m. ^■■•i^^,M^^c 'S&-: '^<^s- ^^m^^"^. >cmm mmsmj c^rrr REPORT ON THE Traction Improvement and Development WITHIN THE PROVIDENCE DISTRICT TO THE Joint Committee on Railroad Franchises PROVIDENCE CITY COUNCIL By BION J. ARNOLD CONSULTING ENGINEER Providence. Rhode Island JUNE. 1911 REPORT ON THE Traction Improvement and Development WITHIN THE PROVIDENCE DISTRICT TO THE Joint Gommittee on Railroad Franchises PROVIDENCE CITY COUNCIL By B!ON J. AF?NOLD CONSULTING ENGINEER Providence, Rhode Island JUNE. 1911 CONTENTS. PAGE Letter of Transmittal 5 Summary 190,000,000. has doubled in 25 years and is growing faster than the po])ulation. Bank clear- ings, the best index of prosperity, have increased over half in twelve years and now aggregate $415,000,000. That surface transportation is becoming more and more essential is e^■ident from the fact that traction earnings in percentage of bank clearings have increased from 0.58 to o.8'( since 1898. The Rhode Island Company. Trackage has increased steadil}- for the last decade 4.14 miles per year for the system, 3.13 for the Union Divisions, (which has a total trackage of 152.74) and 1.48 for the City of Providence. 'J"he City con- tains 72.4''^ of the trackage of the I'nion Division or 88.68 miles and receives proportionate income therefrom. Ihis income has been increasing during the past ten years, but not in proportion since 1905. The normal increase in passenger traffic and earnings for the entire system suttered but one pause in 1907-08, but during the past seven years has increased to a total of 82.790,000 fare passengers or 61.4''. 'I'he cit\ riding has more than doubled in twelve years. Car e(|uii)ment increase has not kept ])ace with the growth and equipment is now about one and one-half years l)ehind. From 1903 to 1907 traffic increased 43^'f^ and car equipment but 2\^' . Since 1907 no new equipment has been put into commission to tueet this growth u]) to March. 191 1. At that time there were 335 cars available on the Union Division for the winter service, with 331 cars called for bv schedule, also 353 cars available for summer service. 14 Gexeral Summary of Conclusions. The Rhode Island s}stem, as a whole, earned about $9.70 per capita in 1910. The Union Division, $11.57, a"<^ the City of Providence, only $8.55. Assuming earnings per capita increasing as fast as the population, an increase of business over 80% must be provided for the next fifteen years; i.e., a total of about $6,000,000 earnings for the Union Division. This law of increase has been found reasonable for other cities and means that when the population doubles the gross earnings will be quadrupled. This, then, is the measure of the traction problem of Providence. TRAFFIC IN THE TERMINAL DISTRICT. The actual passenger movement outbound from the terminal loading district was determined by actual count, during ]\Iarch, at the maximum loading point of the nine outlet throats of travel. These counts show 14.730 passengers and 11.036 seats outbound during the typical rush hour. 3:30 to 6:30 P. M., an average loading of 133. 5^^, ie., Ti^^s'^- represented standing load. /^ 'f^^ During the heaviest ten minute period nearly one-quarter of the traffic occurred equivalent to a rate of 22.450 passengers per hour. For the heaviest twenty minute interval the load- ing varied from 89 ^^ to 164% at indi\idual throats or 123.6% to 141% for the system. During the hour, about one car per minute on the average passed Hoyle Square and Trinity Square. However, a max- imum car interval of 6T/< minutes on r>road street and 804 minutes at College Hill indicated considerable irregularity in running, no doubt partly due to down-town congestion, but IS Report on Traction Improvement. also to inadequate dispatching and inspection. Dther counts also exhibit this irregularity which occurs not only at the throats as a whole, but also on individual routes. The Company operates double service over the Union Division during rush hours, and on some of the routes three times the service of non-rush hours, and endeavors to main- tain, where equipment is available, a standard for individual car loading of about 165*70, with the exception of the thirty- tour seat class, for which the standard is too high, viz., 200%. Monthly records elsewhere discussed show that the traffic during February and March is the minimum of the year, and that the traffic averages 15.6% higher during the year than in March, December 13.6% and July 38.3% higher. The summer maximum, however, is not entirely coincident with the rush hour. This means that the service rendered, as shown by the above counts, was presumably much better than during mid- winter conditions. SERVICE REQUIREMENTS. Ade(iuate service implies the just proportioning of service to income. A]iproximately 70% of the income is necessary to operate and i)r()vide for taxes and an adequate depreciation fund, .^ince 1907 this o])erating ratio has been steadily de- creasing on the entire Rhode Lsland .sy.stem. For the Union Division the traffic during the i)ast four years increased 6.75%, while the car mileage decreased i.i'^'^ with ap|)roximately tlie same ec|uipment. To equalize this growth an increase in GeXKRAL Sr.M.MAKV OF LoXCI.l'.SlO.N S. service of 1,622,300 car miles or 17.2% should have been made in 19 10 and distributed over the various lines of the division. With decreased car mileage the earnings per car mile have increased to an excessive degree; likewise the total nunilicr of passengers i)cr car mile carried. In Providence, essentially a short haul city, these earnings would presumably be higher than in a long haul city, but they should hardly exceed 30c. per car mile with jjresent equipment. The track mileage has not increased at the necessary rate of about 3.6 miles i)er year to keep pace with the population. Since 1901 the rate has averaged 2.5 miles per year. This accounts for the lack of much double tracking needed through- out the system. 'Jhe average population per mile of route for the city is nearly 3.000, but the maximum is as high as 13,700 along Atwells-Academy avenues. The average loading shown by the March counts I33.5'^<' is not an unreasonable standard for rush hour conditions in Providence, and may be taken as a basis for service estimates. With the increase necessary for the traffic of last December 12,600 seats per hour were recpiired to handle 16,740 passen- gers per hour. This means that the present winter schedule should have been increased 13.4% to give as good service in December as occurred in March. Cars. In order to fulfill this standard the rate of car flow through the loading district during December should have been 362 cars ])er hour of the j^resent type. The present winter schedule calls for 331 cars to be actually in service on the lines of the Union Division, but on this basis of De- cember traffic ^/=, cars of the present type were recjuired for adequate service. 17 Report ox Tractiox Improvement. Here it must be stated clearly that any increase in schedule speed as contemplated in this report will result in a propor- tionate increase in car mileage for the same equipment, or vice versa, less equipment for the same service. It is, there- fore, l)ut just that the Company should have been permitted to avail itself of such an increase and had this been the case it is possible that adequate service might have been furnished with the present equipment by means of proportionatel\- faster schedules. For the future, additional equipment will be re- quired at the maximum rate of 20 cars per year to provide only for normal growth and more will be required for retiring obsolete and worn out cars. The Company actually increased its' equipment at the rate of 50 cars per year from 1901 to 1907, of which about 43 cars should have been assigned to the L'nion Division. SERVICE IMPROVEMENTS. The most important improvement in service immediately needed is an increase in schedule speed, which averages only 7.96 miles per hour ; entirely too low in a cit\- of radial thor- oughfares. Some of the lines average little more than six miles per hour and in actual running, below this. CJther lines, where reasonably free running is possible, make better time — nine miles per hour. By city ordinance the s])eed of cars is limited, for the greater part <^f the city, outside of the business district, to nine miles per hour. Autoniobiles are permitted fifteen miles per hour. This limitation upon cars is unjust aftd in fact, even the present sUtw schedule could not be made without infraction of the rules, for 15 to 30^ of the time is t8 (JKXKKAL SlMMARV OF CONCLUSIONS. required for stops and perhaps 50% of the remainder for acceleration and braking. Railway transportation should not only be given the preference of right of way over vehicles, but the same rules for maximum speed should appl}'. For the same element of danger involved, cars operating upon a fixed track with air brakes and fenders could obviously operate at teast as fast as undirected vehicles. Suburban development practically dictates the necessitx of limited stop expresses. If separate routes can be found for routing them outside of the congested local arteries of tratitic, these should be largely reserved for this important service. White posts indicating stopping points average within the settled districts of Providence approximately 250 feet apart or twenty stops per mile. These are entirely too frequent for making satisfactory running time. The spacing of 500 feet would be quite reasonable and would permit a stop at about every second street, which is sufficient. Schedule delays now result from congestion in the loading district which is unavoidable, holdups at single track turnouts, counter-operation at intersections with main arteries, and from general lack of promptness in dispatching and running of cars throughout the system. More rigid inspection and discipline will remove the last objection and more double tracking, more frequent turnouts with closer regulation of signs and opera- tion of vehicles the remainder, assuming, of course, the realiza- tion of contemplated plans for the relief of the downtown thoroughfares. Electric switches should be installed at all important junc- tion points, at least within the loading district, to save switch- ins: time. 19 Report ox Tractio.n Improxemext, Night service should be extended on all principal lines and emergency routing provided. Crosstown lines will be required in the near future to con- nect various outlying communities of interest. Transfer abuse, which is quite prevalent in Providence should be corrected b\- some selective method, possibly by sectioning the various districts of the city by means of colors. The present transfer privileges are liberal and the Company should be protected from this source of petty fraud, i. e., round trip riding for a single fare. Ivxpress service to (31neyville is urgently retjuired. It is believed that Broadway offers the best oi)portunity for such a service at present, looping at Tv.xchange Place via Fountain and Washington streets. In the future the demand lor an F.ast Side-West Side electrification of the steam lines through Union Station will probably occur, giving direct service from South Providence and Olneyville to East Providence and the South shore. Trolley freight should be absolutely excluded from import- ant arteries during rush hours and separate routes reserved as far as possible for this .service, having in mind the ultimate establishment of a central interurban freight terminal more suited to the needs of the city than the present one. EQUIPMENT IMPROVEMENTS. The i)re.sent rolling stock operated is about ecjually divided between summer and winter types. Of the winter equipment about 28'^6 of the total number represents small single truck cars, but this is only 21 '^ of the .seatijig capacity. These 20 GkXKKAL SlM.MAKV (11" Co.NCLUSlOXS. small cars will be a necessity until a suitable luist Side approach is determined upon, then they should be retired for larger equipment. In all of the present cars the vestibules are entirely too small and constricted, although the thirty-four and forty-two seat class cars are otherwise of suitable proportions, and the latter of excellent design and construction. This narrow vestibule has been necessary on the largest cars to keep within the present ordinances limiting cars as to length and still give the required seating capacity of car body. Prcl>a\mcnt. Modern pr aclice-unmistakably points to the acceptance of the prepayment type of car. which will neces- sitate longer platfofmsT" Fortunately, the citizens of Provi-| dence are already educated to the essential prepayment princi- ple, viz.. direct automatic registration by the i)assenger. Con- trarv to the opinion of many patrons, this device prevents pos- sible fraud of both conductor and passenger and secures to the latter the maximum possible service. Prepayment plat- forms separate incoming and outgoing passengers and thus load more (juickly. the general movement being forward through the car. The conductor is stationed at the rear and collects fares on entering. In the type of car best suited to Providence conditions, bulkheads are omitted and the step raises automatically with the closing of the i)latform doors, thus preventing accident and facilitating rapid schedule speed. By tapering platforms it is possible to increase the present length of platform from 5 feet to at least 6 feet 6 inches and the overhang of the platform bumper is thereby reduced to no greater than the present summer or winter cars. The citv ordinances should, therefore, be amended to restrict over- hang rather than length. 21 Report ox Traction Improvement. A seating arrangement in which at least half are cross seats should be adopted for the City cars and with all cross seats for long haul suburban cars. Coiii'crtiblc Cars. Semi-convertible cars should be grad- ually put into service. While quite as comfortable as open bench cars, they will largely reduce accidents and avoid an unnecessary duplication of investment in rolling stock. Re- moval of the sides in warm weather creates practically a centre aisle open car. Single ended operation is recommended for loop lines of heavy traffic. By removing the electrical and brake equip- ment from the rear platform much valuable loading space will be available. With this imi)rovement the present Bradley cars and vestibules might possibly be used with the prepay- ment principle until they are worn out. The present standard height of step of 14^4 inches is not unreasonable. The wider lift step of the prepayment plat- form will reduce the present objection of the steps being too steep, i. e.. having insufficient landing space. b^lectric signal bells should lie installed on all cars and tlie lighting improved by replacing exhausted lamps. Head lights should be dimmed within the City limits. Car If()iiscs. 1 he present standard n{ construction is adequate except that it does not provide for double ended car houses, enabling cars to enter and leave at oj^jjosite ends, being cleaned and inspected in transit. The older car houses should be remodelled or rebuilt entirely, and additional ones constructed in the \orth and I'.ast side in the near future. 22 Ghxkkal Sr.MMAUV OF Conclusions. The present standard of inspection, cleaning and repairs is reasonable if adhered to, but this cannot l)e without proper facilities. Owing to the transmission distance necessary for the lonj^er lines, excessive drop in voltage occurs on some of these lines. This can only be remedied without excessive investment in copper by outlaying sub-stations, which will be recjuired as the system grows. Tracks. Concrete sub-base tracks, now standard, is good practice and should be extended in all renewal work on trunk lines of heavy traffic. This standard, however, is not being adhered to during this season's work. ]\Iuch double tracking is necessary to properly handle the traffic now existing, and track mileage should increase faster tlian the present rate. Electric switches should be installed immediately at the im- portant switching points on trunk lines. Electrical semaphore signals for single track turn-outs are being tried out. and should be extended over the important lines if successful. CITY PLANNING. Without elTective co-operation between the City and the Company the plans for traction improvements recommended in this report can be but of little avail. These improvements are so essential to orderly municipal development that the work should be properly executed by some technicalh- con- stituted commission. This body should first study vehicle traffic in relation to street congestion to properly supplement the transit studies presented herein. ^Z Report ox Tkaci iox 1.mpko\i-:mi:xt. Street widening forms an essential step in any such plans, especially at Constitution Hill, and Randall, Steeple, Aborn, Snow or Mathewson and Smith streets. The double tracking of Smith street is necessary to the fuller development of the suburban territory along this important ra()HT ox Tkaciidx I.mprovemi:xt. City and Company will operate as an effective protection of the latter against attacks not founded on facts. Supervision. But manifestly the personnel of such official ort^anization authorized to keep such a record must be clear of political bias and of unquestionable professional integrity. Such work might be properly intrusted to a local engineer of ability and experience in railway lines. Until such local supervision is established there is no as- surance except the reputation and good faith of the railway management that the City will receive and continue to receive its just share in the results of the improvements it inaugurates. If a State Public Service Commission were m existence, clothed with effective powers of investigation and direction by specific order, such local authority would in no sense be necessary. The powers of the present Railroad Commissioner are so curtailed and inadequate to meet the situation that a local authority becomes necessary if a State Commission is not organized. REROUTING AND SERVICE REDISTRIBUTION. In working out the ])robleni of rerouting it is very impor- tant that a plan be developed through orderly and friendly co-operation between City and Company representatives, and that improvements be discussed from time to time in the same manner. Rerouting is a matter for arbitration ratlier than individual judgment*. Xo "One Man" plan can ever be a success. The report attempts to develop methods of analysis that may be followed and to direct attention to improvements most needed, 26 CIknkral Slmmakv of Conclusions. based upon such limited observations as were possible within the short time available. A complete study should compre- hend at least one year's seasonal changes. Loadiiii^ District. Relief of the down-town thorouijhfares is based upon, first, a study of street capacities, and second, a redistribution of cars by routes. The general principles dis- cussed are embodied in certain definite rerouting plans. ( )ne additional plan has been submitted by the Company. Any of the four plans is feasible and reduces the general rush hour congestion of streets from one-third to one-half, and con- siderably below the limit of street capacity, which the present routing plan exceeds in many cases. For the present speed limit, 6 miles per hour, not more than 80 to 90 cars per hour should pass along any track in the loading district. There are now 1 10 cars on \\'estminster street and 133 on ^^'eybosset. In general, cars should be routed as directly through the business district as possible without diversion until a street of suitable width is reached. Long haul suburbans should be looped back, where possible, just outside the center of the city, in order to .save delay. Counter operation should be abolished and individual or double track provided whenever possible. A walk of one block is considered to be reasonably convenient service to any shopping district. The Friendship Street extension and Fenner and Claverick streets are re- quired for the most effective routing of South Providence lines ; and the Fxchange Place loop and an Fast side approach are considered as essential parts of any improvement. Outlying District. Recommendations are based upon pas- senger counts on individual routes, in connection with a 27 Ri-;i'(tKr ox 'I'uAi I ION I.Mi'Ro\i:.\ii-:.\" study of yearly, seasonal and month!)- records of trat^c and earnings by routes and of daily trip cards. While the problem, as a whole, involved a total increase of 1,622.000 car miles for the year 1910, an immediate solution can only be suggested along lines of trackage extension, decreased headway, short haul extras, limited expresses, etc., any changes in present schedules and routing will so modify the results that it is idle to specify improvements in minute detail. Earnings on most lines are high enough to justify these improvements. With the Company rests the responsibility for initiating the steps (and carrying out future studies) suggested herein. Providence is a short haul city. The average ride is onl\ 2.07 miles, which results in unusually high earning caj^acity. Rush hour loading in many cases is too heavv. especiallv on long haul routes, standing loads contnuiing for 4 to 3 miles. But a number of additional routes can be devised as short haul extras to reduce this. Lower limits of car capacitv should, therefore, be imposed on long haul than on short haul loading and the extension of the Hmitod stop express idea is recommended largely with this end in \iew. The greatest single factor in any improvement plan is increased s[)eed and passenger movement, for by this means, the same results may be achieved without needless extra investment in e(|uip- ment and operating expense resulting therefrom. The average interval observed between some 3,000 stops was over 500 feet, so that the spacing of white posts suggested will more than meet the needs of the average patron. The establishment of through routes may be stronglv com- mended. .Most of the present ones are on a good paying basis and, froiu time to time other CDiniections between short haul 28 General Summary ue Conclusions. lines should be devised to further relieve down-town conges- tion. Limited stop expresses for long haul patrons only, seem to be feasible under the present conditions. Much double tracking is necessary in order to properly handle the traffic and to avoid the serious delays at meeting points now encountered. Finally, it must be recalled that this investigation concerns officially only the City of Providence. Although the studies necessarily embraced the entire traction district, recommenda- tions were properly confined to the City for the reason that ho form of co-operative District control is now in existence. However, in some instances, conditions outside the city limits have been treated, but it will be apparent that this report might be logically supplemented by further studies, bv local officials of the suburban districts, and, especially, studies of the ensuing summer traffic which forms so important a part of suburban transportation. 29 Section I. GENERAL ANALYSIS OF PRESENT CONDITIONS. Synopsis: Shortage of cars. Delayed car orders. Greater speed of car and passenger movement essential. Co- operation of City necessary. City streets oittgrozvn. Realty values risint:;. Steam suburban sen-ice in- volved. Corporations on the defc)isive. Public dis- trust. Publicity of results and intentions desirable. Re-routing imperative. Construction program for City and Company needed. The present traffic investigation is the result of expiring franchises and a shortage in cars during the past winter, due to delayed deliveries from the builder; bad weather naturally aggravated the shortage difficulty. It appears from the records that practically no new cars have been added or put into service by the Rhode Island Company since the summer of 1907. and the order for fifty new Bradley cars, placed early in 19 10. was intended to relieve the situation during the past winter. Owing to conditions at the car factory, outside of the control of the Rhode Island Company, according to its reports, deliveries were not commenced until 191 t. and completed during the latter part of March, sd tiiat the Company was forced to handle its winter traffic with a total of 365 cars, including reserve, operating in or into I'ntvidence. At the present time it has 415 cars available, an increase in actual seating capacity of nearly 20^^. including all old rolling stock- that may be scheduled for withdrawal during the present 31 Report u.\ Tuactiox Improvement, season. To a certain degree the cessation of car orders after 1907 was but logical owing to the questionable future presented by the depression of that year ( Fig. i.) and that the renewed growth of igo8 was again checked in 1909. The excessive loading during December served to bring to the public notice the bad conditions prevalent sufficient to develop a hostile public feeling (and to accelerate the present investigation). It appears clear that the Company has not kci)t fully abreast the demand for new equipment. From 1902 to 1910 inclusive, the revenue fares on the entire system increased 62%, while the car equipment increased only 22'^^ . It is also true, however, that the conditions causing undue congestion within the load- ing district of the City are directly or indirectly responsible for a large share of the dissatisfaction expressed regarding tlie traction service. With the present limited trackage and extreme concentration of traffic along certain streets, adequate service can hardly be expected in Providence with any amount of e(|uipment. for the reason that it is impossible to maintain a reasonable schedule speed and secure the proper mileage per car. The speed is further retarded within the City by the excessive number of stops. Absence of prepayment fare collection, short and constricted platforms, general absence of prompt movement on the part of both passengers and train- men, constitute further retarding influences which should be improved. Much can be accom])lished by j^rompt. rigid dis- ])atching and ins])ection. The most im])ortant factor in the present problem is in- creased speed of car movement through down-town districts and of passenger movement at all points. Ra])id car move- 32 1 III , . , - ; J 1 ^ M 1 1 1 ' ' 1 1 ' ' ' 1 III 1 rf> *^ /> ht f*^ ri 1 \^\tr i«^OA\^/--p4 {• 1 — — r\- IFfT'RCnRp I lC)r IGRQ^y -\ \ > 1 ■ 1 A"KnnJ-7~ir ~T1 — ;~ri — 7 1 1 1 1 ' i 1 ao>obo ooo! i 1 wMoi ih. ir)L_ ' 1 ! 1 i , 1 1 ' j ' 1 1 ! ' IPOt? I : ■ 1 / 1 i ' I y\ 1 / 1 1 1 7 G Oi i ■ X 1 1 1 1 i , . ' 1 i •'■r' "^ i 1 1 1 i i i 1 i 1 i i III 1 ' ' 1 1 1 i i 1 ^■^ 1 t-T -p'- 1 -h , di 3 Op 1 y 1 i / ill J 1 7 Erq^SLETTFf^TpmSfT :^ff :5E 1 hL^ChA^EiCP lJ \ • \ 1 I'll /7 i 1 1 Ml l-Si 1 W3()M5C GKET iLIHE Z^/l 1 1 I 1*^ 1 1 1 ! y 1 1 i 1 III' ^' 1 ' 1 ' 1 1 1 li-i-^-*"^ 1 1 1 1 1 ! . .^^TTrr- , 1 pifSfJAII S'l-AR i 1 zb6 II ^^n , M i ! L 1 1 1 r i 1 i 1 1 1 ,H r Mil U 190e 03 04- 1905 06 07 o© 09 1910 II 12 FIGURE 1— RECORD OF GROWTH, RHODE ISLAND COMPAXV. Representing' tlie relative growth of passenger traffic, track mileage and rolling stock for the past seven years within the State. This corresponds to the fiscal year ending June 30th. Note the decrease in passenger traffic, 1908 to 1909, to which may be ascribed about half of the retrenchment in rolling stock, i. e., car equipment is about IS months behind in normal growth. 33 General Analysis of Present Conditions. ment can only be brought about by thorough re-routing in the terminal district to equalize more logically the distribution of cars according to the available street capacity. This will require widened roadways, new tracks, extensions, new streets and a new terminal loop system centering in Exchange Place. These improvements cannot be carried out without the co- operation of the City and the acceptance by its citizens of reasonable recommendations for relief. The Company seems to have been influenced in the past to adopt certain routings not calculated to serve the best interests of the City as a whole. Hut a broad-minded policy of re-routing should now be adopted to care for the future as well as the present. And it is especially important that the City should not be niggardly in its provisions for proper routing. The City has now reached a point where it has outgrown its streets without having exerted itself toward a general improvement. Street widening is necessarily expensive now, but it usually becomes more so as time goes on, especially along those thoroughfares which are a logical necessity for traction service. The Eddy Street widening is a good start. Where present prices are prohibitive the sidewalks must be sacrificed, or else new streets cut through property of less value. It is an established principle borne out in every municipality that transportation is the key-note to development, and that realty values generally reflect the conditions of local trans- portation. This is borne out in a most astonishing manner in northern Manhattan Island, where the realty values rose in five years after the building of the present subway, to an amount equal to more than the entire cost of the subway proper from the Battery north. It is. therefore, emphasized 34 Ri-:roKT ox Traction' Impro\'emext. that the City cannot afford to avoid provision for future de- velopment, nor, on the other hand, can the Corporation afford to neglect this provision in its own domain ; if anything, it should be somewhat in advance of the population in its ex- tension, for only by this means can it enlarge its radius of activity and include in its tributaries the suburban population which uncjuestionably must be ultimately diverted to the steam roads if reasonable facilities are not available on the electric lines. It is not a function of this report to consider the relations between electric and steam service, both of which are handled in Providence by the same corporation. It should be said, however, that even though both steam and electric lines are under one management, this fact by itself constitutes no valid reason for forcing an interchange of traffic desirable to the Corporation but opposed by the patrons. As a general prin- ciple, transportation must be furnished where it is demanded. The only way in which a corporation should accomplish a desired diversion of traffic from steam to electric lines or vice versa is not by curtailing the one, but by improving the other so greatly as to insure its immediate acceptance. After such a demonstratjon, public animosity will not be aroused by the change, such as would be the case if the situation was forced by the deliberate curtailing of one division of the service. The Corporation is now in a position where the hostility of the Public prevents it asking for and executing improvements really needed and where operating conditions are officially sanctioned, which would not be permitted against its better judgment under more fortunate relations. The essential thing General Analysis of Present Conditions. for the Corporation is to encourage increase in the riding habit. This can only be done by good service. Adequate service requires friendly co-operation between Public and Company; consequently, no enlightened management would deliberately tolerate obvious short-comings within the organiza- tion, which would tend to seriously reduce its earning capacity, if these could be avoided. But it cannot safely be assumed by the City that its co- operation in the matter of thoroughfare improvements will necessarily be reciprocated in the improved service anticipated to a proportionate degree. And the only way in which the City can be assured that it is receiving the degree of service equivalent to its rightful expectations is by the systematic recording of service provided. The keeping of this record in the form of cars and seats operated and passengers carried, transfers, accidents, new equipment, maintenance, etc., should become a specific function of some branch of the City govern- ment. Partaking of none of the characteristics of public utility regulation, it is merely a running record of value re- ceived, based upon periodical reports from the Corporation and occasionally checked as conditions warrant by actual observation. It is firmly believed that the maintenance of such an official record would secure and perpetuate the relations desired be- tween the Company and the Public l)y virtue of the ]:)Ositive character of the record. Without this, a change in the policy of the management, which is liable to occur at any time, might easily result in a nullification of advantages which the City had a right to expect in return for its liberality in the matter of thoroughfares and other concessions to the Company. Report ox Traction Lmprovemknt. The past has demonstrated that local opposition has been chiefly instrumental in defeating meritorious plans for better- ment ; for example. Exchange Place tracks and the East Side tunnel. Both of these commendable improvements have been voluntarily oiTered by the Company, and finally rejected by the City for reasons which now appear to be inadequate. Undue conservatism usually brings but one result. — to retard the normal healthy development of a community, or at the most, to develop it along erratic lines. The great necessity in constructive public work is fore- sight. The tendency is too much to cut the pattern to the cloth. Thoroughfare improvements are particularly hampered by this hand-to-mouth policy. It is believed that with the resources of the City of Providence, a program of improve- ments should be inaugurated covering a term of years, that will go far to rectify the present congested conditions respect- ing transportation along its streets. Comprehensive re-routing at this time will unquestionably relieve present conditions, but the future will not care for itself, and such a program of public improvement should have in view serving the thousands of additional citizens to come within the City's borders or suburbs. Clipping a curb here and there will not accomplish such a result; an adequate East side approach or tunnel will. Z7 TRANSPORTATION ABOUT PROVIDEN&E. Synopsis: Development of radial arteries and outlying sub- centers. Absence of crosstozvn lines encouraged abuse of transfers. Topography forced erratic ex- pansion. East side development most needed. Short haul to be encouraged. District co-operation essen- tial. Competition of steam lines dependent upon frequency of service. The City of Providence is primarily a radial city in the de- velopment of thoroughfares and settlement, as distinguished from a city of rectangular streets, such as Philadelphia. This results in an important advantage : it secures the shortest run- ning time between residence districts and business center. But, unfortunately, it also tends to contract instead of expand this business center, which becomes more congested as time goes on, because of the tendency of all business to locate at the hub. This, however, would not be a serious matter if suitable cross streets were available to permit of inner and outer distributing loops. Unfortunately, such streets arc either unavailable or exceedingly cramped in the City of Providence. Such a radial development necessarily produces sub-centers in the outlying districts, such as Olneyville, Watchemoket, etc. A nucleus for one of these centers is apparently already developing in Tllmwood, and others