STREET LINE: PROPOSED
EXTENSION
OPEN CARS
OVERCROWDING CARS
PAGE.
27-31
177-193
26-31
27-28, 186
19
42
68
81
19
13, 17, 18
177-180-183
177-193
19
193
34
177-193
51
193
7, 40
68-69
9
10
70
11, 79, 81
6, 41, 42
6, 12, 42
32, 36, 41
36
3, 22
3
3
6, 40
70
70
37
6, 33, 35, 58
xxii
P.
PARIS DOUBLE-DECK CARS IN.
PARK PLACE: NEW ROUTE TO KINGSBRIDGE.
PARK ROW: PROPOSED WIDENING.
• •
PARK STREET STATION, BOSTON: HOURLY NUMBER OF CARS.
PASSENGERS: ACCIDENTS TO.
•
PASSENGER-CARRYING CAPACITY
•
PASSENGERS: HOURLY NUMBER OF..
PHILADELPHIA: OBSERVATIONS IN
POWER BRAKES
PRELIMINARY REPORT
•
PROPOSED NEW ROUTES
PROTECTION FOR THIRD RAIL.
•
PUBLIC OPINION...
QUEENS BOROUGH
Q.
ADDITIONAL COMMUNICATION WITH....
QUEENS BOROUGH NUMBER OF STREET-CAR PASSENGERS.
RAPID TRANSIT COMMISSION
R.
RAPID TRANSIT SUBWAY..
RECOMMENDATIONS: SANITARY
•
REMEDIES FOR STREET OBSTRUCTIONS.
REPORT OF MR. JOHN P. Fox.
REPORT: PRELIMINARY
·
•
•
REVERSIBLE STAIRWAY FOR DOUBLE-DECK CARS.
ROOFS FOR ELEVATED PLATFORMS.
RULES FOR REGULATING TRAVEL.
RUSH-HOUR SERVICE
RULES OF THE ROAD.
•
•
•
Y
SAND: IN LIEU OF SPITTOONS.
SANITATION
SANITARY CONDITIONS
SANITARY RECOMMENDATIONS
•
SCHEDULES OF ELEVATED TRAINS.
SEATING CAPACITY OF CARS.
SECOND AVENUE LINE
• •
SHELTERS AT TRANSFER STATIONS.
SIXTH AVENUE LINE.
SNOW REMOVAL
• • •
• •
•
S.
SOUTH AFRICA: DOUBLE-DECK CARS IN.
SOUTH AMERICA: DOUBLE-DECK CARS IN.
SOUTH FERRY
•
SPITTOONS: ON ELEVATED STATION PLATFORMS.
• •
PAGE.
193
68
69
22
24, 180, 182, 191
12
34-35
3
7,39
1, 57, 67
67-71
75
67
70
216
56, 71
9, 56, 65, 67
6, 12, 48-53, 75, 77-81
48-54
173
1
180-183
11, 76-77
49-54, 207
6, 19, 20, 40-44
49"
11
11, 76-77
11, 76
+
77-81
10, 71
6
10, 72, 76
81
10
8, 61
174-193
174-193
70-73
11, 76-78
xxiii
STAIRWAYS TO STATIONS..
ST. LOUIS: EXPERIENCE WITH DOUBLE-DECK CARS.
STOPS: AT ALTERNATE STREETS..
STOPS: EFFECT OF
•
STOPS: FOR Transfer
STORAGE-BATTERY CARS
•
•
•
STORAGE OF CARS ON THIRD TRACK.
STORING BUILDING MATERIAL.
STREET-CAR MOVEMENT IN BOSTON..
STREET RAILWAY JOURNAL.
•
SUBSTITUTION OF LARGER Cars.
SUBWAY: RAPID TRANSIT
•
SUBWAY AT 34TH STREET AND BROADWAY.
• •
T.
•
THIRD AVENUE LINE
THIRD TRACKS FOR EXPRESS SERVICE.
•
THIRTY-FOURTH STREET CROSSING AT BROADWAY
THE TROLLEY HABIT.
• •
THIRD RAIL: PROTECTION FOR
TIME CONSUMED IN STOPS
TIME INTERVAL
•
•
TIME REQUIRED TO START AND STOP CARS.
TOILET-ROOMS
•
TRANSFER SYSTEM
TRANSFER: STOPS ON BROADWAY
TRIP SPEEDS
•
•
• ·
• •
TWENTY-THIRD STREET CROSSING AT FOURTH AVENUE.
Two CONDUCTORS
TYPES OF STREET CARS..
UNUSED CAR TRACKS
USE OF SAND FOR SPITTOONS.
USE OF STREETS..
U.
V.
•
•
•
•
•
PAGE.
73-74
188
7,25
18
7,21
81
72-75
48
5
34
6, 27, 31
56, 67
9, 62
10, 72
•
11, 72
•
42
44-45
75
19-20, 23, 39
42
13, 16-18, 21
11, 76
8
20
14
41-43
•
7, 23, 25
27-29
53
11, 76
66
VENTILATION
VEHICLES: STANDING ALONG THE CURB.
Vehicular CONGESTION
Vehicular TRAVEL: REGULATION OF.
•
W.
11, 77, 81
45-50, 208
8, 44-54
7, 207-210
WARMING CARS
WEIGHTS OF STREET Cars.
WEST BROADWAY CONDITIONS
•
WILLIAMSBURG BRIDGE: PROPOSED NEW ROUTES TO..
Σχίν
•
11, 77
186
46-47
69
REPORT OF THE COMMITTEE ON
ENGINEERING AND
SANITATION.
NEW YORK, July 15, 1903.
To the Merchants' Association of New York.
GENTLEMEN :
TH
HE Committee on Engineering and Sanitation presents here-
with its final report.
When this Committee was appointed on January 10, 1903, there
were referred to it certain propositions, seventeen in number,
which had previously been made by your Association to the State
Railroad Commission in a communication dated January 5, 1903,
and we were asked to report to you upon these propositions.
After as careful consideration as the time permitted, the Com-
mittee made a preliminary report, under date January 21, 1903,
in which the propositions referred to were answered seriatim
and provisional opinions expressed upon each. Subsequently the
Committee was requested to continue and extend its investiga-
tions with the view of submitting a final report on the whole sub-
ject of the improvement of passenger transportation conditions in
New York.
Mr. Cassius M. Wicker, member and first chairman of the
Committee, having resigned soon after the presentation of the
1
preliminary report, the final organization of the Committee was as
follows:
SAMUEL WHINERY, C. E., M. Am. Soc. C. E., Chairman.
H. WALLER BRINCKERHOFF, C. E., M. Am. Soc. C. E.
FOSTER CROWELL, C. E., M. Am. Soc. C. E., M. Inst. C. E.
CHARLES H. MYERS, C. E., M. Am. Soc. C. E.
GEORGE A. SOPER, Ph. D., Assoc. M. Am. Soc. C. E.
Mr. F. F. Woodward, detailed by your Association, was
appointed to act as Secretary of the Committee.
The Committee divided its work among eight sub-committees,
to each of which were assigned certain specific subjects for inves-
tigation. These sub-committees were as follows:
On Street Observations,
MR. CROWELL,
MR. BRINCKERHOFF.
On Vehicular Traffic and Obstructions,
MR. CROWELL,
MR. WHINERY.
On Proposed Subway at 34th Street,
MR. MYERS.
On Cross-town and Horse-car Lines
(Including the 86th Street Line),
MR. MYERS,
DR. SOPER.
On Unused Tracks,
On Routes,
MR. BRINCKERHOFF,
MR. WHINERY.
DR. SOPER,
MR. MYERS.
On Elevated Railroads,
MR. BRINCKERHOFF,
MR. MYERS.
On Sanitation,
DR. SOPER,
MR. MYERS.
2
In the absence of sufficient data to enable us to take up the
subject intelligently, it was deemed best by the Committee to insti-
tute and conduct a series of observations upon car and vehicular
travel over congested streets, upon the elevated railroad service,
and upon the sanitary conditions relating to both, and your Asso-
ciation authorized the expenditure of such sums as might be found
necessary for the purpose. Thereupon, a corps of observers was
organized and put to work, an office room was secured, and the
necessary office force, including draughtsmen, was employed.
Although the problems attending passenger transportation
in New York City are local, and in many respects far more diffi-
cult of solution than elsewhere, it was thought that the experience
gained in some other cities, where passenger transportation has
received great attention, might prove of value, and accordingly a
sub-committee was sent to Philadelphia and Boston, spending a
number of days at each place in personal examination and study
of special features of street railroad operation and in conference
with municipal and transportation officers, from whom valuable
information was obtained. The Committee avails itself of this
opportunity to acknowledge its obligation and to express its sin-
cere thanks to the following gentlemen in these cities for informa-
tion given and courtesies extended:
HON. A. B. WEAVER, Mayor of Philadelphia.
MR. ROBERT GRIER, Private Secretary to the Mayor.
MR. C. F. WEAVER, Special Agent Philadelphia Rapid Tran-
sit Company.
MR. C. O. KRUGER, General Manager Philadelphia Rapid
Transit Company.
HON. DAVID J. SMYTH, Director of Public Safety.
HON. ALEXANDER COLVILLE, Assistant Director of Public
Safety.
MR. HARRY M. QUIRK, Superintendent of Police.
COL. J. LEWIS GOOD, Chief, Bureau of Health, Department
of Public Safety.
MR. E. H. Sanborn.
HON. PATRICK A. COLLINS, Mayor of Boston.
HON. GEO. B. CROCKER, Chairman Boston Transit Commis-
sion.
3
HON. HORACE G. ALLEN, Member Boston Transit Commis-
sion.
HON. B. LEIGHTON BEAL, Member Boston Transit Commis-
sion.
PROF. GEO. F. SWAIN, M. Am. Soc. C. E., Member Boston
Transit Commission.
MR. HOWARD A. CARSON, M. Am. Soc. C. E., Chief Engineer
Boston Transit Commission.
MR. W. A. CRAFTS, Clerk Massachusetts State Board of Rail-
road Commissioners.
MR. C. S. SERGEANT, Vice-President Boston Elevated Rail-
road.
MR. PAUL WINDSOR, Assistant to the Vice-President Boston
Elevated Railroad.
DR. SAMUEL H. DURGIN, Chairman Board of Health.
The Committee expresses its obligation also to those in New
York who have aided in its work, including the officers of your
Association. Special thanks are due to the following gentlemen:
THE MEMBERS OF YOUR LEGAL COMMITTEE.
HON. A. R. PIPER (Capt. U. S. Army, ret'd), Deputy Police
Commissioner.
HON. JOHN MCG. WOODBURY, Commissioner of Street Clean-
ing.
MR. JOHN A. BENSEL, M. Am. Soc. C. E., Engineer in Chief,
Department of Docks and Ferries.
MR. NELSON P. Lewis, M. Am. Soc. C. E., Chief Engineer
to the Board of Estimate and Apportionment.
MR. WILLIAM BARCLAY PARSONS, M. Am. Soc. C. E., Chief
Engineer Rapid Transit Commission.
MR. H. H. VREELAND, President Interurban Street Railway
Company.
MR. OREN ROOT, JR., General Manager Interurban Street
Railway Company.
MR. MILTON G. STARRETT, M. Am. Soc. C. E., Chief Engi-
neer Interurban Street Railway Company.
MR. GEORGE H. PEGRAM, M. Am. Soc. C. E., Chief Engineer
Interborough Rapid Transit Company.
4
Particular value is attached by the Committee to the facts col-
lected in Boston regarding street-car movement, for it is a sub-
ject which has there received unusual attention and careful study,
with the very striking result, after several years of assiduous
effort, that the maximum number of cars now being run per hour
in one direction on a single street surface track in Boston as a
daily performance exceeds by 40 per cent. the highest number
reached in New York. The practical aspect of this will be dis-
cussed later on.
As the work of collecting data progressed, it was found desir-
able to extend and enlarge it in unforeseen directions, and this pre-
paratory work occupied a much longer time than was originally
contemplated.
The data gathered was compiled, tabulated and platted upon
numerous diagrams, which in turn are condensed and formu-
lated in forty-two sheets of drawings, which were turned over
to your Association with this report. A list of these diagrams
and tables is submitted herewith, marked Addendum A.
In its investigations, and in this report, the Committee has
not adhered strictly to the specific matters embraced in its pre-
liminary report, but has rather taken up the broad and general
subject of the conditions of the passenger transportation prob-
lems in New York and the methods and means by which the
capacity and efficiency of the service can be increased. We have
followed the lines of inquiry which, from our observations,
seemed to promise opportunity for the improvement of the
present conditions, and have framed this report accordingly.
While we have devoted a great deal of time and study to the
technical features and to the details of the various subdivisions
of the subject referred to, in order that we might feel reasonably
sure of the conclusions we have arrived at, we have endeavored
to keep the report as free from technical treatment as possible,
at the same time giving the reasons upon which our conclu-
sions are based in such detail that the reader may be able to
judge of their substantial weight and accuracy. We have
thought this particularly desirable in reference to the operation
of surface cars, since some of our conclusions do not accord
with the views generally held by the public.
5
W
CONCLUSIONS AND RECOMMENDATIONS.
E think it well to state at the outset of our report the con-
clusions we have reached, and our recommendations for
the improvement of the passenger transportation service in the
city of New York. Following each paragraph will be found
reference to the pages of the report where the subject referred
to is considered more at length. They are as follows:
1. That more cars be put in service at once during the
rush hours. The Committee believes that the number of
cars now operated during the rush hours can be consid-
erably increased even on the most congested lines.
(See pages 19, 20; 40, 44.)
2. That during other than rush hours the number of
cars be so increased that the travel shall be comfortably
accommodated. There can be no doubt that it is entirely
practicable to do so.
(See pages 41, 42.)
3. That immediate measures be taken to reduce to a
minimum the obstructions to the movement of cars caused
by vehicular travel and standing vehicles, as well as by
building operations, and other preventable obstructions.
The Committee thinks that when this is done it will be pos-
sible to increase the present number of cars operated more
than twenty per cent. even during the rush hours.
(See pages 45, 46.)
4. That measures be taken to substitute, at the earliest
possible date on all the congested lines, cars having a seat-
ing capacity of fifty-two passengers each. The present
average seating capacity of the closed cars on Broadway
being about thirty passengers, the substitution of an equal
number of the larger cars would increase the seating and
carrying capacity of the line more than seventy per cent.
(See pages 27-31.)
6
5. We recommend that a fair trial be given to double-
deck cars, though we are not prepared to advise their im-
mediate adoption.
(See pages 29-31; 89, et seq.)
6. That all cars carry distinct and properly placed signs
showing the route and destination by day and night.
7. That at the principal transfer stations the cars be
stopped in sets of two or more instead of singly as at
present.
(See pages 22, 23.)
8. That immediate steps be taken to equip all cars used
on congested lines with effective power brakes, to be fol-
lowed, as early as practicable, by their general adoption.
(See pages 39, 40.)
9. That upon the congested lines, on all cars having a
length of car body of twenty-eight feet and over, two men
in addition to the motorman should be employed, at least
during the rush hours. The respective duties of each man
should be properly defined, so that one man will be con-
stantly upon the rear platform. The Committee believes
that the movement of cars will be expedited, the danger of
accidents materially lessened, the convenience of the trav-
eling public enhanced, and that, in the end, the interests of
the operating company will be promoted by the adoption of
this expedient.
(See pages 23-25; 27.)
10. That upon the congested lines cars be stopped to
take on and let off passengers at alternate cross streets
only, the stopping places to be properly designated. The
Committee believes that this would sufficiently expedite
the movement of cars, to outweigh the very slight incon-
venience to the public.
(See page 25.)
11. That the provisions for the regulation of vehicular
travel upon overcrowded streets, embraced in the code of
rules submitted with this report, be enforced. The Com-
7
mittee is convinced that such enforcement would materially
lessen the vehicular congestion on these streets and thus
permit the more rapid and regular movement of cars.
(See pages 48-54.)
12. The Committee believes that if the above recom-
mendations are carried out the result will be an increase in
the carrying capacity of the Broadway and other congested
lines of about 85 per cent., and urges their immediate adop-
tion.
(See pages 30, 34, 54.)
13. That mechanical appliances to expedite the loading
and unloading of freight on the congested streets should
be adopted wherever practicable.
(See page 51.)
14. That, under the conditions now existing upon the
congested car lines, it would be impracticable to attempt to
prevent passengers from standing in any class of cars.
The Committee believes that the deplorable state of affairs
that now prevails in this respect can only be remedied by
providing adequate transportation facilities, so that over-
crowding will be unnecessary.
(See pages 57-58.)
15. That on the less congested streets there are no
physical or engineering difficulties to prevent a satisfactory
increase of service. It is a question merely of power and
equipment, and it is within the ability of the operating com-
pany to provide ample accommodations. Such accommo-
dations should be required of the Interurban Company.
(See page 56.)
16. That the transfer system now in use in New York
is, upon the whole, quite satisfactory, and no radical
changes are recommended. The Committee believes, how-
ever, that the extension of transfer privileges may some-
times be detrimental, rather than beneficial, to the interests
of the public if allowed to increase the overcrowding on
lines already congested.
(See pages 58-59; 60.)
8
17. It is not advisable to concentrate the work of snow
removal upon the street car lines to the neglect of other
commercial interests, but the public may expect in the
future better service in the rapid removal of snow from all
important streets through improved methods to be adopted
by the Street Cleaning Department.
(See page 61.)
18. The construction of a surface car subway in Broad-
way under 34th street is not recommended. It is at present
unnecessary, and its great cost, the physical difficulties that
would be encountered, and the fact that the space will be
required for the Rapid Transit Subway make its construc-
tion impracticable.
(See page 62.)
19. The equipment of many of the crosstown surface
lines, especially the horse-car lines, is very poor, and the
service inadequate and unsatisfactory. The fact that some
of them are soon to be changed to electric power is not a
sufficient excuse for their present neglect. This branch of
the transportation service should be materially improved
at once.
(See pages 62-64.)
20. After careful consideration the Committee con-
cludes that the extension of the 86th street line from Cen-
tral Park West to Amsterdam avenue and the conversion
to an electric line of the present tracks thence to Riverside
Drive, thus completing an electric line from river to river,
is a public necessity and recommends that this be done as
soon as possible.
(See pages 64-65.)
21. Several new surface car routes are believed to be
practicable and desirable, and some changes in present
routes are recommended.
(See pages 67-70.)
22. The prompt removal of all unused car tracks is
strongly recommended.
(See page 66.)
9.
23. The schedules for service on the elevated roads
approved by the State Railroad Commission on January
last are being substantially complied with, and the result
has been a great improvement in the service, but the
schedules do not provide adequate and satisfactory service
during a part of the non-rush hours. The roads could do
better during these hours, and the schedules should be so
amended as to provide the additional trains and cars
required.
(See pages 71-72.)
24. The connection between the east side and the west side
elevated roads at South Ferry should be utilized for run-
ning through trains from one side to the other, and the
South Ferry station should be improved so as to make this
practicable.
(See page 72.)
25. Third tracks for express service should be provided
on the Second Avenue line from Chatham Square to the
Harlem River; on the Third Avenue line from Ninth street
to the Harlem River, and on the Ninth Avenue line from
Rector street to 155th street.
(See page 72.)
26. Many of the elevated road stations are inadequate
for the present service. They should be enlarged and im-
proved. Wider and more direct stairs are urgently needed.
Provision should be made for separating the entering and
the departing passengers.
(See pages 73-76.)
27. The elevated station at 127th street on the Second
Avenue line should be abandoned and a new and commo-
dious station should be built at 125th street.
(See page 74.)
28. The more general use of elevators or escalators at
the elevated railroad stations is recommended.
(See page 74.)
10
29. Sanitary conditions on all the transportation lines
should be generally improved. Better arrangements for
cleaning, warming and ventilating the cars on both the
elevated and surface lines are greatly needed.
(See pages 76-77.)
30. Cleaning, warming and ventilating elevated road
stations, keeping waiting-rooms and toilets in order and
plumbing in repair, should be given stricter attention.
(See pages 77-81.)
31. The discontinuance of the use of sand in lieu of
spittoons at elevated railroad stations and the providing of
large spittoons in sufficient number are recommended.
(See pages 76, 78.)
32. Roofing all elevated platforms for their full length
is recommended.
(See pages 76, 77.)
33. All spaces and places in cars and stations wherein
dust and dirt may collect should be open and readily acces-
sible for cleaning and should be kept clean.
(See pages 63-80.)
34. Removable non-absorbent floor covering for use in
all cars on all lines, both surface and elevated, is recom-
mended.
(See pages 79-81.)
35. Cleaner and better lighted cars, kept in good repair,
should be required for lines upon which horses continue to
be used for traction.
(See pages 63, 79, 80.)
36. It is recommended that the companies adopt a rule
against putting feet upon car seats, which rule, as well as
the existing one against carrying burning tobacco into
closed cars, should be rigidly enforced.
(See pages 77-80.)
11
37. It is recommended that suitable shelter be provided
at exposed transfer points and termini of the surface roads,
and that islands of safety be provided where necessary.
(See page 81.)
38. The strict enforcement of the ordinance against
spitting and of all other sanitary ordinances and regulations
appertaining to the transportation service in the city is
strongly urged.
(See pages 76-81.)
IMPROVING THE SURFACE CAR SERVICE.
HE problem of improving the car service on congested
surface lines seems to be the most important matter that
has been brought to our attention. This is intimately con-
nected with the problem of regulating vehicular travel upon
these streets, and we shall, therefore, take these subjects up first.
The Committee has concentrated its investigations upon thor-
oughfares like Broadway and West Broadway, believing that
the conditions thereon are in general typical of those on all the
more congested streets, and that remedies which would be ef-
fective on these streets will generally be effective on the others.
cars.
The passenger carrying capacity of any line of cars is meas-
ured, first, by the number of cars that pass a fixed point in a
given time, and second, by the size or capacity of the individual
While high speed economizes time and thus adds to the
convenience of passengers, it does not of itself increase the
hourly number of cars that can be operated, provided the cars.
are not run more closely together than safety will permit. In
fact, the passenger capacity of the line may be less at a high
than a low speed, as will be shown later on.
T
NUMBER OF CARS THAT CAN BE OPERATED.
HE number of cars that can be moved past a given point in
a given time is limited by the time interval or headway
that must be maintained between them, and this in turn depends
upon the speed of the cars, the number and length of stops made
and the extent to which the movement of the cars is delayed by
obstructions.
12
T
SPEED OF CARS.
HE average speed at which a car can be safely operated
upon a double-track road is limited by certain physical
conditions which may be briefly discussed. It is a matter of
common observation that when power is applied to a car at rest
it will be started and propelled at a gradually increasing velocity
until the desired speed is reached. When the power equals the
resistance the car will proceed at a uniform rate. When it is
desired to bring the car to a stop the power is cut off and
the brake applied, by which the speed is gradually reduced until
the car comes to rest. The operation of stopping and starting
consumes a certain amount of time which varies with the speed
of the car, the power or effectiveness of the brakes and the
ability of the motorman. The distance within which a car can
be stopped varies nearly as the square of the speed. In other
words, it requires about four times the distance to stop a car
moving at ten miles per hour as to stop one moving at five
miles per hour, and the same law holds goods in attaining a
given speed. On the other hand, the time consumed in stop-
ping or starting varies directly as the speed. While it is not
intended to enter into a technical discussion of this matter, it is
necessary to mention it, for the reason that the time lost in
stopping and starting the car is an important element in deter-
mining the capacity of any line, and the percentage of time thus
lost becomes greater as the speed is increased. Furthermore, if
the stops are near together the car may not be able to attain its
highest allowable speed before it becomes necessary to shut off
the power and apply the brakes in order to stop at the point
desired, and the speed attainable may be limited by that cause.
In Manhattan the cross streets are unusually near together, and
if a stop be made at each one of them, or the car held in control
in readiness for a stop, it is physically impossible to attain a high
average speed, even if no causes of obstruction or interruption
occur.
To maintain a given average speed, including stops, it is
necessary, of course, that a car shall run between stops at a
higher speed than the average. Over crowded streets a speed
13
TABLE NO. 1.
AVERAGE SPEED IN MILES PER HOUR OF A NUMBER OF
CARS ON BROADWAY.
From Observations on January 19th and 20th and February 11th, 13th
and 14th, 1903.
SPEED IN MILES PER HOUR Between
HOUR.
Number of Trips Averaged.
Battery Place
and Canal St.
Canal Street
and 14th Street.
14th Street and
23d Street.
23d Street and
34th Street.
34th Street and
42d Street.
42d Street and
59th Street.
Battery Place
and 59th St.
1.1945 1.2714 0.4697 0.5701 0.4148 0.8522 |
Miles. Miles. Miles.
Miles. Miles.
Miles.
4.7727
Miles.
Average Running Time Be-
tween Battery Place and
A. M.
7 to 8......
9 to 12......
P. M.
1 to 3.......
15 5.75 6.77
10 9.24 8.69 8.30
21 5.35 6.43 6.02
8.72 8.30
6.73 7.38
9.46
9.46 8.75
8.01 6.25 45.8
32.7
3 to 5......
13
5.216.20
5 to 6:30.....
8 to 9.......
9 6.37 5.87
2 10.02 10.21
6.10 6.25 6.60 7.56 6.36 45.0
5.17 6.09 6.12 7.25 5.80 49.3
5.85 6.28 6.65 7.27 6.12 46.8
7.60 7.61 7.45 8.40 8.84 32.4
Average of all
trips......
70 6.23 6.82 | 6.23
6.76
7.03 7.90
6.62 44.2
Maximum, any
trip.....
10.61 10.48 9.65
9.65 9.77 11.75 11.25 9.64 56.0
Minimum, any
trip...
3.79 4.18 3.63 4.63 4.74 4.99
4.99 5.07 29.7
NOTE-The trips referred to above include about an equal number of trips
northward and trips southward.
59th Street in Minutes.
14
of about twelve miles per hour cannot be exceeded with safety.
At this rate a car moves about eighteen feet in one second, and
from this speed a loaded car of the kind used on Broadway
cannot probably be brought to an emergency stop with the
hand brakes now in use in a distance much less than sixty feet.
In ordinary service the average distance covered after applica-
tion of the brakes before the car comes to a standstill from a
speed of twelve miles per hour is probably about eighty feet
and the time occupied is probably about nine seconds. The
time occupied in regaining a speed of twelve miles per hour from
the starting of the car is probably about seven seconds. These
figures are reached by the Committee, after a study of the
existing data upon the subject, which is rather meagre, supple-
mented by some observations made by its own observers. From
them, and making the necessary allowance for stopping and for
reduced speed at street crossings where the car does not stop,
it may be computed that the average speed of a Broadway car,
restricted to a maximum speed of twelve miles per hour, could
not much exceed eight miles per hour, or two-thirds of the
maximum speed, even if no obstructions to free movement
existed. In fact, our observations show that during the early
morning hours, and after 8 P. M., when the cars are least ob-
structed by vehicular travel, and when few stops are made, the
actual average speed of Broadway cars between Battery Place
and 59th street is about 8 miles per hour, and the quickest trip
observed averaged only 9 miles per hour.
With a proper regulation of vehicular travel upon the street
and the removal, so far as practicable, of other causes of delay,
the Committee believes that a near approach to an average
speed of eight miles per hour could be maintained at all times
throughout the day.
The Committee has had its observers time the passage of a
large number of cars on Broadway between Battery Place and
59th street at different hours throughout the day, noting the
time at which the car passed each intermediate street in order
to ascertain the actual speed now made by the cars on that line.
The observations have been condensed and tabulated and are
shown in Table No. 1.
15
TABLE NO. 2.
SHOWING NUMBER OF CARS PASSING A GIVEN POINT IN
ONE HOUR AT DIFFERENT SPEEDS.
Speed in Miles
Per Hour.
=
Average speed of maximum speed.
Brake retardation = 1¾¼ miles per hour, per second.
Length of car=36 feet, over all = (a).
Minimum clearance allowable at stop=15 feet = (b).
Time allowance for delay in applying brake = 1 second.
Feet Traveled
in One Second
at
Max. Speed.
(c)
Time
and Distance
Required
to Stop after
Application of
Brake.
Distance
from
Front to
Front of
Cars
Number of Cars
per Hour
and Headway.
(a+b+
c+d).
Time.
Distance
Feet.
No. per
Max.
Average.
Sec.
Feet (d)
Hour.
H'dwy
Seconds.
10
12
15
18
∞∞0200
6
4
8.8
3.43
15.1
75
281
12巷
​8
51/
11.7
4.57
26.7
89
316
11/2/
623
14.7
5.71
42.0
108
325
117%
8
17.6
6.86
60.4
129
327
11
10
22.0
8.57
94.3
167
316
113
12
26.4
10.28 135.7
213
297
12
16
It will be observed that we have grouped the trips into sepa-
rate periods of the day and the whole distance into sections
which are thought to represent typical conditions on the route.
A study of this table is very interesting, particularly in con-
nection with the subject of obstruction and delay caused by
vehicular travel, of which we shall speak later in this report.
It will be noted that the average speed over the whole route
between 7 and 8 A. M. is 8.75 miles per hour, and between 8 and
9 P. M. an average speed of 8.84 miles per hour was attained.
The average speed during the period of greatest congestion
from 5 P. M. to 6.30 P. M. was but 6.12 miles per hour, and the
average throughout the day from 7 A. M. to 9 P. M. was 6.62 miles
per hour. If an average speed of eight miles per hour could be
maintained at all times it would obviously result in a great sav-
ing of time to passengers, though, as we have said, the increased
speed alone would not necessarily increase the carrying capacity
of the line for the following reasons:
To insure safety in operation a certain distance must be
maintained between cars operated in the same direction upon
the same track. This distance depends mainly upon the max-
imum speed of the car and varies about as the square of that
speed. In other words, cars operated at twelve miles per hour
must be kept about four times as far apart as cars operated at
six miles per hour. This fact that the safe distance between
cars increases so much more rapidly than the speed of the cars
explains why increasing the speed above a certain limit may
decrease rather than increase the number of cars that can be
moved past a given point in a given time. Knowing the max-
imum speed at which the cars are moved, the rate at which the
speed can be reduced by the brake, the length of the car and the
proper allowance for delay in applying the brake and for a safe
margin of space at the stopping point, it is possible to compute
the distance that must be maintained between cars when run-
ning at full speed.
Table No. 2 has been computed on assumptions applicable to
the crowded streets of New York, and it demonstrates the state-
ments made above.
It will be noted in Table No. 2 that, under the conditions.
assumed, the greatest number of cars per hour can be moved when
17
the maximum speed is ten or twelve miles per hour and the average
speed is about seven or eight miles per hour, and that with
speeds higher or lower than these the number of cars that can be
operated grows less. It is of interest to note further that the
number of cars that can be operated at an average speed of
twelve miles per hour is but slightly greater than the number
that can be operated at an average speed of four miles per hour.
The table shows that at a maximum speed of twelve miles per
hour, equivalent to an average speed of about eight miles per hour,
the space between cars cannot safely be less, theoretically, than
129 feet. The average speed of the car being eight miles per
hour the number of cars 36 feet long, spaced 129 feet apart that
will pass a given point in one hour is 327. In practice, under
usual conditions of service on congested streets, the number of
cars moved per hour past any given point would be materially
less. Even if the tracks were kept reasonably clear of slow-
moving vehicles and other preventable obstructions, the inter-
ference caused by the vehicles that cross the tracks at cross
streets would delay the car movement very seriously, and as we
shall next point out, the time lost at stops will still further
reduce the number of cars that can be operated.
T
EFFECT OF STOPS.
HE influence of stops, for whatever purpose they are made,
in limiting the number of cars that can be operated over a
track, must next be considered.
The theoretical time consumed by the operation of stopping
and starting the car may be closely computed when the speed,
the efficiency of the brakes and the power of the motor are
known. This time increases directly as the speed.
In the case of the cars on Broadway, the time lost in coming
to a stop and regaining full speed is about three and one-half
seconds at a speed of six miles per hour and about seven
seconds at a maximum speed of twelve miles per hour, at each
stop. These periods do not include the time the car remains.
at a standstill for taking on or letting off passengers or for other
causes, which time must be added in each case. Our observa-
18
tions show that the average stop for taking on and letting off
passengers, excluding the longer stops at some of the transfer
points, is about five seconds. The total time lost at each stop
for passengers is therefore about eight and one-half seconds at
six miles per hour and about twelve seconds at twelve miles per
hour.
In order that the cars may not interfere with each other at
these stops a certain spacing between the cars, both in time and
distance, is necessary. When a car stops, the following car ap-
proaches it rapidly, and, if the stop exceeds a certain time, may
approach too closely for safety, unless its speed be reduced, thus
adding to the time lost by it. In operation the cars should be
kept under such control that they may be prevented from ap-
proaching nearer to each other at stopping places than, say,
fifteen feet. Without entering upon a technical discussion of
the subject it may be stated that to insure this condition the
time interval between cars of usual length operated at ordinary
speed is approximately nine seconds, plus the number of seconds
the cars actually remain at rest. Thus, to allow a stop of five
seconds the time interval between cars must be fourteen
seconds, and for every second longer that the car remains stand-
ing the time interval between the cars must be increased one
second. It is probable that in practical operation, at an average
speed of eight miles per hour, requiring a maximum speed of
twelve miles per hour, an average time interval of sixteen seconds
between cars on crowded streets is as small as safety would
permit. If this conclusion is correct, it appears that the time con-
sumed by stops is a limiting element in the car capacity of a line,
regardless of other considerations.
With a time interval of sixteen seconds the number of cars
that may be moved past a given point per hour is 225. The
Committee does not believe that on congested streets like
Broadway a service of more than 220 cars per hour passing a
given point in one direction could be reasonably expected under
the most favorable circumstances likely to occur, but we believe
that this number per hour is a reasonable estimate of what
should be done. We are confirmed in this belief by our own
observations of what is being done at this time in Boston, and a
large number of headway observations on Broadway at Cham-
19
TABLE NO. 3.
MAXIMUM NUMBER OF CARS PER HOUR IN ONE DIREC-
TION, PASSING VARIOUS POINTS OF OBSERVA-
TION ON BROADWAY, MANHATTAN.
POINT OF
OBSERVATION.
Date.
1903.
Hour.
Direction.
Number of
Cars.
Fulton street ......
March 10
9 to 10 A. M.
Southbound
190
Waverly place..... May 25
5 to 6 P. M.
Northbound
175
Eighth street
March 6
5 to 6 P. M.
176
22d street
April 21
5:30 to 6:30 P. M.
181
34th street.....
Feb. 10
6 to 7 P. M.
44
123*
* Above 22d street the Lexington avenue cars diverge, thus reducing the number at
94th street.
TABLE NO. 4.
OBSERVATIONS OF LENGTH OF TRANSFER STOPS.
TRANSFER STATION.
No. of
Cars
Passed.
Average
Time for
all Cars.
Seconds. Seconds.
No. of
Cars
Stopped
Average
Time
per Stop.
at
Transfer
Point.
Broadway and Astor Place.......
(Longest Stop, 47.5 seconds.
Shortest Stop, 2 seconds.)
92
69
16.
10.
...
34th Street and Broadway.
(Longest Stop, 29 seconds.
Shortest Stop, 2 seconds.)
34th Street and Sixth Avenue..
(Longest Stop, 20 seconds.
Shortest Stop, 5 seconds)
Total.....
62
62
10.1
10.1
223
22
22
9.8
9.8
176
153
12.6
10.
20
bers and at Houston streets appear to practically confirm the
above conditions. These observations are shown graphically in
the diagrams Nos. 21, 22 and 23 submitted herewith. They
show that during the early morning and late evening hours,
when the average speed of cars, as checked at the two points
of observation, exceeded eight miles per hour, their headways,
although they varied greatly, scarcely ever were less than six-
teen seconds, their averages being much longer; during the rush
hours shorter headways were sometimes observed, but they
occurred only when the average speed was greatly reduced, and
even the average headway of groups of cars exceeded sixteen
seconds. Our observations taken at a number of points show
that in the present service the number of 220 cars per hour is
never reached in this city.
The maximum number of cars passing per hour in one direc-
tion on one track at various points of observation upon Broad-
way is given in Table No. 3.
If we assume that a movement of 220 cars per hour is prac-
ticable under favorable conditions, the average time interval
between them will be about sixteen and one-half seconds, and
this would admit of a stop for passengers of from seven to eight
seconds. In practice this length of stop is rarely exceeded
except at some of the more important transfer points. If stops
longer than this occur the movement of the cars following will
be delayed.
To ascertain if possible the average duration of stops made
for the purpose of transferring passengers on the Broadway
lines the Committee caused a large number of observations to
be taken at Astor Place and at 34th street. The results are
given in Table No. 4.
As was to be expected, the table shows these stops to vary
greatly in length. At Astor Place it was observed that not all
of the cars enumerated in the table stopped at the usual
transfer point; the remainder transferred their passengers fur-
ther down the street when blocked by cars ahead, an extra
transfer agent being at times employed. These facts explain
why the time of the average transfer stop per car, as given in
the table, is less than the average length of the stops, it being
21
apparent that the stops at the main transfer point must overlap
the others. This shows very clearly that there is a saving of
time in stopping simultaneously two or more cars at a transfer
station and points significantly to the conclusion that if it should
prove practicable to extend the length of the transfer station
so as to accommodate several cars at once the loss of time per
car could be greatly reduced. Applying the rule for computing
headway which we have given above to the Astor Place car
movement and assuming that the average stop for each car is
about eleven seconds, the average headway would be about
twenty seconds and the number of cars passing would be 180
per hour; the two highest observations gave, respectively, 176
and 181 northbound cars per hour past this point.
Operating detached cars at stopping points in groups instead
of singly simulates a train movement. In crowded streets, and
especially where cars are run at such short headway as to make
it unnecessary and undesirable to stop every car at every street,
this mode of operating is not feasible, but at certain points
where nearly every car must stop in turn, as at transfer stations,
it is employed with marked success. Your Committee has care-
fully investigated its application in Boston. There the trolley
cars leaving Park Street Station in the subway are loaded and
despatched in sets of five, and, after emerging from the subway
at the Public Gardens, they proceed on the surface tracks along
Boylston street to Huntington avenue, making regular stops in
sets of threes in separate "berths," as they are called, the latter
being simply designated portions of the same track, each berth
being a little longer than a car length and marked by a numbered
post erected in the sidewalk. By this means a set of five cars can
be loaded and despatched from the Park Street Station in a little
over one minute, under the most favorable circumstances, and,
as a daily performance during the rush hours, from 240 to 250
cars per hour are thus started. It is instructive to note that
this same number of cars per hour must be moved on Boylston
street in order to maintain the movement in the subway, and
this is accomplished at a speed as low as the average rush-hour
speed in New York. The operation is so striking in compari-
son with the best results in Manhattan, so far as the number of
cars per hour is concerned, that it is believed by the Committee
22
to be worthy of a fair trial at Astor Place and at 34th street on
Broadway and at Columbus Circle and other congested transfer
stations. It should be stated here that its introduction would
require the consent of the city authorities and the cooperation
of the police in reference to the use of additional portions of the
streets for the purpose. In the opinion of the Committee this
question should be treated as a provision for public safety and
convenience, rather than as an investure of the railroad company
with greater street rights than it has at present. The Com-
mittee recommends that the subject be taken up by the Inter-
urban Company and the city officials in order that the best
results can be worked out.
Since, as we have shown, the length of stops is the control-
ling factor in determining the number of cars that can be oper-
ated over a line, it is obviously important that every possible
means should be employed to keep the time consumed by stops.
at the lowest limit. As one expedient for limiting stops to the
shortest time and for other reasons herein stated, the Com-
mittee renews the recommendation made in its preliminary re-
port that on congested lines upon each closed car, having a
length of car body exceeding twenty-eight feet, two men, in
addition to the motorman, should be employed. We believe
that such an arrangement will not only tend to reduce the
length of stops, but will also conduce to the safety and con-
venience of passengers.
The chief objections that have been raised to the employ-
ment of a second man upon these cars are:
First. That there will be conflict of duties and division of re-
sponsibility between the two men. The Committee does not
think this objection is worthy of serious consideration. No
sufficient reason appears why the duties and responsibilities of
the two men cannot be so clearly defined that no confusion can
result. The division of duty, authority and responsibility
among a great number of employees is common in all large
industrial establishments and upon all railroads of every kind.
A familiar example is found in the operation of every steam
railroad train, and more particularly in those cases where one
employee, the conductor, has control of the movement of the
23
train, while another is charged with the collection of tickets and
fares. The Committee cannot believe that it is impossible for
able executives like those in charge of the operation of the
Interurban Railroad to so define and separate the duties of the
two men suggested, and to so enforce necessary discipline, that
all confusion of duty and responsibility will be avoided.
Second. It is objected that the employment of two men
would entail a burdensome expense upon the operating com-
pany. This is an objection that should be given all proper
weight, and the public should not demand expenditures by the
company that are either unreasonable, or that the good of the
service and the rights of the public do not make clearly neces-
sary. But if it is practically certain that the additional expendi-
ture will add to the efficiency of the service and will materially
contribute to the safety, or even to the convenience of the trav-
eling public, it may be reasonably required. It is a matter of
common observation that one conductor, when collecting fares
within a crowded large closed car, can seldom see the rear
platform clearly, and cannot, therefore, know when to signal the
motorman to start. The familiar question, "All right there?"
addressed by the conductor to no one in particular, and
answered by any one who chooses to take the responsibility, is
sufficient evidence of the truth of the above statement, if any
were required. It is obvious without any argument that such
methods of operating crowded cars must greatly increase the
liability of accident to passengers. It is well known that a ma-
jority of accidents on street railroads occur to passengers when
getting on or off the car, and it might, therefore, be reasonably
expected that the saving in accident litigation and damages
would alone go far toward paying the expenses of the extra em-
ployee, to say nothing of the inconvenience and suffering that
would be thereby prevented. Furthermore, it is reasonable to
believe that the greater certainty of collecting fare from every
passenger would in itself make profitable the employment of a
second man, who would devote his whole attention to that duty.
It is the common experience and observation of passengers that,
in the overcrowded cars, many fares are missed by the con-
ductor, whose time and attention must be divided between
operating the car and collecting fares. The Committee, there-
24
fore, is forced to conclude that these objections are not well
founded.
The advantages that would seem certain to result from the
employment of the extra man have already been partly referred
to. From the point of view of the public, it might be confidently
expected that, if one man were stationed constantly upon the
rear platform of the car, whose duties were to give starting
signals and have control of the letting off and taking on of pas-
sengers at the end of the car, no unnecessary time would be lost
at stops, and at the same time no start would be made until pas-
sengers were safely on or off the steps. His presence on the
rear platform would expedite the loading and unloading. The
other employee would always remain inside the car collecting
fares and issuing transfers and beyond giving signals to stop, as
passengers may indicate their wish to get off, would have no
control over the movement of the car. It might be sufficient if
the extra man were used during the rush hours only.
The substitution of larger cars, which the Committee
recommends, would make the employment of the second man
still more desirable, and the larger number of passengers that
could be carried in each car would go far to meet the increased
expense of providing the second man. The committee very
strongly recommends that the company be urged to make a
practical trial of this plan by putting a second man on a number
of the larger sized closed cars for a week or more during the rush
hours of the day. Such a trial would give both the company
and the public an opportunity to judge of the practicability and
the value of the plan.
If every second cross street only were designated as a stop-
ping place, the reduction in the number of stops would enable
the cars to make better time, though the necessity for keeping
the car under control at the intermediate crossings would, to
some extent, reduce the advantage gained by the fewer stops.
In the opinion of your Committee the adoption of a rule to stop
cars for passengers at every second street only might be ex-
pected to aid materially in bringing the average speed of cars
up to eight miles an hour, provided the tracks were kept rea-
sonably free from obstruction. If the stopping places were
properly designated and plainly marked they would soon become
25
familiar to those using the cars, and the inconvenience of some-
times having to walk an additional block would be so slight that
it ought not to be objected to.
THE
CAPACITY OR SIZE OF CARS.
HE second element to which we have referred as affecting
the carrying capacity of a surface line is the size of the
individual cars. At the present time the best size for cars for
use in city service is largely a matter of opinion. In practical
use there is doubtless a certain size of car, which, all things con-
sidered, is suited to give the most satisfactory results upon the
streets of a large city.
The street railroad owner or manager naturally considers the
question from the point of view of net financial returns, and
may ignore the feature of maximum service to the public.
Where the capacity of the line is adequate to the needs of the
public this view is justifiable. But in Manhattan, in the present
condition of affairs, the public has a right to demand increased
carrying capacity on the congested lines, even if the best finan-
cial results are not thereby fully realized. The Committee has,
therefore, given careful consideration to the matter of the size
of car best suited to give maximum carrying capacity on
crowded lines like Broadway. If the cars are too small, not
only is the capacity for service to the public diminished, but the
earning capacity to the operating company is also reduced
without any corresponding benefits to either party. If they
are excessively large the aggregate capacity of the line may be
decreased rather than increased, because, as we have seen, the
length of stop made for taking on and letting off passengers is
practically the controlling element in determining the number
of cars that can be operated, and it is a well-demonstrated fact
that more time is consumed in letting off passengers from very
large cars, particularly when crowded with passengers, than
from smaller cars.
The Interurban Company now runs upon the crowded lines
two sizes of closed cars, the smaller having a seating capacity
of twenty-eight and the larger a seating capacity of thirty-six.
Our observations on Broadway indicate that when closed cars
alone are operated they are run during the rush hours in the
26
ratio of about seven of the smaller to two of the larger. If all
the cars run were of the larger size the aggregate carrying
capacity of the Broadway line would be increased over 20 per
cent.- -a very material addition to the service.
While the largest size of closed cars now in use on Broad-
way and other lines, which have a body about twenty-eight feet
long and a seating capacity of about thirty-six passengers, may
be most economical for operation on the most crowded streets,
the Committee is inclined to believe that still larger cars, seating
about fifty-two passengers each, would be practicable and would
increase the present carrying capacity of the lines nearly 75 per
cent. Cars even larger than those we here suggest are already
in common use on suburban lines, and the Committee learns
that the general tendency at the present time is toward larger
cars for urban use also. The objection that, in city service.
where stops are frequent, the difficulty of collecting fares in
large cars is increased, would not apply, if, as we recommend,
two men besides the motorman, were employed on each car.
Attention is called to the fact that in his recent "Report
Upon the Engineering and Operating Features of the Chicago
Transportation Problem," Mr. B. J. Arnold, a recognized au-
thority upon the subject, recommends the exclusive use of cars
having a seating capacity of fifty-two passengers upon the
crowded lines of that city.
I
LARGER CARS FOR MANHATTAN.
N investigating the question of the feasibility of using cars of
greater capacity than are now run in Manhattan, the Com-
mittee has considered four different types of closed cars, which
are, respectively, as follows:
(A) A single-deck, cross-seated, closed combined sum-
mer and winter car with center aisle, seating fifty-two pas-
sengers.
(B) A double-deck closed car of about the same length
as the present larger closed car used by the Interurban
Company, with longitudinal seats below for thirty-six pas-
sengers and cross seats with center aisle for forty-four pas-
sengers on the upper deck or eighty seats in all. The lower
27
deck is like the present closed car, except that above the
large windows are smaller transom windows for ventila-
tion; the upper deck has a roof and closed sides, with re-
movable windows. The height from rail to roof is 15 feet
9 inches.
(C) A double-deck closed car of the "knife-board” pat-
tern, with the lower deck as in type (B), and with two longi-
tudinal, back to back, or "knife-board" seats along the cen-
ter of the upper deck, facing outward. This type seats
thirty-six passengers on each deck, or seventy-two in all.
The upper deck has a roof and closed sides with removable
windows similar to type B. The height from rail to roof is
13 feet 6 inches.
