P HE
4-4-91
f
THE TRAFFIC OF THE" 'SOBWAY
OF THE
Interborcugh Rapid Transit Company
of New York City.
SUBMITTED TO THE
PUBLIC SERVICE COMMISSION
f=OR THE FIRST DISTRICT OF THE STATE OF NEW YORK
BY
BION J. ARNOLD,
Special Consulting Engineer.
REPORT No. 6,
December 31st, 1908.
PUBLIC SERVICE COMMISSION,
154 NASSAU STREET,
NEW YORK CITY.
[Form 2125] [looo— D '08 (B)]
'n 7X6 2. a-
MARTIN B. BROWN
* PRESS*
NEWW'YORK
LETTER OF TRANSMITTAL.
New York, December 31st, 1908.
Public Scrz'icc Coiinnissiou for the First District of the State of Nczu York, 154 Nassau
Street, New York City :
Gentlemen — I have the honor to submit herewith my report upon "The Traffic
of the Subway," this being the sixth of a series of reports which I have prepared
for you upon the present Subway of the Interborough Rapid Transit Company.
This report contains the results of studies of the passenger and train movements
which have been made from time to time in the preparation of the reports I have
already submitted covering the safety, the comfort and the capacity of the present
Subway. Parts of this report might have been issued before, but it has been thought
best not to submit the traffic data used in drawing the concUisions reached in my
other reports until they could be combined into a comprehensive record.
This report, therefore, shows a record of the traffic in the Subway as I found
it a year ago; shows the results of the improvements that have been made during the
past year and indicates the benefits that may be expected if other possible improve-
ments are finally carried out.
This report also shows the advantages that are being enjoyed by the citizens of
Greater New York as a result of the operation of the present Subway. To design,
build and operate an expensive system of subsurface transportation furnishing facili-
ties for a 1714 miles continuous ride at high speed through the heart of a crowded
city, and underneath a broad river, for one five cent fare is an accomplishment which
appears more creditable as the difficulties of duplicating it become appreciated.
The information in this report emphasizes the fact that has already been pointed
out,— that one of the most serious defects of the present Subway is its lack of over-
load capacity; that is, its inability properly to carry the peak load traffic which must
be handled twice each business day. In the building of future Subways this defect
should be remedied, and in the operation of the present Subway every effort should
be made to increase the carrying capacity during these rush hour periods.
During the past few months the carrying capacity during rush hours of the ex-
press tracks of the Subway has been increased about 10% by changes in the signal
()80860
system, and of the improvements that will further increase this capacity there still
remain to be carried out the following:
I. — Additional doors in each side of each car. (Now being installed on experimen-
tal trains.)
2. — Speed control signals at the approach to each express station. (Now being
developed and in operation at one point.)
3. — The elimination of the 96th Street crossover and the introduction of reservoir
tracks at this point. (Now under construction.)
4. — The running of all express trains to Brooklyn by providing a shuttle train ser-
vice between Bowling Green and South Ferry. (Necessary changes to accomplish
this now under construction.)
5. — The adding of an additional car to each express train during the rush hour
periods.
6. — The adoption of an automatic coupler so that trains can be quickly made up
and broken up at intermediate points to save dead car mileage.
Much has been said in regard to furnishing "a seat for every passenger." With
the present Subway there are more seat miles operated each day than there are pas-
senger miles traveled, and therefore, if the passenger movement could be made to
coincide with the seat movement, there would be a seat for every passenger and
some seats to spare. However, as the passengers cannot be expected to travel to fit
the convenience of railroad operations, unremitting efforts should be made to move
the seats coincident with the passenger movement. In adopting a method of regula-
tion for the future car movement of the present Subway upon a basis which will not
be unjust to the Subway company, my recommendation is to divide the probable num-
ber of passengers by a constant determined as shown in the report, in order to
establish the number of car miles that should be run, and then prepare a schedule
calling for thi^ number of car miles so distributed as to carry the greatest number
of seated passengers.
Respectfully submitted,
(Signed) BION J. ARNOLD, Consulting Engineer.
THE TRAFFIC OF THE SUBWAY OF THE INTER-
BOROUGH RAPID TRANSIT COMPANY
OF NEW YORK CITY.
The system of transportation which is popularly known as the New York Subway
is a rapid transit railroad in the Boroughs of Manhattan and The Bronx with a re-
cently opened extension to the Borough of Brooklyn. Fully 75% of this road has
been built beneath the surface, where its operation is not interfered with by the con-
gested street traffic and its technical success during the three years a large part of it has
been running demonstrates the practicability and desirability of a subsurface system of
transportation under the conditions existing in New York City.
Location. ,
Plate I, showing the location and configuration of the routes, indicates that the
part of the line serving Manhattan and The Bronx roughly resembles the letter "Y,"
the base of which is located at the southern extremity of Manhattan Island. The
branching occurs at 103d Street and Broadway ; the end of the westerly branch being
at 242d Street near Van Cortlandt Park, and the end of the easterly branch at i8oth
Street and West Farms Road near Bronx Park. The Brooklyn division extends under
the East River at nearly right angles to the stem of the "Y" serving lower Manhattan
and ends at the intersection of Flatbush Avenue and Atlantic Avenue, Brooklyn, con-
venient to the terminal station of the Long Island Railroad.
In general the districts served by the Subway may be classified as follows:
I. — Brooklyn Terminal at Flatbush Station of Long Island Railroad.
2. — Business and Civic Center of Brooklyn.
3. — Ferry connections at South Ferry Station.
4. — Business District in the vicinity of Wall Street.
5. — Brooklyn Bridge Terminal and City Hall.
6. — Shopping Districts at 14th Street and 23rd Street.
7. — New Yark Central and Suburban train connections at Grand Central Station.
8. — Theatre District at Times Square.
9. — Residence District, upper Manhattan and Harlem.
10. — Van Cortlandt Park.
II. — Residence District, The Bronx.
12. — Bronx Park.
To serve the demand for transportation by means of the Subway, a combination
of local and express service has been provided whereby the local service in addition to
carrj-ing passengers fronv one local station to another local station acts also in a col-
lecting and distributing capacity for certain points along the route, between which
points a more rapid transit can be obtained by means of the express service. This
transfer privilege is one of the distinguishing features of the New York Subway.
To carry out this idea, that nortion of the system represented by the
sten: of the "Y" is operated for the most part as a four-track road, the two
inner tracks being operated as express tracks, tlic two outside tracks carrying the
local service. An extension of this idea has been put in operation on the westerly
branch of the system, whereby an express service in a downtown direction in the
morning, and in an uptown direction in the evening is obtained. This is accomplished
by using a third track between 137th Street and 96th Street during the morning and
evening rush hours for an express service in the manner just indicated. The points
or stations between which express service is given arc Brooklyn Bridge, 14th Street,
Grand Central station, 72nd Street and 96th Street, and in addition at 137th Street
as noted above.
Plate II shows the relative distance between stations and the disposition of the
tracks in detail. From the Brooklyn Bridge station to 96th Street station the line
is four-tracked. On the Broadway branch (including 103rd Street station) there are
three tracks to 145th Street, then two tracks to Dyckman Street, then three tracks
again to Bailey Avenue. On the Bronx Park or Lenox branch there are two tracks
to Brook Avenue, and from that point to Bronx Park (180th Street) there arc three
tracks. On the Lenox Avenue spur to 148th Street there are two tracks; on the
City Hall loop, one track; on the Battery Park loop two tracks. The Brooklyn
extension is a two track line through separate tubes under the East River to Borough
Hall and practically a four-track line between Borough Hall and Atlantic Avenue.
Liberal provision has been made in planning the line between Borough Hall and the
end of the Brooklyn extension to take care of future extensions and connections.
In IManhattan there is a storage yard under Broadway between 137th Street and
145th Street on the Fort George branch, another on the surface at the end of the
Lenox Avenue spur, Lenox Avenue and 148th Street, and a third on an elevated
structure in The Bronx at Boston Road and I78tli Street. There is a repair shop
and inspection shed on the surface adjoining the Lenox Avenue spur at Harlem
River, near 148th Street, and an insocction shed at the storage yard at Boston Road
and 178th Street.
Length of Line.
The following table shows the shortest distance by way of the Subway lines
between Brooklyn Bridge and 96th Street; between Brooklyn Bridge and 242nd Street,
Broadway line; between Brooklyn Bridge and 180th Street on the Lenox Line, and
from Brooklyn Bridge to Atlantic Avenue on the Brooklyn extension. The total
length of the Subway system is 25.8 miles.
Table I.
Length of Road, Conparcd zvith Shortest Distance.
Straight
Subway. Line.
Brooklyn Bridge to 96th Street 6.43 miles 5.84 miles
Brooklyn Bridge to 242nd Street I4-I7 " 13-32
Brooklyn Bridge to 137th Street 8. 55 " 7.87
Brooklyn Bridge to 180th Street 13.46 " 11.08
Brooklyn Bridge to i4Sth Street 9. 45 " 8.18
Brooklyn Bridge to Atlantic Avenue 3.25 " 2.43
This table shows the shortest distance in miles from Brooklyn Bridge to these
same points, and therefore indicates the extent of the diversion of the Subway from a
straight line.