will probably develop in the future. (IVackage ma]). Plate 1.) Cross-Tozvn Traffic. A radial system of thoroughfares pro- 38 Report on Traction Improvement. vided with no cross streets must, therefore, only aggravate down-town congestion, because of the impossibiHty of diverting traffic to the circumference instead of its traversing the business center as it does in Providence. At the present time there is a large traffic between Olneyville and East Providence, or con- tiguous towns. Here is a logical start for outside routing,— via Point street bridge. In the absence of this provision the abuse of the transfer privilege has arisen. In order to meet the demand of citizens to reach contiguous suburban territory as easily as possible, the transfer privilege has been made more liberal, making it possible, for example, for Eddy street passengers to double back on Broad street. This itself is permissible, but it intro- duces a much more serious matter, viz., round-trip riding to the business center for one fare. It is, therefore, apparent that if the transfer privilege be restricted so as to prevent such abuse, an equivalent must be provided in the shape of cross- town lines, selecting those for immediate construction for which a demand actually exists, and adding others later. Topography. The topography of Providence District, in common with other cities, has largely influenced its growth ; and those who object to the apparent favoritism in the develop- ment of certain suburban areas by improved traction facilities to the exclusion of others, will do well to study the topography of the district before assuming that undue discrimination has been practiced. Providence must expand. Shut in as it is at the west, its natural expansion is towards the south and east, especially southward along the long glacial plane reaching to Greenwich Bay, which offers almost unlimited opportunity for the most desirable suburban residence. Likewise, the shore 39 Traxsportation About Providence. line of East Providence should develop rapidly if provided with both electric express and local service. But the most serious impediment to developing the City proper uniformly, is the Prospect Hill barrier which has main- tained a strictly residential section not only upon the Hill, but in the district beyond. Some citizens advocate this isolation as a means of preventing business encroachments, but it is believed that the maintenance of a desirable residential territory on the East side, so close at hand to the business center, does not necessitate the continuance of inadequate car service with which this district may only be furnished until some means is found of overcoming the physical obstruction of College Hill. The so-called l^ast Side is commonly considered as the district between North ]\Iain street and the Seekonk River. This dis- trict lies within a i^-^ miles radius of the City Hall. But this is not the entire East side, for this division of the City should include all the contiguous portions of East Providence as far as Pawtucket. It should be realized that, in the East Providence district today, from fifty to sixty thousand people reside, who will be directly afifected by any improvement plans. This is a greater population than the entire City of Providence in 1865. As emphasized elsewhere, imaginary boundary lines cannot define or control the broad movements in suburban growth. East Providence, by virtue of its location, is as much a part of the East side development problem as that section served by Blackstone Boulevard. The existence of country clubs along the east shore of the Seekonk River, and the fact that the cross-city travel between Olneyville and Rumford and Phillips- 40 Report ox Traction Lmprovement. dale is the heaviest of any of the through routes, evidences this inseparable community of interest. The work of the East Side Approach Commission is, there- fore-, of the highest order of importance, and it is to be highly commended in its efforts to establish the most direct thorough- fare possible between the business center and the Seekonk dis- trict. Suburban development, invariably, follows quickly in the wake of improved transportation ; and if a short haul suburb can be made available within the three-mile zone, where four, five, and six miles in other directions are now necessary to reach the same character of residential acreage, such improve- ments are desirable, both by reason of the time saved to the people and the earnings of the corporation. Long Haul. It must never be lost sight of, that the decrease in profits on long haul' traffic invariably means a reduction in service elsewhere in the City. Along with the tendency towards expansion it occurs that the five-cent fare zone is being pushed further and further outward, necessitating correspondingly longer haul. If the Corporation is giving adequate service wnth a reasonable return on investment, the lesser profit on this long haul business must be balanced by increased profit on the short haul business, due to gradual solidification of the central dis- tricts. When a city has developed almost exclusively in its distant suburbs, the city proper must suffer if a financial bal- ance is to be maintained in its transportation. It is, therefore, incumbent upon the City to develop its near- est suburbs first, gradually expanding as the densities reach a comfortable maximum. Consequently, some form of an East side approach cannot be consistently opposed upon any grounds other than personal preferment at the expense of the greater City. 41 Transportation About Providence. District Co-operation. Any conception of urban population, as limited to any precise municipal boundaries, is distinctly short-sighted. The real boundaries of the city must be where the people cease to reside. Therefore, any consideration of such an important problem as transportation which afTects the whole district, not simply the city proper, must be characterized by sufficient breadth of view to avoid any possibility of enter- taining petty differences and jealousies between sections lying within and without the present city borders, respectively. For the same reason a comprehensive policy of development for the district requires close and friendly co-operation between the municipal authorities of Providence and contiguous centers. Whether there may be existing differences along other lines, it is absolutely essential that transportation should not be handi- capped by such differences as have no bearing upon the impor- tant development policy. Other large cities, notably Boston and London, have recognized the essential nature of this policy by establishing a metropolitan district control in which all con- tiguous boroughs and towns participate with the proper representatives. Steam Railroad Competition. The New York, New Haven & Hartford Railroad Company operates from five to ten local trains per day along the steam lines, southward, and through other territory served by the surface system. But the infre- quency of trains reduces the matter of competition to one of minor importance ; in fact, it seems to be the policy of the management to shift to the traction system all local business. This may be inferred from the recent reduction of the Olney- ville steam service, either directlv nr through an increase in fare*;. 42 Report on Traction Improvement. The fast electric service operated directly from Union Sta- tion through the East side tunnel now totals 58 trains per day to the east shore towns of Riverside, Warren, Bristol, Barring- ton, etc., and thence to Fall River. This service has no con- nection with the Rhode Island Company's lines, but afifects its business considerably by serving the same territory. In spite of this competition, however, the Riverside surface line is one of the best earning lines in the system. Likewise the Pawtucket surface lines, although there are twenty-four local trains per day stopping there. This seems to indicate the importance of surface trolley lines even with high speed competition. The secret of success is frequency of service. 43 GROWTH OF THE PROVIDENCE DISTRICT. Sytiopsis: Traction district tributary to Providence. Union R. R. Division or 5 cent fare cone. Estimate for 1925, half million persons involved. Lowest density on East side. Distribution generally uniform. Realty values doubled in twenty-five years. Record Bank Clearing in 1910. Company behind on equipment orders. Earnings per capita, Union Division, good. Riding doubled in twelve years. Estimate 80% in- crease in earnings by 1925. Any consideration of traction service would be short-sighted if only provision for the present were made. Municipal growth, if at all thriving, occurs so rapidly that it is difficult to keep pace with it, and in all parts of the country munici- palities and public utilities are oppressed by the demand for extensions and improvements which cannot adequately be met, however urgent their need. In the short time available for the study of the growth of the Providence traction district, it has been impossible to at- tempt a very accurate analysis of growth, but sufficient data is contained in the report to form a basis for at least general conclusions. The points to be developed are as follows : First, the probable growth of the traction district tributary to Provi- dence ; second, the earnings resulting from such growth ; third, 45 Report ox Tkactiox Improvement. the service necessary in track mileage, car mileage and car equipment, to meet this growth. The problem further divides itself into two distinct parts; the growth of the entire traction district and the growth of the minor civil divisions of the district. The former concerns the question of service as a whole ; the latter is largely a question of re-routing. In Providence District, the subject is complicated by the extensive interurban travel to such other centers as Woon- socket and Fall River. It is, therefore, difficult to define just what territory is strictly tributary. Applying a well known standard, if we include those towns having minor commercial interests here, such as shopping, this district includes the ter- ritory lying practically within a ten-mile radius from City Hall, including such adjacent communities as Pawtucket and Crans- ton. The population of the five-cent fare zone unfortunately can only be estimated, owing to the extended boundaries of the surrounding towns. This population, however, about coin- cides with the operations of the Union Railroad Division. The dilution resulting from occasional extension beyond the five- cent fare zone is not serious. On the other hand, the traction district tributary to the entire Rhode Island Company's system covers from Green- wich Bay to Woonsocket, including the latter city and the intervening communities. Population. The growth curve of the population of Provi- dence City possesses irregularities due to territorial increase, which makes it desirable to study the present City from 1875. Since that time the growth has lieen consistent, and actually maintained the same percentage growth in the last two five- vcar census periods. The growth curve is shown on Fig. 2. 4^' 16,75 80 85 90 95 19 00 05 10 15 i-lGL'RE 2— GROWTH IX POPULA'ilOX. Showing the uninterrupted growth of the Cit\' of Providence for the last 35 years. The double circles indicate U. S. census. The upward curvature shows that the population of Providence is increas- ing faster than a fixed numl)er of people per decade. However, to be conservative, the population has been forecasted for the next 15 years on this basis of a fixed increase. The population of the trac- tion district similarly forecasted, shows about the same percentage in- crease. In normal growth, the population forecasted for 1925 would presumably be exceeded in all cases. 47 1925 Report on Traction Improvement. and projected to the year 1925 on the basis of a fixed increase in population per year, as indicated by the last three five-year periods. This is considered a minimum estimate, disregarding, of course, the interference of some future catastrophe or extra- ordinary business depression. Thus, the City of Providence will probably contain over 300,000 persons fifteen years hence, barring territorial extensions. The City's population, as a whole, increased 27.5% in the last decade, as compared with Boston, 19.6% ; Buffalo, 20% ; Cleveland, 46.9% ; Pittsburgh, 18.2%; San Francisco, 21.6%; Milwaukee, 31%; Detroit, 63%, and Los Angeles, 211%. The population has doubled itself about every 20 to 25 years, the last period being 26 years. Many cities double in less time than this. Considering the time required to inaugurate, legislate and execute a broad movement for the City betterment, it is evidently imperative to anticipate as far as possible this rapid growth. The traction district tributary to Providence City, projected into the future, shows an increased population from 418,000 in 19 10, to about 555,000 persons fifteen years hence, or 33% increase. The five-cent fare zone'^ may be expected to increase about the same as the City, or increase from 286,000 at present to 386,000 persons in 1925. Finally, the entire district tributary to the Rhode Island Company in the State approximates 465,000 persons at the present time, and will presumably reach 620,000 fifteen years hence. A tributary population of one-half million is, there- fore, the minimum consideration in any study aflfecting Provi- dence. Whether the communities at present outlying continue ^ See fare zone map — Plate II. 48 Growth of the Providenxe District. to operate separately is quite unimportant in the matter of traction service, as the interests of Providence and these com- munities are one and inseparable. Density. The approximate distribution of this population over the Providence District is shown graphically on Plate III, by means of density shading. Thus, the ninth ward of Provi- dence contains the maximum density of the entire District, 66.4 people per acre, while the second ward, known as the upper East side, contains only lo.i persons per acre. For the entire City the average density is 19.25 persons per acre. Paw- tucket also has two dense wards. The outlying towns cover such large areas of unsettled territories that only a general comparison is possible. In Cranston, Warwick, Johnston and East Providence there is, of course, ample opportunity for unlimited development. East Providence averages only i]% persons per acre. The area of Providence is 18.28 square miles, but although a radial city, owing to geographic barriers suburban develop- ment has been forced along extremely irregular lines, so that the real City extends in ett'ect in various directions to the four or five-mile circle from the City Hall, covering an area of prac- tically 50 square miles. Yet in the very heart of the District within a radius of two or three miles a choice undeveloped section of the East side is located, undeveloped because of the absence of a suitable channel for such development. Distribution. Plate III also shows the rather uniform growth of these respective districts since 1900. It is thus seen that all of the districts have experienced some growth. South Providence and the northern sections, however, showing the maximum increa^^e. exceeding the East .^ide by a considerable margin. A<) Report on Traction Improvement. For a more accurate idea of the actual distribution of the population within the City limits it has been possible to show this in Plate I\', by enumerating districts, of which there are 129. As each district was platted to purposely cover about 2,000 people the distribution may very accurately be shown by means of the dot map, the scale of which is here 100 persons- to the dot. From this exhibit it is apparent that below an approximately east-west diameter Providence is very uniformly settled, and that the only remaining thin areas are the north- western section traversed by Smith street and the u])per East Side. From a traction standpoint it is fortunate indeed that this uniform settlement of the City exists, a fact which con- tributes greatly to the possibility of high density of traffic and short haul. Realty. The realty valuation of Providence aggregated $90,000,000 in 1910; this valuation has doubled in twenty-five years, that is, since 1885, and, moreover, it is growing faster than the population. In many cities it grows still faster, in some cases trebling while the population doubles. Therefore, the funds available for public improvements from an even assessment mileage will increase in the future faster than the jKjpulation, which should offer encouragement to ultra- conservative citizens. Bank Clearings. Perhaps the best index of material growth in a large cilv is the luink Clearings, which also reflect ac- curately the general condition of prosperity upon which a street railway is dependent for its income. Starting with the year 1898. when commercial prosperity was resumed after a prolonged dei)ression. the clearings increased by irregular steps from $226,000,000 to $415,000.000 —T56'vf. During the same 50 Growth of the Pro\ idexck District. period, traction earnings increased from $1,550,000 to $3,315-- 000, or 112.5'^t. This is shown graphically in Fig. 3. Thus for 1898 the earnings represented 0.58% of the clearings; in 1910, 0.8*70. This means that the Railway Company earned $1.00 for every $172.00 clearings in 1898 and $125.00 in 1910, indicating that transportation in Providence is becoming more and more indispensible to the patrons and valuable to the com- pany. In other cities, Pittsburgh for example, it has been found that earnings grew at about the same rate as clearings. Here for the past seven years surface railways have earned $1.00 for every $250.00 clearings, not including steam suburban service. The high level in Providence, and especially the growth, should therefore be regarded as very encouraging. In 1909 business had practically recovered from the depres- sion of 1907 and the record for the past year is the highest in the City's history. 51 I I ' ' — ' — r: I I I ! I I I I U4 ^!!il!'M!r in ^ rt « F - '^ u X ? r- ^ 5 1 1 J > •= ^ — U >- t« 52 RiiPOKT OX Traction" Imi'roxk.mkxt. THE RHODE ISLAND COMPANY- '•'The record of i^rowth in track niileag^e. revenue, passenger traffic and car equipment of the Rhode Island Company's system within the State for the past ten years is shown on Fig. I. During the year 1907 the system was expanded by the acquisition of other properties. Neglecting this rise, the increase in trackage was 24.87 miles in six years, or 4.14 miles per year over the entire system. The passenger traffic suftered one severe slump in 1908-09. For the entire period of seven years, however, the total increase amounted to over 31,000,000 passengers — 6r.4'^'c— or 8.75% per year average. The record of equipment shows an abrupt halt since 1907, after a steady increase for three or four years previous. However, considering the above mentioned slump in traffic in 1907-08. this retrenchment seems justifiable only for the year 1908. It is apparent that the Company did not accurately anticipate the demands of the increase in traffic that took place thereafter ; in other words, it is now about one and one-half years behind in car equipment. Be- tween 1903 and 1907 the passenger traffic increased 43'^''. the car equipment 21*70; by 1910 the increase in traffic had dis- tanced the equipment by 62% or nearly three times. Union and City Dizisions. tThe gross earnings and mileage for the Union Division and for the City of Providence, respect- ively, are shown on Fig. 4. The total gross earnings increased steadily from 1893 up to the slump of 1907-08. In the track mileage a sharp increase occurred in 1900, but the growth has been uniform since — 31.31 miles in ten years, or 3. 13 miles per year. This record is shown in Table 3. * Railroad Commissioners Report? — Table 2. t Union Division outlines — Plate V. 53 ■-^ z o^ '~t- «-: •Z'S. en o •Z rt rO • — c — ^ O - ^ b ^ '^ ^ ^ rt ;^ ^ ^t r- ^ = O ?^ M =f ' 5 2 1^ ^^ b 1^ ? - O C S ^ c ^ o o 5} (v; _5J ;:i ••^ ir = ?. hically a forecast of earnings of the Rhode Island Company for the State in l'.t25. This is based upon the law previousy developed, see I'igure 6, — that gross earnings in- crease about as fast as the square of the population, i. e., earnings per capita increase directly as the population. For this purpose, the forecast in population is made by the straight line method as in I-'igure 2, which is considered very conservative. 56 Report on Traction Improvement. From a comprehensive study of other cities the fact has been developed that the earnings per capita increase at about the same rate as the population increases. In Fig. 5. earnings per capita are projected into the future in agreement with this law, indicating nearly $12.90 per capita in the year 1925 with a population of 620,000 people. The gross earnings of the system will, therefore, presumably increase from $4,500,000 during 1910, to nearly $8,000,000 fifteen years hence, barring financial depressions of uriusual severity. That this estimate is minimum is shown by the drooping of the extended curve of earnings. Now. for the City of Providence only, the earnings per capita have steadily increased, with the exception of a few fluctuations, from about $6.00 in 1895 to $8.55 in 1910. The data for census' years shows an exactly uniform increase. Therefore, starting with the population and earnings of the City proper in 1910, and projecting into the future, we may expect in 1925, $11.36 per capita, or about $3,500,000 per year. For the Union Division district the earnings appear to be relatively higher. Starting with $11.57 P^^ capita in 1910, the present five-cent fare zone will earn in 1925 over $6,000,000 per year. Hence, an increase in business of over 80% must be provided for. It is worthy of note that the earnings per capita of the City alone is considerably lower than those of the Union Railroad Division or five-cent fare zone. The extent of riding on trolley lines about Providence may be judged from the following annual registrations for the year 1910 on a basis of fi.ve-cent or revenue fares : 57 c s 1 ■ "1 ■ f 7 - 000000 1 ANi « YSI? DF 1 "m OF Rf '■ VF (GROWTH -^' Ci-nr EAf N1N(,S« ND . JVTION i 1/ uoe AR|THMi( D AG«» / t 1 l\ :> 1 /\ p 1 / / 520 022 J 1 — # K> i / 1 LOO 000 1 -- li f / S. o^u 2? ;;;, o ct-5 -■^^ ;? s ^ ii 4, 5 =" . ^ O "^ = c E — « c ^ -c — I >..i Lw <-> ^ - tC u ^ 9 r U C (U CD 3 o 3i '^ i2 O li-i §a . , Ts Ji ^ >^^ rt o^^ = 'i.l ~ .-; u 5 — ■ •/■. 5 r: ~ "! S'S'I s ^ O 5J o ■ -o n ::! o cj rt E-^ J* ^ c« C u-y r; — u 1-7: <^ = > C cr. P K* t^ 60 PASSENGER TRAFFIC IN THE TERMINAL DISTRICT. Sxnoi'^sis: Determination of outbound travel during typical rush hour. Nine outlet throats. Average loading 133.570 of seats furnished. Loading increases zvith shorter interval of observation. Heaviest 20-minutc period, 164% at one throat. Maximum loading about 6 P. M. Spacing of cars often irregular. Seats furnished practically equal to schedule. Service doubled during rush hour. Company's standard of maximum car loading, reasonable. February and March travel loieest in year; December 13.6% higher than March; July 38.370 higher. Any study of transportation requirements necessarily in- volves an accurate determinaticDu of passenger travel. Maxi- mum crowding with closed cars usually occurs during incle- ment winter weather and passenger counts at the various out- let throats from the loading district, therefore, will provide an accurate measure of service requirements. Providence, as a radial city, has only nine such outlet throats through which all outbound car lines must pass. As soon as practicable after the beginning of the present investi- gation, passenger counts were conducted at these points, which are as follows, listed in the order of their importance: 61 Report ox Traction Improvement. Broad & Winter streets, 2,240 seats scheduled North Main & Mill streets, 1,962 " Westminster & Cranston streets, 1,804 " Broadway & Federal streets, 1,162 " Wickenden & Traverse streets, 1,002 " College Hill, 858 " Eddy & Manchester streets, 782 " Francis & Promenade streets, 724 Friendship & Chestnut streets, 568 " Total, loading district, 11,102 " The evening rush hour, 5:30 to 6:30, was investigated for typical maximum rush hour travel, inasmuch as morning rush hour conditions usually spread over a longer period of time, and hence show less concentrated loading. It must not be assumed that these throat counts indicate the actual flow of traffic during every day in the year. On the other hand, they must only be regarded as a typical study. Rush hour travel varies more or less from day to day, from week to week and month to month due to weather conditions, shopping excursions, parades, and all manner of irregular in- fluences. For a precise statement, continuous counts must be made, but these are obviously burdensome and expensive as compared to the results achieved. Moreover, the changes in routing contemplated will entirely modify the distribution of traffic flow through the various throats. Counts. The counts made at the four most important points first listed were duplicated on different days as a check, and were found to be in close agreement. 62 Passenger Traffic in the Terminal District. These counts, as shown on Plate \T, indicate the amount of car.t seat and passenger flow passing a ii'iven observation point of maximum loading, and thus indicate not only the relative loading, but also the time of transit and regularity of spacing; i. e., headway on each individual route passing each point. Table 8 gives the findings in detail. Thus, the average load- ing was found to be isa-S'^^ of the seats furnished ; i. e.. 14.730 passengers and 11,036 seats, while .the individual throats aver- aged, in the order of importance above listed, 133'^'', 118%, 145%, 141%, 142%, 143%, 132^^0, 147% and 102% respectively. Broadway. Westminster. W'ickenden and Francis street cars appear to be the heaviest loaded. As a private check on the accuracy of these counts, the Company stationed inspectors at the same points and inde- pendently obtained very nearly the same results for the traffic as a whole. Thus, the average traffic of the nine throats was found to be 133.5^^ of the seating capacity by the City's count and 128% by the railway's. The individual throats, however, showed considerably greater variation. A supplementary count at the Olneyville Square throat on May 2nd showed an average loading for the rush hour of only about 80% of the seats furnished, based on standard winter equipment. With part summer equipment in operation at that time, the average loading was only 66.6%. In an analysis of service standards an important point is the interval of observation. Thus, while 133. S'^'^ loading for the rush hour may not appear excessive, when the interval is narrowed down to thirty minutes or less much greater maxi- mum loading appears. This is shown by Table () accom- ■Conipare with composite diagram of all lines^Plate XXT. 63 Rkpokt on Traction Improvement. panying the shaded curves, Fig 8, which are plotted by ten- minute, but shaded for twenty-minute intervals. With a ten- minute headway an interval of ten minutes will, of course, give individual car loading, which is easily liable to be loo^o or greater. Consequently, the greater variation appears on the lighter lines, such as at Francis street. The choice of the interval should be with the idea of de- termining a fair average loading, which will suppress unavoid- able single car loads and yet take cognizance of extreme irregularity in operation. The twenty-minute period has, therefore, been taken for Providence conditions. The count shows a variation for the entire loading district during twenty-minute periods of from 123.6% to 141%, with a maxi- mum variation at single throats from 89' '; to 164 '/f. During twenty-minute periods the heaviest loading occurs at College Hill. W'ickenden and P^rancis streets, with Hroadway and Westminster street in nearly the same class. For this same interval, outbound traffic reached a maximum rate of 21,900 ])assengers i)er hour, and seats furnished, 15.500 i)er liour which is considerably greater than the average for the hour, due to the numerous short-trippers. The period of heaviest loading seems to occur after six o'clock in the majority of cases, and holds well on to 6:30 P. M. ; in other words, the outbound traffic originating at about six o'clock produces the heavy loading. The frequency of car travel is indicated by the fact that at Westminster and Cranston streets and Broad and Winter streets, there is about one car a minute passing on the aver- age, and the irregularity of headway is magnified by this very frequency. Thus, at P)road and Winter streets an in- terval of Oyy niinuto wa> noted without any cars jmssing, ^•4 jBjk: 'fyv^ trage standing 1 nite intervals, bol sthe maximiim k FIG. 8 fffrnfi frl ::?]:::Hi::::3E!Ci: ^p:::::::::::::::4 i Jsiie::::::::; :i::LJi::::: ij, •f'l'l'l'j-'^l' JS , T4;j|y. jil III Ji::;::::±i:3: — - , ' Tl 1 , , , 1 . , „ .,.,. /,..,,,A..^^,i. .// /,//^..i|- ilGtKC s_sr\\DARD OI brRVICE AT OUTLET THROMS Indicating the a%erage stinding loads obstrved during ru'jh hi ur inttrvals The shaded diagram represents ■i\eragc snnding for 10 ni dotted lines for 20 mmiitc internals both expres<;ed as per tent loid in e\<.ess of seating capacity. During ihc longer intcr\dl the fluctuations marked lu most cases the maximum loidmg is reached about 6 15 P M ^t Friendship and Chestnut practicall) scitcd load itinued throughout Ih<. rush hour. C) Passenger Traffic in the Terminal Disirict. and one of 8^^ minutes at College Hill. On the other hand, cars quite frequently come along in bunches of three or four. This irregularity is the cause of much complaint, and is clearly shown on the accompanying plotted records. It mav be argued that these irregularities are unavoidable in the down-town district, but the individual routes shown beneath the throat count in Plate \T indicate that all of the irregularity is not due to obstruction in the down-town dis- trict. This is also indicated by the fact that the inbound cars do not run at intervals, even though not having reached the down-town district. A most important comparison is the actual and scheduled seats passing; in other words, whether the Company operates all of the equipment that is scheduled. The counts show that this is the case for the system as a whole, but that individual throats vary considerably. Thus. Broadway and Francis street were 15% to 20^^ short of schedule, while Wickenden street was 7%, Eddy street lo'^ and Friendship street 25'?'^ above schedule. This irregtilarity may be due to either a shortage of cars, or to the Company's practice in measuring the car service by the fluctuating demands from day to day, whether departing from the schedule or not. Tt is believed that such a procedure gives rise to warrantable dissatisfaction on the part of the patrons who cannot be expected to keep abreast of frequent changes in schedule, especially v/hen un- announced. The regular cars should at least be operated strictly on schedule. The fact that the schedule as a total is maintained indicates that some lines are favored at the e.xpense of others. ^^5 Report on Traction Improvement. An essential measure of service is the proportion of rush hour to normal or non-rush hour service. f The Company's schedule provides for ii% more service during mid-day and 102^0 more during rush hours than at normal hours. It has already been noted that as a total, the entire service rendered was found to be equal to the schedule. This, then, is a con- dition for which the Company is to be commended. The standard of double service at rush hours is admittedly good, and if adhered to, indicates the Company's desire to justly mcft all reasonable demands of rush-hour patrons. Of course, it must be assumed that the normal standard of service is adequate. This is a question that can only be determined by all-day records of individual routes for the purpose of determining the characteristics of each route. It must not be assumed that a car is overloaded because showing high registration for the trip, for in many routes double and triple loading is encountered, especially on through routes. Satisfactory service for non-rush hours should be such that during a given period, for example, twenty minutes, there should pass by a given point of maximum loading as many seats as there are passengers to be carried during that period. All lines do not require double service for rush hours. Thus, for long haul suburban lines, such as Oaklawn, the schedule is the same for rush hours as for normal hours ; while Branch avenue and Academy — Taunton avenue is doubled — 200% of normal service: Pawtuxet. 243^^' : {"'riendship — Admiral. 2^^' < ; and Auburn trippers over 300*7^. The Company's method of assigning reasonable capacity of equipment during rush hours is to station inspectors at the tSec winter operating schedule — lalilc 2(t. 6r, Passenger Traffic ix the Terminal District. various throats above indicated. If on three successive days cars appear to be loaded beyond a certain Hmit, adcHtioual trippers are ordered into service, and vice versa. The max- imum standard in force is as follows : I 42 seat new Bradle\- cars — 70 passengers — loading 167% of 44 cross-seat intertrurban — .50 " — " 114% seating 36 '■ ■• suburban— 60 " — " 167% capacity. ."^4 longitudinal seat cars— 70 " — " 200% 26 ^ •• " •• —42 •' — •• 162% This standard is entirely reasonable, provided, of course, that it is rigidly enforced, with the exception of thirty-four seat-class cars, and its effectiveness is entirely dependent upon whether sufficient reserve equipmentj is availalile. Finally, it should be noted that the monthly records indicate that traffic in February and March is the lowest for the ^■ear. As discussed under "Service Requirements." the average for the year is \^.(i'' higher than March traffic. December 13.6% higher than March ( i''>.740 passengers rush hour) and July 38.3% higher than March (20,380 passen- gers rush hour). This summer maximum, however, is not strictly coincident w'ith rush hour travel, but December is entirely so. The result of these counts must, therefore, be considered only in the light of representing the best conditions of winter service. As observed, they are not unfavorable, but with the additional loading of December they could be materially improved upon, largely through the medium of more rigid adherence to schedule which would operate to smooth out the irregularities of individual car loading. 'See schedule of rdlHim' .'-tntk Table 10. 67 NO O :< -. • — ' *-»- X ^ "^ o X - -v ^?. UJ •:;2 y. ij« l''"^ *„ ■•/■, y ~t -J * bi = - <^ b£ 5 •- j2f U '5 "T" ^ "*"* < X E ^ o ^ . ■/■•= rP — ^ r: ;::; X a. ^ o ■" -f, i: ^ - " -r '■" u ^ ^^"H — ■=f - rt CJ- ~ ''^;— O 68 SERVICE REQUIREMENTS OF PROVIDENCE CISTRICT. Synopsis: Scrzicc capable of exact calculation. Proper car mileage for 1910. 17.2'^^ increase over March. Actual mileage less than 1907. Density of service per mile of track, lote: eaniinys, feic. Population, per mile of route, 13,700 maximum, 3,000 average. Service requirements in 1925 near doubled. Increase in Track, 36 miles per year. Rush hour loading sta)idard, 133 '"f. Proper zvinter service, I3.4'7«' in- crease. 