HE UC-NRL-F B 3 072 4^3 cO S^-^ ^m^ ■x^^ : me s/ REPLY TO AN ORDER BY THE CHICAGO CITY COUNCIL FOR INFORMATION Respecting Improvements made under the 1907 Ordinances IN Service, Operation and Equipment OF THE Chicago Surface Traction Companies SUBMITTED BY THE BOARD OF SUPERVISING ENGINEERS CHICAGO TRACTION CHICAGO, JULY 3, 1913. REPLY TO AN ORDER BY THE CHICAGO CITY COUNCIL FOR INFORMATION Respecting Improvements made under the 1907 Ordinances IN Service, Operation and Equipment OF THE Chicago Surface Traction Companies SUBMITTED BY THE BOARD OF SUPERVISING ENGINEERS CHICAGO TRACTION CHICAGO, JULY 3, 1913. • • J' i i » 1 • ***** »* .' . > ■^ J •> /< '^ ^ f p^ • • ■ • KEPLY TO AN ORDER OF THE CITY COUNCIL PASSED MAY 19, 1913, REQUESTING A REPORT FROM THE BOARD OF SUPERVISING ENGINEERS AS TO -WHAT HAS BEEN DONE BY THEM TO- WARD CARRYING OUT THE PURPORT" OF A COUNCIL ORDER OF MARCH 11,1912, RESPECT- ING IMPROVEIVIENTS IN SERVICE, OPERATION AND EQUIPMENT OF THE CHICAGO SURFACE TRACTION COMPANIES. Chicago, July 3, 1913. To the Honorable, The Mayor and Memhers of the City Coun- cil, City of Chicago, Chicago, Illinois. Gentlemen : Agreeable to your resolution of May 19, 1913, referred to us by the City Clerk under date of May 22, 1913, I pre- sent herewith, for your consideration, information bearing upon the specific points raised in your original order of March 11, 1912. Many, if not all, of these questions already have been dis- cussed before your Committee on Local Transportation by rep- resentatives of this Board, and numerous recommendations have been made, both written and oral, which latter need receive only the briefest mention here. As far as possible we have given definite facts and figures by which you may ob- serve more readily the improvements which have been put into effect within the past year or two. In this connection, we desire to emphasize the fact that many of the resulting improvements which have been put into effect had been contemplated by this Board before ^f/d"™|de^ the passage of the order of March 11, 1912. and that their "/e^aratfon^*^ ^ realization has only been possible as a result of such prepara- tion. Consequently, brief reference is made to some other matters pertaining indirectly to the order although not spe- cifically mentioned or requested therein. Summarizing the following pages, you will find discussed, in detail, improvements in equipment, schedules, service, routing and operation, together with a brief analysis of the present rate of traffic increase with a prediction of equip- ment requirements for the future. And this problem of the future is purposely contrasted with past and present condi- tions of service and routing |^^g(^f^ —3— The physical properties of the Companies are being con- tinually modernized and perfected, the systems extended and fnbus^inesliXtrSt ^^^^ methods of Operation improved, and Chicago to-day en- deficient. j^yg ^ higher physical standard of its traction properties than other large cities in the country. In spite of this fact, the existing service and routing into the principal business dis- trict are admittedly deficient and rapidly becoming more so. This Board is fully cognizant of these conditions and will as- sist so far as it can in applying reasonable remedies. Notwithstanding this great improvement in the physical properties of the surface companies (made in compliance with the 1907 and subsequent ordinances), and the improve- ment in service necessarily resulting therefrom, interpreta- tion of the figures presented shows that the City of Chicago Three Essentials ^o^y faces a problem in local transportation as serious as for the rehef cf ^ ^ pn • increasing demand gygp before in its history. With the surface railway traffic m- on local transpor- *' tation. creasing at an increased rapid rate, largely as a result oi the recent rehabilitation, there are no adequate means avail- able now for alleviating the increasing congestion and in- adequate street capacity except through (1) — complete uni- fication of transportation lines, segregated as far as practic- able into short haul and long haul traffic between surface and rapid transit systems respectively; (2) — additional bridges and tunnels, and finally (3) the construction of down-town subways, terminal and storage facilities. The im- mediate relief to be found by comprehensive through-routing has already become quite apparent through discussion of these matters before the Committee on Local Transportation. Incidentally, with reference to this question of storage, attention is directed to the fact that the demand for rapid Grant Park sub- transit terminal facilities finds its most rational outlet under surface vehicle and i • i p j subway terminal Qrant Park, wcst of the Illinois Central right-ot-way, and that this space should be reserved for such purposes. There exists ample sub-surface space east of the Illinois Central tracks which is quite as suitable for street vehicle storage, and the Board desires to place itself unmistakably on record in the above recommendation as desiring to avoid immature investment in such vehicle storage where it might hopelessly cripple plans for subway terminal storage which may later be found necessary and for which this Park frontage space is absolutely essential. It seems but proper in this communication that we should call your attention to statements made by members of this — 4— storage space. Board, and by letters addressed to the Committee on Local Transportation, to the effect that while under the 1907 ordi- nances, thisBoardhasamplepowersreffardinsrenoineerinsr and Boardhaano ' j^ 1 o o o o power to initiate construction matters, as well as the supervision of accounts, the service regulation, ordinances not only do not give to this Board the power of initiating service regulation, but, further, the Board must await a request from the City Council regarding any spe- cific operating condition before the Board is authorized to make recommendations thereon ; and even then it has no power of enforcement, nor has it, under the ordinances, any means of ascertaining whether its recommendations have been carried out to the satisfaction of the City Council. And it might be further stated that much of the misunderstand- ing between the Council, or the Committee on Local Transpor- tation, and this Board, in the past, has been due to the lack of a satisfactory system of supervision and communication between these bodies. However, this Board has attempted in a general way to familiarize itself with the action of the Council regarding the Board's recommendations by having a representative present at the meetings of the Committee on Local Transportation, and the members of this Committee are now endeavoring to co-operate with, and keep the Board in- formed regarding such matters. To remedy this condition and to facilitate prompt action, a permanent traffic force should be organized for the purpose of maintaining systematic records of changing conditions of travel throughout the city, which method combined with „„ ,. *= _ _ . Effective super- proper authorization by the City Coucil, should eliminate vision— how to S6CUr6 Itfa this existing anomalous responsibility existing between the Board of Supervising Engineers and the City Council. Super- vision to be effective must be systematic, continuous, well organized and vigilant. We are not making this suggestion for the purpose of having further power delegated to us, but for the purpose of getting systematized the working relationship between the Council and this Board regarding street railway service, so as to secure the most efficient results. In order to facilitate as far as possible this co-ordination of the work of the Transportation Committee and this Board, . Board to follow up pending the establishment of an effective traffic force such its recommenda- 1 • • T~. 