If the Subway had been built down Broadway from the Times Square Building
to 14th Street instead of being diverted down 42nd Street to pass by the Grand
Central Station, about ^s of a mile would have been saved in the length of the line
from Brooklyn Bridge to upper Manhattan.
On the other hand, if the Lenox branch could have made connection directly with
the Subway at the Grand Central Station instead of being carried west to Broadway,
all of the Lenox passengers would have saved nearly one mile's travel each way be-
tween Brooklyn Bridge and The Bronx.
In addition to the larger diversions of the road, there are many small curves
which not only add to the length of the. line but also reduce the possible speed that
could be economically maintained. Fully 25% of the total length of line is upon
curves, the least radius of curvature being 147 feet. Upon the approaches to the
tunnels under the Harlem River and East River there are grades of 3% and this is the
maximum grade to be found in the Subway.
The longest continuous ride in the Subway without change of routes is from
Atlantic Avenue in Brooklyn to 242nd Street — a distance of 17.5 miles. The longest
continuous ride on the Manhattan elevated system is one of 14.6 miles on the Third
Avenue Elevated line and the longest contintious ride without transfers on the surface
lines is 12.3 miles on the Third Avenue line from the Post Office to Fort George.
Variations in Yearly Traffic.
In order that a comprehensive idea of the magnitude and growth of the passenger
traffic of the Subway may be obtained, the data of Table II, shown graphically in
Figure I, may be studied to advantage.
Table II.
Comparative Passenger Traffic by Years.
Tickets
Period. Sold.
*Oct. 27, 1904, to Dec. 31, 1904 16,241,869
Tan. I, 1905, to Dec. 31, 1905 116,209,313
Jan. I, 1906, to Dec. 31, 1906 I49>778,370
Jan. I, 1907, to Dec. 31, 1907 182,559,990
Jan. I, 1908, to Dec. 31, 1908 220,991,212
* The date the Subway was opened to traffic.
ZZ6. 000,000
21 0,000,000
I 92,000,000
|6S,000,000
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I FIGURE 2.
Comparative Passenger Traffic by Months.
Subway and Manhattan Elevated Roads.
The subway traffic has been steadily increasing. This diagram shows the comparative falling off
of patronage during the summer months of the Elevated and the Subway lines.
lO
Traffic By Stations.
The yearly ticket sales for the years 1906 and 1907 at the different stations are
shown by Figure 3, the lightly shaded sections showing the sales for 1906 and the
black sections representing the increase in sales during the year 1907, tlic distance
from the base line to the top of the black sections thus representing the sales for
1907. This diagram represents at once therefore not only the relative ticket sales at
the various, stations but also shows the stations at which the business is increasing
the fastest; for instance, it will be noted that the business at the Times Square
station is increasing more rapidly than the business at the Grand Central Station,
making it probable that the Times Square station may soon handle as many pay
passengers as those who nozu purchase tickets at the Grand Central Station.
To show the geographical distribution of the Subway patrons, the relative ticket
sales at various stations have been shown by means of circles upon the map, Plate II.
This map indicates at once that the Lenox branch is much better patronized than
the Broadway line and attention is at once attracted to the fact that the stations at
the out-lying ends of both branches show comparatively the least number of ticket
sales.
The opening of the Brooklyn extension to Borough Hall station on January ist,
1908, and to Atlantic Avenue on May ist, 1908, has decreased the number of ticket
sales sold at the Brooklyn Bridge station by over 20% and at the same time has
increased considerably the ticket sales at Bowling Green, Wall Street and Fulton
Street. From present appearances the ticket sales during the year 1908 will be about
3,500,000 at Bowling Green, 10,000,000 at Fulton Street and 7,000,000 at Wall Street and
these figures have been shown by the dotted circles at the respective stations in
Plate II. The total increase in ticket sales at these three stations will show an
increase of approximately 5,000.000 tickets during 1908 which will offset the falling off
of ticket sales at Brooklyn Bridge. As a result the entire ticket sales on the Brook-
lyn side of the tubes under the East river may be taken as the measure of the in-
fluence of the Brooklyn extension on the earning power of the Subway. As near
as the earnings can be estimated at present the ticket sales at the various Brooklyn
stations after May ist, 1908, will be at about the following rates per year:
Borough Hall 7,500,000
Atlantic Avenue 9,500,000
Nevins Street 2,500,000
Hoyt Street 2,500,000
— or a total for the Brooklyn extension of 22,000,000 passengers per year. The
passenger traffic to and from Brooklyn is a fortunate addition to the Subway business
as a large portion of the Brooklyn passengers ride a comparatively short distance and
in a direction opposite to the Manhattan load tending to use more effectively the
return cars and thus cut down the proportion of empty seats.
II
??500 OOO
eioooooo
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This diagram
the "West Farms
districts.
FIGURE 3
Yearly Ticket Sales ,'i.v Stations by Years.
=ho\vs grar.hically the relative patronajJe from llie stations on the "Broadway" and
branches and indicates the small amount of patronage served in the outlying
12
Monthly Variations in Traffic.
Figure 4 shows the variation of ticket sales from month to month, which sales
may, for the purpose of this report be taken as a measure of the passenger travel for
the periods in question. The curves show a characteristic variation throughout the
year, the lowest values occurring during July and August of each year and the highest
during December.
Table V shows the percentage relation of the lowest and highest monthly values
to the average monthly value for the corresponding year, and the ratio each year be-
tween the maximum month and the minimum month. It will be noticed that this
latter ratio is decreasing; that is, that the falling off in patronage during the summer
months is less evidenced each year.
Table V.
Showing comparison of number of passengers during month of heaviest travel
and month of lightest travel with average travel :
Year
Monthly
average
Lowest
month
Percentage
of monthly
avera.yc
Highest
monlh
Percentage
of monthly
average
Ratio of
maximum
month to
minimnm
month
1905 9,684,109
1906 12,481,530
1907 15,202,000
6,070,908
8.555. 795
1 1,550,000
62.77«
68.67%
76. %
13.704.570
15,609.516
I 7.7iO.00O
141.5 Vo
125.1%
1 16. 8%
2.2s
1.82
1.58
Figure 2 shows the number of tickets sold each month during 1907 and 1908 in
the Subway system and also on each of the four Manhattan Elevated lines for the
corresponding months. This diagram indicates plainly that the decrease in the traffic
of the Subway during the summer months is much more marked than the decrease in
patronage of the elevated roads during the same time. Some of the patrons of the
Subwa}^ leave the city for the summer months while many other passengers who regu-
larly ride in the Subway prefer the elevated and surface cars during the summer.
While the Subway does not get its proportion of passengers during the summer
months it more than makes up this loss in the winter months when riding in the Sub-
wav is more comfortable than in the surface or elevated cars.
Daily V.vriation in Traffic.
Information with regard to the daily variation in trafific has not been shown as the
ticket sales cannot be considered a measure of the number of passengers carried, since
many persons acquire a small stock of tickets for convenience, thus apparently in-
creasing the day's traffic. The effect of such practice on the apparent volume of
traffic when considering periods of more than a day, however, is minimized to such an
extent that it can be neglected. As a matter of general o])servation, it may be stated
that the lightest traffic occurs on Sunday and the heaviest on Monday, the latter being
due to the travel of shoppers attracted by the advertising in the Sunday papers.
13
2 2.0 00.000
eo.ooo.ooo
I e.o 00,000
I 6,000,000
M.000.000
49a€-
_j 12.000.000
(0
h
y 10,000,000
laasl
Q 8.000.000
OH
u
(0
D
< E ^
FIGURE 4.
Ticket Sales by Months for Years 1904 to ic
14
At the present time the Subway is carrying from 650,000 to 750,000 passengers per
day. At the time of writing this report the heaviest record of ticket sales for one day
was 886,000 on Monda\', December 21, 1908.
Upon Sunday the traffic fluctuates between 350,000 and 450,000 passengers per day
except in bad weather.
Daily Schedules.
Upon ordinary week days the cars and trains are run upon pre-determined sched-
ules. These schedules, as at present operated, dispatch the cars from five different
points and the following table shows these routes together witli the length of each
route, the number of cars each way each day from each terminal, and the total length
of time required to make a trip in one direction from one end of the route to the
other.
TABLE VI.
Details of Train Schedules.
Broadway I-ines —
Local from 137th Street to Brooklyn Bridge....
Local-Express from 242d Street to South Ferry..
. Local-Express from Dyckman Street to South
Ferry
Lenox Avenue Line —
Local from 145th .Street to Brooklyn Bridge....
Local-E.xpress from i8oth Street to Atlantic Ave-
nue, Brooklyn 17-52
Minimum
Total
Length
Cars each
number of
time to
of route
wav each
cars to
run one
in miles
dav
maintain
way,
schedule
minutes
8.55
Q54.