375 cars required on zvinter schedule — 1910-11. Present equipment sufficient zvith faster schedule. Increase required 20 cars per year. The computation of service is essentially an arithmetical problem. It answers the question — How many car miles should be operated annually for a given income, and how should this mileage be distributed? At the outset a decision must be made as to what propor- tion of the income is reasonably available for purchasing service. An analysis of the Rhode Island Company's finan- cial statement of the last eight fiscal years from State and Railroad Commissioners' reports is shown in Fig. \). Re- ferring to this it will be noted that the operating expenses of the entire system, including maintenance, plus taxes paid to the City and State, aggregate from 60% to 70% of the gross income. It will also be noted that this percentage 69 Rki'ORt on Traction Improvement. varied considerably in the eight years recorded, increasing sharply between 1896 and 1897. subsequently decreasing in about the same rate as the four years previous. The average for the eight years is slightly over 65%. (See Income Ac- count. Table 2.) Operating Ratio. For the purpose of discussion, we will assume 70*^0 as the proper operating ratio, including taxes and also annual payments into a depreciation reserve fund, which does not seem to have been provided for directly in the present Company's finances, especially, prior to the change operating expenses, strictly speaking, should be apportioned in control in 1906-07. For a special consideration of "Provi- dence City" alone, or for the "five-cent fare zone'' alone, to the respective areas; but as a precise apportionment for the City is a ])ractical impossiilMlity. it is believed to be sufficiently accurate to take the same operating ratio for the "Union Division" as reported for the entire Rhode Is- land system. As a matter of fact the Union Division ratio is slightly higher. If the balance of the system traversed only thinlv populated rural territory, this projwrtion might not be sufficiently accurate; but as the system includes the local lines of both Pawtucket and Woonsocket with comparatively little long haul country mileage, it is believed that the com- parison will hold. This is borne out by the fact that the earnings i)cr capita for the system ai)pear to be somewhat higher than for Providence City, as those earnings are now apportioned. Now, for the year 1910 the earnings in the Union Division amounted to $3,315,149. Assume that 70% of these earn- ings, or $2,320,^)04 were available for the ])urchase of ser- Serxick Reouiki;.mi-;xts of Pkoxiuexci-: Disikict. vice in tlie form of car miles. A reasonable value for car mile unit (earnings per car mile) is open for discussion, and varies in the different large cities from about 24c. to 28c.. including those having a goodly proportion of large capacity rolling stock. On the other hand, a short haul city, such as Providence, necessarily shows a tendency towards higher earn- ings per car mile than a long haul city. Car Mileage. Assuming, then, as high earnings as 30c. per car mile for the Union Division of Providence justify- ing a total operating expense of 21c. i)er car mile, the Com- pany should have operated approximately 11.050,000 car miles per year ; or at 27^0. per car mile earnings, approximate- ly 12.050,000 car miles should be operated. This may be regarded as a reasonable range in the amount of service that the Providence District may expect from its earnings, guar- anteeing a reasonable return on capital invested, and making allowance for a reasonable depreciation for taking care of the property in the future out of earnings. Operating records are not available for but a few years past, so that it is impossible to determine accurately the history of the service in Providence. In 19 10 the Company operated 9,427,787 car miles. Since 1907 the car mileage not only has not increased, but has actually decreased (up to June 30, 1910). Unques- tionably, the records for the closing fiscal year of 191 1 will show an improvement due to the addition of the fifty 42-seat cars. The fact remains, however, that whereas during the three years above mentioned the total passenger traffic in- creased 6.75%, the car mileage decreased 1.1%. There are only two possible explanations: First, that the size of cars 71 S- u if; rt "J Si:r\ick Requiri:mi:.\ts of Pkovide.vce District. has increased during the three years enough to make up the difference, or second, that the service has been proportionately reduced, as indicated by Fig. lo. As no new erjuipment wa^ put in operation during this period on the Rhode Island system, there still may have been some shifting of equipment from other divisions to Providence; but as the large cars have only lately been adopted as a standard, it is hardly possible that such reassignment could have materially affected the accuracy of the above conclusions. It was, therefore, incumbent upon the Company to in- crease its car mileage at least to the minimum above estab- lished, representing an increase of 1,622,300 car miles or 17.2*^^ for the calendar year 1910. It is only just, however, to point out distinctly that this does not mean a proportionate increa.se in equipment, necessarily; for with faster schedule speed secured by improved thoroughfares contemplated in this report a large increase in car mileage will be possible with the present equipment. And it is justly due the Com- pany that such increased speed be permitted and encouraged by the City authorities in the future. For the year 191 1, assuming no improvements in creating faster schedules is made, it appears that an increase of about 10""^ in car mileage would be warranted, judging by the steady growth in traffic since 1898. This is equivalent to a total of 12.150.000 car miles per year. 2.722.000 car miles or 28.9^^ more than actually operated during the year of 1910. Doisity. The present density of service in car miles per mile of single track (per year) averages for the entire five- cent fare zone 61.800 per mile. This is considerably lov.er tb.an other urlian traction systems not unduly e.xpanded in /.S Rkport on Tk.\( tjon Improvement. trackage. This is no doubt due somewhat to the low aver- age speed. Moreover, the density has decreased slightly since 1907. This density ratio is inversely proportional to the average headway between cars ; i. e.. as the headway decreases the car mileage per mile of track increa.-es wliich means better service. A similar ratio, earnings per mile of track, reflects the combined density and ridinj^^ habit of the population tributary to the traction lines. In 1910 the earnings of the Union Division averaged $21,740 per mile, slightly greater than in 1907, but about the same as for the past fifteen years. For the entire Rhode Island system the earnings averaged $14,200 per mile in 1910. Both ratios compare favorably with other railway systems of similar character. (See Table 6.) The density of tributary population averages 2,500 per mile of single track for the City of Providence or nearly 3,000 per mile of route. But on one line, along Atwells and Academy avenues, it reaches a maximum of 13.700 per mile of route, a fact which indicates the necessity of double tracking a line of such heavy traffic. Future Increase. If the earnings of the Union Division or five-cent zone are projected into the future at about the same rate as Providence traction district. Fig. 5. Page 56. it is found that in 1925 the earnings will approximate $6,000,000. and with this same operating ratio of 70%, $4,200,000 would be available for purchasing service. In the intervening period, with the growth of Providence, we should expect that the liberality in .service would reduce the earnings per car mile to at least 27>jC.. which would prescribe 21.S00.000 car miles per year, on the basis of the i)resent five-cent zone "4 Skkvice Reouikkments of Pkoxiuence District. covered by the Union Railroad Division, an increase of ap- proximately y/'^c over that estimated for 1910. Undoubtedly within this period the City limits will expand and with it the limits of the five-cent fare zone. However, expansion will presumably take place after and not before the advent of thickly settled population, so that about the same normal density of traffic now encountered in the present five-cent fare zone may be reasonably expected in the expanded future fare zone. In other words, the total car mileage operated per year should increase as fast or faster than the annual gross earnings. Trackage. Trackage should increase about as fast as the population until the district is fully developed. At such time the traffic density is bound to increase owing to the congestion. But in a system of unlimited boundaries such as Providence the dilution of outlying lines will always be present as the City expands, even though the density in the City proper increases also. Starting on the present basis, $20,000 earnings per mile of single track within the Union Division, the normal increase in population and earnings estimated for the year 1925 about 35%, would require about 206 miles of single track within the district. If the district limits did not expand, the earn- ings and population per mile of track would steadily increase, but an advanced policy of development makes it necessary to build additional lines of track or to double-track existing lines, so that even though the fare zone limits do not expand materially the trackage within these limits will have kept 1)ace with the growth. Using, then, the above basis, the Union Division should expand not less than 3.6 miles per 75 RliPORT OX TkACTION' LMI'ROVliMKXT. year, approximately; since the year lOOi, it has increased 2.53 miles per year. The program for the present season contemplates 4.417 miles (inclusive of turnouts) in addition to 6.99 miles of track renewals, rerailing and repairs. Seating Capacity. Seating capacity should increase about as fast as the passenger traffic, unless the schedule speed may be increased by some means so as to operate more car miles with the same equipment. In a city like Providence, where the maximum evening peak is sharply defined, capacity should be estimated as that necessary to handle this peak. This will represent the max- imum equipment required, irrespective of a certain number of cars always held in reserve. Passenger covmts at the outlet throats during March show about 14,730 passengers and 11,036 seats per hour outboimd, and about half this for the heaviest twenty-minute period, equivalent to a rate of 21,900 passengers per hour. If we were to limit the standing load as high as loo'^c of the seating capacity of the car during the heaviest twenty-minute j^eriod, then seats would be required at the rate of 10,950 per hour. As a matter of fact, seats were furnished at the maximum rate of 15.500 per hour during this period and the loading was 141 ^f^ of the seats. Even for ten-minute periods, the maximum loading was but I47.6>c for the system or 164% for any one throat. The above rate for the entire rush hour corresponds to 133.5'^ Uiading (33.5^^^ standing). This uniform loading through the various periods of the rush hour, therefore, indicates an efficient guaging of rush hour travel. W'e may then accept 133*^ average hourly load- ing as a not imreasonable basis of service, as it can be fur- nished without hardship in the City of Providence. 76 Service Requirements of Providence District. The seating capacity adequate for normal hours is then a matter of judjjment. In cities where the rush traffic is not so sudden as in Providence, the ratio between norn.ial and rush hour service need not be as great, but in Providence the ratio of I to 2 is practically a necessity. This standard would then require 7,575 seats per hour throughout the day, at the lowest estimate. Passenger counts during March showed 11.036 seats per hour operated and 11,102 seats scheduled. This indicates that the Company is operating practically all of its scheduled equipment. Were the March requirements representative of the max- inuim for the entire year the rate of service furnished would not be questionable, but the record of monthly traffic, re- duced to an average month of 30.4 days, shows that Feb- ruary and March are the minimum of the year in total pas- sengers, car miles and earnings. In 1910 the average monthly traffic was I5.6'7c above March, December being 13.55^0 and July 38.25% higher than March. Hence, the minimum re- quirements for the maximum winter rush hour of 1910 may be stated as about 12,600 seats per hour for 16,740 pas- sengers, and the summer requirements 15,250 seats per hour. This latter estimate, however, may be somewhat in excess, owing to the fact that in summer much of the maximum loading occurs during the day, while in winter it occurs chiefly during the rush hour. But tlie December estimate calls for an increase of 13.4% on the present winter rush hour schedule. Cars. Standard cars are not used througliout the system, and this will have to be the case until all the small single 77 Rkport on TkACTiux Impruvement. truck cars ha\e been retired; consequently, a capacity factor must be applied to these results, which compensates for the lesser capacity of the small cars. Now. the average winter car seats 34.79, and the summer car 59.9 passengers, or an average for the year of 43.1 passengers, practically ecjual to the standard Bradley box car. Consecjuently. the maximum winter requirement was 362 cars per hour of the present type, assuming as above, an average rush hour loading of 133%. These estimates refer, of course, to rate of car movement outbound from the down-town terminal district. They have no reference to actual number of cars in service on the lines. This latter is entirely determined by the length of haul and running time. The present winter schedule calls for 331 cars averaging 34.79 seats. On the basis of the present rush hour schedule, therefore, an increase in equipment of 13.4*7^ or a total of 375 cars of the present type should have been in operation on the Union Division during the rush hours of December, 19 10. The schedule of equipment. Table 10. shows that 360 cars were available prior to the delivery of the new Bradley cars or 410 total at the present time, llence, it is clear that had the new equipment been in commission in December, service re(|uirements would have been fully met, leaving i:^.=t'^<^ of the equipment for reserve or under repair. However, some of the e(|uipmcnt will need to be retired at an early date. Finally, it is only just to emj-)hasi/.e that these re(|uire- ments will be greatly modified by the proposed increase in schedule speed, which will be found desirable and quite pos- sible as a result of the ro-routing and thoroughfare improve- ments contemplated by this report. .An increase in schedule Service Requirements of Pkoviuexce District. speed will be accompanied by about the same relative de- crease in car hours, which means that for the same service in car mileage, less cars will be required ; or, conversely, the same number of cars will be able to make more mfleagc and handle more passengers. Hence, it is clear that the increased winter requirements as estimated above, might be fulfilled with the present equipment operating under a propor- tionatelv faster schedule, which would entail no increase i:: expense for platform labor over the present. In the gradual change of rolling stock from small single truck to large double truck cars, a railway should not attempt to replace small by large cars in less number, strictly adjust- ing seats to passenger demand. On the other hand, the in- creased capacity possessed by the large rolling stock should be used as an encouragement of the riding habit which will usually respond thereto within a reasonable time. This is to be regarded as good practice in anticipating the future, and it is quite in contrast to the short-sighted policy of withdraw- ing from the streets a number of cars in proportion to the excess seating capacity of the new over the old equipment. Frequency of car service (that is. headway) should not ordi- narily be reduced after once it is established. For the future, car equipment in service should increase with passenger traffic. It has been estimated that a traffic increase of 80% nmst be provided for within the next 15 years. Just what is the proper rate of increase in equipment is difficult to estimate on account of the increased mileage per car to be expected from improved routing. However, the rate is equivalent to only twenty cars per year, while for the actual increase from ifjoi to 1907 the record shows an aver- Report on Tkaction Lmpkovement. age o-minute service. Street cars should be restricted no more than undirected vehicles. 15*^0 saving in time estimated from re-routing. Average spacing of i^'hite posts, 243 feet, should be doubled. Abolish counter operation. Automatic signals and electric szi'itcfies necessary. City must regulate vehicles. Multiple car stops. Emergency routing. Avoid transfer abuse by cross-toi^n service and distinctive colors. Turnouts and double tracks. Suburban express necessary. Broadzcay express. East side-West side electrification. Electric freight and terminal development. The most important phases of this subject are schedule speed, express service, headway and re(Hstribution of service. All other matters largely hinge upon these. The last named subjects are discussed later under "Re-routinj;-."' Schedule Speed. The average schedule speed that is in force for the City proper and its immediate suburbs is 7.96 miles per hour from terminus to terminus. This figure is a true average obtained by taking into account the distance and running time of each individual line and is not an arith- Report on Traction Improvement. metical average of all lines. However, counting from a point outside the terminal district where reasonably free running begins the average speed is 8.71 miles per hour. Uoth these speeds are lower than they should be. While the present delay in the terminal district is largely unavoid- able under existing conditions, better time should be made outside considering that a large number of these lines pass through sparsely settled suburban territory where free run- ning is possible. Such is the case with the Riverside. Paw- tucket, Oaklawn and Branch avenue lines. This does not mean that the entire suburban runs are taken into considera- tion in determining the above average speed as the schedules analyzed extend only to the actual settled limits of the City; i. e., to the limits of the Union Division. Some of these lines are extremely low in schedule speed ; thus, Prairie avenue, 6.49 ; Ocean street, 6.38 ; Arlington, 6.63 ; Broadway, 6.27; Rumford, 6.75; Dexter street, 6.82; Friend- ship street and Dyer avenue. '").54. each. On the t)lher hand, other lines make extremely good time : Promenade street. 9.20; Smithfield avenue, 9.98; Pawtucket, 9.00; and the suburban lines, — Fall River, 9.24 ; Buttonwoods via liroad street, 10.62; Button woods via Elm wood avenue, 9.14. Out- side of the terminal loading district this ButtonwocKls express via Broad street averages 12.18 miles per hour. In Table 1 1 are listed a few typical sections of different routes, wherein the running speed may be classed as slow, medium and rapid. This shows that the speed within the tenninal loading district of about y/2 miles is not more than ordinary walking speed, and that the speed on the im- j)ortant thoroughfares, such as Broad. Westminster and 82 Gexkkal Imi'Kovkmkxts IX Service. Cranston streets, of about Gj/j miles per hour is also exceed- ingly slow. The rapid and medium sections show the char- acter of running that is possible where traffic interference and excessive stops are not encountered (from 9 to 12 miles per hourj, and the contrast between these speeds and the average speeds for the entire route bring out clearly the character of the congestion encountered down-town ; thus, on Broadway the running speed clear of obstructions is 9.40 miles per hour, whereas for the entire route it is 6.27. These latter figures are shown graphically on the accom- panying time zone map, Plate MI. which records by successive contour zones the distance on various routes that may be tra- versed in five-minute periods. In the loading district the time is counted, not necessarily from the actual terminal, but from the logical point of loading which introduces some un- avoidable irregularities in the area of the first five-minute zone. It will be noted that the increased schedule speed in the outlying district is reflected in the increasing width be- tween successive contour lines ; for example, Pawtucket-East Providence from Arlington corners to Pawtuckct. and Cranston Print Works to Knightsville. Considering the running speed in Providence, it will be apparent from this map that it ought to be possible to reach any point within the five-mile zone in less time than thirty minutes. At present it requires twenty-five minutes to reach Pawtucket, y/2 miles distant: Allendale. 4 miles; Pomham. 4>4 miles; Rumford, 3^ miles; and thirty minutes to reach Manton, 3 miles distant; Cranston Print Works, y/y miles; Auburn and Edgewood. 4 miles, each. Eddy street, which is the most direct thoroughfare to the southern suburbs, should 83 Report ox Traction Improvement. easily deliver passengers in i'awtuxet within thirty minutes. In suburban development, the thirty-minute time zone prac- tically marks the limit of isolation acceptable to the great majority of high-class residents. They cannot afford to spend more time per day unless unusual geographical conditions intervene, such as the case of the New Jersey Commuters. Beyond this limit the better class of suburbanites will transfer their patronage to steam roads operating suburban service, and unless these steam lines are routed in numerous direc- tions it necessarily follows that an irregular suburban de- velopment will take place, dictated not by the desirability of the land available, but by the location of existing steam lines serving primarily the through steam traffic. In other words, for a radial city such as Providence, to develop itself in a normal manner in gradually expanding circles, local traction lines must include the settled districts within the thirty-min- ute zone as uniformly as possible, and the only way to expand this thirty-minute time zone without resorting to steam com- muter service is to establish limited-stop electric express cars which will ultimately dictate the necessity of separate thor- oughfares in order to save more time than the headway be- tween local cars. Ordinance Requirements. The maximum running speed is limited by City ordinances to six miles per hour in the loading district and from nine to twelve elsewhere, the ma- jority of the lines coming under the nine mile class; thus: six miles per hour — Exchange Place, Market Square, Dor- rance street, Washington street, Mathewson street. North and South Main streets, >4 mile circle. Ten miles per hour — Elmwood avenue, south Uroad street. Prairie avenue. Eddy 84 Gi-:ni-:i leads td the conclusii)n that, because of the directness of the thoroughfares in Providence and the numerous through routes provided, transfers arc not as essential as in cities of rectangular layout, and consequently less used. 94 CiKXERAL I.MI'KOXEMEXTS IX SERVICE. There appears, however, to be round trip riding owinj^ to the final convergence of separate lines outbound from the city. Several cases of such transfer abuse are known to exist; i. e., Olneyville via Broadway, return via Westminster Street ; Elmwood via Elmwood Avenue, return via Broad Street ; South Providence via Broad Street, return via Friend- sliip Street or Prairie Avenue ; Washington Park via Broad Street, return via Eddy Street; ]\It. Pleasant via Chalkstone Avenue, return via Academy Avenue ; East Side via Camp Street, return via Hope Street. Presumably numerous other cases might be cited. In one recent case parties boarded an Eddy sti'eet inbound local at New York Avenue at 7:15 P. M., returned on Edge- wood & Pawtuxet Car via Broad Street, reaching destination at 9:30. The interval in town of 7:30 to 9:05 was covered by transfer and unquestioned by the conductor. This abuse should be stopped by every reasonable means. It is a form of petty dishonesty which many citizens un- fortunately indulge in. .simply because it is possible, without considering the serious character of the oflfence. Every double ride means less service for the normal revenue riders, and in the end the entire city will benefit by its abolition. No railway company should be called upon to provide a round trip for a single fare. It is true that a through route permits cross-town riding of perhaps the same distance for a single fare, but were this more prevalent, the company could not afford to do it. It is because only comparatively few people ride the entire distance of a through route, that the loss is negligible as compared with the profits from normally short haul routes, the greater convenience to its patrons, also the elimination of congestion due to extra down-town looping. 95 Report ox Tractiox Improvement. The simplest suggestion is a system prevailing in Chicago, where the transfer traffic reached tremendous proportions a few years ago. By means of colors the conductor is enabled to refuse a transfer tendered by a passenger returning in the same general direction from which he came. In other words, a passenger on a car from any district could not be trans- ferred to another line reaching that same district, but could receive a transfer to any other district. The color of his transfer thus becomes evidence of error and relieves the con- ductor of the moral duty of refusing it. In Providence, as the railway system is radial rather than rectangular, this would tend to simplify the situation; thus, Olneyville passengers could not receive transfers to any out- bound line reaching Olneyville ; similarly Mt. Pleasant, Smith Hill, North Providence. Constitution Hill, Capitol Hill, East Providence, Prospect Hill, south East Side, Soutli Providence. Elmwood, Dexter Street, and Washington Park. If this abuse is not curtailed it is liable to reach the pro- I)ortions of a nefarious business with established points of deposit, where transfers could be bought and sold for one or tv.o cents, as was the case in Chicago. It is believed that, if the citizens of Providence realize the seriousness of this traf- fic they will not become impatient at any restrictions that it may be necessary to impose in order to stamp it out. Tnrn-Outs vs. Double Tracking. There is a logical time in the development of traffic along a given line when double- tracking should take place. In Providence this is a difficult matter, because of the absence of sufficiently wide roadways, but wherever possible double-track should be laid when a 96 General Lmi-kovements i\ Service. given density of traffic has been reached. This density may be expressed in car miles per mile of single track operated. To illustrate the limitations, a five minute headway may be ■ used. For eighteen hour operation, this corresponds to an annual total of 114,000 car miles per mile of track. Up to this point single track can be operated effectively with the proper number of turn-outs for accommodating the headway, but as a general rule, when necessary turn-outs are more frequent than three per mile, or 1,750 feet corresponding to an average of 2.5 minutes headway, dotible-tracking becomes advisable. The average length of a turn-out is perhaps 280 feet, so that the additional cost of special work is in the end greater than straight double track. In Providence the minimum spac- ing of turn-outs is about 1,600 feet on Friendship street and 1,000 feet on Pocasset avenue. The latter street carries the traffic converging from two lines, — Plainfield street and Dyei avenue, while Friendship street carries but one. In cases where double tracks cannot be located in the centre / of the street and an alternative parallel route does not exist, / side track location must be resorted to, and the objections / of citizens to this method of providing proper transit facilities V. cannot be regarded as reasonable, in the face of their demand for such facilities. It is not within the province of the rail- way company to determine which side of the street this loca- tion should be made. Such side double tracking can often be avoided by means of one way loop circuits. These, however, must not cover a greater territory than convenient walking distance between the sides of the loop. 97 Report on Traction Improvement. ( Expresses. There seems to be a decided opposition among the city residents to the development of the suburban express service. It is beheved that this is short sighted and a destruc- tive poHcy for the good of the metropolitan district as a whole. In transportation the problem is not defined by municipal boundaries of the settled districts. The relations between the city and the suburbs are so close, both in social and a business way, that the one cannot exist without the other. Eventually a city by expansion automatically absorbs its settled suburbs, and it is apparent, therefore, that any throttling of suburban development reacts unfavorably upon the rapid development of the city. In Providence the expresses which have already been es- tablished aref of necessity forced to adhere to the local tracks, so that the time saved in an express run from the business district to the first suburban stop can only be equal to the prevailing local headway on those tracks. If separate routes could be found for the use of these expresses, such an ar- rangement would be distinctly advantageous ; but no such routes exist in Providence, with the possible exception of Eddy street and Aliens avenue, which are remarkably direct routes to the suburban district lying to the south. But this necessity of accommodating both express and local service does not render it necessary to accept local business on express cars. The general disposition of the American railway patron is to take the first car that comes along ir- respective of its destination or loading. This results in a heavy short haul superimposed upon the long haul load, while the entire capacity of the car should be reserved for the latter. ■'■.See Schedule' of I'.xpressfs — Tahk- \'.'>. Cii:xi:RAL I.MPkovLiMENTS IX Sekvici; The. present practice of the raihvay company should, there- fore, be perpetuated, and tlie single exception thereto should be abolished. Other express lines to outlying suburbs. Oak- lawn, Hughesdale and other similar points of heavy through suburban traffic should be installed to eliminate the present short haul load. Olneyville Express Service. The time required at present to reach Olneyville is about twenty minutes. This is entirely loo long for a sub-centre of such importance as a transfer point and possessing such direct thoroughfares to the centre of Providence as Broadway and Westminster street. There are three alternatives in reaching Olneyville more promptly : First, express via Harris avenue from Exchange Place loop. This service would contemplate large cars, few stops and rapid running along a street which is now comparatively unfre- (juented by vehicular traffic. But, in order to fully accomplish its purpose, the street should be entirely clear of local service and relieved of stops. The mileage of this route between termini is 2.13. Second, the electrification of the steam railroad tracks from Union Station to Olneyville has been suggested. It should be noted that the question of electrification here is quite dififer- ent from that of the Riverside lines now operating through the east side tunnel. The latter are entirely free from main line tracks, simply connecting at Union Station. The Olney- ville electrification, liowever, \vould necessarily have to be made on main line tracks, and if such local passenger service were superimposed on such through traffic over the four tracks of the New York. New Haven & Hartford Railroad it would be but logical that the question of this electrification should 99 Report on Traction Improvement. also involve that of the extension of same through Elmwood, Auburn, Lakewood and Warwick Shore resorts by way of the original steam railroad tracks connecting at Auburn. This electrification is believed to be serious enough to warraiit im- mediate consideration with a view to meeting the future de- velopment of the district, which will become more and more difficult to handle by surface trolley lines unless a direct thor- oughfare be ultimately reserved exclusively for non-stop ex- press service, such, for example, as Aliens avenue. The elec- trification of a short strip of main line track, such as between Union Station and Olneyville, simply for shuttle service would be questionable, except in its relation to more extensive projects. The third alternative is to reserve Broadway for direct express traffic. Assuming the possibility of a short down-town loop via Fountain and Washington streets, the mileage be- tween termini would be 1.62. With limited stops a schedule speed of ten miles per hour could be maintained with perfect safety, which would mean the delivery of passengers from Exchange Place to Olneyville Square in 10 minutes. These cars should be of the largest type available, and their progress should not be impeded by a large number of small, slow, single truck cars. Broadway should be known i)rimarily as a fast line. In order to make the same time via Harris avenue, expresses would have to run on an average of 13.2 miles per hour, owMUg to the greater distance. Thus, the greatest ad- vantage to be gained by the more circuitous route is. largely annulled, and whatever advantage remaining will progress- ively decrease in the future as the Harris avenue district develops industrially. 100 General Improvements in Service. East Side-West Side Electrification. The demand for ex- press service to Olneyville should consistently come under the same general scope as that of Watchemoket and East Provi- dence. Olneyville at the present time is more developed, but East Providence has the greater possibility for development and expansion. The demand, therefore, will arise for an East Side-West Side connection. If the Olneyville and South Providence roadbed were electrified this extension should be considered co-ordinately. Those who demand electrification of steam lines do not recognize the fact that passengers desiring rapid transit might reasonably have to pay ten cents per trip to the residential district. The fare by railroad would necessarily be five cents with an additional fare over the street railway. This is brought about by the fact that rapid transit is worth more than slow traffic, and the railroad company in giving up its lines for local traffic should receive greater return in some form. The question of a possible transfer between the two systems, however, is considerably simplified by the fact that both are under the same corporate control. Such an effective co-ordination of service will undoubtedly be advantageous to the public in the future and more readily secured than if the two branches of service were under competitive management. Trolley Freight. It appears to be the practice to allow heavy box cars carrying electric freight to pass through the congested streets of the city at any most convenient time dur- ing the day or night. Two or three of these cars have often been observed passing together out main line thoroughfares at times of heaviest street traffic. This practice should be discontinued during the rush hours. The main thorough- lOI Report on Traction Improvement. fares are sufficiently congested under the best conditions with- out the addition of this cumbersome freight equipment and it is possible to handle this business during normal hours of the dav or after 'seven o'clock at night without imposing any hard- ship upon the operating department. Owing to the nature of the Elniwood district and the fact that the track runs so close to the walk, it is believed that trolley freights should be routed over another line. The danger incurred by accident, due to an unlighted car passing along the curb, is considerably greater than with a fully lighted car which can be seen approaching. The logical routing for this electric freight is via Dyer-Eddy-Warwick branching off through Park avenue to the East Greenwich and Riverpoint district. As a general principle this freight routing should be, not through, but around the residential district as much as pos- sible, even at the expense of greater car mileage. Electric freight has undergone effective development in many cities of the country, notably Detroit and Cleveland, and unques- tionably is a great convenience for the tr ansport gjj£a»-of light parcel or bulk freight and perishable produce. But city streets can hardly be considered as suitable roadways for the hand- ling of heavy bulk freight. Providence should undertake im- mediately the development of a more suitable electric freight terminal than at present in use, providing more adequate facilities with less disturbance of street traffic. 