7 • tions and notify as the Council may see fit to authorize, this Board will un- city, dertake to make investigations and within 30 days from the date of its recommendations to notify the Local Trans- —5— portation Committee whether such recommendations have been carried out, so that the committee may be fully and promptly informed. Much of the beneficial work eventually possible, must nec- essarily be deferred until at least unified operation of the properties is put into effect, if not unified ownership. Until then the most efficient system of through routing and the universal adoption of adequate standards of service already established by this Board will be handicapped and difficult of execution without effective co-operation of City de- partments in continuing the work of clearing the transit thoroughfares of existing obstructions and providing addi- tional street facilities as rapidly as justified by the develop- ment of traffic. The work of the traffic police and especially the mounted police has proven of great value in relieving traffic congestion along the heavier lines, and this work should be extended into other parts of the City. Respectfully submitted, BOARD OF SUPERVISING ENGINEERS, By C^-i,.^^.^yy^.^^/Li^^ ^ [J Chairman. —6- DETAILED REPORT SCOPE OF COUNCIL INQUIRIES: Analysis of Council Order of March 11, 1912, and sub- sequent communications from the Committee on Local Trans- portation brings the following matters under consideration in this report : Operating- Schedules: Adequacy of schedules for traffic conditions. Night schedules. Time allowance for running and lay-overs. Meeting of schedules at transfer points. Traffic and Service: Increase of passenger travel. Traffic surveys. Establishment of service standards. Improvements now possible. Supervision : Inspection and supervision. Central dispatching system. Turning back of cars for short running. Car Equipment: Cars available and scheduled. Necessary reserve equipment. Equipment on order. Improvements in type. Provisions for the future. Running- Speed: Method of operating cars. Excessive speeds. Electric switches. Elimination of unnecessary stops. Obstructions : Elimination of switch backs. Causes of car delays. Vehicle traffic and building obstructions. Railroad grade crossings. Improved methods of snow removal. —7— Routing : Through routes, downtown and outlying districts. Eeturn loops for outside industrial district. Long and short haul loops for downtown terminals. Distribution of cars on downtown streets. Necessity for additional entrances to loop. Additional trackage required. Bridges and Tunnels: Determination of location from traffic standpoint. Unification of Operating Property: Connecting up balanced service. Standardization of equipment and operating methods. General Service Condition: Downtown terminal congestion. Division of traffic from loop district. Short running, when permissible. Passing waiting passengers. Discipline. Other Inquiries: Progress of rehabilitation and extensions. Prediction of future traffic earnings and investment. Capacity of Elevated Eailway platforms. Appraisal of railway property. Accounting, Renewal fund, etc. Merger ordinances. Rapid Transit Subways. Reports and Investigations: In the following list of communications received from the Local Transportation Committee and City officials and re- plies thereto by the Board of Supervising Engineers (in re- sponse to specific inquiry or requests), there will be found numerous reports dealing with administrative matters in which the general service relations between the Companies and the City are involved, directly or indirectly. In these various reports, the foregoing subjects embraced by the order of ^March 11, 1912, have generally been covered. In re- sponse to this order and subsequent Council resolutions, pass- enger traffic and car service have been investigated at numer- ous points of congestion, and reports thereon have been pre- sented from time to time, both written and orally, before the Local Transportation Committee. — S— Communications from the Local Transportation Commit- tee and City officials and replies thereto or recommenda- tions from the Board of Supervising Engineers are : 1. Subjects directly relating to Service. Date of Date of reply- Official or recom- Inquiry mendation Halsted street through route and O'Neil street transfer point 1-29- '12 2-14-12 Service Improvements — Blue Island Ave (3-ll-'12 3-24-12 Service Improvements — Lake and Robey Sts (3-11-12 5- 7-12 Service Improvements — 40th Ave... (3-11-12 5-16-12 Report on through route revision... 4-27-12 5-21-12 Service Improvements— Halsted St. (5-20-12 6-29-12 and Ashland Ave (5-24-12 6-29-12 Night service— 40th Ave 9-25-12 10-2-12 Service and Equipment — 59th and 61st Sts 1- 9-13 1-22-13 Statement of car equipment and re- serve 2-26-13 3-12-13$ Night service— 16th St 3-5-13 3-19-13 Switch backs and through routes... (5-24-12) (4-16-13) f (311-13) (416-13) Board's representative at meetings. . 4-24- '13 4-30- '13* Measure of service and car reserve. . 3-13-'13 (5-23-'13)t Re-routing and service — Clybourn Ave 516-13 5-27-'13 Desplaines street viaduct — temporary routing 5-23-13 6- 4-'13 12th and 18th Sts. car service, re- habilitation Canalport Ave., day and night service — Lawndale Ave. 5- 7- '13 5-28- '13 Headways and car equipment 5-15-'13 t Service under 1907 ordinance Stand- (5-29-'13 6-27-'13t ard (5-29-'13 7- 7-'13 Revision of stopping points 6-21- '13 % 2. Other subjects indirectly relating to Service. Weekly progress reports — Chicago Railways' cars. Rehabilitation and extensions under 1907 ordi- nances 5-24-'12 614- '12 Rehabilitation program, 1912 7- 1-'12 Traffic and Earnings Statement.... 8-29- '12 8-30- '12 Traffic and Earnings Statement (Mayor) 9- 3-12 9- 9-'12 *Partly covered in merger report 5-23-13. fin preparation. JCovered herein. —9— Date of Date of reply Official or recom- Capital investment for ordinance Inquiry mendation term 10-30- '12 11-13-'12 Appraisal Surburban Railway 10-31- '12 11-18- '12 Estimate Rides per capita, revenue, etc l-29-'13 *l-30-'13 Condition of track 59th and 61st Sts. 2- 6- '13 2- 7- '13 Financial Prediction for Surface and Elevated merger 2- 1-'13 2-18- '13t Draft for merger ordinance 2-17- '13 2-18- '13 Arnold report on Surface and Ele- vated merger 3- 6- '13 Accounting for Companies' fines. ... 3- 5- '13 3-12- '13 Extension of Chicago Ave. line east- ward to Lake Michigan 3- 5- '13 3-12- '13 Annual Rehabilitation Schedule 1913 2-21- '13 3-26- '13 Financial prediction for surface merger 5-16-'13 5-23- '13 Capacity of Elevated Railway plat- forms 5- 9-'13 5-28- '13 Rehabilitation Canalport Ave 5- 7- '13 5-28- '13 Depreciation in Power charge 3-17- '13 f Headway and equipments for all routes 5-15- '13 t Report on subways under 1907 ordi- nance 5-23-'13 t Rehabilitation of Leavitt St 5-29- '13 6- 4- '13 Condition of 40th Ave (4-27- '12 6- 4- '13) (7-27- '12 6- 4-'13) Replacement of tracks on repaved streets 3- 3- '13 6-13- '13 As a result of these recommendations to the City Council regarding service, certain improvements have been put into effect during the past year, notably the following : Halsted Street — (1) Rearrangement of through routes, extending No. 13, formerly on Archer avenue, South on Hal- sted to 63rd street ; zone operation ; changing No. 18 from Madison street to South Halsted, a very decided improve- O'Neii street i^G^it. (2) Local service of the two companies formerly term- aboushed-other inating at 'Neil street now connected and operated as improvements, ti^^ough routc scrvice ; Chicago Railways southern terminus extended South of the River and Archer avenue to 26th street, abolishing the old transfer point at 'Neil street. Blue Island Avenue — Rush hour trippers loop back at 5th avenue, better to serve outer downtown zone of travel. *Covered in merger report of 5-23'-13. (t) In Preparation. —10— Night car service established on 16th street and 40th avenue. Schedule Increases to June, 1913 — Blue Island, Robey, 40th, Halsted, Elston, Armitage, 12th, Lincoln, Western, Mil- waukee, Madison, Harrison, Division, Van Buren, Clark, Grand, Chicago avenue and others representing 17 of the im- portant lines upon which recommendations were made. Among these changes may be mentioned the following in- crease in scheduled cars: Halsted street 13 cars Additional cars . placed on various Armitage avenue 11 cars lines. Madison street 15 cars Chicago avenue 12 cars Milwaukee avenue 22 cars Total increase — April, 1912, to April, 1913 92 cars Total increase recommended June to September, 1912 105 cars Total increase — June, 1913, over