90
.3.3
15.16
840
104
47
12.68
741
96
38
9-45
1,020
125
37
17-52
1,726
278
50
The running or schedule time of the trains upon the various routes is shown by
Table VII. These time cards only show the time for four routes, as the Dyckman
Street Broadway express uses the same time card as the express leaving 242nd Street
with the exception of the Sy^ minute interval required to run from 242nd Street to
Dvckman Street.
TABLE VII.
Time Cards.
From
To
Time
Broadway —
Local . . .
137th St.
96th St.
7 minute-
96th St.
72nd St.
4^ "
72nd St.
Grand Central
7
(jrand Central
14th St.
6
14th St.
Brooklyn Bridge
8/, "
15
From
To
Time
Broadway —
Local-Expresses.
Lenox Avenue —
Local
Lenox Avenue —
Local-Expresses.
242nd St.
Dyckman St.
96th St.
72nd St.
Grand Central
14th St.
Brooklyn Bridge
Dyckman Street
96th St.
72nd St.
Gran4 Central
14th St.
Brooklyn Bridge
South Ferry
8]/2 minutes
3
5
4 "
4
5
47
145th St.
■ 96th St.
96th St.
Brooklyn Bridge
II "
26
37
180th St.
96th St.
Brooklyn Bridge
96th St.
Brooklyn Bridge
Flatbush Avenue
23 "
16
11 "
Actual Time as Compared with Schedule Time.
Many observations have been taken of the time actually required by the trains
to make the various runs in regular service. Under normal conditions and in non-
rush hours, the trains are generally on time showing that the time cards are not
unreasonable. At the beginning of the rush hours, the trains keep up to their schedule
■satisfactorily, indicating that even with heavy loads the motors are sufficiently large
to maintain the speed that is necessary to make the trips on time.
As soon, however, as the rush starts in, the trains are held longer at the plat-
forms, the delays begin to accumulate and a general congestion of train movement
spreads along the line, particularly in that part of the system between 96th Street
and Brooklyn Bridge. The individual causes for the various delays- to which the
trains are subjected during rush hours have been pointed out in detail in other reports.
■One record of the effect of these delays on the train schedule is shown graphically
by Figure 5 in which the ."schedule time is shown in comparison with the actual
time of several north bound express trains running between Brooklyn Bridge and
96th Street.
The distance between these two stations is 6.43 miles and the regular running
time from a start at Brooklyn Bridge to and including a stop at 96th street is 16
minutes. This results in a schedule of speed of 24 miles per hour if a 40-second station
wait at 96th Street is included and 25 miles per hour if the time is counted from the
time the train begins to leave the Brooklyn Bridge platforms until it comes to rest
at the 96th Street station.
The prolonged station waits at the express stations, particularly at Grand Central
station, however, and the delays due to the cross over at 96th Street, during rush
•hours and the consequent congestion due to the signal system cause constant
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DiAGHAM OF KCSH IIoiJR SCIIEDUL,'! (EXPRESS RUNS).
S/ioM'!"g Actxtal Time Compared u'ith Time Table.
Solid lines show actual running times as found from tests made December i8, 1907. Broken
line shows running time as per time table.
1/
delays which rapidly accumulate until the actual running time from Brooklyn
Bridge to g6th Street sometimes amounts to 21 minutes as shown by the
diagram. The average speed of these delayed express trains is thus cut from
25 miles per hour to 18 miles and less per hour just at a time when the delays affect
comparatively the greatest number of passengers.
Recent observations show that the improvements whicli have been made in the
signal system have removed some of the causes for delay, and that the express trains
are often moved during rush hours between Brooklyn Bridge and 96th Street at an
average speed of 21 miles per hour, corresponding to a delay of about 2'j minutes
behind schedule time, instead of a delay of 5 minutes as indicated above.
At the same time the express trains are being delayed a corresponding delay
is taking place as a rule in the local service. The running time for the local trains
between Brooklyn Bridge and 96th Street is 26 minutes, corresponding to an average
speed of nearly 15 miles per hour. This run, however, during rush hours usually
requires from 28 to 30 minutes, thus cutting down the average speed of the local
trains to about 13 miles per hour, except during non-rush hours when the schedule
is ordinarilj^ maintained. The delays in the local service are due primarily to the
prolonged station waits at the transfer stations.
Graphical Record of Train Movements.
The trains are started from the various termini upon headways which vary from
time to time during the day, and the number of cars constituting each train also
changes once or twice during the day, an effort being made by these changes
to reduce the number of cars operated over the line as the passenger traffic
falls off during the non-rush hours and to send as many cars over each route as
the capacity of the Subway will admit during the rush hour periods.
Since I have been making a study of the Subway four different schedules have
been in operation ; it having been necessary- to change the schedule which was in opera-
tion during the Winter of 1907 to a new schedule upon the occasion of the opening of
the Brooklyn extension to Borough Hall on January loth, 1908, and again the
schedule was changed when the Brooklyn extension was opened to Atlantic Avenue
on May ist, 1908. The last schedule was put in operation December i, 1908.
Three schedules have been plotted graphically as shown in Figures 10 to 14
inclusive. Each of these diagrams shows :
1st — The number of cars in each train ;
2nd — The headway in minutes between trains at different times of the day;
3rd — Resulting cars per minute leaving any given terminal.
The results of the first schedule have been indicated upon the charts by a heavy
line, the results of the second schedule having been shown by a line shaded in one
direction, and the results of the last schedule indicated by a light line shaded in
another direction, as shown by the key.
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FIGURE 6.
Graphical Record of Daily Schedule.
Broadway Local Line from izyth Street to Brooklyn Bridge.
These charts indicate that very little change was made in the operation of the 137th Street local
trains. The last two schedules call for the 5-car trains to be continued untfl 8:10 p. m., whereas
the first schedule reduced the length of trains from 5 cars to 3 cars about ; : 00 i>. m.
19
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FIGURE 7.
Graphical Record of Daily Schedule.
Broadway Local 'Express from 230th Street to South Ferry.
It will be noted that the schedule put in operation on May ist increased the headway of the
trains leaving 230th Street between 5:00 a. m. and 6:15 a. m. from 6 minutes to 8 minutes. Other-
wise the two last schedules are practically the same.
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FIGURE S
CiRAPHicAL Record of Daily Schf.dvle.
Broadway Local Express from Dychman Street to South Ferry and to Atlantic Avenue During
Rush Hours.
It will be noted that the Dyckman Street express trains tlo not start in until 6:05 a. ni. and
that a number of IJyckman Street trains were cut alT when the Brooklyn extension was ojien to
Atlantic Avenue on May 1st, igtiH, at which time the Dyckman Street trains were run through the
Brooklyn tubes instead of around the South Ferry loop as previously.
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FIGURE 9.
Graphicai. Rlcord of Daily Schedule.
Lenox Avenue Local Trains from i45'/j Street to Brooklyn Bridge.
Very few changes have been made in the operation of the 145th Street locals, the three schedules
being similar.
It will be noted that the schedules call for a tliree-minute headway during both the morning and
the evening rush hours and that this headway is scheduled for nearly an hour in the morning but
for much less time during the evening rush hour.
22
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FIGURE 10.
Graphical Record of Daily Schedule.
Lenox Avenue Local Express Train from iSoth Street to Flatbush Avenue.
It will be noted that this schedule calls for three-mitiute headway or twenty trains per hour
during tlic rush hour periods and that the theatre rush was recognized by sending out a number of
additional trains between 10:30 p. m. and 11:30 p. in.
The schedule put in operation on May ist at the time the Dyckman Street-Broadway trains were
first sent through the Brooklyn tubes shows that a number of the Lenox Avenue express trains were
taken out of service particularly between 9:15 a. m. and io:jo a. m.
Study of Passenger Movement on Individual Trains.
Observers were placed on dififerent trains during various days and in the rush
hour periods to count the passengers getting on and off at the various stations in order
to determine
a — Location and extent of the standing load;
b — Average length of travel of passengers on the express and the local trains ;
c — Relative carrying efficiency of the express and the local trains ;
d — Distribution of passengers throughout the different cars of the trains.
The trains chosen for these observations were 8 local trains during various days
in February and March, igo8, and lo express trains during January and February,
1908. Subsequently when the Subway system was extended to 242d Street and the
Brooklyn extension was opened to Atlantic Avenue, observations were made on 6 ad-
ditional express trains in order to measure the influence of the fall traffic and the
longer runs due to the two extensions upon the averages already obtained.
The results of the detailed observations have been plotted and shown in Figures
II to 39 inclusive.
To each diagram has been appended a description showing the number of pas-
sengers boarding the train, the greatest number on the train at any one time, the time
lost between Brooklyn Bridge and 96th Street and the average length of passenger
travel. Attention is also called to the characteristics of the passenger movement
in each case.
The information in regard to the trains which were observed during January,
February and March, 1908, is shown by Table VIII.
The information in regard to the trains which were observed during October,
1908, is shown by Table IX.