102 GENERAL IMPROVEMENTS IN PLANT AND EQUIPMENT. Syiiof^sis: Slaitdard of track coiisfnu-fioii and inaiiitriiaiice fair. RollUui stock. J'cstihulc.s too constricted for seating caf^acify. Prcf^ayiiicnt plan. Of^cn bulk- head. Folding doors and steps. Platform 6>2 fi-'ct long, possible ivith present overhang. Cross seats. Proposed car. Single ended operation. Trial of maximum traction trucks and semi-comrrtihle equip- ment suggested. Steps. Drazvbars. Heating, light- ing and ventilation. Pozcer distribution. Car houses and methods. Destination and route signs. Tracks. In general, the permanent way is fairly well con- structed and maintained, especially on lines of heavy travel, such as Pawtuxet and Pawtucket. The present standard in use is of modern design and generally suited for the service. This standard consists of io6 lb. "Trilby" section or grooved rail with concrete sub-base extended along underneath the track in the form of longitudinal beam construction, with ties about 6 feet apart. This construction is used with asphalt, bitulithic macadam and granite block pavement, mostly in thoroughfares carrying very heavy traffic, to the extent of about 9.8 miles of single track, and confined mostly to the down-town district. The longest stretches outside are Broad- 103 Report ox Tractiox Improvemext. way. Angell. Waterman and Promenade streets. For streets of lighter traffic the same rail is used but ties are spaced at 2 feet centers and laid in gravel instead of concrete. In a num- ber of streets unpaved or of special designs, such as Elmwood avenue, T rail has been laid to good advantage with ties 2 feet centers. One instance of T rail with granite block paving on concrete and ties 3 feet centers has been permitted by the Cil}' en trial: viz., Promenadc-X^alley streets. T rail track on gravel is also used in connection with granite block pav- ing, on Eddy and Dyer streets in the teaming district. Reconstruction of important trunk lines should be carried out with this concrete sub-base or equivalent construction. For branch lines a lighter construction is suitable. In this respect, however, it is to be noted that Cranston street and Warren avenue are being reconstructed at present without either con- crete sub-base or gravel ballast, simply loam packed under the ties. If the Cranston street construction is to be regarded as adhering to the standard set by the Company, it does not possess the stability necessary to handle the heavy traffic which will undoubtedly show a rapid increase. The same may be said of the Warren Avenue line, over wdiich the heavy River- side traffic is routed. The standard tie plate being used is an eight-bolt "con- tinuous" joint set between supporting ties except with con- crete sub-base and with flexible "protected"' type bonds fitted under the tie plate. This is good construction. The total mileage of the present standard rail and other girder sections above 981/. lbs. is approximately 61. i miles; there are also 7.9 miles of standard T rail, 79 lbs. or there- abouts. The balance within the City, aggregating 16.4 miles. 104 Gi:\i:ral iMrRovEMENTS IX Plant and Equipment. represents rails of either obsolete section or too light for use in an up-to-date system. Of this total, 11.4 miles is girder rail. These figures are necessarily approximate. It is. therefore, apparent that much maintenance work re- mains to be done. The construction program for the present year covers 5.4 miles renewals and repairs and 1.6 miles ex- tensions, including turn-outs, aggregating 7 miles within the city limits. Work contemplated outside of the City, but with- in the Union Railway Division brings the total up to 11. 4 miles, 7 miles for renewals and repairs and 4.4 miles for extensions. The special work around the system is generally of proper construction, but some of it has been allowed to get in poor condition ; for example, at Hoyle Square. A detailed canvass of the lines would undoubtedly show a large number of pieces needing repairs or replacement. Special work should be the last to be neglected in track maintenance. Corrugated rail exists at various points, and is a great source of annoyance in the residential districts on account of the noise. Typical examples are to be found at Weybosset street, curves south of Turks Head and north of Clififord, and Elmwood avenue, curves at Cromwell street and Trinity Square. The Elmw^ood Avenue trouble is particularly notice- able because of the location of the track so close to the build- ing line. \\'here the traffic is as heavy as on Elmwood Ave- nue, and especially where freight service is maintained during the night, it is believed that this track should receive more attention and be kept up to a higher standard of maintenance. Signal System. On single track lines the Company has made a good start in the installation of automatic Semaphore 10: Report ox Traction Improvement. signals, operated by the motorman. There are eighteen blocks of these, installed last year. The remaining signals are operated by hand, the work being assigned to the motorman, who is obliged to leave his car. He may thus lose several minutes in delay from signalling on long stretches of single track. The trial of the automatic signals is to be recommended for ex- tension over all lines necessitating single track, reverse opera- tion, if a type can be found that proves permanently satisfactorv. Rolling Stock. The present schedule of cars operated into or within the Citv of Providence comprises three principal classes : twenty- six, thirty-four and forty-two seats respectively; some of city and some of suburban design. All have longitudinal seats except suburbans or long haul cars, which have cross seats, or combination of cross and longitudinal. Table lO. The summer equipment consists of open cross seat cars, locally known as "bloomers," varying from forty to seventy- five seating capacity. With the exception of the suburbans, practically all cars are changed summer and winter. Of the winter urban equipment in cars, or 27.8% of the total, are of the small single truck class, and a large number of them will need to be retired very .soon on account of their in- adequacy for heavy city traffic. This will not be so serious a matter, as they represent only 21'^'^ of the seating capacity. These small cars have been retained up to the present time because of the difficulty of operating any other type of car 106 General Improvemexts in Plant and Equipment. over College Hill approach to the East Side, and they will continue to be required until some satisfactory form of ap- proach is determined upon. Of the thirty- four seat class, 153 in number, these are more adequate for the service, the prin- cipal objection being the exceedingly narrow vestibules and poor arrangement of destination signs. The forty-two seat class, comprising 73 cars, represent the latest type of equipment, 50 of them being quite new, but all having the same objection, viz., constricted vestibule. The remaining 25 cars used for suburban service are open to the same objection, but not to the same degree as for city cars. All of the double truck winter cars have four motor equip- ments and with the single exception of closed cars on East Greenwich line, all cars are arranged for double ended opera- tion. The majority have outside hung motors, necessitating somewhat greater overhang of car body beyond the bolster, in order to clear the platform, than if what is known as the maximum traction truck were used, these having only two motors per car. The principal objection here to two motor cars seems to be on the score of reduced tractive effort on heavy grades, of which there are numerous ones in the city, ranging up to 8% ; for example. North j\Iain street at Con- stitution Hill, and Atwells avenue east of Academy avenue. As maximum traction trucks are operated successfully in other cities of like topography, and are especially adapted to prepayment cars of minimum possible lengths, it is suggested that a sample equipment be tried out in Providence under winter condition with the small or pony wheel outside, i. e.. under the platform instead of under the car body. Vestibules. The most serious objection to the design of rolling stock may be found in the short and narrow vestibules 107 Report ox Traction Improvement. which universally exist. On the older equipment the vestibules are set in from eight to twelve inches in order to provide for a step flush with the car body. Considering only the larger cars, it is found that the thirty-four seat class has a plat- form varying from a minimum of 4 feet 8 inches to 5 feet 2 inches in length overall from center posts, which permits a side door of only 283/2 inches and a bulkhead door of ■^2y2 inches clear when open. The new Bradley cars have 5 foot platforms, 2'^ inch sifle doors and hulkliead doors 30 inches in the clear when open. It is apparent that the present narrow vestibules on the new cars have resulted from two things : First, the necessity of securing as great a seating capacity as possible in the car bodv, and second, the ordinances limiting car dimensions to 43 feet overall, but it is difficult to see why the narrow vestibules were necessitated upon the thirty-four seat class, except as a matter of tradition. Complicated by the single entrance principle, the construction becomes all the more acute as the car body increases in capacity. Prepayment. Fortunately, the citizens of Providence have had their first lesson in prepayment — automatic registration. It is strongly recommended that the prepayment type of car should be adopted immediately. Were this an experiment the change could not be suggested with such certainty of success, but the system has been so thoroughly tried out in other cities all over the country that there is no inherent reason for its failure in Providence provided suitable vestibules are used. The fact that tlie majority of modern equipment now being built for urban service is of the preiia\inent type carries much assurance of its success here. T08 General Improvements in Plant and Equipment. The prepayment idea necessitates a relatively long platform because loading capacity must be provided while passengers are receiving change. This so-called storage space increases with the size of the car body. Persons unfamiliar with the prepayment principal are apt to criticise it severely on the score of slow loading, but an essential feature of the prepay- "ment caTls the separation oT"the passengers entering and leav- ing, thereby avoiding the interference which is the source of so great delay in the single entrance type of car. With the present narrow platform it is a fact that the average time of loading per passenger is fully equal to if not greater than the time required for the prepayment type, both under rush hour conditions. Fig 12. There are two types='= of prepayment cars. In the first, termed the "Pay-as-you-enter," the conductor stands just out- side the bulkhead within a small railing pocket and collects fares from passengers before they enter the car, either by hand or by fare box, also assisting the passengers as they enter and leave by separate paths on the rear platform. This type is universally equipped with bulkhead doors, usually double doors sliding into a short centre bulkhead back of which the conductor stands. In the second type known heretofore as the 'Tay-within," the bulkhead is removed. The conductor stands in the center of the bulkhead line collecting fares in the usual "pay-as-you-enter" manner. An important feature is a sliding or folding side entrance door which is also equipped with a hinged step which drops when the door is opened and raises when it is shut. In both types the principal exit is forward, but both are usually provided with a small rear exit for the use of those passengers detained in tlie rear of the *See note on "Near Side" Car — Page 239. 109 ;^-r^rr-,-; | | |! ,1 iTH 1 T TTij.:^: xni nTTj 1 , , ~r -rr dzti rip ztT-l-4^ Ji Ml ~r Xu^JpL^u^k ;-=L i^.r-^ .. ..i|^ ^_^ ^ _ 1 L OAUiniLa ! JB Vlt 1 — m- r rn, M ! 1 _Lj_ ,.TTjn 1 it h ' 1 ' i::!^^^^^^!^^^! 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Diagram representing results of observations in Dorrance street on a large number of passing cars. Note that tlie time required, per passenger, decreases rapidly with the number up to about ten passenger^ enti-ring the crir. IIO Illustrating ction truck, re 'th doors and s le lower detaile [■[CrKF. K-TYPICAL PREPAYMENT CAR. Mln-ir.itiny ilie i.ri-pa> iiu-nt vonbulc pr-iin.sed for Providence. This car also illiiMr.' ■ i- traction truck, reversed wnii pnny wheels located well forward under platform. Entrance in tlic rear, in;iin c Both doors and steps operate mechanically and remain closed when car is in motion. Open bullthcads fror The lower detailed views show rear doors in open and closed positions respectively, with folding step raised. r General Imi'Ronii.mknts in Plaxt axu Eql'ii'.mext. car when crowded. The front "Pay-within" door is also operated in conjunction with a lifting step, and both may be worked either by compressed air or mechanically by the con- ductor and motorman. If air is used positive means should be provided for releasing the air pressure from the closing cylinder, so that passengers could open the door in case of emergency. The open bulkhead or "Pay-within" principle is to some extent favored for the reason that it is best suited to the present fare collecting system now fully established on the Providence lines, and in this respect allows much more so-called loading space in the prepayment platform for incoming passengers. Stationed just at the entrance to the car body, the conductor also has much more latitude in receiving passengers than if stationed outside behind a bulkhead. The "Pay-within"' car was developed to suit conditions identical with Providence — narrow streets, and sharp curves. Its automatic door and step practically eliminates accident to passengers and encour- ages prompt schedules. A typical car of this type is shown in Fig- 13- Some objection has been raised to removing the front bulk- head for the reason that motormen open front windows for switching and that frost would make it impossible to see clearly ahead. With electric switches at important points the opening would be unnecessary, and even now it is by no means generally resorted to. In open bulkhead cars the tem- perature within generally keeps the windows clear of frost. The temperature record here does not indicate unusual severity of weather not encountered in other cities using open bulkhead cars. Ill Report ox Tractiox Improvement. Tn case, however, it is necessary to provide a closed vesti- bule lor the motorman this can readily be done without the use of a bulkhead by arranging separate extension doors to surround the motorman only. These will be folded back in place when not needed. Platforms. These prepayment platforms vary in length from 5>4 feet on the smaller cars to over 8 feet on the larger, as, for example, on the Chicago Railways. The latter length, however, was provided to suit the demands of peak loads in a very large city and would not be applicable to Providence. Moreover, Chicago cars are equipped with cross seats so that the maximum loading space was desirable. With longitudinal seats the greater standing capacity lessens the necessity for loading space on the platforms. These long platforms might be regarded by some as im- possible for the Providence streets, but it occurs that by tapering the platform from bulkhead to bumper the overhang at the bumper in rounding any curve may be no greater or even less than with a shorter platform of rectangular propor- tions now used. It is. therefore, clear that the length of the platform is not the criterion by which car proportions should be subject to regulation, but rather the overhang in rounding curves. Furthermore, it is not the inside overhang of the car body that is serious from a standpoint of accident, but that of the rear platform when sweeping around a short radius curve. The overhang of the car body at the curb will simply result in sweeping aside a careless person without injuring him, while a vehicle caught by the rear platform would be crushed. Overhang. Overhang involves five factors: Length of car, radius of curve, taper of platform, distance between 112 General Improvements in Plant and Equipment. truck centers, and type of trucks. It is desirable to increase the truck centers as much as possible in order to increase the end overhang. But a limit is reached with outside hung motors in clearing the platform underpinnings. With max- imum traction trucks reversed, with pony wheels forward, it is possible to locate the truck centre i foot or m.ore for- ward, and thus reduce very materially this end overhang. This, however, requires two-motor equipment. Spreading the truck centres, of course, increases the inside overhang. As the radius of the curve decreases rapidly on a narrow street there must be a careful adjustment of curve radius in order to form a balance between inside and outside overhang. In a choice between the two it would always be preferable to lengthen the radius, thus bringing the curve nearer the curb, but increasing the clearance from curb to car step. Clearance studies of varying curve radius and truck centers show that for the present cars a i"/ foot radius curve is a reasonable minimum. Below this radius the overhang in- creases very rapidly and should be avoided in Providence. Car Studies. In order to form a comparison of proper proportions best suited to the conditions of Providence, we may take as a starting point the overhang of the present roil- ing stock, both winter and summer. Many years of ex- perience have been acquired with this equipment, and more- over, the public is used to it. If, now, we can design a car combining the desirable features and not exceeding the over- hang of the present car, there should be no reason why such a modified design would not be acceptable. The result of preliminary studies may be summarized as follows: assuming present platform replaced by prepayment platforms. ii;? Report ox Tractiox Improvement. Car body— present Bradley body 31 feet over corner posts; width over drip rail 8 feet 'jy2 inches. Platforms — prepayment 6 feet 6 inches overall, tapered to 6 feet 6 inches width at bumpers. Truck centers — same as at present, 19 feet 6 inches, four motors. This car is shown in the clearance studies. Plates IX. X. for a forty and fifty foot single track street and for a sixty foot double track street, the minimum for double track opera- tion. The outside overhang on the proposed platform is found to be no greater on a 37 foot radius curve, practically the sharpest encountered. The overhang at rear platform of the present box car is practically "the same as the largest bloomer cars with standard truck centers, while the inside overhang of the bloomer is slightly greater than the box car, even with the inside running board lifted. The composite templates. Plates IX and X, shows the bloomer floor plan at one end and proposed prepayment car at the other. Assuming a 37 foot radius curve there is found to be 7 feet 10 inches minimum clearance to curb for the fifty foot street, and 4 feet 10 inches for the forty foot street. The one will accommodate passing vehicles of average width, 7 feet, without danger of i)inching against the curb, while in the forty foot street a vehicle must stop as at present at least 10 feet l)ack of the corner until the car passes around the curve. It is clear from a study of clearance with various street widths later discussedt that the minimum width of roadway on a street, much frequented by vehicles, should be 36 feet y See Plate XIV. 114 Gexkral Improvk.mrnts IX Plant and Equipment. for single track, or 60 feet width of street. With a 50 foot street, such as Fountain street, ample clearance would he available on a tangent for a vehicle even 8 feet wide. How- ever, the fact that Fountain street is reached at an ohlifiue angle at both ends and not at right angles, decreases materially the platform overhang as a longer radius curve may be used. For double track lay-out, it is necessary to spread the track at the curve in order to provide sufficient clearance for cars to pass in both directions without interfering. This neces- sitates a curve of small radius for the outer track, which has been taken at 37 feet and as large a radius for the inside track as possible. The point of maximum overhang occurs about opposite the beginning of the curve, and by locating an easement on the inside track, either in the form of a spiral or a compound curve running off into long radius, sufficient clearance can be had between the two lines of cars for safe operation. In this lay-out for 60 foot street the template shows the present bloomer car at one end and the proposed prepay platform at the other, for which the overhang is the same. With a ^y foot radius curve on the outside, and the inside curve compounded to 35 feet for a portion of the curve, we have two important results: First, that cars may pass on the curve without interference, and second, that no overhang of car body is over the curb. This is considered as good a result as can be expected for Providence condi- tions. It will not allow a vehicle to pass while a car is rounding the curve, but gives ample space for four-line traffic along the tangent. Seating Arrangement. A 31 foot body has been considered in order to demonstrate the possibility of modifying the pres- ir Report on Traction I.mprovkment. ent equipment by leng-thening the platform. The present bodies with longitudinal seats are classed as forty-two seats allowing about \y inches per passenger average spacing, which is not liberal. The car would seat forty people with i8 inch spacing, or if cross seats were used in double ended operation. There is no question but that the best practice contemplates the use of cross seats. The Rhode Island Company advocates and uses cross seats on its long haul suburban lines. It regards a longitudinal seat as practically essential for short haul business. This is due largely to the absence of the prepayment principle which makes it necessary for the con- ductor to force his way through two lines of standing pas- sengers for the collection of fares. With prepayment there is no reason why cross seats cannot be used with the same degree of comfort as the present longitudinal seats. In the accompanying studies, Plate XI, a number of seating arrangements are shown for cross and longitudinal seats or combinations. Type A is the present car with a prepay platform at the rear and the present platform at the front. This would be suitable for single ended cars. Type B shows cross scats on one side only. Type C shows an arrangement of half cross and half longitudinal seats, symmetrically arranged for double ended operation. Type D shows six ]xn'rs of cross seats. Type E shows all cross seats. Ty])e 1' tlic same for single ended operation. All of these cars are based u])on the pres- ent Bradley body which has a window spacing 32 inches, the same as the seats. With 33 inch seats an aisle space of 27 inches in the clear is j^rovided. In Type C the most con- stricted point in the car is 36 inches, nearly the width of 116 Gexkral Imi'Rovrmexts IX Plant and Equipment. the aisle. This type may be regarded as a compromise be- tween long haul and short haul accommodations. All of these cars will seat forty passengers comfortably. Assuming ten standing passengers on the platform, the maximum pas- senger capacity is as follows : Type A B C D E F Seated 40 40 40 40 40 40 Standing 4Q 36 30 25 15 25 Total 87 76 70 65 55 65 For single ended operation Types D & E will seat two more passengers, or four at a maximum. Proposed Car. Type F shows a modified design, car body 8 feet 6 inches wide overall. With modern steel girder or composite con- struction and raised sashes, it is possible to utilize the hollow sides between window posts for accommodating the metal fixtures of. the seat, so that with 33 inch seats an aisle space of 31 inches can be obtained, or with 36 inch seats a 25 inch aisle, the dimensions of the latest Chicago cars. In this car the window spacing has been reduced to 30 inches, and with a body 30 feet 9 inches over corner posts forty seats can be accommodated, allowing 19 inches per passenger on the longitudinal seats. For single ended operation four addi- tional seats can be used, giving a maximum car capacity of 69 passengers. An advantage of this combination arrangement is that it allows 8 feet at each end of the car for two or three rows of standing passengers, reserving the center of the car for long haul seated passengers. 117 REPORT OX Traction Improvement. Single Ended Cars. The question of single ended vs. double ended operation is important. By some the latter is favored for the following reasons : First, because double controller equipment provides a reserve against breakdown ; second, that in case of obstruction along the track a car would not have to back with the motorman at the rear end ; third, that loops or Ys would not have to be provided at the outer terminals. The first objection is believed not to be serious. Second, even with double controller, the car would have to be operated from the rear end if the forward controller should be disabled. As to the third objection loops or Ys on important lines can- not be regarded as a hardship. More rapid loading may also be accomplished at outer termini at times pf congestion, such as parks or main streets of outlying centers. The arrange- ment is of maximum benefit on urban lines of heavy traffic, at least on long haul interurbans. The East Greenwich line is now operated single ended satisfactorily from the above standpoint. Single ended cars might well be used on the more important loop lines, such as Pawtucket and Pawtuxet, and at heavy loading points, such as Rocky Point and Cres- cent Park. Some of these outer terminal loops already exist ; inner terminals are already provided. 1"he principal ad- vantage is the gain in seating capacity and the clearing of the rear platform of obstructions for the better accommoda- tion of the incoming passengers. Alternatives. The alternatives in regard to the present equipment are as follows : First, retain the present Bradley car with platform, and pass all passengers in at the rear and out at the front, for double ended operation ; second, same as above, except clear rear platform for single ended opera- nd Gkxeral Impkovemknts IX Plant and Equipment. tion ; third, retain front platform with bulkhead and extend rear platform to prepayment, single ended operation; fourth, remove both bulkheads and install folding doors and steps operated by the conductor; fifth, extend both platforms and remove both bulkheads, double ended operation ; sixth, same as the fifth, except for single ended operation. The first could only be regarded as a makeshift. The second little better than one. The third and fourth would be a considerable improvement. The fifth and sixth, a great improvement. The cost of these changes would be abottt as follows : By using the "Pay-as-you-enter'' plan with center bulkheads with split corner posts and using the present doors, about S425 per platform ; removing the bulkheads entirely and using four- leaf folding doors on the "pay-within" plan, the cost would be about $500 per platform. In each case the canopy would be spliced and the platform sills reinforced by steel angle stiffeners. Comparative Sice. To illustrate the relative size of the proposed car and the prepayment cars of other cities, several typical car bodies have been superimposed in plan. Plate XIL From this it will be apparent that the length of plat- form and taper herein suggested is not unreasonable. Steps. Objection has been made to the heighth of steps on the Providence cars. Considering the three most im- portant types, these are shown in elevation on the composite diagram, Plate XIII. With a standard 33 inch wheel the car floor is about 40 inches from the rail head, and the plat- form about ^ojA inches. The first step from the ground is about 15 inches to 17 inches, leaving the second step 14 inches 119 Ri:roRT ox Tractiox Improvement. to 15 inches. One of the present cars, a thirty-six seat suburban, has the first step 18J/2 inches, which is too high. The height of the second step is practically regulated by the permissible drop in the platform, this, in turn, by the clearance of fender trip and motor and truck clearance. With four-motor equipment and outside hung motors a drop of eleven inches seems to be all that can be secured and clear the platform without shortening the truck centers, which would, in turn, increase the platform overhang. On the pres- ent car 9 to 10 is the maximum. A greater drop would re- quire different car framing — practically necessitating new cars. The composite diagram, Plate XIII, shows similar i)ro])or- tions of recent equipment for various other cities ; the floor height is about the same. The platform drop is less in some cases than in Providence, but increases to 1 1 inches in Chi- cago, where, however, overhang was not so serious a con- sideration. The platforms in all of these cars were about 30 inches from the rail, the same as the new Bradle\- cars, but the first step is a little higher and the second a little lower than in Providence. A second step of 14 inches is. therefore, not considered unreasonable. Objection is made to cutting in the platform in order to moderate the steepness of this second step and still keep the step flush with the side of the car. To avoid this, the whole vestibule of the i^resent cars has been contracted the full width of the step tread. With the prepayment platforms this contraction becomes unnecessary, and the step can be slightly tapered at its extremity, so as to give maximum i)latform width and yet not extend beyond the car bod\. With folding steps this question is immediately simjjlified. for the entire 120 (""iKXKRAL Improve Mi: NTS ix Plaxt and Eoiipmen't. widtli of the platform can be retained as the step is out of tlie way when raised. The foregoin,": photographs. Fig. i3t. of a recent car of this type will illustrate the point. This also illustrates how the four-leaf folding: doors operate as a guide or buffer to prevent passengers from injury. Scmi-Convcrtiblc Cars. The duplication of investment in rolling stock now necessary to provide open cars for summer represents a drain upon the earnings of a railway "system that it should not be called upon to bear. This extra invest- ment means less service and vice versa. To avoid this the semi-convertible car has been developed, in which the sides are removed during the summer, thus giving practically a center aisle cross seat open car. With prepayment platforms and automatic doors and steps the greatest source of accidents is removed and higher schedule speefl made possible. The demand now being made for a center aisle summer car can be entirely met with the con- vertible car. Remodelling of the present equipment is dif- ficult on account of the absence of drop platforms, but new- equipment of this type could be easily introduced gradually as the old cars are retired. It is recommended that in all future prepayment equipment this convertible feature be incorporated. Fenders. The fenders on all of the city cars are of the wheel guard type, located entirely under the platform ; some are tripped automatically, others by the motorman. Suburban cars entering the city have, in addition, projecting fenders, but are required to raise them while in the city. Owing to 'Insert, Fii;. 12. opposite page 111. 121 Report ox Traction Improvement. <" the narrow streets it is practically impossible to use a pro- jecting fender, as the sweep would be altogether too great a source of danger and impedance to vehicle traffic. The wheel guard type fender is effective on large double truck cars, but on single truck cars the platform is somewhat lower and the present draw bar rigging as used in Providence offers a pronounced obstruction to its effective operation. On some of the larger cars the clearance from street to draw bar sup- port largely obstructs the fender trip and leaves entirely too little space underneath the platform for an effective safety appliance. Drazvbars. The drawbars and supports can be completely eliminated by providing a permanent socket underneath each platform and single drawbar carried on each car to be used only when needed for coupling cars together, for going up College Hill, or for the purpose of allowing a car to be pushed in when disabled. If this plan were adopted, the trips of the present fenders would then be effective in their present position. /' Grab Handles. Additional provision should be made for enabling passengers to prevent themselves from a fall during X, acceleration or braking. If cross seats are adopted a small grab handle can be fitted to the corner of each seat. On the platforms a simple vertical stanchion at the entrance might serve the double purpose of providing a support for the pas- sengers getting on and off, and also to divide the passenger movement in the same way as a bent pipe railing. In case the four-leaf folding doors are used with a prepayment ])latform. it is desirable that grab handles should be available on the inside of the doors when it is in open position. In some 122 General Improvements in Plant and Equipment. types of folding doors such as used on the new cars in Pitts- burgh the handles fold inside. It is essential to have grab handles of some kind to assist passengers up and down the steps. Bells. Every car should be equipped with electric bell sig- nals. In the new Bradley cars the conductor is signalled by a buzzer and in turn the motorman by bell. This distinction in signals is desirable. The other cars can be similarly equipped without great expense, and this should be done during the present season of overhauling. Ventilation. On the old cars the ventilators are of the old pivoted sash type. The latter cars are similarly fitted, but with stops. A radical change in ventilators could hardly be prescribed for present equipment, but with all new equipment any of the several deflecting or curved types of suction venti- lators are recommended, or other type which will provide positive ventilation at all times (with car in motion) at the rate of 350 cubic feet per minute per passenger. Lighting. The lighting- arrangement in the new Bradley cars is of a high order. Much of the criticism of lighting in the older rolling stock is due to the use of exhausted lamps of deficient candle-power. To be sure, the voltage on some of the longer lines drops to 400 or below at times, but the more frequent renewal of lamps is such a small item of ex- pense as compared to the satisfaction to the public, that the use of old lamps should be discontinued at once. Headlights. It is the practice on some interurban cars entering the city to keep their arc headlights under full power. This has caused considerable justifiable complaint, because of people being blinded by the light. This difficulty can be 123 RiiPOkT ox Traction Lmprove.mext. overcome either by shuttinc^ off the head-Hght or drawing a muslin curtain over the disc, as is done in other cities. The former deprives the car of head-light, while the latter sheds sufficient light along the roadway for city purposes and en- tirelv avoids the complaint. Another method would be to place a slanting deflector over the disc within the city limits, designed to throv.