April, 1912 132 cars With all of these improvements, it is apparent, from a review of all the records, that for some reason the recom- mendations of this Board have not been productive of direct Board's recom- and adequate results in some cases. It will be seen that in always carried out. April, 1913, the schedules of the seventeen lines cited were 13 cars short of the recommendations of 1912 in spite of the rapid growth of traffic in the interim; and although at the present writing the schedules have been further increased, this apparent margin is quite insufficient to meet the grow- ing traffic, as shown later in a prediction of future equip- ment needs. This partial failure to secure prompt and definite results from the recommendation of the Board, may be attributed largely to its lack of direct power of supervision necessary successfully to cope with this situation. Traffic and Service Records: The statistical record for the past three fiscal years is il- luminating in its bearing upon the problem of adequate service. During this period, since 1910, the total passenger traffic of the principal Chicago Companies has actually in- ^^ ertraffi creased 6% to 8% per year (See Table I). An additional 10% increase since mo ' ' r ^ ^ ' IS 6% to 8% per increase in the Chicago Railways traffic resulted from the ab- y*". sorption of the Consolidated traction lines. At the same time, the relative car loading factor has likewise steadily in- creased as shown by the ratios of passengers per car mile and per car hour, i. e., increase in passengers carried has been —11— faster than the ear miles operated. This may indicate either or both of two things; 1st, better use of equipment, due to repeated loading along the route, or, 2nd, scarcity of equip- ment, resulting in a lower standard of service. Table I. COMPARATIVE OPERATING AND TRAFFIC RECORD. Chicago Surface Traction, Fkofll Ypnr Chicago Chicago Both j^iscai lear Railways City Ry. Companies Per Cent Increase,! ,g^Q ^Q ^g^^ 18.4 (8.2)* 6.0 13.2 T?I1, YeaT'l '^'' '' '"'' ''^ ^^''^ ^"^ ^"^ Per Cent Increasei 1910 to 1911 11.7 3.4 8.3 in Car Mileage. . J 1911 to 1912 3.5 5.2 4.2 tTotal Passengers^ JQIO ^.56 9.267 9.40 r>„^ i\/r;i.f > 1911 9.94 9.572 9.85 1912 10.28 9.58 10.01 1910 77.85 87.91 79.4 per Car Mile . . . j tTotal Passengers! JgJ^ '^^'H ^'Ij gfj per Car Hour. . .J iq.o Q9 40 Sftsn SQ Q ,. ^ 1910 8.19 8.84 8.50 Average Operatmg ^^^^ g 79 g 93 g 74 bpeed, m. p. h. . . J ^9^2 8.98 9.0 8.99 The most conclusive evidence is offered by the results of traffic counts of passengers leaving the doivntotv7i district during the evening rush hour. (See Table II.) The 1907 and 1911 counts concern the "loop" district traffic only, those of 1912, the mile zone only ; hence these are not directly comparable. These observations indicate that the rush hour "loop" travel outbound has increased from 61,000 to 67,000 passen- gers (1907 to 1911) and for the mile zone has reached as high as 83,000 passengers per hour (1912) for only fifty- two out of sixty-eight lines. The average load per car was "irj-'and'-miS sixty-two passcugcrs (1911) for the "loop," and, for the zone" travel, j^jjg zone, eiglity-seven passengers (1912), this average load rising as high as ninety-eight passengers per car during the heaviest ten minute period (5:40 to 5:50 P. M.). Or con- sidered on a basis of relative loading as compared with seat- ing capacity, the loading in the "loop" district increased from 1.4 to 1.6 passengers per seat (1907 to 1911), while for the mile zone the average (1912) reached 2.12 passengers per seat. *Lines of the Chicago Consolidated Traction within the city taken over Dec. 28, 1910, and resulted in 10% increase in Chicago Railways Traffic. fTotal passengers includes transfers; car miles refers to revenue only. —12— I— I EH Si fa o W & O > o Q P^ O o (A fc H t^ 2 03 rH ,-HrH o o3 0) o T— ( P^ >< H HH +3 2 o " • r^ N-'' .(-4 -•J o cS $-1 H a> o 05 Oi "^ CO rH O C^ CO ■ — 1 CO '^ ^ i— I '-; 00 o C5 CO r-H (M T-H Ttl CO oo oo -* o CO i^O -+I CO 1=1 CO CO GO Ti^ "H (M CO 00 _„ 1—1 S CO CO g 00^ =^ lO co'~ o o 2 ^ 1— I 'TtH t^ CO ^-< '^ CO O (M ■ CO CO C. 00 CO '*" 1—1 (M >i o3 O -5 a Q h-1 -4-3 a, CO CO f >'^2 '^ 3 O CO (M o O t— CD C5 ■* CD O '^ co'co" C^ CO S§§ 3 (iifi^P^ O LO o o O ^. Tt^ tJH '*' SS »-* --^ LO CO t^ o t CM &c «3.S be o t-. t3 O o- S'C CO C to O fc, C CO b£ 2 O CO a o O c3 o H -^^ ■♦^ c3 m 73 3 C o a^ J3 O 3 CO OJ c -CO 3 O O CO 3 O •2 s-c c3 o 2 m " S3 rl t-, O o3 (U bC C-S& §^ O ti •+^ j cS 03 *j CJ (U o; o3 CO O. o3 W o -1.3 oi o3 3 O i-H C3 bC „ tu §3g.2o^" ~ ^*-^ -iJ ,1-3 a.2^ 03 ''Pi 3 * '^^ CD — ' Kr\ ^ -t3 V. ■tii 3 o3t3 bC-i-i bC 3 3 ."ti -c! Ci'^ ^ O ^ CO rT-l ^^-S^.2 2 +5 T! -1.3 ^ .„ O O O • " o3 ^ ^ 3 s-H 4) " 3 bJD 3 CO o • f-i O CO -t-< '■ 3 Q, bC^ 3 3 > Q.-3 bC 3 •-( ■1.3 c3 (U 03 73 ^ 3 b:f:'-S-3 CD 03 o 3 C3 a; CO CO 2-" o a ctf 1^ o3^ OT3 (U «« -1?! — Traffic increase These results clearly indicate that there is no net improve- ment in service standard, as measured by the ratio of seats to passengers carried, due to the fact that the increase of traffic has exceeded the capacity of the greatly improved facilities which have been provided under the 1907 ordinances ; hence the present situation manifestly calls for immediate and comprehensive treatment along the broadest possible lines, as indicated in the following pages, excee^^s^capaa^ty j^ order to arrive at a definite understanding or measure of adequate service, a tentative standard of service has been established, in which the various Board representatives have practically concurred for the purposes of a unified* property. It represents as high a standard of service as may reasonably be imposed under present rate of fares and existing methods of surface transit. In concrete figures, this standard provides for as many seats as passengers during any fifteen-minute period of the non-rush hours, and an average of not over seventy passengers per standard, double-truck car during any thirty-minute - . . ^ ^ period of the rush hours — this standard to be applied to all Service standard ^ . on a basis of aualvscs of service of the unified properties as a basis of unified properties. '' j sr r reeommendation regarding future schedules and equipment. But it must be clearly stated that under present condi- tions of independent operation and existing street congestion, this standard cannot yet be universally applied, especially in the "loop district," owing to the physical limitations of existing track capacity. In such cases, it is the practice of this Board, in its recommendations, to limit the individual car loads to the "comfortable maximum" of eighty pa^en- gers per car, as hereinafter mentioned under "Equipment," so far as these limitations necessitate. Car Equipment: At the present writing, the entire consignment of 215 new standard cars for the Chicago Railways Company and 125 "near-side" cars for the Chicago City Railway Company are in regular service. The Chicago City Railway Company will purchase fifty or more new cars during the present year, «n „«™ „,«. ,^,„ and contracts for 200 new cars for fall delivery have been vided for durir^ placed by the Chicago Railways Company. These Chicago Railways' cars will embody some modifica- *This unified plan was presented to the Council May 23, 1913, in the merger reorganization study. —14— tions over previous types. The outside dimensions neces- sarily conform to the standards previously adopted with re- gard to the end and side clearances on curves. Thus, the car will be forty-eight feet five inches in length over bumpers with platform eight feet in length, giving an unrestricted en- trance passageway of about forty inches, thus insuring very rapid loading. In the endeavor to secure a lower entrance and exit step, the diameters of the driving wheels are reduced to 32 inches and the car floor is slightly inclined, resulting in step heights as follows, all referring to a new car, empty: Ground to first step, approximately I21/2" Reduction in First step to platform step 11" height of steps to 4. 