The comparison of the local trains with the express trains and also the compari-
son between the express trains during January and February, 1908, and during October,
1908, is shown by Table X.
A study of the figures in these tables and of the diagrams showing the passenger
movement with each individual train will show the following conclusions :
a — Taking an average of eight local trains, the total number of passengers carried
on each trip averaged 2.58 times the maximum number carried on the train at any
one time while with the ten express trains first taken this ratio averaged but 1.62, and
with the six express trains in October, 1908, this ratio averaged 1.64. These figures indi-
cate that the local trains are used to much better advantage than the express trains.
b — The ratio of the total number of passengers boarding the train to the num-
ber of seats in the train shows that these local trains carried 4.36 passengers
for every seat while the express trains carried 3.24 and 3.62 passengers per seat, thus
showing again that the seating capacity of the locals is used more efficiently than the
.•seating capacity of the express trains.
c — The ratio of the number of passengers in the train at the time of max-
imum load to the total number of seats provided which indicates the comparative
crowding of the trains is less with the local trains (i./O than with the express trains
which show averages of 2.17 passengers and 2.20 passengers per scat in the trains at
points of heaviest loading.
d — The average disUmce traveled by passengers on local trains, taking the results
of the eight local trains shown by the table, was found to be slightly more than
two miles and the average distance traveled by passengers on the ten express trains
studied was found to be 5.5 miles and of the later six ex])ress trains to l)e 5.75 miles,
thus indicating the extent to wdiich the local trains get the benetit of the short haul
passengers and also the extent of the burden of the long haul passengers upon the
express trains.
e — The average length of passenger haul on the express trains is gradually increas-
ing as the road is added to and as the outlying districts become built up. The total num-
ber of passengers entering a train is a measure of its earning power, whereas the num-
ber of car miles traveled by the train is a measure of the expense involved in moving
the passengers ; therefore, if tlic number of passengers upon any train is divided
by the number of car miles made by the train in making a trip in one direction,
the result will be the average number of passengers per car mile, and the higher
this result, the greater will be what might be called the earning power of the train.
This ratio for the eight local trains shows 26 passengers per car mile, whereas
the result from the express trains shows 12.6 and 11.4 passengers per car mile, thus
indicating that during rush hours the locals have an earning power equal to fully twice
that of the express trains.
TABLE VIIT.
25
TABLE IX.
Recapitulation of Traffic Data
in
'ZI.52
140.40'
tipresz
express
Broddnay
l.enox Ave.
7ooth firry
PyckmanSt
i^CcvrtiaPh
OyOfmJn Sf
Atlantic flv«
eiantic Ave
fi±
ocr zi, i9oa
Ocr 21. I90B
Oct 19, I90e
Oct 19,1903
Oct 20.'l90a
Odf.'20J90B
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5960
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TABLE X.
Average of 8 Average of lo Average of 6
Local Trains Express Trains Express Trains
Feb. & Mar. Jan. & Feb., October,
1908. 1908. 1908.
Time lost between 96th St. and Brooklyn Bridge..
Ratio of the total number of passengers boarding
the train to the maximum number on the train
at the time of heaviest load
Katie of the total number of passengers boarding
the train to the number of seats provided
Katio of the maximum number of passengers on
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Average number of passengers per car
Average number of passengers per car mile
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FIGURE II.
Broadway Local.
Leaving City Hall for 137th Street at 5:58 P. M.
January lith, iqo8.
Total number of passengers 1213
Greatest number of passengers at any one time 521
Length of time from Brooklyn Bridge to 96tli Street 35 min. 53 sec.
Time lost between Brooklyn Bridge and 96th Street 9 min. 53 sec.
Average length of passenger travel .2.09 miles
This diagram indicates characteristics of north bound local tr.iins during the evening rush hours.
Standing passengers appear at Bleecker Street and Astor Mace, but tlie exodus of passengers at 14th
Street empties the train of tlie standing passengers. The largest number of passengers boarded this
local train at 23rd Street and there were standing passengers until the train reached 86th Street.
27
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Feb.Kth'OO.
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FIGURE 12.
Broadway Local.
Leaving City Hall for 137th Street at 5:51 P. M.
February i4th^ 1908.
Total number of passengers .' 130S
Greatest number of passengers at any one time '.'.'.'.'.'.'.'.'. 507
Length of time from Brooklyn Bridge to 96th Street 39'min! 15 sec.
lime lost between Brooklyn Bridge and 96th Street 13 min. 15 sec.
Average length of passenger travel 1.9 miles
This diagram plotted from information taken one month later than the previous figure shows the
same characteristics with the exception that fewer passengers left the train at 14th Street and a
greater number boarded the train at 96th Street. This train was slightly more efficient than the
train shown by Figure 11, as the length of travel was less and there was a greater number of passen-
gers handled with a relatively smaller maximum load.
28
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Jan.iSt.m'66.
FIGURE 13.
Broadway Local.
Leading isyth Street for City Hall at 8:24 A. M.
January 15th, 1908.
Total number of passengers °5°
Greatest number of passengers at any one tinie 323
J^ength of time from 96th Street to Brooklyn Bri.lge 28 min. 47 sec.
Time lost between 56th Street and Brooklyn Bridge 2 min. 47 sec.
Average length of passenger travel 'u'^ miles
This diagram indicates that the local trains, running south during the morning rush hours are
not loaded to as great an extent as the evening local trains running in the opposite direction. Stand-
ing passengers appeared upon this train only between Grand Central and 23rd Street stations and a
few between J4th Street and Astor Place.
29
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FIGURE 14.
, Broadway Local.
Leaving 13-th Street for City Hall at 8:20 A. M.
February i.\th, 1908.
Total number of passengers g22
Greatest number of passengers at any one time 337
Length of time from 96th Street to Brooklyn Bridge 29 min. 1 1 sec.
Time lost between 96th Street and Brooklyn Bridge 3 min. 11 sec.
Average length of passenger travel " i . 76 miles
The data secured for this train taken one month later than those for Figure 13 show almost pre-
cisely the same characteristics, indicating that these south bound local trains at this time during:
morning rush hours were not over crowdsd and were being used efficiently.
30
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FIGURE IS.
Broadway Kingsbridge Express.
Leavinz South Ferry for 230111 Street at s:.^q P. M.
December gth. 1907.
■J otal number of passengers IJSO
(jreatest number of passengers at any one time 922
Length of time from Brooklyn Bridge to Q6tli Street 21 min. 58 sec.
Time lost between Brooklyn Bridge and 96th Street 5 >"'"• SS sec.
Average length of passenger travel S-875 miles
This diagram which was prepared before the Brooklyn Extension was opened shows an excessive
number of standing passengers and indicates that standing passengers appear at Brooklyn Bridge and
that large additions were made to tlic standing load at 14th Street and Grand Central stations, con-
gestion being somewhat relieved bv a large number of passengers leaving the train at 96th Street
many of whom transferred to a local or Dyckman Street express, as this train did not stop at 103rd
Street, iioth Street, ii6th Street or Manhattan Street stations.
31
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FIGURE ]6.
Broadway Kingsbridge Express.
Leaving South Ferry for 230th Street .it 6:06 P. M.
January isth, 1908.
Total number of passengers 1280
Greatest number of passengers at any one time 02^
Length of time from Brooklyn Bridge to 96th Street ..'.'.'.'.".'.'" '2e,'min aq sec"
lime lost between Brooklyn Bridge and 96th Street q min lo sec'
Average length of passenger travel S .47 miles
The information for this diagram was obtained after the Brooklyn extension had been opened
and indicates at once the falling off in the number of passengers boarding tiains at Brooklvn Bridge.
IJiere was a comparatively larger number of passengers boardin.fr tins train at 14th Street and leaving
again at 96th btreet than was shown by the previous diagram, otherwise the characteristics are the
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FIGURE 17.
Broadway Kincsbridge Express.
Leaving 22olh Street for South Ferry at 8:13 A. M.
January 16th, 1908.
Total number of passengers 1683
Greatest number of passengers at any one time 1008
Lengtb of time from 96tli Street to Brooklyn Bridge 18 min. 40 sec.
Time lost from 96th Street to Brooklyn Bridge 2 min. 40 sec.
Average length of passenger travel 5-48 miles
This diagram shows the appearance of standing passengers at i68th Street and large additions
to the load at 96th Street due largely to passengers who had been collected by the local trains making
intermediate stops between 137th Street and 96th Street. Some of the passengers were standing until
the train reached Fulton Street. A larger number of passengers left the train at 14th Street than
at any other station, as shown also by previous diagrams indicating that with express trains the peak
of the standing load appears between' 96th Street and 14th Street.
33
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FIGURE i8.
Broadway Kingsbridge Express.
Leaving 230II1 Street for South Ferry at 8:21 A. M.
February zgtii, 1908.
Total number of passengers 11 71
Greatest number of passengers at any one time 738
Length of time from 96th Street to Brooklyn Bridge 21 min. 23 sec.
Time lost from 96th Street to Brooklyn Bridge 5 min. 23 sec.