- the light downwards on the street. Front Exit. In the present cars it is the practice of many motormen to lock themselves in the front platform and pull the curtains down, except the one at the right of their vesti- bules, prescribed by the rules of the Company to be left open at all times. This practice, no doubt, grew out of the policy which prohibits passengers from leaving by the front platform, but it should be discontinued as a source of danger. Accident to the motorman at a critical time might result in grave consequences. Moreover, the front passageway should be at all times clear in the case of emergency, whether this is done in ordinary operation or not. In some of the cars the door lock has been carried through the frames, so as to be operated by persons inside; this is a recognition of the above difficulty. In the event of the prepayment idea with front exit being adopted some method must be devised for shielding the motorman from the light without closing the opening with a clumsy curtain. In open bulkhead cars this has been accom- plished by a curtain about 30 inches wide pulled down at the motorman's back, guided by two vertical pipe stays. The rest of the car is brilliantly illuminated. These .seem quite as satisfactory for city work as a completely darkened vestibule. Heating, ^^lodern i)ractice is tending toward a combined system of indirect heating and ventilation, the air being drawn 124 GiiNKRAL Improvements in Plant and I'Ioiipment. in on electric heaters and drawn out at the top of the car by means of the ventilators above mentioned. The distribu- tion of heaters for the present cars is as follows, based on 500 volts potential : Standard Bradley — 12 heaters — 11.5 amperes — 3 steps. 34-seat class — variable 10-12 amperes. Whether this equipment in all respects is ample for abo\e conditions can only be determined by actual tests. The heat- ing capacity seems to be sufficient for present normal opera- tion if it is fully used. For the past rive years the average temperature in December to February was 27.0 degrees F. ; average lowest temperature i.'j degrees V . ; niinimum recorded, 4.3 degrees below F. ; average number of days below i^i de- grees F. 114; total number of days in ten years below zero, 13. Cushions. Rattan has been adopted by the Company on new equipment in place of plush. This is to be regarded as an improvement in the direction of sanitation. Power Gexerati.nt, Capaciiv. The present generating capacity of the Manchester Street Station is 16,300 K. W. Assuming a maximum overload cai)a- city of 50%, which is probably reasonable in view of the fact that one of the large machines is a steam turbine, this gives a maximum station capacity of 24.300 K. W. l^he maximum peak load during December was about 19,000, which gives a margin of overload of slightly over 20 '^r. This is fair, but does not provide for much reserve equipment. However, the power is well split up into three alternating current units 12; Rkport ox Traction' lMPRoviiMi-:xT. and nine direct current units. The maximum load during two typical days in March was ii,ooo and 13.000 K. W. respectively, including- power sent to the five sub-stations. Copper Distribution. Trolley voltage tests taken during the rush hour at thirty-six different points around the system generally most distant from the generating station show the voltage running as low as 320 volts for short periods, 360 volts for periods of several minutes duration, and ranging from these low points up to full generating voltage, 600 volts. The great majority of tests show in the neighborhood of 400 to 450 volts. Some of the low lines were those depending upon trolley alone for current distribution; for example. Dver avenue and Smithfield avenue. Broadway also de- pends upon trolley distribution, although fed from both ends. Chalkstone and Acadeni\- avenues were low. although separ- atelv fed up to the intersection. Manton avenue is also low due to the long haul. The East Side lines depend to a con- siderable extent upon trolley copper, but they are not so heavily loaded with large cars. This low voltage in so many places indicates that additional copper should be installed if the system were to continue to operate as at present. To determine the proper amount of copper for the overhead distribution would involve much calculationt and extended car tests. This is considered unnecessary at the present time, as the changes in routing and service will change the distri- bution materially. \\'hen a definite i)rogram of improvements is determined upon a recalculatiou of the copper should be "!■ I'or such a study tlic car location Maj) Plato XX furnishes a proper basis. 126 Gexeral Lmprove.mi:xts ix Plaxt axd Equipment. made. This applies particularly to negative copper returns designed to reduce electrolysis, concerning which reports have already been made to the City. Siib-Stations. It is not possible to consider in detail in this report the economics of direct current vs. alternating current transmission for the entire district, as such a study would require elaborate calculations. It is. however, apparent that the present practice of the Company in regard to location of sub-station at outlying points might well be gradually ex- tended. The heavy traffic centered in Olneyville suggests that a sub-station at this point might result in a considerable less drop in voltage by serving lines west of the square from Cranston to Centerdale. also assisting the Chalkstone avenue and Smith street lines by feeding back. But whether this should be accomplished by means of a sub-station or by additional direct current copper is a matter for engineering determination by the Company. • One of the longest single transmission lines at the present time is to Centerdale and Enfield, the distance being approximately 7 miles from the power station. As the suburban development to the south increases a sub-station might be found desirable in this vicinity. Car Houses. j The latest construction work of the Company, as repre- sented bv the Thurbers avenue. Acadenn avenue and North "I" Schedule of car liouses — Table 14. 12: Report ox Traction Improve.mext. Main street car liouses, is commendable in many respects, also the Elmwood avenue car house and the Cranston repair shop. The Hartford avenue l)arn is next in order of adequacy, then Traverse street, and tinall}- Arlington, which is the least adapted to modern conditions. Two of the old horse car barns are in existence, but have now been abandoned, one on the Branch avenue line at (ieneva. and the other at the corner of Chalkstone and Academy avenues, except for storage. The Company's ])resent standard of car house involves the following: Brick walls; Monitor type mill roof; concrete floors ; automatic sprinkling for fire protection, with supple- mentary power reservoir system. Approximately half the Itarn is used for the storage of cars, .se])arated by brick fire walls; the other half is built with oi)en inspection pits and hydraulic motor lifts, this arrangement permitting the cars to be cleaned by the regular cleaning force at the same time that the motor and truck equipment is being inspected and repaired. All of the barns are single end design ; that is. cars are run in and out on the same tracks. The best modern practice differs from this arrangement, in that it permits of the cars to be run in one end of the barn and out at the other, being cleaned, inspected, and repaired on the way. l^he objection is made here that at none of the locations will the levels permit of double ended barns. However, it is quite probable that levels can be found or created in the future to suit th.is design. For e.xamplc, the Hartford avenue barn i^arallels Hartford avenue, and bv the i)urcliase of abutting ]iropertv at the rear a doultle ended baru could be created. At Tluirbers ave- 128 Gi:.\i:ral Improvements ix Plant and Eguu'MEXT. nue the difficulty in the levels prohibits double ended opera- tion, but at the Elnnvood avenue barn the rear car house vard is tilled with storage tracks with a flush transfer table now unused. Here the double ended system would now be possible. At the older barns with dirt or wooden floors there are unmistakable evidences of lack of modern cleaning facilities Concrete floors are necessary to permit cars to be cleaned where they stand, if necessary, with a hose. Car House Standards. By t!ie Company's statement, every car on its system is run in every 500 miles for thorough inspection of trucks, motors, trolley stands, brakes, controllers etc. Gear cases are opened tvvice a month. Cars are swept and dusted, windows washed and commutators sanded each daily run-in. The entire body is washed each 500 miles turn-in. Car bodies are painted every two seasons and var- nished every season. A 500 mile turn-in in regular service corresponds to about 3^/^ days interval, or on some lines twenty round trips, such as Buttonwoods. It is impossible without an extended examination to report definitely whether this standard is maintained in all car houses. The standard is fairly reasonable // maintained, although the standard in some other cities is better. The facilities at the more modern l^irns \\ould unc|uestionably make it possible of attainment, but there is little doubt that from lack of equal facilities at the other older barns, and the evident condition of the cars as sent out each day from these particular barns that the standard is not maintained. The Company reports 129 Riii'ORT OX Traction Imi'RO\k.\iext. that the cleaning and repair force this year is practically the same as in 1907. For the additional equipment that will reasonably be required, it is. therefore, recommended that the Company improve its car house facilities at the earliest possible date. The Hartford avenue car house could easily be remodelled at no great expense and converted into a double ended struc- ture. The Arlington Barn could be abandoned or entirely rebuilt, possibly in connection with the Cranston street re- pair shop. The Tra\erse street house is not suited for city cars and, in fact, not used, but located on the south shore trunk line it can be utilized to good advantage as a supple- mentary East Side repair shop. Nezv Car House. It ai)pears that either now or in the very near future a new car house will be required to serve the lines of the third ward. Owing to its isolation by the Black- stone River, the North Main street house is not readily avail- able for the Smithfield avenue, Charles street and llranch avenue lines without incurring considerable dead mileage. Vor the same reason the Academy avenue barn is not avail- able for the.'^e lines because of the absence of cross lines. It seems, therefore, that a car house located in the vicinity of r.eonard's I'nnd. for example, on Hawkins street, could be used to excellent advantage to serve the following lines: ."^mithfield aveinie. W'oonsocket. ['.ranch avenue. Charles street. Dougla.N avenue and Admiral street. especiall\ if the last three lines, all of which are through-routed, should put in here on their last outbound night trip, as discussed elsewhere under l\e-ronting. I ^o Gf.xeral Improvements ix Plant and Equipment. With the development of the East Side a barn will also be ultimately required* at or near the Six Corners in East Provi- dence. Repair Shop. The facilities of the repair shop on Cran- ston street seem to be of a high order and ample for the present system and also for any modification of the present rolling stock in regard to platform arrangement, etc.. so that the Company should have no hesitancy in taking up this work in rotation onlv on the score of the cost. Destination Signs. The system of signs at present employed should be very considerably modified to obtain the results desired, and ap- parentl}- the Company is willing to accede to any reasonable demands. One of the difficulties it has encountered is the lack of unanimity of official opinion regarding the type of sign most effective. It is understood that the side signs, generally designating routing, were removed by petition, and that now equally great objection is being found to the new cars for having no side signs, these having been left off by the Company until a scheme could be devised satisfactory to the majority of the riders. Much criticism has been directed towards the dashboard j^ signs on account of the difficulty of reading in the glare of the head-lights. This criticism is just and it is recommended that dashboard signs be entirely abolished and that transpar- he question of most economical cost and location of course should be worked out in detail by the Company's Engi- neers. I'-y-^ T.^.I Report o.\ Traction Improvement. ent illuminated signs be exclusively used. This leaves three location for signs: First, head sign; second, rear sign; third. side sign; all of which should be located near the to]) of the car. Discussing these under three headings, i. e.. single routes, through routes, expresses: For single rimtes. head signs should indicate destination exclusively in any of the following wa>s : First, by sub- center of population, such as Arlington. Olnewille. Auburn, Edgewood, Pawtuxet, Pawtucket. Alanton, J'.roadwa}-. Six Corners. Second, by a manufactory, such as Cranston Print Works. Third, by the last important street traversed, such as Union avenue, Smithfield avenue, etc. Rear signs should also designate destination, but in the case of a single route looping in the city the principle loop should be designated, such as Market Square, Exchange Place, Turks Head, Dor- rance street, etc. Side signs should indicate routing exclus- ively, except in a few important cases mentioned later, h^or a single or loop route the word \'IA would be a simple designation, llie side signs should indicate : First, impor- tant streets traversed, thus for the Centerdale line, VL\ ]\IAN- TON AVE.— WESTMINSTER ST. or VIA SMITH ST., the outlying street being always mentioned first. Second, sjjecial cases where thoroughfares are not of sufficient dis- tinction, or the route is excessively long, the destination as well as the routing might be used on the sign side, such as Cl':XTh:RDALF \I.\ SMITH ST. h'or ihnnigh routes, the same general scheme should be used as follows: Head and rear signs designating destina- tion exclusively; thus ( )LX1-A\ 1! .1.1'. for the ( ilneyville- Kumford line; side signs indicating routing cxclusivelv, using CS-' GmXKRAL I.MI'KfA'Ii.MK.NTS I X I'laXT AXU EoLH'M KXT. hyphenated term instead of the word via attached to all single loop lines. The end signs should both indicate locali- ties as far as possible, but in the absence of distinct names streets must be used. On the other hand, the side sign.> should indicate routes, not localities, thus, the line running from Olneyville to Rumford should be known as the OLXEV- VILLE-RUMFORD LINE, not Broadway- Rumford, head and rear sign reading RUMFORD, side sign BROADWAY- COLLEGE HILL or RED BRIDGE in distinction to Wash- ington Bridge or Taunton Avenue. Again certain exceptions have to be made, such as on the Eden Park-Camp Street line, where Auburn is a suburb, but would not be distinguish- able by using Pontiac avenue as the designating terminus, for the reason that the Pontiac line runs man}' miles beyond. Inlwund Cars. For single loop routes inbound side signs need not be changed and end signs should be reversed. For through routes the signs are not to be changed while going through the centre of the city, but run to the other outlying terminus, when the end signs need only be reversed. There is some weight in the argument that it would be desirable to have a dash sign indicating what part of the business sec- tion the through route traverses — thus. ^larket Square or Exchange Place — but it is believed that the complication and difficulty resulting would more than offset the advantages. Expresses are now designated correctly, except that the first stop should be indicated on one of the illuminated signs ; thus, head and rear sign should read BUTTOXWOODS EX- PRESS, sign at side reading EXPRESS VIA ELMWOOD A\T.. FIRST EXIT STOP PARK A\-E.. inbound LAST EXTRAXCE STOP PARK A\'E. ^2,Z Ri:port ox Tractiox Improvement. Txpc of Sign. The roll type illuminated sign may be recommended for future use, because it has the advantage of being seen from inside as well as outside the car. If it is decided to lengthen the platform of these 34 seat cars to accommodate the prepayment principle, advantage could be taken during the change to install transparent roll signs. But it would be unreasonable to require the Company to discard the signs on cars that are rapidly becoming obsolete. Much criticism has been directed towards the use of the CAR FOLLOW! NO dash sign in case of trippers sent out ahead of regulars to relieve the latter of the excess rush hour load, or in the case of double or triple headers where cars are sent out to pass through the turn-out together. In both cases the cars are supposed to stay together somewhat in the form of a trailer as used in other cities. So far, the use of the CAR FOLLOWING sign would not be objection- able, if it were installed as a transparent sign in the window of the motorman's cab. but it almost invariably occurs that at some point of the route these cars become widely separated and in some cases the signs have been in place through negli- gence, when the car actually following has been turned into the barn. This separation is a frequent occurrence, and either of these conditions produces just cause for exasperation. It is suggested, therefore, that the CAR FOLLOWING signs be taken down when the car designated has droppetl back so far as to be out of sight of the conductor. It should rest with the conductor to notify the motorman to remove this sign or i)ut it in place. On congested streets the two cars should be considered as separated when more than two cars of other routes have intervened in the line of traffic. L34 GO-OPERATIVE CITY PLANNING. Synopsis: Traction improvement plans require City co-opera- tion. Thoroughfares zvidened or^ created. Consti- tution Hill. Randall Street. Mathezoson-Snozv- Aborn Streets. Fenner St. Fountain St. Fulton St. Steeple St. Winter-Lockzcood-Point Sts. Mary- land Ave. Smith St. Chalkstone Ave. Plainfield St. Economical street zcidths. Offset track location, necessary for double tracking. Fast side approach must be executed. Alterative plans. Shelters. Trunk lines for express and freight. Studies in City planning suggested. For any permanent and effective result to be accomplished by the present plans for traction improvement, the City must offer prompt and hearty co-operation. By itself the Company is obviously helpless to accomplish adequate results, and the usual public attitude of distrust, which regards any conces- sions by the City as simply additional corporate gain, will defeat the purpose of such plans. The civic questions in- volved are of such vital importance to the wholesale develop- ment of Providence that they should be i^iven detailed con- sideration by a technical Commission on the City Plannini^, as in other cities. The recent report of F. L. Olmstead to I3i Rrport ox Traction Improvement. the IMttsburgh Civic Commission is an excellent example of the profitable results of such a study.- ThOROUC.III ARES. It is regarded as essential to a thorough and efifective re- routing plan that certain thoroughfares should be opened for railway transportation, and that the necessary modification of the present ones be carried out i)romptl}'. In no way can the City derive greater benefit in the end from the com- paratively small expenditure necessary for these improve- ments than by making it possible to efi^ect an adecjuate re- routing plan. If the City is unable to do its share in this work such a plan becomes practically an impossibility. The appended list discusses improvements most needed without question as to detailed cost, which would benefit the business district for many years to come, and ought to be carried out at once. The suggestions herein can only be incidental to the consideration of the traction problem, whereas the broader question of thoroughfare revision ought to be placed in the hands of such a City Planning Commission. It is not within the province of this report to determine the practicability or cost of improving thoroughfares, but there are certain projects that should manifestly receive serious consideration, and these are briefly commented upon. Constitution J I ill. Outbound cars on Xorth Main street are regularly held up at Constitution Hill often as much as two minutes, to perinil the descent of Auburn-Cami) Street cars via C^lne\- street. This results from a single ti-ack up 136 Co-OPERATIVK City Plaxxixc. the hill, as the present roadway will not permit double tracks. Such a condition of counter-travel operation is intolerable upon a main thoroughfare. Furthermore, at the intersection of Xorth .Main and .Mill streets there now exi>ts a sharp rever.se curve necessary to route North Providence cars through the Mill street entrance. This is an extremely important inter- section for both street car and vehicle traffic, and the im- pediment to traffic is serious, owing to the extremely sharp angle between property lines at the foot of Constitution Mill. I'h.e width of the roadway at the foot of Constitution Hill is 2- ^^^^- ascending the hill. 27 feet, at the top, 24 feet, thence varying from 2^/2 feet to ^,2 f.-et at Randall street. The character of buildings is such as to render the cost of widening extremely low. It is, therefore, suggested that the western building line of .\orth .Main street be set back at least 6 feet and the curb widths north of the hill made regular, in order to preserve at least a 30 foot roadway. The west side should be widened for the reason that the east side is already in aligninent with the Xorth ]Main street thoroughfare, and particularly for the reason that the diagonal width at the entrance throat to Mill street wouhl be increased some 15 feet to 20 feet, and thus preserve an unobstructed wav for vehicles between track and curl) on both sides of the street. It is believed that, whether Constitution 11 ill is used for single or double track car traffic, it is a sufficiently important street to have this work carried out while it is possible to do so at low cost. At least, the present congestion must be ^37 Ri:port ox Traction Lmprovemknt, relieved and the cutting off of the corner of the present triangular plot north of the throat would be only a makeshift. Randall Street. As an easy grade outlet to Pawtucket, Randall street is superior to Constitution Hill ; as, in the case of tile latter, Randall stret^t can be widened now at very little expense. Moreover, it centers in the intersection of Randall Square, which will then become a transfer point for a number of radiating lines. It is believed that this fact and the easy grade constitute a preponderance in favor of the Randall street widening, if both can be made at once. However, both are essential to the City's development. With cars routed via Randall street, Constitution Hill would be left fairl}- free for automobile traffic and light hauling, owing to its direct- ness, which would at the same time relieve IMill street of some of the interfering traffic. Mathezvson and Snow Streets. The widening of the curb by a few inches, or even a foot, cannot be regarded in any sense as adequate to meet the demands of the present situa- tion on ]\Iathewson street. In a satisfactory down-town routing ficheme a wide transverse street is urgentl\' needed between Washington and W'evbosset streets trunk lines for the purpose of completing outlying track loops. Owing to the commercial development of ]\Iathewson street an actual widening of the street to permit of a minimum roadway of 36 feet necessary for d()ul)le tracks woidd be ex])ensive. Snow street has, therefore, been suggesteil as more feasible and less expensive, because it is not yet as fully developed. ( )n the other hand. Snow street does not provide a clear transverse thoroughfare from the West Exchange street w:irehouse dis- 138 C()-(>im:kai i\i': Crrv Plannixg. trict, but this might be of some advantage in leavinij Mathew- son street clear for throuo^li vcliicle traffic. Intersection of Broadivay-Ativells-Aborn. These streets form one of the most important outlets from the business dis- trict. Although Washington street is double-tracked, owing to tlie existing 24 foot curl) on Al)<)rn street, it is impos- sible to route cars directly from \\'ashington street to r>road- wav and Atwells avenue, except by single track. This neces- sitates a diversion of outbound Broadway traffic through Jack- son street, and of Atwells avenue traffic through Federal street and llradford street. Here are three important converging streets, one of them the widest thoroughfare in the City of any considerable length, with an outlet only 23 feet between curbs. It is ap- parent, therefore, that Aliorn street should be immediately widened from Atwells avenue, at least from ^\'ashington street to both Atwells aveime and Broadway, thus eliminat- ing the undesirable single track detours now necessary. This project possesses another important aspect: The City badly needs a thoroughfare leading from the west side through to A\'eybosset street, and there reaching the important distri- buting thoroughfares. Chestnut and Richmond streets. The advantage of continuing this widened A1)orn street outlet through to Weybosset street is, therefore, worthy of study. At the present time there is no through street existing from Mathewson to Jackson streets. Simonds. a narrow- street, is practically op])osile the Aborn street tliroat and the ex- tension of Simonds street interferes witli no very important 139 Ri'.poRT OX Traitio.x I mi'R(i\ i:.\ii:xT. buildings on \\'e\bosset street. I-'urtbcrmorc. the grade from Westminster to W'eybosset streets at this point would not be serious, as would be the case further south, such as l\mpire street. As a choice, therefore, between the widening of Mathewson and Snow streets, or an Al)orn street extension, the question must be carefully weighed as to cost and ad- vantages before a reasonable decision can be reached. The object is the same: viz.. to reach Weybosset street and the harbor district from the west side as directly as possible. For track looping any of the three can be used to good ad- vantage. But, unless a more suitable street is ]M-ovided. trans- verse traffic through the shopping center must be practically abandoned and the looping completed through Cathedral Square. In any case the widening of the south side of Aborn street from Atwells avenue to \\'ashingt()n street is con- sidered immediately advisable. An ultimate object of this transverse thoroughfare is the provision for a possible through route from the West Side to the East Side. Fcnner Street. Broad and Elmwood traffic that is desired to return via \\ estminster street must now loop through Mathewson street or some street further south. h'enner street opens most convenientK- ui)on the iniporiant intersec- tion of Weybosset and Westminster streets at Cathedral Square and outbound traffic would find an easy curve and grade through l-'cnner street to Uroad street. .\ slight impedi- ment exists in the bend of I'enner street, but this i)rojecting corner might be advantageousl\- displaced to the opposite side of the street. The extension (U' I'enner street in a straight line to Havward Park. V\;\\\\ and Point streets should also 140 Co-opiiRATivK City Planxixg. be contemplated, giving a fairly level thoroughfare from Broadway and Jackson streets clear through to the East side, via P'oint street bridge. On this account Fenncr street could now be widened to advantage for double track which could be used at the present time for transverse routing for expresses, extras and in emergencies, and in the future will become more and more needed. Fountain Street. It has been urged that Fountain -treet be reserved entirely for vehicle traffic, owing to the preference of upper Fountain street over Broadway, as a means of climb- ing the hill. Observations have not borne out this fact and the wide detour necessary makes it undesirable to exempt Fountain street for vehicle traffic. Loading directly from Union Station and (Jaspee street, Sabin street forms a direct vehicle entrance to Broadway and At wells avenue. Fulton Street. Although not concerned directly in the present transit problem, the importance of Fulton street as a distributor from Exchange Place is worthy of emphasis. Fulton street exists as a tangent from all of the important Exchange Place loops, providing a comfortable walking street for quickly reaching both Westminster and Washington streets through Eddy and Union streets. The width of the road- way opposite City Hall is 34 feet. This narrows down to 13 feet from Eddy street to Union street. The east property line is uniform with Exchange Place, while the west is con- tracted 21 feet. The character of the buildings on the west side is such as to confine the widening to a question of land value. When the Exchange Place loops are installed a great majority of suburban passengers will be discharged in front of the Citv Hall. It is. therefore, clear that such a restriction 141 Rf.port o.v Traction* Improvement. should not be permitted in this most convenient quick outlet from the Exchange Place terminal. Steeple Street. As public opinion seems unanimous on the widening project, it need not be further urged as necessary for accommodating by double tracks all North end traffic traversing Exchange Place. l'Vinter-Lockz\.'ood-Point. With the establishment of a cross-town line from Hoyle Square to East side via Point street bridge, a short offset at Broad street could l)e ad- vantageously removed by aligning Winter and Lockwood streets the necessary few feet, giving an unobstructed route to the double track on Point street, returning to Westminster street via Summer street, when tlie ca])acity of the W'inter- Lockwood single track is reached. Elmzvood Avenue-Park Loop. The facilities for handling the traffic to and from Roger Williams Park and the Baseball Cirounds are inadequate, at the present time, owing to the contraction of l"'lmwo(Ki avenue, and to the lack of suitable terminal loops at the Park entrance. It is understood that the widening of Elmwood avenue is under consideration and this project is believed to be founded upon necessity. The Elmwood avenue roadway is 36 feet in widili at this point, the street car tracks ccmverging from the curb to the center of the street. From a study of all the conditions in- volved, it is believed that the present side location of the tracks should be extended south at least to \\'hitne\- street. This conclusion is reached from the fact that if center tracks were adopted, six-line traffic is practically a necessity at the Park entrance. roc|uiring a 50-foot roadway lov vehicles 7 feet in width, or a 4fi-f()ot roadwax' for vehicles 6 feet in width. 142 Co-oim:rati\i-: Citv Planning. allowing about one foot clearance between them. The latter would be suitable for automobiles and would allow even the larger vehicles to pass hub to hub. But as a 46-foot roadway seems to be out of the question, the present layout seems to be the best alternative, providing a 36-foot roadway in the center, easily accommodating- four lines of large vehicles with proper clearance. This curb location of tracks possesses an important advantage providing convenient loading and un- loading platform on the east and west sidewalks respectively, of ample length for the handling of any crowds. This will obviate the present danger of access to cars from the middle of the street, together with the resulting vehicle congestion. For effective handling of these crowds, crossovers are quite inadequate. A loop should be established for both extras and regulars, discharging passengers before entering the loop and" loading upon the tangent track. Such a loop would be desirable within the Park grounds near the main entrance, but is out of the question owing to the topography and loca- tion of buildings and driveways. Fortunately an alternative exists : Cars traversing a single track loop via Carlisle. Alger, and Whitney streets in the order named, would then reach the northbound main line in position to load along the tangent track opposite the Park entrance. This loop, however, should not be used as a storage track. With a little excavation, a two or three track siding accommodating six cars each could be built on Park land alongside the Park Hrewery, connecting with the main line track on Elmwood avenue. On this siding, cars would be practically out of sight and the additional capa- citv for 1,500 to 2.000 passengers would be right on hand when needed. 