4. a in" facilitate loading. Platform step to car floor 10 This reduction not only increases the comfort of passen- gers, but considerably accelerates loading. Furthermore, as wear takes place and the diameter of the wheels is reduced, the height of the first step will be lowered still further to a maximum of one inch, making the minimum possible height of thei first step eleven and one-half inches and an average height of twelve inches. With this improvement, it is ex- pected that even faster loading than at present will be pos- sible — less than one second per passenger for ordinary groups up to ten or twelve passengers. The front exit step will be raised automatically by the closing of the door as the car starts, which will tend to reduce accidents by entirely preventing "hitching on." At present, all cars are not equipped with automatic steps. Much study has been given to the weight of the car in order to effect the greatest practicable reduction so as to reduce also both motor capacity and power consumption, as . . Weight of new cars well as noise and the cost of track maintenance. This car is reduced about 30% and cross seating about thirty per cent lighter than the present standard cars space increased, of the largest type. It will seat forty-eight passengers in the car body with five additional seats on the front platform, and while having a maximum comfortable capacity of eighty-two passengers, it will be able to carry 132 passengers in an emergency without intolerable overcrowding. Over two-thirds of the entire seating capacity is in cross seats. A new type of motor control will be used, termed "field control," which in effect provides two different gear ratios; New type of motor one a low gear for assistance through the congested districts octroi. of the City, where numerous stops and heavy duty are re- —15— quired, and the other for out-lying sections, where stops are few and higher average speed is possible. This is accom- plished entirely through the electrical connections, resulting also in a considerable saving in power. Thermostatic regulators for the automatic control of car heating, independent of the atmospheric temperature out- side, will further economize the power requirements for heat- ing, which are very heavy during the winter months, averag- ing as much as fifteen per cent of the actual net power re- Heating and quirements of the car for traction. With motor driven ventilating fans, this equipment is expected to meet the ordinance requirements regarding ventilation. Scheduled Equipment: Relative conditions of past and present, with respect to equipment actually in service (not including reserve) may be seen from the following data representing cars scheduled for periods approximately one year apart. Table III : ventildting. -16— CJ5 CO lO CO L^ T^ C^l '^ kO r—H I— I > xn. m o W O o 05 o CI iz; I— I Q o !zi H O 121 EH H Ph O' P & P O xa •4-3 O EH o o c3 o bjo c3 o CD 00 C5 CO (M r-l O CO (M O (M CM CO CO CO CD o C^ O Oi CD Tt^ 00 o 02 o OS EC I— I CO c ^ CO Ci o CO 00 CD LO CO LO CO t~ CO CD CD O 00 o o o o < O O -1 <^ ^ P^ a; c3 _, o O ';: bjj r-i ^ o.S o -<- I— I W Q i-H t^ CD uO OD T— I t- CD O GC 00 T-H (M O lO 00 t- T-t r(-^ K — 00 00 CD r-\ •^ CO CD tH lO 00 T— I OO UO CO "* CO CO I-H o CO C5 03 CO C5 CO 00 CO 00 o CO '* o CO_^ < Pm O o I — I < p^ I— I ^ t. o ■'^ o o 02 Ph h ^ o O pq Qc/2 00 O o I — I < o o <1 o h— I o en 9 S'^ ^^ '-' tj ^ ^ ^ *^ O o en Schedule of car eqviipment since 1907. i 02 • S-i +s o o t^ a '3 ^ «-> C5^ 00" h! Oi +^ ^^ o . -° S o <« CO <—< -D O ^ s o o -17— There should be noted here the rapid replacement of single truck by double truck standard equipments. These data indicate that, except for temporary fluctu^a- tion in schedules necessary to meet variable traffic con- ditions from month to month, the basic schedules operated by the two principal companies have called for a continual Continuannwease increase in equipment. Considering the gradually increasing capacity factor of equipment due to improved operating conditions, the higher average speed and the substitution of large double truck for small single truck cars, the effective increase in schedules is considerabl}^ greater than here indicated. However, this measure of service is in- dicative rather than exact and the final determination rests entirely upon the results of detailed traffic counts referred to previously. On February 27 1913, the net reserve equipment avail- able for winter operation by all companies — information requested by Chairman Block, February 26, 1913 — was as follows, exclusive of all extra cars in shops for repairs : Table IV. NET RESERVE EQUIPMENT. Chicago Surface Traction. p,i . Chicago Calumet i^?S?o City Both and South ^llZ^^fr Railway Companies Chicago Company Company Ry. Co. In Operative Condition: D. T 1,586 957 2,543 92 S. T 75 274 349 20 Total ....1,661 1,231 2,892 112 Net Reserve: D. T 60 57 117 14 S. T 28 111 139 3 Total .... 88 168 256 17 Per Cent Reserve: D. T 3.78 5.95 4.60 15.2 S. T 37.40 40.5 39.82 15.0 Total .... 5.30 13.65 8.85 15.2 Adequacy of reserve ^he adequacy of reserve is largely dependent upon the ^^d'nt^'^^onre^u- regularity with which additional equipment is provided. larity of purcha^s^e rpj^^ compauics usually prefer to order a large number of cars at a time in order to reduce the price per car. But —18— if the reserve equipment on hand at the time of placing the order is too low, this method leaves a long period unpro- vided for, during which time the reserve cars are absorbed by the growth of traffic and a car shortage then occurs before delivery of the new cars begins. On this plan of ordering cars, a greater reserve is necessary to meet in- creasing schedules than if cars are added month by month. Generally speaking for surface railways, a total reserve of from 7% to 10% should be provided according to fre- quency of additions. And with car houses as well dis- tributed as in Chicago, from 3% to 5% will be required as net reserve only, i. e., exclusive of all equipment undergoing repair, painting or other overhauling in the car shops. "While the present net reserve in single truck equipment is ample, that of the double truck equipment will be somewhat improved by the additional equipment now on order. Additional Equipment: The car requirements of both present and future have ^a^MQu^rel^ents!* already been determined by this Board in connection with the re-organization merger plan for Surface lines and pre- sented to the Council, May 24, 1913. In this analysis, the actual car shortage of the operating schedules of 1912 was determined from traffic counts on most of the heavier lines. Assuming this shortage to have been made up at that time, the future equipment requirements were then propor- tioned to the estimated growth in passenger traffic. Three service standards are considered in this estimate : fec'^mmdelf'^^d 1st. A maximum of 70 passengers per 40-seat car during any 30-minute rush hour period. 2nd. A maximum of 80 passengers per car under the same conditions. 3rd. A maximum of 80 passengers per car for the max- imum 30-minute and 70 for the remaining 30 minutes of the rush hour periods. The first named standard was recommended on the above date by the majority of the Board under the assumption of complete through routing and zone operation in the out- lying residence territory contingent upon unified manage- ment of the properties. The second represents a so-called maximum comfortable loading, which ought not to be ex- ceeded at the present time even in the absence of unified management. The third represents a compromise standard, —19— how determined. Car requirements for the next five years. Effect of unifica- tion and re-routing on service. 