Average length of passenger travel 5.8 miles
This diagram shows the same characteristics as the rrevious Kingsbridge express diagrams in
that few additions are made to the load secured at 230th Street until the train reaches iSist Street;
that is, four coaches would carry all of the passengers comfortably from 23cth Street to i8ist
Street and the eight coaches comprising the train are not uncomfortably loaded until the train reaches
i4Sth Street. At the end of the route however the trains have a standing load until they reach
J-uIton Street although the greatest congestion always appears between 96th Street and 14th Street.
34
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FICURE 19.
Broadway Express.
Leuvi)ig Soulh Ferry for Dyckman Street at 5:33 P. M.
January \ith, 1908.
Total number of passengers 1367
(jreatest number of passengers at any one time 846
Length of time from Brooklyn Bridge to 96th Strict 18 min. 22 sec.
Time lost between Brooklyn Bridge and 96th Street 2 min. 22 sec.
Average length of passenger travel S"4 miles
This diagram indicates a train that was used very efficiently; that is, there was but a short dis-
tance of its travel that all of its seats were not occupied.
The Dyckman Street Express diagrams do not sliow; the number of empty car miles shown by
the Kingsbridge express train diagrams.
35
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FIGURE 20.
Broadway Dyckman Express.
Leaving South Ferry for Dyckman Street at 6:09 P. M.
January i6tli 1908.
Total number of passengers ' lo^i
Greatest number of passengers at any one time '. . .'. . 719
Length of time from Brooklyn Bridge to 96th Street 26 min. 40 sec.
Time lost between Brooklyn Bridge and 96th Street 10 min. 40 sec!
Average length of passenger travel 5.2 miles
On account of the opening of the Brooklyn extension, the standing passengers on this train do
not appear until the train reaches 14th Street and a comnaratively large number of passengers leaving
the train at 96th Street left few standing passengers north of that point. These passengers were about
equally distributed at each of the five stations between Manhattan Street and i8ist Street inclusive.
36
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FIGURE 21.
Lenox Avenue Local.
■53 P. -1/.
Leaving City Hall for 145th Street at
March 2nd, 1908.
Total number of passengers , 1478
Greatest number of passencers at any one time '. 591
Length of time from Brooklyn Bridge to 96th Street 37 niin. 57 sec.
Time lost between Brooklyn Bridge and 96th Street ; "11 min. "57 sec.
J\verage length of passenger travel 2-575 miles
This diagram shows the characteristics of all north bound local trains due to the collection of
passengers at stations intermediate between the express stations and the delivery of a large number
of these passengers to the express trains. At 96th Street, however, the situation is reversed, and a
(^% ""',"ber of nassengers board the locals at tiiis point to be delivered to various stations north
of 90th Jitreet. This diagram shows that a large number of passengers transfer from the Broadway
express trains to the Lenox Avenue local trains at 96th Street.
37
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FIGURE 22.
Lenox Avenue Local.
Leaving City Hall for 145th Street at 5:57 P. M.
March gth, 1908.
lotal number of passengers , 1401
<ireatest number of passengers at any one time 597
Length of time from Brooklyn Bridge to g6th Street 37 min. 43 sec.
'lime lost between Brooklyn Bridge and 96th Street 11 min. 43 sec.
Average length of passenger travel 2.707 miles
This diagram indicates that the Lenox Avenue local trains are being used very efficiently; that is,
there are but short distances in which the empty cars are run. This diagram indicates the compara-
tive number of passengers who transfer at 137th Street to use the stub end track into the 145th
street station; otherwise its characteristics are the same as the previous diagram.
38
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Lenox Avenue IvOCal.
Leaving \/^ith Street for City Hall at 7:59 A. M.
January jSth, 1908.
Total number of passengers 915
Greatest number of passengers at any one time • • • • 366
J-ength of time from 96th Street to Brooklyn Bridge 29 min. 21 sec.
Time lost between 96th Street and Brooklyn Bridge 3 >"'"• 21 ^ec.
Average length of passenger travel 1-8.38 miles
This diagram when compared with the one shown in Figure 24 indicates at once that the south
bound local trains are not -so crowded as the north hound trains and that there are seats for all
until 14th Street is reached and then the standinc: load is comparatively small and lasts but for one
or two stations. The time schedule shows that th^^se trains are operated much nearer the schedule
than the north bound trains during evening rush hours.
39
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FIGURE 24.
Lenox Avenue Local.
Leaving msth Street for City Hall at 8:07 A. M.
January iSth, 1908.
Total number of passengers 9J3
Greatest number of pasfengers at any one time 3i9
Length of time from 96th Street to Brooklyn Bridge 30 '"l"- 33 sec.
Time lost between 06th Street and Brooklyn Bridge 4 mm. 33 sec.
Average length of passenger travel 1-825 miles
This diagram shows the same characteristics as the prcvi^ius diagram indicating that the south
bound local trains act as a collecting agency north of Q6th Street and a distributing agency south of
96th Street and that although a large number of passengers are Iiandled by one s-car train, a con-
stant movement of passengers in at one station and out at the next few stations prevents the accu-
mulation of a standing load except during .'■hort intervals.
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FIGURE 25.
West Farms Express.
Leaving Bronx Park fcr Borough Hall at 8:06 A. M.
February 27th, 1908.
Total number of passengers 1626
Greatest number of passengers at any one time • • • 871
Length of time from 96th Street to I'.rooklyn llridge 21 min. 15 sec.
Time lost between 96rh Street and Brooklyn Bridge 5 mi"- 'S sec.
Average length of passenger travel S-575 miles
This diagram was taken after the Brooklyn extension was opened to Borough Hall and indicates
that comparatively few passengers ;ire traveling to Brooklyn during the morning rush hour on that
date. The greatest number of passengers boardini? this trr.in was found to be at Third Avenue
where free transfers are provided between the Elevated Road and the Subway. A large number of
passengers left the train at 14th Street. The standing load lasted from Third Avenue to Brooklyn
iSridge.
SifzJi-rohiiiiJ
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Q.
West Fai<ms Express.
Leaving Bronx Park for Borough Hall at 8:05 -4. M.
February 28tli, 1908.
Total number of passengers 18^8
Greatest number of passengers at any one time 1044
Length of time from 96th Street to Brooklyn Bridge .-'r liiin '31 sec
Time lost between 96th Street and Brooklyn Bridge . . . \ min •?! sec'
Average length of passenger travel '. \[\\ 5 72 uiiles
'■^ii"^i diagram has almost identical characteristics with the former diagram with "he exception
that the load upon this train is somewhat larger. It indicates the comparative number of empty cars
wnicli are operated under present arrangements from Bronx Park to about Prospect Avenue. It
indicates that :f_8-car express trains could be broken in two at some point in the vicinity of Prospect
Avenue, a considerable amount of the empty car miles now operated could be saved
42
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FIGURE 27.
WnsT Farms Express.
Leaving Borough Hall for Bronx Park at 5:36 P. M.
February 2yth, 1908.
Total number of passengers
Greatest number of passenfjers at any one time
J^ength of time from Brooklyn Bridge to 96th Street
lime lost between Brooklyn Bridge and 96th Street.
Average length of passenger travel
20 min.
4 min.
. 5--4
This diagram indicates that comparativclv few passengers travel from Brooklvn to Man
during the evening rush hour and that a large portion of the load of a West Farms expr
obtained at 14th Street. More passengers boafded this train at 96th Street than left it, but a
number were distributed to the four stations directly north of 96th Street and nearlv twice as
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FIGURE
28.
luH .Of -J
°zJai
IQ
Teb agiaOB
West Farms Express.
Leafing BoroMgh. Hall for Bronx Park at 5:43 P. M.
February 2StIi, 1908.
Total number of pasisengcrs ." 1527
Greatest number of passengers at any one time 894
Length of time from Brooklyn Bridge to 96th Street 23 minutes
Time lost between Brooklyn Bridge and 96th street 7 minutes
Average length of passenger travel 5.34 miles
This diagram has the same characteristics as the previous one although the total load is smaller;
the number of passengers boarding the train at 14th Street is larger and the number of passengers
leaving the train at Third Avenue is smaller.
44
m
FIGURE 29.
West Farms Express.
Leaving g6th Street at s •.0.3 P. M.
February 27th, 1908.
Length of time from 96th Street to Brooklyn Bridge '..... 19 min. 10 sec.
Time lost between 96th Street and Brooklyn Bridge 3 niin. 10 sec.
The information for this diagram was secured in order to sliow the characteristics of tlie travel
to Brooklyn during the evening rush hour, and therefore the information was not secured of the
passenger movement on and off the train north of 96th Street. This diagram shows a large number
of passengers riding to Brooklyn boarding the train north of Brooklyn Bridge; that is, considerable
traffic is being accommodated from Grand Central station and 14th Street directly through to
Brooklyn.
45
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FIGURE 30.
West Farms Ex tress.
Leaving iioZ/i Street fur Borough Hall at 5:09 P. M.
February 28f/i, 1908.