143 Report ox Traction Improvement. While this loop would be of some assistance in handling the baseball loading farther north, a much better loop would extend from the Elmwood car house via Melrose and Longfellow to the main line northbound track. This has the distinct ad- vantage that extra cars could be delivered at the entrance at the exact moment required, whereas the extras stored at the Park would have to be started northward sometime at a more or less uncertain period before the close of the game and would not entirely avoid the congestion which exists at present on the northbound track. It is therefore recommended that the loop at Melrose Park be installed immediately and the loop and storage track at Roger Williams Park entrance at the same time as the street widening project is carried out. Marxlaiid Airmic. A sharji contraction in .Miens avenue exists along the section known as Mar\iand avenue. In the future this street, being the one straight thoroughfare to the south shore, will become more valuable for fast suburban travel and will require double-tracking. Arrangements should be made, therefore, to dispose of this contraction at least by reservation. Smith Street. This street carries the converging traffic of Chalkstone avenue and .Smith street to tlie iM-ancis street hill. It is the only outlet of the Capitol and Smith Hill district, but is badly cramped 1)\ a single track, also the only thoroughfare radiating from the Capitol grounds of unsuitable width. The outlying territory of the third and tenth wards remains i^ractically undeveloped because of the inadequate car service. The street should be widened to 60 feet, with a 36 foot roadway at least as far as Chalkstone avenue, in t'rder to ])ernn't fdur-way traffic and double-tracking in the center. M4 Co-OPKRATI\E ClTV PlAXXING. Objection has been made to the destruction of trees, but observation of the irregular building and tree Hnes seems to indicate that in the past the possibility of a wider street than now exists was destroyed by the encroachment of abutting property owners. Widening of the north side where evidences of this encroachment exists, would occasion the least destruc- tion of shade trees. Encroachments from a set-back property line to the side- walk line are usually evidences of the development of a resi- dential street into a business street, so that stores will abut directly upon the walk. For such a street, property owners usually want streets widened to bring the walks up to their set-back building line for a business street. But "if one breaks through the set-back line it is but a question of time when others will follow. The best plan is to prevent encroach- ments and widen the roadway and sidewalk to meet the set- back building line before business development of the street warrants. Plainfield Street. On this street traffic converges from Thornton-Hughesdale and Pocasset avenue lines. A short contraction exists from Latham street to Pocasset avenue, which should be removed by widening to the standard 60 foot width of Plainfield street as it leaves Olneyville Square. This would peniTit double-tracking as far as the junction of Pocas- set avenue, wliicli is now rc(iuired. Strekt Widths. The determination of the most economical width for thor- oughfares designed for either vehicles or street car traffic 145 Report ox Tkactkkv Improvement. involves not only the actual width of vehicles plus a reason- able side clearance, but also the relative amount and char- acter of vehicle traffic. Thus, it occurs that a narrow street with car lines is much less congested where only light or rapidly moving vehicles pass, than a street of the same width in the w^holesale district where heavy slow moving vehicles predominate. Furthermore, a street that will accommodate conveniently four lines of traffic on the tangent will be cramped at inter- sections, due to the overhang of front and rear platforms of cars, and this, again, varies in importance according to the locality. For a street outside of the business district, e. g., Broadway, one foot clearance between vehicles would be con- sidered of ample width, even though the clearance would be reduced at any branch-offs by this overhang; that is to say, the comparative infrequency of interference at branch-oflf lines on such a street as Broadway would make it unneces- sary to lay out the street width for full clearance at curves. On the other hand, Westminster street being practically full of vehicles, should theoretically be wide enough to clear them. even with the cars passing around curves. But. unfortunately, this is the case in but few of the down-town streets. It also occurs that there is a certain range of width of roadway which will accommodate the maximum' traffic, and by reducing the sidewalk width a little an additional line of traffic could l)e accommodated. Here, the City must sacrihce its standards to expediency. Xumercus iiK-asurements shown in b'ig. 14 indicate that the majority of vehicles average 7 feet in width or under. Srime vehicles, however, exceed 4 feet with 12 inch clearance at hubs. But 35 feet and 37 feet, respectively, are recjuired for clearance with cars rounding curves. Similarly with double track, a four-line street re- quires 32^ feet minimum and 34^2 feet clear, and six-line traffic requires 46^ feet minimum and 503/ feet in the clear. A number of these street studies are shown in Plate XIV, some actual, and others proposed. Thus, a standard 30-foot street is impossible to use for traction purposes. A 40- foot street with 24-foot roadway will barely accommodate one car line and two lines of vehicles without narrowing sidewalks. A 50-foot street and 30-foot roadway will accommodate one car line very comfortably, but not two, and a 60-foot street is just suitable for double tracks and two lines of vehicles. Six-line traffic, the most efficient method for handling large volumes, barely comes within an 80-foot street or 48-foot roadway. Obviously, streets as nar- row as 40 feet and much used, should also have only one- way vehicle traffic, conforming to the direction of car movement. On account of the absence of sufficiently wide streets for double-tracking, the City should not object to locating single tracks on parallel streets so as to avoid the delay at turnouts. Offset Track. In case street widening is impracticable and parallel streets are unavailable, offset location of double tracks offers an alternative solution, as shown in the case of Broad Street, Plate XIV, thus allowing a clear roadway at the side for a single line of vehicles. Thus, a 50-foot street with 148 CO-OPKRATIVK CiTV PlAXXING. 30-foot roadway will easily accommodate three-line traffic. This may have to be resorted to on outer Smith street and Chalkstone avenue. I'or a residence street no serious objec- tion can arise. But for a business street the objection of discrimination in the matter of vehicles standing at the curb is made. One of these alternatives should be accepted. If a business street, the removal of trees should not be a vital objection, and if a residence street, offset track should be acceptable. East Side Approach. This has been discussed in general terms under transporta- tion about Providence. The pressing need of such an im- provement cannot be too strongly emphasized whatever its particular design may ultimately be; also the need of a con- tinuously progressive plan of extension along broad lines, such as urged in the report of the East Side Approach Commission. There are now only three alternatives: First, modification of College Hill approach; second, skirting the hill to the south via South Alain street : third, to the north via North ]\Iain street. Either of the two circuitous routes obviously represents a makeshift, consuming more time than the present College Hill approach. The present College Hill approach should be permanently discarded on account of the unavoidable physical obstruction of a 14% grade. It might be possible by slight easements in the grades of the various streets, to operate double truck 149 Report on Traction Impr(Wi:.mi:xt. cars up the hill without the use of the present counter-balance ; but during bad weather and with slippery rails, successful and safe operation would be practically impossible. Track brakes, It is true, might be installed, which would prevent accidental descent, but sufficient tractive effort in ascending cannot be always provided without the present counter-balance system, and the delay due to the latter is serious enough to at once insure its discontinuance in favor of an open grade street or a tunnel approach. The alternative plans that have been presented in addition to the Freeman plan are many, but generally conform to the following classifications : First, a traction tunnel directly through the hill from Mar- ket Square or Post Office Square to emerge at street level in the Thayer street valley, either at Angell street. Water- man street, Elm street or I'^ones alley. Second, a traction tunnel from the same point clear through the hill to Butler avenue or Red Bridge. Third, an extension of the second plan by means of an open-cut thoroughfare for cars only, from the mouth of the Thayer street tunnel along Fones alley and Aledwa}- street to the Seekonk River, tracks being depressed, in a manner similar to the Brighton Beach line in Brooklyn. Fourth, an easy grade street from Market vSquare or Post Office Square to the hilltop for vehicles and pedestrians only, the adoption of which would in no way benefit the traction situation unless made available for cars. The first plan is simply a revival of the i)lans proposed by the railway company and others many times previously. t;o Co-opKRATivE City Planning. The second tunnel scheme parallels the present railroad tun- nel and is evidently advocated to prevent what certain resi- dents of Prospect Hill term, "Undesirable encroachment." The third plan eliminates any possibility of servins^ the East Side hill district with the improved car service desired, unless regraded entrances are introduced to connect Angell and Waterman streets with the depressed levels. This plan seems to be devised largely for heavy suburban traffic, whereas a more direct route via Washington Bridge exists for this traffic than would be presented here. Any reasonable form of the fourth proposal is desirable from a standpoint of civic improvement. It is clear that the more direct it is the more effective will be the thorough- fare as a utility, which is primarily its function. Up to this time none of the tunnel plans have seriously contemplated vehicle traffic. An enlargement of the tunnel for this purpctse would probably increase the cost far beyond the present Commission's plans. In any event, it may be emphasized that a tunnel two-thirds of a mile in length is un- desirable as a route for pedestrians and vehicles, although entirely suited for steam or electric cars. Furthermore, such an approach would most promptly develop a nucleus of a business district around the outlet, which is so much feared by the residents of the East side. On the other hand, an open thoroughfare traversing all of the north and south streets operates quite the opposite as a distributing instead of a con- centrating medium. Any reasonable re-routing scheme for the East Side district does not necessarily contemplate the use of the East Side approach for anything else than the lines devoted strictly to i=;i Report on Traction Improvement. tlie development of the Seekonk district. Unless a through tunnel is built, Washington Bridge, by virtue of its location, will continue to be the logical approach to the City of Provi- dence for Riverside, Crescent Park, Bristol, and Barrington lines, and Taunton and Fall River suburbans. It is thus clear that the East side approach will be reserved for Brown, Camp, Hope, Governor, Brook, Elmgrove, Swan Point, Phil- lipsdale, Rumford, Hunts Mills, and similar lines reaching East Providence via Red Bridge. As pointed out elsewhere, the upper Seekonk represents the most favorable short haul district for immediate development in the entire Providence territory, and there is, therefore, little logic in the arguments advanced that the new approach will be a thoroughfare for heavy traffic which properly should not be routed through the residential territory. If some form of approach project, either open grade or tunnel is not consummated in the near future, there is little hope of improving the present service to the East side through the two circuitous approaches remaining. The actual re- routing of cars is a very simple matter with any reasonable form of direct approach. One of the immediate results would be the replacement of single truck by double truck cars for the important lines. Shelters. Proposals have been made from time to time for the erection of adequate waiting stations for passengers" at important waiting places, such as Exchange Place, and Olney- ville Square, and it is understood that the Rhode Island Com- pany has offered and at^reed to co-operate in the erection of certain shelters. However, all the plans advanced have been rejected either on the score of inadequacy or through the objections of some citizens. 152 Co-operative Citv Planning. It is obviously a duty of the City authorities or a properly constituted City Planning Commission to evolve an adequate design for such shelters and secure their erection. With the extension of the transfer privilege such shelters will become more and more necessary in order to carry out most effectively any re-routing plan that involves heavy transfer traffic, such as express lines to Olneyville Square and East Providence. In fact, the success of the Olneyville plan would largely de- pend upon the possibility of passengers, when transferring at the Square, being able to find convenient shelter while waiting for their particular car to the outlying district. Trunk Lines. The City lacks at the present time suitable trunk lines to handle express service to the suburbs. In the future this difficulty will be greatly accentuated. It is, there- fore, very necessary as a function of the City Planning author- ities to search out and provide such thoroughfares for express service as distinctly separated as possible from thoroughfares devoted to local traffic. Studies ix City 1'lan.ning. Vehicle traffic counts should be conducted at all the im- portant street intersections in the congested district, showing by means of scale diagrams such as on Fig. 15. the relative traffic flow at these points in all directions ; these traffic counts to be conducted over a considerable period of time at various seasons of the year, and under various conditions of maximum congestion. These diagrams will then show ac- curately the relative desirability of the various thoroughfares for vehicle traffic, and enable the more accurate assignment HICUES I ALL VEHICLES INCLUDING CARS GRANT BLVD. AUTOMOBILES INBOUND TYPICAL DlAGRAtVlS SHOWING VEHICLE TRAFFIC MOVEMENT AT IMPORTANT STREET INTERSECTIONS IN PITTSBURGH. i-ir;rRK i.-,— ivpical diagrams of vrhtci.i-: tkai-fic. K(.'I)n_-s(.'ntiii<; the results of (lijservations of vehicle moveinent at iniporiant street intersections in Pittslnir ! ■■ - - ' U ' a 1 Tr hi ' f . . _. _i X XX 1 - 1 u^-V-T— 1 — r + ^ 1 _J^1U--1 = 1 3 1 1 — J 1 L^ *i y] i - ■ ~^ 1 I :iE=^- -^i q - 1=-E— ::-: :±::: ::::: : ^ ' =r=E- a 1 i- - t -'- r.' 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The only examples of outlying terminals at present in operation are the Riverpoint express loop via Winter, Washington and Mathewson and the suburbans dead ending at Market Square. In a similar manner the Washing- ton Park express via Eddy street might short loop via Wey- bosset and Richmond streets instead of crossing the business district twice as at present. It is apparent that in order to carry out a system of this kind, fairly wide streets should be available. IMathewson street is much too narrow, and if a wider transverse street cannot be created then it will become necessary to concentrate most of the looping at Exchange Place. In fact, the Exchange Place loop may become so popular that outside short loops will not be in great demand. Relative Street Capacities. To provide a clear track through the loading district cars must not be spaced closer than w-ill enable them to reach the next stop while the .car following is loading, i. e., the headway should not be less than the average time of loading. Observations at Dorrance street. Fig. i6. show that cars passed in one direction during the rush hour at an average headway of forty seconds and required 13J/2 seconds per stop (see table 15). However, the minimum head- way was frequently less and the delay in loading greater so that congestion occurred. At various other loading points down- town the average time observed per stop was 8.7 seconds. If 163 Report ox Traction* Improvk.mext. we allow ten seconds per stop throughout the loading district, the distribution of cars should be as follows: Average speed X umber cars Maximum cars between stops per 260' block per hour 4.5 miles per hr. 4 72 6 3 90 9 2 120 For a reasonable speed it is evident that an effort should be made to reduce the car flow per hour in the loading district well below 100 cars per hour under the best possible condition of street traffic. At present the rate is as high as 133 cars per hour on W'eybosset. inbound no on Westminster street and 67 on Mathewson. Plate XV gives a general impression of the actual car flow on various streets. Considering now the available roadway we find that the street capacities vary widely. Width in Lines of (7 ft . vehicles) Feet Vehicles Xet Clearance Street Street Roadway Cars Wheel E ach side Dorrance (54 158 •) |;2" Broad (56 ;>6 2 •> 19" Broad and Chestnut f)2 :i2 2 2 Xone Wasliington 60 41 2 2 50" Weybosset 50 24 1 •) 4W Westminster 4S 24 1 •> \^k- Mathewson 40 21-22 I 2 Xone Broadway 80 50 2 4 20" Friendship 40 22 1 •) Xone Richmond 45 26 1 !()" I-'ountain 50 2.S-2!)-30 1 2 :{4" Chestnut 40 2:! 1 •■> Xone In view of these results it occurs that the relative street capacities for surface cars as determined upon must be modified by the width and vehicle traffic. For example, Westminster 164 Rkroutixc; and Si:rvice Rkdistriul'tiox. street cannot handle more than two-thirds the cars per hour as Washington or Dorrance streets inbound or outbound and Mathewson barely one-half the number. Fountain street, on the other hand, will handle conveniently as many or more cars than Dorrance street. To bring this out more graphically, Plate X\'I has been prepared which shows the relative car congestion on various streets reduced to a basis of roadway width. Analysis of Rerouting Plans for Loading District. All four plans as shown in detail in the accompanying Plate 17, A, B, C, D. embody the following improvements: East Side approach from Exchange Place terminal loop. Friend- ship street extension to Dorrance, Claverick street connection to Bassett. I-'enner street connection to Broad, Washington Row connection to East Side approach. Destination of present car lines unchanged. Plan A. Tentative plan submitted by Company to accom- plish immediate relief. Prairie avenue and Ocean street cars outl)oun(l via Dor- rance, Weybosset, Chestnut, Friendship and Claverick streets. This gives a double track (excepting one block of four hundred feet on Friendship street) route from Market Scjuare to the corner of Point and Plain streets and individual single track beyond. Inbound cars via Friendship, Dorrance, Weybosset streets and \\'ashington Row to East Side approach. Eddy street cars inbound via Dorrance street, outbinnul via Weybosset and Richmond streets, looping around Narragansett Hotel. Fenner street, north-bound only, used for routing River- iC^5 PRESENT PLAN PLAN-A PLAN-D REROUTING PLANS FOR SOUTH PROVIDENCE CARS FRIENDSHIP, PRAIRIE, OCEAN, AND EDDY STREET. FIGL-RF n— REROUTING PLANS FOR THE TERMTNAT. DISTRICT. These diagrams show directions of routing under the present and proposetl plans for reheving the street congestion in the down-town district. Figure 17 A — Plan Proposed by Rhode Island Company. Figure 17 R — Proposed Plan Based on Ideal Car Redistribution. Figure 17 C— 17 B Modified to Better Reach the Retail District. Figure 17 D — Proposed Plan Combining 17 .\ and 17 C. i66 PLAN -A FIGURES INDICATE CARS P«R HOUR, ROSM MOWR, AT ^ifs ^rj. §?». . II' ^> FIGURE ir-A Plan proposed try Rhode Island Company. 167 Report on Traction Improvkment. lioint. East Greenwich and numerous ]>road street. Edge wood and F'awtuxet extras to^ Washington street, loo])ing around City Hall. The Riverpoint cars now run through Winter street, the other lines directly down Weybosset street, but owing to the present slow operation down Westminster and Weybosset streets, the Fenner street track would reduce the running time to center of City materially. The Fenner and Friendship extensions would remove 35 to 40 cars from Weybosset street which is the most congested point. Cranston cars cnitbound via Westminster street. inlx)und via Weybosset street, all looping around Turks Head, except through routes, and the Oaklawn line inbound which wouUl run via Washington street. All Olneyville and Mt. Pleasant cars outbound via Wash- ington street, Governor- Brook-Plainfield street line from East Side, crossing through Canal street to Exchange I'lacc and Washington street. All Elmw^ood cars outbound via Westminster, Mathewson and \\'eybosset streets, inbound via Weybosset street. Lines at present dead-ending at Market Square loop around Exchange Place ; also Riverside, Warren & Bristol lines. Pawtucket lines loop around Exchange Place. IJroad street lines loop at Union Depot as at present. This plan (A) allows passengers from sections of the City covered by several lines to board any of these lines (outbound) at the same point. Plan B. Designed as an ideal distribution of cars accord- ing to street capacity. Embodies in addition to the above, I-'uuntain street loop with doul)lc track on Aborn. i'enner ir,8 PLAN-B FIGURES iMDICATE CARS PtR HOUR, Rl«M HOUR , AT PRESENT AND AS PROPOSED. AS PROPOSED in PARENTHESES FIGURE 17-B Proposed plan based on Ideal Car Redistribution. 169 Report ox Traction Improvement. and Beacon streets southbound. Direction of operation on Franklin and Jackson streets reversed. Olneyville and Mt. Pleasant cars, express and interurban via Fountain street loop, locals via Washington street. Flnnvood cars mostly via Wey- bosset street. South Providence cars outbound via Washing- ton, Fenner and Beacon streets inbound via Friendship, Dor- rance and Weybosset streets. Cranston cars outbound via Westminster, inbound via Weybosset street. Broad street cars loop at Union Station. Pawtucket cars loop at Exchange Place. Attleboro and Woonsocket cars loop at Board of Trade. Riverside cars via Westminster, Dorrance and Exchange loop. Taunton and Fall River cars dead-end at Market Square. Centerdale via Smith dead-end at Francis street under Union Station. This plan makes Friendship, Prairie Avenue and Ocean street, one-way lines north of Hayward Park, relieving all counter-operation on Friendship street. It carries the majority of Westminster street traffic through to Cathedral Square before diverting southv^^ard to Broad Street ; relieves Mathew- son street of cross-traffic except through-traffic from Washing- ton to Weybosset streets; establishes outlying short loop ter- minals for express and interurbans; utilizes Union Station loop for Broad street traffic and Exchange Place loop for Pawtucket and for long haul cars from south and southwest. Plan C. Modification of plan B, so as to bring more local cars and the outlying terminals of plan B through or nearer to the retail district. Attleboro and Woonsocket cars loop at Exchange Place. Broadway locals use outer loop via Jackson, Weybosset, Dorrance, Washington and Aborn streets. Taun- ton, Fall River and Riverside cars loop via Westminster, Dor- 170 FIGURE 17-C 17-B :\Ioclihed to 1)etter reach the Retail Districts. I/I Rkf'drt ox Traction Lmprovr.ment. ranee, South Exehan^'e Place and Canal street. Centerdale via Smith street cars loo]) around Kxchani^e I 'lace. Plan D. Further modification of plan B routing South Providence cars southbound via Richmond and Chestnut streets instead of counter-operation on Friendship street as in short stretch of counter-operation on Friendship Street as in Plan A. Friendship street cars only outbound via Westminster and Mathewson streets ; all others via Washington and Mathewson streets. Fenner and Jackson streets used northbound only for ex- presses and extras as in plan A. Broadway locals loop through Washington, Mathewson, Weybosset and Dorrance streets in- stead of Jackson street. Mathewson Street could be further relieved by routing Friendship street cars outbound via Dorrance and Weybosset. leaving thereon only 26 cars from Washington to Weybosset streets. If Fenner street were dcjuble tracked, routins:^ Auburn and Eden Park cars outbound thereon would remove 12 more cars from Mathewson street. It will be observed from Table 16, that any one of the four plans submitted is superior to the present plan of operation in respect to the distribution of car flow. Plan A is a great im- provement, l)Ut Ijurdens .Mathewson street and does not con- tcmj)late the use of bY'nner street as an outlet from West- minster street. The ideal Plan B is perhaps too radical for the present, but plan C certainly should prove acceptable. Plan D is less desirable. These various plans, therefore, are presented for public dis- cussion. One of them should be adopted or else a combination 172 '^A ^ PLAN-D \ FIGURES INDICATE CARS PER HOUR, ROSM H00n,*T ^ PRESENT AMD AS PROPOSED \ AS PROPOSED in PARENTHESES. \ i ^ X =^ /X m . \ ''^S:/(i \ ^c^s^^^i \ \ \ ills \ \ \ £//^ 1/ n /o /-« ♦/- 11 12 ^*-ss ^ / ABORN ^' 1 1 I 4/^ r ^ r,>i^ 11 In ^ cj en ? fco bo u j; V ^ > u n CSS Vh 1^ < cu o ' •5 2 t;;"" u C U o o 'p o '^ re > :-— _|^_p- 1 1 . . 1 1 i ; . _j.! ; _f_L-' i ' ' r-^fm-H [- ■ \ \\ ! i 1 ^— TJ-^- 4TNJ:apiiG:^ 3 133 ! 1 1 i 1 — uj— * 1 ! i 1 T r j . O S^s i 1 1 i i ; 1 ! 1 i . L ! i .1... ^ J_ ! 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'■ " "'" " " 5 "X 4i^ it 2 it p._._l . _ . it- 1 I ...... - J .. . ^ . <; a c c c c 'A*? ;lcSTicv i vi if t «r - ; ----- tdj'Wiiya : !_ ' .._... "tit it I) i_ - J — ,— . i ' _!_ . .J .. .... . _ 186 Rerouting and Service Redistribution. e. g., Academy avenue. Ths illustrates the difficulty al\va\.> encountered in anticipating the exact time these maximum rush hour loads occur. Factory loads occasion the worst congestion ; and on some routes very heavy loads occur on the first morning trip and also the last night trip. These loads can only be met by the present plan of trippers or extras. On some lines it appears that both rush hour outbound and later inbound loading could be served by the same extra runs so timed as to take ad- vantage of load in both directions. The day loading, as a rule. is rather light — below seating capacity so that service generally reduces to a matter of headway. It may be properly pointed out here that what is often con- sidered as grossly excessive loading on throu;2^h route cars is partly due to double loading. The Auburn-Camp line will serve as an example — Fig. 19. Here, heavy loads at rush hours were found in both directions, only twelve passengers continuing their ride through the city. On this trip the total registration was 125 passengers while the maximum in the car at any one time was 65 passengers. For the same reason lines passing through Olneyville often show an excessive high registration and a route such as Dyer Avenue-Swan Point actually shows triple loading. This is distinctly fortunate rather than the reverse, for it makes possible more service than if L additional equipment had to be provided. Stops. From 15% to 30% of the time is consumed in normal || tops, the longer periods occurring on those lines where the 'f frequent pole stops are taken advantage of, or else where the delays are excessive due to over-crowding. The average length of stops varies from 6 to 14 seconds, the latter on over-crowded 187 FIGURE 20— REDUCTION OF SPEED WITH STOPS. Illustrating from a large number of observations in Providence how the speed is rapidly decrcascl with increased number of stops per mile, c. g., from 9V^ miles with 5 stops, to 5.6 miles per hour with 15 stops. The figures indicate the average duration of stops and vary but little, showing that reduced speed is largely due to frequency of stops outside of the business district. Rerouting and Skrvkk Rkdistributiun. lines. Eliminating the stops, the average schedule speed on the longer lines is about lo miles per hour, but, again, over- crowding reduces this to less than 8 miles on many lines, and including stops the average speed is reduced to 6 miles or lower. This relation is illustrated in Fig. 20. Attention must, therefore, be directed to: First, a reduction in the pos- ( sible number of stops; second, a reduction in the delays from 1 over-crowding; third, a reduction in the delays due to lack of ) promptness in handling of cars en route, exclusive of unavoid- able delays in the terminal district. The stops per mile vary from 8 to 17. averaging about 10 per mile or an average spacing of over 500 feet. Thus the pole spacing recommended in this report is somewhat less than the actual interval observed, which indicates that it should be sufficient to meet the needs of the average citizen and impose no hardship in the matter of extra walk. The increased run- ning speed resulting will then be clear gain. Hcadzvay. Insistent demands are being made for decrease in the headway on certain outlying lines and for still shorter headway during rush hours than is now being furnished. The accompanying car dot map, Plate XX, shows the regular head- way during both day and rush hour and also the exact location of cars at 6 P. M. on various lines. On Pawtucket lines a rush hour headway of approximately five minutes is main- tained. Broad street is also of about the same frei|uenc\ to the Warwick avenue corners — ten minutes beyond. < )n sn\ule track lines, the headway varies from ten minutes on Prairie avenue, Friendship street, Admiral street and Chalkstone avenue to thirtv minutes, e. g., on Hartford avenue, (liarles street, etc., most of the lines having 20 minutes headway. One 189 Report ox Traction Lmpruvkmext. line partly double tracked — Academy avenue has a five-min- ute headway at rush hours. The frequency of car service should really be determined by the traffic density or riding habit of the patrons along the route. Consequently, lines of heavy traffice should always receive first consideration, as the interests of more people are involved. On the other hand, it is possible on light lines to discourage the riding habit of patrons by curtailing car service. For a given class of territory, there is an irreducible minimum of service even though the line must be operated at a loss. For any reasonably well developed residence territory, a rush hour head- way of twenty minutes can hardly be considered adequate. While possibly sufficient for normal day traffic, it ought to be reduced during the rush hour. This undoubtedly involves more frequent turnouts ; but the simple fact that streets are narrow should not prevent the more liberal provision of turnouts, but rather encourage it. Detailed recommendations regarding headway are made later in this chapter. , The outlying lines in thinly populated districts offer the ' greatest problem, and it often occurs that patrons of a light : line branching from a heavy trunk line would receive better \ service if a shuttle line were adopted with a transfer to the trunk line rather than to run a through car to the city less frequently. /The insistence of patrons who are not properly located for economical through riding from l^oi^e ^o_ office is responsible, in most cities, for a good share of the difficulty in "^ efficient routing^ Surely, passengers should not object to transferring if the local headway could be decreased by means of a shuttle car and if a fairly close connection to the main line could be guaranteed with a comfortable ride on large cars for the balance of the trip. y/ Rerouting and Servici; Redistriuutiox. It is not good practice to decrease an all day headway simply to accommodate occasional peak loads, as for convention halls, or playground, etc. Trippers should care for such patrons. No Company can afford to operate idle mileage all the time for occasional demands. Patrons desiring such special service would be most certain to get it by advising the Company of their needs prior to the demand. Dead Mileage. Run-off or dead mileage represents that cer- tain per cent, of the total revenue car mileage run that can- not be used effectively for revenue purposes, i. e., mileage lost when a car is turned into the car house from the outlying terminus on its last run. That every effort should be made to decrease this dead mileage is apparent from the fact that high dead mileage means less useful service for the same operating expense. For the entire Union Division the dead mileage is 4.48% (Table 19) or for the city lines only, excluding suburb- ans, 2.93%. This per cent, for the city, as a whole, is very reasonable, but certain lines might be improved : Thus, Center- dale via Smith, 11.9% which may be provided for by a short track connection from Smith Street to the Mount Pleasant car house ; but Branch avenue, Charles street and Smithfield a\e- nue lines, all above lo'^o in dead mileage, cannot readily be improved upon without a more convenient car house in the North End, as elsewhere suggested. Long haul suburban routes cannot avoid considerable dead mileage, especially those operated for short periods as extras. If the plan herein sug- gested were adopted ; viz., having the last outbound trip of through routes turn in at the nearest car house, certain short track connections would be necessary, e. g., on the East Side, from the northern termini to tlie North Main street car house via Rochambeau and Pidge avenue, as later specified. 191 Report ux Tkactiox I.MPRovii-MEXT. Through Routes. The Rhode Island Company is to be dis- tinctly commended for the establishment of so many through routes. This is a development for which other cities are striv- ing, some without success, unfortunately, owing to the mistaken idea of some managements that a through ride, even if a short haul, is a lost fare. The relative magnitude of this traffic in through routes, as compared with that of the entire system, are shown by the seat flow map, Plate XXI. Here the wndth of the lines is proportional to the number of seats passing during one hour. Within the down-town district the through routes only are shown. The principal objection of some Railway Companies to establishing through routes seems to be on the possibility of exceedingly long rides for one fare. As a matter of fact, the percentage of such riding is so small as to be negligible. Ob- servations made by the Rhode Island Company ui)on typical through routes in Providence show that Elmwood-Elmgrove line carried from one side of the loading district to the other only 50 to 100 people per day, while the Olneyville-Rumford- Phillipsdale lines carried from 175 to 250; Dyer Avenue-Swan Point, 70 to 100; Dexter-Douglas, 70 to 90; Elm wood-Chalk- stone, 50 to 100. In the case of the Rumford route a definite community of interest exists, as many of the workers reside at Olneyville; but, in the case of many of the other runs, it is apparent that through riding from end to end is not a source of loss worth considering. For a short haul city like Provi- dence, where the maximum through route ride is less than 7 miles, it should be eliminated from the discussion, the through routes being taken up entirely on the merits of more direct transit through the city. This point of view will be more evi- 192 Rerouting a.\d Service REDisTRinunuN'. dent from a study of the April route counts : Plates XIX A, B, C. Through routes may be established for the following- pur- poses: I. To connect opposite sides of the city where there is an apparent community of interest. 2. To connect two loop lines of the same headway simply to facilitate transit through the street by avoiding loop congestion. 