80/70 80/80 199 78 139 338 134 145 138 149 142 153 146 158 151 162 155 166 159 170 164 Compromise service standard should govern now. the necessary equipment for which ought to be provided in the near future. On these bases, the results are as follows : Program of Equipment Addition. Not including- reserve. Item 70/70 Shortage of 1912 341 Additional equipment 1913 147 448 139 338 134 212 Additional equipment 1914 152 Additional equipment 1915 156 Additional equipment 1916 161 Additional equipment 1917 166 Additional equipment 1918 171 Additional equipment 1919 175 Additional equipment 1920 179 These represent net operating ears (without reserve) to which from 7% to 10% should be added (according to the uniformity with which new cars are purchased) to allow for car house emergency reserve and equipment temporarily withdrawn from service for repairs and overhauling. It thus appears that on this compromise basis, the actual requirements for the next five years will increase, in round numbers, from 140 to 160 cars per year, not including this reserve nor the shortage of about 200 cars in 1912, which has not yet been made up. It is unquestionable that with complete unification and re-routing of the system so much more effective use of cars would be possible as to provide a large increase in actual service rendered for the same amount of equipment operated, as compared with the present time ; i. e., that relatively speaking a large saving in cars for the same service would result together with correspondingly decreased street con- gestion. The exact saving can only be determined by the working out of a complete operating plan for the proposed unified and through routed system, which analysis is now under way. But now that the unification of the properties has tem- porarily been deferred, considerable new equipment is re- quired to absorb the present shortage and to meet the needs of the immediate future. For this purpose the compromise service standard previously discussed (80 passengers, max- imum 30-minute period) represents the minimum that should now be considered. In addition to the 200 new cars on -20— order by the Chicago Railway's Company, the Chicago City Railway Company, to meet immediate necessities, will order 50 new cars, which number may be increased. This total new equipment will only suffice to absorb the shortage of 1912 and the growth up to the present time (although com- plete deliveries can hardly be expected until the close of the present year) and not to meet the growth of traffic as herein estimated, which rate has purposely been made conservative and therefore probably represents a minimum. The question of the disposition of additional rush hour equipment, which is constantly arising, is discussed under "Return Loops and Additional Trackage." Through Routes: This subject has been discussed extensively by members of this Board in written communications to and orally before the Committee on Local Transportation, and recommendations have been made for changes designed to improve the use- subject of through . routes extensively fulness of through route service. Later, followed the re- discussed by the board; unified vision ordinance of July 15th, 1912. operation vital . factor. All of the through routes, designated in this ordinance, are being operated strictly in accordance therewith with the exception of five (1, 3, 6, 9, 23) which are also in operation but are permitted alternative routing or temporary terminals to be later extended further into outlying territory. A full compliance with the through routing features of the ordi- nances has been the subject of several communications di- rected to the companies by this Board within the past few months. One of these routes. No. 3, originally diverted because of special work was permitted, by the ordinance, an alter- native routing via Kinzie, State and Lake streets with the understanding that if this routing should not appear satis- factory, the original ordinance route through the LaSalle street tunnel would be substituted. Obviously the fullest use of the advantages of the through routing plan cannot be realized until unified opera- tion of the properties is brought about, upon which problem, at the request of the Local Transportation Committee, the Board has been working for some time past; for there are practical difficulties in the establishment of complete through route service under divisional operation that the companies do not seem as yet able to remove. Some of these difficulties, particularly where unbalanced conditions —21— of travel predominate, may be illustrated by comparative operating results for the past fiscal year of some through routes affected by the modification of the ordinance of July 15th, 1912 : Through Route No. 1: (8 min. headway)— South end routed via Cottage Grove avenue instead of Indiana — has de- creased in earnings per car mile over 10%, mostly in the City Railway division. Through Route No. 6: (18 min. to 12 min. headway)— North end changed from Armitage to Milwaukee avenue and extended therein 3I/2 miles. As Milwaukee avenue is fair- ly well settled throughout, the effect of the extension in dilut- ing earnings is negligible while the re-routing and decrease in headway from 18 to 12 minutes during the last four months have increased the earnings per mile nearly 11%, entirely in the City Railway division. The elimination of old through routes Nos. 5, 16 and 19 from State street may have some bearing upon this increase. Through Route No. 11: (12 min. to 27 min. headway) — Extending both on North Clark street and Ogden avenue 4.7 miles. Total earnings per car mile have decreased 29%. The headway was increased to 27 minutes in the middle of the year, and at the present time the route hardly pays operating expenses. Through Route No. 14; (25 min. to 20 min. headway) — Extended a small amount, 1.46 miles. The increase in service and extension along 12th street has nearly doubled the traffic with an increase in earning capaciy per car mile of 28% above the level one year ago, which was just about equal to the operating expense exclusive of the fixed charges. Through Route No. 17: (15 min. headway) — Extended from Belmont avenue North to Elston and Kedzie to Lawrence avenue. The route now performs more directly the function of a Kedzie avenue through route by relieving the transfer traffic from and to Western avenue and its earnings per car mile have increased nearly 25%, entirely in Chicago Railways division. Long headway The results gcuerallv indicate that through routes are renders through o . o route useless, extremely sensitive to changes in location, but when prop- erly routed, respond quickly to the increase in service and that, with a headway longer than 10 or 15 minutes, the route is practically useless for through route purposes, espe- cially when operating on streets giving quicker local service with transfers. Thus many of these through routed cars become inconvenient for other than local service and the fundamental purposes of the through route plan are only partially fulfilled. Under unified operation the unbalancing —22— of traffic and earnings that now concerns the companies in every proposed change will disappear. Direct Routing: The Council order observes the desirability of more direct routing, so as to avoid bringing traffic into the downtown district unnecessarily. This is in full accord with the Eliminate unnec- policy of this Board which has been to extend this plan of essary traffic in . . downtown operation as rapidly as possible, utilizing the transfer priv- district, ilege to avoid needless downtown congestion. At the pres- ent time in addition to the through routes traversing the loop district, direct through service is operating on the fol- lowing important thoroughfares outside of the business dis- trict, approximately one mile apart: Halsted Street. Western Avenue. Morgan-Center Streets. Kedzie Avenue. Southport-Ashland. 