Length of time from 96th Street to Brooklyn Brtdije i6 min. 50 sec.
Time lost between 95th Street and Brooklyn Bridge 50 sec.
This diagram shows a larger number of standing passengers than shown by the previous diagram,
but the exodus of passengers at Brooklyn Bridge reduced the number of standing passengers. This
train was not uncomfortably crowded when it passed through the tunnel to Brooklyn.
46
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FIGURli: si-
West Farms Express.
Leaving Borough Hall at 9:14 A. M.
February 27th, 1908.
Length of time from lirooklyn Bridge to Q6th Street 15 min. 13 sec.
Time gained between Brooklyn Bridge and 96th Street 47 sec.
Ihis diagram was prepared to show ihe travel of passengers from Brooklyn to Manhattan during
the morning rush hours and indicates that there was a standing lead on the Brooklyn train only
from Borotigh Hall to Bowling Green. This diagram also shows that a number of passengers traveled
from Borough Hall tlirough to Grand Central station.
47
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FIGURE 32.
West F.'^rms Express.
Leaving Borough Hall at 9:13 A. M.
February sSth, 1908.
Length of time from Brooklyn Bridge to 96th Stiect 15 niin. 33 sec.
Time gained between Brooklyn Bridge and 96th Street 27 sec.
This diagram indicates the same characteristics as the previous diagram, showing that while a
large number of the Brooklyn passengers left the train at Bowling Green station and still a larger
number at Wall Street station, at the same time some of the Brooklyn passengers were being carried
as far north as 14th Street and Grand Central station. Both of the trains indicated by the two last
diagrams, being comparatively empty, made the run from Brooklyn Bridge to 96th Street in less than
scheduled time.
48
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FIGURE
Zi-
Broadway
KlNGSBRIDGE
Express.
Leaving South terry for 242nd Street at 5:03 P. M.
October 21, iqo8.
Total number of passengers 1 6 1 7
Greatest number of passengers at any one time loio
Length of time from Brooklyn Bridge to 96th Street 18 min. 29 sec.
Time lost by train between Brooklyn Bridge and 96th Street 2 min. 29 sec.
Average length of passenger travel 5-95 miles
49
FIGURE 34.
Broadway Kincsbridge Expp.kss.
Leaving 242nd Street for South Ferry at 8:27
October 21, 1908.
-1 ilf.
Total number of passengers
Greatest number of passengers at any one time! ^°^]
Length of time from Brooklyn Bridge to g6th Street .■.■.'.■ I'g 'min' '-52 ^ec
rime lost by tram between Brooklyn Bridge and 96th Street 2 m „ ^2 sec'
Average length of passenger travel 6 14 miles
so
OcfM/908.
25.
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r.ROAnWAY DyCKMAN STRF.r/r KXTRKSP.
Leaving Atlantic Avenue for Dyckman Sircct at 5:00 P. M.
October 19, igo8.
Total number of passengers I73S
Greatest number of passengers at any one time 947
Length of time from Brooklyn Bridge to 96th Street iS min. 18 sec.
Time lost by train between Brooklyn Bridge and 96tli Street 2 min. 18 sec.
Average length of passenger travel 4.88 miles
51
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iii
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FIGURE 36.
Broadway Dyckman Express.
Leaving Dyckman Street for Atlantic Avenue at 8:06 A. M.
October 19, 193S.
Total number of passengers i39S
Gieaiest number of passengers at any one time 928
Length of time from 13rooklyn Bridge to 96th Street 18 min. 23 sec.
Time lost by train between Brooklyn Bridge and 96tlx Street 2 min. 23 sec.
Average length of passenger travel S--6 miles
52
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Z7.
Oct20./f08.
o
FIGURE 37.
West Farms Express.
Leaving Atlantic Avenue for i8o</i Street at 7:55 A. If.
October 20, 1908.
Total number of passengers i473
Greatest number of passengers at any one time 94'
J^ength of time from Brooklyn Bridge to 96th Street 18 min. 52 sec.
Time lost by train between Brooklyn Bridge and 96tli Stni't 2 min. 52 sec.
Average length of passenger travel • • 5-96 miles
53
l^?§l?|fc^S?|s
FIGURE 38.
West Farms Express.
Leaving Atlantic Arcnua for iSoth Street at 5:05 P. M.
October 20, 1908.
Total number of passengers 1734
(jreatest number of passengers at any one time 955
Length of time from Brooklyn Bridge to 96th Street 19 min. 9 sec.
Time lost by train between Brooklyn Bridge and 96th Street 3 min. 9 sec.
Average length of passenger travel 6.29 miles
54
iiJKt-xiri
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PI
i'lGURE 39.
Dislribulion of Passengers Tliroiiglwiit the 'I'rains.
55
Distribution of Passengers Throughout the Trains.
It is often said that while the middle cars of the train are crowded, there
is plenty of room in the end cars. In order to determine the relative location of the
standing passengers in the various cars of the train, the diagrams in Figure 39 are
shown.
These diagrams show the extent of the location of the standing load in the cars
of four different trains, two of which were 137th Street locals, one north and one
south bound, and the other two trains were Kingsbridge express trains, one north
and one south bound.
A study of these diagrams will indicate that there is a much more even distribu-
tion of passengers through the express trains than through the local trains, due, no
doubt, to the fact that the passengers will take more trouble to avoid a crowded car
in boarding an express train than they will in boarding a local train as in the latter
case most passengers travel but a short distance.
The diagrams indicate, however, that considerable improvement could be made in
more evenly distributing the passengers throughout the length of all of the trains.
Hourly Variation in Traffic.
From the point of view of the railroad operator the mosit interesting and at the
same time the most important variation of traffic volume is that which occurs from
hour to hour throughout the day. Not only is the range of variation great, but its
maximum value results in demands for transportation that greatly exceed the present
facilities of the system. Since these excessive demands occur at various points of the
system during certain hours of the day a careful study of these points is a necessary
preliminary to the formulation of any comprehensive plan for the increase or regula-
tion of traffic facilities.
A large number of studies of the hourly variation in traffic have been made by the
Transportation Bureau of the Public Service Commission from time to time. Some
typical results of the information collected have been plotted in the form of graphical
logs and shown in the diagrams, Figs. 40, 41, 42, 43, 44 and 46.
It will be seen that each curve shows the rate of passenger movement through the
station during the day and also the number of seats in the trains at the same time,
indicating at once the number of passengers who were standing in the trains as they
left that particular station.
A study of these curves reveals the following characteristics :
a The peak load during which standing passengers appear for any great length of
time lasts for about two hours in the morning and again for two hours in the evening.
This rush hour load rises to a sharp peak for a half hour during each period.
b The seating capacity during these rush hour periods is limited by the physical
limitation of the Subway.
5'6
c The maximum number of passengers through a station at any one time is equal
to about four times the average for the portion of the day shown by the curves. Of
the passengers traveling in one direction during the day, fully 33% travel during the
two hours of the rush period.
d On account of the necessity of returning the rush hour cars to their storage
tracks in the morning and carrying them back again only partly loaded at night, there
are a good many partly loaded cars traveling in a direction opposite to the flow of rush
hour traffic.
e As the Subway is now operated, there are more than enough seats passed
through it each day to provide a seat for every passenger if the passenger load and
the train movement could coincide, but unfortunately this condition cannot be approxi-
mated without making radical changes in its design and construction.
The train movement in future Subways, however, can be made to approximately co-
incide with the passenger load by doubling the track facilities at stations, either by
double decking or otherwise, and providing suitable storage yards at both ends of the
longer lines so as to reduce to a minimum the movement of empty cars.
9 to II iZ"
FIGURE 40.
Record of Traffic Obsf.rvations.
South Bound Express Service.
Grand Central Station.
Tlic curves in Figures 40 and 41 show the results of actual counts made of the number of pas-
sengers and the number of seats leaving Grand Central Station on the south bound express tracks
on five days, distributed over more than a year's time as follows: Aug. 23, 1907; Nov. 19, 1907;
Nov. II, igoS; Dec. 9, 1908, and Dec. 14, 1908.
It will be noticed tliat during this period the maximum morning peak load has been growing
from 20,000 passengers per hour to 28,000 passengers per hour, and that the average traffic during
the middle of the day has increased in about the same proportion, or from 4,000 to about 6,000
passengers per hour.
57
3S,000
A.M.
30,000
% zs,ooo
I
p: ZO.OOO
\ /s,ooo
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e'^ 7 s
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Time of Day
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FIGURE 41.
Atf
58
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o
7"" a
9 10 II 12"- /"" Z 3 4-
TiMC Of O/iY
FIGURE 42.
Record of Traffic Observations.
North Bound Express Service.
i^th Street Station.
The curves shown in Figures 42 and 43 indicate the situation on the north bound express tracks
at 14th Street station on the same days as shown by the Grand Central Station curves. These two
stations have been selected as the points showing the greatest crowding.