3. To encourage travel especially during non-rush hours, which is an element of clear gain to the operating company, as it is enabled to utilize more completely available equipment. In general, the line originating in the south end of the city should continue to the opposite or north end, and vice versa, thus giving the most direct routing through the down-town district. Certain through routes, however, have been brought about by community of interest — such as Olneyville-Rumford- Phillipsdale, also an excellent example of the most direct through route is Olneyville-Rumford. In Providence several through routes are split by operating ten minute headway on one side of the city and twenty min- ute on the other, alternating between the two branches. A very considerable improvement might be made by having the last outbound car leaving one side of the city turn in at the car house on the opposite side, so as to give the patrons in those districts the advantage of the longer car service de- sired. At the present time some thirty minutes in the night service is cut off from the outlying territory, not adjacent to the car house now used, that might otherwise be provided with- out any hardship in operation. An examination of the records of earnings ])or car-mile a* id per seat-mile show that, with a few exce])tions, through routes 193 Report ox Traction Improvement. are practically all on a good paying basis, which is due largely to double loading, in some cases triple loading. Destination Canvass. In order to ascertain if possible the existence of communities of interest, not indicated by the various traffic counts on pres- ent routes, a canvass of several large manufactories was made, through the assistance of their respective officials, comprising number of employees, destination and preference of route. The results are presented in Table 21. Although full returns from this canvass are by no means available, these six factories will give some indication of riding habit. Thus practically half of the 3,200 employees of plants located near the center of the city walk to their work. About 20% of the Brown & Sharpe men transfer to the North End and Pawtucket. A large num- ber also reside in Mount Pleasant, Olneyville, Arlington and Elmwood. Presumably these same conditions apply to the other mills along the bottom lands of the Woonasquatucket. This, therefore, serves to confirm the necessity previously discussed, of a cross-town line via Valley-Huntington-Potteri- Public on the one side and Orms street on the other to dis tribute the factory load between South Providence and Randall Square. This line would transfer one-half of the South Auburn workers to their homes without making it necessary to go to the center of the city. This also would be of direct benefit to nearly 40% of the riding employees of the Gorham Manufacturing Co., and also serve well the Olneyville mill workers living- south of Westminster street. The East Provi- dence workers, living in the direction of Olneyville, are now 194 Rerouting and Service REDiSTRinuTiox. provided with a direct line, but those residing in South Provi- dence might clearly benefit by the proposed extension of the above cross-town route via Edd_\' street and Point street Bridge. All such diversion of traffic from the center of the city will eventually decrease the street congestion there, and is very desirable on this account. This study of destination should be carried to completion in the near future by a thor- ough canvass of the entire city as a part of a comprehensive re-routing study. The results, it is believed, would be of the greatest benefit. SPECIFIC RECOMMENDATIONS. Supplementing the above general discussion, certain definite improvements may be recommended which the records seem to indicate most necessary. Owing to the constant change in traffic, such recommendations on the service of individual routes very properly require verification by the Company by trial or observation. Trackage. Certain track improvements have already been discussed under "City Planning." These are: Constitution Hill Double Track Randall street Aborn street Plainfield street " Steeple street Smith street (to Chalkstone ) . . . . 195 Ri:i'ORT u.\ Tkactiox Imprdxe.mext. Fountain street Single track Fenner street Additional improvements essential to proposed plans for ser- vice improvements are as follows : Chalkstone avenue. Double-track immediately with off- side track location to Mt. I'leasant avenue. The diversion via Parkway and Promenade street that has been frecjuently sug- gested does not fulfill requirements as an alternative unless Smith street service were increased proportionately, for the major portion of Chalkstone avenue traffic centers on Capitol Hill. Acadeiu\ aieiiue. Double-track from Atwells to Chalk- stone, offside location. A return loo]) is recommended via Chalkstone, Mt. Pleasant and Atwells avenues to meet double tracks on Atwells avenue. This would i)rovide a comjilete inde- pendent track and reach more effectively the well settled Alt. Pleasant Plateau, also descending instead of climbing Atwell avenue hill. This plan might be modified by running every alternate or third trip up Academy avenue, returning as at present without traversing the loop. Smith street. Double-tracking recommended in tlie very near future for Chalkstone avenue to Convent Ilill with oft- side track location. .\s a 30-f(jot roadwa\ will not (juite accommodate four lines of traffic, it is better to reserve one side of the street for vehicles only, perhaps necessitating the shifting of the present track. This applies to the street ir- respective of needed improvement east of Chalkstone avenue, which contemplates double track, center location, as discussed under "City Planning." FriendsJiip street. Fxtend single track to Dor ranee street to establish northbound traffic exclusively on Friendship ICjft i Rkkoitixg AM) Skrvici-: Rkdistkii'.utidx. f street, at least below Chestnut street. This requires no turn- outs and in any case the connection is needed for emergency routing. Claz'crick street. Single track westbound connection from Friendship to Bassett streets relieving counter operation on South Providence lines. h'eiiiier street. Install track connection from Westminster to Broad. Double track preferable. Single track with turn- out could be used. Beacon avenue. Connect Broad street tracks with Friend- 1 ship street, Prairie avenue and Ocean street lines, to pro- vide all independent tracks north of Hayward Park. Fountain street. Single track northbound connection from Aborn street through to West Exchange and Washington streets. This loop is very essential. Plainfield Street. Double track immediately from Olney- ville Square to Webster avenue. Extensions of the second track beyond Plainfield street to Webster avenue anticipates probable development by means of a line southward to Ar- lington. It is understood that the Company stands ready to construct whenever the Plainfield street grade separation is put into effect ; but as the disturbance of track and grade will not extend over 500 feet in length, and at least another year will be required to get the grade separation under way, it is believed that this double tracking could be done now without hardship. Olnex street. A short connection from Camp to Hope streets will be of assistance in re-routing and in any case should be available for emergencies. 197 Riii'ORT OX Traction Lmproxemext. Admiral street Line. Extension from Douglas to Branch avenue appears, from passenger counts, to be desirable prob- ably on account of the oblique street layout at this point not distributing as effectively as streets at right angles. Dexter street. Passenger counts indicate extension south- bound necessary and it is understood that this is contemplated in the Company's schedule of the season's improvements — if a suitable street is provided. Reserz'oir avenue. Extend single track to Park avenue, with provision for double tracking.* Route Riverpoint ex- press over this line instead of Elmwood avenue. Eventually extend Reservoir line southwesterly to develop this section. Cranston street. Extend double track to Cranston Print Works (Haven avenue turnout.) IVashington Row. If some form of easy grade street ap- proach to the East Side is adoptedy a single track connection through Washington Row will be desirable to reach the en- trance to the approach without encountering reverse curves on Canal street. Acadenix avenue. Connection from car house to Smith street. This has been approved and should be built immedi- ately. Rochambeaii & Pidge avenues. Possible connections west- erly to North Main street car house. Ocean street. Load curve indicates traffic north of Thurb- ers avenue. Extend track to railroad cut. East Providence. Double-tracking of Broadway from Massasoit avenue to Warren avenue is already contemplated ;- Particularlv one wliich starts south of the center line of Canal street. *This will require widening of the railroad bridge and approaches thereto. 198 Rekoutixg and Service Redistributiox. by the Compaii}- to better serve the Providence and Riverside traffic from the north. Also double-tracking Taunton avenue to the state line with connections to Hunts Mills. These im- provements are desirable. With a suitable East side approach in operation, Waterman avenue should also be double-tracked from Red Bridge to Broadway Six-corners. Express Passing Tracks. A serious objection to the pres- / ent express routes seems to arise from the fact that local cars// are switched off on sidings to let the expresses pass, thereby/] losing considerable time in waits. In some cases, as on Eddy^ 1 street, at Thurbers avenue and Public street, locals are shunted: \ off the main line and backed into position after the express ■ has passed. This is certainly a reasonable source of com- ; plaint which can only be removed by installing suitable pass- I ing tracks. ^^.,..-' ^ , ---i On Eddy street, already narrow, no room is available for additional side tracks without overhanging the curb. The only alternatives are: ist, — double cross-over from outbound to inbound tracks and vice versa. 2nd — Shift track centers enough to provide room for one turnout. 3rd — Reduce side- walk width at turnouts. The first has the disadvantage of introducing counter opera- tion on the return track, but this would not at present be serious on account of the small traffic on Eddy street. The second introduces reverse curves which are generally unde- sirable, especially occurring so often as would be necessary on Eddy street, where inbound and outbound turnouts would have to alternate in position along the street. The third is 199 Rki-ort ox Traction Improvemkxt, questionable as Eckl\- street has already been narrowed. Temporarily, therefore, the double cross-over might be allowa- ble, but, as the local trafific increases, proper provision for the necessary turnouts must be made in the future. On wide streets, such as outer Hroad street and l>roadway, i)assing tracks of ample length to avoid delays should be laid. This will result in imposing no hardship upon local passengers, and the express service will then achieve the double object of saving time and reserving seats for long haul passengers, while not interfering with the proper short haul service. Skrvice. * Running Speed. A general increase in speed on most lines is so urgently needed that it is hardly necessary to specify particular ones. In many cases a liberal increase in speed will make it possible to realize the necessary increase in car mileage and reduction in headway with the present equipment. From the route counts it appears that 35 out of 59 or nearly 60% of the trips were below schedule, even when making allowance for extraordinary delays such as the Smith street turnouts. Moreover, there were 23 trips observed in which the average speed outside of the loading district was under 8 miles per hour, i. e., where free running was possible. Examples of present actual conditions may be cited on the following lines: Brown-Mathew^son — 4.69 m. p. h., Friend- shij) — 4.73 m. [). h.. Camp — Prairie — 5.29 m. p. h.. Arlington & Ocean — 5.63 ui. p. h., Broadway — 5.86 m. p. h. 200 Rerouting axd Service Redistridution. An average speed, deducting time of stops, of at least lo miles per hour should be operated, or 12 miles on free run- ning lines. This would raise the average schedule speed, including stops, to 8.5 or 9 miles per hour, depending upon the number of stops, as compared with the present average of 7.96 for the entire Union Division. That such increased speed is possible is proven by the experience of other cities where even faster schedules are in force. Delays. Losses in running time during the rush hours, from 2 to 10 minutes in duration were observed on a num- ber of trips, the most serious of which are as follows : Chalkstone — 10^4 min. — Smith & Chalkstone turnouts. Oaklawn — 9 min. — Print Works turnouts. Phillipsdale — 9 min. — Red Bridge & Six Corners turnouts. Smith Street — -5 min.— Chalkstone turnouts. Centerdale (Smith) — 4^/^ min. — Chalkstone turnouts. Manton — 2^ min. — Olneyville turnouts. Hope — 2 1-3 min. — Cypress turnouts. Butler — 2 1-3 min. — Market Square turnouts. Of the above Smith Street and Print Works most need improvement. Both have been covered by recommendations for double tracking. Undoubtedly delays will be encountered on other lines, elimination of which will require the most rigid despatching and better locations of turnouts, if double tracking is not now warranted. Headzi.'ay. The reasonable capacity of regular headway ap- pears to have been reached on a number of lines such as Oaklawn, Print Works, Riverside, Auburn & Eden Park, Broadway (Rum ford). Rum ford, Edgewood via Eddy, Prairie and Dyer avenue. This statement is made on the assumption 201 Report on Traction Improvement. that a practically seated load is to be maintained during hourly intervals through non-rush hours, and it presumes that occasional standing loads will occur. These conclusions, of course, cannot be regarded as final without further observa- tion through various seasons, but the increased loading of winter would tend to confirm them. Trippers and Extras''^. It is hardly feasible to specify in detail all the additional rush hour service necessary for the reason that the increased speed recommended will com- pletely upset the present schedules. However, certain more important present needs may be mentioned : Cranston Print Works — more morning rush trippers to relieve Oaklawn and Knightsville; Union avenue — rush hour extras; Centerdale via Smith — more short haul rush extras; Hope street — more rush extras to Rochambeau avenue ; Chalkstone avenue — short haul extras to Davis Park would relieve much local load on Capitol Hill during rush hours; certain lines such as Branch avenue and Douglas avenue show heavy loading in the first morning trips which could be relieved by either trippers or earlier starting. It must be remembered in discussing this feature of the service that the Rhode Island Company is now giving double service during rush hours, i. e., ioo% above the service of non-rush hours. This is admittedly all that can reasonable be required, provided alxcays that the non-rush hour service meets the proper standard. t Expresses. More definite recommendations can be made concerning this branch of the service : Riverpoint expresses should be routed via Reservoir and Park avenues. Button- * Trippers here understood as special cars just preceding regulars. Extras meaning special cars run between regulars on split-headway. 202 Rerouting and Service Redistribution. woods (via Broad) should be diverted from upper Broad street at least during rush hours and re-routed via Eddv street giving Broad street patrons transfers to the express at Warwick avenue junction. This change in routing will reduce to some extent the rush hour standing load on this line and will involve a slight extension of the transfer privilege, but this may very properly be in the form of an exception to the present system for express patrons only. Auburn & Eden Park route needs express and short haul trippers running during rush hours to relieve the long haul standing. East Greenwich express should run express inbound as well as outbound in order to be relieved of City load which is now superimposed upon a heavy rush hour Auburn load. The latter is especially heavy inbound. Oaklawn needs rush hour express with short haul extras to Knightsville. Hughesdale similarly should run express with rush trippers to Silver Lake. Centerdale (via Manton) should run express through Olneyville. An auxiliary rush hour route from Olneyville to Centerdale might be suggested to relieve Manton avenue cars. Pawtucket service would be improved by express and more rush trippers to Pidge avenue. Riverside requires express and short haul extras to Pawtucket avenue. ^ Short Haul Expresses. It has been proposed by residents of ]\It. Pleasant to operate certain cars on Academv avenue route as expresses, running through the Federal Hill dis- trict to Harris avenue before stopping. The demand for this route is not based upon a desire for greater speed, but purelv to reserve sufficient seats for Mt. Pleasant passengers. The 20 ' Rk PORT ox Tkactiox I m rK( )\i:mi:xt plan is opposed by Federal Hill residents on the ground of curtailing the service. From the results of passenger counts, both for the outlet throat and for a typical trip, it appears that the Federal Hill local load is not as severe as might be inferred from the density of population, for the reason that the great majority of workers do not seem to use the cars habitually. The load curve, of which Plate XX is typical in shape only, shows that most of the load is through load to Mt. Pleasant and that there is rather less superimposed on this than on other lines. It seems, therefore, in view of the short haul and the facilities for improved service when the Mt. Pleasant loop is installed, that the express service is not only unnecessary, but also inadvisable, from the standpoint of discrimination. Express service should only be regarded as a necessary means for overcoming the handicap of distance and limited thoroughfaresX It necessarily introduces a classification of passengers into long haul and short haul. This apparent discrimination is obviously not of the same order as that embodied in the Mt. Pleasant express idea, in which the element of distance is not predominant. It is believed that the express idea should at present be limited to the long haul suburban routes of the 5c. zone. 204 k J i APPENDIX RECORDS OF THE RHODE ISLAND COMPANY TABULAR DATA 207 THE RHODE ISLAND COMPANY. Organization, Territory and Equipment. In brief, the present surface traction system is constituted as follows: (See analysis of ownership. Table i.) The Rhode Island Company is an operating Company, chartered in 1902, operating mostly within this State. Its stock is controlled by the New York, New Haven & Hartford Railroad Company through a holding company, the Provi- dence Securities Company. The Rhode Island Company owns the Woonsocket local and interurban and contiguous lines, all acquired in 1907; it leases the Union Railroad Company and Pawtucket Street Railway Company, both since 1902, and the Rhode Island and Suburban Railway Company since 1904. The Union Railroad Company prior to the lease of the Rhode Island Company operated all of the street railways in Providence, including the Providence Cable Tramway Com- pany, which it leased in 1895; this company operated only about three miles of route on the F.ast side, principally the College Hill a])proach. Mileage. A complete map of single and double track with- in the Providence District is shown in Plate T. For the year i(>io the mileage of the system was rei)()rte(l to local and state authorities as follows, all single track : City of Providence, exclusive of turnouts and car house tracks 88.68 208 ArPEXDix. Union Railroad Division, exclusive of turnouts and car house tracks ^5~-74 Rhode Island system within the State 317-28 Double track within the City aggregates 19.2 miles or 21.75% of the total. Suburbans. There are a number of long distance inter- urban systems entering Providence, all of them over the lines of the Rhode Island Company, as follows : Foreign lines. Lines operated by Co. Fall River ^,j^ Woonsocket Taunton ) E. Providence Riverpoint Danielson East Greenwich Attleboro Buttonwoods via Broad street I via No. Attleboro Ipawtucket Buttonwoods via Elmwood Ave. So. Attleboro J Warren & Bristol Worcester Fares. The limits of the City and suburban fare zones are outlined by means of contour zones in Plate II. On all the independent lines the Rhode Island Company receives the first fare to about the City line, and to the outside City lines of Pawtucket and East Providence. Hence, these suburban connections may be regarded as part of the local service. The suburban system operated by the Rhode Island Com- pany has extended southward through the shore towns to Warwick, Buttonwoods and East Greenwich ; to the south- west through the Pawtuxet \^alley towns, Thornton and Hughesdale ; northward to Centerdale along the Woonasqua- tucket River ; also southward along the east shore to River- side, Warren and Bristol. 209 Report ox Traction Improvement. UNION RAILROAD DIVISION. The limits of the Union Railroad Division may be defined in general as practically identical with the five-cent zone, i. e., up to the Providence City line, with the following ex- ceptions, all of which are indicated by coding on the map of the Division, Plate V: In North Providence — Branch ave- nue to Woodville; Smith street to Centerdale ; Plainfield street to Hughesdale ; Cranston street to Oaklawn ; Elmwood avenue to Auburn and Eden Park; Proad and Eddy streets to Edgewood and Pawtuxet; and all East Providence lines to the City line, except to old Barrington Road on the River- side line. On account of this extension beyond the city lines it has been desirable to base certain calculations regarding service upon the five-cent zone instead of the city limits. Income Account. Annual fiscal reports of the Company to the Railroad Commissioners furnished the basis of the analysis of income, Table 2, and shown graphically on Fig. 9. Traffic. Detailed operating records are not available prior to the calendar year 1907, during which the property was taken over by the present management. These records com- prise car miles, passenger earnings, total passengers carried and car mile ratios, that is, passengers and earnings per car mile. See Figs. 7 and 18, Tables 7 and 17. Service. The basis of all analysis of service furnished during the winter season is given by the winter schedule. Table 20. which represents the standard to which the Com- pany endeavors to adhere during this season. This schedule gives the actual assignment of seating capacity and headway for the various routes in detail. 210 Appendix. Taxes. The City of Providence taxes the Union Railroad franchise on the basis of its earnings in Providence. Table 3 gives these taxes in detail since 1893. The gross earnings assignable to Providence are determined by prorating all the earnings of the Union Railroad Division to the earnings within Providence in proportion of the total miles of single track to the mileage within the City. Upon these earnings the Union Railroad paid up to 1897 3% of its gross earnings and 5% since then. An additional property tax increased the total imposed by the City to 7.1% of the gross earnings within the City for 1910. Table 4 gives the taxes and earnings in detail since 1893. This percentage of total city taxes had gradually increased year by year from about 6.5% ten years ago. Pozver. The lines of Providence and vicinity are all served from a single power station of 16,300 k. w. capacity, located at Manchester and Eddy streets on tide water. From this point both positive and negative copper radiates in all direc- tions, the longest one-way distribution being to Esmond and to Oaklawn, about seven miles distant. All power is trans- mitted through overhead trolley system, except the mechanical counterbalance up the College Hill grade. Alternating current is generated at this station in addition to direct current for transmission at 11,000 volts to suburban sub-stations of the Rhode Island Company at Westcott, River- view, Attleboro, Pawtucket, and Barrington. An A. C.-D. C. rotary converter is also installed at the power station in order that the local direct current distribution may be assisted from the alternating current end in times of peak load. To minimize the electrolysis, negative copper returns are installed 211 Report ox Traction Improvement. from such important points as Olneyville Square, Cranston, Edgewood, Auburn, Smith and Branch avenues, and to Broad- way Six Corners and Riverside, the last a distance of about seven and a half miles. Car Houses. Of the nine operative car houses, seven are for the City service and two for the suburbans. (See Equip- ment Table 14). All other lines are served in barns of in- dependent companies. The total capacity of the city car houses is about 600 cars. Practically half of the storage capacity of the newer barns is reserved for ofif-season equipment. Rolling Stock. For the entire system a total of 828 cars was reported in 1910, approximately half of which represent open summer cars (see Equipment Table 10). The "winter schedule for the Union Division calls for 331 cars, while 410 cars are now available (including the fifty new box cars) for winter and 353 for summer. The balance, 79 cars, are used outside of Providence or held in reserve. Neglecting the equipment assigned to the Providence & Burrillville Ry., (10 cars), out of the 753 cars on Union Division, although half of them are winter cars, the seating capacity represented is less than two-thirds of the summer equipment. Furthermore, out of the entire rolling stock for Providence District, 25% of the cars are of the old single truck type aggregating only 16 2-3% of the total seating capacity. The new Bradley equipment recently placed in service rei)rescnted an increase of 18.2% of the winter seating capacity. 212 TABLE 1. ANALYSIS OF OWNERSHIP. The Rhode Island Company. Xcw York, Xew Haven & Hartford Railroad Company owns Providence Securities Company (holding company) owns Rhode Island Company (operating company chartered April 13, 1902) 1 — Owns Woonsocket Street Railway (purchased in 1907) Providence & Burrillville Railway (purchased in 1907) Columbian Street Railway (purchased in 1907) 2 — Leases Pawtucket Street Railway (leased in 1902) Rhode Island Suburban Railway (leased in 1904) Union Railroad Company leased Providence Cable Tramway Company (leased in 1895) Report-City of Providence. Authority-American Street Railway Investments. 213 i VSIS OF RHODE On Pekc 1904. $2,754,655.39 $3, 2,703,115.00 3, 98.2 $608,671.00 $i 1,066,691.00 1,: 38.7 $1,675,363.00 $l,J 60.8 $167,137.00 $ 6.1 $1,842,500.00 $2,( 66.9 $742,862.00 $1,( 27.0 $169,293. Ca) '"$ 912,155. fa) 1, 33.1 $92,054.00 $ 151,570.00 243,624.00 8.9 54,484,754.00 62, 257.64 693 4.97c 5.05c $10,690 (h) r.asis of Crimp TABLE 2 TABLE 2. ANALYSIS OF RHODE ISLAND COMPANY'S RETURNS FOR RHODE ISLAND On Percentage of Income — Year Ending June 30th 1903. 1904. 1905. 1906. 1907. 1908. 1909. 1910. Receipts from all sources $2,584,163.57 $2,754,655.39 $3,242,972.54 $3,561,242.29 $3,859,715.15 $4,217,022.57 $4,192,957.94 $4,502,922 69 Passenger Receipts 2,537,683.00 2,703,115.00 3,123,124.00 3,435,968.00 3,7 34,524 00 3,958,708.00 3,892,059.00 4,170,326.00 Percentage 98.2 98.2 96.5 93.9 92.8 92.6 General Operating Expense, in eluding Maintenance $703,426.00 $608,671.00 $557,420.00 $625,103.00 $2,419,221.00 $772,310.00 $818,332.00 $964,391.00 Salaries and Wages 948,353.00 1,066,691.00 1.303,567.00 1,277,529.00 1,801,364.00 1,495,022.00 1,573,295 00 Percentage 36.7 38.7 35.9 35.6 Total $1,651,779.00 $1,675,363.00 $l,860,987j00 $1,902,632.00 $2,419,221.00 $2,573,674!oO $2,313,954.00 «2,537,6Sf. 00 Percentage 03.9 60.3 53.4 62.7 55.2 Taxes $142,955.00 $167,137.00 $205,832.00 $256,398.00 $260,311,00 $286,997,00 $289,292.00 $300,683.00 Percentage 5.5 6,1 7.2 6.7 O.S 0.9 0.7 Operating Expenses and Taxe $1,794,735.00 $1,842,500.00 $2,066,819.00 $2,159,031.00 $2',C79,532,00 $2,860,071.00 $2,603,248.00 $2,838,369.00 Percentage 69.4 66.9 63.7 60.6 69.4 67.9 62.1 63.0 65.37 Rentals $757,306.00 $742,862.00 $1,050,142.00 $1,057,405.00 $1,070,481.00 $1,061,642.00 $1,065,792,00 $1,065,792.00 average Percentage 20.3 27.0 32.4 27.7 25.2 25.4 23.6 Dividends $425,520.00 $510,624.00 $io,'s8ii,ou' '$116,288.00 178,421.00 Surplus $32,lisl(a) $169,293.^1) $126,011.00 $344,807.00 43'.687!o0 62',94l'.00 Total 798,418.(a) 912,155. (a) 1,176,153.00 1,402.212.00 I,lSo',I83,00 1,356,351.00 1,589,710.00 1,664,553.00 Percentage 30.6 33.1 36.3 39.4 30.6 32.1 37.9 37.0 Maintenance of Wav $133,211.00 $92,054.00 $115i700.00 $142,054.00 $336,516,00 $200,452.00 $189,295,00 $292,686.00 Maintenance of Cars 167.907.00 151,570.00 197,860.00 201.604.00 224,321,00 280,057.00 225,283.00 217,409.00 Total 301,178.00 243.624.00 313,560.00 343.658.00 500,837.00 546.509.00 414,578.00 510.095.00 Percentage 11.6 8.9 9.7 9.7 14.5 12.9 9.9 11,3 Revenue Passengers 51,113,851.00 54,484,754.00 62.763,002.00 68,609.556.00 66,404.782.00 80,173,643.00 77,009,378.00 82,792.929.00 Single Track Mileage 249.90 257.64 262.87 265.14 307.59 31.3.55 315.76 317.28 Number Passenger Cars 682 692 725 765 824 829 823 828 Passeneer Earnings per Reve mie Passenger 4.97c 4.97c 4.9SC 5,00c 5.62c(b) 4.94c 5.01c 5.03c Gross Earnings per Revenue Passenger 5 0fic 5.05c 5.17c 5,19c 5.82c(b) 5,26c 5,41c 5.44c Total Receipts per mile o single track $10,340 $10,690 $12,340 $13,430 $12,530 $13,470 $13,290 $14,290 fal Computed. (h) Ra^iis of Comparison qncs ionahle. n TABLE 3. RECORD OF GROWTH OF RHODE ISLAND COMPAXY For Union Railroad Company and City of Providence. Gross Earnings from Operation Calendar Year. Union R. R. City of Division. Prov. Single Track Operated Union R. R. City oi Division. Prov. 1893 $1,122,224.66 1894 1,346,835.81 1895 1,460,879.19 1896 1,507,787.93 1897 1,515,908.31 1898 1,552,934.63 1899 1.754,653.15 1900 1,953,798.53 1901 2,178,101.23 1902 2,221,943.23 1903 2,444,795.95 1904 2,536,351.57 1905 2,681,436.68 1906 2,849,884.64 1907 3,099.530.38 1908 2,966.151.24 1909 3,121,016.32 1910 3.315,149.97 $730,691.39 64.44 40.55 773,011.89 69.72 43.16 874,043.07 73.40 44.98 921,531.22 77.93 46.96 906,047.61 77.93 46.96 945,393.43 83.93 50.71 1,042,172.66 84.40 51.28 1,158,588.54 121.43 73.93 1,308,333.82 130.20 77.00 1,313,491.57 131.19 77.99 1,453,976.33 135.95 81.14 1,501,950.62 138.04 81.16 1,568,370.73 140.10 81.82 1,689,495.53 145.42 84.82 1,796,960.13 149.48 86.44 1,723,551.38 151.30 88.30 1,817,929.51 152.74 88.68 1,923,625.69 152.74 88.68 Report-City of Providence. Authoritv-Rhode Island Co. 2i: TABLE 4. TAXRS PAID BV RHODE ISLAND CO.MPAXY IX CITY OF PROVIDEXCE. Union Railroad Division. Calendar Year. 1893 1894 1895 1896 1897 1898 1899 1900 1901 1902 1903 1904 1905 1906 1907 1908 1909 1910 Franchise. $21,920.72 Property. $10,101.44 Total. $32,022.16 Percent. Gross Earnings. 4.38 23,190.33 13,973.76 37,164.09 4.79 26,231.29 15,594.24 41,825.53 4.79 27,167.32 16,089.48 43,256.80 4.70 27,181.43 16,564.35 43,745.78 4.83 45,329.38 18,946.29 64,275.67 6.80 48.721.27 18,847.62 67,568.89 6.48 54,728.04 21,054.44 75,782.48 6.55 62,427.48 22,279.36 84,706.84 6.48 62,779.14 23,149.44 85,928.58 6.53 69,526.31 23,386.11 92,912.32 6.39 71,908.76 24,889.26 96,798.02 6.45 75,066.73 38,3X)7.72 113,374.45 ^.23 80,925.75 38,252.61 119,178.36 7.07 86,172.05 40,142.85 126,314.90 7.03 82,737.54 43,671.87 126,409.41 7.34 87,303.50 43,920.36 131,223.86 7,24 92,394.01 43,980.42 136,374.43 7.10 $1,045,711.05 $473,151.62 $1,518,862.67 Report-City of Providence. .A.uthority-Rhode Island Company. 2l6 TABLE 5. EARXIXGS PER CAPITA— RHODE ISLAND COMPANY SYSTEM. Earnings. Population. Earnings Per Capita 1900 359,944 1903 . ..$2,584,453.00 383,000 (Est.) $6.75 1905. . . 3,242,972.00 407,171 7.97 1910. . . 4,502,922.00 465,983 9.67 1915. . . 5,515,000.00 (Est.) 515,000 10.70 1920. . . 6.720,000.00 569,000 11.80 1925. . . 7,970,000.00 620,000 12.85 The population of the following towns and cities is included in the above statement : Barring'ton Bristol Burrillville Central Falls Cranston Cumberland East Greenwich East Providence Johnston Lincoln North Providence North Smithfield Paw tucket Providence Smithfield Warren Warwick Woonsocket Report-City of Providence. Authoritv-l'. S. Census. 217 TABLE 6. GROSS EARNINGS PER MILE OF TRACK IN PROVIDENCE. Basis of Single Track. Gross Earnings Calendar Year. per mile, single track 1893 $18,000 1894 17,890 1895 19.420 1896 \9,590 1897 19,260 1898 18,620 1899 20,300 1900 15,640 1901 16,970 1902 16,830 1903 17,920 1904 18,490 1905 19,160 1906 19,900 1907 20,760 1908 19,520 1909 20,460 1910 21,960 Note: Includes Johnston annexation and lines of Providence Cable Tramway. Earnings per mile of track for Union Division practically indentical owing to method of prorating City Earnings on a basis of single track mileage within or without the City limits. .■\uthoritv-Citv Records. 2l8 TA BLE 7. Monthly Record of ( 3ar Mileage Operated — Union Division 1907-1910 Uniform Month. t Revenue Passenger Total Pas- Revenue Total Month. Car Miles Earnings per sengers per Car Miles. Passengers. Actual. Car Mile. Car Mile. 1907 $;9,538,512 $31.99 7.50 $9,538,500 71,450,000 Jan. 747,827 29.55 6.82 731.800 4,990,000 Feb. 669,205 29.79 6.89 726,600 5,005,000 Mar. 753,957 30.43 7.02 739,800 5,195,000 April 751,762 31.02 7.18 761,900 5,470,000 May 813,399 32.37 7.57 798,000 6.040.000 June 839,012 34.65 8.15 850,300 6,930,000 July 911,667 36.13 8.57 894,200 7,660,000 August 904,269 35.80 8.45 888,700 7,508,000 Sept. 811,308 32.01 7.60 822,000 6,245,000 Oct. 790.675 30.85 7.29 776,000 5,655,000 Nov. 762,574 30.05 7.07 773,000 5.465,000 Dec. 782,857 29.16 6.84 768,400 5,255,000 1908 9,070.234 31.94 7.58 9,070,200 68,750,000 Jan. 749,881 28.09 6.63 735,600 4,876,000 Feb. 691,271 29.78 7.04 724,600 5.100,000 Mar. 723.910 28.92 6.85 710,200 4,864,000 April 704.208 30.95 7.30 713,800 5,210,000 May 759,378 33.71 8.00 745,200 5,960,000 June 792,380 35.40 8.42 803,400 6,760,000 July 840.862 34.53 8.29 825,400 6,821.000 .•\ugust 838,775 33.74 8.12 824,500 6,693,000 Sept. 770,227 32.85 7.85 780,500 6,126,000 Oct. 752,632 31.69 7.49 738,400 5,535,000 Nov. 707,833 31.02 7.31 717,400 5,223,000 Dec. 738,877 31.44 7.35 724,900 5,328,000 1909 9,106.091 33.29 7.88 9.106,100 71,750,000 Jan. 721,635 29.81 7.03 707,900 4.975,000 Feb. 652,595 30.83 7.28 709,200 5.160,000 Mar. 729.736 29.85 7.05 715,800 5,045,000 April 721,923 32.01 7.54 731,600 5.508,000 May 779,413 34.06 8.08 764,400 6,176,000 June 794,376 36.28 8.62 805,300 6,940,000 July 849.382 36.14 8.62 833,400 7,191,000 August 843,308 35.63 8.55 827,600 7,073,000 Sept. 777,847 34.22 8.12 788,300 6,400.000 Oct. 755,618 33.40 7.89 741,500 5,850,000 Nov. 727,305 32.94 7.77 736,800 5.724.000 Dec. 752,953 32.81 7.66 748,800 5,738,000 1910 9,427,789 34.07 8.10 9,427,800 76.300,000 Jan. 749,171 31.77 7.53 734,800 5.535,000 Feb. 686.430 31.34 7.42 745,700 5.529.000 Mar. 767,448 31.37 7.41 752.500 5.577,000 April 759.798 32.79 7.74 770.000 5.960.000 May 805.521 34.48 8.21 790.000 6.492.000 June 792,574 36.42 8.67 803,400 6.960.000 July 876.331 37.38 8.96 861,600 7.719,000 August 852,560 36.03 8.66 836,600 7.240.000 Sept. 806.233 3.5.15 8.41 817,200 6.870.000 Oct. 786.470 34.33 8.15 772.000 6.288.000 Nov. 755.617 32. 8S 7.80 765,800 5.973.000 Dec. 789,636 .33.66 7.92 774.600 6.134.000 Authority-Rhode Isl and Co. t Compi Lited to four fi gures only. 219 J2 c C' S "'-5 ■J -< CJ q '■" M CO V. 