(D) A single-deck, longitudinal-seated closed car, seat-
ing twenty-six passengers on each side, or fifty-two in all,
with a length of car body of 39 feet 6 inches and length over
all of 47 feet 6 inches. In its details this car closely resem-
bles the present standard longer closed car of the Inter-
urban.
Type A is the one recommended by Mr. B. J. Arnold for
Chicago. The Committee has considered the feasibility of
adopting it in Manhattan, but finds that the space between car
tracks here is on many streets too narrow to permit of its safe
operation, owing to the greater width of car body required for
this arrangement of seats.
Types B and C represent two of the most modern forms of
double-deck cars. This class of car has received our earnest
attention and close study, in which we have been greatly aided
by Mr. John P. Fox, who, for the express purpose of investi-
gating the latest developments in the construction and opera-
tion of double-deck cars, has recently visited a number of Eu-
ropean cities, where they are in successful and growing use. His
report to us in regard thereto appears in full herewith as
Addendum (B), and will be found to contain valuable matter
well worthy of perusal and study, including the leading historical
and statistical facts concerning their introduction and use, to-
gether with statements and references regarding their merits
and demerits.
28
The Committee, while recognizing the many advantages
which the double-deck car affords and feeling well satisfied
that in many localities it would provide the solution of the most
serious of the various problems affecting street passenger trans-
portation, is yet compelled, but not without great reluctance, to
withhold an unqualified recommendation for its introduction in
Manhattan for the following reasons, which will be briefly
stated: In the first place, we find that double-deck cars could
not be used universally, or even generally, in Manhattan, be-
cause of insufficient headroom beneath the elevated railroad
structures at a number of places; while it is true that at all points
where the Broadway lines are crossed by the elevated roads it
would be feasible, by making slight alterations in the structure,
to secure the necessary headroom for double-deck cars of the
type B, so that they could be run on Broadway, on Seventh
avenue and on Lexington avenue, for example, yet on Second,
Third, Fourth (Park), Sixth and Columbus avenues it would not
be practicable to secure headroom even for Type C without very
extensive and costly changes not only of the elevated structures,
but in street grades and surface tracks as well. In the second
place, it cannot be foretold whether the public would favor the
double-deck car in Manhattan; that could only be ascertained by
actual trial. Experience gained in other cities, where climatic
conditions and the habits of the people are different from ours,
cannot be taken as an absolute guide.
The prospective advantages, however, both to the public and
to the company, appear to be so great, especially in view of the
abundant and increasing foreign experience, that we would urge
the great importance of putting a sufficient number of Type C
cars in service to give the matter a fair trial, which could be
done on the Broadway line without any alteration of the ele-
vated railroad structure being necessary. But, whatever the
outcome of this trial of double-deck cars might be, a conclusion
could not be speedily reached, and, therefore, the Committee
recommends the immediate adoption of the Type D of car in
sufficient numbers to relieve the present congested conditions.
If, as we believe, the number of cars now operated can ulti-
mately be increased to 220 per hour, and if the capacity of the
individual cars can be increased from the present average seat-
29
ing capacity of about thirty to a seating capacity of fifty-two, the
seating capacity of the lines, so far as closed cars are concerned,
would be more than doubled.
Double-deck cars, even if they prove successful, cannot, as
has been stated above, be generally used throughout Man-
hattan because of the low points on the elevated road and the
limited height of the Fourth (Park) avenue tunnel section, while
the long, single-deck car, Type D, can be used everywhere. It
is probable that cars of this size could not be operated around
some sharp curves that now exist on the lines where they should
be used without coming unduly close to one another when pass-
ing on the curves, and that some changes in the track align-
ment at such places would, therefore, be necessary. If so, the
required changes should be made even if it is found necessary
in some few cases to alter the routes at such points for a few
blocks. Such changes would, doubtless, involve the expendi-
ture of considerable sums of money, but if the adoption of the
longer cars would result in the benefit, both to the public and
to the operating company, that may reasonably be anticipated
the cost of the changes would be relatively unimportant. On
Broadway, fortunately, no radical changes in the track align-
ment would be necessary, and it would be entirely in the power
of the operating company to at once make the few necessary
alterations to permit of the running of the Type D.
Type C could be run anywhere on Broadway without inter-
ference with the elevated structures, and by suitable choice of
routes could go nearly the entire length of Manhattan Island
and to most places in its width. Its advantages, as compared
with Type D, are as follows: It seats twenty more passengers
and is 11 feet shorter; it, therefore, accommodates nearly 40
per cent. more passengers than the D type and takes up 20 per
cent. less room in the street, or, in other words, while the D
type accommodates only 1.7 passengers per lineal foot, the C
type accommodates two passengers per lineal foot, or nearly
75 per cent. more, and is no longer or wider than the large cars
now in use, and hence will require no change in the tracks.
The objection made to cars of large capacity, that they cause
delay by more frequent and longer stops, may be neutralized
in the double-deck cars by requiring upper-deck passengers to
30
be on the platform before the car is stopped for them, and Mr.
Fox reports that where this regulation is enforced the double-
deck cars make even shorter stops than the ordinary ones. The
reversed stairway recently adopted and brought into almost
universal use on the later English double-deck cars makes it
possible for passengers to ascend and descend the stairs with
perfect safety, even while the car is in rapid motion. The one
objection to the double-deck cars is the uncertainty of that most
uncertain thing-popular favor for a new article-and for that
reason we have hesitated to positively recommend their adop-
tion, but the probable advantages, both to the public and to the
companies, seems so great, especially in view of abundant and
increasing foreign experience, that we would urge the great
importance of putting a sufficient number of these cars in use to
give the matter a fair trial.
B
CAR SIGNS.
EFORE leaving the subject of cars the Committee desires
to call attention to the general inadequacy of the signs
which they carry. A car sign should always show the route
and destination, but in many cases, notably on Broadway, the
signs indicate the principal street on the route only, and the
destination signs, if any, are battered sheet-iron affairs, often
hardly legible, and hung on the dashboard, where they are often
hidden by passing vehicles or pedestrians. In arranging these
signs the convenience of shifting the cars to different routes
seems to have been more considered than the convenience of
the prospective passenger. In Philadelphia transparent glass
signs are displayed over the front of the hood, so arranged that
the daylight shines either on them or through them, and even
at night the light from the monitor top makes them quite dis-
tinct. These signs give the destination and route in each direc-
tion, and the proper one is exposed by turning a flap. Something
of this kind would be a great improvement on anything seen in
Manhattan, and, doubtless, even a better arrangement could be
devised with a little painstaking ingenuity. Certainly the public
should not lack the great convenience of readily knowing just
where and how each car is going. To assist in securing this
end a system of colored signs by day and of corresponding
31
TABLE NO. 5.
NUMBER OF NORTHBOUND CARS AND PASSENGERS PASS-
ING ON BROADWAY AT WAVERLY PLACE AND
AT 21ST STREET DURING PERIODS
OF TIME STATED.
WAVERLY PLACE.
21ST STREET.
May 25, 1903.
May 26, 1903.
May 28, 1903.
May 28, 1903.
DESCRIP-
TION
5 to 6 P. M.
5 to 6 P. M.
5 to 6 P. M.
5:30 to 6:30 P. M.
of cars.
No. of Cars.
Total No. of
Passengers.
Passengers
per Car.
No. of Cars.
Total No. of
Passengers.
Passengers
per Car.
No. of Cars.
Total No. of
Passengers.
Passengers
per Car.
No. of Cars.
Total No. of
Passengers.
Passengers
per Car.
Closed, long... 14 509 36 9
350 39 13
453 35
7
320 46
2541
2541 31 79
2918 37
151049 25 141056 29
1825 63
47 49 271055
Closed, short. 84 2277 27 74 2313 31 82
Open, long..... 27 1453 54 31
Open, short... 50 2377 48 47
Totals and
averages.. 175 6616 38 161
Maximum No. of passen-
gers in any car.......
Minimum No. of passen-
gers in any car..
....
2087 44 46 2175 47 49
|
6260 39 166 6579 40 164 7773 47
75
65
70
70
2
1
2
15
82
lights by night would be very effective. It has long been used
in parts of this and other cities and is now doing good service on
the elevated roads and could readily be adapted to the surface cars.
IN
CAR AND LINE CAPACITY REQUIRED.
N estimating the carrying capacity required to accommodate
the business of any surface car line, the character, as well
as the quantity of travel, must be considered. On lines where
a large number of the passengers ride for short distances only
it is difficult to determine the average number of passengers oc-
cupying the cars at any given time, or to compute therefrom the
number of passengers that should be provided for on a given
route. The number of fares registered during a trip of any car
furnishes no reliable indication of the number of passengers
occupying that car at any one time. Observations taken at a
given point will usually show that while many cars may be over-
crowded others following them closely may have a number of
vacant seats, while at some point further on these conditions
may be reversed with reference to these particular cars, show-
ing that, in order to avoid overcrowding, accommodation must
be provided in excess of the actual number of passengers to be
carried.
In a report made by Mr. F. H. Shepard to the State Board
of Railroad Commissioners, dated January 21, 1903, the state-
ment is made that the Broadway line, including the Lexington
avenue cars, carried in December, 1902, in one hour in one
direction 21,000 passengers. This, doubtless, means that that
number of fares were registered during the time, but it cannot
be inferred that the cars were at any time loaded with the num-
ber of passengers that the figures would indicate.
In order to determine, approximately, the average load car-
ried by the northbound Broadway cars during the evening rush
hours the Committee had some observations made on different
days at two different points where the cars are heavily loaded.
The points chosen were at Waverley place, the last cross street
before reaching the transfer station at Astor Place, and at 21st
street, the most convenient point near the divergence of the
Lexington avenue cars. The results are given in Table No. 5,
which requires little explanation.
33
It will be observed that the number of cars passing per hour
agrees very closely with the number shown by Diagram 27,*
which gives the results of observations on other dates. The
average number of passengers per car varied from 38 to 40 in
the hour from 5 to 6 P. M. and from 47 to 50 in the hour from
5.30 to 6.30 P. M. The records show, however, that the heaviest
loading occurring in any one half hour was from 6 to
6.30 P. M., when the average load was about fifty passengers.
They also show that the maximum load on any car observed
was seventy-five passengers, while the minimum load was one
passenger. It is worth noting that of all the cars observed
seventy-nine of them carried over sixty passengers each and
twenty-one of them carried less than ten passengers each. The
figures given in the above table, as the result of our own obser-
vations, are substantially corroborated by figures and diagrams
published in the "Street Railway Journal" of January 31, 1903,
presumably with the sanction and upon the authority of the
Metropolitan Railway Company.
Owing to the fact that a large number of the passengers car-
ried ride only a short distance, and that, when these get off
their places are taken by others, and so on, the actual capacity
of a car is not a true measure of the total number of pas-
sengers carried per trip and, conversely, the actual car capacity
of a line need not equal the total number of passengers who
ride, since the same seat or space may be occupied on each
trip by several passengers in turn.
If all those who ride were through passengers the present
seating capacity of 180 thirty-seat cars per hour would be only
5,400, and, with an average of forty-five passengers, the total
carrying capacity would be but 8,100 per hour. Mr. Shepard's
figures, however, indicate that 21,000, or more than two and
one-half times that number of passengers per hour, actually
use these cars for longer or shorter distances. Assuming the
same ratio of seating capacity to total number of passengers
to be maintained, the substitution of fifty-two-seat cars for
those now in use, which average thirty seats, would provide
accommodation for a total of over 36,000 passengers per hour,
of which 24,000 would have seats. This last figure is 3,000 per
hour more than all the passengers that are said by Mr. Shepard
* See Addendum A.
34
to ride on the Broadway line during one rush hour, and, if pas-
sengers would wait a short time for the arrival of uncrowded
cars, it is probable, for some time to come, that few would have
to stand.
While it is true that the total number of passengers carried
per hour is greater on the Broadway lines than on any other line
observed by us, the degree of crowding is greatly exceeded
elsewhere. Table 6 gives a comparison of observations of
northbound rush-hour travel on Lexington avenue at 59th
street, on Madison avenue at 59th street and on Broadway at
21st street; it shows that whereas the average number of pas-
sengers standing on the Broadway cars was 19 per cent. of the
whole number, the average on Lexington avenue was 31 per
cent, and on Madison avenue it was 16 per cent., which com-
paratively low figure was in part due to the fact, which the
table shows, that no short cars were being run on that line.
The total number of Lexington avenue standing passengers,
according to the table, was 1,599; to provide that number of
additional seats would require twenty-nine cars of the long,
open type, making the total number of cars per hour in that
case 120, instead of 91 as actually observed. On Madison ave-
nue 18 additional cars would be required, making the total num-
ber 134 per hour, as against 116 observed. With 120 cars
per hour the headway would be 30 seconds, and with 134 cars
the headway would be 27 seconds, permitting of the higher
speeds that cars are run in the upper portions of these lines.
It
might not be found desirable to run additional complements of
cars on either Madison or Lexington avenues from below 23d
street, but to turn them back, say at 24th street.
The conditions shown in Tables 5 and 6 are believed to be
fairly typical of the usual rush-hour conditions at the points in-
dicated, but probably do not show the extreme degree of crowd-
ing sometimes to be found. If the same number of the larger
cars we recommend, seating fifty-two passengers each, had been
substituted for those actually used, as shown in Table 6, the per-
centage of standing passengers on the Lexington avenue line
would have been reduced from 31 per cent. to 10 per cent., and
on the Madison avenue line from 16 per cent. to 2 per cent.,
while on the Broadway line there would have been ample seat-
ing capacity for all.
35
TABLE NO. 6.
NUMBER OF NORTH-BOUND CARS AND PASSENGERS PASSING ON LEXINGTON AVENUE, MAD-
ISON AVENUE AND BROADWAY, RESPECTIVELY, DURING PERIODS OF TIME STATED.
DESCRIPTION
OF CARS.
LEXINGTON AVE, AND 59TH STREET. MADISON AVE. AND 59TH STREET.
June 10, 1903.
June 11, 1903.
5:30 to 6:30 P. M.
5:30 to 6:30 P. M.
Number of Cars.
Total Number of
Passengers.
Average No. Pas-
sengers per Car,
Number of Seats.
BROADWAY AND 21ST STREET.
May 28, 1903.
5:30 to 6:30 P. M.
Number of Passen-
gers Standing.
Per Ct. of Passen-
gers Standing.
Number of Cars.
Total Number of
Passengers.
Average No. Pas-
sengers per Car.
Number of Seats.
Number of Passen-
gers Standing.
Per Ct. of Passen-
gers Standing.
Number of Cars.
Total Number of
Passengers.
Average No. Pas-
sengers per Car.
Number of Seats.
Number of Passen-
gers Standing.
Per Ct. of Passen-
gers Standing.
21
Closed: Long
Closed: Short
Open: Long..
20 1070 53 560 510 48
None.
1180
56
756
424 35
45❘ 2205
49
1622583 26
ས
7
320 46
252
68❘ 20
None.
79 2918 37 2212
706 24
47 2765 59
2585 180 6
29
Open: Short.
50 2915 58 2250
665
23
None.
Combination..
None.
24 | 1210 54 1008202 17
1825 63 1595
49❘ 2710 55 2205 505 19
None.
230 13
Totals and averages 91
5165 57
3566 1599 | 31 ||116 6180 | 53 | 5215 | 965
16
16 ||164
164 7773 47
6264❘ 1509 19
36
Nice
OPEN CARS.
N what has heretofore been said the Committee has had refer-
ence chiefly to closed cars. The condition in regard to the
open cars is somewhat different, and some of the statements
made cannot be fully applied to them. The open cars in use on
Broadway vary in seating capacity from forty-five to fifty-five
passengers, but standing in these cars is accompanied with
much greater discomfort both to those seated and those stand-
ing than in the closed cars. It is popularly supposed that be-
cause of the opportunities for loading and unloading along the
sides of these open cars these operations are conducted more
expeditiously than is possible with closed cars. Our observa-
tions do not confirm this conclusion. The cross seats, holding
five passengers each, and being placed as near together as prac-
ticable, make both the entering and leaving of passengers slow
and difficult. This is true in an aggregated degree where stand-
ing passengers are admitted between the seats or upon the run-
ning board, and the time and difficulty of entering or leav-
ing these cars is, usually, as great or even greater than on the
closed cars.
On account of greater liability of accident to passengers on
open cars with side entrance and also in order to save the ex-
pense of maintaining duplicate equipment, the efforts of street
railroad managers have long been directed toward perfecting a
combined summer and winter car, readily adaptable to sudden
changes in the weather. In the New York Sun of May 28, 1903,
appeared a statement attributed to the president of the Brook-
lyn Rapid Transit Company, to the effect that the abandonment
of the present type of open car was under consideration by his
company on account of the extra expense resulting from dam-
age suits.
A type of combined summer and winter car, seating fifty-
two passengers, has been recommended by Mr. Arnold for Chi-
cago. It has crosswise seats for two passengers each on either
side of a central aisle and the windows are removable. The
Committee has considered the feasibility of adopting this type
of car in Manhattan, but has found that the space between the
37
car tracks is not sufficient to permit of it, except by making the
car so narrow as to leave only sufficient width for three seats
instead of four, besides the aisle, and, consequently, we do not
recommend it.
TH
OPERATING SURFACE CARS IN TRAINS.
HE operation of surface cars in trains of two or more has
been suggested, and the Committee has given the matter
consideration. Trains of two cars have been operated in a num-
ber of cities, but in most cases the rear car has been a "trailer".
that is, it has been drawn by the forward car and has not been
equipped with power of its own. The results have not been sat-
isfactory, and the tendency at this time is to discard the practice
and to operate each car independently.
Some of the objections to the operation of cars in trains are
the following: As both cars must be stopped whenever even
one passenger is to be taken on or let off, the aggregate number
of stops and the time lost by stops per car is materially in-
creased; the frequency of the cars is decreased; experience has
shown that the danger of accidents is increased; one of the cars
must stop at a considerable distance from the street crossings,
and passengers must get on or off among the teams and other
travel on a part of the street which should be kept as clear as
possible for vehicles. As the cars are stopped by independent
brakes and not coupled together with sufficient firmness they
are subject to sudden shocks which are very unpleasant to the
passengers.
The last-named objection might be largely overcome by
equipping each car with motors and with power brakes, all
under control of one motorman, and couplings might be devised
that would hold the cars more firmly together, so that there
would be no slack, but all the other objections would remain
and become more pronounced as the individual cars are made
longer. With cars of the size and capacity we have recom-
mended their operation in trains would not only be disadvan-
tageous, but positively objectionable. The shorter cars now in
use in New York might be operated in trains of two cars if they
were properly coupled and equipped with power brakes and
38
electrical connections, so as to be controlled as a unit by the
motorman, but the necessary changes would be somewhat
expensive, and it would be very much better to procure at once
a sufficient number of the large cars we have recommended to
supply the congested lines. The small cars thus relieved could
be very well employed upon lines of comparatively light travel,
as these are rebuilt for electrical equipment.
I
POWER BRAKES.
N order to operate the maximum number of cars on a line, a
high degree of precision and expedition is requisite, both in
accelerating and retarding the movement of the individual cars.
In Manhattan the motors and current are usually adequate to
secure any reasonable rate of acceleration, although it may be
said that the controller apparatus does not usually afford the
degree of smoothness in starting that is desirable. Hand brakes
are still in general use throughout the city. As it has already
been noted that the length of time consumed in stops is the con-
trolling factor in limiting the number of cars that can be safely
operated, and hence limits the capacity of the line, it becomes of
the utmost importance to determine all the causes affecting this
loss of time. Among these is the length of time consumed in
bringing the car to rest, and this obviously depends upon the effi-
ciency of the brake employed. It should be noted, also, that, in
the rapid retardation required by high speeds and short head-
ways, the comfort of the passengers is seriously affected. It fol-
lows, therefore, that while the brakes must be capable of stop-
ping the car very promptly, it must not be so sudden in its action.
as to discommode the passengers. If too slow, it wastes time; if
too quick, it shakes people up. The discomfort to passengers
is measured mainly by the maximum resistance of the brake,
while efficiency depends mainly on such promptness of applica-
tion as will permit the car to be brought to rest by a uniform
resistance, which is also the condition of least discomfort to pas-
sengers. This points plainly to the power brake as alone fulfilling
this requirement. With the hand brake, in order to secure the
necessary power from a man's unaided strength, the brake handle
must travel a long distance in setting the brake, which consumes
39
much valuable time, and, to make up for this loss of time, the
brake must be made to act much more powerfully at the end, with
corresponding discomfort to the passengers, to say nothing of the
wear and strain on the mechanism. The effect on the motorman
should also be considered. It is not merely a severe tax on his
physical strength, but on his nerves as well, for knowing that
the brake will not act promptly, he will often apply it at the least
sign of danger, while at another time his fatigue may lead him
to neglect its application when really required. Any one who has
observed the ease with which a touch on the power brake handle
controls a heavy car, and the severe effort required to accomplish
the same result by the hand brake, will need no further argument.
The capacity of the line, the safety and comfort of the passen-
gers and the well-being of the motorman would all be enhanced by
the substitution of the power-brake.
The use of power brakes on surface cars is constantly increas-
ing, and their necessity on all important lines is now generally
acknowledged. It will be admitted that in no other city are con-
ditions such as to make their employment more necessary than on
the congested streets of Manhattan. We therefore recommend
that all cars now in use on the crowded lines be equipped with
power brakes as soon as possible, to be followed by their general
adoption on all the lines within a reasonable time.
THE
OBSTRUCTIONS TO CAR MOVEMENT.
HE management of the Interurban Railway Company has
repeatedly declared that it is impossible either to move more
cars or to attain a higher rate of speed on the congested streets in
their present condition than it is now doing through the rush hours.
The Committee is not prepared to deny this statement unreserv-
edly, recognizing, as it does, that nothing short of actual trial
under favorable auspices can determine the matter. We recog-
nize, and have tried not to underestimate the difficulties under
which cars are moved on the crowded streets, but it is our opinion,
based upon our observations in New York and other cities, that
a considerable increase of service during these rush hours is both
possible and practicable. We have heretofore stated that 220
cars per hour could, in our opinion, be operated on streets like
40
Broadway under the very best conditions attainable as regards
freedom from interruption. Under existing conditions that num-
ber cannot be run, but we believe that it is possible to run 200
cars per hour. Assuming, as our observations indicate, that the
present service on Broadway below 23d street does not average
during the rush hours more than 180 cars past a given point per
hour, an increase to 200 cars per hour would be equivalent to
increasing the service 11 per cent. This is not a large increase,
but in the present overcrowded conditions, it would be of con-
siderable importance.
But whether our opinion that such an increase is practicable
during the rush hours is well founded or not, it is evident that
it is entirely possible and practicable to maintain throughout the
whole day the volume of the service now rendered during these
rush hours, or so much of that volume as may be found neces-
sary to relieve the present crowded conditions during the non-
rush hours.
We call attention to Diagrams Nos. 10, 11, 14 and 15, sub-
mitted with this report, showing the car movement on Broadway
at Canal street, at 18th street and at 34th street. While these
diagrams do not cover long periods of observation, there is every
reason to regard them as typical of the average car movement
on Broadway, throughout the business day. The diagrams are
very interesting, and merit careful study. While common expe-
rience proves conclusively that the cars on the congested lines.
are overcrowded during most of the hours of the day, these dia-
grams demonstrate that the number of cars operated during the
non-rush hours is largely decreased, apparently with the object of
securing the maximum earning capacity of each car without due
regard for the comfort of the traveling public. They conclusively
disprove the assertion that all the cars it is possible to operate are
kept in service during the whole day.
Taking the diagram of Broadway car movement at 34th street,
it will be observed that the number of southbound cars passing
that point is rapidly increased from 6 A. M. to the southbound
rush period between 8 and 10 A. M., when it reaches the morning
maximum of nearly eighty cars per hour. From 10 a. M. until
about noon, the numbers of southbound and of northbound cars
41
are each about seventy-five per hour. About noon and for an
hour thereafter, additional cars are put into the southbound serv-
ice, presumably to meet the shopping and matinée travel, these
additional cars appearing in the northbound service from 1 to 2
P. M. For the next two hours the service is again about equal,
being about 80 cars per hour in each direction. About half-past
three and for an hour thereafter, a large number of additional
cars are put into service southbound to provide for northbound
rush-hour travel of the evening. These begin to return and to
increase the northbound service between 4 and 5 P. M., and the
northbound service reaches its maximum between 6 and 7 P. M.,
when an average of nearly 120 northbound cars per hour pass the
point of observation. After 7 P. M. the number of cars in both
directions rapidly decreases until about 10 P. M., when additional
cars are fed into the southbound service to accommodate, on their
return, the theater crowds. Study of the diagram of travel at
the other points on Broadway will confirm these facts and deduc-
tions. The observations at 18th street show a maximum of 176
cars northbound between 5 and 6 P. M., and those at Canal street
show a maximum of 155 cars northbound between the same
hours. The Lexington avenue cars are on the line at both these
points, which accounts for the greater number observed. The
largest number of cars observed per hour-176 at 18th street,
moving at a speed of six miles per hour-allows an average time
interval between cars of more than 20 seconds, which, at that
speed, can safely be reduced.
The average number of cars per hour passing north on Broad-
way at 34th street during the hour of greatest congestion-6 to 7
P. M.—was about 120, or two per minute. The committee was
informed by the present general manager of the Interurban Com-
pany that the crossings at Broadway and 34th street are so over-
crowded with cars as to be a controlling factor in the number
that can be operated past this point. At the same time he
informed us that 975 cars had been operated over these crossings
in one hour, and that three-fourths of this number, or 731 cars
per hour, would be a reasonable estimate of their ordinary capac-
ity. During several days' observations the highest number of
cars that passed this intersection in all directions in one hour was
525, and the conditions observed indicated that a much larger
42
number could have been operated over these crossings. The
Committee therefore concludes that these crossings are not a
serious obstacle to the increase of the service on these streets.
This conclusion is confirmed by the fact, shown by our observa-
tions, that a considerably larger number of cars are daily operated
over the crossing at Fourth avenue and 23d street than over the
34th street crossings.
A further examination of the records shows that at 23d street
and Fourth avenue, where there are two north and south tracks
crossed by two east and west tracks, the maximum number of
cars per hour was 558 on four tracks, giving an average of 139
on each track; the maximum number on any one track was 199
per hour; the maximum number of successive occupations of a
single-track crossing by the cars on the two intersecting tracks
was 314, being at the rate of one occupation in about 11 sec-
onds. At 34th street and Broadway and Sixth avenue, where
there are four north and south tracks crossed by two east and
west tracks, the maximum number of cars per hour was 525 on
six tracks, giving an average of 88 cars on each track, the maxi-
mum number of successive occupations of a single track crossing
by the cars of two intersecting tracks was 212, or at the rate of
one occupation in about 17 seconds.
A comparison of these results shows that if the 23d street rate
of occupation were reached at 34th street, the hourly car number
would thereby be increased to 871, which agrees very nearly with
the statement of the railroad company's general manager as to
what has been done at this triple crossing. It has been urged that
the long skew crossing of Broadway by the Sixth avenue tracks.
diminishes the capacity, because a longer time of occupation is
required. This is undoubtedly true, but a careful study of the
situation convinces us that the controlling factor is the length of
time required for the transfer stops at 34th street. This is proved
by the fact that sometimes for short periods, when cars are not
held so long at the transfer point, they have been observed to pass
the crossing at the rate of 835 per hour.
A study has been made by the Committee of the practicable
increase in the hourly number of cars at the 34th street crossing
by the adoption, with local modifications, of the Boston system
43
of stopping them in sets, which has been hereinbefore de-
scribed, and we are of the opinion that a total of twelve cars
per minute on the six tracks could be run, divided among the
three lines in about the present ratios, and that at the same
time a much longer transfer stop would be possible for each
car. Twelve cars per minute is equivalent to 720 cars per hour,
agreeing very closely with the estimate of the reasonable
capacity of the crossings by the representative of the operating
company. If, as we have stated, the maximum capacity of
the Broadway tracks below 23d street, under the most favorable
conditions that are likely to be brought about, be 220 cars per
hour in each direction, the divergence of the Lexington avenue
cars will leave the number remaining on the Broadway line at
34th street well within the capacity of that crossing.
THE
OBSTACLES TO CAR MOVEMENT.
HE problem of increasing the service, during the afternoon
rush particularly, is one to which the committee has given
very great attention. The Interurban Company asserts that
it is giving the best service possible during those hours; that
the congestion of the vehicular travel and the lack of any sys-
tematic regulation of this travel, together with other obstruc-
tions, make it physically impossible to run a larger number of
cars or to attain a higher rate of speed in the movement of cars
than at present.
It must be admitted that this claim, even if
not altogether well founded, is very plausible and is difficult
to disprove, whatever our opinions, based on careful observa-
tion and reasoning, may be. There can be no question that
the present conditions of vehicular travel upon the congested
streets of New York make it impossible to secure the max-
imum service which the street car lines would otherwise be
capable of rendering. The contention of the Metropolitan Com-
pany has such a foundation of fact that the city authorities can-
not well press a demand for very much better service from the
railroad company until they themselves shall first have done all
that is within their power to remove the obstacles complained
of. Viewed in this light, the question of regulating vehicular
travel on the congested streets becomes one of great impor-
44
tance. The Committee has, therefore, given a great deal of
attention to the matter. It has investigated the conditions that
now prevail and has endeavored to devise remedies for the
abuses which exist. The conditions at present on streets
occupied by surface roads are found to be as follows:
1. Broadway and most of the other congested streets occu-
pied by double-track surface railroads are generally of such
restricted width between curbs that two vehicles cannot stand
or pass abreast between the curb and the cars without obstruct-
ing the passage of the latter.
2. Vehicles in large numbers stand along the curb for vari-
ous purposes, or for no other reason than to wait, and every
moving vehicle on the same side of the street must, in order
to pass these standing vehicles, turn out and go around them,
thus obstructing the cars. The Committee finds that this prac-
tice of permitting vehicles to stand along the curb is a crying
abuse and a positive nuisance, which should be vigorously op-
posed and speedily abated. Were it not so common and so
long tolerated it would undoubtedly meet with general protest
and opposition. In the downtown district, particularly, trucks
and other vehicles seem to be constantly in the habit of standing
along the curb when they have nothing else to do. Even when
there for a legitimate purpose, such as loading and unloading
goods, they occupy far more time than is necessary. It is not
unusual to find trucks standing before business houses for from
fifteen minutes to half an hour, and even longer, waiting an
opportunity to load or unload goods, when the actual operation,
after it is begun, may require but five minutes, or even less
time.
Cabs deliver passengers and deliberately stand along the
curb awaiting their return. In the uptown shopping district
long strings of carriages wait before the store, often for half
an hour and longer, while the owners are shopping inside. In
the meantime every moving vehicle must pass around these
standing carriages, and in doing so must encroach upon and
obstruct the car tracks. These conditions are not sporadic or
occasional. They may be seen on Broadway and other shop-
ping streets at almost any hour during the day and on almost
every block. On other business streets a similar abuse exists
45
in still more aggravated forms. On West Broadway, for in-
stance, may be seen great numbers of trucks backed against
the curb at right angles to the street, so that not only is there
no room for other vehicles to pass on the same side, but they
actually extend to and obstruct the cars. Our observation
disclosed in some cases as many as eighteen such vehicles
backed against the curb on one side in a single block—a num-
ber greater than could stand longitudinally along the curb
within the block.
The Committee has systematically counted the number of
such vehicles standing along the curb line on Broadway and
on West Broadway, and the results are shown by diagrams
Nos. 26 and 27, which give the number of vehicles found stand-
ing along the curbs on each block and at different hours during
the day. These diagrams will be readily understood. An
inspection of the Broadway diagrams for different periods dur-
ing the day shows between what streets and at what time this
nuisance assumes its greatest proportions. Some idea of its
magnitude may be gathered from the fact that the total num-
bers of vehicles standing along the Broadway curbs on both
sides between Battery Place and 34th street, counted from cars
on March 4, 1903, were as follows:
Car leaving Battery Place at 9.51 a. M., 232 vehicles
1.
*
34th street
Battery Place
(6
1.0.48
273
(C
11.32
271
'ડ્
1.33 P. M., 251
64
3.28
281
66
34th street
4.19
66
265
<<
Battery Place
5.28
186
The distance from Battery Place to 34th street is about
18,500 feet, from which must be deducted the width of sixty-seven
cross streets, so that on one of the trips designated above one
vehicle was found standing along the curb for about each fifty
feet of the whole curb distance on both sides.
The conditions found on Broadway are intensified on West
Broadway, and the Sixth and Eighth avenue cars, which occupy
that street, are found to be much more obstructed even than
46
those on Broadway. A glance at the graphic representation of
relations of car speeds to traffic congestion shown on Diagram
28 will be found interesting in comparison with the correspond-
ing Broadway diagrams. It will be at once noted how much
more densely packed together are the standing vehicles on West
Broadway, and how the car speeds are still further reduced. It
will be seen by reference to Table No. 1 of our car-speed obser-
vations that during the hours when the vehicles are most numer-
ous, say from 12 noon to 5.30 P. M., the average speed of the
Sixth and Eighth avenue cars from Battery Place to Canal street
is only 4.34 miles per hour, which is literally a footpace, and
that the average speed from Canal street to Fourth street is
but little better, being but 5.41 miles per hour, the corre-
sponding speeds on Broadway during the same hours, bad as
the conditions are there, being 5.5 miles per hour and 5.9 miles
per hour, respectively. On this account the running time from
Battery Place to 34th street, where the two routes intersect, is
about eight minutes longer on the Sixth avenue line than on
the Broadway line, although the difference in their lengths is
only about 475 feet, representing about one minute at the Broad-
way speed.
Aggravating still further the West Broadway condition is
the very crowded and difficult intersection with Canal street,
where the Sixth avenue, Eight avenue and Canal street tracks
cross and connect, and where the resulting arrangement of elec-
trical conductors leaves so-called "dead points" or broken con-
tacts which are liable to stall the cars, and frequently do so.
The vehicular traffic here is also very great, sometimes amount-
ing to 1,360 vehicles per hour, or 23 per minute, being heavier
than at almost any other point covered by our observa-
tions. The problem of satisfactorily regulating the vehicular
travel, difficult as it must be under the most favorable conditions,
is greatly complicated by this nuisance of standing vehicles.
This reprehensible practice can only be defended upon the as-
sumption, which seems to be general, that the streets and side-
walks may be occupied as places to carry on other affairs than
traveling and transportation-an assumption that has no foun-
dation in justice, nor, we are informed, in law, whenever such
occupation interferes with the rights of others.
47
3. The habit of driving trucks along and upon the rails of
street car tracks, when not necessary to avoid vehicles standing
along the curb or other obstacles, is very prevalent, and drivers
often refuse for long distances to leave the tracks to allow cars
to pass.
4. The practice of opening street pavements to construct or
repair underground structures during the daytime and leaving
the excavations open with barricades around them, sometimes
for days, offers a very serious obstruction to travel, compelling
vehicles to resort to the car tracks to get around them.
5. The ordinances of the city now allow building material to
be unloaded and stored upon the street in front of buildings
under construction, and these ordinances are often taken advan-
tage of to very seriously obstruct the street for long periods of
time.
6. The enormous travel upon many of the crosstown streets
is allowed to engorge the intersections and thus very greatly
delay the passage of vehicles and street cars on the main lines
of travel.
IN
REMEDIES.
N attempting to find some means to relieve these causes of
obstruction the Committee recognizes the difficulties to be
dealt with under the abnormal conditions prevailing on many
of the streets of Manhattan. Some of these difficulties are the
results directly, and others indirectly, of the enormous concen-
tration of business in the part of the city below 42d street. Any
policy or any measures that would impair or seriously interfere
with this business, as a whole, are, of course, not to be thought
of, but in every city and in every walk of life some concession
must be made by individuals for the good of the whole. In
Manhattan we have reached a stage of congestion on our prin-
cipal streets where it becomes absolutely necessary to readjust
to some extent the conditions that have prevailed in the past,
and the public welfare demands that such readjustment shall be
made without delay. The true policy is that which best sub-
serves the welfare of the whole community and avoids, as far
48
as possible, injury to the individual. In the important matter
of intercommunication and transportation Manhattan has
almost reached a crisis. The difficulties and dangers which
citizens encounter in going to and from their daily business
need not be described here, and any measures that will help to
improve this condition of affairs should meet with the approval
of all.
The most serious cause of obstruction and delay-the stand-
ing of vehicles along the curbs of congested streets-should be
abated by the enforcement of existing ordinances, which seem
to be ample for the purpose. If it is found, however, that these
ordinances do not fully meet the requirements further legisla-
tion should be secured. We are informed through the Legal
Committee of your Association that the municipality has ample
power to enact and enforce such ordinances. We beg to submit
herewith two communications from your Legal Committee re-
lating to this matter, marked Addenda C and D, which are of
great interest as outlining the legal status of vehicles, street cars
and pedestrians on the streets of the city. If, as the Committee
believes, the proper regulation of vehicular travel would permit
an increase of over 20 per cent. in the street car service on the
crowded streets, such regulation becomes a matter of so much
importance to the public as to justify the immediate and stringent
enforcement of the ordinances necessary to bring about such
result.
After a careful study of the subject in the light of the data
collected we have formulated a brief code of rules for the regu-
lation of vehicular travel upon the streets, a copy of which is
attached hereto marked Addendum E. These rules were
adopted after the Committee had had a number of conferences
with Capt. A. R. Piper, Deputy Commissioner of Police, who
was at the time engaged upon a similar study of the regulation
of street travel, and we are glad to be able to say that these con-
ferences resulted in a substantial agreement of views in reference
to the matter contained in these rules. We have not under-
taken, it will be observed, to formulate a complete code of
"Rules of the Road," our object being to embrace only those
features which affect the street car movement on the congested
streets.
49
In the light of the legal opinions we have referred to, it would
appear that these rules require very little that is not already cov-
ered in the existing laws and ordinances of the city. Through
long neglect to enforce them, they appear to have been lost sight
of, and it is certain that they are generally disregarded and
violated. It would seem that the Police Department has now
ample power to enforce compliance with the rules we have pre-
sented, without any additional legislation.
The most important provisions of the rules submitted by us
are designed to prevent the unnecessary standing of vehicles in
the streets, thus obstructing other travel, and to prevent slow-
moving vehicles from occupying the street railway tracks, and
thus delaying the movement of cars. The requirement that
vehicles shall not be allowed to stand upon the congested streets
when not actually engaged in loading or unloading freight or
passengers is so reasonable that no serious objection should be
raised against it. In nearly every part of the city there are
numerous cross and side streets that are comparatively
uncrowded, and these can and should be made use of by the
vehicles that now stop and wait on the congested streets. At
the entrance of most of the hotels, theaters and large retail stores
employees are stationed who could readily call the carriage of
patrons when they are wanted, so that little inconvenience need
result.
The most serious and difficult problem is the proper regulation
of trucks and delivery wagons that stop to load and unload in
front of business houses. The great majority of business houses
are so located that they have no entrance except from the front,
and to prohibit loading and unloading at their front entrances.
would be practically to force the occupants out of business.
While it is not, therefore, possible to prohibit vehicles from stand-
ing on the crowded streets to load and unload, there can be no
doubt that the privilege is now very greatly abused and that the
resulting obstruction can be greatly diminished. It is certainly
fair and reasonable that vehicles should not be allowed to stand
upon these streets for any longer than is absolutely necessary to
take on or discharge their loads, nor is it unreasonable to require
that both teamsters and business houses should adopt means to
expedite the operation as much as possible. Observation will con-
50
vince any one that little effort is now made to do so. On the con-
trary, many owners and occupants of buildings seem to consider
that they practically own the street in front of their premises, and
may occupy it for any time or to any extent that suits their pleas-
ure. They should be made to realize that the whole of the street,
including the sidewalk, belongs to the public at large, that streets
are primarily for the purposes of travel and transportation, and are
not places in which to transact other business. Legally, a street
cannot be appropriated by any one person for any purpose other
than actual travel if such use becomes a nuisance to other indi-
viduals or to the public at large. If this rule were kept in mind
by business men, and enforced by the municipality, a vast
improvement in present conditions would result, without seriously
interfering with the proper transaction of business. There are
numerous places in the city where a single business house practi-
cally monopolizes one-half of the street in front of it. The time
is sure to come in Manhattan when it will be necessary to enforce
the rights of the public in such cases, and to compel the offending
business houses to provide space for loading and unloading their
merchandise elsewhere than on the streets.
It is remarkable that while great advances have been made by
business men in almost every other direction, the handling of mer-
chandise from street to storehouse is still done as it was cen-
turies ago. Little or no attempt has been made to expedite or
economize the process by mechanical appliances. There can be
no reasonable doubt of the possibility of employing such appli-
ances for rapidly and cheaply handling parcels, both large and
small, between the truck and the store entrance, as well as dis-
tributing them throughout the building where required, as is now
done in many large manufacturing establishments. For the pur-
pose of loading and unloading the trucks some of the numerous
forms of crane, or overhead tramway, can be utilized, and the
power to operate them may be either steam, hydraulic, compressed
air or electricity, as may be most convenient in each case. It is
almost certain that the use of such appliances would result not
only in a material saving of time, but in such greater economy
of handling as would soon repay the cost of the apparatus. The
Committee calls particular attention to this matter in the hope
that it may be the means of helping to abate the nuisance of
51
standing vehicles on the streets, without in any way adding to the
inconvenience or expense of conducting business.
The occupation of the car tracks, or the driving so near them
as to obstruct the free movement of cars, by vehicles moving at a
speed lower than that of the cars, should be strictly prohibited,
except where the vehicles are forced upon the track by other
standing or slower-moving vehicles or by other obstructions.
Vehicles on or so near the track as to delay the movement of cars
should move out of the way as soon as possible after the driver
is signaled to do so by the motorman.
The rules for controlling travel should be strictly enforced
by the police, and offenders should be fined or otherwise punished
for each offense. Much of the delay to the movement of cars at
the present time is due to disregard of these rules, and their
enforcement would result in a very considerable improvement in
the car service without detriment to the vehicular travel as a
whole.
Wherever it is at all possible, the work of cleaning manholes
and of constructing or repairing underground works should, on
all congested streets, be done during the night. While the cost of
the work might be thus sometimes increased, the benefit resulting
to the traveling public would fully warrant its requirement.
The ordinances relating to the erection of buildings and the oc-
cupation of the street with building material should be so amended
as to prohibit the obstruction of congested streets, except under
circumstances where it is impossible to avoid it. In the great
majority of cases, all building material can be stored in or upon
the site of the new building, or on platforms over the sidewalk,
without serious expense or inconvenience to the builders. At
present, materials to be used in the construction, as well as waste
material to be hauled away, are often allowed to remain for sev-
eral days, and sometimes for weeks, in such positions as to practi-
cally cut off the use of nearly one-half the street, to the very
serious inconvenience and loss of time to street travel and street
cars. Such misuse of the crowded streets should be prohibited.
Broken-down vehicles that are not promptly removed from
the streets are often a cause of serious obstruction. Some system
should be devised and enforced that will insure their removal as
52
quickly as possible. If a fine were imposed upon owners who
allowed broken-down vehicles to remain on the street longer than
one hour it would have a salutary effect.
The delays caused by interfering currents of travel at street
crossings cannot be wholly avoided, but a proper regulation of
vehicles at these street intersections would considerably decrease
the present inconvenience and loss of time occasioned thereby.
The Police Department has recently taken this matter in hand, and
the careful study of conditions, and the vigorous application of
systematic regulation which the Deputy Commissioner is applying
to this and other needed reforms, promise very material improve-
ment. The matter may safely be left in the hands of the Police
Department.
The use of heavy, slow-moving trucks on the present over-
crowded streets having car lines upon them should be discour-
aged, and, as far as practicable, prevented. It many cases the
nearby parallel streets could be used by these trucks without
inconvenience or loss of time. To encourage the use of such side
streets they should be well paved, and, as far as possible, cleared
of obstructions to vehicular travel. The unused car tracks on a
number of these streets are serious obstructions to vehicular
travel, and they should be removed as soon as possible. More
will be said upon this point under the head of "Unused Car
Tracks."
The congestion now so common at certain street intersections
could be reduced, and the movement of both vehicles and cars
greatly expedited, if teamsters would avoid these particular inter-
sections, as they might often do, not only without any serious
inconvenience, but with positive advantage and actual saving of
time, since the delays at these places often extend over several
minutes. The intersection of Fulton street with Greenwich street,
where the congestion is often very great, resulting in frequent
delays both to trucks and cars, is a notable example.
When the city, by the enforcement of the necessary regula-
tions, shall have made possible the reasonably free and unob-
structed movement of surface cars upon the congested streets
it may then, with entire propriety, demand that the street car
service shall closely approach, in efficiency and capacity, the maxi-
53
mum which we have shown to be theoretically possible. It should
be practicable under such conditions to move each way on Broad-
way not less than 220 cars per hour past a given point at an
average speed of eight miles per hour during the rush hours, and
such part of that number during other hours as will amply accom-
modate the volume of travel. If cars, having a seating capacity
of fifty-two passengers each, were used exclusively, the hourly
through capacity of 220 cars would be nearly 11,500 seated pas-
sengers, and if, in addition, each car carried an average of twenty
standing passengers, over 15,000 through passengers could be
carried hourly, without serious overcrowding. This is about
double the number considered as through passengers now carried
on that line during the rush hours. It must not be expected, how-
ever, that this additional capacity would be adequate to the
demand for any considerable period in the future. In fact, it may
be questioned whether it would be more than sufficient at the pres-
ent time, since it is probable that a very much larger number of
people would even now use the crowded car lines if their capacity
permitted.
Some idea of the magnitude and importance of the transpor-
tation problem in Manhattan, and the expansion of it that may be
reasonably expected in the future, may be gained from a brief
review of past experience, and the deductions that seem to logi-
cally result therefrom. It is stated on what seems to be good
authority that at the present time about one billion passengers are
carried yearly by the surface and elevated lines of Greater New
York,* and that this is about one-fifth of the total street railroad
transportation of the whole United States. This enormous pas-
senger travel is not due merely, or even mainly, to the increase of
population alone, but in a large degree to what may, for lack of
a better term, be called "the trolley habit." How this has
increased may be realized when it is stated that, whereas in 1853
each inhabitant of the City of New York used the public con-
veyances, on the average, thirteen times a year, each inhabitant
of Manhattan Island now uses the elevated and surface roads
an average of 415 times a year, or thirty-two times as often.
It is the increase of population multiplied by this increase
*See Addendum G, compiled from "Report of the Board of Railroad Commission-
ers of the State of New York, in the Matter of the Transportation Problem in
Greater New York," June 30, 1903.
54
of the "trolley habit" that gives the enormous figure men-
tioned above. The significant fact seems to be that this vast
increase is mainly the result of increased facilities and better
service, and the inference is justified that as we increase the facili-
ties and improve the service the number who will ride will be
increased in a far greater ratio. Paradoxical as it may seem, it
appears that to a certain extent the more effective are the reme-
dies provided for congestion the more aggravated does the mal-
ady become. It is, therefore, difficult to say what amount of
remedial measures will be effective. Beyond the more or less
temporary remedies we herein recommend, the only permanent
relief must be looked for in augmenting the capacity of the pres-
ent lines, or the construction of new lines, on a scale that has not
up to the present time been even seriously suggested. The Com-
mittee has not undertaken to deal with these problems, except as
they relate to the present and the immediate future.