The peak in the evening is not as high or as sharp as that in the morning, showing that the
passengers go home more leisurely than they go to work in the morning. The increase in the num-
ber of seats provided during the middle of the day is noticeable in the last two curves, which also
show considerable improvement in the length of time the maximum seating capacity is maintained
•during the evening rush hours.
59
zaooo
/2'^ /''"' Z 3 4
Time of Day
^''iZ'i'
JO // /Z"*-^/
30,000
6,000
9 /O // /2^^f
30,000
1
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1
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FIGURE 43.
6o
Increases in Capacity to be Expected.
Tlie one great difficulty in the way of supplying every passenger with a seat during
the rush hours is due to the physical limitations of the Subway. When I first began
to study the Subway (October, 1907) the maximum train hour capacity of the express
tracks was about 29 trains of 8 cars each. During the past year this capacity has been
increased to 33 trains of 8 cars each. With the introduction of additional doors in
the sides of the cars, with improvements which will remove the cross-over delays
at 96th Street, by means of a speed control signal system or otherwise, there is every
reason to expect a train capacity of 40 trains per hour. If each of these trains is com-
posed of 9 cars, instead of 8 cars, the possible car capacity of the Subway will be still
further augmented. In other words, the peak load capacity of the express tracks in
seats per hour may be taken as follows :
T.\ble XI.
Seats per Hour.
Increase. Total.
Capacity during fall of 1907 12,000
Improvement during year 1907 1,250 13,230
Improvement anticipated due to additional doors in sides of cars near ends.. 1,250 14.500
Improvements anticipated by use of a speed control signal system 650 15,150
Improvements anticipated due to changes at 96th Street ; 850 16,000
Additional capacity to be secured by running 9 cars on each express train, in-
stead of 8 cars 2,000 18,000
While these improvements are being made, it is easy to be seen that the maximum
passenger load which last year averaged about 22,000 passengers per hour, will probably
increase to 36,000 passengers per hour. The result will be that the relative crowding
during the rush hour period will not be decreased until other Subways are built.
These future Subways should be designed with reservoir stations on the express
tracks, as pointed out in the report on "Capacity," and with this arrangement of tracks
may be expected to have a maximum seat capacity of 30,000 seats per hour, which
will be a great improvement over the possible seat capacity of the present Subway.
Proposed System for Regulation of Subway Traffic.
The present Subway is now completed as far as officially planned, and has been
running a sufficient length of time to establish precedents for future regulation and
operation.
The number of passengers carried during any given period divided by the number
of car miles run during that same period gives a ratio which can be taken as a compar-
ative measure of the quality of service rendered. This ratio can not be used accurately
in comparing different roads or systems of transportation, but upon any one system
with a given and fixed set of conditions it should indicate very closely the comparative
seating capacity per passenger furnished from day to day, or from month to month.
6i
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I'lGURE 44.
Showinz Ratio of Number of Passengets to Number of Car Miles.
62
This ratio of the number of passengers to the number of car miles has been
determined for each month's operation of the present Subway during the years 1907
and 1908, and the results are shown graphically by Figure 44. It will be noted that
compared with the ticket sales, relatively more cars are operated in the summer
season than at any other time of the year, and that during the latter part of this year
this ratio ran up higher than it has ever been before.
It would appear from this curve that, if the service in the Subway is to be
regulated so as to provide for the constantly increasing traffic and not be zvorse
in the future than it has been in the past, an effort should be made to anticipate the
requirements of the service, and provide a schedule calling for sufficient car miles, so
that the ratio between passengers and car miles will never exceed 5. Judging from the
curve showing past results, this ratio can be bettered during the summer months.
From a study of the record of the past year, it would appear to be fair to the Subway
Company to require a ratio of 5 during the months of October to April inclusive,
4.5 for May, 4. for June, July and August, and 4.5 for September.
After determining the number of car miles that should be furnished to take care
of any anticipated passenger traffic, the next problem is to so arrange a schedule that
will move as many as possible of these car miles in the direction and at the time of
passenger movement. In the present Subway two vacant seats mean a standing
passenger at some other part of the route, or at some other time of the day. Every
efifort, therefore, should be made to cut down the number of empty seats, and to move
the seats when and where they are needed. It costs -nearly as much to move an empty
car as it does a car comfortably filled with seated passengers, and as only a certain
number of car miles can be run with a given income the importance of cutting out the
empty cars during non-rush hours and also at the ends of the road becomes apparent.
With the present Subway little is to be expected of the possibility of storing cars so
as to avoid empty car miles in the direction opposite to the peak load travel, but
considerable economy is to be expected eventually from the adoption of an automatic
coupler which will allow the breaking up and assembling of trains at some inter-
mediate point instead of running full length trains to the extreme ends of each, division
as is done at present.
Without any of these refinements, however, there still remains considerable room
for improvement in the arrangement of the Subway schedules, as the last curves of
the traffic observations indicate that there are useless car miles being operated, many
of which might be eliminated and on the other hand there are standing passengers
when more cars should be provided.
63
TsMCcrOv
FIGURE 45.
Diagram Showing Schedule Number of Seats Compared to Number of Passengers Carried.
Southbound Express Traffic, Grand Central Station, December, 1908.
This diagram indicates that more cars can and should be operated in the southbound express
service during the morning rush hours — that is, that the maximum schedule now in force from 7
a. m. until S.30 a. n;. £,t Grand Central Station should be continued until 10 a. m.
64
Z J 4
TmtorDfr
FIGURE 46.
Diagram: Showing Schedule Number of Seats Compared to Number of Passengers Carried.
Northbound Express TraKc, 14th Street Station, December, 1908.
This diagram indicates that more cars can and should be operated in the northbound express
eervice during the evening rush hours-;;-that is, that the maximum schedule now in force from 5.23
p. m. to 6.33 p. m. at 14th Street Station should be maintained from 4.45 p. m. to 6.45 p. m.
65
Study of the Transfer System.
In order to determine the characteristics of the transfer system prevailing be-
tween the local and the express tracks in the Subway, a careful record of passenger
movement upon the station platforms and into and out of the trains was made during
the evening rush hours at the five express transfer stations. The results of this canvass
ai^e shown in Table XII and the figures have also been plotted graphically and are
shown in Plate III.
These diagrams indicate the number of passengers traveling for one hour during
the evening rush period on both the local and the express north bound trains from
Brooklyn Bridge to 96th Street. At each station a careful count was made for
one hour showing the number of passengers entering both classes of trains from the
street, the number leaving both trains to reach the street as well as the number trans-
ferring from the locals to the express trains and vice versa.
The diagrams therefore indicate the total number of passengers using each class
of train during the hour; where these passengers came from and where they went to,
and the number of passengers who were standing, as compared with those who were
seated while in the trains.
A studjf of these figures shows the following conclusions, it being understood that
all of the facts relate to the north bound trains during the evening rush hours.
a — The express trains carry their maximum loads as they leave Grand Central
station and the local trains are most heavily loaded as they enter Grand Central
station.
b — More passengers leave both classes of trains to reach the street at the Grand
Central station than leave the trains at any other express station. Nearly twice as
many passengers leave the express trains and go directly to the street at this station as
leave the local trains at this station for the street.
c — Four times as many passengers take the express trains at the express stations
from the street as take the local trains from the street; that is, of the number of
passengers entering the five transfer stations from the street 20% do so to take a local
train. The express trains secure a large increase in load at Brooklyn Bridge and at
14th Street.
d — Of the passeogers on the express trains an average of 326 on each train
transfer to other trains. About 40% of this transferring now takes place at 96th
Street and about 25% at Grand Central Station.
e — Of the passengers on the local trains an average of 474 transfer from each
train to an express train and of this movement about 40% takes place at 14th Street
and about 30% at Grand Central station.
f — Relatively the total transferring between both classes of service is done as fol-
lows : At Brooklyn Bridge 3%; at 14th Street 32%; at Grand Central station 28%; at
72nd Street 13% ; and at 96th Street 24%.
66
g — The average number of passengers entering the doors of the express trains
is 1300 per train, of which an average of 326 or 25% transfer to the local service — that
is, the local distributing service is used by 25% of the patrons of the express service.
h — The average number of passengers entering the doors of the local trains is
1400 per train, of which an average of 474 or 34% transfer to the express service — i. e.
the express trains are the destination of 34% of the local train patrons.
i — Of 1400 passengers, therefore, using a local train, 326 have come from ex-
press trains and 474 are on their way to express trains leaving 600 passengers or 43%
of the total number using the local trains who are strictly local passengers riding from
•one local station to another.
j — -The express stations contribute an average of 114 new passengers and the ex-
press trains transfer an average of 326 passengers making a total of 440 passengers to
each local train to offset the 474 passengers which the locals furnish to the express
service.
k — Of the 1400 passengers who patronize a local train there are 474 who transfer
to the express trains. The income from this local trip may therefore be taken at
(1400 — 474) X 5c., or $46.30, and as this train is composed of 5 cars and has traveled
an average of 9 miles in one direction the income per car mile for this part of the
$46.30
trip is equal to • — ■ • or $1.03 per car mile for rush hour service.