40th Avenue. Return Loops: It has been the practice for some time, in order to serve more directly the industrial districts surrounding the down- Looping of trippers town "Loop District," to loop back a certain portion of the ^^t^ct *^' ''°°^" rush hour extra cars or "trippers" .just outside of the "Loop," to that extent avoiding needless congestion therein. This Board has advocated increasing this special rush hour service, but without interfering with the established termini or routing of the regular through cars. Prior to the order of March 11, 1912, certain of the heavier lines, such as on Madison street, Armitage and Mil- waukee avenues, were looped back in this manner. The last named lines then turned at the intersection of Clinton and Randolph streets, but later the short line to a terminal was ex- tended south to Harrison street, as now operated upon recom- mendation by the Board. This change has resulted in unmis- takable improvement. At the present time West Side trippers (Blue Island- Madison) loop back at 5th avenue and La Salle street respectively, in both morning and evening rush hours; the Northwest lines (Milwaukee, Armitage) loop at Clinton and Harrison; the North Side lines (Lincoln, Clark, Evanston) loop back at Kinzie street during the evening rush hours ; and the South Side lines similarly loop at Harrison street during the evening, and in emergencies during the morning rush hours. —23— Additional Trackag-e: An analysis of the disposition of additional cars recom- mended indicates that about 86% of them should reach the mile zone business district during the rush hours on the present basis of operation. This means that in the absence of universal through routing track facilities must be found for accommodating about 265 additional cars on the 70/70 standard or 170 cars on the 80/70 standard equivalent to "w1ySrl?i^; ^^% increase in the existing loop service. It is idle to \VdSTuars' consider the addition of all this equipment to the present tracks in the center of the loop, unless a subway is pro- vided, for the present surface tracks have neither the re- quired capacity nor freedom from traffic obstructions. How- ever, the expansion of the return loop (or short run trip- per) service to meet these conditions is entirely feasible and represents the only possible method of relieving the loop district prior to the construction of subways. At the present time over 957o of the total rush hour equipment entering the mile zone also traverses the inner loop district. But, from the foregoing results of com- parative traffic counts it develops that at least 25 %i of the total evening rush-hour passenger travel from the downtown district originates somewhere in the district between the inner loop and the outer or mile zone ; in other words, the Mile zone traflBc . higher than total traffic leavmg the mile zone is fully one-third higher inner loop. ./ o than that of the inner loop only. This fact is reflected in an average car loading about one-third higher at the boundaries of the mile zone than those at the loop zone. These conditions clearly indicate that much additional ser- vice should and can be given in the outer loop zone where it is needed without increasing track congestion of the inner loop or otherwise affecting the service therein. For these return loops certain curves and track con- nections are absolutely essential and the companies have endeavored for some time past to secure the necessary trackage rights but without success, owing to the obstruc- mock'addirional tions iuterposcd by certain property owners who withheld track facilities, property consents in order to permit freer use of the streets for delivery purposes. In this matter, the Board again emphasizes its former request that the Council take steps to remove the restrictions placed upon such extensions of trackage as are manifestly needed, especially when such —24— necessity has been certified to by this Board, as in the fol- lowing examples: On Franklin Street — Washington to Lake streets, double track with connecting curves at Washington, Randolph and Lake streets, to permit return loops for Milwaukee, Grand, Lake, Madison and other lines. This Board has caused the posts of the elevated loop structure to be relocated so as to permit these track connections. Van Buren Street — Similar return loops for tlie Wabash avenue and State street lines of the South Side system should be installed in Van Buren street, in addition to that at Harri- New loops son street. The Van Buren street loop particularly, while ^®"^^^*''y- somewhat limited in capacity by the obstruction of the elevated columns, reaches one of the most important centers of originat- ing travel. For the present single track loops will probably suffice. These return loops, in addition to those now operating in Kinzie, Clinton and Harrison streets, wall then absorb the surplusage of rush hour equipment w^iich the loop district tracks cannot accommodate. Operating Schedules and Supervision: Numerous traffic investigations have developed improve- ments in schedules in many instances and a nearer approach to the Board's standard of service as far as the available equipment and present track capacities would permit. The running time and terminal "lay over" time allowed upon ^'^d'ufeT Ind *^ various lines have been adjusted by the Companies from time ™°"*° ° °^- to time where found to be too high or too low. However, still further improvements where needed are under con- sideration by this Board, including recommendations for the adoption of more suitable schedules during the day when stops are less frequent than during the rush hours and consequently better average running time can be made with- out excessive maximum speeds. The existing system of supervision throughout the City provides means of telephone communication between head- quarters and important traffic points along the line, so that ^^ ervisionb delavs due to congestion or other causes may be handled most telephone com- " o *' munication witn expeditiously. This supervision introduces into a fixed sys- traffic points, tem of time points the desired flexibility necessary to cope with emergencies; i. e., it provides a means of local adjust- —25— ment along important trunk lines to meet actual traffic con- ditions, where an elaborate and rigid system of time points would fail in its purpose. The time point system becomes less and less effective as numerous foreign or feeder lines are switched into a main trunk line owing to the unavoidable interference in schedules ; on the other hand, it is ideally suited to individual trunk Segregation of line Operation on the zone system. This principle is recog- and*feeder lines, uized by this Board in its recommendations for the segrega- tion of car traffic into trunk lines and feeder lines, thus mak- ing best use of both the main thoroughfares and the transfer privileges throughout the City. In line with improved methods of supervision, the com- panies' attention has been directed and efforts have been made by them to eliminate the practice of passing by passen- gers waiting on the street to board cars, with good results. Manifestly, this is largely a matter of discipline, and cannot be detected in the usual traffic counts. "Owl" Service: At the present time every trunk line in the City of Chicago has all-night service, the more important, such as Cottage Grove avenue — with a headway as low as seven and one-half minutes. "Owl" service headway throughout the City has improTed. ^^ecu improved within the past year, and schedules have been adjusted so that "owl" cars will meet as far as possible to facilitate transfers at the more important points. Universal meeting of schedules at all intersecting points is, of course, impossible under reasonable operating conditions. Running Speed: Better supervision has resulted in the elimination of much of the erratic running, especially at high rates of speed, that frequently have been complained of. While occasional excess speed may be encountered, due to carelessness, this can never be wholly eradicated, as it necessarily involves the personal equation of motormen. It is the opinion of this Board that the shortest practicable average running time consistent with safety of pedestrians and comfort of patrons is justifiable as the best means of ^Improved ta^^ Securing the rapid transit desired and the best use of the sections, equipment; and in its consideration of equipment and —26— Night car service schedules, a gear ratio has been used so that reasonably rapid acceleration may be obtained while maximum speeds are definitely limited. During the past three years the average car speed has in- creased from 8.50 m. p. h. (year ending January 31, 1911) to 8.99 m. p. h. (year ending January 31, 1913), that is, the entire City of Chicago is now operating on practically a schedule of 9.0 m. p. h. This increase is the result of im- proved operating conditions due to track rehabilitation, com- pletion of river tunnels and extensions into outlying dis- tricts. Thus, the schedule of Western avenue, a line wholly outside of the business district, has increased from 8.65 to 9.2 miles per hour within three years ; and could be increased still further by eliminating