As a rule, in Manhattan, surface lines should be depended
upon to take care of local and short-distance travel only, and
long-distance travel must be provided for largely by the construc-
tion of additional elevated or underground roads. The proper
provision for the short distance travel alone already demands a
very great enlargement of the surface car facilities, particularly
in a north and south direction, and the requirements will be more
imperative in the future. These requirements must be met, not
only by diverting travel to some of the present lines that are now
less crowded, but by the construction of additional north and
south lines upon every available route not now occupied. We
believe that something may be done at once toward drawing off
from Broadway a part of the travel that now insists upon using
the Broadway cars. This is, however, a problem that requires a
greater knowledge of the origin and destination of the Broadway
travel than we have been able to obtain. There is, we think,
reason to believe that if a part of the cars from some of the less
crowded lines were carried to terminals on the cross streets at
various points along Broadway they would attract a considerable
number of passengers, and to that extent relieve the Broadway
line. Thus, if a number of the Seventh, Eighth and Ninth avenue
cars could be run to terminals abutting on Broadway at Park
place or at Vesey street, and at Worth street, they should be well
55
patronized, provided, of course, that passengers could reach their
destinations quickly and comfortably. It would seem to be a wise
general policy to withdraw the travel from the present congested
lines in every practicable way.
THE
DELAYS CAUSED BY THE SUBWAY.
HE delays to travel of all kinds on many of the city streets,
caused by the construction of the subway, have been and
continue to be very great. To a large extent these are unavoid-
able, but the Committee believes they could be materially
reduced by the enforcement of proper restrictions and remedies
by the Rapid Transit Commission. The subway is rapidly ap-
proaching completion, however, and this source of trouble and
delay will soon disappear. In any future work of this charac-
ter that may be undertaken better provision should be insisted
upon for keeping important streets free for vehicular and street
car travel.
CAR SERVICE ON THE LESS CONGESTED STREETS.
IN
N what has been said we have dealt with the improvement
of the service upon the streets and lines of congested travel
only. Wherever the service is inadequate or unsatisfactory
upon the less crowded lines the remedy is simply to increase the
number of cars in service until the needs of the traveling public
shall be fully provided for. Since a much higher rate of speed
can be safely maintained in such streets, the service can be made
satisfactory with a relatively smaller number of cars than are
necessary on the more congested streets of the city. This applies
particularly to the lines in the Bronx, and if, as alleged, their
present capacity is in some cases insufficient, there is no apparent
reason why it should be so. The remedy lies wholly within the
power of the railroad companies, and involves no engineering or
other technical questions. A more or less well-defined line of
demarcation separates the suburban from the urban conditions
of operation. The former conditions usually permit of fewer
stops, higher speeds and larger cars. They involve some addi-
tional provisions for the comfort of passengers which will be
referred to in the chapter on "Sanitation."
56
STANDING PASSENGERS IN CARS.
T has been urged that the practice of allowing passengers to
stand in the cars, particularly the open cars, should be pro-
hibited, and that no car should be allowed to take on more pas-
sengers than can be seated. It was stated in our preliminary
report that "While your Committee recognizes that the standing
of passengers between the seats of open cars not only occasions
great discomfort, but leads to grave injury to health and morals,
we are of the opinion that the practice can only be stopped by
prohibitory laws rigidly enforced, and we believe that the enforce-
ment of such laws would be very difficult until such time as the
transportation facilities of the city are greatly increased." We
see no reason to change this opinion. The question has continued
to receive our careful study. In both Philadelphia and Boston we
found that standing between the seats of open cars is not per-
mitted, excepting in cases of emergency due to sudden showers,
baseball games, etc. Public sentiment disapproves of the practice,
and the concentration of travel not having reached the acute stage
under usual conditions, it is entirely practicable to prevent it with-
out causing undue hardship and delay. But in the present trans-
portation conditions of Manhattan it is otherwise. Here each
rush hour creates an emergency, and public sentiment does not
disapprove the practice of standing between the seats when the
alternative is standing on the pavement indefinitely. This applies
to closed as well as to open cars.
When it is considered that, even under the best conditions that
can be hoped for in the near future, the crowded lines cannot pos-
sibly supply seating capacity during the rush hours for all the
people who must use them at that time, and that, if not allowed
to ride standing, a large number must wait, sometimes for hours,
in order to get seats in the cars, it will be realized not only how
difficult it would be to enforce such a regulation, but also what
an unbearable hardship it would impose on a great mass of
the people a hardship compared with which the inconvenience
and suffering caused by standing passengers would be insig-
nificant. People do not often overcrowd and stand in the cars.
from choice, but usually from pressing necessity. Most of them
57
are compelled to reach their destinations at a stated time and
could not wait indefinitely, even if by so doing they could avoid
the fatigue and discomfort of standing.
If an increased number of cars be provided, before and after
the present rush hours, as the Committee recommends, it would
be within the ability of the public to reduce the acute degree of
overcrowding by avoiding, so far as possible, those hours. This
would have the effect of extending the rush hours, but at reduced
tension, for it is probable that, though a great number of rush-
hour passengers are compelled to travel at the height of the rush,
there may be many who could time themselves to avoid it, and
who would do so if they were reasonably sure of having seats
by going earlier or later.
Whether anything can be done toward preventing the exces-
sive overcrowding by standing passengers, so common now, is an
open question. Even if conductors were forbidden to permit
passengers to board cars after seats and aisles were as full as rea-
sonable comfort would allow, there would be practical difficulties
in the way of enforcement which the Committee believes would
prove almost insuperable.
If the recommendations made herein for increasing the carry-
ing capacity of the lines shall be carried out, the necessity for
drastic measures in this respect will, we believe, largely disap-
pear.
THE
TRANSFERS.
HE Committee approaches the subject of transfers with some
hesitation. It is a subject of much complexity and diffi-
culty in every large city and is the cause of more petty annoy-
ance and of more constant friction between the public and the
transportation companies than almost any other single matter.
It seems very difficult to organize and administer a transfer sys-
tem that shall be satisfactory to every one, and at the same time
be fair and just to the transportation companies. We believe that,
by those best acquainted with the transfer systems in large cities,
that in use in New York is considered a very satisfactory one.
This view is confirmed by the fact that there is very little criticism
58
by the public of the system as a whole, complaints being generally
confined to the details of its administration.
Beyond a statement of the following general principles that
should govern in framing and operating a transfer system for the
City of New York, the Committee does not feel justified in going
at this time. The fact that the question involves the interpretation
of existing laws, and legal complications arising therefrom, which
are now before the courts, confirms the Committee in this conclu-
sion.
1. A fair and reasonable transfer system in New York
may be stated in general terms to be one that will enable a
passenger to go for a single fare, and as directly as practi-
cable, from the point where he boards the car to his destina-
tion, provided that such destination can be reached by pro-
ceeding in the same general direction over lines under one
management. This principle should hold good whether a
single transfer or one or more re-transfers are necessary.
2. In the application of the principle last stated, the trans-
portation company may fairly claim the right, where two
or more routes are nearly equally direct, to designate which
shall be used, and to decide whether a choice of transfers
shall be given over more than one of the available routes.
This implies the right of the transportation company to route
transfer passengers over lines which in its judgment will
best serve the interests of the public at large, and to refuse
transfer privileges over routes that are already overcrowded,
provided other direct routes are available.
3. Granting that the transportation company may exer-
cise such option, passengers wishing transfers would need
only to state their destination and the operating company
would then issue the proper transfers. But the practice of
asking transfers over stated lines, rather than to a stated des-
tination, has become so fixed in the minds of the New York
public that it would probably be difficult to bring about a
change, and there seems to be no necessity for altering the
present practice, although the Committee believes that, owing
to the peculiar shape of Manhattan Island, it could be simpli-
59
fied materially. This is, however, a matter in which the
transportation companies are more interested than the public.
4. A transfer system should be as simple and as free
from complications as it is possible to make it, consistent with
practical application. Much of the present trouble and fric-
tion relative to transfers is caused by ignorance or misunder-
standing of what are the rights of the public, and what the
operating company offers. Placards should be placed in the
cars, stating plainly and concisely the lines to which trans-
fers will be given and the conditions under which they may
be used, and the transfer tickets should have plainly and con-
spicuously printed upon them the conditions of their use.
5. The employment of two men besides the motorman on
each large closed car would, as a rule, allow all transfer
tickets to be issued on the car, and thus avoid the expense
of transfer agents on the street, as well as save the time of
transferred passengers, and contribute to their convenience.
6. It is entirely reasonable that the operating company
should have the right to enforce conditions that will prevent
the improper or fraudulent use of transfer tickets, even
though such conditions occasionally result in some incon-
venience to the traveling public.
7. Demands for the excessive extension of transfer privi-
leges may, if complied with, prove a detriment rather than
a benefit to the service as a whole. It does not, for instance,
seem to be advantageous to throw additional travel upon
lines that are already overcrowded in order to extend the
transfer privilege to a comparatively few individuals, to the
inconvenience of the whole public.
8. The practice, which is very common, of demanding
transfers to avoid walking one or two blocks, should be dis-
couraged and prohibited if possible. Such prohibition would
result in little inconvenience to the mass of the traveling pub-
lic, and would afford some relief to the overcrowded lines
and save some time in making stops that would not be other-
wise required.
60
THE
SNOW REMOVAL.
HE Committee has investigated the subject of snow re-
moval with a view to the possible improvement of street
car movement in winter.
It has been suggested that better progress could be made in
clearing the snow from the streets if the tracks and electric
power of the street railroad company could be utilized in place
of horses and carts to move snow cars.
After conference with the Commissioner of Street Cleaning
and with other city officials, it does not seem that much can be
expected at present in that direction, because of the practical dif-
ficulties of extending the street car tracks to water-side snow
dumps. This branch of the subject has received the joint atten-
tion of the Department of Street Cleaning, the Department of
Docks and Ferries and the Interurban Railway Company with-
out meeting with a practical solution. It seems that it would be
necessary for the city to construct tracks and other facilities to
make such a system useful, and it is questionable whether even
then the investment would prove to be economical.
In removing the snow first from special streets or districts
there are vital matters to be considered besides the convenience
of street car service, important as that is, which must take prec-
edence in order that the public may not suffer from interrup-
tion to its daily food supplies, to its commerce or to its out-of-
town ferry and rail communication. The best policy to follow
would seem to be to try to secure some relief over the entire
business district as soon as possible after each snowstorm,
rather than to concentrate the effort on particular lines of
street travel, excepting so far as the latter action may facilitate
the former. This is the present policy of the Street Cleaning
Department, and it is believed by the Committee that with the
improved methods of handling the snow problem recently
adopted considerably greater expedition in snow removal may
be looked for hereafter.
61
SURFACE CAR SUBWAY AT 34TH STREET.
THE
HE construction of a subway for the Broadway surface cars
under 34th street has been proposed and recommended
by the State Railroad Commission and by some city officials.
The result of our investigations seems to prove that such a sub-
way is unnecessary, since our observations and the representa-
tions of the operating company demonstrate that it is possible
to operate over the surface crossing a considerably greater
number of cars than now pass there, and that the crossing will
accommodate all the cars per hour that can be operated on
Broadway at other points, as we have previously shown. We
are informed that the space this subway would occupy is re-
quired for the construction of the Rapid Transit Subway, which
it is planned to build under Broadway at this point, and beneath
this will be constructed the crosstown Pennsylvania tunnel.
The subway is structurally feasible, but, even if it were shown
that it would afford material relief, its great cost, the room
occupied by its surface entrances and the necessity for openings
and stairways near the intersection to accommodate transfer
passengers, which openings would occupy surface space that
cannot well be spared at this crowded intersection, would, in
our opinion, make the construction of such a subway inad-
visable.
CROSSTOWN AND HORSE CAR LINES, INCLUDING
86TH STREET EXTENSION.
N Manhattan there are some thirty crosstown and horse car
lines, of which twenty-four are distinctively crosstown lines.
—that is to say, lines that run mainly across the Island of Man-
hattan from one side to the other, nine being electric and fifteen
horse car lines.
A state of affairs is found on crosstown lines differing from
that prevailing on the important longitudinal electric lines, in
that on a number of lines there are no apparent rush hours,
while on others a period of heavy travel occurs in the middle
and not at the close of the day. There are also some lines that do
62
have the usual rush-hour patronage, which continues but for a
short time. This appears on downtown lines connecting with
ferries.
The electric are improved lines similar in character to the
main longitudinal lines, except that some dilapidated and un-
clean cars are in use, more particularly on the 42d street lines.
All do a good business, and, to some extent, answer the de-
mands of travel made upon them, a noticeable improvement
having taken place since the agitation for better service was
begun. The service is not, however, always adequate. The
horse car lines in nearly every case are in bad order, especially
as to equipment, and such of them as are not to be changed at
once to electric lines should be put into improved condition. The
Interurban Company has signified its intention to alter a cer-
tain number to electric lines during the present year, and work
has already been begun upon some, but such as are to be con-
tinued as horse car lines demand immediate attention.
One of the lines not to be changed at present is that through
Fulton street, which gains importance from the circumstance
that it runs between the Fulton Ferry and the west side ferries
at Barclay and Cortlandt streets. The Liberty Street Ferry
adjoins the Cortlandt Street Ferry. The patronage seems
nearly uniform throughout the day on this line, and it should
be maintained in good order. A peculiarly bad feature observed
in the cars is the presence of a base-board extending six inches
above the floor under the seats, admitting refuse of various
kinds and at the same time preventing free access for the proper
cleaning of the space. Other objectionable conditions are those
referred to for all horse car lines generally under the head of
"Sanitation."
It has been suggested that detentions to the running of the
cars on Fulton street might be lessened and also the freer use
of the street by vehicles be permitted if one track were taken out
of Fulton and located on John and Dey streets, but the two
streets last mentioned, not being quite in line with each other,
a diagonal crossing at Broadway would be necessitated if the
suggestion were carried out. Instead of John and Dey streets
Ann and Vesey streets have been suggested for one track, to be
63
taken from Fulton street, partly because there are now some
tracks in those streets, but Ann street is narrow and runs only
three blocks east of Broadway, while Vesey street is crowded
and in some parts narrow, so that conditions as to these streets
are rather worse for the proposed diversion than John and Dey
streets.
For illustrations of the condition of travel on crosstown
lines reference is made to the tables and diagrams accompanying
this report. The following lines are scheduled for conversion to
electric lines:
HORSE CAR LINES TO BE CHANGED FOR ELECTRIC
TRACTION DURING THE PRESENT YEAR, AS
STATED BY THE INTERURBAN COMPANY IN A
COMMUNICATION DATED MARCH 9TH, 1903.
F
IRST avenue line. Second avenue line from Tenth street to
Grand street; work in progress. Grand and Desbrosses
Street Ferry line from Desbrosses Street Ferry, North River, to
Grand Street Ferry, East River. Fourteenth street line, from
West 14th Street Ferry to Grand Street Ferry via Avenue A;
work in progress. Thirty-fourth street crosstown line, now
operated by storage battery; work in progress. Eighty-sixth
street crosstown line, from 86th street and Eighth avenue to
Astoria Ferry, East River; work in progress.
T
EIGHTY-SIXTH STREET CROSSTOWN LINE.
HIS line is now being changed to an electric one, while a
part continues to be operated with horses from Madison
avenue through 86th street and First avenue to the Astoria
Ferry. The portion discontinued at present is across Central
Park through the transverse road, which reaches Eighth avenue
at 86th street and Fifth avenue at 85th street, and the remainder
of the route from Fifth avenue through 85th street and Madi-
son avenue to 86th street.
As the change will be completed without delay, the line will
become an improved electric line as far as it extends. The line
64
is now well patronized. In order that it may be as useful to the
public as it should be, an extension ought to be built from its
present terminus at Central Park West, or Eighth avenue, to
a connection with the existing branch line of the 42d street, St.
Nicholas avenue and Manhattanville railroad in 86th street
between Amsterdam avenue and Riverside Drive, and that
branch should also be altered and operated by electricity, thus
making a continuous crosstown line.
The Committee feels the greatest regret that this recommen-
dation involves disturbance of the beauty and repose of the two
residential blocks of 86th street between Central Park West and
Amsterdam avenue, and appreciates the property-owners' rea-
sons for opposing the extension of the railroad, but can see no
other way to give the entire public the convenience and service
that a continuous line would afford. It must not be overlooked
that the streets of the city are primarily for the use of the public
at large, and the interests of local property owners must be made
subordinate thereto.
The Committee is of the opinion that the establishment of a
continuous crosstown electric line in 86th street, besides being
an urgent local necessity, would tend to relieve the congestion
on the 59th street lines, and 86th street being 100 feet wide,
and, moreover, in direct connection with a transverse or traffic
road across Central Park, is the proper location for a crosstown
railroad. No other street in its vicinity is as suitable for the
purpose.
A tunnel line beneath 86th street has been suggested, but
the Committee, after examination, considers that the unusual
physical difficulties which would be encountered in crossing the
line of the Rapid Transit Subway and the great consequent ex-
pense, render the plan impracticable. It has been suggested
that the extension of the 86th street crosstown railroad west-
ward from Central Park might be rendered unnecessary and the
public be as well served by the establishment of a line running
across the Park in the transverse road at 97th street to ex-
tend eastwardly and westwardly, upon the supposition that less.
injury to property would be occasioned thereby and less oppo-
sition be met with from property owners, but your Committee
65
does not take that view altogether, because it believes it is nec-
essary to have crosstown lines at both places. We are, there-
fore, strongly of the opinion that the connection of the existing
lines of railroad in West 86th street should be made.
T
UNUSED CAR TRACKS.
HERE are nearly twenty miles of streets in Manhattan alone
that are cumbered with either single or double car tracks
that are not now, and in all probability never will be, used. In
nearly every case they are retained by the transportation com-
panies owning them, solely for the purpose of preserving the
franchises under which they were built. They have absolutely
no value as lines of transportation, as they are of antiquated
construction, and would have to be entirely rebuilt before they
could be utilized for electrical cars. At the same time the
material in them is worth a large sum of money as old metal,
and the companies owning them would doubtless be glad to
remove them and sell this material if their franchises would not
be endangered thereby. In addition to their great obstruction
to travel tracks are always injurious to street pavements from
their tendency to produce ruts by the tracking of vehicle wheels
along the rails, and these ruts and the projection of the rails.
above the surface are the cause of many accidents and break-
downs. The unused car tracks on Amsterdam avenue from
72d street to Manhattan street, a distance of nearly three miles,
are in many places conspicuous examples of the evils of unused
tracks, and the Committee knows of no reason why they should
longer be tolerated. We recommend, therefore, that immediate
measures be taken to secure the removal of all these unused
tracks and the thorough repair of the pavement where they are
taken out. In consideration of the removal of these unused
tracks the city should safeguard any franchise rights of the own-
ers which may now depend upon the retention of the tracks in
the streets. A list of unused car tracks in Manhattan is attached
hereto marked Addendum F, and a map showing their location
is submitted with this report.* The fact that some of these
tracks occupy parts of routes that may be utilized in the
*Not printed.
CG
future affords no reason why they should not now be removed,
since they must eventually be taken up as a necessary prepara-
tion for modern construction.
A
PROPOSED NEW ROUTES.
MONG the propositions originally referred to our Committee
was that of "The practicability of hereafter turning north-
bound Broadway cars into Sixth avenue at 34th street, and north-
bound Sixth avenue cars into Broadway at 34th street, thus abol-
ishing the congestion at that point." In our preliminary report
we stated that we did not regard such a change as necessary at
the present time. We see no reason to alter that conclusion, but
the study of the question has led the Committee to consider the
general subject of routes, and the possible advantages of changes
in present routes, and the establishment of such new routes as
seem to be practicable and desirable. The subject is surrounded
with difficulties and its intelligent consideration requires an inti-
mate knowledge of the requirements of the public, the trend of
travel and the physical conditions that must be met.
Public opinion cannot always be followed, for it is often ca-
pricious and after a change of route has been asked and prepara-
tions made therefor, it may itself change, and demand material
alterations. New routes, in which the initiative is taken by the
operating companies generally meet with strong opposition, often
from the public at large, but more frequently from interested
property owners who refuse to give the necessary consents. For
this reason these companies may be more influenced in establish-
ing a route by the desire to secure prompt action and to avoid
excessive cost than by considerations of most efficient service to
the public. Just now the Rapid Transit Subway is approaching
completion, and a number of new subway routes are under dis-
cussion, and likely to be built. The new bridges over the East
River and means for connecting them with one another are under
consideration. It is not now possible to know in what manner and
to what extent these new channels of transportation may effect
the routes of the surface lines. For these reasons what the Com-
mittee has to say upon the subject of routes, particularly those
running north and south, should be regarded as suggestions rather
67
than as positive recommendations. The routes named seem, in
the light of the information attainable by us, to be both practicable
and desirable.
We have already called attention to the desirability of re-
lieving the lower Broadway line by diverting a portion of the
travel at convenient side streets. With this in view, it is recom-
mended that a double track line be constructed, starting from
Broadway at Park Place, an unusually wide street, running
through Park Place and West Broadway to and through Canal
street, Varick street, Carmine street, Sixth avenue, Greenwich
avenue, Seventh avenue and Broadway to Manhattanville, and
beyond, if practicable, to Kingsbridge Road, where it could join
with the line already in Kingsbridge Road. The Committee be-
lieves that with proper regulation of vehicular travel there would
be room on the present West Broadway tracks for the proposed
new line. The existing inadequate horse-car line running from
Sixth avenue and Fourth street to Desbrosses Street Ferry could
then be superseded by an electric branch from this new line. Por-
tions of this route are already electrically equipped, and where
not, the railway companies own or control, except north of Man-
hattanville, so that only privileges for connections and change of
motive power will have to be obtained with exception mentioned
and unless consents for a double track may be required on Park
Place between Church street and West Broadway, where there has
heretofore been only a single track.
The Committee considers that New Elm street should be kept
free of railroad tracks and reserved for the exclusive use of
vehicular travel, and thus help to relieve the pressure upon
Broadway.
Much needed relief for Broadway and 23d street, also, would
be obtained if the Lexington avenue road should be extended
southwardly along Lexington avenue and around Gramercy Park
to and through Irving Place, a continuation of Lexington avenue,
to and through Fourteenth street, Third avenue and the Bowery
to Great Jones street, and through the latter, to Broadway. The
present connection of the Lexington avenue cars with Broadway
should be retained, to be used to whatever extent may be found
necessary. Great Jones is a wide street with moderate travel,
and seems to be the most desirable one for bringing the Lexing-
68
ton avenue cars to Broadway. Fourteenth street and Astor Place
are already greatly congested and all the other cross streets from
23d street down to Broome street are too narrow for double tracks.
If desirable to avoid 14th street, single-track connections between
Irving Place and Third avenue through 15th and 16th streets
could be substituted.
When the new street between Broome and Spring streets from
the Bowery to Elm street is cut through, as an extension of De-
lancey street, the latter to be widened as an approach to the new
Williamsburg Bridge, the car line at present in Spring street
could be removed into the new street and its westbound track
only be left in narrow Spring street. The eastbound track should
turn from West Broadway into Broome street, crossing Broadway
and continuing to Marion street, and through the latter to a con-
nection with the double track. This change would give relief to
both the railroad and Spring street. By an extension of this
route through Broome and Spring streets to a northbound connec-
tion on Hudson street an important new route between the upper
west side of the city and the new Williamsburg Bridge would be
secured.
Park Row should, for many important reasons, be widened
from the Bridge Plaza to Chatham Square. If this were done
room would be afforded for one or more additional surface lines
on that street, and one of the additional lines could follow the
route to East Broadway, which is quite wide, and by making use
of Market, Division and Allen streets, if widened, reach First
avenue; then continuing through First avenue to the bridge over
the Harlem River, a long, direct, comparatively straight line
would be formed from the Brooklyn Bridge to a connection with
the Borough of the Bronx.
From 42d street of 59th street there is at present no crosstown
line. One is very greatly needed and the Committee would
recommend 50th street for its eastbound track and 51st street for
its westbound track. It cannot be built until the streets named
are bridged across the tracks of the N. Y. and Harlem Railroad
at Park avenue on practicable grades.
North of 59th street, the Central Park interposes an obstack
to crosstown-car communication, there being at the present time
69
only one line traversing it about midway. That is the line known
as the 86th street crosstown, now being altered from horse to
electric power.
A double-track railroad should be built in the traffic road
crossing the Park on the line of 97th street, and this should extend
eastwardly through 97th street to Madison avenue; through
Madison avenue over existing tracks to 96th street, and through
96th street to the East River. The railroad should also extend
westwardly through 97th street to Columbus avenue; then over
existing tracks to 96th street and through 96th street to the Hud-
son River. By connecting the proposed road with the existing
line in First avenue and constructing spurs to reach the ferries at
92d and 99th streets additional much-needed means of communi-
cation with the Borough of Queens would be provided. As 96th
street is one hundred feet wide, and seems destined to become a
business street for the greater part of its length, both on the east
and west sides, a railroad in it will be an important one on that
account, and it would be at once a great public convenience. At
the easterly end of the street the large car barn of the First and
Second avenue lines is located and near it a large power house.
At the westerly end is the only group of wharves on the Hudson
River from 79th to 129th streets. Coal depots and yards for re-
ceiving building materials are also located there. Ninety-sixth
street is the only one giving direct access to the Hudson River
between the streets mentioned above.
The rapid commercial development in the vicinity of the foot
of 130th street will soon require additional crosstown transporta-
tion facilities in that part of the city. An extension of the 135th
street railroad westwardly to the Hudson River is therefore ad-
visable. This could be by way of Eighth avenue, 127th, Law-
rence, Manhattan and 129th streets.
A crosstown line will be desirable in the future in 145th street
from the Harlem River, where a bridge is in course of construc-
tion, to the Hudson River.
A direct through Broadway line from South Ferry to Kings-
bridge can be established by connecting the tracks of the Broad-
way lines with those of the 42d street, Saint Nicholas avenue and
Manhattanville railroad at the intersection of Broadway and 45th
70
street and extending north of Manhattan street to and through
Kingsbridge road.
Extensions of the elevated railroad system being a matter
within the purview of the Rapid Transit Commission, this Com-
mittee has not thought it proper to introduce the subject in this
report, although some excellent additional elevated routes were
considered.
R
SERVICE ON ELEVATED ROADS.
ESULTING from the agitation last winter for improvement
in the transportation of passengers in this city, better
service than formerly is now given by the elevated railroads,
but a still larger measure of efficiency can be reached with the
means at command.
Schedules for running trains offered by the Manhattan Rail-
road Company were finally accepted by the State Railroad Com-
mission, after the investigation it made last winter, and these
schedules were put in operation. Under our direction careful
observations were made for the purpose of comparing the actual
operation of the roads with the schedules, and it was found that
with some minor variations the service nearly agrees with that
called for by the schedules.
We believe the company can do better and the public has the
right to demand that it should. It appears that, during rush
hours, trains are operated under as close headway as is con-
sistent with safety, but at other times too great a reduction is
made in the length and frequency of trains. It is the right of
the public to be provided with seats at all times, when the roads
are not taxed beyond their capacity to furnish that accommo-
dation, and also not to be obliged to lose time in long waiting
for trains. It is not a good plea that, except in rush hours,
trains are crowded for a portion only of their runs, and that, as
the trains approach the termini, the emptying of cars, proceed-
ing faster than the filling, finally affords seats for all passengers
and therefore justifies a reduction of service. Franchises for
city railroads are granted for the accommodation of the citizens
and not merely that the companies may profit by them. They
are in the nature of a contract. The public convenience is part
71
of the consideration upon which the companies obtain their
rights and the contract ought to be enforced. It is not to be
admitted that the companies have any right to run only enough
trains to be profitable at all times, and trains should run upon
the elevated roads with more frequency beyond rush hours.
Trains at frequent intervals tend to prevent the accumulation of
passengers at stations and give better service than longer trains
at long intervals.
During rush hours, on the Sixth avenue line, especially the
uptown rush, the running of 58th street trains should be sub-
ordinated, more than is now done, to the through or Harlem
trains, the travel on the 58th street branch being in small pro-
portion to that on the through line.
A material improvement in the elevated service could be
effected by making use of the existing connection between the
east and west side lines, near South Ferry, whereby downtown
trains from the west side might be run uptown over the east
side roads and back again to South Ferry and up on the west.
side roads and vice versa. In that case additional station ac-
commodations would be required at this point.
Additional trackage for through express service should be
provided as follows: The Second avenue line should have a
complete third track from Chatham Square to the Harlem
River and the Third avenue line from Ninth street to Harlem
River for the use of express trains. The Ninth avenue line
should have a complete third track from Rector street to 155th
street. This will necessarily require the remodeling of the
island stations at 116th and 125th streets.
It is not recommended that a third track be built on the Sixth
avenue line, because to do so would require the entire remodel-
ing of the structure, and, as the Sixth avenue road joins the
Ninth at 53d street, there could be no great gain over the ex-
press service the Ninth avenue line could be made to give.
The storage of empty cars on the center tracks adds to the
disfigurement and interferes with the use of the streets, taking
away light and free circulation of air. It is an imposition on
the people and should be prevented. The company should pur-
chase property for this purpose.
72
A
STATIONS ON ELEVATED ROADS.
GREAT many of the stations on the elevated railroads have
become inadequate for the proper accommodation of the
patrons of the roads, and they should be enlarged, and, in a
number of cases, rebuilt. This will in some cases make neces-
sary the acquirement of additional property, but the necessity
for greater accommodation justifies the very considerable ex-
pense that would be incurred.
Special examples of stations that are entirely inadequate are
those at Rector, Cortlandt, Barclay and Warren streets on the
Ninth avenue line; at Hanover Square, City Hall, Houston
street, Ninth street and 99th street on the Third avenue line, and
at 80th and 92d streets on the Second avenue line. The station
at the City Hall terminus of the Third avenue line is altogether
unequal to the demands upon it. The Committee has not
worked out plans for what should be done to improve the sta-
tion, under existing circumstances, but a slight amelioration may
be gained by adding an outside platform for discharging pas-
sengers from the trains on the west side of the tracks, as has
been done on the east side, and removing the newsstands that
block the contracted passageway. The conditions at Hanover
Square approximate those at the City Hall station. An outside
egress platform on the west side with a stairway at the north
end, directly to the sidewalk, should here be provided. If this
be done it would be desirable to widen the sidewalk at Hanover
Square, for which there is ample room.
Whether or not the connection suggested is made between
the east and west side lines, the South Ferry station should be
enlarged and improved. At the west side of 58th street on the
Sixth avenue line the station now built should either be opened
for use or else be removed. If used, an overhead bridge should
connect the two stations. All narrow platforms should be
widened and all lengthened to suit the increased length of trains.
Wherever not fully roofed over, they should be.
The station at 129th street and Third avenue should be so
altered and improved as to facilitate the movement of passengers
73
when changing trains. Signs directing the way to the different
trains should be put up and employees should be stationed there
to give information.
The station at 92d street on second avenue is a temporary
structure and is inadequate. It should be replaced by a new
and commodious one. The station at 127th street on Second
avenue should be removed and a new one built at 125th street.
This change is desirable because 127th street is too near the end
of the line, and 125th street being a wide and important street,
containing an important crosstown surface line, is the proper
place for a station to that vicinity. There is room for great
improvement in the manner in which the elevated stations are
cared for. This will be referred to more at length under "Sani-
tation."
The stairways leading to and from most of the stations are
of entirely too limited capacity, and in many cases are very tor-
tuous and unsatisfactory in other respects. They should, wher-
ever possible, be enlarged and straightened. In the present con-
ditions of overcrowding the stairs for ingress and egress should
be separated. The interference of up and down travel on the
same stairs is responsible for much of the present discomfort
and confusion. The recent experiments of confining upgoing
travel to one stairway and downgoing travel to another during
the rush hours seem to promise a great improvement. While
somewhat confusing until the public becomes familiar with the
arrangement, the permanent adoption of the plan at all the
crowded stations would result in considerable relief of the stair
congestion without any serious inconvenience to the public.
The substitution for stairways of elevators or escalators,
particularly at the high stations, would be a very important im-
provement. Criticism of the few elevators now in use is con-
fined to their inadequacy and unsatisfactory management. If
commodious and properly handled, they would be as great an
improvement over stairways as they are in buildings. The es-
calator may be said to be past the experimental stage and its use
for ascending travel should prove highly satisfactory.
The following improvements are recommended and the
Interborough Rapid Transit Company should be urged to carry
them out as promptly as possible:
74
ELEVATED RAILROAD IMPROVEMENTS RECOM-
MENDED.
1. The replacement of all old and dilapidated cars by an
increased number of new cars, and the complete substitu-
tion of electric power for steam should be hastened.
2. Adopt some method to protect the third or contact
rail from snow and ice and to prevent accidents to persons.
3. Increase the non-rush-hour service so as to provide
adequate accommodation throughout the day.
4. Complete the third tracks on the Second, Third and
Ninth avenue lines and provide express service as follows:
On Second avenue from Chatham Square to Harlem River,
on Third avenue from Ninth street to Harlem River and
on Ninth avenue from Rector street to 155th street.
5. Utilize the connection between the east and west side
lines at South Ferry to operate trains from one side to the
other reciprocally. This may be done by simply opening
the Battery loop and extending the stations.
6. Provide additional storage yards so as to avoid the
use of middle tracks for storage purposes.
7. Provide adequate and comfortable stations and wait-
ing-rooms at all points where the existing accommodations
are inadequate, acquiring sufficient additional property if
necessary. Construct additional discharging platforms and
stairways at City Hall and Hanover Square stations and
additional and more commodious stairways wherever
needed.
8. Improve the arrangement at 129th street and Third
avenue, so as to facilitate the movement of passengers in
changing trains.
9. Remove the present station at 92d street on Second
avenue and build a new station at that point. Remove the
station at 127th street on Second avenue and build a new
station at 125th street.
75
10. Restore to use or else remove the station on the
west side of Sixth avenue at 58th street. If retained, pro-
vide an overhead bridge communication to the station on
the east side.
11. Separate the upgoing and downgoing stairways at
all crowded stations. The substitution of elevators or es-
calators at all the high stations is recommended. Improve
and regulate the elevator service at the 116th street station
on Eighth avenue. The entrances and the platform lead-
ing from the elevators to the stairs beneath should be
widened pending some more permanent improvement.
12. Roof over all platforms for their full length.
Г
SANITATION.
HE investigations made by the Committee in reference to
the need of better sanitary conditions on passenger trans-
portation lines in the city show that there is much room for im-
provement, both in the arrangements of surface and elevated
cars and elevated railroad stations, and in the methods of caring
for them. It is the opinion of the Committee that part of the
duty of initiating the improvements rests upon the transporta-
tion companies, part upon the city government and part upon
the public. The companies should provide better facilities for
warming, ventilation and cleaning and give closer attention to
regulating these matters. The officials of the city should see
that the sanitary ordinances are enforced. It is the right of the
public to insist upon proper conditions and its duty to observe
the regulations relating thereto.
Up to the present time the Department of Health appears
not to have received the amount of assistance from the Depart-
ment of Police which the sanitary needs of the city require.
There should be a larger detail of police for sanitary duty, who
should be thoroughly instructed in their duties. Among the
unsanitary conditions prevalent in the city one, which may serve
as an example, is the sand pile used in lieu of spittoons on the
elevated railroads. It is impossible to conceive of a greater
76
menace to the public health. The sand which is thrown upon
the platforms invites and receives infectious material from the
lungs and throats of sick persons to an extent which is as danger-
ous to health as it is disgusting to sight. The expectorated
material becomes dried in the sand and is distributed by winds
and by travel of passengers through the cars and stations and
through the atmosphere of the street below. The sand pile nui-
sance is the most unsanitary condition which calls for attention in
connection with the transportation problem in New York City.
Using car seats as foot-rests and allowing children to stand
upon seats with soiled or dirty shoes is very objectionable and
should be prohibited by a rule or regulation of the transporta-
tion companies. Carrying burning tobacco on the cars is for-
bidden, but the rule is seldom enforced.
The question of allowing passengers to stand between the
seats of open cars has been given very careful thought. In the
interest of health, comfort, decency and morality it should not
be permitted. The Committee does not, however, believe it
practicable to prevent it under present conditions of congestion,
as has been explained at length in another part of this report.
The overcrowding of cars besides causing great inconvenience
and discomfort is exceedingly unsanitary.
SANITARY RECOMMENDATIONS.
OR dealing with the dangerous conditions above described
the Committee makes the following recommendations,
which are based upon a mass of facts collected and observations
made under its direction.
The rearrangement or reconstruction of a number of the ele-
vated railroad stations is desirable in order that some unsanitary
features which now exist may be eliminated. An example of
the better type of station now in service in the city is the 18th
street station on the Sixth avenue line, and this type of station
is especially perferred, as being more easily cleaned, warmed and
ventilated.
It is desirable that the platforms be roofed over for their
whole length.
77
Proper attention to the ventilation of the stations is needed.
Better ventilation may be secured by the careful regulation of
transoms, windows and ventilating devices, whereby the air may
be continually refreshed and unpleasant odors avoided.
At present the toilet-rooms of the stations are not always
clean. In many cases the plumbing is out of order, the closets
overflowing and the waste pipes stopped. It is unnecessary to
point out the objectionable nature of these unsanitary condi-
tions.
The stations should be warmed in winter to a temperature
between 55 and 65 degrees Fahrenheit.
Better care of the stations is needed. At present proper at-
tention is lacking in this respect, and the waiting-rooms, closets
and platforms are not uniformly maintained in a cleanly or
orderly condition. Dirty pails should not be left standing in the
waiting-rooms or passageways; dust and dirt from the platforms.
and stairs should not be swept into the streets. It should be a
rule that no dust is to be raised in cleaning. The methods of
cleaning which are suitable for the stations, including platforms
and stairways, require the use of mops, soft hand brooms and
cloths. Stiff brooms should not be used. Sand should never
be used anywhere on the station floors, platforms or stairways
unless to guard against slipperiness.
A provision of the Sanitary Code requires that the elevated
railroad company should provide cuspidors for use on the ele-
vated platforms. The number is now insufficient, and those
which are in use are too small. It is desirable that cuspidors of
ample size and decent appearance should be provided. Obser-
vation shows that where these conveniences are properly sup-
plied they are generally used by the public.
It is desirable that the cars of the elevated railroad should
be improved with respect to ventilation and warming. An ad-
vantageous way for improving the air of the cars without drafts
is to provide for the introduction of air at a greater number of
points. The ventilation is more satisfactory on the elevated
roads than on the surface cars, but it is by no means all that
could be desired. More air should be admitted and a part of the
78
air should be carried over the heaters, for the double purpose of
warming the fresh air and reducing the intensity and concen-
tration of the heat now given off under the seats. There are
various means of accomplishing this end. The experiments of
the Pennsylvania Railroad Company and a popular device now
being employed on the windows of large office buildings furnish
sufficient illustrations of the practicability of this method.
The temperature of the cars should be more carefully regu-
lated and placed under the control of the conductor of the train,
who is best able to judge of the need of adjusting the warming
and ventilating apparatus, and he should be properly instructed
and held responsible. Under the present circumstances the
cars are allowed to become sometimes too warm and frequently
too cold. The temperature should not be permitted to fall
below 55 degrees nor in cold weather to rise above 65 degrees
Fahrenheit.
The use of cocoa mats on the floors of cars has frequently
been condemned. They serve as collecting and propagating
places for bacteria, and it is impossible to clean them. Attempts
to disinfect such articles, except in large and expensive steril-
izers, are useless.
Other objectionable floor coverings include slats or strips
of wood permanently fixed to the floor and which cannot be
cleaned without the raising of dust, which is objectionable. The
floors of the cars should be covered with a smooth, non-porous
material, or a grating of non-absorbent material which may be
easily removed for cleaning.
As far as practicable, all corners and moldings which can
collect dust should be eliminated in the construction of new
cars. The parts of the cars which are not exposed, such as the
spaces in the bottom and backs of seats, should be readily acces-
sible for cleaning. Careful observations of the dust pockets to
which this recommendation refers have shown that they not
only collect dirt and waste from the floor, but are gathering
places for germs of disease.
It is recommended that the cars be cleaned more thoroughly.
More attention should be given to systematizing this matter,
79
so as to avoid such objectionable practices as the morning run-
ning of cars which have been used all night.
The catch-pans, which are located under the tracks to catch
drippings, should be regularly and systematically inspected and
kept clean. Under the present circumstances, the catch-pans serve
not only to collect drippings, but also as reservoirs of filth.
If the spitting ordinance cannot be construed so as to prevent
passengers and elevated train men from expectorating into the
streets and onto the tracks, it would be desirable to so modify it
that this objectionable practice may be forbidden.
The transportation companies should adopt and enforce a rule
to prohibit the placing of feet upon the car seats. The rule against
carrying burning tobacco into closed cars, waiting-rooms, etc.,
should be rigidly enforced.
In order to improve the ventilation of the cars of the surface
roads, the same recommendation is made which was offered in
connection with the cars of the elevated road. The air should be
introduced at a greater number of points, and some of it should be
permitted to pass over the electric heaters under the seats. Under
the present conditions there is not enough fresh air in the cars;
there is no systematic ventilation; the employees of the road do not
appear to be instructed to follow any rules with respect to ventila-
tion; the temperature is not maintained within proper limits.
The Committee believes that while there are difficulties in the way
of securing satisfactory ventilation, and that perfect results cannot
be secured when cars are overcrowded, a very considerable im-
provement could be secured by systematizing the ventilation and
warming. As an aid to ventilation, it is recommended that the
transoms in the monitor tops be protected on the outside by guards
to prevent the entrance of sudden gusts of wind. The transoms
should also be connected and operated by a lever placed at the
ends of the car and controlled by the conductor.
The floors should be covered with non-absorbent material or
removable gratings, as recommended for elevated railroad cars.
The spaces under the seats of horse cars, where now closed,
should be opened, so that the dirt and refuse often thrown into
the window casings behind the seats may be seen and promptly
removed.
SO
For the convenience of readers it is desirable that, on electric
cars, lights be placed on the sides of the cars.
The rods and straps which run the length of the cars and are
used for registering fares and signaling, should be placed nearer
the center. In their present position the rods and straps oblige the
conductor, in reaching for them, to come into closer contact with
the passengers than is either agreeable or conducive to health.
Many horse cars are insufficiently lighted, and should be pro-
vided with additional lamps kept in good order.
The floors and seat coverings of cars should be kept clean.
Many of the surface cars at present have fixed slats on the floors
and some have cocoa mats.
The 34th street crosstown line has been a public nuisance
ever since storage batteries were first used upon it, and experience
has shown that no method of disposing of the noxious gases given
off by the batteries has been effective. We are, therefore, gratified
to observe that it is now being converted into an underground
trolley line.
Wherever the public is subjected to exposure while waiting to
take cars at termini or when transferring from one car line to
another on the surface roads, suitable shelter should be provided.
If physical conditions at those points are such that shelter cannot
be provided in close proximity to the tracks, it should be provided
in nearby buildings. Islands of safety should be provided where
necessary.
CONCLUSION.
IN
they by any
N concluding this report and making the above recommenda-
tions, your
Committee do not feel that they have by any means
exhausted the subject. Indeed, they have only been able to touch
upon the salient features of a most intricate and comparatively
unstudied branch of engineering. It is not considered that the
action of winds and currents has been fully mastered, although
they have received careful scientific study for centuries. The study
of the tides of humanity, their ebb and flow under urban condi-
tions, and with enormous and complicated transportation facilities,
has only just begun to be possible, and their modes of action have
81
not yet been crystallized into formulæ whereby results can be
readily foretold. We have especially recognized this in attempting
to deal with the street railway service, whose shortcomings have
been cited not in a spirit of harsh criticism, but with object of
pointing out the surrounding difficulties and the desire to aid in
the great task of ameliorating them. To accomplish real and last-
ing benefit will call for the intelligent and hearty cooperation of
the City and State authorities, the railroad companies and the
public. If through our investigation we have contributed in any
material measure to the solution of these complex and difficult
problems of human dynamics, and have shed any light upon the
needs and possible relief of the traveling public in this imperial
city, we shall feel that the result has fully justified all the labor that
has been bestowed upon it.
Trusting that our report will meet your expectations and assist
you in your tireless efforts for the betterment of commercial con-
ditions in this great metropolis, it is herewith respectfully sub-
mitted.
New York, July 15th, 1903.
S. WHINERY, Chairman;
H. W. BRINCKERHOFF,
FOSTER CROWELL,
C. H. MYERS,
GEORGE A. SOPER,
F. F. WOODWARD, Secretary.
82
}
ADDENDA.
ADDENDA.
A: Diagrams and Tables of Observations on Street Transporta-
tion.
B: Double-Deck Cars in European Cities.
C: As to Street Obstructions.
D: As to Laws Governing Use of Streets.
E: Rules for the Regulation of Vehicular and Surface-Car
Travel Upon the Streets of New York, and to Prevent
Obstructions to Such Travel.
F: List of Unused Surface Track in Manhattan.
G: Tabular Statement of Urban Railway Transportation in
Greater New York.
85
ADDENDUM A.
DIAGRAMS AND TABLES OF OBSERVATIONS ON
STREET TRANSPORTATION.
MADE UNDER DIRECTION OF THE COMMITTEE ON
ENGINEERING AND SANITATION OF THE
MERCHANTS' ASSOCIATION OF
NEW YORK, 1903.
DIAGRAM 1.-Car counts, at line intersections.
DIAGRAM 2.-Car counts, at line intersections.
DIAGRAM 3.-Car counts, at line intersections.
DIAGRAM 4.-Comparisons of car counts.
TABLE 5.-Trip speeds and stops, Broadway.
TABLE 6.-Trip speeds and stops, Broadway (continued).
TABLE 7.-Trip speeds and stops, Broadway (continued).
TABLE 8.-Condensed: Average speeds of Broadway cars.
TABLE 9.-Trip speeds and stops, Sixth avenue route.
Also, average speed of Sixth avenue cars.
DIAGRAM 10.-Car movement: Broadway at Fulton street, north-
bound.
DIAGRAM 11.-Car movement: Broadway at Canal street, north-
bound.
DIAGRAM 12.-Car movement: Broadway and Sixth avenue at
34th street.
DIAGRAM 13.-Car movement: Broadway at Astor place, north-
bound.
DIAGRAM 14.-Car movement: Broadway at Canal street, south-
bound.
Diagram 15.-Car movement: Broadway at Canal street, south-
bound (continued).
DIAGRAM 16.-Vehicle and car count: Broadway at Fulton and
at Chambers streets.
87
DIAGRAM 17.-Vehicle and car count: Broadway at Canal and at
18th streets.
TABLE 18.-Vehicle and car counts, as above.
DIAGRAM 19.-Vehicle and car counts: West Broadway and
Canal; Greenwich and Fulton streets.
Table 20.-Vehicle and car count: West Broadway and Canal;
Greenwich and Fulton streets.
DIAGRAM 21.-Cars and vehicles on tracks: On Broadway.
DIAGRAM 22.-Cars and vehicles on tracks: On Broadway.
DIAGRAM 23.-Cars and vehicles on tracks: On Broadway.
TABLE 24.-Vehicles at curb: Sixth avenue route.
TABLE 25.-Vehicles at curb: Broadway.
DIAGRAM 26.-Vehicles at curb: Broadway.
DIAGRAM 27.-Vehicles at curb: Sixth avenue route.
DIAGRAM 28.-Density of vehicular congestion, also measure-
ments of street widths at narrows.
DIAGRAM 29.-Starting and stopping of cars.
DIAGRAM 30.-Starting and stopping of cars.
TABLE 31.-Headway sheet: Crosstown and horse lines.
TABLE 32.-Headway sheet: Crosstown and horse lines.
DIAGRAM 33.-Headways of crosstown and horse lines.
Diagram 34.-Headways of crosstown and horse lines.
DIAGRAM 35.-Headways of crosstown and horse lines.
DIAGRAM 36.--Headways of crosstown and horse lines.
TABLE 37.-Time, volume and direction of travel on crosstown
and horse lines.
TABLE 38.-Time, volume and direction of travel on crosstown
and horse lines.
DIAGRAM 39.-Time, volume and direction of travel on crosstown
and horse lines.
DIAGRAM 40.-Time, volume and direction of travel on crosstown
and horse lines.
DIAGRAM 41.-Time, volume and direction of travel on crosstown
and horse lines.