5x9
1 — In a similar way the income from an express train carrying 1300 passengers
may be found by deducting the 326 passengers who transfer to the local trains, mak-
ing the income for one express train north bound trip (1300 — 326) x Sc or $48.70.
This express train however consists of 8 cars and travels an average of 15.38 miles
48.70
in one direction, thus reducing the income per car mile to or 39 cents.
8 x 15.38
m — This result confirms the conclusions that the earning efficiency of the local
service is more than twice that of the express service. The advantage which the
local trains possess over the express trains is that they serve the short haul pas-
senger in a short run train of comparatively few cars while the express trains carry
long haul passengers who pay the same 5c. fare in long trains, running long distances.
n — Even crediting the local train with an average of 600 strictly local passengers
only, the resulting $30.00 income divided by the fewer number of car miles required
to maintain a local train in service will make a showing of earnings per car mile,
equal to that of the express train earnings figured without any deduction for transfer
passengers. That is, the local service is capable of not only maintaining itself, but it
can also earn enough more to maintain the burden of the entire collecting and dis-
tributing system of which it is a part and assist in compensating for the loss due to
long haul business carried by the express trains.
6^
Short Haul Passengers in Short Kaul Cars.
It is comparatively easy to draw the conclusion that "all the money is made from
the short haul passengers." This popular conception is undoubtedly true but it has
been necessary to collect considerable data to determine just how much of a burden
the long haul passengers are upon the system as a whole.
The Subway system has now been in operation long enough to demonstrate that, in
order to make this method of transportation self-sustaining upon the present flat
fare basis, the income should average at least one cent per passenger mile. In other
words, zvith a tmiform fare of 5 cents the average length of ride should not exceed
5 miles.
The analysis resulting from the study of the passenger movement on individual
trains proves that the average length of travel on the express trains is now S^ miles
or slightly above the critical average whereas the average length of ride on the local
trains is but two miles. It is apparent that as the Subway is extended and the out-lying
districts become more thickly populated that the average length of the long haul rides
will become greater, and that unless the fare for these longer rides is increased, it
will be necessary to cultivate the short haul business and increase the profit from that
source if the present S-cent flat fare is to be retained.
The extension of the present Subway to Brooklyn was a move in this direction as
the total business was increased about io% and the average haul of the Brooklyn pas-
sengers will be about four miles, thus tending to reduce the average haul. The benefits
to be derived from the Brooklyn business however are somewhat offset by the fixed
charges on the first cost of the extension consisting of two tubes under the East
River, each nearly 7,000 feet long, and about a mile of expensive four to six track
subway construction in Brooklyn. Moreover, many passengers who formerly patron-
ized the Subway from the Brooklyn Bridge station now ride to and from Brooklyn
through the tunnels under the river and thus many former short haul passengers were
changed, at the time the Brooklyn extension was opened, to long haul passengers, and
in these particular cases the expense of handling the passengers was increased while
nothing was added to the income. The trains which serve the Brooklyn passengers are
used again on each trip for the Manhattan and the Bronx passengers so that the earn-
ing power of those express trains which now run to Brooklyn has been increased and
the average income per car mile should show some improvement on account of this
Brooklyn extension. As the Brooklyn line however is extended the average length of
haul will be increased and a point will eventually be reached where the business of this
section will not tend to decrease the average length of haul.
The problem of the future, therefore, if the fixed fare of 5 cents is retained, will
be to find a way to handle short haul passengers in short haul cars and to make enough
profit on this short haul business to be able to sustain the loss due to the long haul
burden. In other words, the fact that the local trains in the present Subway are proven
by careful analysis to have twice the earning power of the express trains, points out
68
the solution of the problem of eventually developing a comprehensive Subway system
for Greater New York. The development of the short haul business must be en-
couraged by furnishing a convenient, rapid, safe and comfortable service of ample
capacity. It is not improbable that a commercial demonstration of the moving plat-
form may prove that the short haul passengers can be transported at a lower cost by
means of a moving platform than by the present local train method. Irrespective of
whether the short haul business is handled by means of moving platforms or by cars —
the profit made from the short haul rides should be so used as to offset the losses due
to the long haul.
The building of Subways should start at the centre of the city and work out
rather than start from the out-lying districts and work in. Any plan for future
Subways which fails to make ample provision for the down-town local business, in a
degree greater than is done with the present Subway, will suffer from a fundamental
defect which will not only cripple its usefulness from the start but this defect will
become more apparent as the out-lying districts develop and as the average- length of
the long haul becomes greater.
C0^XLUSI0NS.
Briefly, the conclusions that may be drawn from this report are as follows :
1. The capacity of the express tracks of the present Subway can be increased
(from 12,500 seats per hour) to 18,000 seats per hour, and as the peak load is now
over 28,000 passengers per hour, and increasing rapidly, every effort should be made to
augment the maximum carrying capacity. Additional doors should be put in the sides
of the cars, and the speed control signal system which has now been developed should
be installed at all express stations. These improvements should be followed by the
addition of one extra car on each express train, and the use of an automatic coupler
should receive early consideration. The installation of a shuttle train service at
Bowling Green station, in order to increase the capacity of the Brooklyn tubes, should
be pushed, and eventually the cross-overs should be eliminated at 96th Street.
2. The equitable way to control the number of cars which should be furnished
to provide for the constantly increasing Subway trafific is to determine upon a constant
by which the number of passengers to be expected can be divided. The result will be
the number of car miles which the schedule should provide. Judging from past
records, this constant during the winter months may be taken as 5.
3. A more thorough study should be made to determine where useless car miles
can be eliminated from the present schedule, and where an equal number of car miles
can be introduced in such a way as to reduce the standing load to a minimum.
4. A study of the transfer system indicates that the local tracks have a greater
earning power than the express tracks. If a uniform fare of 5 cents is to be main-
tained with the present and future Subways, progress must be made along the lines
of cultivating and effectively serving the short haul business by providing a compre-
69
hensive system of local short haul trains. In this connection the merits of the moving
platform system of transportation should be thoroughly investigated.
5. The measure of the ultimate usefulness of any Subway is its peak or overload
capacity. If the present Subway could handle 60 trains an hour on each express track,
its usefulness would be materially increased over its present service of 30 trains, and
beyond its ultimate capacity of 40 trains per hour. Future Subways should be planned
to get the full advantage of the investment in the main line tracks, by running 60
trains an hour during the morning and evening rush periods.
Note — Since this report was written, the special speed control system recommended
in my report upon "The Signal System of the Subway" has been apparently success-
fully developed by the Subway Company, and is nearly ready for installation on the
express tracks at each express station. Under these circumstances I believe it will
be wise to hold the improvements at 96th Street until the full effect of the speed
control signal system improvement can be tested, as the latest reports on this device
indicate that it will add considerably more to the carrying capacity of the Subway than
at first thought possible. It may be found that the expenditure of $1,000,000 which the
removal of the 96th Street cross-overs eventually would cost will not be necessary at
present.
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fefe^H^
PUBLIC SERVICE COMMISSION
FOR THE FIRST DISTRICT
MAP AND PROFILE
OF RAPID TRANSIT RAILROAD
DATE JAN. 21. 1808
CO/fTLAA//^T
Plate II.
To accompany report upon
The Traffic of The Subway
by
Bion J. Arnold.
December, 1908.
lilAi
_|fv
CO/fTLAA/£>T
I I ^
or — 4- ■»««»= —
Plate II.
To accompany report upon
The Traffic of The Subway
by
Bion J. Arnold.
December, 1908.
Location and Length of Tracks,
Interborough Subway,
New York City.
Plate II.
To accompany report upon
The Traffic of The Subway
by
Bion J. Arnold.
December, 1908.
7Mij»4 "S'i*ViT^ »;*»■«
TRArnc Chart ■
-Subway Express Station 5-
TABLE Xn.
Record of Passenger Traffic, from 5:30 to 6:30 p. m.
Northbound from Brooklyn Bridge to 96th Street.
Brooklyn Bridge 10,380 16,024
14th Street i5t490 zi.S?!
Grand Central 24,100 23.358
72nd Street 26,062 zs.S-sS
96th Street 25.790 23.677
Totals
Average passengers per train —
(Total - 30)
To Trains
from Street.
Kxpic
sto L
6.231
435
4.604
1.802
>,3S8
2.351
23S
l,22g
581
3.166
13.012
9.783
Local to Express, fro
This diagram shows a typical distribution of cars and of passengers for one
hour during the ev&ning rush at the northbound express stations. A separate
diagram is shown for each of the five express or transfer stations. Each dia-
gram shows for one hour (a) the number of seats on both the express and the
local service; (b) the number of passengers both entering and leaving the sta-
tion on each class of trains; (c) the number of passengers entering and leaving
the station from and to the street; and (d) the number of passengers trans-
ferring from local to express trains, and vice versa. The exact figures are shown
by the table.
Plate III.
To Accompany Report Upon
The Traffic Of The Subway
by
Bion J. Arnold.
December, 1908.
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