delays; Milwaukee avenue from 7.51 to 9.33 miles per hour within four years, due to rehabili- tation and extension ; Lincoln avenue, from 8.01 to 10.07 miles per hour in three years, due to rehabilitation. The schedules of the more rapid North Side lines, such as Clark street and Evanston avenue, have remained during the past year at about 10 miles per hour; likewise Cottage Grove and In- diana, on the South Side, from 9 to 9i/^ miles per hour. increased schedule speed benefits It seems proper to emphasize here that increased schedule p**™"^- speed does not necessarily mean increased maximum speed, but rather reflects the results of more efficient operation, elimination of unnecessary delays and a better condition of physical property. This represents clear gain to the patron. Much of the recent improvement has resulted from investiga- tions by the companies of prompt and efficient acceleration and braking to minimize the effects of the numerous stops on schedule speed. As a result both have been improved with- in limits of comfort and safety of passengers. Short Running: The turning back of cars at points short of the official terminus is not permitted by the traction companies, except under conditions of extreme delay, when another car follows within a reasonable distance — one block — which can accom- modate these delayed passengers to the end of the regular route. This turn-back permits the delayed car to return to its schedule and to relieve the point of heaviest congestion Turn-backs per- ^ _ ° nutted only in sooner than otherwise. If handled with reason, better service emergencies, results. During inclement weather conductors are expected —27— to hold cars that are much delayed at the crossovers until passengers can be transferred directly to the car following. There is no justification, however, for short running for reasons other than extreme delays or defective equipment, and the companies are endeavoring to eliminate this practice by more comprehensive inspection. Zone Operation: It is the understanding of this Board that the recommen- dation of the Council regarding short running (especially ^z^neopera^on with reference to Aid. Donahoe's amendment of the original recommended. Qouncil Order) has no reference to the excellent plan now in force of operating so-called short lines, in the manner of regu- lar routes superimposed upon, or in addition to, the through line. These short lines are a direct application of the zone principle of operation, the object of which is to apportion the car service along a given street, according to the originat- ing traffic thereon in the manner of a gas or water main of varying diameter. Obviously, the short headway required in the inner zones of heavy traffic are not required or justifiable in the extreme outlying sections of the same trunk line. This zone system represents the most efficient method of operation known today and the policy of this Board is to extend it as rapidly as possible over both loop and through routes. Traffic Obstructions: The Council order clearly recognizes the necessity of re- ducing obstructions encountered by surface transit cars throughout the City and of co-operation by the Departments of Streets and Police in the carrying out of improvements in this direction. The Board of Supervising Engineers has eliminated all possible causes of delay in operation due to track layout or deficiencies in equipment, but obviously can go no further. Track centers have been established in ac- cordance with the ordinances and car widths have been chosen as narrow as permissible consistent with comfort, so as to Traffic obstruc- rescrve the maximum street space for vehicles. Ample motor xions — co~op6r— ^othVcify de^ art- Capacity has been provided for rapid acceleration and brak- ments, necessary, j^g . ^rack Special work throughout the City has been de- signed so as to permit the largest cars to pass on curves. Safe clearance has been provided at all permanent structures adjacent to the track, and elevated railway columns of the Union Loop have even been moved at great expense to ac- —28— complish through route operation. In its 3rd Annual Report (p. 198) the Board cites 206 locations where bridge, tunnel and viaduct changes were necessary to provide car clearance — and these for through routes only, practically all of which have been effected. Beyond this work both the Board and the Companies are helpless in avoiding interference with car schedules by street obstructions. Where street improvements have not been made, teaming unavoidably follows the car tracks. Where the City ordinances concerning street encroachments are dis- regarded by abutting property owners, as occurs in the down- improvements * , 1 T 1 T 1 1 dive'-ts vehicular town district, there can result only schedule delays and un- t.-sfflc to st. Ry. satisfactory service. Obstructions occur especially where front delivery to stores and warehouses is the practice. This trouble is not crucial with rear deliveries. The most needed improvement concerns the various entrances of transit lines from the North and West Sides and especially in the vicinity of South Water street. In the Fourth Annual Report (p. 332) a study was made of this "inner city" congestion, which is entirely typical of conditions that cannot be improved without strict enforce- ment of the ordinances prohibiting street encroachment. This study showed that within one mile radius of the downtown business center about 100% more time was required for oper- j^°p ^^t^^J*^ ation during evening rush hours and 50% during noon- day than necessary for operating over the same track when it is reasonably clear; that while a passenger could ride 5.35 mi]p5> in thirty minutes with a clear track, only 3.15 miles could be covered during the rush hours in the same period. Elimination of Unnecessary Stops: This subject has received serious attention from time to time, and this Board is in accord with any practical plan by means of which unnecessary stops may be eliminated. While the Council order under consideration recommends the elimination of certain stops "where cross streets do not meet" on the main thoroughfare, the Board realizes the necessity of eliminating still further a large number of stops in those districts of the city where blocks are unusually sJiort or irregular. In Chicago, the standard subdivision for a section one mile square usually results in a tract eight blocks long by —29— sixteen wide. Fortunately, in perhaps the majority of snb- Excessive number divisions, the long dimensions of these blocks have been of stops should ' » be eliminated, located aloiiQ trunk Unes requiring street ear service. This particularly applies to the South Side lines leading out of the business district and the limited number of stops at street crossings contributes greatly to the rapid transpor- tation desired. On the other hand, the North and West Side lines are distinctly handicapped in operating through the "close-in" districts, where the blocks vary from 12 to 16 per mile, resulting in an excessive number of stops on these important trunk lines. In the example appended. Table V., the actual number of stops represents 82% of the possible number. 16 stops per mile equivalent to 330 feet spacing. 12 stops per mile equivalent to 440 feet spacing. 10 stops per mile equivalent to 528 feet spacing. 8 stops per mile equivalent to 660 feet spacing. —30— ■4-3 < a o ^ OJ M 02 !z; o o ti: 'd « w 5 ii P^ n 'c? !zi 1 o <1» t> o w • ^H o H n bi. > < H O PJ 00 in O o a CO &I0 PI • r-l OJ OJ CI. a o cs o t^ P<1 be o i=l P! OS u Q T^t^COrHtOOlOOUOt:^ (M C^_ Ol GO O It-; CO CO LO rJH CO oi O OS O" T-i oi OJ O CO -^ 00 t- 00 CO T-lOCDC^'*C 03 O O CO o ft o CO ci CO ft c 02 bn o -31- In view of the condition existing, this Board is of the opinion that rapid surface transportation in Chicago would be very generally improved if permissible stops could be confined to the standard subdivisions of eight blocks per mile or thereabouts. While it is inadvisable in the down- town district to eliminate any great number of stops (due to the necessity of distributed loading), the service along the trunk line would be generally improved by a careful and judicious revision of these stopping points to conform as Revision of stop- closcly as possible to the above standard city block. This arbitra?y"ll)*aci'n^ especially applies to diagonal thoroughfares where irregular street intersections necessarily result in many extra stopping points. In such cases arbitrary spacing is necessary for the general good. Such irregular stopping points should be distinct!