DIAGRAM 42.-Time, volume and direction of travel on crosstown
and horse lines.
88

89
Bed
760
600
10m 2/10/03 AT ABOUT
9 CARS PASSED IN 384 SECONDS
EQUIVALENT TO ACA
837
HAND AND
WYBELAYS QUE
24 2/10/03
ARS
EUVALEN
4XLAY AB
DRK HOUR
AND CARS.
CROSS WITN
A CHR EVERY Sto
643 CARS PER HOURE
540
19409
NUMBER OF CARS PER HOUR
300
26
100
CAR COUNT
72
*CAR EVERY 7.5"
the Care CER HOUR
FOR INTERSECTION OF
BROADWAY, SIXTH AVE AND 34" ST. LINES.
RECORD OF JANUARY 16 1903 SHOWN THUS
FEBRUARY: 9
EXQ
tol
RECORD OF NUMBER OF CARS PASSING PER HOUR, SHOWIN FOR PAK GIVEN HOUR OF LOCATION OF (°)
ZERO
N TIME
TIME
227
4
5
7 8
9
FEGRUARY 9 168
10 153
293 340 360
294 BELA 1334 343
304 350 334 348 1334
346
MAZZ FOR ADD73CURVES
340 333 340 1361 393 437
326 330 365 1395
352 333 351 1360
463 325 1399 1335 1317 234 235 239
450 479 427 298 325 220 228 229
542
God
700
6001
CARS AER HOUR.
( ३००
700
Sed
324
22047
CAR COUNT
FOR INTERSECTION OF
FOURTH AVE ANO 23"⁰ S, LINES, INCLUDING LEVINGTER CRES
RECORD OF JANUARY 17-1303 SHOWN THUS of
어
​OF JANUARY 20 1903 SHOWN THUS of
FEBRUARY 25-
12
4
萬​望
​9
До
H
19
120
ALBRUARY 25
303 399 उका EL
338 462 306
343
DATA FOR ABOVE CURVES.
347 400 459 462
516
1337 4444 270
230
237
288 312
364 307
383 502
435 256
328 1265
3972
202 +187 172 155
242 1210 LET
7F3
DIAGRAM 1.
UTES DRAMPASS TRAFFIC
WTH DOUND CAR
SING
PARTIAL RECORD OF MOVEMENT OF
TWO BROADWAY LINE CARS
ON FEBRUARY 10-1903
IN CONNECTION WITH 34" ST. INTERSECTION COUNT
WILKER ST
GRAND
DISTANCE ONE INCH 2000 CART
New Zea
LO PRISENTER STOR
DELAYED BY THE TRUCKS
CUFINITE GRY
Procs st
HOW CART ON TRACK
BEEN PRISED QUICKLY
''ཏེ ཨེཝ པན ཡ
THE MERCHANTS ASSOCIATION
NEW YORK
COMMITTEE ON ENGINEERING AND SANITATION
SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
NEW YORK CITY
CAR COUNT
LINE INTERSECTIONS.
CURVES
SHOWING
TOTAL WOMBER OF CARS PASSING PER HOUR
AT VARIOUS INTERSECTIONS
ZENTATED BY MR.
–
DESERVATIONS THE EN UNDE
WOHNER XION PA
27. Ras M.E.
SHEET N
600
15071
300
NORTH BOUND LARS
BROADWAY INVE
THE
FIOM
ROADWAY PLU
AZIZAY FEDE COLLABUS AVA CAR RECORD DE ZARAZEN03. SZOWN THIS
THREE
BROD & DRVES
LOWEST CURZ
HRS 7053
OLDAVE VON
KAMY
TIME
700
2021
TIME
ZARU
UME
200
100
N
11200
ZER
BAFL
TIME
WIJE
IYA YO.
WOONA
YOLARS ON BROADWAY AND But sil
FRSEZZJON
RDS IZ BE IDENTIFIED BENOL GELN ZOR NORTE BOUND, CARS ON BROADIEN
WISHT
72
Nonam Bound Cats on Sixty Ave 11 3.
NORTH
ARS
RECORD DE INN 16.03 11/03
DE FABI 205 740
ち
​Hat
NIGHT
VA FER MOSTHUS
70
V2
MIGHT
SOUTH BOUND
South Bound Cars on Sworn Ave or 340 Scheremsection
RECORD IDENTIFIED BY NOTES GRAN FOR NORTH
M GOR NORTH AZON AVEN CARS.
to
COMPARISON OF RECORDS OF NORTH WITH SOUTH FOUND CARS
DE BRONZA LITE
BROADWAY
12271232RULRY I2 03 AL
NORTH BOUNT, RECORD. TEL
SOUTH
72 11EM 2
72
NIGHAL
THE
0/21
NIGHT
E MERCHANTS ASSOCIATION
NEW YORK
COMMITTEE ON ENGINEERING
SURFACE RAILWAY.
MATION
TRANSPORTATION.
BOROUGH OF MANHATTAN.
+++NEW YORK CITY H
CAR COUNT
LINE INTERSECTIONS
CURVES +
SHOWING
1
NUMBER OF CARS PASSING PER HOUR
IN A STATED DIRECTION AT VARIOUS, INTERSECTO,
TABULAZIZI EMİ
OBSERVATIONS TAKEN DOWDER
OC+++
DIRECTION OF
AM ROSENBERG ME
EM
SHELT Wo
91
DIAGRAM 2.
WO OF CHRS FER BÜHR.
2001
100
CARS ON BROADWAY LINE AT
HOUSTON STREE
RECORD OF FEB 3 03 SHOWN ==
-FEB 4 OF
AZE BOSE
1728 6 03-
SOUTH BOUND CARS
NORTH BOUND CARS
RECORDED FROM ZA TO ZAM
RECORDED FROM ARM TO TEN.
WATE
FOLLI CARS INCLUDED grot
18+
SZERO
TIME GAFL
1001
XERU
TIME GAM
IRM
TEM
ARS ON BROADWAY LINE AT 18:4 STREET
CARS
·N
RECORD OF MARZAZAT 903
NOTE
NORTH BOUND CARS SHOWN THUS
BOOTH
B
I shown also on Sheet No 277
+
THIT
HEMERCHANTS ASSOCIATION
NEW YORK
ASOCIARON
COMMITTEE ON ENGINEERING AND SANITATION
SURFACE. RAILWAY. TRANSPORTATION
BOROUGH OF MAHUAIKAN
NEW YORK CITY
CARLOUNT
-ON-
DN
BROADWAY
LG du MUTUL CL
CUSCRVATIONS TAKEN UNDER
DIRECTION OF
IN ROSENDEIR ME
18
SHEETNA
93
DIAGRAM 3.
PER HOUR
NUMBER OF TARS PER HOU
301
EVERAGE OF
"ZDAYS
ZERO
TIME CAT
200
50
PERO
LIFE CAM
5 DAYS
COMPARISON
AVERAGE OF RECORDS OF MORTA BORNO CARS
WITH
AVERAGES OF REcores of South BOUND CARS.
OF
BROADWAY LINE AT 34TH ST
RECORDS PRELUDED
JANUARY 14 1907 JANUARY 20-1903
FEBRUARY 91
BE
3DAYS
NORTH BOUND CARS SHOWN THIS
SOUTH BOUND CARS, SHOWN THIS
COMPARISON
RECORD OF NORTH BOUND CARS
WITH
Record of South Bound Cars
MARCH
171903
200
MARCH
750
1500
ZERO
TIMERY.M
1721
ON
PROADWAY LINE AL LULTON
NOTE: BROADWAY COLUMBUS AND LEXINGTON (985 incis
TOW
BROSWAY AT CANAL
pol
NORTH BOUND THU$ σ =>
SOUTH BOUNO IPETS ==
1.1
18
b
NORTH FOUND THIS
SOTTE BOUND. THE
703
本
​WIMBER OF LAR PER HOUR
COMPARISON
OF
RECORD OF NORTH BOUND CARS
WITH
RECORD OF SOUTH BOUND CARS
BROADWAY AT 18TH STREET.
MARCH 74 1903
2001
130
5011
IZARO
VEN TIME CAM
NUMBER OF CARS PER HOUR.
VEN THE
N
TEM
NORTH, BOUND, THUS
SOUTH BOUND THUS
2200
MARCH 64 203
ON
BROADWAY AT CHAMBERS
150
ZERO
M
TAM
NORTH, BOUND, THUS &
SOUTH BOUND. THUS
THE MERCHANTS ASSOCIATION
व-
-NEW YORK.
COMMITTEE ON ENGINEERING AND SANITATION
UEFALE RAILWAY TRANSP
BOROUGH OF MA NASUKA
NEW YORK CIT
TABULATED BY
COMPARISON
-CAR COUNTS
ALER AYTM Rosenber& ME
Io di Mazuel CA
SHESTA
27
95
DIAGRAM 4.
SPEED IN-MILES PER HOUR
OE
CERTAIN CARS ON BROADWAY.
BETWEEN
BETWEEN
BETWEEN
DATE CAR
1903 NUMBER
NORTH BOUND SOUTH BOUND
FROM
FROM
BATTERY PL. 59TH ST
AT
AT
IN
BATTERY PLACE CANAL ST
AND CANAL ST. AND 14TH ST.
1.1945 MILES 1.27/4 MILES.
TIME MILES | TIME MILES TIME
PER
PER
IN
BETWEEN | BETWEEN BETWEEN BETWEEN
14TH ST. 23 POST. 34TH ST. 42°ST. BATTERYPL. FOR
AND 23 POST. AND 34THST. AND 42NOST. AND 59 THST. AND 59TH ST. PASSENGERS
0.4697 MILES Q5701 MILES. 0.4148 MILES. 0.8522MILES 4.7727 MILES.
STOPS.
FOR OTHER
FOR ALL
CAUSES.
CAUSES
IN
MILES TIME MILES TIME | MILES | TIME | MILES | TIME |MILES
HR. MIN. SEC. HR. MIN SEC. SECONDS HOUR SECONDS HOUR. SECONDS. HOUR. SECONDS HOUR.SECOND HOUR. SECONDS HOUR. SECONDS HOUR.
PER
IN
PER
IN
PER
IN
PLA
IN
PER
NUMBER,
FOR TRIP.
DURATION
FOR TRIP
IN SECONDS
NUMBER,
FOR TRIP.
DURATION
40
FOR TRIP
STOPS
IN SECONDS
NUMBER,
FOR
TRIP.
DURATION
IN SECONDS
STOAT
FOR TRIP
AM.
JAN. 19
1507 07 00
"
"
1667 27 30
405 10.61 | 503
438 9.82 577
"
"
150 8 21 00
8.81187 9.03 240 8.53 165
7.94 217 7.77 296 6.93 182
578 7.43 652 7.02 255 6.62 255 8.04|188
9.05 360 8.54 1860 9.23
8 8 5610
"
"
"
2673 9 54 00
176 10 39 45
26731 33 30
332
PM
"
35
12 59 15
38
159 00
21
2 33 25
"
17
3 39 00
#
161 4 27 20
A.M
8.21 398 7.71 2110 8.13
7.94 442 6.95 2370 7.25
608 7.07 732 6.26 260 6.50 267 7.681987.53 355 8.64 2420| 7. 10
810 5.31 1080 4.24 255 6.62 330 6.22 135 1.75 405 7.59 3015 5.70
687 6.25 753 6.09 290 5.82 315 6.52 205 7.27 6.15 4.99 2865 6.00
810 5.31 660 6.94 300 5.63 330 6.22 225 6.63 420 7.31 2925 5.86
643 6.68 572 8.02 245 6.89 315 6.52 223 6.70 392 7.83 2390 7.19
750 5.74 705 6.50 315|5.36| 353 5.76 232 6.43 525 5.85 2880 5.95
890 4.84 652 7.02 317 5.33 380 5.40 201 744 447 6.88 2887 5.94
900 4.78 735 6.23 285 5.92 330 6.22 315 4.74 435 7.053000 5.72
686 6.25 910 5.04 310 5.45 444 4.63 285 5.24 508 6.053023 5.69
1020 4.21 960 4.67 375 4.51 345 5.94 240 6.22 450 6.82 3390 5.07
538 8.00 677 6.75 245 6.89 340 6.03 220 6.79 410 7.48 2430 7.06
428 10.01 461 9.94 206 8.18 298 6.93 183 8.16 357 8.62 1933 8.89
L
6 49 48 430 10.00 475 9.65 220 7.68 213 9.65 162 9.22 292 10.541782 9.64
14
44
47
33
| 60
54
W
17 5 24 30
147 6 15 30
109 9 4 30
"
"
60
27
43
9
"
150
"
8
7 38 15 540 7.95 686 6.69 300 5.63 214 9.61 255 5.86 330 9.32 23.25 7.38
8 09 37 685 6.26 660 6.94 288 5.86 248 8.23 298 5.01 333 9.22 2388 7.18
41
"
2673
•
|2638
2673
"
176
曲
​"
38
"
"
2672
17
51
17
9 01 00 1080 3.98 690 6.64 255 6.62 315 6.52 188 7.94 352 8.74 2880 5.75
9 45 50 752 5.71 723 6.33 263 6.42 266 7.72 179 8.34 377 8.15 2560 6.70
1044 30 825 5.21 645 7.11 300 5.63 360 5.70 202 741 338 9.09 2670 6.42
113
11 28 45 677 6.35 608 7.41 320 5.28 300 6.85 230 6.50 415 7.41 2550 6.72
+
|||00| 780 5.52 660 6.94 210 8.05 330 6.22 225 664 3937.81 2595 6.60
139 50 736 583 646 7.10 280 6.03 298 6.88 218 6.85 484 7.09 2612 6.59
2 49 00 780 5.52 690 6.64 345 4.90 360 5.70 195 7.65 360 8.55 2700 6.36
3 26 10 935 4.60 755 6.07 313 5.40 372 5.51 285 5.23 545 5.64 3205 5.36,
4 29 30 1135 3.79 545 8.41 270 6.26 330 6.22 225 6.64 465 6.60 3030 5.67
48
52
64
49
"
2639
17
6 22 30 510 8.43 510 8.98 210 8.05 270 7.60
5 25 58 836 5.13 706 6.50 286 5.92 300 6.85 232 6.44 402 7.64 2762 6.21
+-
180 8.29 435 7.06 2115 8.12
62
-
十
​"
H
109
8 26 45 428 10.03 437 10.48 240 7.03 253 8.10 222 6.73 375 8.19 1955 8.80
30
A.M.
"
20 63 7 41 25
"
"
1277 5000
455 9.45 685 6.69 225 7.51 270 7.60 185 8.08 325 9.45 2145 8.01
480 8.96 630 7.27 270 6.26 270 7.60 180 8.29 450 6.82 22307.52
56
"
33
9 12 35
"
A
74 9 14 45
118
"
"
|
37 11 00 15
FM
"
"
"
2609 1
118 12 21 30
11.20
16 2 52 20
"
:
~
118 2 54 00
1534 41 15;
1035 9 40
5 6 20:00
722 5.95 748 6.12 247 6.85 298 6.88 188 7.94 387 7.94 2590 6.63
720 5.97 780 5.87 263 6.42 262 7.82 195 7.65 405 7.58 2625 6.54
660 6.94338 4.99 262 7.82 225 6.63 398 7.71
1021 422 584 7.85 270 6.26 326 6.29 2446.12 406 7.55 28.51 6.02
705 6.10 690 6.64 233 7.25 322 6.37 225 6.63 405 7.58 2530 6.65
+
601 7.13 736 6.22 403 4.18 340 6.03 249 6.00 289 10.31 2738 6.28
813 5.28 739 6.19 308 5.47 330 6.22 260 5.75 422 7.28 2872 5.98
855 5.02, 720 6.36 323 5.23 337 6.66 240 6.22 450 6.82 2925 5.73
803 5.36 697 6.57 360 4.70 405 5.06 225 6.63 525 5.85 3015 5.69:
888 4.45 887 5.17 310 5.44 385 5.33 237 6.30 598 5.14 3305 5.19
563 7.63 667 6.86 270 5.94 315 6.52 195 7.65 330 9.32 2340 7.34
36
50
58
51
63
Continued on Sheet No. 36.
-THE MERCHANTS ASSOCIATION·
OF
-NEW YORK. —
-COMMITTEE ON ENGINEERING AND SANITATION-
- SURFACE RAILWAY TRANSPORTATION-
BOROUGH OF MANHATTAN
NEW YORK CITY
TRIP SPEEDS AND STOPS
TABULATED or
ON
BROADWAY LINE.
EMR
SHEET NO 3D
97
TABLE 5.
FOR TRIP
IMSECONDS,
DATE CAR
1903 WUMBER
NORTH BOUND SOUTH BOUND
FROM
FROM
BATTERY PL. 59TH ST.
AT
AT
IN
PER
IN
PER
IN
PER
IN
SPEED IN-MILES PER HOUR
OF
CERTAIN CARS ON BROADWAY.
BETWEEN
FOR
BETWEEN BETWEEN BETWEEN | BETWEEN BETWEEN | BETWEEN
BATTERY PLACE CANAL ST. 14TH ST. 23RPST. 34TH ST. 42ND ST. BATTERYPL.
AND CANALST. AND 14TH ST. AND 23RDST. AND 34THST. AND 42NDST. AND 59TH ST. AND 59TH ST. PASSENGERS
1.1945 MILES 1.2714 MILES. Q4697MILES. Q5701 MILES. | 0.4/48 MILES 0.8522 MILES 4.7727MILES.
MILES TIME MILES TIME MILES
PER
IN
PER
PER
TIME MILES | TIME MILES TIME MILES TIME MILES TIME
PER
IN
STOPS.
FOR OTHER
CAUSES
FOR ALL
CAUSES
IN
JAN.20
61
"
118
8 28 35 796 5.41 672 6.82 230
33
n
"
118
9 56 20 779 5.55 818 5.60 228
9 59 30
HR. MIN SEC.| HR. MIN. SEC. SECONDS HOUR. SECONDS HOUR. SECONDS HOUR. SECONDO HOUR. SECONDS HOUR. SECONDO HOUR. İSECONDS HOUR
7 06 47 467 9.22 482 9.51 182 9.33 226 9.08 180 8.29 273 11.25 18 10 9.49
7.00 282 10.90 2437 703
7.35 357 8.612645 6.50
7.1 315 9.74
DURATION
STOPS
-་་་་་
59
"
118
"
37
1132 00 787 5.47 728
||48|34|| 708 6.08 632
"
"
154
I 57 40 905 4.75 515
7.34 244 8.40 213
7.40 260 7.89 203
810 5.66 225 7.50 240 8.53 210
6.29 270 6.26 300 6.85 210 7.11 360 8.53 2655 6.46
7.24 318 5.32 344 5.97 215 6.9537|| 8.28 2588 6.38|
7.45 260 6.49 335 6.12 235 6.35 410 749 2760 6.22
45
25
59
69
"/
118
V
"
153
"
"/
2667
"
511
400 15
147 5 29 00
2 04 00 810 5.31 690 6.64 270 6.26 330 6.22 217 6.89 443 6.93 2760 6.22
3 47 08 878 4.90 615 7.45 465 3.63 315 6.52 240 6.21 397 773 2910 5.90
4 10 50 818 5.26 750 6.11 320 5.27 278 7.39 212 7.04 370 8.292748 6.25
5 32 30 600 7.17 735 6.23 270 6.26 315 6.52 225 6.63 405 7.59 2550 6.73
7 04 00 450 9.56 540 8.49 225 750 255 8.06 240 6.21 450 6.82 2160 7.95
55
Vote.
sheet No41.
(8
For averages
FEB. 11
"
"
104
"
N
113
"
13 166
7 02 15
"
"
3
8 29 00
"
"
157 10 02 20
"
26171129 00
95 01 23
"
"
39 2 29 15
1583 59 30
"
116
5 28 00
"
"/
165
=
"
72
"1
"
2615
"
16
"
2670
923 4.66 705 6.49 317 5.34 358 5.73 296 5.04 421 7.29 3020 5.68 22 84 3 12 25 96
665 6.47 1137 4.02 323 5.23 374 5.48 271 5.50
41 259 12 139 | 53 398
4 00 00 760 5.66 775 5.90 425 3.98 275 7.45 225 6.65 345 8.89 28056.12 36 156 8 82 44 238
5 31 05 639 6.74 1019 4.49 302 5.60 334 6.15 262 5.71 376 8.16 2932 5.86 24 178 7122 31:300
447 9.62 488 9.38 198 8.56 242 8.48 170 8.80 304 10.09 1849 9.27 11 42 2 11 13 53
570 7.54 630 7.26 268 6.31 368 5.57 194 7.70 480 6.39 25106.84 13 63 4 70 17 133
775 5.54 694 6.59 309 5.45 294 6.97 246 6.08 366 8.38 2684 6.38 32143 860
846 5.08 724 6.31 310 5.44 348 5.90 245 6.09 367 8.37 28406.04 35 168 6 34 41 202
735 5.83 632 7.25 258 6.54 277 7.50 226 6.60 426 7.20 25546.70 32 116 3 17 35 133
895 4.80 870 5.26 310 5.44 323 634 222 6.74 445 6.90 3065 5.60 29 156 7 46 | 36 |202
745 5.77 1035 4.42 358 4.72 336 6.10 223 6.70 465 6.603162 5.42 25 118 12 ICI 37 219
660 6.52 1095 4.18 367 4.61 383 5.35 213 7.01 432 710 3150 5.44 28 177 20 105 48 282
2
7 00 00 532 8.09 531 8.60 205 8.26 215 9.54 175 8.54 310 9.89 1968 8.72 20 85
8 30 50 553 5.03 752 6.08 325 5.20 288 7.13 221 6.76 379 8.11 2818 6.08 15 64 5
10 01 201025 4.19 737 6.21 333 5.08 318 6.45 188 7.94 384 8.00 2985 5.74 46 192 10
11 30 04 792 5.42 716 6.40 311 5.45 268 7.65 213 7.01 374 822 2674 6.41 35 134 2
12 59 30
1
40 203
т
כא
3
22 88
17
20 81
79
56 271
12
37 146
772 5.57 854 5.35 279 6.08 263 7.80 195 7.66 375 816 273862821 99 8 269 29 368
19
2 31 32
M
36
3 59 30
816 5.27 755 6.06 327 5.18 340 6.03 200 7.48 398 7.71 2836 6.05 35 179 5 34 40 213
730 5.88 938 4.88 357 4.73 325 6.31 260 5.74 370 8.28 2980 5.76 8 46
11
611
19
165
"
175
5 30 54
"
14
42
7 02 00
"
15
8 31 30
9
10 00 48
"
117 11 30 15
861
0003
"
94 2 29 40
642 6.69 784 5.84 313 5.40 303 6.77 232 6.43 362 8.46 2636 6.51 20 88 1
452 9.51 438 10.45 176 9.60 257 7.99 172 8.69 373 8.22 1868 9.19 18 73 4 22 101
40 206
551 7.80 594 7.70 242 7.00 363 5.65 168 889 370 828 2288 7.50 38 159 2 47
57
770 5.58 800 5.72 330 5.12 333 6.16 166 9.00 391 7.84 2790 6.14 15 42 5
20 99
1280 3.36 660 6.94 235 7.20 270 7.59 228 6.54 382 8.03 3055 5.6144 197 10 258 54 455
706 6.09 649 7.05 281 6.01 370 5.54 255 5.85 431 7.11 2692 6.37 24 154 6 125 30 279
670 6.41 700 654 245 6.99 335 6.12 240 6.21 410 7.47 2600 6.6064 397 2 27 66424)
2
| 21 90
28
#
"
〃
19
18
7 05 00 531 8.10 499 9.18 175 9.65 210 9.77 180 8.29 320 9.57 1915 9.00 16 61
<<
#
"
2653
"
"
4
"
171
"
26 05
8 29 54 1139 3.78 597 7.68 284 5.96 255 8.04 197 7.58 361 8.50 2833 6.06 16 59 10
9 58 40 840 5.12 658 6.96 292 5.80 349 5.88 251 5.96 350 8.76 2740 6.25 34 138 3
11 30 42 744 5.78 649 7.06 331 5.11 366 5.61 221 6.76 361 8.51 2672 6.42 24 77 3
12 58 00 695 6.19 605 7.55 270 6.26 315 6.52 207 7.21 403 7.61 2495 6.88 32 145 1
2 32 29 733 5.87 768 5.96 262 6.45 312 6.58 240 622 335 9.14 2650 6.47 42 289 3
57
27 134
1 33 146
PADYLATED_BX
12 45 301
Continued from
Sheet Nº 35.
16 61
234 26 293
28 37
37 166
THE MERCHANTS ASSOCIATION
OF-
-NEW YORK.—
-COMMITTEE ON ENGINEERING AND SANITATION.-
·SURFACE RAILWAY TRANSPORTATION -
·BOROUGH OF MANHATTAN
NEW YORK CITY-
TRIP SPEEDS AND STOPS
ON
BROADWAY LINE.
[MB
SHEET No 3!
ܙܩ
99
TABLE 6.
SPEED IN. MILES PER HOUR.
OF
CERTAIN CARS ON BROADWAY.
AVERAGE SPEED IN MILES PER HOUR
OF
A NUMBER OF CARS ON BROADWAY
DATE
NORTH BOUND SOUTH BOUND
CAR FROM
FROM
NUMBER BATTERY PLACE 59TH ST.
AT
AT
1903.
IN
1.1945 Miles. /.2714 MILES.
TIME MILES TIME MILES TIME
PER
PLR
BETWEEN BETWEEN
BATTERY PLACE CANAL ST
AND CANALST. AND 14TH ST.
STOPS
FOR OTHER
STARTING
HOUR.
BETWEEN BETWEEN BETWEEN BETWEEN BETWEEN
237° ST
14TH ST.
34TH ST. 42~0 ST BATTERY PLACE FOR
AND 23RD ST. AND 34TH ST AND 42ND ST, AND 59TH ST. AND 59TST. PASSENGERS CAUSES.
0.4697 MILES. 0.5701 MILES. 0.4148 Miles 08522 Miles. 4.7727 MILES
IN
IN
AX
FCBY-II.
4 0015
147
52900
P.MA
#
104
4 0000
113
•
AM
"
13. 166
7 0215
3
8 2900-
157
10 0220.
"
"
2617
// 2900..
95
0123
39
2 29/5.
158
35930-
116
5 2800-
AM
165
7 0000
72
2615
8 3050
10 01 20.
HR. MIN. SEC. HR. MIN. SEC. SECONDS HOUR. SECONDS HOUR.
PM
923 3175.34
466 705 6.49 317 5.34 3.58. 5.73
665 6.47 1137 4.02 323 5.23 374 5.48
760 5.66 775 5.90 425 3.98 275 7.45
5 3105 639 6.74 1019 449 302 5.60 334 6.15
447 9.62 488 9.38 198 8.56 242 8.48
570 7.54 630 7.26 268 6.31 368 5.57
775 5.54 694 6.59 309 5.45 294 6.97
846 5.08 724 6.31 310 5.44 348 5.90
735 5.83 632 7.25 258 6.54 277 7.50
895 4.80 870 5.26 310 5.44 323 6.34
745 5.77 1035 442 358 4.72 336 6.10
660 6.52 1095418 367 4.61 383 5.35
532 8.09 531 8.60 205 8.26 215 9.54
553 5.03 752 6.08
Mines
SECONDS HOUR
TIME Miles
TIME MILES TIME MILES TIME MILES
PLA
IN
PLR
SecoNos HOUR
IN
PER
IN
PER
SECONDS. HOUR SELONOS HOUR. SECONDS HOUR.
PER
IN
DURATION
FOR TRUCK
SHELS
16
RM
2670
// 3004- 792 5.42 716 6.40 3/1 5.45 268 7.65
12 5930 772 5.57 854 535 279 6.08 263 7.80
296 5.04 421 729 3020 5.68 22 84 3
271 5.50
41 259 12 139
225 6.65 345 8.89 2805 6.12 36 156 8 82
262 5.71 376 8.16 2932 5.86 24 178
170 8.80 304 10.09 1849 9.27 11
194 7.70 480 6.39 2510 6.84 13
246 6.08 366 8.38 2684 6.38 32
245 6.09 367 8.37 2840.6.04 35
226 6.60 426 7.20 2554 6.70 32 116
222 6.74 445 6.90 3065 5.60 29 156 7
223 6.70 465 6.60 3162 542 25 118 12 101
2/3 7.01 432 7.10 3150 5.44 28 177 20 105
175 8.54 310 9.89 1968 8.72 20
3
85 2
325 5.20 288 7.13 221 6.76 379 8.11 2818 6.08 15 64 5 17
1025 4.19 737 6.21 333 5.08 318 6.45 188 7.94 384 8.00 2985 574 46 192 10
2/3 7.01 374 822 2674 6.41 35 134 2
FOR TRIP
NUMBER
W FOR TRIP.
STOPS
FOR TRIP,
AVERAGED
AND
AND
AND
AND
SPEED IN MILES PER HOUR,
BATTERY PL CANAL ST. 14TH ST. 231ST 34TH ST 42ND ST. BATTERY PL,
CANAL ST. 14 TN ST. 231 ST. 34TH ST. 42ND ST 59TH ST. 59TH ST BATTERY PL
BETWEEN
AVERAGE
PUNNING
ANO
AND
AND
TIME
BETWEEN
AND 59TH ST
In Minutes.
12
7 AM.
2 N 9.56
2 S.
8.09
830
2 N 7.67
"
9.97 9.08 8.235 8.74 9.15
8.89 8.95 9.655 8.41
7.48 6.65
8.29
5.61
9.23
30.98
9.73
8.86
32.36
7.33
7.17 39.98
2 S 440
6.88 5.58
7.58 7.17 8.30 607 47.09
2 N 5.56
6.65
5.28
6.56
7.54
8.11
6.46
45.62
10
H
2 S. 4.65
6.58
5.44
6.16
6.95
8.38
5.99
47.71
7
122
1/30
2 N 4.22
6.62
6.32
A
42
2
//
P.M.2 N
2 S
63
63 4
70
230
2 N
5.Go
2 S. 5.60
5.96
5.88 6.45
5.90
6.73
5.28
6.74 6.31
6.63
8.20
5.82
49.13
6.88 8.36 6.41 4455
7.15 7.27 6.47 6.22 7.15 6.53
43.72
"
2 S.
5.57
6.17
6.02 5.81
6.17 7.16 7.43 7.88 658 43.61
6.23 6.47
6.30 6.85
7.18
842
G10
143
2 N
5.21
5.45
5.03
5.91 5.87
6.94
4721
6.26 45.72
5.55
51.52
8
60
4
"
2 S.
5.77
5.39
4.35
6.88 6.19 8.58
5.94
48 21
168
3
6
34
530
12 N.
6.49
4.10
4.92
5.41
6.25
7.10
5.44
52.50
2 S
6.71
5.16
5.50 6.46 6.07
8.31
6.18
4640
AVERAGE
16 N.
G.28
6.66
17
OF ALL TRIPS. 16S.
46
MAXIMUM TRIP.
{
ANY
ANY
6.21
6.96
5.83 651 5.88 709
6.99 8.49
9.62 10.45 9.65 9.77 9.00 10.09
6.39
7.68
6.4244.59
6.44
44.46
9.27
MINIMUM TRIP.
3.36 4.02 3.98 5.35
5.04 6.39 5.42
79
12
THE AVERAGE
NOTE: THE TRIPS REFERRED TO ABOVE INCLUDE ALL TRIPS TABULATED
SPEED OF CERTAIN CARS,
ON THIS SHEET IN TABLE OF
† ENTRIES of North Bound CAR RECORDS, MARKED THUS ARE
BASED ON ONE LESS TRIP THAN STATED IN 2 COLUMN.
NOTE THAT A SATURDAY (FEB 14TH) RECORD IS INCLUDLO
DIAGRAM
or
MOVEMENT OF CARS ON BROADWAY LINE
BASLO ON ALL TRIP) TABULATEO ON THIS SHEET
195 7.66 375 8.16 2738 6.28 27 99
8
269
0
LINE OF STARTING TIME.
19
M
36
175
3 5930- 730 5.88 938 4.88
AM
14
42
7 0200
15
8 3/30"
9
10 00 48.
5 3054 642 6.69 784 5.84
452 9.51 438 10.45
551 7.80 594 7.70
770 5.58 800 5.72
2 3/32-816 5.27 755 6.06 327 5.18 340 603 200 7.48 398 7.71 2836 6.05 35 179 5
5.18340603
357 4.73 325 6.31 260 5.74 370 8.28 2980 5.76 8 46 11
313 5.40 303 6.77 232 6.43 362 8.46 2636 6.51 20
176 9.60 257 7.99 172 8.69 373 8.221868 9.19 18
242 7.00 363 5.65 168
330 5./2 333 6.16 166
34
NORTH BOUND
10
119
88 /
73 4
2
28
8.89 370 8.28 2288 7.50 38 159 2
47
TIME IN MINUTES.
20
30
+
50
9.00 391 7.84 2790 6.14 15 42 5
57
60
117
// 3015.
1280 3.36 660 6.94
235 7.20 270 7.59 228 6.54 382 8.03 3055 5.61 44 197 10
258
PM
86
0003
706 6.09 649 7.05
281 6.01 370 5.54 255 5.85 431 7.11 2692 6.37 24 154 6
125
94
2 2940-
AM
19
18
2653
"
!
#
4
PM
171
670 641 700 6.54
70500
531 8.10 499 9.18
8 2954. 1139 3.78 597 7.68
9 5840 840 5.12 658 6.96
// 3042 744 5.78 649 7.06
12 58.00 695 6.19 605 7.55
I
270 626 315 6.52
2605
2 32 29 733 5.87 768 5.96
245 6.99 335 6.12 240 6.21 410 7.47 2600 6.60 64 397 2 27
175 9.65 210 9.77 180 8.29 320 9.57 1915 9.00 16
1661
284 5.96 255 8.04 197 7.58 361 8.50 28336.06 16 59 10 234
292 5.80 349 5.88 251 5.96 350 8.76 2740 6.25 34 138 3
331 5.11 366 5.61 221 6.76 361 8.51 2672 6.42 24 77 3
207 7.21 403 7:61 24956.88 32 145
262 6.45 312 6.58 240 6.22 335 9.14 2650 6.47 42 289 3 12
1
•
28
57
/
NUMBER
OF
TRIPS
STOPS
FOR PASSENGERS FOR OTHER CAUSES
NUMBER
FIRE IN
"THEI
WUMBER
32 895 4338 185 2208
:
AVERAGE : 27.9 135.5 5.7
FOR QUÉ TRA
AVERAGE
TIME
L
69
1 4.8 1 11.9
THE MERCHANTS ASSOCIATION
-NEW YORK:
COMMITTEL ON ENGINEERING and SANITATION
SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
NEW YORK CITY
TRIP SPEEDS AND STOPS-
ON
BROADWAY LINE
SECONDS
#10
STOP.
6.06
TABULATED
BY EMR
OBSERVATIONS TAKEN UNDER DIRECTION
OF IM. ROSENBERG ME
SHEET N° 3°
101
·TABLE 7.
HOUR
NUMBER OF TRIPA
AVERASED.
AVERAGE SPEED IN. MILES PER HOUR.
OF
A NUMBER OF CARS ON BROADWAY.
FROM OBSERVATIONS of JANUARY 19TH & 20TH 1903
and FEBUARY 11, 13″ & 14″ 1903.
SPEED IN MILES PER HOUR
BATTERY PL CANAL
AND
CANAL
ANO
KOST
14TH ST
AND
23RD ST.
AND
AND
234º ST.
34"H ST
42 MPST.
BETWEEN.
42 MOST BATTERY PL
AND
59
ST
AND
59 ST
11945 MILES 1.2714 MILES. 0.4497 MILES 0,5701 MILES| 04148 PULES. |0.8522 MILES | 4,1787 MILES.
TO 810
AVERAGE
RUNNING
TIME
BETWEEN
BATTERY PL
AND
59TH ST
IN
MINUTES.
AM
7
9
•
12 21
535 6.43 6.02 6 73
AM.
1
TO 3 15
35
513 5.21 6 20
63096.37
9.24 8.69 8.30 8.72 8.30 9.46 8 75
738 8.01 6 25
5.75 6 77 6 10 6.25 6.60
6.60 756 6.36
5.17 6.09 6 12 7.25 5.80
5.176.09
32.7
45.8
45.0
49.3
6.37 5.87
5.85 6.28 6.65 727 6.12
46.8
3
9 2 10.02 10.21 760 7 61
AVERAGE 70 6 23 6.82 6.23 6 76
OF ALL TRIPS.
MAXIMUM
ANY TRIP
MINIMUM
ANY TRIP
7.45 8.40 8.84 32 4
7.03 790 6.62 44.2
10.61 10.48 9.65 9.77 11 75 11.25 9.64 56 0
3 79 4.18 3.63 4.63 4.74 4.99 5.07 29.7
NOTE
The trips referred to above, include about an equal
number of trips northward and trips southward
NUMBER OF TRIPS||
AVERAGED
AVERAGE SPEED IN. MILES PER HOUR-
OF
A NUMBER OF CARS ON BROADWAY.
FROM OBSERVATIONS OF FEB 11TH, 13TH & 14TH 1903
SPEED IN MILES PER HOUR,
BETWEEN
BATTERY PL CANAL 147ST. 23 ST
34TH ST
42ST BATTERY PL
AND
AND
ARD
AND
AND
AMO
CANAL. 14 ST. 23 ST. 34" ST
4.2 "PST. | 59 ™" ST.
5957.
6.39 6.96
6.96 7.68 6.42
AVERAGE
RUNNING
PINE
BETWEEN
BATTERY A
AND
59TH ST
1.1948 MILES. FRTH MILES.| 0.4697 MILES, O SIOI MILES 0.4148 MILES|0.8522 MILES|4.7787MÁÉS, MIN. TES
6.21
44.59
AVERAGE 16N 6.28 6.66
or
MAXIMUM
ANY TRIP
MINIMUM
ALL TRIPS 16S 5.83 6 51
6 51
9.62 10.45
3.36 4.02
4.02
5.88
7 09 6.99 *8.49 6.44 44.46
9.65
9.77 9.00 10.09 9.27
3.98
5.35 5.04 6.39 5.42
ANY TRIP
NOTE
The trips referred to above, include all trips tabulated on
sheel No 3 in table & speed of certain cars
↑ Entries of North Bound Car Records, marked thus are based
on une less trip than stated in 2ND column.
AVERAGE SPEED IN. MILES PER HOUR.
or
A NUMBER OF CARS ON BROADWAY.
FROM OBSERVATIONS OF JANUARY 19TH & 20TH & FEBRUARY 11TH 13TH & 14TH 1903
NUMBER OF TRIPS
AVERAGED
SPEED IN MILES PER HOUR,
BETWEEN
BATTERY PL
CANAL 14TH ST
440
ALD
1405T
231° Sr.
23"Sr
3451
340*$1.
42ST BATTERY PL
A-M
200
427 ST
59ST.
ASIC MILA
AVERAGE
RUNNING
TIME
BETWEEN
BATTERY PL
AND
593r
ގނގ
IN
MINUTES.
7.00 7.90 $6.46*44.35
AVERAGE
OF ALL
TRIPS
MAXIMUM
ANY TRIP
MINIMUM
ANY
TRIP
CANAL
18770 PRILLI
74 6 17 6.76 6. 12
10.61 10.48 9.65
3.364 02 3.98
NOTE
671
9.77 11.75 11.25 9.64
4.63 4 74 4.99 5.07
Entries of Car Records marked thus are based on
one less Imp than shaled in eno column
AVERAGE SPEED IN MILES PER
OF
HOUR
A NUMBER OF CARS ON BROADWAY.
FROM OBSERVATIONS OF JANUARY 19TH & 20TH & FEBRUARY 11TH 13TH & 14T 1903.
NUMBER OF TRIPS
AVERAGED
SPEED IN MILES PER HOUR BETWEEN
AVERAGE
RUNNING
THE
BATTERY PUC CANAL
14TH ST.
RJV Sr.
AND
AAS
RAP
CANAL 14 Sr.
34' ST.
34" ST.
42" ST.
BETWEEN
42 ST. BATTERY PL BATTERY PL
--
Ana
BAD
ANO
|1 1946 MILES 4.2770 MILES.
GSISI MKES
0 $148 MILES
59JT.
MINUTES
AVERAGE
OF ALL TRIPS
MAXIMUM
ANY TRIP.
MINIMUM
ANY TRIP
ARD
234ST.
0.469) MILES,
87 6.25 6.80 6.20 6.79
595 r. 591 ST.
08520 ML 4-1781MMENĮ
7.00 7.91 6.54 43.80
10.61 10.48 9.65 9.77 11.75 11.25 9.64
3.36 4.02 3.63 4.63 4.74 4.99 5.07
NOTE. see slipets Nº 3ª u ૩૯
ENTRIES OF CAR RECORDS MARKED On
•
·
SA
a
OR ARE BASED RESPECTIVELY, ON
ONE OR TWO OR THREE LESS TRIPS THAN STATED IN SECOND COLUMN,
-THE MERCHANTS ASSOCIATION·
OF
-NEW YORK.-
-COMMITTEE ON ENGINEERING AND SANITATION.
- SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
- NEW YORK CITY
TRIP SPEEDS AND STOPS:
BROADWAY LINE —
SHEET NO 41.
103
TABLE 8.
•
"
SPEED IN MILES PER HOUR.
OF
CERTAIN CARS ON SIXTH AVE. ROUTE.
AVERAGE SPEED IN MILES PER HOUR.
OF
A NUMBER OF CARS ON SIXTH AVENUE ROUTE.
BETWEEN
14TH ST.
& 23ROST.
0.438 MILE
TIME MILES TIME
BETWEEN
34TH ST.
DATE CAR
1903 NUMBER.
NORTH BOUND SOUTH BOUND
FROM
FROM
BATTERY PLACE 59TH ST.
AT
.AT
TIME
IN
PER
BETWEEN BETWEEN
BATTERY PLACE CANAL ST.
& CANAL ST. ¦ & 14TH ST.
1.246 MILES 1.360 MILES
MILES TIME MILES
PER
BETWEEN
23RD ST.
& 34TH ST.
0.547 MILE
MILES TIME T
IN
IN
PER
IN
PER
IN
STOPS
BETWEEN
42ND ST
& 59THST.
BETWEEN
BATTERY PLA.
FOR
MILES
PER
IN
& 42ND ST.
0.399 MILE | 0.840MILE
MILES TIME
PER
IN
FOR OTHER
& 59TH ST. PASSENGERS. CAUSES.
4.825 MILES
TIME MILES
PER
HA. MIN. SEC. HA. MIN. SEC. SECONDS HOUR. SECONDS HOUR SECONDS HOUR. SECONDS HOUR. SECONDS. HOUR. SECONDS HOUR. SECONDS HOUR.
FEB.27 2059 708 33
•
1677 8 39 01
2000|10|10|08
1980 39 45
0208
18 721
1862 2 35|15
2056 404 58
AM
NUMBER,
FOR TRIP.
DURATION
OF STOPS
FOR TRIP
SONO ITS NI
NUMBER,
FOR TRIP.
DURATION
OF STOPS
FOR TRIP,
IN SECONDS:
788 5.70 592 8.23 198 8.20237 8.26 210 6.82 4 52 6.67 2477 7.00 18 92 3 114
8 19 5.48 748 6.52 303 5.36 276 7.08 223 6.43 420 7.17 2789 6.22 57 243 4 45
988 4.55 903 5.40 335 4.85 374 5.23 240 5.97 514 5.86 33545.17|34| 185| 3 | 72
745 6.03 780 6.25 270 6.01 3056.41 201 711 461 6.53 2762 6.29 50 189 5 26
894 5.02 796 6.12 292 5.56 330 5.92 205 6.99 437 6.90 29545.88 28 124 361
961 4.67 749 6.51 360 4.51 354 5.52 236 6.07 485 6.21 3145 5.51 41 163 5 93
928 4.83 928 5.26 371 4.38 388 5.03 302 4.75 503 5.96 3420 5.08 53 508 3117
1039 4.32 947 5.15 358 4.54 398 4.91 271 5.29 497 6.07 3510 4.95 93 506 2 68
AVERNSE OF ALL
N, HABER DE TRIPĄ
AVERAGED
AVERAGE
AUUNINE
PLACE
AND
SPEED IN MILES PER HOUR, BETWEEN
BATTERY CANAL ST 14TH ST. 2305T. 34TH ST 42951. BATTERY BETWEEN
AND AND AND AND
250ST 3495T 42 Sr
MIND
59TH ST.
BATTERY PL
ANU
59TH ST,
AND
59 ST. MINUTES.
|CANALSI| 14THST.
5.01 6.07
5.68 50.85
5.85 5.53 6.49 5.29 6.72 5.47 52.70
5.21 5.88 6.07 6.39
ANY TRIP INCLUDED 6.48 8.23 8.20 8.26 7.11 9.14 7.00
3.17 5.15 4.38 4.914.28 5.63 4.77
MINIMUM
TRP INCLUDED,
AVERAGE OF SEVEN
| NORTH BOUND TRIPS
8
SOUTH BOND TOPS
714.42
MAXIMUM
ANY
NOTE
THE TRIPS REFERRED TO ABOVE, INCLUDE ALL TRIPS TABULATED
ON THIS SHEET IN TABLE OF SPEED OF CERTAIN CARS,
EXCEPT THE SOUTH BOUND TRIP OF CAR Nº 1980 STARTING
AT 59TH STREET AT 10-05-50 A.M. EXCLUDED BECAUSE OF EXCEPTIONAL
DELAYS.
DIAGRAM
QE
·
1990 5 30 50
1986
2071
1980
7 03 21 751 5.97 794 6.12 238 6.83 296 6.61 202 7.11 381 7.91 2662 6.51 28 88 18 185
8 35 50 1172 3.83 803 6.04 278 5.85 282 6.94 216 6.63 483 6.23 3234 537 32 163 8 97
10 05 50 1750 2.67 1329 3.67 301 5.40 302 6.49 256 5.60 1042 2.884980 34848 250|14|1817
2074
2038
·
2030
1986
XXXX
33 57 968 4.64 857 5.69 314 5.18 289 6.77 335 4.28 330 9.14 3093 5.61 44 269 4 47
AM.
0004 1065 4.21 756 6.46 322 5.05 296 6.61 234 6.12 428 7.04 3101 5.5947179 5 104
2 36081414 3.17 898 5.43 313 5.19 289 6.77 268 5.34457 6.60 36394.77 29 204 7 248
4 021510254.37 810 5.60 2706.01 371 5.28 324 4.43 535 5.63 3395 5.11 49 278 4 135
5 36 12 703 6.48 863 5.64 313 5.19 291 6.73 317 4.52 524 5.75 3011 5 77 36 189 8106
NUMBER
OF
TRIPS
15
AVERAGE
FOR ONE TRIP.
AVERAGE
TIME
SECONDS
MA
STOP.
STOPS
FOR PASSENGERS FOR OTHER CAUSES.
NUMBER
THE IN
WUMBER
JILONDS.
TIMEW
JICOMAS
639 3380 82 1518
42.6 2253 5.6 101.2
1 5.3
18.5
6.79
NUMBER
of
T.MIM
JIM
STOPS.
FOR PASSENGERS FOR OTHER CAUSES
TRIPS NUMBER SECONDS NUMBER STRONOS
48 250 14 1817
TIME
AVERAGE 1
5.2
SECONDS
MA
STOP.
33.33
129.78
TIME IN
MINUTES.
LINE OF STARTING
TIME.
NORTH BOUND CARS ·
SOUTH BOUND CARS.
THE AVERAGE MOVEMENT OF CARS ON SIXTH AVENUE ROUTE
BASED ON ALL TRIPS AVERAGED ON THIS SHEET
12
THE MERCHANTS ASSOCIATION
-QE
-NEW YORK-
COMMITTEE ON ENGINEERING AND SANITATION-
SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
- NEW YORK CITY -
+
-TRIP SPEEDS AND STOPS-
-ON-
-SIXTH AVE. ROUTE-
TABULATED Dr
Der MR
QUIERVATIONS TAKEN UNDER
EM. Rosenberg ME
SHEET NO 32
$9TH STREET.