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X "^ C O ?! re re -+ -^ f rt re •-' S: > o ^ o z z o Q > o a!. o O M CJ •* Tj< ■^ 1« ca rt c5 "^ ■^ ■* "T f -r (M Cl -"T W •* 'T £ «r:z:=a _« _y ^ _y ii_w t£ iO-2 ^ ^ J3 rt _rt _2 '^^ ; ^■^5,5 = 21" - >rt ro Ci o -J Vi O O LT o -^ O 2 O «• c — .-3 .- 4, t"- M ro 00 ■-*. 35 M r-. ~5 ?i O ^i tr o -J -o o — Q O O O C vjf vj* vM vffJ vIN rO i-T^ fH^ i-<^ r-^ Tt< •* ■<1< •^J" O t-»a3t-aD'co CO oox'ac3o'xi^'^'"*i'- "ooaatMoocc O E u t i/! o o Vi Is \o :;?• ,5 « = «.', ',' ' ' Ij — ^ O P ^ '^ ""'•'5 '-'' '"'■'! O g ^ w u =-•'-' ^» M W I-! CI \ U O — ~ 00 o ci o r> 'o» ^2 .' .' .' .' .' >' C U CO O O M* o o t;> wcorocOMro ■JO ro ri M M ro f) -tOi-^Mi-HCiClfCl C O ooooocooo ooo OOOOOSOSO !^ = ~ I- o_ o I- r> c o o o_ t- x" ~. -f" -o" •^'" •-"3 o' t-^ ^-J'Tf-p-ft-'-i'-'Cl o o o o o C O S O '.T 0_ 0_ 0_ I> 00^ T-T 1--; ■>* ~r r-T ':/) io tc ba 6£ ;^ ^ ~ 'x -J J -J J ►-! u t" en be " t£ tC b/: -^^ ^ ^ ^ J ^ jr J= ^ c ^ o c»• o o t- 00 jj c ^ ji r: 1.-5 >.-) O •-•^ O '^ O fi u ^- H-^ t,_ X c ;x MX -!• CK t- > — CO CJ »-i <-> CI .4-f' 1 U.-^' ^ u u. C c o o o o o j: 4- 'o si r^ 00 © 3 ci< TABLE 11. TYPICAL SCHEDULE SPEED— ALVLX THOROUGHFARES. R ipid Street. Dist. Time M H Pawtuckct av.. East Prov. 7170 5 16.;; Smithfield av. 6550 5 14.9 Cranston st. 6320 5 14.3 North Main st. 6270 5 14.2 Eddv St. & New York av. 5380 5 12.2 Smith St. 5270 5 12.0 Branch av. 1895 2 10.8 Butler av. 4585 5 10.4 Broad s't. (Express) 5800 5 13.2 Location. Water Tower — Vanity Fair City Line — W'eeden st. Nichols St.— Meshan't Pk. T.O. Jenkins st. — Car House Thurbers av. — N. Y. av. T. O. Elmhurst av. — State HomeT.O. Cushing av. — Terminus Banigan T.O. — Boulevard T.O. Trinity Sq. — Thurbers av. Medium Broadway 4125 5 9.4 Dean 9t. — Barton st. Broad st. 3895 5 8.8 Winter St.— Public st. North Main st. 3660 5 8.3 Smith st. — Branch av. Waterman and Wayland 4140 5 9.4 Thayer st. — Banigan T. O. Wickenden &Tockwotton 4050 5 9.2 South Main st. — Gano st. Slow. Westminster st. 2940 Cranston st. 2870 Elmwood av. 2860 South Water & So. Main 2800 Eddy St. 2650 Broad st. 2600 5 6.7 5 6.5 5 6.5 5 6.4 5 6.0 5 5.9 Mathewson st. — Winter st. Winter st. — Parade st. Winter st. — Wesleyan a v. Market sq. — Wickenden st. Public St. — Thurbers av. Public St. — Thurbers av. City Terminal. College, Prospect. West, 1600 5 3.6 Market Sq. — Brown st. Dorrance & Weybosset 1800 5 4.1 City Hall— Market Sq. Westminster & Dorrance 1550 5 3.5 Market Sq. — Exchange Place Westminster st. 1400 5 3.2 Turks Head — ]\Lathe\vson st. Dorrance & Westminster 1660 5 3.8 L^nion Station — Mathewson st. Report-City of Providence. Authority-Rhode Island Co. Routes.") (Five-minute Schedule Speed Sheets by 223 TABLE 12. DISTRIBUTION OF STOPPING POINTS. Settlei3 Districts of Providence. Mean Mileage. Number of Stops per Interval Stops. Mile. in Feet. ll'eybosset and Broad Streets, Dorrance St. to Trinity Sq. 0.91 23 25.3 H'cstmiiister Street, Turks Head to Hoyle Sq. 0.83 21 25.3 A ortli Main Street, Market Sq. to Mill St. 0.44 11 25.0 209 209 211 So. Main and IVickcnden Streets, Market Sq. to Traverse St. 0.70 15 21.5 246 Broad Street, Trinity Sq. to City Line 2.22 44 19.8 266 Elmzi'ood Avenue, Trinity Sq. to City Line 2.64 50 19.0 279 Union Station to Chalkstone Avenue Terminus 2.43 47 19.3 273 ll'ateruian Street, Prospect St. to Red Bridge 1.28 26 20.3 260 Entire City (25 Linis)v 104.835 2278 21.7 243 tThese figures are not limited strictly to the City boundaries, nor do they include all lines; they represent conditions that arc generally prevalent in well-settled districts. Report-City of Providence. Authority-Rhode Island Co. 224 TABLE 13. LI.MI TI'l) EXPRESS SUBURBAN SERVICE Providence District. WASHINGTON PARK— Via Eddy to Edgewood and Pawtuxet. In- bound during the morning, outbound during the evening rush hour, first stop outbound and last stop inbound, New York Avenue. BUTTON WOODS— Via Broad and private right of way. First stop and last stop Warwick Avenue Junction. BUTTONWOODS— Via Elmwood and private right of way. First stop and last stop Park Avenue. RIVERPOINT — Via Elmwood and Pontiac Avenue. First and last regular express stop Davis Turnout, South Auburn. Spe- cial City express stops inbound and outbound Carlisle Street and Roger Williams Park. EAST GREENWICH — Via Elmwood and Apponaug Road. Outbound express, first stop Reservoir Avenue Junction, Columbus Park. Inbound, local, all stops except when City car fol- lows unloaded, when express may omit regular stops. ROCKY POINT — Via Broad and iprivate right of way sununer only, express stops same as Buttonwoods. SOUTH ATTLEBORO— Via North Main and Pawtucket, first stop and last stop, State line. WOONSOCKET— Via North Main and Charles, first stop and last stop, Hagan's Switch, just beyond City line. ATTLEBORO. NORTH ATTLEBORO, FALL RIVER. WARREN & BRISTOL, TAUNTON AND DANIELSON LINES— All make local stops within City both inbound and out- bound. Explanatory Note : These expresses are designed to avoid imposing a local short haul load upon a full car of long haul riders beyond the City terminus and the points designated as first stop and last stop, respectively. Local riders are not per- mitted entrance or exit on the outbound trip unless they are willing to do so while the car is in motion. Thus, the Buttonwoods express loads with long distance riders all the way out Broad Street, and vice versa unloads inbound, bhould any local passengers board the car along with the suburban passengers a transfer is refused by the announce- ment of the conductor "No transfers." A long distance rider, however, upon the payment of his last fare within the City limits may obtain a transfer. TABLE 14. SCHEDULE OF CAR HOUSES. For Lines Operating in Providence. Operating Car Houses. Capacity. Thurbers Ave., corner Broad St., 190-40 ft. cars. Elmwood Ave., corner Thackery St., 112-40 " " North Main St., at City Line, 116-40 " " Academy Ave., south of Srnith St., 50-40 " " Hartford Ave., west of Olneyville Sq., 96-40 " " Traverse St., corner Pike St., 37-40 " " Riverside, Pawtucket Ave., corner River Ave., 51-40 " *' Arlington, Cranston St.. west of Webster Ave., 36-40 *" Storage Car Houses. Chalkstone Ave., near Academy Ave., 27-40 " " Branch Ave., near City Line, 14-40 " " Repair Sliop. Cranston St., west of Xew Haven tracks. Report-City of Providence. Authority — Rliode Lsland Company. 22C) TABLE 15. STUDY OF TERMIXAL LOADING TIME AND AVER.\GE LENGTH OF STOPS. Szi'itcliiiig Stiitinns. Xo. 1 — Electric Switch on Dorrance St., at Fulton st. — inbound. Xo. 2 — On Washington St., at Dorrance st. — inbound. Xo. 3 — On Dorrance st., at Wejbosset st. — outbound. Xo. 3A — On W'eybosset St., at Dorrance st. — outbound. X'o. 4 — On Westminster st., at Market Square — northbound. No. 4A — On Westminster st., at Canal st. — southbound. No. 5 — On X'orth Main st., at Thomas st. — outbound. No. 6 — ^On Wiestminster st., at Mathewson st. — outbound. No. 7 — On Washington st., at Mathewson st. — outbound. No. 8 — On Weybosset st., at Richmond st. — outbound. No. 9 — On Washington st., at Jackson st. — outbound. No. 10 — On North Main st., at Mill st. — outbound. Total Number Stations, 10 Total Number Stops, 123 Total Time consumed, 1,134 seconds Average Time Per stop 8.7 " Average Time per passenger, " Average Number Passengers, Average Time for Switching, 6 " Dorrance street north of U'cstm'uister strcct- P. M. Number cars passing. Number Stops made, Total Number Seconds, Total Passengers entering. Average Time per Passenger. Average Time per stop. Thirteen Trip Counts. Number Stops, Time. Average Time per Stop, Minimum Individual Route average, Maximum. Individual Route average, Report-City of Providence. .Authority- Actual Observations. 227 et—Out\ >ound — 5:35 to 6:35 90 90 1,211 468 2.58 seconds 13.45 " 137 84 min. 45 sec 9.4 seconds 6.3 (Auburn) 14.2 (Manton) TABLE 16. PROPOSED REROUTING PLANS FOR LOADING DISTRICT. Comparison ok Car Flow bv Vakjous Plans in Cars per Hour. Streets Weybosset, Turks Head — Dorrance " Dorrance, Mathewson E. " Dorrance. Mathewson W. " Mathewson — Chestnut E. Mathewson — Chestnut W. Westminster, Turks Head — Dorrance Dorrance — Mathewson " Mathewson W. Washington. Mathewson — Dorrance E. •' Mathewson — Dorrance W. Exchange Place E. Exchange Place W. Mathewson — Washington — Westminster Westminster — Weybosset Dorrance. Wej^bosset — Westminster N. " Weybosset — Westminster S. " Westminster — Washington N, " Westminster — Washington S. Note : Plan A. suggested by Rhode Island Co. " B. ideal plan based on street capacity. " C. modified plan B, embodying concessions to shopping district. " D. same as C, except South Providence cars returning via W^evbosset street as in Plan A. Present Plan Plan Plan Plan Routing A. B. C. D. 108 75 77 77 77 133 93 87 91 84 47 71 61 61 61 107 90 84 88 81 88 66 56 56 79 110 50 65 70 74 111 63 70 70 77 72 33 70 70 59 5.} 63 31 31 51 48 64 70 70 58 78 27 22 22 26 64 66 44 51 47 20 6 IS IS 26 58 34 18 18 44 66 52 41 45 32 76 54 44 44 38 73 59 53 62 49 84 74 55 55 58 Report-City of Providence. .\utliiirit\-Part. Rhode Island Co. 228 TABLE 17, ROUTE RECORD , CAR MILE AND SEAT MILE RATIOS Union Division 1910. J ['assenger F.ani- Total Passengers ings Per Car Per Car Mile. Per Seat Mile. ROUTE. Mile— ■Cenls. Vctual Standard .Actual Standard Passenger Total Car. Car. Car. Car. Earnings Passen- (4. 2-seats) (42-seats) Cents. gers. Edgewood & Pawtuxet 41 35 9.24 7.81 0.831 0.186 Washington Park 42 36 9.54 8.06 0.86 0.192 Thurbers via Broad Jl 37 11.54 8.36 0.88 0.199 Buttonwoods via Broad ao 28 7.00 6.58 0.67 0.156 l^'riendship- Admiral 35 33 8.71 8.27 0.79 0.197 Prairie-Butler-Camp 35 48 8.56 11.70 1.14 0.278 Ocean-Hope- Pawtiicket 37 51 8.97 12.28 1.22 10.292 Eddy to Edgewood 37 35 9.11 8.64 0.S3 0.206 Elmwood-Reservoir-Chalk- srone 41 39 9.75 9.26 0.93 0.220 Elmwood-Chalkstone-Roger Williams Park 47 11.75 Broad way-Elmgrove (now Elmwood) 31 7.55 Auburn- Camp 36 34 8.25 7.S4 O.Sl 0.186 B ro w n - -M athe \v son Xew Route Buttonwoods via Elmwood 32 31 7.45 7.12 0.74 0.169 East Greenwich 35 29 7.89 6.50 0.69 0.154 Riverpoint 31 28 6.66 6.12 0.67 0.146 Oaklawn 26 25 5.59 5.30 0.60 0.126 Cranston Print Works 40 38 9.61 9.12 0.90 0.217 Arlington 42 41 10.20 9.90 0.98 0.236 Union avenue 39 38 9.32 9.09 0.90 0.216 Dexter-Douglas 36 47 8.74 11.50 1.12 0.274 Dver Av. — Swan Point 29 40 7.11 9.73 0.95 0.231 Olneyville-Plain field Brook Olneyville-Plainfield Governor Hughesdale Thornton Hartford-Charles 36- Danielson Connection Manton avenue Centerdale via Manton Promenade Broad way-Rum ford Broad way-Phillipsdale Broadway-Turks Head Academy-Tatmton Centerdale-Esmond via Smith Pawtucket via Main and Garden Pawtucket via East Branch avenue Smith field avenue Woon socket Connection South Attleboro Connection North Attleboro Connection Attleboro Connection Taunton Connection Fall River Connection Riverside Report-City of Providence. .\uthoritv-Rhode Island Co. 40 2S 3S 10.08 9.55 0.90 6.22 5.90 0.64 0.227 39 37 9.58 9.09 0.88 0.216 32 30 7.52 7.23 0.71 0.172 39 37 9.08 8.61 o.ss 0.205 ■21 34-20 9.03-5.53 8.60-5.27 0.81-0.4S 0.205-0.125 38 36 8.08 8.57 0.86 0.204 26 25 6.23 5.91 0.60 0.141 32 30 7.20 6.83 0.71 0.163 28 33 7.53 8.88 0.79 0.211 29 40 6.78 9.28 0.95 0.221 28 38 6.59 8.96 0.90 0.213 28 32 6.37 7.35 0.79 0.175 39 39 9.78 9.72 0.93 0.231 0.140 37 32 8.94 7.66 0.76 0.182 33 24 7.90 5.72 0.57 0.136 27 26 6.62 6.28 0.62 0.149 20 10 4.47 4.25 0.45 0.107 38 36 8.24 7.86 0.86 0.187 22 16 5.4 3.64 0.38 0.0S7 30 28 9.07 6.43 0.67 0.153 42 30 9.91 7.03 0.71 0.167 49 43 10.40 9.04 1.02 0.215 29 28 6.61 6.33 0.67 0.151 32 29 8.20 7.53 0.69 0.179 22Q •0 o iJ n n ^ c^ u x-l'-'^.^ w 'P '=■?: E E'?x < OC ^ ^ ^* rr r^rr, a: o> c .nON , , V ^ -^ 'T r),^»-M On o> t^ "-• o; — OtI-TM — rf .. .. •• •• . o ._^ «!; OC NO 'O '^ ^ "~' ^• u - '5 to ="= > 1 u ^ o "ii-ji-: 4; "rt CTv •J3 3s 00 O OC o j: ^ o UI o) o 7^ » ^ ^ < "2 U-. 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No. of men canvassed 2912 238 505 (a)269 (b)398 394 Reported as walking 1500 75 113 84 Reported as riding 1412 163 505 135 259 Cranston Street 23 1 Washington Park 63 6 11 South Providence 105 11 75 15 6 20 Elmwood 60 9 4 6 93 Auburn & Eden Park 40 1 65 Arlington 35 5 Cranston 15 12 1 38 15 Smith Hill 7 4 4) Mount Pleasant 43 11 28) East Side 70 30 55 s) 65 North End — Branch Av. — ) Wanskuck 40 4 4) Eagle Park— Admiral St. — ) North Side 56 3 ) Eagle Park — Admiral St. — No. Providence (Smith st.) fin) 22 1 ) 11 No. Providence (Manton Av.) 15) 1 ) Smith field A v. 33 Saylesville. etc. 35 1 Buttonwoods line beyond Pawtxt. 28 3 3 4 Pawtucket 110 110 7 3 10 Johnston 9 5 Edgewood & Pawtuxet 37 2 6 18 E.Greenwich line beyond Auburn '2'> 8 8 54 Riverpoint Sub. 4 5 10 Manton 6 2 Olneyville 295 13 17 30 E. Prov. & Massachusetts 88 57 Cc)25 3 ) 13 Riverside, etc. 95 55 10 1) North Main street 3 1 Thornton 3 Oaklawn. etc. 4 1 9 Westminster street 5 75 Broadwav o 70 8 Federal Hill 34 Market Square (d)40 Uty 78 \\ alking distance 75 113 84 (a) 21 use steam road. (b) 55 " " " Report — City of Providence re) To Ingrahams ; Corners AuthoritN — Manufacturers. (d) Probable end of ride. 237 NOTE OX •• XEAR SIDE " CAR. '' Since the delivery of this report and while it was being printed, another moditication of the Prepayment Car known as the "Xear-Side"' car, has been placed npon the market and will be first used in Buffalo. While essentially equivalent to the other prepayment types, it dift'er* from them, in the use of a single platform at the front end, where both motorman and conductor are stationed, thus being suited only to single- ended operation. As its name indicates, this type of car is especially adapted to stopping on the near side of the street opposite crosswalks. In general, the recommendations of the report are equally ;ipplicable to this as to preceding types discussed. See Page 109. 239 INDEX TO TABLES AND PLATES. DATA OF RECORD. Tables In Appendix Page 3 — Analisis of ownership Rhode Island Company 213 2 — Income distribnition and other data, R. I. Co. for State 214 3 — Record of earnings and mileage. City and Union Division, 1893 to 1910 ■ 21c 4 — Street Railway taxes City and Union Division, 1893 to 1910, percentage gross earnings 216 5 — Earnings per capita — Rhode Island Co. system 217 6 — Gross earnings per mile of single track, City and L^nion Division 2IS 7 — ^ilonthly record of car mileage, 1907 to 1910 219 S — Svmimary of passenger counts at outlet throats 220 9 — Analysis of service at throats, 10-20-30-60 minutes 221 10 — Schedule of car equipment 222 11 — Average schedule speed, typical streets 22;i 12 — White pole stops, typical and average spacing 224 13 — Express service in force 225 14 — Schedule of car house capacity. 226 15 — Average loading time, terminal and route 227 16 — Relative car-flow of proposed rerouting plans 228 17 — Route record — car mile and seat mile ratios 229 IS — Summary of passenger counts by routes (6 sheets) 230-235 19 — Dead mileage by routes 236 20 — Winter schedule — headway, mileage, cars and seating capacity. 238 21 — Approximate destination of mill operatives 237 241 I'ii^urcs Curves ami Diagrams in Report. Page I —Growth of R. I. System tracks, cars and passengers, 1903 to 1910 33 :.' — Growth in popuhition of City and districts, 1875 to 1910 47 3 — ^Comparative growth of Bank Clearings, earnings and popu- lation, 1891 to 1910 52 4 — Comparative growth in earnings and trackage. City and Union Division, 1893 to 1910 54 5 — Estimated future earnings and tributary population, Rhode Island sysitem 56 6 — Analysis of law of growth of earnings and population (logari'thm.ic plot) City of Providence only 58 7 —Record of traffic, earnings and car miles by uniform months, 1907 to 1911 60 8 —Standards of service at outlet throats 64 c) — Financial operations of R. T. system, 1902 to 1910 68 10 — Growth characteristics, passengers and car miles 72 I I —Relative area served by 250 and 500 ft. stops 88 12 — Study of loading 'time with present vestibule 110 i:; — Photo-typical prepayment car folding doors aiul steps Ill 14 — Vehicle widths, average observations 147 1 5 — Typical vehicle traffic flow diagram 154 16 — Typical car transits, Dorrance street 162 17 — Rerouting plans for So. Providence cars 166 17-A — Plan proposed by Rhudc 1-land Cnmpan\- 167 17.p, — Proposed plan I)ase(l on ideal car •.•edistribution 169 17-C — 17-B Modified to better roach retail district 171 17-D — Proposed plan combining 17-A and 17-C 1"3 IS — Car mile ratios and % transfers by months 1907 to 1911 178 H, —Double loading curve of a through route, rush hour 186 20 — Study of reduction in speed with freciuency of stops 188 242 Drazi-iiigs and Maps in Supplementary Folio. Trackage map of district showing single and double tracks and location of turnouts Fare zone map of Providence district Population, density and growth of Providence district.... Population dot map of City of Providence Trackage map showing extent of Union R. R. Div. beyond the city limits Typical throat counts Time zone map of Providence district Transfer zone of Providence Clearance diagram for proposed car, single track, 40 and 50 ft. streets Clearance diagram for proposed car, double track, 60' St.. Studies in seating and platform arrangement, present and proposed cars Composite car plans, showing typical modern rolling s.ock. Composite step elevation. Providence and other cities.... Street vehicle clearance diagrams for various roadways. . . . Car-flow map of terminal district for rush hours Car-flow per foot width of street showing comparative congesition of thoroujrhf ares Comparative traffic and earnings by routes in 1910, passen- gers and earnings per car mile reduced to hr.sis of standard car Typical monthly traffic variation, by routes Typical route county XIX. -A. B.C. Car location map showing all cars at 6 p. m. also day and rush-hour headway of outlying lines XX. 243 PLATE I— TRi\CKAGE MAP— PROVIDENCE DISTRICT. Comprising all street and interurban trackage within the Providence Traction District Island Co.. but also of the Fall River, Taunton, Atlleboro. Danielson and Woonsocket named are foreign lines Double track is indicated bv heavy lines, similarly turnouts; building! proportion of double track, for a city so evenly settled as Providence is noticeable. only of the Rhode All but the last coded. The small II Showing, by shaded from the center of Providi to Oaklawn and Saylesvilli with 8 cents to Lakcwood. PLATE II— FARE ZONE MAP. ;. the limits of the present 5 cent fare lone, also 10 cent and 15 cent zones on rides Note how irregularly the 5 cent zone has been extended beyond the city limit, e. g.— omparcd with Phillipsdale and the long ride to Rocky Point for 10 cents, as compared Ill 3 PLATE III— POPULATION. GROWTH AND DENSITY. Indicating by wards or other minor civil divisions. 1st — the population in figures above tbe blocks and by the proportional area of the bloclcs ; 2nd — the growth from 1905 to 1910 by solid black portions of the blocks; 3rd— density in persons per acre in decimals and by shading; close spacing of lines representing dense areas and vice versa. Densities less than one person per acre are not shaded. Note comparative densities of ward 9 (Federal Hill) and ward 2 (East Side). Densities in other cities range as high as 1000 persons per acre (New York). The growth appears quite uniform throughout the city. .^^^ ^'<^ \-* + -^-. ■•/.•^ '. . • ^' u- IV PLATE IV— DISTRIBUTION OF POPULATION. Showing by means of dots (each representing loO persons) the actual distribution of population throughout Providence, based upon the 129 enumerating districts of the 1910 census. It accurately locates sleeping population. Note the uniform distribution with the exception of outer Smith street and the upper East Side. Only one center of congestion appears— Federal Mill. The absence of double track in manv sections of consider.ible density is notict-ablc. e g.— Manton and Branch avenues. Smith and Plainfield streets. Indicali,,. h>, .,,,1, ,S^'V^ V-L1.\1ITS OF THE UNION RAILROAD UIVISIUX. limits pr»Sllvcrrl«f,n/°,;r ^^tT ""'"'" P^^'i''^"" -"d "«W" 'h» "-nits o( the Uni< from the Union nivi=,;,„ ™t . !f "j."". Present 5 cent zone. All computations and data u! u,,o";'t crii°iV;'ri;v:wi'„,'n'r,*rinct";,ete;" " " "■'"'"■ '"™ "" "•^'' ""• *" ■ FEDERAL ST 1 1 \ ii ! u S 1 1 1 J 1 h 1 ' .- -4— ( 1 1 1 t: ill ' ii ! i 1 1 : i 1 i ' 1 ' 1 ._ L 1 1 1 1 i • ; ^^ u_. 1 J 1. !, I ,|! ji ll: I = i! i i i; 1 II 1'' i ! i i 1 ! • 1| i^^ 1 i i 1 1 1 . i ll II 1 i ii PLA1 • car loading at va inbound ; 2nd — hea- outbound trips of ading. Note irregi ;red inbound. I)ut n VI ?!=fL^ !-■ , --•--[- 1 . i , , ; »....=«.«. 1- Mil- --:zz 1 ]- i- ^ ^ "I± i gisi'g __ '■ ij !L ~ - ^:l._----_ |:Os::_J D.=-SgB "' ^ ~ J g" c g, 0* " "" ™" "^ '-fok:^ .._ - E 3|_2S.gH -- - -i^^™j==- - "iMf- ffsl!^ "■ \ \ '^'^ I"§si9 ^ . THRO;* s from the 3rd— seat passing th s and hea llllo r:Li4._i:: =-- |- |.... ■ ^i^.. 11 J iTD yiH " r,l^5. I-7 1 i „ ' _l_=s;; ■""] n ?^n" * r " ^^^-:--r|-: 1 1^0= --■ -■- - ■- Y *wM^ 1 Is-" ■ ■-- F .11 Fffl |i:.S^ i >|^r 11 -■-" - '" ^..^---%f=^ ^ 3 _ 3 =; 3 -^ [ "Jls !i 1? ■ — =: S If^-' filii ": .._j_L ^r... . im 1^ II inl -rf ' Dl VII J PLATE VII— TIME ZONE MAP. , . , Indicating by means of shaded contours the distance that is run on various hnes under the present winter schedule, within periods of 5. 10, 15 Minutes, etc., countinR from the down town terminus. The 5 minute zone is necessarily ir- regular, owing to different starting points being taken on various lines. Divergence of these contour lines indicates faster running speed and vice versa. Note that Riverside is reached in 25 minutes and Pawtuxet i tant from the city. I 35, both about 4% mile; VJII Indicating the limrts of the present transfer zone, i. e.. the territory within which passengers can transfer to other points of the city for a single fare, Inbound passengers boarding the cars outside of these limits cannot obtain transfers through the center nf the citv for one fare and vice versa. Note that these limits correspond to the city limits with few exceotions. c. g— East Providence and the Buttonwoods Express line on wTiich the transfer zone is extended to Warwick Avenue Junction. PLATE IX— CAR CLEARANCE— E ferhang of car when rounding a connec streets, i. e., for corresponding 24-ft. and he present bloomer car. Note that a 50 IX , 1 1 1 I \ \ \ \ \ \ \ \ \ \ \ \ \ \ ' 1 / // y ) / Kk i ^ 1 / / L/'" /\7V \ / 1 ' -^•, i I ^ _ ___![ ■-- "-> ^ 1 \^ //■ '^ \ / CLEARANCE-LAYOUT SINGLE TOACK COMECIING CUWE FWTVa nrrr foot streets •-.:=■■■ PLATE IX-CAR CLEARANCE— DIAGRAM FOR SINGLE TRACK. Showing the limiting curves of maximum overhang of car when rounding a connecting curve between intersecting single tracks. The street clearance^is shown by dotted lines for both 40-foot and 50-foot streets, i. e., for corresponding 24-ft. and 30-ft. roadways. A composite < the overhang of the proposed vestibule is less than the present bloomer car. Note that a 50-ft. street gives ample clearance and no curb overhang. o f<— PLATE X— CAR CLEARA^ or a 60- ft. street (36- ft. roadwa ms. By means of a short tang< ID smaller than for the present m. X • PLATE X— CAR CLEARANCE DIAGRAM FOR DOUBLE TRACK, his diagram is similar to Plate XI, except for a 60-ft. street (36-fL roadway) with two intersecting curves. Tlie composite templates show both Bradley nmer cars as compared with proposed platforms. By means of a short tangent on the connecting ctirves, cars are enabled to pass on curves, overhang at : avoided, and the clearance for vehicles is no smaller than for the present equipment. Note the necessity of wide vehicles stopping back of the street ;o avoid being crushed by the rear car platform. r^ )l5t«TS £5:6ruClN&lNCAR m w PUTFcftws PLATE XI— STUDIES •epaying cars, also proposed inches apart. Types "B", "C ■ enlarged for prepayment, leads removed, folding doors XI PLATE XI— STUDIES OF PLATFORM AND SEATING ARRANGEMENT. Showing six different arrangements for prepaying cars, also proposed and present Bradley platform. Type "F" represents the proposed Providence car for new equipment, having cross seats spaced 20 inches apart. Types "B", "C, "D". "E" show the present Bradley body with cross seats spaced 32". Type "A" shows the present car witli rear platform only enlarged for prepayment. Types "A" ami "B" are suilahlc only for singe ended operation, all other for cither single or double operations. All types have bulkheads removed, folding doors and lift steps. Principal exit forwartl and conductor at the rear using fare collector. /^ XII r XIII XIV L«igJ L&J ^rvj^ J L-ae fiSgfl J L^^^hJ _6d. UfeJ . 3^Rf>R,.Q iiaj tJMHjWjjj^ PLATE XIV— VEHICLE CLEARANCE DIAGRAM. Showing cross sections of typical Providence roadways also the requisite dimensions for accommodating various lines of traffic, both along straight or tangent track, and on curves. An average vehicle width of 7 ft. is assumed. A .50 ft. street will only accommodate comfortably single track and a 60 ft street double track. "^^Vo, V^— CAR FLOW MAP, T t cars throug-h the various I of running. Subdivisions detailed along the margir r interferences at street in XV '^ PLA'IE XV— CAR FLOW MAP, TERMINAL DISTRICT. DURING RUSH HOURS. Indicating the relative movement of street cars through the various thoroughfares of the loading district. The width of the bands is proportional to cars per hour passing. Arrows indicate 'the direction of running. Subdivisions of the (low were determined by grouping various car lines that follow the same routing through the business center. These groups are detailed along the margin by route numbers corresponding to the winter schedule. The actual number of cars passing per hour is given along each street. Car interferences .nt street intersections arc indicated by the crossing of these bells. n XVI PLATE Wl.-KKLATiVli ; ONGESTION. C\RS PER FOOT WIDTH OF ROADWAY PF-R HOl'R. difference in car traffic along various thoroughfares as compared Illustrating graphically the „ available width of roadway. This diagram is similar to Plate XV. except that the car flow is reduced of equal width of roadway. Compare for example Westminster Street and Broadway or Francis Str« diagram simply emphasizes the very unequal distribution of cars over the downtown streets. • I I I II I 8 I i XVII COMPARATIVE RECORD OF TRAFFIC BY ROUTES 1910 PLATE XVII— RECORD OF COMPARATIVE TRAFFIC AND EARNINGS BY ROUTES— 1910. Presenting a graphical comparison of tlie i<.-tal pas-sengers and earnings of individual routes for the year. Paw- tucket and Pawtuxct traffic has been grouped for convenient comparison. It will be noted that the Edgcwood and Pawtuxet traffic is the heaviest of any single route and Riverside, Crescent Park the next heaviest, Transfer business is indicated by the open spaces, i. e., difference in height between passengers and earnings, the scales having been chosen for this purpose. This diagram also shows by means of the light lines the total passengers and earnings per standard car mile. i. e.. actual car mile ratios have been reduced to a set mile basis, assuming the standard car of 42 seats. Dotted lines in- dicate !I0 c. per car mile, which has been used as a basis of computing service. Nearly all of the through routes and most ni ihe suburbans earn over 30 c. per standard car mile. = > - i < a £ a u z - , c > z / / [; ^ / / J. / 4 / > \ s ^^\ \ = V \ /a \ \ i \ \ a < a 3 a s c c c ' o J1 r-^- 5 "^ '""11 i = c 5 Z ^f ^ / ^ ■1 Js 3 ; I < g § § ^ 1 '- - IZ '7i Li. d 'a c XVIII ^^ = lorrU »kprlp.»h-(frjrT = 1 1 — — ' — — r liOOM , |nrrpn t|iPMPAW|nii , , . 1 — , — - aaoot) 5 E3 1— ^y^ EO 1 el E3 Ei E 1 : ^""t"t-^ tST ( RCVlfcENck ■nm / \ _P^ , ^^ ^ ' innn-v" ■ / "v " ^ \ r. .» r: r= =3 Ri /tpi ^ tC(^=C' NT 1 ARK — ' 1 — — OClf ™|T-, ROAI ■ 1 U^ \ Aum. 1 ■^ \ aajjQfl. ' / ■Vip^ L^ ,/ N \ ■y> \S ' SjS, ^ OS E3 5— HJ srr [y-S- E-K rs r— iS TT, ^ I J . .L . tzl tJL U-CC .-in _J ILJ. Zii f .ILI U — — Tni jrn^nN — — ' — — — — — ;^ E^ ^ ^ ^ r-rs; — — z: zq zn tz: =j ^ ^ — =j — 2£ — 1 — 1 ^ — ■infii), „ ^, ■■ , ■■ „, „ ■ 1 — n • — mn- ^^^^^ — -7 \sr :.RF NWll-H — — , — ' >— -V* ^ ,, 1 , _ ^^ ■ — , ~ ==-- 1 - — ■ =^-J — — ' — - nr*: , — — ^ — — — , — 1 _ — U- =— ' — ' ■'s;:^ 7^ — ' - TTKF mr firTTr rntr fT-ff rT,»jH .ai,|.»,l BUT roNv 000 5-B 0«0 / — \ ■t''-^ ^ ' ■' \ — / ■^ N — us- ails " — . ri. » r 11 »n„. tr n: .«<..< i"lli t .III ,t w™, CO VI BIN ^ ^ ftm iCKE T Ut L5 "^^ "^ ■o^ A5H N6Tt NPAIK ^ ?' „*■ •/ ■^ \ / / / \ - \ ^ J& J ^ ^ / 1 \ ^ \ J iii \ / -~~. N „H , / \ / \ ^ ^ j^? ~ n > ,5,0 r» , ,x. ,'?^ I, ^ BT n r . n M - fl Bl 0A0\ AY- LMG WE Ell M» ID- LMG WE / -^ y s / SJS! !!i- \ y \ ^ ^ — s [^ = — 3 = ^ •^ =1 — — = : — - — - -— — — — r« r~H rs — bTS iZ« LJli z:ki PLATE XVm— TYPICAL MONTHLY VARL\TION IX TRAFFIC AN'U SERVICE. These diagrams have been selected as typical of the characteristics presented by the various routes of the system. Traffic is indicated by total passen- * gers, and service car miles. In addition to the complete vearly cycle of change, tliree months of 1911 have been included in order to mdicate whether the operation of the system subsequent to the agitation of December has differed materially from the corresponding months of 1910; this does iiot appear to be the case. In general, car mileage should vary with passenger traffic and a sharp divergence of the two curves indicate poorer service and vice versa, for example— Broad-Washington Park as compared with Park .\venue. However, the additional seating capacity of the open cars makes somewhat less car mileage necessary during the summer, hut sharp changes from month to month are clearly a measure of service. The (impany appears to have followed traffic variations very closely throughout these seasonal changes, but in some instances have retrenched too much m car milcacc. f.r cxamr.U-,— on the Paw- liickel lines. Note that the change from Broadw.iy-Eimgrove to Elmwood-Elmgrovc has resulted in increased traffic. 1 1 -S -i-)^ *2 il 1 'ifiift -- -— „ __ 1 . i I ' — __ — _ — Mdt ^ ^ — _— L _ q L^.^ £ XIX, A— TV PIC.' le of stops, passeng ading characteristics particular trips are cy of service. The 1. Standing 6^^ mi jle. Trip represent; long haul route. S lad curve superimp< XTX-A PLA I iL XIX, -X— TYPICAL PASSENGER COUX T Complete graphical record of speed, time of stops, passengers entering and alight These loading curves indicate the peculiar loading characteristics of each in the report. To determine whether these particular trips are representative, the trip eating general variation in traffic and frequency of service. These day trip < ^ Oaklawn. Typical long haul local run. Standing 6% miles. Loading 235%. Most of the standing load drops off at Knightsvillc. Delays seconds at Print Works. Speed below schedule. Trip representative of the three rush hour trips. Centerdale v-a Smith Street. Another long haul route. Standing for 5 miles. Delays 4% Loading not imaximum. Short haul tripper load curve superimposed upon long haul HY INDIVIDUAL KUU I E TRIPS. )assenger load, delays, and the average length of ride during rush hours. and have been selected from 75 similar counts to illustrate various features discussed ds reported by conductors for the entire day have been appended, indi- plotted from schedule running time, not from actual time run, so that the r PMI APRIL £ 83 PEI NM 5? LEM r>« «.. , 1 1 1 '1 1 , ! ; j, 1 ' 111'] ,, H pi, 1 1 1 1 PLATE XO Ivily loaded li dinar load disa peed somewha ilight trip just nd night, juble load fror tided for some XTX-R ,., S! r."' >' -r n --..- , .!l_=l ^j :3»*^ S^'~ ~ -III r -'',. *, ^ ^ - .4- > -- p4 ^ -tJ- ! 1 .'i jIji, L UJLlIlL SI 'i i 1 1 H- Ifp k pj- „j^ ^ji ^ - '^7=' ;=» £ t ^ i i g?^ sd ^-——-- -'- ''^- s r» -^ — I Iri! T ►-■^ jts — — ^a g ^ ^ ^ III ii .1 ^11 1 _L ;2l' 1 it- i!^ 1 ^ i «rf 3 =1 i 5 1 _ "™#l^f"LLLLL II 1 II rm •EU.^^ i?"' ^ "~^ "U * f^ C" "• "" ! 1 2 ™ .^ ««, «, ,3 EI. i^diLi:: ^5fi ■„,±,rfn,i,iijiiHtnii,ltiMilll-llllll;ti4il-rl4^^ IHPIPIP JU-L4I-I Ull'|i-L|!'"'Jl;m:: '■':'- .s|i"& 1, ,. .-£ ^■^- .^ J^ ^ iiiiW fflUl" ->-_ ' — — \ — »*' J 1 ;>»* •■ , ^ ^ ir li lilLn 1 1 li i, ,? sl 1,, llli ^ 1 _ ! — 1 ,1 — — r - ~ — — Tlffl S tf — ' — — ' j — ill 1 1 < ii CJLLi II ill ll QfflDTII 1 1 ll ll II 1 1 - w hi M ' "l 1 1 , -1 „. -y PLATE XlX-ll— TVnCAL. KTC.-SAMli AS ON PLATI- XIX, Chalkslone Ave. A short haul but heavily loaded line rmite. lOH itiiimtcs delay at turnouts. Speed far bcl run a distance of 2 2-3 miles. Note that standing load disappears at Davis Park, which suggests short haul trippers. Elmwood Ave. A rather light trip. Speed somewhat below schedule. Inbound evening rush hour trips appear to be the heaviest Academy Ave. An example of a very light trip ju; hour loading on "this line heavy both morning and night. This lir the end of the trip. This indie C ! Ml' 1 T 1 ->-l ! 1 1 1 1 1 >«.^ K- I 1 1 1 1 p a.TB< 1/ J — 1 1 L O \\ 1 ""T ■- - -T- In, i '" 1 \ ' \ ^ 1 1 ^- \ i fl^l \ • "^ 1 \ ^\ - -- H ■ \\ 1 ' .-- \ ' V -- 1 L h , \ L ■ -■ ■ ^:rT -=t^^ i pLA.ri- xix-c— •|^■^ xpress route, making go< an express route. Note mly as far as Lakewoodl le heaviest line of trafficj ard incomplete, brut suffi al route, forced to carrj f only 77%. i. e.. maxin XIX-C 1 ^^ EC fwio-cAMij *8bW. ^ -.:--- "" ^:: ;;: : -'- - .■^=?s '-;; ^-- -"' =:■;. . J ^IS^fs^ s-' =Sr -j- -:'l >^ *:: "„., ,. =^'i- rfer ",'.•<•" ';^ -- ■^ :f= ' 1^ "^ 'M «^ ^ ' ' 1 ill li 1 ,1 In, III k. ,ii 1 1 III r ni, ' ifl 1 II ll 1 mmm Ml m MIL 1 It L -J ■ imnll , P|j11'H'M(;||j. J| 4'W'i'i' ra|,v;. lli 1 III ' ^ r -p 1 t .1 i" 1 1 1 1 1 Edgewood Express. Typical shoi Note that practically all of the load originates within the terminal loading districts. Tht- average Lakewood. On the day cards the Buttonwoods via Elmwood trips were also shown, of the heaviest line of traffic in the city. Represents a very fair standard of loading. Stiinding— 57% continued for 2% _^ Day card incomplete, but sufficient tripsare plotted to indicate the octremely heavy traffic < Hughesdale. An example of long haul local route, forced to carry local t at Olneyville. This results in a load factor of only 77%. i. e., m doiible loading. Speed 'below schedule. liles. Biittomt'oods via Broad. Typical suburban express i /as not obtained, as the count was carried only J Edsewood-Pawtuxet. Typical cur Speed somewhat below schedule. This curve shows plainly the double loading occurr mly 77% of the total fares registered on the trip, du' C XX PLATE XX— DISTRIBUTION OF CARS AND HEADWAY. Black dots indicate the schedule position of cars throughout the system at 6 P. M., winter schedule, these cars being coded according to the car house from which the> originate. The excessive congestion within the business district is apparent and the heavy car traffic down town evidently gives no indication of the car distribution on various radiating lines. Numbers indicate minimum regular headway for normal and for rush hours. Headway for ling speeds. o >ag [7^ d to pass va I of the vark ice of throug XXI A graphical record of seats scheduled to pass lUtes may be had by comparing the width of the vi I the report and also the relative importance of thrr PLATE XXI— SEAT FLOW MAP OF SYSTEM— RUSH HOURS, various points on all lines during the rush hour. An exact idea of the relal rious lines, which is proportional to the seat flow. This map shows the nine neh rnutcs. these nnly hcini^ slunvn within the dnun town circle. r A 000 018 047 1 UNIVERSITY OF CALIFORNIA LIBRARV Los Angeles This book is DL'E on the last date stamped below. REC'l) LJ^jRL Form L9-Series 444 Ti ms>^ ^sa^: K^