}^ indicated by means of colored poles, or posts, suspended signs or other distinctive methods, especially in all districts where stops are not made at every street inter- section. This practice is followed in other cities with obvious success notably Toronto (Canada) and Providence. Much improvement has already been made by the ex- clusive adoption of the "near-side" stop, where formerly full stops were made on both near and far side. Snow Removal: In an endeavor to meet the conditions of the 1907 ordinances, various modern methods of snow removal have been investigated and tests made with a snow melting »pp^?atus™found apparatus, using high temperature steam. The results have impracticable. ]jqqj^ ygj.y unsatisfactory, both as to economy and rapidity of operation. In view of the enormous mileage involved, and the resulting investment in special equipment that would remain idle throughout the year, the Board regards it neces- sary to exercise great caution in authorizing such investment until a thoroughly efficient apparatus has been developed. Electric Switches: For some years electric switches have been in use in Chi- cago, and over 100 of these switches are now in use by the eieSswKs traction companies with successful results. Additional installed, g^vvitches are being added to the system from time to time at locations where the saving in time and the reduction in num- ber of street obstructions justify the additional expense of installation and maintenance. —32— Bridges and Tunnels: Although this department of the City's undertakings is not a direct function of the work of the Board of Supervising Engineers — without definite instructions from the City Coun- cil — the Board is in a position and stands ready to further proceedings for additional bridges and tunnels across the Chicago river or its branches by contributing from its ex- perience and traffic records, so that such locations may be assist in securing 1 .-., , - jv .• i? T J? £ 4- £G M- additional bridges chosen as will be most eliective for reliei oi traffic congestion, and tunnels. Especial consideration has been given by this Board to the Chicago river crossings and the Council order of March 11, 1912, is concurred in with respect to Franklin street, except that a transit tunnel is advocated instead of a bridge at this point. This Board further recommends a bridge for both traction and traffic between the West Side and the South Side at Monroe street. Increased car facilities at the Northeast corner of the loop district have become very necessary, but it is realized that the character of this improvement must necessarily be contingent upon the final decision of the City authorities on bridge crossings in this locality. If the Michigan Boulevard connecting link is built and vehicular traffic from the Rush street bridge is diverted to it the latter should then be made unk wfif relieve available for street car tracks, thus creating another outlet °°^ conges ion. to the North for street car traffic unless rendered unnecessary by the construction of subways. Furthermore, the Board is already on record as favoring the opening of the N-S and E-W section lines of the City for transit lines as rapidly as settlement of the territory justifies. One of the most important locations for early improvement is at Ashland avenue and the north branch of the river, where a bridge or tunnel is necessary for connecting traffic on Ashland avenue. Extension Service: The Companies, as a whole, have been active in extend- ing their lines, particularly the Chicago Railways, which has built about thirty-two miles of new extensions since the end jjew extensions of its rehabilitation period against a maximum of twenty- prtoance Squire- three that could be called for by the City under the 1907 ordi- ments. nance. The Chicago City Railway Company, since its re- habilitation period, has constructed about seventeen miles of —33— new extensions against a possible maximum of twenty-two miles under its ordinance and in lieu of additional new ex- tensions added to its system by purchase eighteen miles of track which extended the 5-cent zone to the extreme South- west limits of the City, thus making a total additional mileage of thirty-five miles since 1910. Considering the three years' construction season, 1910 to 1912 inclusive, it appears that the total new track construc- Abutting property *^^° ^^^^ ^^P* P^^® ^^^^ *^^^^ Stipulated by the 1907 ordinance aome^rteMioM* ^^^ *^^ post-rehabilitation period. Some extensions desired have been opposed by abutting property owners, and con- struction thus delayed by the Companies' inability to obtain the frontage consents necessary under Illinois State laws. For example, on Franklin street, Washington to Lake street. As a result of this new construction extension, car service has been established on the following streets since January, 1911: North and West Side: LaSalle street tunnel. Western avenue — Koscoe street to Lawrence avenue. 40th avenue — Lake street to Elston avenue. Harrison street — 40tli avenue to 52nd avenue. 16th street — Kedzie avenue to 46th avenue (City limits). 48th avenue — Chicago avenue and JMilwaukee avenue. Armitage avenue — 44th avenue to 48th avenue. Kedzie avenue — Elston avenue to Lawrence avenue. IMilwaukee avenue — Lawrence avenue to C. & N. W. R. R. tracks. Grand avenue — 51st avenue to 72nd avenue. Grand avenue — 40th avenue to North avenue. 52nd avenue — Harrison street to Lake street. (Suburban Co. extension.) South Side: California avenue — 35th to 36th streets. 35th street — California avenue to Kedzie avenue. State street — Vincennes road to 71st street. 79th street — State street to Vincennes road. Halsted — 79th to Summit — Summit, Halsted to Vincennes, Vincennes, Summit to 119th. 111th — Vincennes to City limits. 81st — Vincennes to Halsted. 71st — State to Cottage Grove. State— 71st to 79th. 34 • • ^'^ J « * • • •••••IP • Loop District: Two-way operation of North Side Loop via LaSalle, Monroe-Dearborn streets. Outside City: Operating agreement with County Traction Company establishing service 1st — 48th avenue from 12th to 25th streets 2nd — Ogden avenue, 46th and 48th avenues N. in 48th and 25th W. in 25th and 52nd avenue. By this agreement, Chicago citizens are given through service to Western Electric Works and others for a single fare and without transfer. Summarizing- : In the foregoing report the important facts defining the present status of street railway service in Chicago have been plainly and fairly stated. But it is necessary to state in conclusion that these facts should not be misinterpreted by assuming present conditions to be due to failure of the com- panies to keep pace with transit growth. Rather, the absence of adequate rapid transit development may be regarded as the prime cause of the present limitations in transit facilities. Admittedly the growth has been faMer than expected and continuously involves questions of raising the money for umited because necessary capital expenditures, which expenditures it has transit deteiop- been a duty of this Board to supervise. But any surface transit system can be developed, as such, only to the extent that there are streets available for its occupancy and it then cannot fulfill the demands of rapid transit. The surface line system has been perfected to its present state by the ex- penditure (in addition to its original cost of $55,775,000) of more than $80,000,000 within a period of six years, and has reached a state of development unparalleled in this country, not only in actual mileage of track construction, number of cars installed and auxiliary' equipment provided, but also in the methods and efficiency of operation, as evidenced by the ability of the system under the present handicap to give the class of service it is now giving in handling over 1,000,000,000 passengers per year. 32-^36^ UNIVERSITY OF CALIFORNIA LIBRARY