105
TABLE 9.
AM
WH
Viz
THAT
PM
DISTANCE BO
RM
1551
MOTION
APPROXIMATE
AM
क
407
APPR
HYRKONIMIN TE
WOYANA KO'
BLOLAADE OF SI
54
1657
3
NORTH BOUND CAR
OBKERVATI
उक
SOUTH BOUND LARS
Work
10:10:30)1M,
VESERVATIONS TAKEN FROM 10-10. 3011M, TO 10,26 JIAM &FROM 10, 41-40719 TO 10 50-10AM. NO CARS OMITTEL
A
Lall
VORE
for
770%
NOTES O TRENTONZI DESERVAD
SERVATIONS
DISCTED MUUMIM TIME, REQUIRED AZ A NORTH SOYAD CÅR CHOM STÅR THE SIGNAL AT FIch stop
DE SOUTH HOUSE LINE, UNTIL PASY AND KLEAR OF GADIS STOWN TRALIS, FEEL DASMAZDALEZ JA
ORSAYED MAXIMUM TIME--- REMUS 344 ONSCRIED ABOUT 1000 AZ
- paskavko Mamun kung AKQUIRED BY A SOUTH BOUND KAR FROM STARTING. SIANGUL AT FULL STOP ALLO
LINE UNTIL FIT, AND, 4 ERR or cap XOHU TRACK BERTO DEKRYED FOL
OBSERVED MAXIMUM THE ---At 15223 earOZAZIZI ILEM
THE MERCHANTS ASSOCIATION-
OF
NEW YORK
COMMITTEE ON ENGINEERING AND SANITATION
-SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
NEW YORK CITY.
CAR MOVEMENT
BROADWAY AT FULTON ST.
TOUREUR CL
TUESDAY MAR 10363 +
OBSERVATION MYYÊN, UNDOUL
M. Rosenber3 MA
ARS
FA
107
DIAGRAM 10.
212
W
TAGARE
254
VIER
143
1712
VORA
458
TIME
1035 AM
NOLLOW TO NOLLZA
APPROXIMATE
DISTANCE-1009
W
7021
10301
7:31
3
7057
1712
OBSERVATIONS TAKEN FROM 1035-STAM TO 11 00-02. M
AM
OBSERVATIONS TAMEN FROM
TAKEN FROM DRES Z PRATO 3 9977. PWA
PM
OBSERVATIONS TAKEN FROM 4CALE OMAT KETIPA
NORTH BOUND. CARS,
10
MARCH 13″N 750E
FRIDAYA
35%
11AM
333
VO 42
335
VORZ
35%
花​醬
​THE MERCHANTS ASSOCIATION
NEW YORK
COMMITTEE ON ENGINEERING AND SANITATION
SURFACE BAILWAY TRANSPORTATION.
BOROUGH OF MANHATTAN
NEW YORK CITY →→
CAR MOVEMENT
BROADWAY AT CANAL ST
ALOITED BY
Lady Manuel J
SERVATIONS TÖREN UNDER
CM. Rosenberg Mr
$212.
SHEETING 212
Sadh
33
B
92 01
ATCA
1031
No Cars Omitted
109
DIAGRAM 11.
MERELOXIMATE DISTANCE 260
DIRECTION OF WOTION.
SWOM DIRECTION OF MOTION
APPROXIMATE DISTANCE
LEB
500
-+++
345 STREET
OBSERVED FROM S
FROM S1 PM TO 3 * 2 PM FEBRUARY 16 2 1903
NORTH BOUND CARS ON BROADWAY LINE
NORTH BOUND CARS ON 6TH AVENUE
AT
34TH STRELZ
TA
OBSERVED FROM EELPR 70 57 PM. FEBRUARY 16 34 11903
NO CARS OMITTED.
Lịch drenge do qe, brunni spakk, math
NO LARS OMITTED
(Time plastivala kunster,
THE MERCHANTS ASSOCIATION.
OF
-NEW YORK
-COMMITTEE ON ENGINEERING AND SANITATION
SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
NEW YORK CITY
CAR MOVEMENT
ON BROADWAY & 6TH AVE
·AT 34TH STREET
POTTED BI
OBSERVATIONS TAKEN UNDER
DIRICION DE
EM, Rosenber & ME.
SHEET N 26
[soukh of, intersektion d
Northbound, tous
Such the morta sound tough.
111
DIAGRAM 12.

MOTOR TO HOLDIN
APPROOTTELTE DISTANCI
译
​OBSERVED FROM SJ830 RN TO BEY-BY RM
FEBRUARY 165190
829
SALUCHAEL OF CARS ANYEN SHOWN OUT OF WIGHTEEN IN
VSTOR CAUSka on
NORTH BOUND CARS
ASTOR PLACE
BROADWAY LINE
Eda
KAR
WTORRADE OF KARS
TRAKSTAR
113
DIAGRAM 13.
WO
CAPS OMITTED
THE MERCHANTS ASSOCIATION
NEW YORK
OMMITTER ON ENGINEERING AND SANATATION
SURREL RAILWAY TRANSPORTALON
DAOROUGH OF MANHAT TANC
CAR MOVEMENT
BROADWAY AT ASTOR PLACE
OBSERVATIONS TAKEN UNDER
ORECTION O
SHET N 28
7807
TIME
DIRECTION OF MOTION
ख
Ins
A
FAQ
た
​1421
VAS
177090
DESERVATIONS TAMAN FR0,7 1000-45 AM TO
TH0 77000.
OBSERVATIONS, TAKEN FROM A **** PM TO
40*30
प्र.व
στατι
WEZ
37721
103030 AM
4 BI-20 PM
MARCH 13?” 19.03.
MARCH 1377 1903.
SOUTH BOUND CARS
FRIDAY
1422
427
1015
THE MERCHANTS ASSOCIATION
OF
-NEW YORK-
COMMITTEE OM ENGINEERING AND SANITATION-
SURFACE RAILWAY TRANSPORTATION.
BOROUGH OF MANHATTAN
NEW YORKCITY
CAR MOVEMENT
HON
BROADWAY CANAL ST
AT
BASTAVATION'S FANEN UNDER
DIRECTION
EM Rosenber
MRosenber&ME
$39
SHEET NO
NO CARS OMITTED
DECH
115
DIAGRAM 14.
117
L
E67
NUMBER OF CARS
30111
17001
*150
ZERDI
TIME 10 YAM
VIES
Z
Hoart Am
LINE.
10FAM
DIRECTION OF MOTION
APPROXIMAT
DISTANCE 100
Hell
ल
ह
PARS
VIES
KELN
SOUTH BOUND CARS
OBSERVATIONS TAKEN FROM 10³FRAM TO 7132-57 AM MARCH 2774 1903
197
1034
105
VOLE
7034
Lell
87/
4507
1058
NO LARS
OMITTED
THE MERCHANTS ASSOCIATION
NEW YORK
28
NITATION
COMMITTEE 20 ENGINEERING AND SANITATION
—SURFACE RAILWAY TRANSPORTATION
ROROUGH OF MANHATTAN
NEW YORKULA
– CAR MOVEMENT
BROADWAY AT CANAL ST
PLOTTED BY
Mazuel
ZA
OBSERVATIONS TAKEN UNDER
DIRECTION. OR
EM-Rosenber&ME
40
SHEET NO 10
TON
CDING, JR£2
BY
+
SELVA
DIAGRAM 15.
N NUMBER OF CARS & VEHICLES PER HOUR.
100
441
1300
804
YOD!
500
RECORD AT INTERSECTION
CHAMBERS & BROADWAY.
MARCH 651903
RM
1500
RECORD AT INTERSECTION
OF
FULTON & BROADWAY
MARCH FOR 1903
TO
1400
of all reticles
Cars between 2398 1030BM.
1300
200
1700
Les betwee
ka 239 & 10 30 AM
FOOD
300
Farid on kehicles of cars crossing. Maia line track -
•candor Velviales (no cars)!
ZERO
77SESAM
N
75
8
POOH YEA
MBER OF CARE AND, VEHICLE
19001
7001
200
500
30d
200
BWJ
record of rebicles and fans crossing Meme wine.
Record of Vehicles (no cats)
Toot
81
70
Aj
1627
4
པ
I
9
70 N
THE MERCHANTS ASSOCIATION
QA
NEW YORK
COMMITTEE ON ENGINEERING AND SANITATION
SURFACE RATWAY TRANSPORTATION
BOROUGH OF MANHATTAN
NEW YORK CITYE
VEHICLE AND CAR_COUNT
STREET INTERSECTION
POTTED BY
Gdivatue
OBSERVATION
DIRECTIO
TAKEN UNDER
IM POSKODER
SHEEZA
1 =
119
DIAGRAM 16.
NUMBER OF CARS & VEHICLES PER HOUR.
7400
7300
V/200
7.00
7000
900
Bod
30.0
Fot
700
Bod
200
200
ZERO
阿
​RECORD AT INTERSECTION
18TH STREET & BROADWAY
haled cars
MARCH 7/1903
bemen 1020 27/30 PM
-S-
T
GM
chicles craving Lydia line of tracks between 10:30 all
sing Main Line of Track between 10.30.18 11.30 21.
Crossin
Lide
TIME CAM
8
TO
RM
KPM
2
4
1400
3001
7200
2700
2007
HOLUR.
S 800
400
300
200
R
+
RECORD AT INTERSECTION
DA
CANAL & BROADWAY
MARCH BUHKJOR
8
12
12N
ZERO
TIME GAM
8
12M 16M
1
-------
BWBLO!
10
10
212
R
of all Verictos a curs between
ראן
schides between
20 PM
les and ters pressing Mainling tracks..
of vehicles crossing Maco sing tracks...
between 438
THE MERCHANTS ASSOCIATION:
NEW YORK
COMMITTEE ON ENGINEERING AND SANITATION
SURFACE RAILWAY TRANSPORTATION=
BORO
ROUGH OF MANHATTAN
NEW YORK CITY
VEHICLE AND CAR COUNT
-STREET INTERSECTION
DIREATION
PW
TAKEN
MRaserber? MA
SHETT NO 25.
121
DIAGRAM 17.
VEHICLE AND CAR COUNT ↑ INTERSECTION
FULTON STREET
OL
WITH
BROADWAY.
TIME
7AM-7"A.M.
|7* • -8°.
CARS
BOUND
TH│EAST | WEST
VEHICLES
OBSERVATIONS TAKEN
TUESDAY, MARCH 10.™ 1903.
TOTALS
CARS
BOUND
BOUND
ALL CARS.
ALL
CROSSING BROADWAYLINE TRACKS
| EAST | WEST
NORTH SHUPAS
WORTH SOUPA|SOUTH|| KAST || LAST
WEST
WEST
AND
||VEHICLES ALL CARS CARSAND|VEHICLES
CARS
TIME FOR
EAST WEST
VEHICLES
BOUND
TR| BASE | ME37 \NORTHWORTIJOUTA SOUTH|FAST|FASE | MEST || WEST
VEHICLE AND CAR COUNT & INTERSECTION
LL
CHAMBERS STREET WITH BROADWAY
QOVERVATIONS TAKEN
ERIDAY, MARCH 61903.
TOTALS
FEL CARS
AND
ALL
WE LPGA JAMEEZ PRE FAMKE
|VEMITLES ALLCARS
CARS
ખ.
36 38
51
6
20 41 5 8
2
12
/a
4
2
6
196
///
85
41
30
//
12 M. -12PM 94
56
16
109 51
23
4/ 42
9
181
25/2 199
235 166
120
104
16
47 6
7
32 57 19 20
N
10
9
/0
2
10.
N
285
177|
106
76
63
13
12" PN-17
82544
28
5/
18
-8°
56
6/
10
5
44 94 26 25
15 20 13
2
16
4
395
267
/28
94
83
//
18th
- 9.
55 79
NO
6 74 104 17
3சு
&
5 14
34
4
472
326 146
108
96
12
-23
48
52
9** ~931
19*** −10
100% -1071
10% -11°**
wer - te
ردو
70 97
6
6 75 747 36 36
2
21 #5
72
9
628
449
179
/22
110
66
48
/2
47
46
65 95
70
6
7 102 269_47 42|
//
/
19 37 25
4
16
5
466)
515
173
/52 139
15
13
&
30
7
6| 104 199|||57|92|
101
/
41
18
N
24
699
12
526
173
159
106
-3"
37
13
52
56 75
>
36 209 37 35
/A
7
JA 76
đ
7
8
/8
503
139
727|
/30
7
13th a
46
52
SA 78
5| 197 118|| 53 91
19
20 19
26
628
85
64
3
570
Fcd
128
152
/03)
114 -12° M.
66 67
7 | 123 95 90
52 /1
10 30
N
4
29
4
561
146
157
/24
13
127 79
5.
·5*.
153.
75
NO EASTBOUND
CAR-TRACAS, Į
1
10 102
52 17 56 35
ச 16
7
12
45 50 27|
78 15
20
6
3
ވ
94 88 35 80 31
10
14
14
74 70|
15 23 519
20 16. 482 336 148 126
360
116
10
269
91
148
/56
12
410
109
/72
163
12
107 69
46 47
47
18
15)
6 15 24
562
456 126 196
/04
18
8
12A 100
3/
67
38
15
15_113_102
25
78
32
16
9
N
5
15_32_537
12
436
/0/
100
152
8
516 4/2 104
152 137 15
17
700 88.
30 82
5
Th
2
3
18
3/ 532 417 115
//
164
17
15
152
78
36 70
60
#
10
J.
2
13
27
607
505
164
/20
159
14
274
61 35 35
95 13
28
7
6
/2
72 726
506
220
164
150
18
773
62 92 56 102 27||25|
6
5
2 17 211
784
ގ
248
170
190
78
12-M. -12- RM
V2-PN-1,
67 66
7
69 65
51 95 97, 34 25
66 06 27
10
8
2
75 77
7
281
/
477
532
195
98
86
12
5 -6=1 100
49
75. 107)
65 27|34| 50
2
301
3
12
$20
/72
120 105
15
43 #
3
9
/9
8
3
2/1
52 57 y 7
99 34 96|
10
S
9
20
76.
o
#
ๆๆ
447
299
198
/07
93
5 469
339
/25 /29
1/5
/4
-2
sa 54
8 7 SV JA SA
30
//
4
20 88 12|
14 3 469
350
4/9
7351 /20
15
12 -2.
5
10
79 95 52 35 6
2
/7 22 15
/
37
7 ed
6 7
99| 135 35 35
139
18
7
20 29
701
19 7
6 425
924 105
7/8 107
VEHICLE AND CAR COUNT INTERSECTION
-18""STREET WITH BROADWAY
A
20
3-31.
3 -47.
14"-4",
14"-5",
15+, -51.
58 57 5 6
102_107||||||93| 5E|
10
-
20 23
5 3
2A 7
4961 61
7 109 129 30 44| 15
7
16
26
a
18 4
523 4/3
530 404 "/26
526
110
/25 7/2)
149 /38]
13
63 75 6
6 107 101
64 40 7
3
/91 35 7
6
20 3
550
150
403 /23 123
fod
//0
15
/30 118
/2
76 75
61
7 120 36 38|38||
10
ச
2
63 75
6
NO
5 30 69 50 25 16
N | G
26 35 77
2/ 2
558
394
164
13.6 123
/3
TIME
PARS
BOUND
TH|SOUTH| LAST
VEHICLES
GRIERVATIONS. LOZAN
SATURDAY, MARCH 7 1903.
TOTALS
POSTING BRRADWAYLENE TRACE,
WEST
(SOUTH EAST
WEST \NORTH
VALUTARE
ALL
MEEST ||| HELE
AND
(ARS
6 24
10
/2
4 17
958
295
148
/20 //8
A.M-7
28
54
72
7/
4
81 51 27 3
تے
"
4 15 7
22 3
374
آنے کا
ے مجھے
90
00
10
·
38
72
"-8"
fo
75
NA N
36 52
6
2
1
ر
5
106
94
94
30
10
12
だ
​67
62
J
6
3
ta
282
160
122
38
26
/2
46
74
ச
13
4
4
2
10
6
5/1
178 753
51
39
/2
TIME
7″AM-7″ AM.
CAST
CARS
BOUND
ZAJI | WEST
VEHICLE AND CAR COUNT AT INTERSECTION
EL
- CAMAL STREET WITH BROADWAY.
VEHICLES
BOUND
WORTH WORD, SOUTH SOUTH
9.
10
77
15
7
8
390
155
235
52
65
9"
66
60
12
90
BA
/
6
7
7
300
240 140
60
/2
1
OBJERVATIONS TAKEN
FRIDAY, MARCH 13" 1903.
TOTALS
و
62
56
12
97
96
// 8
12
6 10
-10
65
24
08
60
63
(ROJIIME BRDAGWATAIMEERBO.
ALL CARS
ALL
CAST
FAST | MEST | WEST |
AND
VEHICLES | ALL CA
CARS
115 -12- M
5/
56
591
*
#
→
15 34 43
ވގ
7
2
CHILLES (YO (ARS).
277
176
/0/
115
-
#2
54
ミ
​J
37
95
>
#
/7
N
5
280
7/0
99
192 175
12″M. -12°PM 65 50
12AM-
60
54
72
SI
BOUND CAR - TRACKS
10
94 821
70.
#
2
NÒ
7 of
9
4/0
280
130
59
47 /2
---
5
562
225
157
47
37
10
12】 109 100
/
16
/2
ச
12
#65
154
309
05
7/
/2
10| 100| 109 12
13
/0
6
4
6
FLA 295 155
5/
10
9
10
/2
18 -8.
58
5
43 58 59 75
3
8 5
N 16 15
D
460
3/0
150
185
769
65 59
9"
58 76 12
10
52 78 65 68 6
12
7
หา
3
512
152
196 178
18
2-
2.
43 78
92.
9"
001
бя
73
70
67 49 119
//
20 22
/2
//
639 495 140
238. 27A
3"
51 53
NO EAS
• ON N
99
96
9
2/ 7 2
3
500 268
776
S
42
0.5
7
5
6
9
209
/35
50
40
10
10 85
9
9
3
4
2
3/4
132
182
رو
10
67 50 #
5
3
10
295
160
135
32
92 63 18 11
10
3
5
8
565 22) 156
59
/2
103 58
75
16.
6
552 2/4 138 53
4/
13| 109 06:
23
8
#
8
5
5
7
7
385
266|
119
66
53
75
9ª, -10″,
61 69
/2
*
95 99 77 96
10% -10,
67
65
פי
80- 119
54 67
//
4
100 105
96 97
SA 43 17 28 79
7
20 20
77
10
8
29 32 27 13 7 655
45 20 18
3 682
70
507 148
537 195. 265 25A
257 239
-
75 69
20
115 09 10
//
7
6
10 6
10
9
453
295
160
18
52
10
75
76
77
15 125 85
17
7
15
4
18
4
7
471
503
160
72
57 IS
23
77
9
25
696 FOB /36 247 232
4**
60 73
15 98
76
1/2-1/2.
62
67
//
96 733
77 100
41 za
ގ
29
20
201
600
515
195
240 232
16
に
​//
3
380
228
156 55
40
15
07
80
15 100
60
/
13
3
3
ގ
N
7 399
2/7
102
59
15
15. -12 M.
00
EA 7
98
8/ 9/ 15
12=N.-12 PM 03
12~PM-1
65
7/
63
to
**
8
*
73 76.
87 65 9
ทา
31
57 54 53 54 13
d 13 30
731
70
19 ச 13
Q
7
кол
053
152
2/6 205
//
6
357 201 156
59 18
2/
9
10
/3
2 535
390
2431
198 186
12
5. -51.
75 69
12
95 54
$
101 57
15
83
62 71-
701
N
5
6
2
5
6
>
567 194
175
50
35
10
N
Z
939
209
157
146
1
SA 55
#
சச 93 15
79 //
8
/ 523 400 123 234
2/8
10
51 9/ 7 J
05
92 58 95
22
ވ
اور
•
457 353
/02
189
10
Nore con 16" Staget Recono:
WEST BOUND (AA) TURN SOUTH ON TO
BAJADWAY LINE TRACA.
OF
-2
56 sa 9
3
50 56 4
9
102
116.
88 110 89 100 18
5) 75 18
24
22
6
610
492 118 246 234
12
25 12
37 7 14
9
/19: /97 778|
31-371
46
7/ 6
/
76
4
118| 94||||| 161 106
113 105 59 103 19 26
44
13
650
·261
35
/2
663
503
/24
160
244 235
2271 2/0
7
45
07
153
/24
92108 19
23
9
32
7/4
573 191 248 237 "
re
74 .
66 #3
2| 116|107
5 114
82 79
15 28
92
14
79
اری 801
73 93
9/ 20 31 3 27
하​.
6 JA
#
651
.
6381 476 /02
32
2
M
106
5821
4/5
167
2197
222 2/2
2/7| 204 73
204
15
10
—THE MERCHANTS ASSOCIATION
-NEW YORK.-
-COMMITTEE ON ENGINEERING AND SANITATION -
SURFACE RAILWAY TRANSPORTATION:
-BOROUGH OF MANHATTAN
-NEW YORK CITY -
-VEHICLE & CAR-
AT STREET INTERSECTIONS.-
TARGATED_EY
"A Melzin
мени
QASLAVATIONS TAKEN UNDER
DIRECTION. DE
EM BosenbersME.
SHEET NO 29.
123
TABLE 18.
ERICLES &
200
NEGAM
HOUR
74001
Izada
NO
1800
700
God
-
Shanda
RECORD AT INTERSECTION
GREENWICH ST & FULTON ST
MARCH 12
2703
£1
Showca
PEPRM IN 338 AM
Not
PER HOUR
400
200
200
100
124001
200
NOO
900
800
yoo
RECORD AT INTERSECTION
CANAL STREET & WEST BROADWAY
LOST
MARCH 20TH'Q3.
Records icam 10³°ÃΜto!! ¾¡M
Moana kk (0)
70
RN
RM IME BAM
10
TEM ऋ
151
~
Petards
す
​THE MERCHANTS ASSOCIATION
NEW YORK
COMMITTEE ON ENGINEERING AND SANITATION.
SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
NEW YORKT
VEHICLE AND CAR COUNT
STREET INTERSECTION-
PLOTTED BY
LG
•G du Mazue LCL.
OBSERVATIONS TRACH UNDER
FM Reserber
THEET
Mo 33
1
125
DIAGRAM 19.
VEHICLE AND CAR COUNT AT INTERSECTION
-FULTON STREET WITH GREENWICH STREET
w
OBSERVATIONS TAKEN
THURSDAY, MARCH 12"* 1903.
TOTALS
CARS
VEHICLES
ALL CARS
ALL
TIME
TAN - 7AM
17"
FAST | WEST| CALF |SOUTH|HERTH|JOUTH| FAST | WEST||NORTAMORFĖJO,
SOUTH
NJOUTH, CASP | CAST| WEST || WELT
AND
|VEHICLES ALL CARICARE ANDIEHICLES
CROLLING GREENMICH FARCAS
CARS
EAST
| 2437| WEST || EAST WEST
ORTH SOUTH VEHICLES|fro cans)
21
6
NỘ
24
55
NOT
ة
183 135
50
AMERICLES NO CAR SÅ
SA
36
ZA
7 7
J
/9
5
N
39 37
61
كر
30
86
20
zd
•
//
10
3
21
201
58
27
279 221
58
80
26
..
323
256
69
102
75
N
21
9
-
12
20
2
12
88 109 751
23
289
53
90
26
98
27 28
23
26
402
`339
65 132
102
30
105 702]
26 20
24
382 328
54
/07
83
24
25
7
15 115
96
ZA
391
33A
69
105
78
27
12
6
10 12
96
N
28
18
16
339 29/
108
85
23
11 - 12 M.
-12″M.
7
3
7 101 113
37
៩
24
362 522
708
91
17
V2M -12-PM
21
00
79
22
சு
3/3 257
56 101
781
23
V2-PM-
21
od
78
N
269 2/5
8.3
58
25
F
20
NO
977
7/
20
201
320 267
94
70
24
2
23
10 15
ая
19
28 24 2
355 279
700
78
22
21
9106
8.31
2d
18
16
2
2
350 295
ގ
27
74
25
I
!
2
3
10
24 9
18
92 705
18
19
14
18
369
3/1
/08
76
2
10 126 12/
ZA 27
2 15 2
2/1
/3
428 570
52
201
82
14
3 29
75
3
336
288
78
87
23
29
F
41
ZA
22
*
18. 131, 115
29
16
N
N
21
-
2/
445 370
109
8/
28.
M
751 93 96
20 19
/3
2
/2
781 35A
295
62
97
68
29
か
​5
}
78 63 54
29
JA 24
19
2
/ 14 3/5
259
56 ///
84
27
22
6
NO
16
73 ZA
24
71 2
295
257
09
#2
27
TIME
77AM-727AM.
7
O
10
a
10
6
10
6
5
10 10
9
/2
VEHICLE AND CAR COUNT AT INTERSECTION
CANAL STREET WITH WEST BROADWAY
OBSERVATIONS TAKEN
FRIDAY, MARCH 201903.
TOTALS
CARS
VEHICLES
SOURA
ALL CERT ALL
WEST ANAL TRAC
2||SALE || CASE) MEST) WEST|
ANI
CARS
FAST
MEST | FRIT
22
37
3
9
N
"MSOUTHMEHICLES NO CARS)
26/ 2/8
7
62 75 78
20
13
72
2 19
6
24 399 351
43
40
/57 //7
22/ 203
20
10
3
//
$3
94
97 20
16
75
3
30
4
10 453 405
48
258 234
25
/2
72 106 130
Jo ச 91
9
26
9
7 594
475
69 30/ 269 JZ
ด
-
/2
-
10 57
63 93111|
33 15
12
15
18
زر
}
10
12
/2 60 79 113 /19
46 20
12
•
JA
10
¿
69 71 115 105 34 32
22
5 15
4
22 546
10
71 55 120|111|
ارزر
42
22 7
12 16
507 452
11 586 533
493
565 507 58
282
261
2/
53 305 282
531 305
23
278
25
300
286
+
61 100 118|| 116|
48 34
22
7 20
12 24
625 572 51 332
309
NIN
23
23
8 A
65 110
10
20
18 19
547 486
278
290
29
S3 GA 79 76
2
12
76
428 375 55
225
202
2/
46 FA 98 64 32 23
8 37) 32 94 82
za
54 53 66 1/2 44
52.59 124 118| 39 2/
$
५५
16
18 450 583 671
250
2 2 2
28
426 381 45
243
2 25
20
22
968| 919
ގގ
245
7
27
¿
550 996
225
316 204 22
201
7
6/
69|| 118 167, 56 21
27 15 27
Бая
586
376 345
3/
Я
62
6/ 124–119
01 20
20
9 24 510 516 54 JZA 302
22
·
9
72 117 167
SA ZA 6 43
8
•
99 153
23
2/
18
7 20
687 631 561 375 350
25
27
670
605
359 310
25
--
20 3
563
490
73 3/4 282
32
-
di
50
68 37 113| 120|| 34|| 2/
31 100 101 24 25
기
​9
9
565 479
35/ 289 42
10 15
476
402
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12-M-12PM
2'
2
5:.
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6"
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7
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k
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#
1
74 293 259 34
-THE MERCHANTS ASSOCIATION
-NEW YORK —
COMMITTEE ON ENGINEERING AND SANITATION
SURFACE RAILWAY TRANSPORTATION ·
BOROUGH OF MANHATTAN-
NEW YORK CITY
-VEHICLE & CAR-
-COUNT-
AT STREET INTERSECTIONS.-
INTERSECTIONS.-
TARKATER BY
A Melzis.
SESERVATIONS TAKEN UNDER.
CM Rossabera ME.
SHEET NO 34.
127
TABLE 2
129
Tabulated
SCALE.
TIME
#FAMUBANER.
CAR
No
7.00 2674 C
7.01
HOUSTON ST.
THE MERCHANTS ASSOCIATION OF NEW YORK
COMMITTEE ON ENGINEERING AND SANITATION.
SurLage Railway TraNSPORTATION.
BOROUGH OF MANHATTAN, NEW YORK.
CAR AND VEHICLE RECORD TAKEN AT TWO FIXED POINTS.
FEB-3-1903.
IN SAME
VEHICLES OTHER VEHICLES OTHER VEHICLES VEHICLES
ON TRACK DITZAZION
DIRECTION ON TRACK
TIME
IN SAME
HRS MIN SEC S
D
S D
S
7 00 11
TIME
SCALE.
TIME
SCALE.
TIME
SCALE.
BROADWAY LINE.
FEB-5-1903.
Onschyntiava TAKLA
BRALE DIRECTORA
CHAMBERS ST.
TIME
HOUSTON ST.
TIME
CAR
No
CAR
No.
IN SAME
DIRECTION
S D HRS MIN SEC
HRS MIN SEC S
S D
VEHICLES OTHER VEHICLES OTHER VEHICLES VEHICLES
ON TRACK
D
IN SAME
DIRECTION ON TRACK
CHAMBERS ST.
TIME
CAR
No.
$
S
D HRS MIN SEC
7.07
7.00
70720
.3261
13B
700 28
7
26300
700 47
7.08
7.01
70710 2 6 8 3 L 7 J
07402 6.4/C
70759
27 9 4 1.08|
708 11
88 B
2 4 8 3 L
26.41 C 7
70112
0126
DIAGRAM 21.
7
32
702
3 2 6 2
701 38
88 B
702/6
7.04
7.05
704
7.07
68 / L
7|02|44|
126 C
80 L
70318
70328
96 B
3 B
7 06/1
7|06|30
2606 C
70726
36 3 3 C
70741
7.08
709
1068 70826
2 6 7 9 L
30/2
2 3 8
70846
If
70902
709|22
=
70842 2 6 8 / L
70900
1 2 6 C 7.09
702
279 L 70216
LINES...
7./2
7.03
7
0310
71019
280 L
568 7 05 19
4/6L 7 03 52
7.11
7.04
139 C 70418
324 L 7 04 48
711 55
71210
96 B 7.12
3 B
1709
60B 705 31
7/3
7.06
7/34226060
7 | 14 | 20 | 2 6 3 3 C
373L 70653
7.14
7.07
71450
106 B
7.15
7.08
=
||
70858
70915
7 0934
5. R
4/64
7.09
7 09 58 13267.10
7 10 30
3242
7/128
LOB
7 //
712
7
373L
1240
17/3
7 1408 1568
71445 2 6 7 9 L
715
15 68 70839
7/5382 6 2 1 C
1600 26.7 42 7.76
7.09 2 6 7 9 17 08 37
71605
SIB
716 22
716 35
30/ L
23 B
2621 C 7 09 51
71700
L 7-17
7.10.
710 /socHRONOUS
7:11
71057
=
=
SIB 7
1018
7.18
7-//
71807 2 6 8 9 L
3 53 27
11.17
7 45
7
// 33
2122689 L
719
712
7/201
#!
719 0412174
712 37
71930 1368
7|19|41 34/L
1 2 6 8 9 4
L
720
7-73
136 B
71303
34/2
7/326
7 2005
720 25
33 4L
42 / C
=
263
4/24
7 13 21
7 20 43
352 L
7.2/
7/4
57 B 713 | 55
7.1
3342
7/400
262A 71418
7|14|28
148 7/439
352 L
7/5
33/2
71954
SHEET. Nº 5.
=
72129
72/39
2/7
7
1759
3 5 3 27 18.
71822
74 B
7 12
7 | 12 48
7/3 38
71901 2 6 8 9 2 719
719 30 2634
71955
7 2010
7 2058
4122
57 B
720
3 7 2 47 21
14B
33 / L
3 7 2 L 7
1439
7 22
775
EASTER THAN &
ACROWS INDICATE DIRECTION
AND RELATIVE SPEED OF CARS.
ISOCHRONOUS LINES AT 5 MINUTE INTERVALS.
善​罰
​181
FEB-3° 1903
TABULATED BY H FANKOONIK
HOUSTON ST
~ CAR
TIME
NO
7451378
412 L
1308 745 44
TIKE
A M.
VEHICLES
ON TRACK
MIN
743701
S
S
74528
TIME
7.45
THE MERCHANTS' ASSOCIATION OF NEW YORK.-
COMMITTEE ENGINEERING AND SANITATION
ON
SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN, NEW YORK.
CAR AND VEHICLE RECORD TAKEN AT TWO FIXED POINTS
OTARVENICLES OTHER PENICLES
INSAML
DIRECTION.
CHAMBERS ST.
OF
BROADWAY LINE
VEHICLES
INSAME
DIRECTION
ON TRACK
TIME
A.M
CAR
No
S
D
S о
HRS MIN SEC
7
SCALE
TIME
To
CAR
No
HOUSTON ST.
Time
FEB 5TH 1903.
OTHER VENKLKS OTHER VEHICLES VEHICLES
OBSERVATIONA TAKEN
UNDER DIRECTION
op EM ROSENBERG, ME
CHAMBERS ST.
A.M.
HBS MIN. SEC S
VEHICLES
ON TRACK
D
IN SAME
DIRECTION
IN SAME
DIRECTION
ON TRACK
TIME
AM.
CAR
No.
S D
S D
S D HAS MIN SEC
7.s
267847
14
129 87 45 49
7.6
7.53
746
75305
1378
2681 LM4617
7.55
75320 2678 L
12C 7462.
5
75330
4124
2636 C7 46 44
12/1 L
7470
•
7540 13
7.54
7.47
36B 147 15
75420
12C
138 B 747 20
7 5415
1298
7 5445
268/4
7.48
LINES.
755.
7.18
99574754
755
000
75.
5503121TZ
3234 7 48 11
53C 1 43 29
7.49
26030 7 49 42
1028 7 49
、
75550 56 B
2804748 50
75515
7755 25
75550
26360
1380
998
7.56
7.49
11.56
26250 7 49 11
41027-1930
75602
75620
3234
530
750
26984 749++
2693 C 7 5008
756 43 26 0 3 0
10287.577
75608
2656 7 49 44
750
113 B 750 05
7 56 55
7 5720
2804757
26250
2686 4 7 30 30
7 57 36 26 9.8 L
7.58
7.51
7.51
7 52
26220 7 51 37
26884 75208
DIAGRAM
22.
753
13/8 75246
10 B 7530.
276 L
75315
"
2 6 2 6 0 75332
19 8 7
2 6 7 6 L
7
५
C
404
412
ISOCONOV.
12064753
12061 7 55 47
7.57 26 40C 7 5700
75749
274 75 758
75758
3994
7.
759
26904 75834
1987 5909
1223 L 7/5
2 6 4 6 C 75945
8.00 32.04.759.50/
فيكم
SHEET
No.
8.
5588
O
G
O
•
7 58 30 26 3 9 C
758156
161 B 51 24
40047.59
7.52
304 L 7 51 55
759402 6 2 2 0
8.00
7.53
મા
c
266407 5226
387 47 5244
269547 53 15
03026OOL
a
1 3 1 8|7.01
108
7.54
8
O
0:0
80130
2762
8:020,
ญ
!
O
❤
7.02
2626 C
98
82877 54 05
755. 2811 7 54 55
7
7 5817
4104
7 58 49 26560
7.58
7.59
75915.
1138
•
26864800
1618
สูง
15
20
880
000 88
90
00:00 00
8
7.01
26640
74
828
7.02
8 0210
2814
8024526762
7.03
7.56
7.03
8
12064
569247 56 17
5617
8
03 22
26924
7.04
7.57
151 C7 56 59
7.04
28847 57 24
109 8757 50
8.05
7.58
75C 758109
805
8
0515
1510
295 47 5823
:
MorkmixT OF CARs Time.
CARS
AT CHE STATION ONLY,
PROXIMATELY
BY BROKEN LINE, THUS,
810
05 53 28847.09
80623
80640
8
1088
750
0648 2954
80705 26240
80730 26964
7.07
8 0759 26/107.08
7.06
7.53
8
26240 7 59 04
269647 5912
2611 C759 21
7.07
8.00 36347 59 54.
360 8 00 15
7.08
7.09
ISOCHRONOUS LINES
AT 5-MINUTE INTERVALS.
ARROW'S INDICATE
DIRECTION
AND RELATIVE SPEED OF CARS
ووم
18.10
FASTER, FIC
220
8 MILES PER Hous
2640 с
8
26904
198
7./1
3634
8
08/0
8 0822
36C
709
133
:
-1903
THE MERCHANTS' ASSOCIATION OF NEW YORK.
COMMITTEE ENGINEERING
ON
SURFACE BAILWAY TRANSPORTATION
AND
SANITATION
BOROUGH OF MANHATTAN, NEW YORK.
CAR AND VEHICLE RECORD TAKEN AT TWO FIXED POINTS
HOUSTON ST
TIME
17 SAN L
IN SAME
OTHER VEXCL. VEHICLES
DIRECTION
ON TRACK
P.M.
CAR
No.
DS
D
Տ
MP3 MM SEC
Å.་
OF
BROADWAY LINE
FEB-5T- 192.
CHAMBERS ST.
TIME
TIME
CAR
No.
PM.
IN SAML
DIRECTION.
IN SAWE
HASMIN SEC S
D
5
n
S D
4.52
4.45
127495
SCALE
TIME
OBSERVATIONS TAKEN
DIRECTION
UNDER
or L M RoJENBERG, ME
HOUSTON ST
P.M.
CAR
No.
HASMIN SEC
TIME
SCALE
452
TIME
VEHICLES OTHER VENCLES OTHER VEHICLES VEHICLES
ON TRACK
DIRESTIRA ON TRACK
S D
TIME
445
CAR
نلار
1680
ос
CHAMBERS ST
TIME
LM
FEB-30
VEHICLES
ON TRACK
HAS MIN SEC S
* 45 05
45 15
CIRECTION
I
D
S
46 02
C
46 20
93 C
382 L
378 L
42
46
23 C
4715
1 2 0 7 da
4730
2 6 3 5 C
48 50
1.50.
40
•
24..
49 38
3 8 3 4
66C
450 32
450 45
14 512 6 2 5 C
26
↓
51
S88 4 ISI
ос
400
O
25
5145
4
4 5159
10B452 10
384L
78 C
329 4
605
4|52|30
4 52 42
4 5259
5320
→
DIAGRAM
23.
800
45410
4684
54 45
45.5.15.0FKARYOKA
2 6 2 4 0 4
55
20
407L
113 C 45558
>
5535
1 298 4
5620
12/OL 4
56 42
47 C 4570!
- ny
2
2113
५
O
U440
***
५५५
38
2.
404
84 5831
26/60
J232
SHEET N° 16
❤
•
AS
59/0
MOVEMENT OF CARS TIMEO
AT ONLY ONE TATIQN AD-
ICATIO
STATIO
OPPARIMATEL
ATELTO
BROKEH LYNE THUS
433
446
2 6 4 9 0 4 4622
4.53
W54
54 33 26 49 C
LINES. 4.55
4551 423 L
4.54
4 47
4 2 3 L 44703
454 07
کو آیا
18
168C
8 C
2670C 4 47 30
44
5437
LINES
45519
3934
4
4.55
448
344L 44755
68 کرنے کا
96 B 4 48 25
381 4440 40
130 4
4857
455 492670 C
→
55 38
282 L
4 5603
1160756
449.
45628
3064
290 L 4
2646C 4
260484
4925
4930
4945
**
45650
5705
93 C
382 L
457
4.50
1890 4 5005
405L 4 50 40
457 48 52 B
4.58
4.51
4
378 L
45834
23 C
459
4.52
4 59101207 L
45 502635 C
5.00
453
50023
4004
2 6 6 7 C 45341|
50047
28
5-01-
4.54
66C4|51|05|
131 B4 51 25
292 L 4 51 45
58C 452 01
2648C 452 30
398 L 452 46.
29 B 4 5302
72C 45325
•
•
4.56
45611
50 15
3444
968
45678 3814
451
4 5710
13C
45808
4.58
290 2
4 58 20 2 6 4 8 C
458 41 26048
4.59 19 | 29c
45952 4054
00//
0017
66C
1318
H.59
15.00
|501
50222
58C
408 454 40
5 0/33
292 4
50/48
3834
502
455 ISOCHRONCUS.
384L 4 5510
5.02
50828
66 C
५५
03C/
5|02|48|26 25 C
588503
456
50326 26/00
73 C 45529
420 L 4 5558
JOOC 4 5610
19B45636
307L 456 45
•
५ ५ ५
5040s
ގ
5
04 20
0362
40 C
5.04
457
108
26300 4 57 16
384 C
358L 4 |57| 41
Zocs.os
458
329 L
0436
151945A
رمایا
५५
5
५५५५५
0522
ގ
554
06 19
06:32
06
n
07:03
// 2 8
600
5.06
80 C
468
02 6 2 40
4074
1/3 C
1298
07119
0732
t
10/2/OL
507
20045A 12|
3064458 29
459 20 15 B4 58|54
410L 4
7584
59 13
59 28
5.00
508
2
670
50839
५
ގ
५ ५
1260
171219 L
29
0942
5160
10108
5
५५
138
130C
141C 5.10
508
10282 6/6 C
1055 3252
1108 26 0 8 C
ISOCHRONCUS LINES
AT 5-MINUTE INTERVALS.
ARROWS INDICATE
ARROW
DIRECTION
CARS
AND RELATIKE SPEED OF CARS.
ELSTRA LIS
50341 2648
५५
0400
50418
398 25.04
29 B
72 C
5|04|39|2 6 6 7 C|
50450
0502
40 B
3842
15.05
५
0543
73 C
15.06
4202
506 IS
50629 1000
5
0704 1985.07
50717
307L
५ ५
08002630 C 5:08
50014 358 L
50839
200
09/02
509112615 B
306 45.09
6
03|49 4104
5.10
5100
758
-VEHICLE RECORD
-VEHICLE
FORM J
-VEHICLES STANDING ONCURBS.-
OBSERVERS STATIONED ON CARS
-SIXTH AVENUE Line.—
TUESDAY, MARCH 3″ 1903.
CAR* 2026 CAR*2070 CAR*2070 CAR* 1905 CAR* 1905 CAR* 2048 CAR* 2048 CAR*1674 CAR*1674 CAR*2056 | CAR* 2056|CAR* 195 CAR* 1889 |CAR″ 1387 |CAR* 1887 |CAR*1669 CAA* 1669 CAR" 2039|(AR*2059
| CAR*2070|CAR*1905|CAR*
CAR"
ARRIVED AF
MORTH BOUZA | SOUTH BOUND NORTH BRUND SOUTH BOUND|MONTH BOUND SOUTH BOUKA|MORTH BOUND | SOUTH BOUND |HORTH BOUND SOUTH BOUKE | NORTH BOUND SOUTH BOUND NORTH BYUME SOUTH BOUKE NGAT BOUND SOUTH BOUN DİNORTH BOUNG|SOUTH BOUND|FORTH BOUND
| STARTED FROM ARRIVED AT STARTED FROM ARRIVED AT STARTED FROM BRRIVED AT |STARTED FROM ARRIVED AT STARTED FROM ARRIVED AT STARTEDFROM ARRIVED AT İSTARTER FROM ARRIVED AT |STARTED FROM ARRIVED AT İSTARTED FROM KRATKED AT
WASH PL WASH.PL WASH-PL.
WASH.PL. WASH.PL. WASH. PL WASH PL. WASH. PL. WASH.PL. WASH PL. WASH PL. WASH. PL
10-48-3587|10-57-30 #M
VEHICLES WASH PL
STANDING AT
WEST EAST
BETWEEN CURQCURE
WASH PL
AA
7-37-45 AN
AL
WESTRAST
8-30 -23 42.
AT
AT
CUAD CURE.
|CURECURE
WASH PL.
9-48-50 AM
WEST EAST
E
| #1 - TA - SO
JAL
13-03-01_PH:1-33-3} #M|7-06-00 PM.2-
AL
AL
AY
EPH CURBEURE ETW
ญ
3-05
AL
WASH PL. WASH PL. WASH PL WASH PL
18-3172 | 4-97-48PM) 5 - 04 - 02 PH|5-12-37 PR
AL
WASH PL
6-07-04 PM.
ALT
WEST BAST
P
3
MIDOUGAL
2
2
THOMPSON
A
I
2
✔
2
6
/
/ 2
2 *
3
6
AN
2
2
10
5
2
2
ง
/
3.
3
1.3**37. | /
23
/
2
3
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7
IN.
4
3
4
2
37
ד
роза л
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9
2
SOUTH 5"AYE.
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SULLIYAN
6
6
4
2
6
2
2
2
/
3
4
THOMPSONY
3
/
/
画
​5
5
2
|BLEECKER 4 4
HOUSTON
2
*
3
[PRINCE
2
3
216
SPRING
2 2
2
~aan
2
2
5 | 7 | 12
51 8 1/3
7
1017
# 5
6
9
57/2
5 6/1
3 8/1
316
J
16
3477
6.3
9
3 2 5
3
2 2 2 6
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5
6
BROOMI
/
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7
7
459 8
6/4
8: 6
19
7 // 18
ZawojÞNANNN
2
IN
2
2
2
5
3 3
/ / 2
2 35
W~~~
2
2
2 3
2
2 3 5
2
33
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2
IN INDO
2
3 /
3
5
5
3
3
6
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4
4
6
TO JOIN
2
5
6
2
ደ
2
3
2
73
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2
3/
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32 5
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224
55
2 24
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4
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​5 6 //
9
6 7
3
# 7 2 3
9 4 9 /3
3
5 8
23
5
7 8 3 6 9
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2 2
3
5
~/W/WN
5
5\/2\/7
5713
53 8
43
7
6 | 97 | 15 | 421 8
459
22
6
15
3 4
57 12 5611
235 33
3 6 9
7317
/
6 6 729
3.36
3 58
2 | /2″ 14 | 271
4
4│8/2
10
3
*
2 + 6
/
45
3
9110
/
3
3 7
64107
341/
34
ச
7″ | 15 | 4 | 3
7
2 55
1 12 13 73 /0
2
3º 4
7
6
7
8 5.75
//
6 | 17
4/2
4/0
/292/
CARNO
/
3
4
3/ *
2 3 3 25
CANAL
N
2 2
/
2
2 *
313
23
2
2
3:4
313
6
JOAK
2
/
LISPERARE.
BEACH
WALKER
3 3
4 4
/
/
3
3
N
45
7 3;3
5
6
3
4 7
2 4
4
6
5
33
6
52
/
/
34
2
3
10
/
3
/ 3
/
37
3
5
2
4 4
2
2
a
5
-WEST BADADWAY
W. MOORE
3
WHITE
FRANKLIN 2
2
6 2
VANO
22
#
14
IN
/
2
N
4
4
2
2
2
IN
4142
66
/
IN
2
2
MİNİSİNİN
3
IN!
द
10
6
4 4
2
IN
2
2
/
2
3 3 2
~~
35
L
2
255
3
212
55
મ
4 5 9
9 15
10
//
6
672
3
10
76\/0
2
/3
28
10
4
2
6
5
2/3
2
2
→
/
55
2 2
/
2
2
IN
2
2
2
3
3
N.
2
2:/
72 9
6
/
7
52
LEONARD
4 2
WORTH
41
4
15| 15 | 3 3 6
6.
3 9 3
THOMAS
41/8 22 J:
3
3 14:17
* 5
DUAME
3
2
5
7 4
//
33
6
235
READE
22
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MARTED FROM ARRIVED AT STARTED FROM LARKED **
STARTED FROM
ARRIVED AT
STARTED FROM
BATTY PL BATT'Y PL BATT'Y PL | BATTY PL. BATTY PL. BATTY PL
W INDICATES A VEHICLE, WHICH HAS BEEN
LEFT AF CURB AFTER HORSES HAD BEEN
UNHITCHED.
ALL SUCH VEHICLES ARE ALSO INCLUDED
IN THE FICUALE CIKEN-
4-10-18
10 - 12 - 4L AN.
ARKERED AT
BATTY PL. BATTY PL
INDICATES A LARGE PUSHCART USED FOR
AAC, PAPER OR OTHER BULKY BUNDLES.
NO PUSHCART OF ANY TYPE ARE
INCLUDED IN THE FIGURES CIVEN.
BATT'Y PL. BATTY PL. BATTY PL BATTYPL. BATTY PL BATTYPL. BATTY PL BATTYPL BATTY PL BATTY PL. BATTYPL
+
$-37-S PA
THE MERCHANTS ASSOCIATION—
OF
-NEW YORK-
COMMITTEE ON ENGINEERING AND SANITATION-
· Surface_RAILWay TransportaTION -
BOROUGH OF MANHATTAN
NEW YORK CITY
-VEHICLE COUNT
FROM
-SIXTH AVENUE CARS
TARRATED BY Metur.
QASLEMTIONS TAKEN AMPER
DIRECTION OF E.M.RosenbersME.
SHEET 10
19.
185
TABLE 24.
-VEHICLE RECORD-
FORN L
-VEHICLES STANDING ON CURBS
OBSERVERS STATIONED ON CARS
CAR 2644 CAR 73 CAR** 27 CAR 2619 CAR 6
CAR** 2644 CAR
-BROADWAY LINE.
WEDNESDAY MARCH 4" 1903.
CAA* 2634 CAR″ 2652 CAR* 47 CARª 37 CAR 2647 CAR 120 CRA* 42 CARRO
NORTH BOUND SOUTH BOUND NORTH BOUNDİ SOUTH BOUND NORTH BOUND SOUTH BOUND NORTH BOUND SOUTH BOUND NORTH BOUND SOUTH BOUND|NORTHBOUND SOUTN BOUND NORTH BOUND
ARRIVED AT STARTED PRON
7M
34 ST
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ARRIVED AT STARTED FROM
TH
r.
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IN
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AT
VEHICLES
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| STANDING
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AL
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TH
TM
34 ST
STARTED FROM
34 ST
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12-14-58PM 12-18 es er 2·12-452.8.
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4
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3
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2
2
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2
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4
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BEAVER
BATTY AL
6
4
2
3
3
3
4
3
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3
7 7
4 4
3 21
2
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~~~
437
3
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313
3
TELFAGN|JBRIZED IT
TED FAON
ARRIVED AT STA
ARAITED AT STARTED FROM
AANIVED AT İSTARTED FROM
ARRIVED AT STARTED FROM
BATTY PL. BATT'Y PL
BETTY PL BATT'Y PL BATT'Y PL BATT'Y PL BATT'Y PL BATTY PL BATTY PL BATTYFL. BATT'Y PL.
secals-cesses 10:38 879-26-93049 31-03 11:24-321-31-200M/12-50-28 PM 1:32-35 PM 3-17-52PM 3-28-10 80
ARRIFLOAT STARTED IROH
BATTY PL
BATTY PL.
4-38-39 RX 5-21-24 00
THE MERCHANTS ASSOCIATION-
OF
-NEW YORK
-COMMITTEE ON ENGINEERING AND SANITATION -
SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
NEW YORK CITY
VEHICLE COUNT-
-FROM-
-BROADWAY CARS
TABIATED or
AMCIZIS
Q133LAYALIONS TAKEN JAPLA
[ M Rosenbers, MË.
SHEET NO 20.
187
TABLE 25.

BETWEEN
ZERM & PM
BETWEEN
PRM & PM
BETWEEN
12M 222M
BETWEEN
JOAM 12M
BETWEEN
Bred on
Veservations from 2 Lars.
Based on
Observations from 3 Cars
Based on
Observations from 2 Cars
Based on
Observations fchon & Tabs
Obsecratidas tram & Zack
BETWEEN
TAM & 8AM
Bazed 20
Observations from 2 cans
139
BATTERY PL
BEAVER
EXCHANGE RE
MORRIS
RECTOR
77UM
PINE
THAMES
CEDAR
CORTLANDE
LIBERTY
JOHN
FULTON
1075408
47524
MURRAY
WARREN
CHAMBERS
READE
DUANE
PEARL
LEONARD
HIJOM
FRENCHLIN
WALKER
GLUMON
GRAND
BROOME
SPRING
PRINCE
HOUSTON
83473378
BOND
DIAGRAM 26.
སྨྲ་ལ་ཕོ་པོ་སོ
A
Scale
SCALE OF NUMBER
DIAGRAMS
SHOWING NUMBER OF VEHICLES STANDING ALONG CURBS
ON
BROADWAY ROUTE.
DURING
DIFFERENT PERIODS OF
MARCH 4TH 1903
THE DAY
THE MERCHANTS ASSOCIATION
NEW YORK
COMMITTEE ON ENGINEERING AND SANITATION-
SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
NEW YORK CITY
STANDING VEHICLE DISTRIBUTION DIAGRAM
VERTICAL SCALE
BROADWAY
VATIONS TAKE UNDER
DREATION OF
1 M Rosenberg MIE
SHEET NO 43
BETWEEN
AMAND
BAN AND DAM
BATTWEEN
JOHMZET 2014
BETWEEN
JEWLAND ARM
BETWEEN
2PM AND 4 PM
BETWEEN
14 BRAND CAM
20 Vehicles
10 vehicles...
10 Yehicles
Based
Based on
Deseriitica from I ca
Based on
Observations prop
Based on
Observations foca
Based on
Observations, from Cac
flased.
Obserratic as from 4 Cans
South Bowed Morts found
Church Street:
West Broadway
Tours Baird.
Sown 53 Ave.
TT
DIAGRAMS
SHOWING NUMBER OF VEHICLES STANDING. ALONG CURBS,
1
SIXTH AVENUE ROUTE.
DURING DIFFERENT PERIODS OF THE DAY.
"MARCH""""E 1903
PNJA STUDS."
.
— THE MERCHANTS ASSOCIATION —
NEW YORK-
COMMITTEE ON ENGINEERING AND SANITATION
•SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
NEW YORK CITY
STANDING VEHICLE DISTRIBUTION DIAGRAM
6TH AVE ROUTE
ICI. ONS TAKEN, UNDCH
"LedaManuel (J
TION
SHEET NO
44
141
DIAGRAM 27

143
31001
122.0
སྒྲ་སྒྲ་སྒྲ་སྒ
1200
NUMBER OF VEHICLES
ZERO
HOMES 37243701-31825
Vehicles
DIAGRAM
SHOWING DENSITY OF VEHICLES ALONG CURBS
ON BROADWAY
AND RELATIVE SPEED OF CARS.
DIAGRAM
SHOWING DENSITY OF VEHICLES ALONG CURBS
ON SIXTH AVENUE ROUTE,
AND RELATIVE SPEED OF LARS
DIAGRAM
SHOWING TOTAL NUMBER OF VEHICLES STANDING ALONG CURBS
AT VARIOUS TIMES OF THE DRY
BETWEEN L
BATTERY PLACE AND CANAL STREET
ON SIXTH AVE ROUTE MARCH 310, SHOWN THUS
ON BROADWAY
19.03.
Vaticles
NUMBER OF VEHICLES AT CURES PER 1000 FLET OF STREEZ
JPM TO 3PM
19AM TO 12M
3PM TO SEM
Speeds
Vehicles
BATTERY CANAL
TO
CANAL
TO
143 ST
43567
6307 FEET 6713 FEET 2480 FEET
123937
23 ST
ΤΟ
BEST
3010 FEET
SPEED OF CARS IN MILES PER HOUR
SCALE-JOMILES INCH
Vehicles
NUMBER
ОД
SAMO 289
SCHIE
TO VEHICLES JINCH
VEHICLES BY CURBS PER 1000 FEET OF STREET.
本
​ARLO
TO BEM
3 PYA
TO 5PM
veinides
HORTI-SEA OF 77825
SPEED OF CARS IN MILLS PER HOUR
BROADWAY
300
250
NUMBER OF VEHICLES
1200
750
Vod
SIKHA Avenue Route
30-
ZERO
TIME GAMT
Rector
Street
Bo
6
3
9
$5
Route
pistrace 637
10 H 12M IRM 2 13
41 F
DISTANCES FROM RAILS TO CURBS
AT SOME POINTS ON BROADWAY ROUTE
享
​DISTANCES
AT SOME
FROM RAILS TO CURBS
POINTS ON SIXTH AVE ROUTE
41
Worth
Street
SATH
18-3
16
8PM
Franklin
Street
02
ST
DIAGRAM
SHOWING TOTAL NUMBER OF VEHICLES STANDING ALONG CURBS
ON BROADWAY
BETWEEN BALLERY PLACE AND 3489 STREET
AT VARIOUS TIMES OF THE DAY
ON MARCH 44 19031
Distance 18510 FEET
VEHICLES
NUMBER OF
BATTERY PL CANAL
TO
TO
CANAL WASHLABL
6571 FEET 5032 FEET
DIAGRAM
SHOWING TOTAL NUMBER OF VEHICLES STANDING ALONG CURBS,
ON SIXTH AVENUE ROUTE,
BATTERY PLACE AND WASHINGTON PLACE,
BETWEEN
300
250
200
750
100
SOL
AT VARIOUS TIMES OF THE DAY
ON MARCH
32
1903
Distance = 11603 FEEL.
THE MERCHANTS ASSOCIATION –
NEW YORK
COMMITTEE ON ENGINEERING AND SANITATION
SURFACE RAILWAY TRANSPORTATION
BOROUGH OF MANHATTAN
NEW YORK CITY
VEHICULAR OBSERVATIONS
TIME GR.MT
8
to
ZERO
N
12M
RM 2
ऊ
67
TIME
JAM B
D
Vid
N
7
DIAGRAM 28.
2M
RM2
6
PLOTTED BY
OBSERVATIONS TAKEN UNDER
DIRECTION OF
FM Rosenberg ME
SHEET NO 42
TH STREET
CASE I.
SIXTH AVE. NORTH BOUND.
APRIL 11903 - 930 PM.
Maumum 3med' 10 Miles per Maur
Average Speed
9 Miles pe Hour
toss of fim
n
staking 3:32
7
43° STREET.
SCALE OF FLET FOR DISTANCE CURVE.
SCALE OF SPCONDS OF TIME FOR SPEED CURVE.
CASE III.
AMSTERDAM AVE. NORTH BOUND
APRIL 1ST 1903 EVENING.
Maximum Speed - 11 Miles per hour.
Average speed - 73/4 Miles per hour.
DIS
Distance
と
​in stopping -3.17. seconds
JO
SECONDS
OF TIME
FOR
DISTANCE
CURVE
OF MILES PER HOUR
FOR SPEED CURVE.
SCALE
SCALE
89TH STREET.
44 STREET.
Low
ея
Loss of time in
mping - 4.26 sivands
65™ STREET.
7
870 STREET.
CASE II.
AMSTERDAM AVE. NORTH BOUND
APRIL 14 1903 EVENING.
MAIMUM SPEED
•
3 58 Alma par hour
AVERAGE
SPEED
7 Miles per hour
CASE IT.
AMSTERDAM AVE. NORTH BOUND
APRIL 12 1903
MAXIMUM Red
Average 37nd
•
EVENING.
112 Miles per hour
89 Miles per hour.
Loss of the
in shopping 17
90 STREET.
Loss of time in stepping. $.46 seconsh
88 STREET.
-THE MERCHANTS ASSOCIATION
OF -
-NEW YORK-
COMMITTEE ON ENGINEERING AND SANITATION
START & STOP DIAGRAMS
STREET CAR MOVEMENTS:
SHEET NO 46.
145
DIAGRAM 29.
;
B3?? STREET
STREET.
CASE.
NINTH AVE. SOUTH BOUND.
APRIL 127 1903 10¹º P.M.
Maximum Speed 12 Miles per Hour.
Average Speed 8.7 Miles per Hour.
CASE VII.
8TH AVE. NORTH BOUND
APRIL 14 1903 1045PM.
Maximum Speed = 105 Mes per cut.
Arendse Speed
•
7.63
Loss of Time
17
starting: 2.5 seconds.
starting
Putaned
SCALE OF FEET FOR DISTANCE CURVE.
SCALE OF SECONDS
OF TIME FOR SPEED CURVE.
Los of Time in Hopping - 4.17 secohts.
ديها
46TH STREET.
in Shopping.
ÖGTH STREET.
TO STA
STREET
€
OF TIME
FOR DISTANCE CURVE,
PER HOUR FOR SPEED CURVE,
SCALE
OF SECONDS
37425
OF
MILES
8TH AVE.
CASE XII.
NORTH BOUND
APRIL 1ST 1903 104PM.
Maximum Speed
• 7.88
Miles per Hour
Average Speed
• 6.93
Miles per Hour.
(os) of Time in Stoppent · 2. 49 seconds,
¦ EPT STRELI
CASE VIII.
8TH AVE. NORTH BOUND.
MARCH 18TH 1903 9 P.M.
Maximum Speed • 16.6 Miles per Hour.
Average Speed : 14.61 Miles per hour.
SCALE
or
SCALT
FOR
or SECONDS DF
DE STREET.
DISTANCE
CURVE.
FOR
SPEED CURVE.
COV STREET.
୮
BATSTREET
DISTANCE CURVE.
SPLED CUAYE.
J
เ
SECOMBI
THE
*
77425"
Syrim
SQALE
C
-THE MERCHANTS ASSOCIATION
of
-NEW YORK-
-COMMITTEE ON ENGINEERING AND SANITATION.-
-START AND STOP DIAGRAMS
-STREET CAR MOVEMENTS.-
SHEET NO 47
147
DIAGRAM 30.
HEADWAY SHEET Nº la
Average Headway in Minutes and tenths
Date
Place
of
of
11 1130 12
1230
130
to
to
to
to to Observa-
1130 12 1230
tion
May35 59th St. & 5th Ave.
Observation
to
to
130
130 $2
to
Average Headway in Minutes and tenths.
4 4.30 5 530 6 630
to
to
To
to to
to
430 553063079
1.0 1.1 0.9 0.8 0.9 0.8
Car Line
59 St. Crosstown Line
116* St. Line
St. Nicholas Ave. Linc
125th St. Line
Date
of
Place
of
Observa- Observation
tion
May 21 59th St. & 8th Ave.
伙
​May 5 116th St. & 8th Ave
April 23 Fort Lee Ferry
April 20 125th St. & 3rd Ave.
April 21 125th St. & 8th Ave.
135th St. & Port Morris Line April 15 135th St. & 8th Ave.
April 16 135th St. & 8th Ave.
April 17 135th St. & 8th Ave.
n
M
6 AM 6307 7308 830
to
to
to
5030507 5030 +8 530 tog
1.3
2.2 2.1 2.1 2.1 2.2
2.2 2.3
Headway 10 minutes
Headway 3 minutes
.
2.3 2.2 1.9 23 1.9 2.3
2.1 2.2 2.3 2.3 23 2.1
2.2 2.2 1.9 2.3 1.9 2.4
April 23 Fort Lee Ferry
April 20125th St. & 3rd Ave.
April 21 125h St. & 8th Ave.
2.5 2.6 2.7 April 15 135th St. & 8th Ave.
2.3 24 2.4 April 16 135th St. & 8th Ave.
2.9 2.5 2.6 April 17 135th St. & 8th Ave
Headway 10 minutes
Headway 3 minutes
"
•
2.9 3.2 2.9
2.5 2.7 2.4
2.6 3.2 2.6
2.4 2.2 2.5 2.3 2.0 2.0
2.1 1.9 2.1 2.0 2.0 1.8
1.9 2.1 2.1 2.0 1.8 1.7
TABLE 31.
-THE MERCHANTS ASSOCIATION-
OF
-NEW YORK
COMMITTEE ON ENGINEERING AND SANITATION
-SURFACE RAILWAY TRANSPORTATION-
BOROUGH OF MANHATTAN-
-NEW YORK CITY
-HEADWAY-
-ON-
CROSSTOWN AND HORSE CARLINES
Sheets No la & 2 a
and
16-156 (inclusivel
149
HEADWAY SHEET Nº 2a
Car Line
Belt Line - Eastern Division March 7 59″ St. & 1st Ave.
March 11 Grand & Corlears Sts.
Belt Line-Western Division March 19 South Ferry
Fulton St. Line
Avenue B Line
19
5 530 6 630 7
3.1 4.0 6.5 52 4.8
6.9 4.9 5.8 6.4 7.4
Date
Place
Average Headway in Minutes and tenths
Date
Place
Average Headway in Minutes and tenths
of
of
Observa-
tion
Observation
to
To
to
to
to
7AM 730 8 8309 930 10 1030 11 11130
to
To
of
TO
to
-
− 1903-
4.4
Observa
730 8 830 9 930 10 1030 11 1130 12 tion
4.0 4.1 7.3 7.5
6.0 6.3 7.5
March 6 South Ferry
5.8 6.7 7.4 7.6 7.7 8.0 4.8 7.3 5.2 March 10 85+ & Ave. D.
6.0 4.0 4.3 5.0 5.7 3.9 4.2 6.5 5.0 March 18 53rd St. & 10th Ave.
4.0 4.3 4.0 4.6 4.3 5.0 4.0 5.0 4.6 4.6 April 10 Desbrosses & West Sts 4.3
5.0 4.7 4.5 5.2 4.8 5.2 5.2 6.0 5.0 March 6 Fulton St & Broadway
5.0 5.0 4.1
March 17 Ann St. & Park Row.
to
of
Observation
2 PM 230 3 330 4 4305 5306 630
To
to
to
to
10
to
to
to
to
To
230 3 330 4 430
1903-
3.3 4.0 5.5 5.5 6.0 4.6 8.0
April 10 Desbrosses & West St
March 6 Fulton & West Sts.
March 18 34th St. Ferry
March 21 Canal St. &E. Broadwa
March 18 E.23 St. Ferry
March 21 Canal St. & E. Broadway
Chambers St. &Grand St. Ferry Line March 7 Chambers St. Ferry 2.0
March 14 Chambers & Duane Sts.
Avenue D Line
"
เ
*
་
"
Chambers St & RooseveltSt.Ferry Line March 13 Roosevelt St. Ferry
March 14 Chambers & Duane Sts
CortlandtSt&Grand St.FerryLind March 9 Cortlandt St. Ferry 2.6
Bleecker St & Fulton Ferry Line April 9 14Th St. & 9th Ave.
Desbrosses & Grand St. Line.
11
"
"
11
Spring St. Line
་་
Houston St. & Prince St. Line
March 7 Desbrosses St. Ferry 2.5
March II Grand St. & Bowery 3.0
ft
March 11 Houston St. & Bowery
་ ་
28.0 10.0 11.0 10.0 20.0 9.0 March 17 Ann St. & Park Row
6.7 5.5 6.7 8.6 20.0 7.5
1.8 2.6 2.1 2.4 2.1 3.2 3.2 3.6 2.0
2.5 3.4 3.2 3.8 3.9 4.1 4.1 4.8
7.7 6.5 7.0 6.8 8.3 5.2 5.3 8.9 5.8
5.6 8.6 8.2 8.3 7.0 9.3 7.8 12.0
3.0 2.6 4.9 2.1 3.1 3.8 3.8 4.2 34
5.5 7.5 6.0 6.7 12.0 10.0 6.7 10.0
2.0 2.6 2.4 3.3
2.1 2.1
2.5 2.0 2.4 3.0 3.1 3.0 3.1 2.5
3.8
March 9 Desbrosses St Ferry 2.2 1.9 2.8 2.2 2.6
March 10 Spring St. & B'way 2.0 1.7 3.0 2.9 4.1 2.1 2.1 2.8
March 10 23rd St. & 1st Ave.
1.9 2.1
3.8 4.1
4.8
1.7 3.1 3.6 3.9 3.5 4.6 4.7 4.1 4.0
2.1 2.2 4.0 5.0 4.6 4.6 5.5 4.6 4.6
6.0 4.6 6.7 6.0 6.0 6.7 6.7 6.0 6.7
1.0 1.0 1.0 1.4 1.0 1.5 1.5 2.11.8
2.0 2.3 2.6 2.6 3.3 2.9 3.0 4.6 3.0
Abril 10 Desbrosses & West Sts.
6 Are. & DesbrossesSt. Ferry Line April 10 Besbrosses & West Sts.
Christopher St. 8*St. & 10FST. Line March 12 Christopher St. Ferry
14St Ferry & Grand St. Ferry Line April 9 14* St. & 9th Ave.
11
M
14St. Ferry & Union Square Branch Line April 9 14th St. & 9th Ave.
11
Central Crosstown Line
23rd St. Crosstown Line
34St. Ferry Branch of 23 St. Line
28829 Sts Crosstown Line
34St. Crosstown Line
#1
42nd St. Line
10th Ave. Line
"
Boulevard Branch Line
1 86th St Crosstown Line
March 20 Christopher St. Ferry
April 11 23rd St. & 8th Ave
April 11 23rd St. & 8th Ave.
March 10 W 23rd St. Ferry
March 13 34 St. Ferry
March 14 34* St & Madison Ave
March 16 42nd St & Broadway
2.2
March 16 42nd St & Broadway
March 16 42nd St & Broadway
March 17 34th St. Ferry
March 9 8th Ave & 85″St.
March 7 Chambers St. & B'way
March 13 Chambers & Duane Sts 3.0
March 13 Chambers & Duane Sts.
2.0 2.3 4.8 3.0 5.0 3.3 4.9 4.3 4.8
4.3 4.6 4.0 4.0 4.6 4.3 4.6 5.0 3.8
30.0 4.3 3.3 3.9 4.1 3.9 8.0 6.0 7.5
4.6 4.6 6.0 4.3 46 5.5 3.8 5.0 4.6
10.0 10.0 12.0 15.0 10.0 8.6 6.7 6.7 7.5
2.1 2.8 1.7 1.4 3.0 2.3 2.0 1.7 2.0
2.6 2.9 4.5 3.7 2.7 2.9 2.3 37 3.2
9.5 8.0 11.0 8.3 7.0 64 7.5 5.6 5.0
3.0 3.1
2.1 3.2 24
4.0 5.8 3.7 6.6 2.5 3.6 5.0 3.3 6.0
6.6 8.6 20.0 6.0 5.5 7.5 6.7 7.5 6.0
3.3
2.1 3.0 1.6 25 1.6 1.5
1.1 2.1 2.0 2.0 23 1.5
3.0 2.0 1.6 1.3 20 1.7
1.5 3.3 2.0 24 23 2.7
2.6 3.3 2.8 24 1.8 1.7 2.0 2.9
5.2 5.9 5.8 2.8 36 1.4 1.8 11
3.9 4.1 3.9 3.9 3.0 2.1 2.0 3.7 20
4.3 4.0 4.3 5.5 46 2.9 2.3 2.7 3.8
6.0 7.5 6.0 7.5 6.0 5.5 6.0 6.0 7.5
2.5 2.1
3.6
March 9 Cortlandt St. Ferry
April 9 14th St & 9th Ave.
March 6 Desbrosses St. Ferry 2.2
March II Grand St & Bowery
March 10 Grand St. & Broadway
March 7 Desbrosses St. Ferry
March 10 Spring St. & Bowery
March 9 Chambers St Ferry
March 11 Houston St & Broadway
April 10 Desbrosses & West Sts. 3.8
April 10 Desbrosses & West St 5.5
March 12 Christopher St Ferry
April 9 14th St. & 9th Ave.
April 8 14th St & 6th Ave.
4.3 3.8 4.3 4.3 3.8 4.3 5.5 4.0 April 9 14th St.& 9th Are
April 8 14 St. & 6th Ave.
2.0 2.9 3.8 2.6 3.5 3.0 3.0 3.1 4.7 March 19 E. 23rd St Ferry
April 8 14th St & 6th Ave.
April 11 23St & Lexington Ave 1.8
April 11 23rd St & Lexington Ave 2.7
March 9 W.23rd St Ferry
March 13 42nd St. Ferry
2.1 1.3 1.4 1.2 1.3 1.5 1.4 1.8 2.1
3.0 3.0 2.3 3.3 3.8 4.3 4.3 4.3 4.3
2.7 2.7 2.3 2.0 3.9 3.7 34 3.6 3.0 3.3
1.8 2.1 1.9 1.8 2.1 2.5 2.3 2.5 2.8
1.9 1.9 2.2 2.8 1.7 2.3 22 23
1.7 3.8 3.3 3.5 29 3.2 7.5
3.0
1.5
2.7
1.4 1.0 1.3 1.4 1.0 2.5 1.4 0.5
2.6 2.7 2.6 26 2.5 2.3 26 2.7
3.5 3.2 2.6 2.3 2.1 3.0 4.6
42 3.5 4.6 3.5 3.2 3.0 35 2.7 2.7
4.0 3.5 3.5 2.7 3.5 3.3 5.0·3.3
2.1 2.0 2.0 1.8 2.1 2.0 2.0 2.3 1.3
2.7 2.3 2.5 2.1 2.5 2.2 1.9 2.4-
1.1
1.6 1.4 1.5 1.2 1.3 1.2 1.2 2.8.
4.3 3.8 4.3 3.3 3.8 3.3 43 4.3 43
3.3 3.1 3.0 3.0 3.6 2.0 2.0 2.6 2.0
2.3 3.0 2.9 2.2 2.2 1.9 1.9 2.2
1.9 2.2 1.8 2.1 1.5 2.3 2.1.
6.0 3.8 4.3 3.8 5.0 3.2 4.6 4.0 5.5
4.0 6.7 3.2 4.2 3.6 3.0 6.0
4.9 3.8 3.8 4.6 4.6 3.8 4.6 3.2 3.8
6.7 8.6 6.7 5.0 3.1 4.4 6.0 8.6
6.7 4.6 2.6 2.9 2.9 3.3 5.5
March 14 34th St & Lexington Ave 2.5 2.7 2.9
March 16 42nd St & 10th Ave.
1.9
5.5
March 14 42nd St. & 3rd Ave
2.8 6.0 4.6 46 46 4.6 5.5 5.5 March 16 42nd St. & 10th Ave.
March 14 42nd St. & 3rd Ave.
March 14 42nd St. & 3rd Ave.
March 17 42nd St & 3rd Ave.
March 7 85h St & 8th Ave
2.5 5.5 5.5 4.0 3.8 4.3 5.5
4.0 60 5.0 3.3
6.0
25 1.6 1.5 2.8
3.0
5.5 7.5
30
3.0 3.8 23 26
2.6 1.9 1.6 1.7 1.9
TABLE 32.
AWP
151
8
+
SPRING STREET LINE
m
2
March to
1
0
7
6
DESBROSSES and GRAND STREET LINE
5
4
Marchett
3
Martt
2
0
TAM
HEADWAY SHEET Nº 56
March to
Mantle Marchte
March
1
9
930
10
1030
12 2P.M.
230
3
320
430
5
6
153
DIAGRAM 33.
7
SIXTH AVENUE AND DESBROSSES STREET FERRY LINE
6
5
4
3
2
7
6
5
3
AVENUE CLINE
THOUSTON ST&PRINCE ST LINE
2
April to
Marchet
JAM
f
730
830
9
930
10
1030
HEADWAY SHEET Nº 66
Alint to
Mar
March 9
1150
122 P.M.
250
3
330
4
430
5
530
७
630
155
DIAGRAM 34.
nutes
8
0
7
6
4
3
7
CENTRAL CROSSTOWN LINE
March 201
2
19TH STREET FERRY AND UNION SQUARE BRANCH LINE
(CENTRAL CROSSTOWN)
5
April 9
4
3
2
74M.
༡༠༠
HEADWAY SHEET Nº 8b
8
830
9
930
10
1030
1130
12 2PM.
March 19
April 8
April 9
Aart &
230
3
3**
4
430
५
530
८
630
7
157
DIAGRAM 85.
8
7
6
5
4
THIRTY-FOURTH STREET FERRY BRANCH
TOF
TWENTY THIRD STREET CROSSTOWN LINE
April 11,1903
3
Arti tt 1903
2
0
7
6
5
4
3
2
TWENTY-THIRD STREET CROSSTOWN LINE
CHRISTOPHER STREET AND TENTH STREET LINE
7AM.
March 12
HEADWAY SHEET N° 96
Am
It
March 12
720
8
830
9
9.70
10
1030
1130
12 2PM.
230
3
330
4
730
5
5.30
6
630
159
DIAGRAM 36.
1/2
1/4 1 1/4 1/4 1/4 3/4 1/4 1/4 1/4 3/4 1/4 1/4 1/4 1/4
11/2
14
14St Ferry & Union Sq. Branch Line
April 9 14π St. & 9th Ave
April 9 14th St & 9th Ave
April 8 14ª St. & 6m Avi.
11/23/4 1 1/4 3/4 1/4 1/2 1/4 1/2 1/4 1/2 1/4 1/2 1/4 1/2 3/4 1/2 1/2 April 9 14th St & que Ave
April 8 14 St. & 6th Ave
Belt Line
TRAVEL SHEET No la
Average Load of Cars in terms of Seating Capacity, represented by
7-730 730-88-830830-99-930930-1010-10391030 ||||| - ||30|||30-12
Date
Place
AM
Car Line
of
of
Eastern Division
Beit Line-Western Division
Avenue B Line
..
Avenue D Line
"
H
Chambers St&Grand St Ferry Line
Chambers St&Roosevelt St. Ferry Line
J
Bleecker St & Fulton Ferry Line
Desbrosses St & Grand St. Line
Spring St. Line
Houston St & Prince St Line
Observa- Observation
tion
-1903
Грипот
Ñ or E
bound
Sor W
Nor E
bound
Do ind
S or W
bound
Nor E
Sorw
bound
bound
NorE
bound)
Sor W
Nor E
bound
bound
5 or n
bound
Nor E
SorW
bound
Nor E
bound
Sor W
bound
Nor E
Dounia
MIOS
punoo
bound
Nor E
Sort
bound
bound
Nor E
Sorw
bound
Observa- Observation
tion
-1003-
rd
Average Load of Cars in terms of Seating Capacity, represented byl
2-230230-33-330330-44-430430-55-530530-66-630
PMI
630-7
NorE
bound
Sor W
Dound
Nor E
bound
Sorry
bound
Nor E
Bound
M 105.
bound
NorE
i bound
S or W
bound
Nor E
bound
Sur W
NorE
bound
SorW
bound in
NorE
bound
SorW
bound
NorE
Dunng
припод
Sor W
bound
NorE
bound
Sorw
bound
Nor E.
bound
SorW
bound
March 11 Grand & Corlears Sts. 1/4 3/4 1/4 3/4 1/4 3/4 1/4 3/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 March 10 8 St & Ave D
1/43/4 |j4|3/4 1/4/4 1/4/4 1/4/4 108th
1/4 1/41/4 1/4 1/4 1/2 1/4 1/2 1/4 1/4
March 19 South Ferry
1/4 1/41/2/4/2/4 1/4 1/4 1/4 1/4 1/4 1/2 1/41/20000 March 18 53 St & 10th Ave.
1/41/4 1/41/422/22/2 1/2 1/2 1/2 1/2 1/2/2/2
April 10 Desbrosses & West Sts 3/4 1/2 1/2 3/4 1/4 3/4 3/4 1/2 1/4 1/2 0/4 1/4 1/4 0/4/2 1/4 1/4 1/4 April 10 Desbrosses & West Sts 1/2 1/2 3/4 1/2 1/2 3/4 1/2 1/2 1/2 1/2 3/4 3/4 3/4 3/4 3/4 3/4 1/2 1/4
March 18 34th St. Ferry
1/2/4/2/4 1/2 1/4
March 17 Ann St & Park Row
1/4/24/2/4/2014 0
1/4 1/4 1/41/41/40/41/4 1/2 1/4 1/2 1/4 1/2 1/4/2
March 21 Canal St & Broadway
March 18 E. 23rd St. Ferry
March 21 Canal St & Broadway
March 14 Chambers & Duane Sts
1/4 3/4 0 3/41/43/41/43/4 1/2 1/2 1/2 1/4 3/4
0 1/4 0 1/4 1/4 0 1/4 0 0 0 0 0 March 17 Ann St & Park Row
1/4 1 0 1 1/4 1/2 1/4 3/4 1/4 1/2 3/4 3/4 12/2
1/40 3/4 1/43/4 1/4 3/4 1/43/4 1/4 | 34 | 1/4 March 13 Chambers & Duane Sts |
March 13 Roosevelt St. Ferry 1/4 0/4 00000000000000000 March 13 Chambers & Duane St 0
March 14 Chambers & Duane Sts.
April 9 14th St. & 9th Ave.
01/400/4/4 0 0 0/4 0/2 4/4/4 0
March 11 Grand St & Bowery 1/2 1/2 1 3/4 3/4 3/4 3/4 1
March 10 Spring St & Broadway
March 11 Houston St & Bowery
April 10 Desbrosses & West Sts.
6th Ave. & Desbrosses St. Ferry Line April 10 Desbrosses & West Sts.
Christopher St, 8th St & 10 St. Line March 12 Christopher St. Ferry
14St. Ferry & Grand St. Ferry Line April 9 14th St. & 9th Ave.
I
1/4 0/4 1/2 1/4 0/4 0/2 1/4 1/4 1/4 3/4 3/4 1/4 00
1/2
1/2 | 1/2 | 1/2 |
1
1/2 1 1/2 1
0 1/4 1/4 1/4 1/4 1/2 0/2 0 0 1/20 1/2 1/4 1/2 1/4 1/2
Datc
Place
of
of
001/20/4 1/40000/4 0 1/4 0 4 0 1/40 April 9 14th St. & 9th Ave
12/21/2/2 March 10 Grand St & Broadway
March 11 Grand St & Bowery
1/4/4 1/4 1/4 March 10 Spring St. & Bowery
11/2 11/2
1/2 /2 1/2 March 11 Houston St & Broadway
1/4000/4 0 1/4 1/4 1/400/41/4 0/2 0 1/4 1/4 April 10 Desbrosses & West Sts. 0 1/4 1/4 1/4 0 0 0 0 4 0 0 0 1/4 1/4 1/4 0 1/4 1/4 1/4 1/4
1/4 1/4 0000004 014 01/40 140 1/40 April 10 Desbrosses & West Sts 1/4 0 1/4 0 1/4 1/4 0 0 4 0 0 0 14 14 014 01/400
1/40 1/41 0
1/2 1/2 1 0 1 0 1/2 0/2 0/2 1/4 1/2 1/40000 March 12 Christopher St Ferry 1/4
1/2
1/4 0 0 2 0 2/2 0/2 0 1/2 1/4 1/2 1/4 | 2 |
1/2 1/4 3/4 1/2 1/2 1/2 1/4 1/4 1/4 1/2 1/2 1/2 1/2 3/4 3/4 1/2 1/2 3/4
3/4 3/4 1/2 3/4 3/4 1/2 1/2 1/2 1/2 3/4 1/2 3/4 3/4 1/2 1 1/4 3/4 1/2 1/2
3/4 1/4 1/2 1/2 1/41/43/4 1 1/4 13/4 2 1/4 2 2 1/41/4
0000000000/4 0/2 2 0 0 14 0
3/4 1 3/4 | | │││
1/2 1/2 1/2 1/2 1/2 1/2 1/2 1/2
1/2
1/4 1/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 1/4 3/4 1/4 3/4 1/4 3/4 1/4
1/4
1/2
1/4 1/4
1
I
Central Crosstown Line
March 20 Christopher St. Ferry
0 0 1/2 1 1/2 1/4 0 1/4 00000
"
"
"
3/4 1/2
1/2 1/4 3/4 1/4 3/4 1/4 3/4 1/4 3/4 1/2 3/4 1/4 1/2
1/2
3/4
1/2 2 1/2 2 1/2 1/2 1/2 1/2 1/4 1/4 14 14 14 14 14 140 000
3/4 1/2 3/4 1/2 0 340 3/4 1/4 3/4 1/4 3/4 1/4 1/4 14 14 14 1/4
1/2
1/2
23rd St. Crosstown Line
34th St. Ferry Branch of 23"St.Line
28 & 29 Sts. Crosstown Line
34th St. Crosstown Line
42nd St. Line
10th Ave. Line
*
་་
Boulevard Branch Line
"
April 11 23rd St. & 8th Ave
April 11 23rd St. & 8th Arc.
March 10 W. 23rd St. Ferry
March 13 34 St. Ferry
March 14 34 St. & Madison Ave 3/4 1/2 3/4 1/2 3/4 1/2 3/4 1/2 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4
March 16 42"St & Broadway
1/2 3/4 1/2 3/4 12 14 12 14 14 12 12 12 12 12 V2 3/4
March 16 42""St. & Broadway
March 1734th St. Ferry
March 16 42nd St & Broadway
March 17 34th St Ferry
3/4 3/4 3/4 3/4 1/2 3/4 3/4 3/4 3/4 1/2 3/4 1/2 1/2 3/4 1/2 1/2
0120002 4 0 1/4 1/4 0/40 14 14 14
1 1/2
1/2 3/4 1 1/2 3/4 3/4 3/4 3/4 3/4 12 3/4 3/4 1/2 1/2
1/4 1/2 1/4 1/4 0 14 0 1/4 1/2 1/4 1/4 1/4 1/4 1/4
1/2 1/2 1/2 3/4 1/2 1/4 1/4 1/2 1/4 1/2 1/4 1/2 1/4 1/4 1/2 1/2
1 3/4 1/2 3/4 3/4 1/4 1/2 | 1/4 1/4 13/4 1/2 1/4
11/2
020000 1/40 1/40
11/41 1 1 1/2 3/4 1 1/21/43/4 2
March 19 E 23rd St. Ferry
April 8 14th St. & 6th Ave.
April 11 23rd St & Lexington Art 1/2 1/2 3/4 3/4 3/4 3/4 3/4 3/4 1/2 1/4 3/4 1/2 1/2 1/4 1/4 1/2 3/4
1/2
1/4 1/2
3/41
3/4 1/4 1/4
0.0 1/4 1/4 1/4 1/4 1/4 1/4 14 14 14 1/4 2 1/2 2 1/2 1/2 1/2
1/4 1/4 1/4 0 14 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4 3/4
1/4 3/4 1/4 3/4 1/2 3/4 1/2 3/4 1/2 3/4
1/2 1/4 1/4 1/2 1/4 1/2 1/4 1/4 1/2 1/2 1/2 1/2 1/2 3/4 1/4 1/2 1/4 1/2
1/2 3/4 1/2 3/4 1/2 3/4 3/4 1 3/4 1/2 3/4 1/4 1/2 1/4 1/2
1 3/4 1/2 3/4
1/2 1/2 1/2 3/4 3/4 3/4 1/2 3/4 1/2 3/4 3/4 3/4 1
3/4 1/2 1/2 1/2 3/4 1/4 3/4 1 1/4 1/2 1/4 3/4 1/2 14
3/4 1/2 1/4 1/2 1/2 3/4 3/4 1/4 3/4 1/4 1/2 1/4 1/4
March 14 34th St & Lexington Ave 1/4 1/2
March 16 42nd St & 10° Ave
March 14 42nd St & 3rd Ave
March 16 42nd St & 10th Ave
March 14 42"St & 3rd Ave.
March 14 42nd St. & 3rd Ave
1/2
13/4 3/4 13/4 1/4 1
3/4
1/2 1/2
3/4
April 11 23rd St & Lexington Ave 1/2
March 9 W. 23rd St Ferry
March 13 42nd St Ferry
595 St Crosstown Line
:: 16* St. Line
St Nicholas Ave. Line
125th St Line
135 St & Port Morris Line
May 21:59th St & 8th Ave
Mav
5 116 * 5+ & 8th Ave
April 23 Fort Lee Ferry
April 20 125th St & 3rd Ave
April 2125 St & 8th Ave
April 15:135* St & 8th Ave
April 16135* St & 8th Ave
April 17 135*5+ & 85 Ave
AM
6-630630-77-730 730-88-830 810-9
1/4 1 1/4
11-1132 1130-1212-1230
1230-11
130 130 2
1
1/2
1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/411/4
1/4 1/4 1/2 1/4 0 0 0 0 0 0 0 0
1/2 3/4 1/4 1
3/4
|| / || | || | ||
1/4 1 1/2 1/4 3/4 1/4 1/2 1/4
1/2 1
114 1
1/4 1
1 1/2 1/2 1/2 1/2
1/2 1/4 1/2 1
1 1/4 1 1/4
1 1/4 1 1/4 1 1/4 1/2 1/2 1
1/2 1/2 1/2 3/4 1/4 1/2
3/4 1/2 1/4 1/2 1/2 3/4
1/4 1/2 1/4 1/2 1/4 1/4
1/21 1 3/4 1/2 1
1/4 1/2 1/4 1/4 4 1
May 5 59th St & 5th Ave
April 23 Fort Lee Ferry
April 20 125th St & 3rd Ave.
April 21 125th St & 8th Ave.
April 15 135th St. & 8th Ave
April 16 135th St & 8th Ave
April 17 135*St &8* Ave
0000
1/4 1/2 3/4 1 1/2 1
1/2 1/2 1/2
1/4 1/4 1/4 1/4 1/4 1/2
1/21 11/4
1/4 1/2 1/2 1 1/4 1/2
PM
4-439430-55-530530-66-630630-7
14AAAVA 14 14 14 14 1/4
0 00000000000
1 1/411/41/4 1/4 1/4.11/4
1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4 1/4
3/4 1/2 1/2 1/2 1 11/41/41/4 1
1/2 1 1/4 1/2 1/4 1 1/4 1/2 1/4 1
V4 V2 V2 V2 1/4 2 1/4 1 1/4 2 1/4/2
161
TABLE 3.
I represents Seating Capacity of Cars.
2
2
CHAMBERS STREET AND ROOSEVELT STREET FERRY LINE
East bound Cars -
March 13
at foosevelt St. Ferry
ar
March 14
at Chambers & Boane Sts
-West bound Cars
March 14
at Chambers & Danaests.
• Moosekolt St Ferd
March 1s
at
2
CHAMBERS STREET AND GRAND STREET FERRY LINË
-Fast bound Cars
1/2
ar
2
ON
March 14
Chambers & Quane Sts.
1/2
•West bound cars
March to
in & Duane sto
Chambers
1/2
0
7AM
730
100
8
830
TRAVEL SHEET Nº 3b
9
930
10
1030
1/30
March 13
at Chombers & Duanic Sts.
March 13
atChambers & Duane Sts.
March 13
Chambers & Duane Sts.
March 13
at Chamber & DRAGE ST
122 P.M.
230
3
330
4
430
5
530
G
163
DIAGRAM 39.
1
BLEECKER STREET AND FULTON FERRY LINE
East bound Cars
1/2
2
ON
I'
I represents Seating Capacity of Cars.
April 9
at 14 St & 9th Ave
West bound Cars
April 9
at 145 St & 95 Ave.
02
2
14ª STREET FERRY AND GRAND STREET FERRY LINE
Fastbound cars
1/2
EST & GRAVE.
ON
4
St&q Ave
West bound Cars
TRAVEL SHEET Nº 6b
ADKIY &
at ipt St & q* Ave.
April 9
Lah St & qu Are.
PA
ATHIEST & GEAR
A*ST 26 TAK
April 8
211451&69970
April 9
#57 & 95 916
7AM. 730
8
830
930
10
1030
22PM
230
3
330
4
4.30
5
530
650
165
DIAGRAM 40.
I represents Seating Capacity of Cars
12
22
1/2
2
NO
2
2
-CENTRAL CROSS TOWN LINE
March 20
GcChristopher STRUM
March 20
at Christopher Sifurry
April 9
-East bound Cars
•West bound Cars
28 14" St & 9 m
14 STREET FERRY AND UNION SQUARE BRANCH LINE
(CENTRAL CROSSTOWN
East bound Cars
April 9.
at 14 = ST. & 9 * Are.
West bound Cars:
TRAVEL SHEET Nº 76
April 8
ar 14 St. 26th Ave.
March 19
at 1.23.7 St. Furry
April 8
arth St & 6AV
March 19
at e 23 St. Ferry
April 8
at 14" St.& 6 Arc.
April 9
a114" ST. & 9th Ave.
Aprit q
at 19th St & 95 AVE
April: 8:
at 1th St & 6th AFL
7AM
730
8
830
9
930
10
1030
1130
122 P.M.
230
3
330
430
5
530
630
7
147
DIAGRAM 41.
I represents Seating Capacity of Cars.
2
이
​02
2
2
TRAVEL SHEET N° 8b
TRAVEL
THIRTY FOURTH STREET FERRY BRANCH OF TWENTY THIRD STREET CROSSTOWN LINE
fast bound Cas
Aprit if
75188
Am
Noter the west bound cols
cannot be distinguished
From the cars of me mara 23 ST LINE
the
TWENTY THIRD STREET GROSSTOWN LINE
•East bound cars
Abril it
123 St & 8 Are
West bound: Cars
1/2
Apost. It
at 23 - St. & 8 Arc.
0
7AM.
730
8
830
930
10
1030
//
1130
ITHTH!
ARKIT N
& LEXT
THI
April (1
ar 23 St & Lexington Ave.
April
ar 234 St & Lexinaton Art
122 PM
230
3
330
4
430
5
530
630
109
DIAGRAM 12.
JETWEEN.
TAM. XBRE
BETWEEN
BETWEEN.
10AM-127
PAFFERY BE
BEA
EXCHANGE PE
RECTOR
ENA
BETWEEN
BETWEE
died on
Blased pa
Observations, fora
Lars
Based on
Obs Toralios hoor 2.73
Based on
Observations from & cap
Based da
Observations train & Lac
Based on.
Absermitions from 2 Labs.
THAMES
UBERTY
FULTON
JOHN
KESEA
AX
HOUSTON
SPRING:
PRINCE
BLEECKE
ONOG
EM
2314
DIAGRAMS
WING NUMBER OF VEHICLES STANDING ALONG CURAT
LOWL
BROADWAY ROUTE.
DURING DIFFERENT
PERIODS OF THE DA
MARCH 4TH 20
THE MERCHANTS ASSOCIATION
NEW YORK
MITTEE ON ENGINEERING AND SONIFACION -
SUBCALE FAILWAY, THANSPOR
BORQUEL OF MENDE
WEW YORKLTY
STANDING VEHICLE DISTR
BROADWA
HILL BRC
STIL
CALE
171
DIAGRAM 43.
ADDENDUM B.
DOUBLE-DECK CARS IN EVROPEAN CITIES.
REPORT OF MR. JOHN P. FOX.
To the Committee on Engineering and Sanitation of The Mer-
chants' Association of New York.
Gentlemen:
W
HOEVER would relieve congestion on street railways in
American cities by foreign methods must expect opposi-
tion and criticism, both from the public and from street railway
companies, and rightly to a certain extent, because of differing
conditions. The open roofs of double-deck cars and omnibuses
may double or treble the number of seats and be exceedingly popu-
lar with Americans in London; but no one would care to ride out-
side in a snowstorm, even though used to riding in open sleighs.
And even if upper decks could be enclosed so as to be warm in
winter and pleasant in summer, and all other possible objections
were overcome, it would be a good deal to expect any private com-
pany to replace or reconstruct its entire rolling stock without
having the prospect of increased earnings as a result.
While England and the Continent of Europe may have lagged
behind the United States in the spread of electric traction in cer-
tain ways, there are things which they have developed that would
be of great value in this country if practical. The double-deck
car is one of those things; and it seems as though, if its enormous
seating capacity could be utilized at rush hours, the discomforts.
and dangers to passengers and losses to companies from over-
crowded street cars could be practically if not wholly done away
with; for, with a seat for every passenger or a hundred seats to a
car, there would be no such rushing as now, and in other ways less
chance of accidents and less damages for a company to pay, fewer
173
fares would be lost, and cars could be better operated in many
ways.
But one is at once confronted with the fact that, though
double-deck cars are in use in Europe, Africa, Australia, South
America, and as near as Mexico, they have never gained a foot-
hold in the United States, though have been tried in many places
at different times. The experience of the past would seem to be
conclusive were it not for the possibilities opened up by recent
American car construction and developments in England. These
made it seem worth while to review again the whole question of
practicability in this country, and about a year has been spent in
the inquiry, including several months' careful study in Europe.
With the assistance of many street railway managers and other
officials, electrical and other engineers here and abroad, it has been
possible to go into the details of the matter; and the results seem
to justify the opinion of one of the best tramway managers in
Europe, who, after having seen the situation in American cities,
and taken up with the writer the problems involved, was posi-
tive, not only that double-deck cars were now practicable in
America and could be built to meet every condition and objection,
but that the worst congestion could be wholly relieved by their
use, with great advantage to companies as well as to the public.
The chief advantage to a company, as recognized by some of
the leading American managers, is that of having a single equip-
ment of cars, of enormous capacity compared with single-deck
cars of similar weight, length, cost and current consumption. This
capacity is always available on the road, after the theaters, block-
ades, games, processions, etc.
But there are many difficulties to be overcome; and, consider-
ing previous unsatisfactory experience with double-deck cars in
the United States and the radically different conditions of climate
and traffic to be found in European and other countries where
such cars are in use, it is not to be wondered that American man-
agers are sceptical about their desirability. These are some of the
requirements that would have to be met in America:
1. The upper deck must be tightly enclosed in winter, and
as warm and well ventilated as the lower deck; in summer
it must allow for plenty of air circulation and yet afford per-
fect protection against the heaviest rains.
174
2. The car must be designed so as to load and unload as
quickly and as safely as single-deck cars.
3. The stairs must be absolutely safe, so that passengers
can go up and down at any time, even when rounding curves.
4. The roof must be low enough to pass under any ele-
vated structures, wires and bridges, and yet all headroom
inside must be adequate for the tallest persons.
5. The ceilings must not be nor appear too low, and the
entire interior must be as light as with other cars.
6. The car must be no heavier than single-deck cars of
similar capacity, and as strong, must not cost more nor wear
the track more, nor take more current, and must be stable
enough to run at high speeds and to stand any wind pressure.
7. Aisles and stairs must be of ample width and so ar-
ranged that the conductor can get quickly from one part of
the car to another and the car started and stopped with no
more delay or danger of accidents than with single-deck cars.
At this point it may be interesting to read the opinion of one of
the best-known American car builders, advertising single-deck
cars in an English street railway publication. He says:
"To American observers the present conditions in the
United Kingdom seem to presage an early and general change
in rolling stock in favor of the long double-truck car. In
this rapidly progressive era of electrical locomotion the limi-
tations of the double-deck car must gradually become more
apparent. The loss of mileage, due chiefly to slowness in
loading and unloading, is naturally the most important con-
sideration with managers, and will, in the writer's opinion,
compel them to seek another form of car. In the United
States the double-decker has long been obsolete, because of
the extent to which it curtails earning capacity.
"With the public the double-decker will diminish in popu-
larity in proportion to the advent of faster and more com-
fortable types. The light, airy appearance of a modern high
and wide monitor-deck car contrasts strongly with the low
and dark ceiling of the double-decker. The new transverse
seating arrangement obviates all the discomfort of the old
longitudinal seats by preventing crowding, lurching sideways
and unpleasant publicity. When it is considered that to
provide seats on the roof the car must needs be made slow and
uncomfortable, and that the awkwardness, if not danger, of
175
mounting the stairway prevents all but the young and strong
essaying it, one cannot fail to be impressed with the lack of
compensation.'
""
But it is important in this connection to read an editorial in
the English Tramway and Railway World, to wit:
"To managers who have had to select types of cars for
an electric tramway, the double-deck car has often been a
source of no little perplexity. Its disadvantages were mani-
fest, even to the amateur tramway administrator, while to the
responsible manager the possibility of accidents, inseparable
from its use, at times proved an objection that was not over-
balanced by the increased carrying capacity afforded by the
outside seats. A few years ago the influence of American
models was a factor to be considered, and the advocates of the
single-deck car clung with conviction to the fact that on the
whole twenty thousand miles of American electric tramways
not a double-deck car was to be found. Speed, we were told,
was the very essence of electric traction, and with a cheerful
disregard of Board of Trade regulations the argument was
pressed against the top-seat car on the ground that it was
slow. Chiefly for these reasons the single-deck car was
chosen to inaugurate the electric service on several tramways,
and for a time it seemed that the American model would
generally be followed. Very soon, however, the difference
in the conditions under which tramways in the two countries
have to be conducted began to be appreciated; and it was
seen that the top-seat car was not only more popular, and
consequently more remunerative, but that it was a necessity if
the people were to be provided with seats at the hours of
dense traffic. The British public will not consent to be
crowded in the way that is usual in every American city,
where a single-deck car has a carrying capacity limited only
by the number of passengers who can be squeezed into it.
This fact alone would have established the position of even
the old-fashioned, top-deck car as the standard type for the
United Kingdom, but the improvements that have since been
made have now given it an advantage in every respect over
the single-deck car. The reversed stairway-the practical
introduction of which is due to Mr. Bellamy-has reduced
the danger of accidents to passengers, and has increased the
running time of the car inasmuch as passengers can safely
ascend or descend the stairway while the car is in motion.
The introduction of various forms of 'dry' seats has also
done something to increase the serviceability of the double-
deck car, and as a summer car it is certainly thoroughly well
adapted to the needs of British tramways. Yet in winter
176
weather the cars have disadvantages that cannot be wholly
removed. That they can be materially reduced is, however,
shown by the account given elsewhere in this issue of Mr.
Bellamy's new design for a canopy top. While this still
preserves the agreeable features of the top-seat in pleasant
weather, it provides adequate protection against wind and
storm, and at the same time considerably increases the
capacity of the car-an advantage that will appeal to any
manager who feels the pressure to provide comfortable seats
even at the expense of running cars with the upper decks
unoccupied. That the new arrangement does not add to the
appearance of the car must be admitted, but it is not a serious
detriment to it, and considering its other advantages we ex-
pect to see it largely adopted."
There is an impression in America that double-deck cars are
not satisfactory to foreign managers and are likely to go more
and more out of use. The writer made special inquiries in
Europe on this matter. According to the latest returns, of the
6,660 electric cars in Great Britain and Ireland, 90 per cent. are
double deck, 10 per cent. single deck. Of the 3,517 cars in cities
having 100 or more in use, 94 per cent. are double deck and 6 per
cent. single deck. Of the 450 electric cars in Manchester, 425 are
double deck or 94 per cent.; of the 611 electric cars in Glasgow,
590 are double deck or 97 per cent.; of the 480 electric cars in
Liverpool, 468 or 98 per cent. are double deck; of the 400 elec-
tric cars in use in and about London, all are double deck. The
single-deck cars are used more on country lines and routes with
low bridges. One manager said that he used them solely on the
latter account, preferring the double-deck cars used elsewhere on
his system. Another manager, who also greatly prefers the
double-deck type, still uses some single-deck cars for economical
reasons, they having cost him $4,500 apiece; but he will never get
any more, and wonders that any managers get them, especially for
lines along which there is anything attractive to be seen. The
writer found considerable wonder that double-deck cars were not
used in the United States, as with one street railway editor, who
thought they were just the thing needed to relieve congestion in
New York. The preference of the English public is illustrated by
the following about the Nottingham Corporation Tramways in the
Tramway and Railway World:
"This country has gone to America for nearly all its
precedents in tramway construction and equipment, but it
177
refuses to be led by American practice in its adoption of a
single-deck car. The advantage of a double-deck car in this
country is easily understood; it deals with the separation of
smokers and non-smokers, it provides open-air riding, which
is so much preferred by a number of the British public, even
in the coldest weather, and, principally, it doubles the seating
capacity of the car with only a trifling increase in weight.
The double-deck car is much more popular than the single-
deck car, and the public must have what they prefer; if single-
deck cars were adopted generally in Nottingham, it would
probably result in the undertaking being carried out at a loss
instead of at a profit."
Aside from the preference of the public, the leading English
tramway managers believe thoroughly in the double-deck car, and
constant improvements are making it more and more satisfactory.
On the Continent, development has been more slow, and the
double-deck cars, even in Paris, where they are in the majority,
have many imperfections, as in the poor stairs and entrances, low
head room under roofs, often hard riding, etc. But with the
latest double-deck cars in Paris, the writer found no dissatisfac-
tion expressed except with some structural weakness of the under
frame.
Taking up now the requirements previously stated.
1. To most Americans a double-deck car means one with an
open roof without any protection from the weather, and this
naturally causes them at once to condemn such a car for use in
rainy and cold latitudes. But top-covered upper decks, with side
curtains, are very common all over the world, and also enclosed
upper decks with windows, as on the Nogentais Railway and
other recent cars and station omnibuses in Paris, on old steam
tram cars in England and Germany, all the double-deck steam
railway carriages of the Est Railway in France and the two later
types of the Ouest Railway, as well as on the Danish State Rail-
ways. Even in England, where the open roof is still the rule and
not the exception, there is a spreading movement to provide some
sort of cover and sides, so that on cold and rainy days, when
outside riding is unpleasant (less than a third of the year in
Liverpool), passengers unable to get seats inside or wishing to
smoke can have a protection on the roof at least equal to that of
American open cars, which protection many think is sufficient
178
for the mild extremes of the English climate. While the Liver-
pool top cover, with its side curtains like our open cars, and
further its curtains in the roof capable of being pushed back to al-
low the full effect of open-air riding on pleasant days, may be
suited to southern latitudes in the United States, a tighter protec-
tion would be needed in northern latitudes, such as found in other
English covers and the Continental examples named above. Many
of the Paris cars, which were built in America, have permanent
roofs over the upper decks, while the upper sides consist of large
removable wood and steel sections containing windows that can be
lowered in winter, while in summer the sections are taken out and
stored. One English top cover has all the windows on each side
capable of being raised and lowered together at once; another has
glass in sashes and wood sections like a roller-top desk, allowing
the roof to be almost entirely open or wholly closed as with the
Liverpool type. But for this country, perhaps the best solution
would be treating the roof like a semi-convertible car, with very
large windows to be opened on pleasant summer days, but when
closed forming an interior as tight as that below, capable of being
warmed in coldest weather. This construction allows a more sub-
stantial and attractive appearance than others.
2. There is a strong opinion among street railway men, not
only in America, but found by the writer on the Continent and
even in England, an opinion already quoted above, that double-
deck cars make longer stops than single-deck cars and must do so
to enable passengers to go up and down the stairs safely; and that
this slowness of loading and unloading is a serious objection to
their use, a fatal objection in American cities, where such a con-
tinual source of delay would mean longer headway between cars
at rush hours and hence fewer seats for passengers, as well as
slower speed, also cutting down car mileage and so requiring more
cars and more men to operate them, with other increase of operat-
ing expenses. This objection seems to have been the chief one
found with Mr. Pullman's double-deck car when it was tried in
Boston ten years ago, and to avoid it the Liverpool Corporation,
when introducing electric traction in 1898, thought it desirable to
follow the Continental and American practice of adopting single-
deck cars. So, while trying some double-deck cars, the corpora-
179
tion imported single-deck ones from America and Germany. Of
the American car it was written at the time:
"The idea in its construction was to make a car which
should take the place of the ordinary double-deck horse car
used in that city. It was desired for the sake of speed to
have all the passengers on one deck and at the same time it
was necessary to keep the car within the length of the ordi-
nary horse car and team. It might, therefore, be called a
double-deck car run tandem; the open compartment being
placed on the same level as the closed, and the entrance
being between the two.
"The speed in English cities is so limited that the double-
deck car, though much liked, cuts the average daily mileage
down to a point where only a small profit remains; this car,
so low that only a single step is needed, brings the mileage up
as high as is possible with the limitations."
The experience of Liverpool then is of the greatest interest in
this matter, and the writer spent a month there this year in order
to study every detail of this question. It is important here to
compare the American single-deck car used in Liverpool with the
latest top-covered, double-deck car in the same city. The former
seats 40 passengers, the latter 64. The former is 34 feet 4 inches
long over collision fenders, weighs 25,340 pounds, and requires
two 35 horse-power motors on maximum traction trucks. The
double-deck car is 28 feet long over collision fenders, weighs 21,-
336 pounds, has two 25 horse-power motors with a single truck,
uses 65 per cent. as much power as the single-deck car, yet can
climb steeper grades and run at higher speeds, costing complete,
about 60 per cent. as much. Points like these told strongly in
favor of the double-deck car, but the weak point was the staircase
and its effect on stops. The insecurity of the common staircase is
familiar to every one who has ridden on London omnibuses, the
type being in universal use on the Continent as well as still on
many English cars. The possibility of having passengers pitched
backwards off the stairs had tended to make stops long enough to
enable people to safely ascend or descend, and hence the feeling in
favor and the trial of single-deck cars. But this difficulty was en-
tirely solved in Liverpool by the introduction of the reversed
staircase, in descending which a passenger faces in toward the
car body and is in every way completely enclosed, a stairway so
safe that the Liverpool Corporation has absolutely no case on
180
record of a person being injured on it, and it is now adopted on
almost all new cars built in England. The result is of immense
importance, for stops can now be made as short as with single-
deck cars, it being the rule in Liverpool that passengers on the
upper deck wishing to alight must descend to the platform before
the conductor gives the signal to stop. The absolute safety of the
reversed staircase at all speeds and on curves makes this require-
ment practicable, and for the same reason there is absolutely no
waiting for passengers to ascend to the upper deck before a car is
started.
Not only this, the Liverpool double-deck cars actually tend to
make shorter stops than single-deck cars; for, as the general man-
ager pointed out to the writer, the upper-deck passengers are more
ready to get off promptly than those inside, having, of course, to
be always ready on the platform; whereas those inside are often
seen to linger even till the car stops before leaving their places.
Moreover, the writer accurately timed many stops in Liverpool
and found the average time consumed by each passenger getting
on and off to be 1.9 seconds, including persons boarding and
leaving the cars when in motion. He then timed the stops in one
of the largest American cities, where the cars are operated quite
similarly to Liverpool, and found that, even with a twelve-bench
open car and all its entrances at every seat, the time per passen-
ger averaged 2.8 seconds. But this is not surprising when one
considers the obvious disadvantages of open cars, such as the
hunting for seats after a car has stopped, the effect of the high
steps on old, large, or infirm passengers, and the difficulty of the
conductor to determine just when all passengers are safely on and
off. Whereas the double step and entrance of the latest English
double-deck cars seems to be the safest and quickest feature of
the kind in use. The center post adds greatly to safety; the double
passage enables two seats of passengers to get on or off at once,
or one set on and one off, all under the eye of the conductor, and
much better than with open cars because of the easier steps and
more convenient handles; and passengers again do not delay the
car to find seats, doing this below or above after the car has
started.
As to whether the single-deck car can be loaded and
unloaded at terminal points more quickly than the double-deck
181
car, one English manager was recently quoted as saying that
they can be much more quickly, but another says that he does
not find the difference in time appreciable. Both men use only
double-deck cars, both have been to America, but the second
studied specially the relative merits of single and double deck
cars before finally choosing the latter. As entrance steps are
higher than those of any staircases, they would seem to be the
determining factor to a large extent of speed in loading and
unloading. The writer found once that, at a very crowded ter-
minal under the most favorable conditions for open cars, the
latter were no more quickly loaded than closed cars, the average
time for each passenger to board working out the same in each
case within 3-1000 of a second. Judging from this, one would
expect the open car to require longer stops at ordinary terminals
than closed cars, especially when one has seen a full minute's
stop required for one infirm woman to get on and often found
ten-second stops common for other single passengers.
3. A stairway perfectly safe at all times is evidently an abso-
lute necessity for a satisfactory double-deck car service on
crowded lines. The English reversed stairway meets this re-
quirement, and, as well as other kinds, has been most carefully
studied and tested by the writer under many conditions. Its
widespread adoption throughout England is a sign of its perfec-
tion. Equally safe other types can be made, careful enclosing
being essential. Accidents on any car stairs have been very
rare in England. A clerk in the Board of Trade office, where
returns are sent in, remembered none. The writer has two
cases, however, where one man was jerked off one of the old
common staircases on a tramcar into the street and another off
the stairs of a London omnibus. Some of the first stairs were
nothing but iron ladders with bars instead of treads. Omnibus
stairs have been very steep in many places till quite recently, and
still without accidents. Of the 1,004 accident in 1902 of two of
the largest Paris companies using double-deck cars and omni-
buses less than 1½ per cent. occurred on the stairs.
4. It is generally believed in America that the headroom
under bridges, elevated railway girders, subway roofs, etc., is
too low to allow double-deck cars to be run. This impression
was also found in Berlin. The mistake is readily made of be-
182
lieving that such cars must have a height above the lower floor
of at least two ordinary men added together, making a total
height of 15 or 16 feet. While such a height may be desirable,
it is not necessary, even for the amplest headroom, as two forms
of the knife-board seat car, which has been built and tried in
this country, allow the total height to be cut down, say from 15
feet 9 inches to 13 feet 8 inches, still keeping the standard Eng-
lish headroom on each deck. In Europe it is usually thought
better to give every passenger a seat, even though reducing the
headroom, so that one has to stoop a little in moving about,
rather than to use a single-deck car with only one-half or one-
third the capacity. In order to use double-deck cars in Eng-
land expensive street lowerings are often made or bridges raised
to give uniform clearance throughout a system. One city has
just voted the money to get rid of the last low bridge in order
to make possible the abandonment of the last line of single-deck
cars. In Paris there is always headroom for the tallest persons
to sit down, but the aisles of the upper deck are sometimes even
less than five feet from floor to ceiling. The writer has carefully
studied the minimum height which a double-deck car could have,
and has designed an electric motor car of the knife-board seat
type with enclosed upper deck, using European precedents for
every feature throughout, so as to leave no question open as to
practicability, and found, without using even the lowest Eu-
ropean headroom inside, a height possible from rail to roof of
11 feet 2 inches. Such a car in New York, if enclosed through-
out, could probably seat eighty passengers. This result may
seem incredible, but it does not even then take the minimum
French headroom, viz.—that found on the upper decks of the
double-deck steam cars of the Ouest Company, model of 1879,
still largely used in suburban service about Paris, which have a
maximum height under the center of the roof of 513 inches,
enough, however, for a man 6 feet 2 inches high to be seated,
even with a tall hat on; but he would have to stoop to pass under
the 454-inch entrance. If one applied these dimensions to the
upper deck of the "minimum" car it would cut the height down
about 6 inches more to 10 feet 8 inches, and still allow what is
given the majority of suburban third-class passengers from the
most used station in the world. Fortunately, even in American
183
cities, such a sacrifice of headroom to seating capacity would
be unnecessary, and it is possible to run double-deck cars any-
where with more clearance inside than found under any of the
Paris roofs, as much as found with the English cars where the
height is practically unrestricted.
A few heights of cars may be interesting. The lowest en-
closed roof French street cars are probably those of the Nogen-
tais Railway, which measure 14 feet 5 inches from rail to roof.
The double-deck steam cars of the Ouest Railway just men-
tioned are 13 feet 11 inches high. A 6-foot man on the Berlin
trail car roofs would come about 14 feet 9 inches above the rail.
The standard Liverpool top-covered car is 16 feet 5 inches over
the trolley base, having cross seats on the roof. The Cardiff
Corporation cars, with cross seats, but no top covers, were de-
signed to pass under bridges 15 feet above the rail. Double-
deck motor cars are not used in Berlin, the chief reason given,
and for Germany, also, being the low headroom under bridges,
and except for which they would be used, but the minimum
height underneath seems to be about 13 feet 6 inches, not at all
too low, as the writer pointed out to the street railway engineers
there. The latest double-truck motor car in Berlin, with
double-truck trailer, has only sixty-five seats, requiring two con-
ductors, taking twice the street space of the Liverpool cars with
their sixty-four seats, easily looked after by one conductor, illus-
trating in other ways easily seen the advantages of the double-
deck type.
5. Some Americans are disagreeably impressed with the low-
ness of ceilings in European cars, and one car builder was quoted
above who spoke of how "the light, airy appearance of a modern
high and wide monitor-deck car contrasts strongly with the low
and dark ceiling of the double-decker." But the ceiling of the
latter can no longer be called dark, consisting as it does in the
latest types of millboard painted white and easily cleaned. And
when one is used to the lowness he never seems to think of it,
especially as it is now associated with very efficient methods of
ventilation. From the stuffiness of the London omnibuses in
summer to the many ventilating devices on the Liverpool cars
is a long step, a step farther than one taken in this country, for
some of the Liverpool transoms could be open in a driving rain
184
or snowstorm; others at the front end can open the way the car
is going and send in a strong breeze, passing out through the
rear transoms opened the opposite way. There is still further a
sliding panel in the tops of the doors. Everything is arranged
to allow fresh air to enter in all weathers without draughts.
Those passengers who in this country would want the inside
windows open or to ride in open cars, merely go up on the
upper deck, where the top cover, when open, allows more air
and light even than our open cars, with equal protection from
rain and sun, if desired.
The total air space inside the two decks of a Liverpool top-
covered car is slightly greater than that of a double truck closed
New York car, thus allowing more air space per passenger when
the cars are equally filled. This should tend to offset any objec-
tions to low ceilings, especially on account of the many pro-
visions for circulating air, as found in the Liverpool cars.
Those passengers who would object to the low European
ceilings and compact seating arrangement should remember
that by introducing such things in America it should be possi-
ble to give every one a seat, practically, even at the rush hours.
It is surely pleasanter to be seated under a low but light white
ceiling, illuminated at night with softened incandescent lights,
than to stand packed in with others under a high ceiling with
naked lights staring one in the face at night. The utilization of
every inch of room for seats is one of the ways that such con-
gestion as is found in America has been prevented in Europe.
Of course, the limited amount of standing allowed by authorities
abroad forces foreign managers to provide every seat possible,
for when a car is "complet" its earning ceases. The Ameri-
can manager is more fortunate, and gets his best return from
standing passengers. But it seems as though standing has been
overdone in this country, even from a financial standpoint. Ex-
treme overcrowding causes loss of fares, encourages accidents.
and results in very serious loss of time in stops, the writer hav-
ing timed stops of over a minute for two or three passengers to
get off closed cars.
6. The comparative figures for the Liverpool single and
double deck cars are perhaps sufficient to illustrate the economy
of the latter type when the ratio is taken between seating capacity,
185
or even comfortable carrying capacity, and length, weight, cost
and current consumption. One further comparison, however, may
be of interest. Some of the Liverpool single-deck American cars
had stairways and an upper deck added, being used Saturdays,
Sundays, holidays, and other times when cars of large capacity
would be useful. Their seating capacity was increased by 60
seats on the upper deck, from 40 to 100, the length over all being
41 feet; weight, 31,360 pounds, complete; two 35 horse-power
motors still being sufficient. The largest closed cars in New York,
the semi-convertible Third avenue, with cross seats, formerly
seated 48 passengers, being 41 feet 10 inches over all, weighing
36,000 pounds, and having four Westinghouse No. 69 motors.
Any one who has studied the construction of the best European
double-deck cars has no doubt of their strength. The weakest
ones of the type seen by the writer were made in America, and he
failed to notice any such creaking and movement of the windows
as found on some of the best lines in this country.
As to the relative amount of track wear by single and double
deck cars, the writer found it impossible in Liverpool to determine
the speed of cars from the number of rails passed over, because
the joints were in such good condition; but, of course, most Eng-
lish rails are comparatively new. The writer certainly found no
track in England as bad as that in at least one American city,
where an immense amount is gouged on the surface, for long dis-
tances on tangents as well as on curves, due chiefly, according to a
high authority, to the running of too light cars. English man-
agers are evidently thinking about the future of their rail joints,
partly as a result of seeing American track wear, but if their cars
are too heavy, they are likely to avoid the perhaps worse evil just
mentioned, which often causes intolerable noise, especially when
cars run at any speed.
As to the stability of double-deck cars, it was surprising to find
in England how smooth-running the single-truck cars were, no
oscillation being noticed even on curves. Where derailments have
occurred, it would seem as though the chief blame should rest on
the Board of Trade, which does not allow a large enough groove
to the rails nor a high enough guard rail on curves. Speeds in Eng-
land in the cities, both maximum and average, as tested by a speed
indicator, seem often quite as high as in American cities. The long
186
and extensive use of double-deck cars on steam railways in
France and elsewhere is a sign of their safety. As to the ability
to withstand wind pressure, all the Liverpool top-covered cars
were out in the gale of February 27, 1903, with their roofs enclosed
by mistake, but they were uninjured, though great damage was
done by the wind everywhere, and a railway train was blown over
on a viaduct.
One of the reasons given for trying single-deck electric cars
in Liverpool was "that the speed would render outside traveling
dangerous," and the writer has a case before him where a man
standing on the roof of a Leeds car was jerked off into the street.
But this is evidently a rare accident, and people are often jerked
off other parts of cars; moreover, it could not occur with the
enclosing found on the new Liverpool cars, much less with a
semi-convertible upper deck.
7. The providing of adequate room in double-deck cars for
the circulation of passengers is a matter that requires careful
study to meet American conditions, but almost any arrangement
would afford more space than is now found at the rush hours,
both in closed and in open cars, when one has to push his way
between standing passengers in closed cars, or sitting passengers
in open cars. The collection of fares in a double-deck car and the
proper stopping and starting by the conductor could not be more
difficult than now at times, and could hardly fail to be better with
all or 100 of the passengers seated instead of 36 or 55 at the most.
One conductor has no trouble abroad with cars seating 70 or 80
passengers, in spite of the half-penny fares and the having to
punch and give out tickets. The advantage of the English
entrance has already been given out.
It seems as though the double-deck car should present an
attraction at this time to American managers. The drawbacks
which made it a failure in this country hitherto have all been
overcome in England. England has profited greatly by American
experience in electric railway developments. There seems no
reason why we should not profit by hers, and catch up with the
congestion which has assumed such appalling proportions in some
of our cities. Once having caught up with it, as seems possible
now, perhaps we can in the future avoid such dangerous over-
187
crowding just as Europe has done, to the advantage both of the
public and the street railway companies.
Enough has been said to show that the American car builder
quoted above was mistaken in saying that the double-deck car
"must needs be made slow." That it must needs be "uncom-
fortable," also, in order to have seats on the roof, probably refers
to having longitudinal seats inside; but those seats in England,
as a rule, are almost identical in shape and covering with those
in the standard closed New York cars, and the writer never found
any cross seats as comfortable as the luxuriously cushioned,
spring-supported seats of the London United Tramways. One
other quoted statement needs consideration, viz., that "the awk-
wardness, if not danger, of mounting the stairway prevents all
but the young and strong essaying it." The immense popularity
of the London omnibus roof, with the worst stairs in England,
and the successful record of the reverse stairway, would seem to
answer this sufficiently.
Still, an American car builder raised the question whether
people in this country would climb any stairs, even to get a seat.
But every person asked has answered this in the affirmative. It
would be less than seven feet to climb, and probably not so hard
for many people as getting on open cars, especially if the stairs.
were as easy as in an ordinary house; only it has been pointed
out by an expert that accidents would be even less likely to occur
on steep than on easy stairs, for passengers would tend to take
more care on the former than on the latter; and that this would
also be the case with any drunken man, for the same reason that
one sobers up when he sees a policeman. Drunken men, however,
seem to give no trouble in Europe, none that the writer could
learn of.
As double-deck cars have never gained a foothold in
America, it seems less important to quote the opinions in their
favor of those who experimented with them than to find out why
the cars were given up. The Street Railway Gazette of June 1,
1895, contains the following of interest:
"The St. Louis Globe-Democrat recently interviewed sev-
eral street railway managers in reference to the use of
double-deck cars. One official, when asked why these cars
were not operated, stated that his company had trouble
188
enough on hand without trying to find new ones. 'One St.
Louis line,' he said, 'had a few of them a few years ago.
They are popular in Paris, but would not be in St. Louis
for the simple reason that our cars climb too many hills,
turn too sharp and short corners, and, above all, run too
fast. Speedy cars must not be top-heavy, which is just
the case with the double-deckers. Besides being a con-
stant source of annoyance, they also invite accidents. At
least, that is my opinion from the construction of the car.
Then there is too much work for one conductor and not
enough for two.'
"Winthrop Bartlett, civil and electrical engineer, and
connected with the St. Louis and Suburban Railway Com-
pany, readily gave his experience with the double-deckers.
"The St. Louis Cable and Western Railway,' he said, 'tried
that kind of cars and soon tired of them. In 1885 an order
for fourteen cars was given, and a few weeks after their
arrival the officials were convinced that they would not
prove a success. On the contrary, they were a nuisance,
as every drunken man or hoodlum who boarded the car
wanted to go 'upstairs,' as they called it. One conductor
had charge of both decks, and many threw up their jobs in
consequence. I am firmly convinced that the old cable
company lost many nickels each day through neglect on the
part of the conductor or the shrewdness of the passengers.
The cars were run two seasons, then the officials of the
company decided that they were not suitable for the line and
they were turned into the sheds. Later on the upper deck
was removed and the car fixed up as an every-day car."
The difficulties mentioned in the first interview have all been
overcome in England, and taken up above except the question
of climbing hills. Ten-per cent. grades are quite common in
England and are climbed by double-deck cars without any
trouble. In regard to difficulties for conductors it must be re-
membered and emphasized again that double-deck cars in this
country need not carry any more passengers than are carried
now, crowded on a single deck, and that such passengers would
be distributed so that each should have a seat and the aisles be
kept free. If the foreign designs of cars do not allow an over-
seeing of the upper deck that would seem desirable here there
is another type which has been carefully studied out to suit
American conditions and approved by leading European au-
thorities. This type, at least, would allow a separate compart-
189
ment for smokers all the year round-a thing considered very
necessary in England.
If there are any who would condemn double-deck cars
because of their appearance, one must plead that, whenever it is
a case of relieving congestion, which is both inconvenient and
dangerous, our ideas of what a car ought to be in form should
give way, as in other countries, to what is most practical, to
what affords the largest number of seats and other considera-
tions. If new cars were cleaned daily with oil as in England the
result would go far to make up for any unattractive novelty of
form.
It would seem as though the success and popularity of the
modern double-deck electric car in other countries, considering
all the advantages, would appeal to American companies.
Granted that they do, could the companies afford to introduce
them? There are several features that could be added to new
cars which some authorities seem to think would make them
not only pay for themselves, but be a source of greater profit to
a company than cars now in use. The astonishing record of the
Minneapolis gate in cutting down the damage account of the
Twin City Rapid Transit Company one-half makes one wish
that such a money-saving device could be used in connection
with double-deck cars. An expert for one large American
street railway company strongly approved a double-deck car
design with such a feature, and said the car would save his com-
pany $150,000 a year. Such a saving would probably enable
that company to scrap its entire rolling stock, to buy new cars
with twice the present seating capacity, and, the writer has been
assured, to have something still left over in the way of yearly
profit. But, while the public are used to gates or doors on all
elevated trains, it has been considered doubtful whether they
would take kindly to any such feature added to surface cars in
such a city as New York, even though it would reduce acci-
dents to themselves enormously and really increase the schedule
speed instead of diminishing it. The writer has been trying to
devise a modification of the Minneapolis gate, which could be
even more quickly and easily operated and satisfy both pas-
sengers and company under the severest conditions of city
traffic.
190
But even if such a thing would not be satisfactory, there is
still another effective way of cutting down damage accounts, so
as to leave income available for interest on indebtedness for
new equipment. Liverpool cars not only have a per-
fect staircase, but they have an even more astonishing feature
in the plow life-guard-a device which makes it absolutely im-
possible for any one to get run over. The record of this fender
may seem even more incredible than that of the staircase, but
the writer sees no room for doubt after the fullest examination
and inquiries on the spot. The guard consists of a wide board
entirely surrounding the wheels, plow-shaped under the ends of
the cars, fastened to the truck so as to keep at a fixed level
above the track. The ends are blunt and covered with rubber;
the bottom has a strip of belting close to the track; the collect-
ing of snow in the rear is provided against. As in Berlin, also,
the fronts of the Liverpool cars have very sharp corner and
projecting feature done away with, so that if any one is struck
the chance of injury shall be reduced to a minimum and nothing
will hit a person lying on the track till the plow pushes him off.
Every child, man and woman who has been under cars equipped
with the Liverpool plow life-guard has been pushed off the track
practically uninjured. The writer has records of every such acci-
dent up to February of this year where persons were actually
under cars, and not once was even medical attendance required.
Last year a bicyclist got under an old form of life-guard and
was killed; this year one was knocked down, but was shoved
out of the way by the plow guard, with his wheel, and rode off
afterward. This guard can be applied to double trucks as well
as single, and its introduction into American cities seems of the
utmost importance. As street railway companies maintain the
paving between rails there need be no trouble as to unevenness,
and as to speed the Liverpool cars seem to have as high a max-
imum as is common in similar American streets. There is no
patent whatever on this guard. The wheels in Berlin are some-
what similarly protected, and the damage account there is amaz-
ingly small for one of the largest systems in the world.
One could go on naming other ways in which American dam-
age accounts could be reduced. The universal use of power or
emergency brakes in European cities undoubtedly saves many
191
•
accidents.
There seem to be no panics there from blowing
out of fuses, circuit-breakers being the rule, and even they are
being put on the car roofs in Berlin, so that no flame or sparks
can possibly reach or frighten a passenger. Berlin fuses are
enclosed in boxes of fireproofed wood, and should one happen
to blow out, its flame is carefully directed downward into the
street. Dashers and bumpers there are being covered with
steel ribs to reduce injury to any one struck, and switch sticks
and couplings are kept out of the way of a person falling on the
track.
In considering the best type of double-deck cars to meet the
conditions in New York, the writer has made many studies and
designs. Where overhead structures would allow it might be
best to recommend the general type perfected in England, with
cross seats on the upper deck, reversed staircase at each end,
double entrance, with the roof capable of being tightly enclosed
in winter. This type would commend itself to railway managers
because of its successful record, its freedom from accidents and
other advantages already mentioned. If thought best, present
closed and open cars could be remodeled, as was done with the
American single-deck cars in Liverpool, by replacing the roof
with an upper deck, adding staircase and improving the plat-
forms, perhaps. With liberal allowance of space for each pas-
senger on the upper deck 48 seats could be added to the capacity
of a closed car, giving a total of 84 seats instead of 36. If pas-
sengers were seated as closely as in England, a total of 104 seats
or even 110 would be possible. If such a car had the English
heights inside of 6 feet 6 inches from floor to ceiling of the
lower deck and 6 feet 1 inches under the roof of the upper deck,
it would be 15 feet 9 inches high from rail to roof. Types of the
knife-board seat car could be made about two feet lower from
rail to roof with the same headroom inside, and, as already
shown, could be run wherever single-deck cars are now, still
allowing more headroom than found in Europe.
192
SUMMARY OF FACTS IN REGARD TO DOUBLE-DECK
i
To
CARS.
summarize some facts in regard to double-deck cars:
1. Extent to which used. Of the 6,660 electric cars in Great
Britain and Ireland, 90 per cent. are double deck and 10 per cent.
single deck. Of the 3,517 cars in cities having 100 or more in
use, 94 per cent. are double deck and 6 per cent. single deck.
Of the 450 electric cars in Manchester, 425 are double deck or
94 per cent.; of the 611 electric cars in Glasgow, 590 are double
deck or 97 per cent.; of the 480 electric cars in Liverpool, 468 or
98 per cent. are double deck; of the 400 electric cars in use in and
about London, all are double deck. Double-deck cars are also
much used in Paris, also in Lyons, some in Italy, on steam rail-
roads in and about Paris and in Denmark, and in Egypt,
Australia, Tasmania, New Zealand, South Africa, Buenos Ayres
and the City of Mexico. They have been tried at different times
in many places in the United States.
2. Experience of Liverpool. The general manager of the
Liverpool Corporation Tramways states that, "When electric trac-
tion was introduced in Liverpool (in 1898), it was thought de-
sirable to follow the Continental and American practice of adopt-
ing single-deck cars. The two main arguments in their favor
were (first) that the speed would render outside traveling danger-
ous, and (second) that too much time would be occupied in
ascending or descending the staircase. The first objection can
only apply to one-half the year, and the second was entirely met
by adopting a staircase which enables conductors to refuse to
stop the car excepting to the order of a person actually on the
lower deck, as the staircase can be safely used whilst the car is
traveling at any speed." Double-deck cars are now the standard
in Liverpool. They seat more passengers than the first single-
deck cars, while they are shorter, lighter in weight and take less
power. The upper decks are now being enclosed with a top cover,
making them somewhat similar to American open cars, and fur-
nishing protection against rainy and wintry weather. No acci-
dents have ever occurred on the Liverpool reversed staircase,
193
}
which has been largely adopted throughout England, overcoming
the chief objection made against double-deck cars, both abroad
and in the United States, viz., that they must be slower than
single-deck cars, and hence cost more to operate, because must
make longer stops in order to allow passengers to safely ascend or
descend the staircase.
3. Enclosed upper decks. Enclosed upper decks are being
tried in various places in England, besides Liverpool, such as
Sheffield, Huddersfield, Halifax, Darwen and Bradford. They
have been used on steam tramcars in England and Germany, are
found on steam railroad cars in France and Denmark, and on
recent electric cars in Paris.
4. Heights of double-deck cars. Following are some heights
of low cars in Europe. The steam cars of the Ouest Railway of
France, model of 1879, used largely for suburban serv-
ice, are 13 feet 11 inches from rail to roof. The enclosed
roof, single truck, electric cars of the Nogentais Railway are 14
feet 5 inches high. A six-foot man standing on the open upper
decks of the Berlin trail cars would come about 14 feet 9 inches
above the rail; and on the Cardiff Corporation cars 15 feet. The
standard Liverpool top-covered car is 16 feet 5 inches over the
trolley base. While single-deck cars are used on some English
tramways on account of low headroom under bridges, as in Birk-
enhead, in other places streets have been lowered, as in Cardiff, or
overhead bridges raised to gain necessary headroom.
5. Headroom inside cars. The standard headroom inside the
lower decks of the latest Liverpool cars is 6 feet 6 inches. Inside
the top-covered upper decks it is 6 feet 2 inches. Heights under
French roofs are much lower, the headroom in the aisles of the
enclosed upper decks of a Nogentais Railway car measuring 5 feet
4 inches, heights in aisles of some of the Paris cars being 5 feet
24 inches, 5 feet 1 inch, and 5 feet, the lowest headroom probably
being that of the 1879 models of the Ouest Railway cars, where
the height under the center of the roof is 4 feet 3 inches and
under the entrance opening 3 feet 9 inches.
6. Air space and ventilation. The total air space inside the
two decks of a Liverpool top-covered car is about 6 per cent.
greater than that inside a standard double-truck closed New
194
York car. The Liverpool car has numerous methods for adequate
ventilation without draughts.
7. Allotment of space for seats and aisles. In England the
space allowed per passenger on inside seats is 16.7 inches with the
common single-truck car. It is often as little as 16 inches, rarely
18; 17 inches is called the usual allowance. Upper-deck cross
seats for two passengers are usually 32 inches long and spaced
from 23 to 30 inches apart, with centre aisles as narrow as 121
inches. The minimum allowances mentioned are found on the
Liverpool top-covered cars, which seat 64 passengers with a length
over collision fenders of 28 feet, as compared with the single-
deck cars 34 feet 3 inches long over fenders with only 40 seats.
Some of the latter have had upper decks added, providing 60 more
seats, or 100 in all, with a length of 41 feet over fenders.
8. Conductors. One conductor handles double-deck cars in
England seating up to 70 or 80 passengers. On certain cars
licensed to carry 124 passengers, with two center and two end
entrances, each double, two conductors are carried. Certain Paris
cars, allowed to carry 78 passengers, also have two conductors.
9. Accidents. No government statistics are available as to
accidents on English tramways. Of the 1,004 accidents officially
reported in 1902 for two of the largest Paris companies using
double-deck cars and omnibuses, 14 or 1.4 per cent. occurred to
passengers falling from the upper deck in going up or down.
10. Length of stops. From timing stops of double-deck cars
in Liverpool, the average time consumed per passenger getting on
and off worked out at 1.9 seconds. In a large American city,
where cars are operated quite similarly to Liverpool, the length
of stop per passenger averaged 2.8 seconds with an open twelve-
bench car. English double-deck cars generally have a double en-
trance at each end on one side. On the Continent, a single en-
trance is common, often only at one end of a car.
JOHN P. Fox.
June 27, 1903.
195
ADDENDUM C.
AS TO STREET OBSTRUCTIONS.
LETTER OF MR. GEORGE H. GILMAN TO THE LEGAL
COMMITTEE OF THE MERCHANTS' ASSO-
CIATION OF NEW YORK.
(COPY.)
LAW OFFICE OF GEORGE H. GILMAN,
67 Wall Street,
THERON G. STRONG, ESQ.,
I
NEW YORK, Jan. 15, 1903.
Chairman, Legal Committee,
49 Wall street, New York.
Dear Sir:
RETURN you herewith the letter of Dr. George A. Soper,
dated January 12, 1903. There are six questions which he
asks. From such investigations as I have been able to make, my
answers are as follows:
1. A street car has a right of way over its tracks in respect to
vehicles passing either way within the space embraced between its
tracks, but not on points where these car tracks cross over streets.
Here the rights are the same as those of other vehicles. Buhrens
v. Dry Dock Company, 53 Hun., 571; affirmed 125 N. Y. 702.
2. Section 402 of the City Ordinances provides that carts may
not be placed crosswise in the streets, except for loading and
unloading, and for not more than five minutes.
"It shall be lawful for the owner or occupant of any store,
warehouse or building in any street or avenue in which the
rails of any railroad company are set so close to the curbstone
as to prevent the owners or occupants from keeping any such
197
cart or other vehicle in the carriageway in front of his place
of business that interferes with the passing cars of any such
railroad company, to occupy with the cart or other vehicle
so much of the sidewalk as is necessary for such cart or
vehicle. . . . In no case shall it be lawful to place such cart,
wagon or other vehicle crosswise of the carriageway on
Broadway below 34th street, nor shall any cart, wagon or
vehicle be allowed to remain in front of any premises on the
said part of Broadway, unless placed in close proximity to the
curbstone with the side parallel thereto, and only remain dur-
ing the process of loading and unloading."
Since the city has authority to make the above ordinance, it
might also adopt similar ordinances relative to carriages on other
thoroughfares than Broadway.
3. Subdivision 6 of Section 222 of the City Ordinances pro-
vides:
"In placing building materials in the street, the said ma-
terials shall be so placed as to occupy not more than one-third
of the width of the carriageway of the street or avenue. On
any street or avenue where railroads occur, such materials
shall not be placed nearer the track than two feet.”
Comparing this section with 402 above referred to, it is evident
that the ordinances intend that street car traffic shall not be inter-
fered with by trucks, loading or unloading, at all.
Not only are the trucks forbidden to deposit anything within
two feet of the car track, but if the rails are so close to the side-
walk as to interfere with the truck, it is given the extraordinary
right of standing on the sidewalk.
4. In addition to the usual rule of the road which directs that
the carriages shall pass each other by turning to the right, and
that an overtaking vehicle pass to the left of the other, section
371 of the Corporation Ordinances prescribes that all carts, trucks
or carriages driven on Broadway below 34th street, must be driven
on the west side of the carriageway when going in a southerly
direction, and on the east side of said carriageway when going in
a northerly direction, and that a space of ten feet shall be main-
tained between vehicles following each other at the intersection of
streets.
198
Since there is a corporation ordinance affecting the lower part
of Broadway, there is no reason why a similar ordinance could not
be passed affecting other parts of the city.
5. The only legal provision already existing, of which I am
aware, are those under section 371, which further provides that in
crossing streets the vehicles should go one abreast.
6. There is a provision in regard to trucks and heavy vehicles
being driven on Fifth avenue, the legality of which I have never
seen questioned. I think it would be a constitutional ordinance if
certain streets were specifically designated for loaded vehicles, but
I am unable to formulate any plan as to the extent to which this
should be done.
Yours respectfully,
GEORGE H. GILMAN.
199
ADDENDUM D.
REPORT OF MR. EMMETT R. OLCOTT
FOR THE LEGAL COMMITTEE OF THE MERCHANTS'
ASSOCIATION OF NEW YORK AS TO THE
LAWS GOVERNING USE OF STREETS.
T
(COPY)
HE Committee on Engineering and Sanitation have pro-
pounded the interrogatories hereinafter set forth to the
Legal Committee of The Merchants' Association for answer:
1st. What are the respective rights of pedestrians and of
vehicles upon the roadway, as distinguished from the side-
walk; discriminating, if necessary, between the rights of the
pedestrian upon crosswalks, and upon other parts of the
roadway?
2d. What, if any, are the limitations upon the use of
the roadway by vehicles? For example: Can vehicles stop
and stand for an indefinite time upon the roadway for any
purpose, and particularly for loading and unloading merchan-
dise, etc.?
3d. How far may city ordinances assume to regulate or
limit travel upon, or the use of city streets, without encroach-
ing upon the constitutional or Common Law rights of per-
sons entitled to use the streets?
201
ANSWERS.
1st. The answer to the first question is succinctly given in
the following language used by the Court of Appeals of this
State:
"Neither footmen nor teams have any right of way superior
to the other. They each have the right in common, and equally
with the other."
Barker vs. Savage, 45 N. Y. 196,
54 N. Y. 245.
"A person on foot has a right to cross the street where he
pleases."
Moebus vs. Herrman, 108, N. Y. 349.
2d. To the second interrogatory:
The law as to the use of streets is tersely stated by the
language of the Court of Appeals in the case of Callahan vs.
Gilman, 107 N. Y. 365:
The primary purpose of streets is use by the public for travel
and transportation, and the rule is that any obstruction of a
street or encroachment thereon which interferes with such use is
a nuisance. All interruption must be reasonable with reference to
the rights of the public, which may not be sacrificed or disre-
garded."
The rule appears to be that all interruptions to traffic must be
reasonable. It is a matter for the Courts to decide as to what is
reasonable. The obstruction of a street by the carts of a private
individual in business has been adjudged a nuisance, against the
plea that the business could not be as advantageously carried on
elsewhere.
Rex vs. Cross, 3 Camp. 224.
Matthews vs. Kelsey, 58 Me. 56.
202
In addition to the general rule as laid down in the decisions
cited, there is a special ordinance as to the matter, among the
General Ordinances of the City of New York under the Greater
New York Charter, that is set forth in Chapter 1, Sec. 402 and
reads as follows:
"It shall not be lawful for any public cartman, or for any
person driving or having charge of any public cart, or any
other cart, wagon, or other vehicle, to drive or back any such
public cart or any other vehicle onto the sidewalk of any of the
streets of said city, or to stop any such cart or any other
vehicle on any of the crosswalks or intersections of streets so
as to obstruct or hinder the travel along such crosswalks or
intersections of streets, or to place any such carts or any other
vehicles crosswise of any streets of said city, except to load
thereon or unload therefrom; but in no case shall it be lawful
for any person to permit such cart or other vehicle to remain
so crosswise of any street for a longer period than may be
actually necessary for such purpose and not to exceed five
minutes; but it shall be lawful for the owner or occupant of
any store, warehouse, or building in any street or avenue in
which the rails of any railroad company are laid so close to
the curbstone as to prevent the owner or occupant from
keeping such carts or other vehicles in the carriageway in
front of his place of business without interference with the
passing cars of any such railroad company, to occupy with
such cart or other vehicle during business hours so much of
sidewalk as may be necessary for such cart or other vehicle;
provided that sufficient space be retained for the passage of
pedestrians between the cart or other vehicle so permitted
to occupy such part of the sidewalk and the stoop or front of
every such store, warehouse or other building. In no case shall
it be lawful to place any such carts, wagons or other vehicles
crosswise of the carriageway on Broadway below 34th street,
nor shall any such cart, wagon or other vehicle be permitted
to remain in front of any premises on said part of Broadway
unless placed in close proximity to the curbstone, with
the side of such cart, wagon or other vehicle parallel there-
with; but carts, wagons and trucks shall only be allowed to
remain during the process of loading and unloading the same."
203
3d. To the third interrogatory:
The Legislature of the State represents the public at large,
and has, in the absence of special and constitutional restraint
and subject to the property rights and easements of the abut-
ting owner, full and paramount authority over all public ways
and public places. (Dillon on Municipal Corporations, Fourth
Edition, Chap. 18, Sec. 656.) This authority is delegated to
the Legislature to the municipal corporation.
The powers of the municipal authorities of Greater New
York, under its charter from the Legislature, and the duties.
of such as are to enforce the same will be found in the excerpts
now quoted:
The Board of Aldermen has power "to regulate the use of
the streets and sidewalks by foot passengers, animals or
vehicles; to regulate the speed at which horses shall be driven
or ridden, or at which vehicles shall be propelled in the
streets."
The Greater New York charter, Chap. 1, Sec. 50.
To prevent encroachments upon and obstructions to the
streets and to authorize and require their removal by the proper
officers. Id.
To make all such regulations in reference to the running of
stages, omnibuses, trucks and cars as may be necessary for the
convenient use of the streets, piers, wharves and stations. Id.
The word vehicle or the plural thereof shall be deemed to
include wagons, trucks, carts, cabs, carriages, stages, omni-
buses, motors, automobiles, locomobiles, locomotives, bicycles,
tricycles, sleighs or other conveyances for persons or prop-
erty. Id.
The Board of Aldermen has likewise power to provide for
the licensing and otherwise regulating the business of dirt-carts,
public cartmen, truckmen, hackmen, cabmen, expressmen, cab
drivers and boatmen. Id., Sec. 51.
It is the duty of the Police Department and force.
"to regulate the movement of teams and vehicles in streets,
204
bridges, squares, parks and public places;
to enforce
and prevent the violation of all laws and ordinances in force."
Id., Chap. VIII, Sec. 315, Police Department.
The care, supervision and control of the streets, squares and
commons within its limits is vested in the city.
The power to make ordinances respecting the streets,
wagons, cars, drays, etc., as shall be necessary for the security,
welfare and convenience of the city has been passed upon by the
Court of Appeals.
The broad proposition is well established that all municipal
corporations have the right to make ordinances to regulate and
limit travel upon, and use of, the city streets, without encroach-
ing on the constitutional or Common Law rights of persons en-
titled to use the streets, the only limitation being that the ordi-
nance must be reasonable.
The test of reasonableness would seem to be largely in favor
of the restriction of travel according to the uses and purposes of
the street, as, for instance, certain vehicles are not allowed on
the Speedway or upon Riverside Drive.
All of which is respectfully submitted.
FOR THE LEGAL COMMITTEE,
(Signed) EMMET R. OLCOTT.
Dated, New York, March 16, 1903.
205
ADDENDUM E.
RULES FOR THE REGULATION OF VEHICULAR AND
SURFACE CAR TRAVEL UPON THE STREETS OF
NEW YORK AND TO PREVENT OBSTRUCTIONS TO
SUCH TRAVEL.
PROPOSED BY THE COMMITTEE ON ENGINEERING
AND SANITATION OF THE MERCHANTS'
ASSOCIATION OF NEW YORK.
1. The word vehicle as used herein shall include every-
thing on wheels or runners, except street cars and baby car-
riages. Horses or other animals led or driven through the
streets must, so far as possible, conform to the rules pre-
scribed for vehicles.
2. Vehicles shall keep to the right and as near to the right-
hand curb as possible. Vehicles meeting shall pass each
other to the right. Vehicles overtaking others shall, in
passing them, keep to the left. A vehicle turning to the
right into another street shall keep to the curb in making
the turn. A vehicle turning to the left into another street
shall pass to the right of the center of the street intersec-
tion and thence to the right-hand curb of the street turned
into. No vehicle shall stop with its left side to the curb at
which the stop is made. If necessary to cross a street in
order to stop at a point on the opposite or left-hand curb, a
vehicle shall continue beyond such point to a sufficient dis-
tance, shall cross the street as nearly as possible at right
angles and return to the desired point in the same direction
as the travel on that side of the street.
207
Vehicles shall not be driven or propelled at a speed ex-
ceeding eight miles per hour, and they must be restricted
to lower speeds wherever necessary to prevent accident or
injury to persons or property.
Vehicles must approach all street crossings with speed
under such control that accidents may be avoided. No
turn shall be made in a street at a speed exceeding four
miles per hour.
3. No vehicle shall stand on any street between the hours
of 8 A. M. and 7 P. M. upon which electric cars are operated
at regular intervals of three minutes or less each way, ex-
cept while actually engaged in taking on or discharging pas-
sengers or while actually engaged in loading or unloading
merchandise, unless the street at the point of stopping is
of such width as to leave a clear space of at least ten feet
between the standing vehicle and the nearest rail of a car
track.
4. For taking on or letting off passengers and for load-
ing and unloading merchandise between the hours of 7
A. M. and 8 P. M. upon streets having car tracks, over which
cars are regularly operated at intervals of three minutes or
less in each direction, the following periods of time, and
no more, during which vehicles may stand on such streets
shall be allowed, viz.:
For loading and unloading passengers.. 2 minutes
For loading and unloading merchandise,
such time only as may be necessary
not to exceed...
5 minutes
No vehicle shall stop to load or unload merchandise
or freight on any such street in front of any business
house or residence which has a side or rear entrance
on another street upon which electrical cars are not
operated, without a permit from the Police Depart-
ment to do so.
5. When stopping for any purpose on any street between
the hours of 8 A. M. to 7 P. M. vehicles shall stand parallel
208
with and as near to the right-hand curb as possible, with
the front of the vehicle in the direction of the movement of
travel on that side of the street, provided that vehicles may
stand against and at right angles to the curb, where at
least ten feet will thereby be left clear between such stand-
ing vehicle and the nearest car tracks, or, where there be
no car tracks, two vehicles may meet or pass abreast on the
unobstructed part of the street.
No vehicle shall stand upon any street for any purpose
in such a position as to obstruct the car tracks and prevent
the free operation of cars thereon.
The words "stop" and "stand" as used herein shall not
apply to stops caused by accident, or by unavoidable unob-
struction or by other causes over which the owner or driver
of the vehicle has no control.
Upon streets having more than one railroad track no
vehicle shall be driven upon any track regularly used for
cars going in an opposite parallel direction, except for the
purpose of crossing such track.
6. Except when forced to do so by standing vehicles or
by other obstructions, no vehicle shall travel upon or so
near to any car track as to obstruct cars moving in the
same direction. And vehicles shall leave the track at the
first opportunity, so that cars may pass them. The intent
of this article is that no vehicle shall obstruct the regular
movement of any car moving in the same direction as the
vehicle, except where it is absolutely necessary to do so in
order that the vehicle may proceed along the street.
7. The officers and men of the Fire Department and Fire
Patrol, with their fire apparatus of all kinds, when going to,
on duty at, or returning from, a fire, and all ambulances and
the officers and men and vehicles of the Police Department
and all physicians having permits from the Police Depart-
ment shall have the right of way in any street and through
any procession except over vehicles carrying the United
States mail.
209
8. At street crossings cars or vehicles moving north or
south shall have the right of way over all others, except as
above mentioned, whenever the front end of the north or
south bound car or vehicle shall reach the house line at the
same time or before any part of an east or west bound car
or vehicle, or the horses of the latter, shall reach the house
line, unless otherwise directed by a police officer.
210
ADDENDUM F.
LIST OF UNUSED SURFACE TRACKS IN MANHATTAN.
BLEECKER STREET AND FULTON FERRY RAILROAD
COMPANY.
Miles.
On Beekman street, from Park Row to South street, single
track
On William street, from Fulton street to Ann street, single
track
.624
On Ann street, from Fulton street to Park Row, single
track
On Bleecker street, from Wooster street to Crosby street,
double track
On Crosby street, from Bleecker street to Howard street,
double track
On Howard street, from Crosby street to Elm street, double
track
1.648
On Elm street, from Howard street to Canal street, double
track
On Canal street, from Mulberry street to Elm street, single
track
.139
On Pearl street, from Park Row to New Bowery, single
track
.170
On Eleventh avenue, from 23d street to 14th street,, double
track
.766
3.347
SIXTH AVENUE RAILROAD COMPANY.
On Lenox avenue, from 110th street to 116th street, double
track
•
j
Miles.
.570
211
On Vesey street, from Broadway to Church street, double
track
On Vesey street, from Church street to West Broadway,
single track
.259
On Varick street, from Watt street to Canal street, double
track
.155
On Church street, from Barclay street to Chambers street,
single track
.174
1.158
BROADWAY AND SEVENTH AVENUE RAILROAD
COMPANY.
Miles.
On Thompson street, from Canal street to Fourth street,
single track
.673
On Sullivan street, from Grand street to West Third street,
single track
.567
On Wooster street, from Bleecker street to University
place, single track
.102
On University place, from Eighth street to Fourteenth
street, double track .
.327
On Greene street, from Bleecker street to Eighth street,
single track
.593
On Barclay street, from Broadway to Church street, double
track
.327
On Barclay street, from Church street to West Broadway,
single track
On Park place, from Broadway to Church street, double
track
.251
On Park place, from Church street to West Broadway,
single track
On Broome street, from Broadway to West Broadway,
double track
.372
On Church street, from Chambers street to Walker street,
single track
.360
On McDougal street, from Eighth street to Fourth street,
double track
.312
•
On Fourth street, from McDougal street to Thompson
street, single track
.095
3.979
212
On Fourth street, from West Broadway to Thompson
street, single track ...
METROPOLITAN CROSSTOWN RAILROAD COMPANY.
Miles.
.043
On West Broadway, from Third street to Fourth street,
single track
.052
On Waverly place, from McDougal street to Bank street,
single track
On Bank street, from Waverly place to Greenwich avenue,
single track
On Greenwich avenue, from Waverly place to Thirteenth
street, double track
On Thirteenth street, from Greenwich avenue to Thirteenth
avenue, double track (including short piece of single
track on south side of Jackson square)...
On Thirteenth avenue, from Thirteenth street to Four-
teenth street, double track...
2.190
2.285
DRY DOCK, EAST BROADWAY AND BATTERY RAIL-
ROAD COMPANY.
Miles.
•
On Lispenard street, from Broadway to Church street,
single track
On Vestry street, from West street to Greenwich street,
double track
.050
.094
.144
CENTRAL PARK, NORTH AND EAST RIVER RAIL- .
ROAD COMPANY.
Miles.
On Grand street, from Mangin street to Monroe street,
single track
.061
NEW YORK AND HARLEM RAILROAD COMPANY.
Miles.
On 33d street, from Lexington avenue to Fourth avenue,
single track
On 32d street, from Lexington avenue to Fourth avenue,
single track
•
.291
213
28TH AND 29TH STREET CROSSTOWN RAILROAD
COMPANY.
Miles.
On 33d street, from First avenue to East River, double
track
.083
On Eleventh avenue, from 34th street to 42d street, double
track
.795
.878
HOUSTON, WEST STREET AND PAVONIA FERRY
RAILROAD COMPANY.
Miles.
On Pitt street, from Houston street to Madison street,
single track
1.097
On Ridge street, from Madison street to Houston street,
single track
On 35th street, from First avenue to Lexington avenue,
single track
.373
On 36th street, from First avenue to Lexington avenue,
single track
.373
1.843
SECOND AVENUE RAILROAD COMPANY.
Miles.
On First avenue, from Fourteenth street to Allen street,
single track
.670
On Oliver street, from South street to Chatham square,
single track
.316
On Peck slip, from Water street to South street, single
track
On New Bowery, from Chatham square to Pearl street
(one track not in use).
On Worth street, from New Bowery to Broadway, single
track
.702
On 96th street, from First avenue to Second avenue, double
track
.284
On Allen street, from First avenue to Grand street, single
track
.400
2.372
:
214
42D STREET, MANHATTANVILLE AND ST. NICHOLAS
AVENUE RAILROAD COMPANY.
Miles.
On 109th street, from First avenue to Pleasant avenue,
single track
.135
On Pleasant avenue, from 109th street to 110th street,
single track
.050
On Amsterdam avenue, from 72d street to Manhattan
street, double track
2.740
On Twelfth avenue, from 34th street to 35th street, double
track
.106
3.031
METROPOLITAN STREET RAILWAY COMPANY.
Miles.
On 130th street, from Broadway to Twelfth avenue, double
track
.181
On Broadway, from Manhattan street to 130th street,
double track
.100
.281
215
ADDENDUM G.
URBAN RAILWAY TRANSPORTATION IN NEW YORK CITY.
Passengers carried on the Elevated and Surface Lines in all the Boroughs during periods stated. Compiled for the
Committee on Engineering and Sanitation of the Merchants' Association of New York, from statistics given in the
"Report of the Board of Railroad Commissioners of the State of New York, in the Matter of the Transportation
Problem in Greater New York," dated June 30, 1903.
PASSENGERS CARRIED IN FEB.,
MAR., APRIL AND MAY
(Not Including Transfers).
Per Cent.
of
Increase.
TRANSFERS IN FEB., MAR.,
APRIL AND MAY.
Per
1902
1903
Increase.
1902
1903
Increase.
Cent of
In-
crease.
Interborough, Manhattan Division...
Interurban, Metropolitan Street Railway
78,611,734
88.666,725
•
Total, Borough of Manhattan
126,767,510
205,379,244
131,085.617
10,054.991 12.75
4,318,107 3.41
219,752,342 14,373,098 7.00
Not stated.
Not stated.
46,321,834
51,788,180
5,466,346
11.80
46,321,834
51,788,180
5,466,346
11.80
•
Brooklyn Heights, all lines B. R. T..
Coney Island and Brooklyn.
Total, Borough of Brooklyn
82.069,869
9.059,996
89.396,634
7,326,765 8.93
15,703,648
17,137,914
1,434,266
9.13
2,985,780
925,784 10.20
2,001,218
2,024,105
22,887 1.14
91,129,865
99,382,414
8,252,549 9.05
17,704,866
19,162,019
1.457,153 8.23
New York and North Shore.
560.628
681,125
New York and Queens County.
3,340,428
3,909,018
120,497 21.49
568,599 17.00
None.
None.
517,176
629,642
112,466 21.75
Total, Borough of Queens
.3,901.056
4,590,143
689,087 17.66
517,176
629,642
112,466 21.75
Union Railway, total, Borough of the Bronx.
5,858,471
6,649,402
790,931 13.50
5,772,551
6,241,936
469,385
8.00
Staten Island, Midland.
593,051
758,411
165,360 27.88
Richmond Light and Railroad Co.
1.142.112
Total, Borough of Richmond.
1,735,163
1,257,574
2,015,895
165,360 10.90
88,745
115,967
91,556
110,445
2,811
3.17
Dec. 5,523
280,822 16.19
204,712
202,001 Dec. 2,711
Grand total, city of New York (not including
transfers), for four months..
308,003,799
382,390,286 24.386,487 7.91
70,521,139
78,023,778
7,502,639
10.62
Grand total, city of New York, passengers
(including transfers), for four months.
378,524,838
410,414,064
31,889,126 8.42
Daily average number of passengers (not including transfers)
Total number per year, estimated on above basis of four months.
2,770,000.
997,170,858.
216
Wohl when bound in
OP MICH.
SEP 17 1903
BEFORE THE BOARD
OF
RAILROAD COMMISSIONERS
OF THE
STATE OF NEW YORK,
At the Capitol, Albany, June 30, 1903.
Present: Commissioner GEORGE W. DUNN,
Commissioner FRANK M. Baker,
Commissioner JOSEPH M. DICKEY.
REPORT IN THE MATTER OF THE TRANS-
PORTATION PROBLEM IN GREATER NEW
YORK.
The transportation problem of Greater New York has been
the subject of much investigation by the Board of Railroad
Commissioners and its experts since the issuing of the Board's
orders on Jan. 28th and Feb. 11th. Recommendations have been
made from time to time to the several companies and steps taken
to ascertain that they were carried into effect.
The Board fully realizes the need of relief in the unfortunate
situation, and has acted not only upon the many suggestions offered
by the Merchants' Association and other organizations and citi-
zens of New York, but has consulted some of the ablest experts
in transportation matters in the country. While the result has
to some extent been gratifying, we believe that further improve-
2
ment can be made, and are determined to continue our efforts
to bring it about.
Since the hearing in January, the Board has investigated the
methods employed by the different railroad companies in Greater
New York in keeping the records of the movements of cars and
trains, with a view to suggesting such improvements as would
give the Board at the earliest possible moment the detailed
information and data necessary for its own action in suggesting
further changes.
تم
POWER SUPPLY.
The power supply has also received attention, and the Board
is of the opinion that this matter is of the greatest importance;
from the report of operations, which is herewith submitted, it
is evident to the Board that in most cases provision for additional
power should be made at once, and companies whose power will
be inadequate in a year from the date of this report have been
urged to make such provision.
This matter is at present being investigated by the electrical
expert of the Board, and a report on the power conditions of each
company will be submitted by him not later than July 10, when
the Board will issue a supplementary report on this subject.
OPERATION:
More cars
There has been an improvement on all of the lines.
are being moved, and there is now greater regularity in operating
them. When the new schedule ordered by the Board was put
into effect on the Manhattan Elevated there was more or less
friction and irregularity, but as the employees became more
familiar with the service better results were obtained, and from
reports made by our inspectors, who have for the past month
been investigating the operations, we learn that trains are now
run more nearly on schedule time.
The matter of increased service during rush hours is still under
investigation. As soon as it can be demonstrated that it is prac-
3
tical and that more trains can be operated with safety, orders
will be issued to increase the number.
As to the surface roads, a study of the tables herewith sub-
mitted will show an improvement, and as subway construction
progresses and conditions in the streets become more normal we
believe a marked change for the better will be shown.
The Board desires to express its thanks to General Greene,
Captain Piper and Commissioner Woodbury for their hearty
co-operation in trying to better the condition under which surface
cars run. As a result of their efforts more cars are run on the
Interborough lines and our reports show a decrease of causes of
detention of cars.
We are informed that an ordinance is now pending in the
Board of Aldermen designed to regulate traffic in the streets.
Such an ordinance would be of great aid to the police department
in preventing blockades and keeping the tracks more nearly free
for the surface cars.
CAR EQUIPMENT.
The matter of equipment has been gone into in a most thor-
ough manner. Constructions of cars used on the elevated lines
has been investigated as well as the methods of repairs, with a
view to adding to their strength and safety.
The new cars ordered by the Board for elevated service have
nearly all been received and are in service. The new closed cars
ordered by this Board to be used by the Interurban will have
a différent style of ventilation, similar to that used in steam roads.
The ventilators are so arranged that the air will be drawn outward
rather than in, as is done at times under present arrangements,
and it is believed that under the new scheme cars can be ven-
tilated in extreme cold weather without having a direct draught
upon any of the passengers. The grab handle on the bell shaft
has been remodeled so as to be about seven inches nearer the
conductor. This enables him to stand in the middle of the car
and ring up fares without interfering with passengers.
4
The Board has ordered that hereafter companies in their re-
ports to the Board of equipments shall report only such as are
actually fit for service.
SPITTING ON CAR FLOOrs.
The Board has called the attention of companies to the im-
portance of keeping the notices approved by the Board of Health
properly posted. There can be no doubt as to the good results
of this work, for the Board has inspected at different times the
cars which have been switched out for cleaning and find but little
evidence of violation.
ADDITIONAL TRANSFER POINTS.
To meet the requests of local organizations which have been
active in securing better transportation facilities, the Board has
investigated the subject of additional transfer points on some of
the important lines. It believes that they should be established
and has so advised the companies. Plans for new transfer points
are now being made, and the companies promise to have them
established at an early date.
BOROUGH OF MANHATTAN.
INTERBOROUGH MANHATTAN DIVISION.
Passengers Carried.
1902.
1903.
Increase 1903.
February
March
17,718,831
19,969,943
2,251,412
20,675,616 23,042,060
2,366,444
April.
20,096,043 22,974,934
2,878,891
May
20,121,544
22,679,788
2,558,244
78,611,734 88,666,725 10,054,991
5
Car Mileage.
1902.
1903.
Increase 1903.
February
March
April ..
May
3,486,912
4,392,348
905,436
•
3,924,883
5,054,556
1,129,673
3,908,273
5,045,191
1,136,918
4,042,655
5,153,600 1,110,945
15,362,723
19,645,695 4,282,972
Trainmen.
1902
1903.
'8061 as
Decrease.
Cond. Guards. Cond.
Guards.
Cond. Guards. Cond. Guards.
February
March
April ..
May
327 833 346
343 818 346 1,287
353 813 344 1,299
343 815 347 1,255
1,253
19 420
3
469
486 9
4 440
MANHATTAN DIVISION.
Statement Showing Greatest Number of Passengers Carried in
February
March
April ..
May
One Day.
1902.
1903.
801,506
864,629
808,616
883,863
792,426
917,060
775,246
886,376
The
All cars are equipped with the train or conductor's valve.
four or five steam trains in service will be out by July 1st, and all
lines operated by electricity after that date.
ADDITIONAL AND IMPROVED STAIRWAYS.
Plans have been drawn up and approved for widening and
otherwise improving a number of the downtown stairways, and the
company promises to complete the work as soon as practical.
6
TIME TABLE OPERATION.
The Board has had its inspectors check up the time table
approved by them January 29, 1903, and from actual tallies made
at the different terminal stations we find all trains scheduled are
actually in service.
Passenger cars June 1...
MANHATTAN.
Car Equipment.
1902.
1,512
1903. Increase 1903.
222
1,290
New cars purchased between February, 1902, and May, 1903,
360, numbered consecutively 40 to 241 inclusive, 202 cars; 1,121
to 1,218 inclusive, 98 cars; 1,255 to 1,314 inclusive, 60 cars.
FIRE PREVENTION.
The Board has investigated the construction of cars of this line
and find the floors and ceiling under bottom of cars all covered
with one-eighth asbestos board, which is treated with a highly
insulated compound, a special asbestos cloth tape designed and
manufactured for the purpose of forming the wires into cables.
Also the single wires are carried from the cables to the connections
on the apparatus, the braided asbestos being used, and at connec-
tion a braided asbestos sleeve embraces and covers all such connec-
tions. Each car before being put into service is subject to a test.
All of the electrical apparatus and wiring are tested with 2,000
volts alternate current for a period of from two to four seconds.
INTERURBAN (METROPOLITAN).
Passengers Carried (including transfers).
February
March
April.
May
1902.
37,862,765
1903.
40,127,983
43,992,730 46,217,524
Increase 1903.
2,265,218
2,224,794
44,100,999 47,260,303 3,159,304
47,132,850 49,267,987 2,135,137
173,089,344 182,873,797 9,784,453
February
March
Transfers.
1902.
10,850,338
11,985,619 13,116,314
1903.
Increase 1903.
11,691,065
840,727
1,130,695
April .
May
11,693,181
13,224,113 1,530,932
11,792,696
13,756,688
1,963,992
46,321,834 51,788,180
5,466,346
Number of transfer points, 315.
Car Mileage.
1902.
1903.
Increase 1903.
February
4,130,384
4,524,480
394,096
March
4,947,148
5,266,470
319,322
April.
May
4,932,739
5,202,766
270.027
5,147,225 5,347,005
199,780
19,157,496
20,340,721
1,183,225
February
March
April ..
May
•
•
J,
Cars in Service, Electric.
1902.
1903.
Increase 1903.
1,393
1,512
119
1,446
1,542
96
1,494
1,546
52
1,500
1,546
46
5,833
6,146
313
February.
March
Cars in Service, Horse.
April
1902.
1903.
Decrease 1903.
540
475
65
540
475
65
540
475
65
May
65
540
475
8
cc
Employees.
1902.
1903.
Increase 1903.
Cond. Motrm. & D.
Cond. Motrm. & D.
Cond.
M. & D.
February
2.935
2,863
2,985
2,888
50
25
March
2,936 2,867
2,982
2,879
46
12
April.
2,959 2,858
3,002
2,893
43
35
May
2,930
2,887 3,059
3,129
129
242
Cars Owned.
Electric cars
Horse cars
Total cars
Closed.
Open.
1,757
1,081
463
140
2,220
1,221
3,441
Greatest Number of Passengers Carried in Any One Day, 1903.
February 14th
•
March 28th
April 11th
May 9th
•
IMPROVEMENT IN SERVICE.
1,615,472
1,716,491
1,746,899
1,790,464
Eighty-sixth Street line is being rapidly completed, and it is
anticipated that the line will be completed and in operation July
20th. Material for the Thirty-fourth Street line is now on hand,
and this will be changed from storage battery to underground
electricity and the work pushed to an carly completion. The
Kingsbridge power-house has recently been completed and the
company will now have ample power for several years.
The company has in preparation an increase in transfer sys-
tem, and it is anticipated that this will be put into operation at
an carly date. Work on the changing of the Fourteenth Street
line and several other downtown crosstown lines to underground
clectricity is promised as soon as the Thirty-fourth Street line is
completed.
9
BOROUGH OF THE BRONX.
UNION RAILWAY COMPANY.
Passengers Carried, Not Including Transfers.
1902.
1903.
Increase 1903.
February
March
April...
May
1,097,282
1,307,413
210,131
1,407,599 1,551,458
143,859
1,479,513 1,653,494
173,981
1,874,077
2,137,037
262,960
5,858,471
6,649,402
790,931
Transfers.
1902.
1903.
Increase 1903.
February
880,840
1,011,002
130,162
March
1,183,836
1,297,375
113,539
April...
1,540,567
1,614,841
74,274
May
2,167,308
2,318,718
151,410
5,772,551
6,241,936
469,385
Car Mileage.
1902.
1903.
Increase 1903.
February
March
422,130
506,509
84,379
514,194
594,193
79,999
April. . .
510,997
586,465
75,468
May
557,033
683,661
126,628
2,004,354
2,370,828
366,474
Cars Operated.
1902.
1903.
Increase 1903.
February
March
April..
112
117
5
112
117
5
146
163
17
May
172
210
38
•
542
65
607
10
Closed cars
Open
Transfer points
Cars Owned.
1902.
1903.
Increase 1903.
249
270
21
201
251
50
450
521
71
Transfer Points.
1902.
43
1903.
Increase 1903.
64
21
This company has recently constructed a sub-station at West
Farms, which is substantially completed and equipped, and when
operated to its full capacity will enable it to operate at least a hun-
dred additional cars. Plans have also been prepared for two new
sub-stations, and when these are completed the company will be able
to double its car capacity upon its Yonkers and Mount Vernon
divisions.
The necessary electrical machinery for both of these stations is
now in course of construction by the Westinghouse Company, and
it is expected that both of these stations will be in operation before
January 1st next.
The company has also recently built a new car house on One
Hundred and Thirty-eighth street, with a storage capacity of 100
cars, and is now engaged in building another on the Bronx River
road with a capacity of 200 cars. It is also relaying a number
of miles of track with nine-inch girder rails. Improvements are
being made on One Hundred and Thirty-eighth street west of Rider
avenue, and when the street improvements under way are completed
it will enable it to operate cars from One Hundred and Thirty-
fifth street and Eighth avenue in the Borough of Manhattan to
Tremont, Fordham and West Farms in the Borough of the Bronx,
doing away with the present inconvenient and undesirable change
of cars at One Hundred and Thirty-eighth street and Third ave-
nue.
11
The rebuilding of the Tremont avenue line from Third to Boston
avenue has just been completed, a distance of 4,800 feet of double
track. One hundred new electrical equipments and trucks and fifty
open cars have been recently added to the system.
BOROUGH OF BROOKLYN.
BROOKLYN HEIGHTS RAILROAD CO. OPERATING ALL LINES B. R. T.
Passengers Carried, Not Including Transfers.
1902.
February
March
April.
May
17,156,469
1903.
18,700,955
Increase 1903.
1,544,486
20,726,078 21,994,670
1,268,592
20,876,547 22,933,420
2,056,873
23,310,775 25,767,589
2,456,814
82,069,869 89,396,634
7,326,765
Transfers.
1902.
1903.
Increase 1903.
February
3,178,106
3,459,502
281,396
March
3.920.674
4,222,885
302,211
April. .
4,084,017
4,613,232
529,215
May
4,520,851
•
4,842,295
321,444
15,703,648
17,137,914
1,434,266
Number of transfer points, 1902.
82
Number of transfer points, 1903.
Increase
89
Car Mileage.
1902.
February
3,680,023
March
April..
May
4,396,894 4,315,915
•
1903.
Increase 1903. Decrease.
3,732,158
52,135
80,979
4,277,918 4.344,677 66,759
4,520,851 4,842,290
4,842,290
321,439
16,875,686 17,235,040 440,333
Total increase in mileage.
•
80,979
359,354 miles
12
Open
Closed
Cars Owned, Surface.
Open
Closed
1902.
1903. Increase 1903.
1,183
1,282
99
1,165
1,292
127
2,348
2,574
226
Elevated.
1902.
1903. Increase 1903
58
146
88
522
522
580
668
88
February
March
April...
Cars in Service.
May
•
1902.
1903. Increase 1903.
1,516
1,549
33
1,606
1,609
3
1,654
1,690
36
1,681
1.744
63
•
February
March
April..
May
Number of Employees.
1903. Increase 03. Decrcase '03.
1902.
8,553
8,433
8,232
8,394
162
7,999 8,758
759
7,860 9,502
1,642
120
Ninety-five new cars received this year (numbers 1,000 to
1,095). Twenty-five now promised by June 22, 1903. Until
quite recently the company has been handicapped from lack of
proper car repair shops, and the Board recently visited the new
car shops at Thirty-ninth street and found them complete. Inspec-
tion was made of the manner of repairing cars. We found a num-
ber in different stages of repair, and most heartily approve of the
13
improvement that is being made to strengthen those used on the
elevated.
Several months ago the Board called the attention of the com-
pany to the danger from fire in floor system. It at once took steps
to guard against this danger by ordering that four and a half inches
of mineral wool be placed under the floors of all cars operated on
the elevated. This is well under way, and about one-fifth of those
in the elevated service have already been changed. This in addi-
tion to the 95 new cars which have been so constructed.
clevated cars are being equipped with fire extinguishers.
All
During the past year over 100 worn-out cars have been de-
stroyed. Since January 1, 1903, 1,833 surface cars have been
painted. The Board has ordered that this work be continued, and
that the elevated cars be painted as early as practicable.
The Board has called the attention of the company to the need of
having clearly legible signs reading "Smoking on five rear seats
only," placed in each car in which smoking is allowed. They are
now being put in and in such a manner as to allow of their being
read from any part of the car.
Greatest Number of Passengers Carried.
February 10th
March 31st
April 28th
May 30th ..
February 7th.
March 28th
April 10th
May 30th ..
1902.
867,816
944,700
939,168
1,165,887
1903.
900,303
973,504
876,485
1,217,369
Power.
The company has been for several years seriously handicapped
for want of power.
This has to some extent been overcome, but
14
the Board will insist upon additional power being provided so as
to meet the requirements of rapidly growing traffic of the
company.
We have examined the contracts for the erection of power-houses
and supply equipment, and believe that it is using every possible
effort to secure an carly completion of plants. Strikes and other
causes have occasioned serious and expensive delay.
IMPROVEMENTS IN SERVICE.
Structure, Stations and Transfers.
Elevated.
Beginning May 4, 1903, electric operation was substituted for
steam on the Broadway line and on May 30 the Broadway line was
extending to Jamaica, thus discontinuing the necessity for trans-
ferring between the surface and clevated cars at the East New
York Loop. On June 1 the use of the Loop Station (as a passen-
ger station) was discontinued during rush hours.
On June 14 the Brighton Beach line was extended to run to the
Culver depot at Coney Island, and on June 16 a separate scrvice
was established to Manhattan Beach via the Brighton Beach and
Kings County lines.
On Sunday, June 21, another new service was established to
Coney Island in the running of the express trains between Park
Row and the Sea Beach terminal.
Since February 1 many of the stations have been improved.
Those at Parkville and Fort Hamilton avenue have been wired for
electric lighting, thus doing away with the use of kerosene.
At the Court street and Franklin avenue stations on the Kings
County line, the structure has been cleaned, painted and generally
renovated, and we are advised that it is the intention of the com-
pany to prosecute work of this character on the majority of the
Kings County stations.
Surface Division.
Commencing April 1 through service on the Fulton Street line
has been established between Cypress Hills and New York and
15
Fulton Ferry, thus abolishing the use of short run cars between
Cypress Hills and East New York Loop.
On May 30 the through service which had been established
between Jamaica and the Broadway ferries on April 1 was dis-
continued because of the accommodations offered by the elevated
road as mentioned above, and since the latter date has been operated
between Cypress Hills and the ferries.
On April 27, 1903, a new depot was opened at Flatbush avenue
and Avenue N and the service between Avenue N and Nostrand
avenue was increased, discontinuing the short trips operated from
Vernon avenue.
The operation of short cars to Penn Hill on the Lorimer Street
line was discontinued on March 1, and a through service established
to Prospect Park.
On March 15 the Tompkins-Culver line commenced operation
to Coney Island, and on May 30 the Reid Avenue line was
extended to Coney Island, the short cars to Carroll street being
abolished.
On April 18 the Court Street line began running to Coney
Island.
Beginning March 1, the Fifth Avenue surface service to Union
depot was discontinued and was united with the Fifth Avenue
Suburban, thus giving a through service from Fulton and South
ferries to Ulmer Park, a portion of the South ferry trips being
operated on Furman Street to Wall Street and Fulton ferries.
During the day, all Sixtieth street trips extend through to Four-
teenth avenue and Eighty-sixth street.
On June 13, a service over the Brighton Beach line to Coney
Island was established via the Flatbush and Nostrand Avenue lines,
and on the same date, a new line from Ridgewood via Gates and
Nostrand avenues.
Beginning May 16, through service to Coney Island was estab-
lished on the Vanderbilt Avenue line and the Fifteenth Street
line via the Culver route.
The Gates Avenue line was improved on June 25 by extend-
ing one-half of the short run service then operated from Ralph
16
avenue, through to Ridgewood, thus giving a better headway on
the through service.
On March 1, short run service on the Myrtle Avenue line was
discontinued, all Fulton ferry runs abandoned and a through serv-
ice established between Ridgewood and New York.
Beginning May 16th, the schedule of the Hamburg Avenue line.
was changed so that all cars now run through to Canarsie shore,
and on May 25, the Church Avenue line had its terminal estab-
lished at Canarsie.
As all trips on the Myrtle Avenue line are operated to New
York as noted above, the New York service on the Ralph Avenue
line during the morning and evening rush hours has been aban-
doned, the cars going to Fulton street instead. This change took
effect March 2d.
Through service to North Beach was established on the Grand
Street line on May 9th.
During the racing season cars are operated between Thirty-
ninth Street ferry and the Sheepshead Bay race track, and
beginning July 4th the Thirty-ninth Street Ferry line will be
operated between the ferry and Manhattan Beach. The service
to Manhattan Beach has been improved by the establishment of
a service from Sea Gate via the Coney Island and Gravesend,
beginning June 16th.
The Halsey Street depot, a new waiting room for transferred
passengers, has been built.
The facilities for transportation have been improved by the
extension of the transfer privileges. On May 30th a transfer
system between the Reid Avenue and the Halsey Street line and
the Reid Avenue and the Gates Avenue line became effective, at
their respective intersections. On June 10th a transfer point was
established at Greenpoint and Manhattan avenues giving connec-
tion between the Calvary line and the Crosstown, Lorimer Street,
Tompkins-Culver, Union Avenue and the Graham Avenue lines.
Between the Broadway line and the Gates Avenue line transfers
have been exchanged since June 10th, and on the same date the
exchange of transfers between the Broadway and Putnam-Halsey
17
lines was authorized. At the intersections of Ralph and Fulton
and Ralph and Halsey streets transfers have been exchanged be-
tween the respective named lines since June 10th.
Beginning July 1st transfers will be exchanged between the
Seventh Avenue and Court Street lines at the intersection of Fif-
teenth street and Seventh avenue, and at the intersection of Fulton
street and Rockaway avenue, between the Fulton Street and Ham-
burg Avenue lines.
CONEY ISLAND AND BROOKLYN.
Passengers Carried, Including Transfers.
February
March
April..
May
1902.
1903.
Increase 1903.
2,063,264
2,278,277
215,013
2,569,595 2,723,592
153,997
2,848,667 3,023,465
174,798
3,579,688 3,984,551
404,863
11,061,214 12,009,885
948,671
Transfers.
1902
1903.
Increase
Decrease.
February
395,233
400,930
5,697
•
496,868
485.701
11,167
March
April. .
May
519,250 529,189 9,939
589,867 608,285 18,418
2,001,218 2,024,105 34,054 11,167
Increase
Car Mileage.
•
February
March
April..
May
22,887
1902.
1903. Increase 1903.
361,913
380,885 18,972
423,796
435,244
11,448
447,044
457,600 10,556
539,317
586,636
47,319
1,772,070
88.295
1,860,365
18
Cars in Service-Daily Average Number Operated.
February
March
April...
May
Box motors
Open motors
1902.
1903. Increase '03.
141
144
3
143
147
4
154
154
166
178
12
Cars Owned.
Employees.
1.902.
1903.
264
250
280
260
544
510
February
March
April....
May
• •
Con-
1902.
1903.
Motor-
Con-
Motor-
ductors.
men.
ductors.
men.
251
246
260
246
254
249
258
248
290
275
281
273
325
288
329 299
NOTE. The company has recently sold a number of wornout cars
and this accounts for the decrease in cars owned 1903. Seventy-
five new cars have been ordered, the closed cars to be delivered in
fall and the open in spring. One hundred and sixty-seven of the
open cars have been painted since January 1st.
POWER.
The company realizing the need of securing more power have
begun the erection of a new power house, and contracts have been
entered into for the purchase of five engines and necessary elec-
trical equipment. They promise to have this installation in time
for winter business.
19
BOROUGH OF QUEENS.
THE NEW YORK AND NORTH SHORE RAILWAY COMPANY.
Passengers Carried.
1902
1903.
Increase 1903.
Decrease.
February
79,400
104,942
25,542
March
April ..
May
134,304 145,812
11,508
153,047 188,381
35,334
193,877
241,990
48,113
•
560,628 681,125 120,497
Car Mileage.
1902
1903. Increase 1903.
Decrease.
February
March
35,787
41,473
5,686
55,314
48,176
7,138
April
55,821
53,453
2,368
May
59,428
63,615
4,187
206,350
206,717
9,873
9,506
Cars Operated.
1902.
1903.
February
March
77
17
77
77
•
April
May
77
7
10
10
Cars Owned.
1902.
1903.
February
36
36
March
April ..
May
·
36
36
36
36
36
36
Transfers.
(None.)
20
NEW YORK AND QUEENS COUNTY RAILWAY COMPANY.
Passengers Carried.
1902
1903.
Increase 1903.
Decrease.
February
619,831
800,172
180,341
March
900,946 1,040,025
139,079
April..
1,008,624 1,164,213
155,589
May
1,328,203 1,534,250
206,047
3,857,604 4,538,660
681,056
Transfers.
1902
1903.
Increase 1903.
Decrease.
February
79,491
112,762
33,271
March
123,345 151,836
28,491
April .
141,621
164,675
23,054
May
172,719
200,369
27,650
517,176 629,642
112,466
Car Mileage.
1902.
1903.
February
166,198
216,614
Increase 1903.
50,416
Decrease.
March
221,304 256,235
34,931:
April ..
230,392 258,953
28,561
May
254,578 300,578
46,000
872,472 1,032,380
159,908
Box cars
Box cars (large) . . .
Open cars
•
Cars Owned.
1902.
1903.
65
65
40
40
118
118
223
223
21
Employes.
1902.
1903.
February
March
April..
Conds. M'men. Conds. M'men.
126 122 117 110
121 122 126 126
120 98 138 131
Conds. M'men.
Increase 1903.
Decrease.
Conds. M'men.
9 12
5
4
18
33
May
126 130 140
136 14
6
•
BOROUGH OF RICHMOND.
STATEN ISLAND MIDLAND RAILROAD COMPANY.
Passengers Carried, Including Transfers.
1902
1903.
Increase 1903.
February
March
April...
May
100,154
148,328
48,174
156,698 194,526
37,828
170,546 217,824
47,278
254,398
289,289
34,891
681,796
849,967
168,171
Transfers.
1902.
1903.
Increase 1903.
Decrease.
February
10,412
13,402
2,990
•
March
17,349
17,707
358
April. . .
20,889
21,681
792
May
40,095 38,766
1,329
88.745
91,556
4.140
1,329
February
March
Car Mileage.
April...
May
Cars operated ...
1902.
19.3.
Increase 1903.
40,567
64,529
23,962
58,641
74,282
15,641
61,451
74,472
13,021
81.988
92,718
10,730
242,647
306,001
63,354
1902.
1903
14
14
Cars owned
65
•
65
•
22
February
March
April...
May
BOROUGH OF RICHMOND.
RICHMOND Light and RAILROAD COMPANY.
Passengers Carried, Including Transfers.
1902.
202,490
1903. Increase 1903. Decrease.
266,293 63,803
299,640
322,874 23,234
328,752
350,688
21,936
967
427,197 428,164
1,258,079 1,368,019 109,940
Transfers.
1902.
1903. Increase 1903. Decrease.
February
18,576
21,673
3,097
March
•
34,791
25,249
9,542
April...
27,349
27,393
44
May
35,251
36,130
879
115,967 110,445 4,020
9,542
Car Mileage.
1902.
1903.
Increase 1903. Decrease.
February
56,700
78,302
21,602
March
70,201
89,738
19,537
April...
91,758
89,209
2,549
May
100,989 100,116
873
February
March
April...
•
May
Cars owned, 103.
319,648 357,365 41,139 3,422
Cars Operated.
1902.
1903.
20
20
20
20
21
21
21
21
23
BOROUGH OF RICHMOND.
Passengers Carried, Including Transfers.
1902.
1903.
Richmond Light and Railroad Co.....
Staten Island Midland Railroad Co....
1,258,079
1,468,019
681,796
849,967
1,939,875
2,317,986
Increase 1903: 378,111.
Number of Transfers Issued.
1902.
1903.
Richmond Light and Railroad Co.....
Staten Island Midland Railroad Co....
115,967
110,445
88,745
91,556
204,712
202,001
Decrease 1903: 2,711.
Car Mileage.
1902.
1903.
Richmond Light and Railroad Co. . . . .
319,648
357,365
Staten Island Midland Railroad Co. . . .
242,647
306,001
562,295
663,366
Increase 1903: 101,071.
TOTAL NUMBER OF PASSENGERS CARRIED, INCLUDING TRansfers,
BOROUGH OF MANHATTAN.
(February 1st to July 1st.)
1902.
Interurban, Metropolitan Division. . . . . 173,089,344
Interborough, Manhattan Division.... 78,611,734
1903.
182,873,797
88,666,725
251,701,078 271,540,522
Increase 1903: 19,839,444.
24
TOTAL NUMBER OF PASSENGERS CARRIED, Borough oF THE BRONX.
Union Railway
Increase 1903: 1,260,316.
1902.
11,631,022
1903.
12,891,338
TOTAL NUMBer of Passengers Carried, Borough of Brooklyn.
1902.
1903.
Brooklyn Heights.
97,773,517 106,534,548
Coney Island and Brooklyn..
11,061,214 12,009,885
108,834,731 118,544,433
Increase 1903: 9,709,702.
TOTAL NUMBER OF PASSENGERS CARRIED, BOROUGH OF QUEENS.
New York and North Shore R. R... ...
New York and Queens County...
Increase 1903: 801,553.
1902.
1903.
560,628
3,857,604
681,124
4.538,660
4,418,232
5,219,785
TOTAL NUMBER OF PASSENGERS CARRIED, BOROUGH OF RICHMOND.
1902.
1903.
Richmond Light and Railroad Co.....
Staten Island Midland Railroad Co... .
1,258,079
1,368,019
681,796
849,967
1,939,875
2,217,986
Increase 1903: 378,111.
25
RECAPITULATION-PASSENGERS CARRIED.
Borough of Manhattan
1902.
1903.
251,701,078 271,540,522
Borough of Bronx..
Borough of Brooklyn.
11,631,022
12,891,338
108,834,731 118,544,433
Borough of Queens.
Borough of Richmond.
•
Total increase: 31,889,126.
4,418,232
5,219,785
1,939,875 2,217,986
378,524,938 410,414,064
Interborough
Interurban ..
RECAPITULATION-CAR MILEAGE.
(February 1st to July 1st.)
Borough of Manhattan.
1902.
1903.
15,362,723
19,645,695
19,157,496 20,340,721
34,520,219 39,986,416
Increase 1903: 5,466,197.
Borough of The Bronx.
1902.
1903.
Union Railway Co. . . .
2,004,354
2,370,828
Increase 1903: 366,474.
Borough of Brooklyn.
1902.
1903.
Brooklyn Heights Railroad..
16,875,686
17,235,040
Coney Island and Brooklyn Railroad..
1,772,070
1,860,365
18,647,756
19,095,405
Increase 1903: 447,649.
26
Borough of Queens.
New York and Queens County Ry. Co.
New York and North Shore Railway. .
1902.
1903.
872,472
1,032,380
206,350
206,717
1,078,822
1,239,097
Increase 1903: 160,275.
Borough of Richmond.
1902.
1903.
Staten Island Midland....
242,647
306,001
Richmond Light and Railroad Co. . . . .
319,648
357,365
562,295
663,366
Increase 1903: 101,071.
RECAPITULATION-INCREASE CAR MILEAGE.
Borough of Manhattan.
Borough of Bronx.
•
Borough of Brooklyn.
Borough of Queens.
•
Borough of Richmond.
Total...
•
1903.
5,466,197
366,474
447,649
160,275
101,071
6,541,666
GEORGE W. DUNN,
FRANK M. BAKER,
JOSEPH M. DICKEY,
Railroad Commissioners.
348
N53
PASSENGER TRANSPORTATION
SERVICE IN THE CITY OF
NEW YORK
A REPORT TO THE MERCHANTS'
ASSOCIATION OF NEW YORK
BY ITS COMMITTEE ON
ENGINEERING AND SANITATION
+
SEPTEMBER, 1903
From THE MERCHANTS' ASSOCIATION OF NEW YORK
GENERAL LIBRARY
OF
University of Michigan
Presented by
Merchants Assoc. of Noth
9/17/0.3.
1900
2ea2seresararea/2/2/212/2/2/2/2) 2
PRPRRRRRRRR PREP Z22222222Z PRZZZPR222222
The
Committee on Franchises and Transportation.
WILLIAM F. KING, Chairman,
HENRY R. TOWNE,
JOHN C. EAMES,
GEORGE L. DUVAL.
STATEME
NEW YORK LIFE BUILDING.
}
THE MERCHANTS' ASSOCIATION OF New York
OFFICERS AND DIRECTORS.
CLARENCE WHITMAN, President.
GUSTAV H. SCHWAB, 1st Vice-Pres.
JOHN C. EAMES, 2d Vice-Pres.
W. A. MARBLE, Secretary.
GEORGE L. DUVAL, Treasurer.
GEORGE F. CRANE,
J. HAMPDEN DOUGHERTY,
THOMAS H. DOWNING,
D. LE ROY DRESSER,
WILLIAM F. KING,
HERBERT L. SATTERLEE,
FRANK SQUIER,
HENRY R, TOWNE,
GEO. FREDK. VIETOR.
FRANCIS S. HUTCHINS, Attorney.
JAS. B. DILL, Special Counsel.
BOUND IN LIZŽRARY.
JUL 22 1904
UNIVERSITY OF MICHIGAN
3 9015 02328 0061
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